Control device for an internal combustion engine, internal combustion engine assembly comprising an internal combustion engine and a control device of this type, method for operating an internal combustion engine, and method for determining a component characteristic map

Abstract

The invention relates to a control device (5) for an internal combustion engine (3), comprising a flow path module (39) which is designed to receive a specified value (41) for a flow path parameter of a flow path (7) of the internal combustion engine (3), and to determine a control specification (44) for a control element (40) of the flow path (7) according to the specified value (41) using at least one component characteristic map (46, 48) of at least one component (42) in the flow path (7).

Description

[0001] Rolls-Royce Solutions GmbH

[0002] DESCRIPTION

[0003] Control device for an internal combustion engine, internal combustion engine arrangement with an internal combustion engine and such a control device, method for operating an internal combustion engine, and method for determining a component characteristic map

[0004] The invention relates to a control device for an internal combustion engine, an internal combustion engine arrangement with an internal combustion engine and such a control device, a method for operating an internal combustion engine, and a method for determining a component characteristic map.

[0005] To control an internal combustion engine, characteristic maps measured on a full-size engine can be used, which must be determined in numerous tests on a test bench. This is complex and expensive and must be carried out individually for each new type of internal combustion engine or - if the control is to be very precise - even for each individual internal combustion engine. If the operation of the internal combustion engine is to be controlled, a non-linear system requires either linearization or the storage of operating-point-dependent control parameters. Calibrating these control parameters is also very complex and must be carried out anew for each new type of internal combustion engine; the calibration therefore requires immense effort and test bench time. The calibration required for linearization is also complex. Alternatively, the internal combustion engine can also be controlled or regulated purely model-based, for example based on Gaussian process models.While this approach requires less effort in terms of parameterization, it places considerable demands on the computing power and data storage space of a control unit intended for the operation of the internal combustion engine.

[0006] The invention is therefore based on the object of providing a control device for an internal combustion engine, an internal combustion engine arrangement with an internal combustion engine and such a control device, a method for operating an internal combustion engine, and a method for determining a component characteristic map, wherein the aforementioned disadvantages are at least reduced, preferably do not occur.

[0007] The object is achieved by providing the present technical teaching, in particular the teaching of the independent claims as well as the preferred embodiments disclosed in the dependent claims and the description.

[0008] The object is achieved in particular by providing a control device for an internal combustion engine, which has a flow path module configured to receive a preset value for a flow path parameter of a flow path of the internal combustion engine. The control device is further configured to determine a control specification for an actuator of the flow path as a function of the preset value using at least one component characteristic map of at least one component of the flow path. By determining the control specification for the actuator using the at least one component characteristic map, extensive parameterization can advantageously be dispensed with.In particular, there is no need for complex measurement of a full engine on the test bench; instead, data obtained for the corresponding component of the flow path—particularly in component testing or on the component test bench—can be used in a simple and cost-effective manner. At the same time, the approach proposed here does not require particularly high computing power, especially compared to purely model-based control or regulation based on Gaussian process models or hyperspace control. Adapting the control device to a new type of internal combustion engine is advantageously simple: All that is required is to determine the design of the flow path and the components contained therein, whereby the component maps assigned to the components can then be used, advantageously without the need for new measurements.In particular, the design of the control device can be compiled for virtually every new internal combustion engine based on the components used from the known and, in particular, once-measured component maps.

[0009] In the context of the present technical teaching, a flow path is understood in particular to mean a region of the internal combustion engine through which at least one gas flow passes, wherein the flow path simultaneously has at least one component influencing the gas flow and at least one actuator, preferably a plurality of actuators, for influencing the gas flow.

[0010] In the context of the present technical teaching, a component of the flow path is understood in particular to be an element of the flow path that, beyond a purely guiding or conducting function, influences the gas flow in the flow path or interacts with the gas flow. This can in particular be an active component or a passive component, whereby a passive component is understood to be a component that interacts with the gas flow but cannot itself be actively controlled to influence the gas flow, while an active component can be controlled to influence the gas flow in a specific manner. In particular, the at least one actuator is an active component of the flow path.In particular, the component is selected from a group consisting of: a cooler, a turbine, a compressor, and a valve or throttle device, in particular a flap.

[0011] In particular, according to one embodiment, the flow path is an air path for supplying combustion air into a combustion chamber of the internal combustion engine, or an exhaust gas path for discharging exhaust gas from the combustion chamber. In particular, according to one embodiment, the flow path is a gas path as a combination of an air path and an exhaust gas path. In particular, the flow path has at least one air path component and / or at least one air path actuator for influencing the air flow in the air path, as well as at least one exhaust gas path component and / or at least one exhaust gas path actuator for influencing the exhaust gas flow in the exhaust gas path. In particular, the air path and the exhaust gas path are coupled to one another via at least one exhaust gas turbocharger, wherein a turbine of the exhaust gas turbocharger is arranged in the exhaust gas path, and wherein a compressor of the exhaust gas turbocharger, which is drivingly connected to the turbine, is arranged in the air path.

[0012] The control specification can, in particular, be a direct control variable for the actuator. Alternatively, the control specification can also be a secondary setpoint specification for a subordinate control module. The subordinate control module is, in particular, configured to determine a secondary control specification for controlling the at least one actuator, in particular as a direct control variable for the actuator, depending on the secondary setpoint specification.

[0013] In the context of the present technical teaching, a module is generally understood to mean, in particular, a conceptually or physically definable or delimited functional unit configured to perform at least one specific function. This may be a separate computing device, a part of a computing device, a hardware structure, or a software structure, each configured and intended to fulfill the at least one specific function.

[0014] In particular, the control device is configured to determine the control specification such that the flow path parameter is set to the specified value, in particular controlled or regulated, when the actuator is controlled with the control specification.

[0015] The control device is in particular configured to determine the control specification for the actuator of the flow path as a function of the specification value using a plurality of component characteristic maps of a plurality of components of the flow path.

[0016] In the context of the present technical teaching, a component characteristic map is understood to mean, in particular, a data structure, in particular a data field, which has a plurality of support points for at least one first variable as a function of at least one second variable. It is possible for the component characteristic map to comprise support points for exactly one first variable as a function of exactly one other variable and thus be designed as a characteristic curve. However, the component characteristic map can also be multidimensional. In particular, the component characteristic map is interpolatable. In particular, a calculation rule for interpolation between the support points is assigned to the component characteristic map.

[0017] According to a further development of the invention, the flow path module is configured to determine the control specification based on a physical model of the flow path comprising the at least one component and the at least one component characteristic map as a function of the specification value. In particular, this makes it possible to determine the control specification with little computational effort and, at the same time, little parameterization effort. The physical model of the flow path preferably comprises, in particular, the arrangement of the at least one component in the flow path, in particular the arrangement of a plurality of components in the flow path, as well as mathematical relationships that describe a flow along the flow path, in particular relationships between mass flow, temperature and / or pressure values ​​along the flow path.The effect of the at least one component on, in particular, the mass flow, temperature, and / or pressure of the flow in the flow path is described by the at least one component characteristic map. This, in turn, allows the mathematical relationships encompassed by the physical model to be kept simple, since more complex physical effects are taken into account by the at least one component characteristic map.

[0018] According to a further development of the invention, the flow path module is configured to determine the control specification by determining a plurality of flow path parameters along the flow path based on the physical model and the at least one component characteristic map. The flow path module is thus advantageously capable of describing the flow along the flow path in a simple manner that, in particular, requires little computing power. In particular, the flow path module is capable of calculating the flow through the flow path.

[0019] The flow path parameters are in particular each selected from a pressure and a temperature along the flow path. In particular, pressure and temperature are determined for a plurality of positions along the flow path.

[0020] In particular, the flow path module is configured to determine the control specification by systematically determining the plurality of flow path parameters along the flow path against a flow direction of a medium flowing through the flow path during operation of the internal combustion engine using the physical model and the at least one component characteristic map. Alternatively or additionally, the flow path module is configured to determine the control specification by systematically determining the plurality of flow path parameters along the flow path with the flow direction of a medium flowing through the flow path during operation of the internal combustion engine using the physical model and the at least one component characteristic map.By systematically calculating the flow path parameters following the flow direction or aligning them against the flow direction, the flow path parameters can be calculated as simply and accurately as possible and thus ultimately also the control specification can be determined accordingly.

[0021] In particular, the flow path module is configured to determine the control specification by systematically determining a first plurality of flow path parameters along a first section of the flow path, counter to the flow direction of the medium flowing through the first section of the flow path during operation of the internal combustion engine, based on the physical model and the at least one component characteristic map, and by simultaneously determining a second plurality of flow path parameters along a second section of the flow path, systematically in accordance with the flow direction of the medium flowing through the second section of the flow path during operation of the internal combustion engine, based on the physical model and the at least one component characteristic map. This, in particular, allows for a simple and accurate calculation of the flow path parameters and thus, at the same time, the determination of the control specification.

[0022] In particular, the flow path module is configured to determine the control specification by systematically determining a first plurality of flow path parameters along a first section of an air path from a combustion chamber inlet valve - in particular via a high-pressure charge air cooler and a throttle valve - to a high-pressure compressor against the flow direction of the charge air in the air path using the physical model and the at least one component characteristic map, and by simultaneously systematically determining a second plurality of flow path parameters along a second section of the air path from a low-pressure compressor - in particular via a low-pressure charge air cooler - to the high-pressure compressor with the flow direction of the charge air using the physical model and the at least one component characteristic map.

[0023] In one embodiment, the flow path module is configured to determine the control specification by additionally determining a third plurality of flow path parameters along an exhaust gas path from a low-pressure turbine to upstream of a high-pressure turbine, in particular upstream of a junction of a bypass path bypassing the high-pressure turbine into a main exhaust gas path, systematically counter to a flow direction of the exhaust gas in the exhaust gas path based on the physical model and the at least one component characteristic map.

[0024] According to a further development of the invention, it is provided that the flow path module is configured to receive, as the default value, a boost pressure value for a gas path as the flow path.

[0025] Alternatively or additionally, the flow path module is configured to determine, as the control specification, a flap position, in particular a target flap position, for a flow flap in the flow path. In particular, the flow path module is configured to determine, as the control specification, a flap position, in particular a target flap position, for a bypass path flap in the bypass path bypassing the high-pressure turbine of the exhaust gas turbocharger. The bypass path is also referred to as a bypass; the bypass path flap is also referred to as a bypass flap.

[0026] According to a further development of the invention, it is provided that the at least one component map is selected from a group consisting of: a low-pressure compressor map, a high-pressure compressor map, a low-pressure turbine map, a high-pressure turbine map, a charge air cooler map, in particular a high-pressure charge air cooler map and / or a low-pressure charge air cooler map, a throttle valve map, and a bypass valve map.

[0027] In particular, the control device is configured to use a first compressor characteristic map, in particular a first high-pressure compressor characteristic map or a first low-pressure compressor characteristic map, as the at least one component characteristic map, wherein the first compressor characteristic map comprises mutually associated values ​​for a mass flow across the compressor, a rotational speed of the compressor, and a pressure ratio across the compressor.

[0028] Alternatively or additionally, the control device is configured to use a second compressor characteristic map, in particular a second high-pressure compressor characteristic map or a second low-pressure compressor characteristic map, as the at least one component characteristic map, wherein the second compressor characteristic map comprises mutually associated values ​​for an efficiency of the compressor, the mass flow via the compressor and the rotational speed of the compressor.

[0029] Alternatively or additionally, the control device is configured to use a first turbine characteristic map, in particular a first high-pressure turbine characteristic map or a first low-pressure turbine characteristic map, as the at least one component characteristic map, wherein the first turbine characteristic map comprises mutually associated values ​​for a mass flow across the turbine, a rotational speed of the turbine, and a pressure ratio across the turbine.

[0030] Alternatively or additionally, the control device is configured to use a second turbine characteristic map as the at least one component characteristic map, in particular a second high-pressure turbine characteristic map or a second low-pressure turbine characteristic map, wherein the second turbine characteristic map comprises mutually associated values ​​for an efficiency of the turbine, the mass flow through the turbine and the rotational speed of the turbine.

[0031] In the context of the present technical teaching, a pressure ratio across a component is understood to mean, in particular, a quotient of a pressure value measured downstream of the component divided by a pressure value measured upstream of the component.

[0032] A reduced mass flow is preferably used as the mass flow in the respective component characteristic map, that is to say in particular the mass flow multiplied by a quotient of an actual pressure divided by a predetermined standard pressure.

[0033] A reduced speed is preferably used as the speed in the respective component characteristic map, that is to say in particular the speed multiplied by a quotient of the actual pressure divided by the predetermined standard pressure.

[0034] In one embodiment of the control device, the flow path module is configured to calculate a high-pressure compressor target speed based on at least one component characteristic map, depending on a boost pressure value as the specified value. Alternatively or additionally, the flow path module is configured to calculate a high-pressure compressor target power based on the boost pressure value as the specified value, based on the at least one component characteristic map.

[0035] Alternatively or additionally, the flow path module is configured to calculate the control specification, in particular a flap position for a bypass flap of a bypass bypassing a high-pressure turbine, as a function of at least one high-pressure compressor setpoint variable based on at least one further component characteristic map. The high-pressure compressor setpoint variable is selected in particular from the high-pressure compressor setpoint speed, a speed control variable calculated from the high-pressure compressor setpoint speed by a speed controller, and the high-pressure compressor setpoint power.

[0036] In one embodiment, the boost pressure value is used as a default value for controlling the flow path parameter. In another embodiment, the boost pressure value is specified as the target boost pressure to a boost pressure regulator, with a boost pressure manipulated variable calculated by the boost pressure regulator being used as a control manipulated variable to determine the control specification.

[0037] In particular, according to one embodiment, the flow path module is configured to calculate an air pressure value in the air path upstream of the throttle valve and downstream of a high-pressure compressor based on a boost pressure value as the specified value, based on a high-pressure intercooler characteristic map, a throttle valve characteristic map, and preferably an air mass flow. The flow path module is further configured to calculate an air pressure value and an air temperature value in the air path upstream of the high-pressure compressor based on an ambient pressure, an ambient temperature, a low-pressure compressor characteristic map, a low-pressure intercooler characteristic map, preferably an actual low-pressure compressor speed, a temperature of a cooling circuit upstream of the low-pressure intercooler, and the air mass flow.The flow path module is further configured to calculate a high-pressure compressor target speed and / or - in particular mediated via an air temperature value upstream of the throttle valve and downstream of the high-pressure compressor - a high-pressure compressor target power based on the air pressure value upstream of the throttle valve and downstream of the high-pressure compressor, the air pressure value and the air temperature value upstream of the high-pressure compressor, preferably the air mass flow, an actual high-pressure compressor speed and a high-pressure compressor characteristic map.

[0038] Alternatively or additionally, the flow path module is configured to calculate an exhaust gas pressure value and an exhaust gas temperature value upstream of the low-pressure turbine and downstream of a high-pressure turbine based on an exhaust gas pressure value and an exhaust gas temperature value downstream of a low-pressure turbine, as well as an exhaust gas mass flow based on a low-pressure turbine characteristic map. The flow path module is further configured to calculate a target flap position for a bypass flap in a bypass bypassing the high-pressure turbine as the control specification based on the exhaust gas temperature value and the exhaust gas pressure value upstream of the low-pressure turbine and downstream of the high-pressure turbine, an actual high-pressure compressor speed, the exhaust gas mass flow, as well as an exhaust gas pressure value and an exhaust gas temperature value upstream of the high-pressure turbine based on a high-pressure turbine characteristic map.

[0039] In particular, the flow path module is configured to determine the exhaust gas pressure value upstream of the high-pressure turbine - in particular by means of a bisection method - based on the high-pressure compressor target power and a measured high-pressure compressor actual power of the high-pressure compressor.

[0040] According to a further development of the invention, the flow path module is configured to use, as the at least one component map, a component map created from measured values ​​of a component assigned to the component map and adapted to test bench data of an internal combustion engine having the component. In this way, particularly accurate values, particularly those appropriate to the internal combustion engine, can be obtained for the component map with minimal calibration effort. In a preferred embodiment, the component map is adapted to the test bench data of the internal combustion engine having the component by scaling map axes.

[0041] Alternatively, the flow path module is configured to use, as the at least one component map, a component map obtained from predetermined support points and test bench data of an internal combustion engine having the component assigned to the component map. This also represents a simple yet accurate way of obtaining the component map, particularly when adapting the originally measured component map to the internal combustion engine is not possible or not expedient, in particular when simply scaling the map axes does not succeed. Corner points of the component map are preferably defined as the predetermined support points, with additional functions linking the support points being determined and then adapted to the test bench data in order to obtain the component map.

[0042] According to a further development of the invention, the flow path module comprises a controller configured to determine a control variable as a function of the specified value, wherein the flow path module is configured to determine the control specification as a function of the control variable. In this way, the flow path parameter is advantageously adjusted to the specified value as a setpoint.

[0043] In one embodiment, the flow path module comprises a first controller configured to determine a controller manipulated variable as the control manipulated variable depending on the preset value used as the setpoint for the first controller. The flow path module is configured to determine the control specification depending on the controller manipulated variable. In this way, the flow path parameter is directly adjusted to the preset value as the setpoint.

[0044] In another embodiment, the flow path module is configured to generate a pilot control variable as a function of the specified value based on the at least one component characteristic map. The flow path module additionally comprises a second controller configured to generate a differential control manipulated variable as the control manipulated variable, depending on the specified value used as the setpoint for the second controller. This differential control variable is offset against the pilot control variable to obtain the control specification. In this way, in particular, differential control of the flow path parameters is realized.

[0045] Advantageously, the first controller or the second controller is designed as a linear controller.

[0046] In particular, the use of the at least one component characteristic map leads to a linearization of the control of the flow path parameter, allowing the use of a linear controller with simple and, in particular, non-operating-point-dependent parameterization. Nonlinear and, in particular, operating-point-dependent effects are taken into account by the at least one component characteristic map. In the context of the present technical teaching, a linear controller is understood, in particular, to be a controller in which the generated manipulated variable depends linearly on the controller input, here, in particular, on a control deviation from the setpoint value.

[0047] In one embodiment, the controller, in particular the first controller or the second controller, is designed as a proportional controller (P controller), as a proportional-derivative controller (PD controller), as a proportional-integral controller (PI controller), or as a proportional-integral-derivative controller (PID controller).

[0048] Alternatively, the flow path module is configured to control the flow path parameter depending on the specified value. In this case, the flow path module, in particular, does not have a controller for controlling the flow path parameter.

[0049] According to a further development of the invention, the flow path module is configured to receive at least one measured value measured along the flow path during operation of the internal combustion engine and to adapt the at least one component characteristic map depending on the at least one measured value. In this way, the component characteristic map can advantageously be adapted to the actual operation of the internal combustion engine, in particular, if necessary, to aging, contamination, wear, or the like.

[0050] In one embodiment of the control device, the flow path module is configured to adapt the characteristic map by changing at least one scaling factor for scaling a characteristic map axis as a function of the at least one measured value. Preferably, a local scaling factor is used for at least one characteristic map axis, i.e., in particular, a scaling factor that is not globally specified for the entire characteristic map axis but rather depends on the location on the characteristic map axis. In particular, a local scaling factor is used for each characteristic map axis of the component characteristic map. In this way, the component characteristic map can advantageously be adapted with high flexibility and accuracy. The change or adaptation of the at least one scaling factor is preferably carried out according to the method of least squares.

[0051] In particular, component maps can be adapted independently of each other, at least for certain different components of the flow path. A separate adaptation procedure is then performed for each component map. Other components of the flow path can be adapted together or in combination, particularly if too few measured values ​​or measuring points are available for separate adaptation. For example, a low-pressure turbine and a high-pressure turbine can be adapted in combination if no measuring point for pressure, temperature, and / or mass flow is available between the two turbines. The same applies, for example, to a high-pressure compressor and a low-pressure compressor.

[0052] In particular, two scaling factors are changed for a compressor and for a turbine as a component, in particular a first scaling factor for the mass flow and a second scaling factor for the efficiency.

[0053] In particular, the adaptation is only performed in steady-state operating states of the flow path. A steady-state operating state of the flow path is understood to mean, in particular, a state in which all existing exhaust gas turbochargers in the flow path are in a steady-state state. A steady-state state of an exhaust gas turbocharger is understood to mean that the speed of the exhaust gas turbocharger does not deviate from its average value within a predetermined time horizon by more than a predetermined percentage.

[0054] According to a further development of the invention, the control device comprises a higher-level control module configured to determine the specified value and transfer it to the flow path module. Alternatively or additionally, the higher-level control module is configured to receive the control specification from the flow path module. The higher-level control module is configured, in particular, to directly control the internal combustion engine. In particular, the higher-level control module is configured for—in particular, model-based predictive—control of the internal combustion engine. The control module calculates, in particular, the specified value, transfers it to the flow path module, and receives the control specification from the flow path module, which it then uses to control the internal combustion engine.

[0055] In one embodiment, the flow path module is configured to transmit at least one feedback signal, selected from at least one limit value and at least one limiting curve, to the higher-level control module. In this way, flow path limitations can advantageously be taken into account in the control of the internal combustion engine by the higher-level control module.

[0056] In one embodiment, the control device is designed to actuate the throttle valve to regulate the boost pressure when regulation of the boost pressure via the bypass valve alone is no longer possible, in particular when the boost pressure cannot be reduced any further. The switchover from the bypass valve control to the throttle valve control takes place in particular when the bypass valve is fully open and a predetermined average control deviation has prevailed over a first predetermined period of time. The switchover back from the throttle valve control to the bypass valve control takes place analogously when the throttle valve is fully open and a predetermined second average control deviation has prevailed over a predetermined second period of time. The first predetermined period of time and the second predetermined period of time can be identical or different from one another.Accordingly, the first mean control deviation and the second mean control deviation can be identical or different.

[0057] The object is also achieved by providing an internal combustion engine arrangement comprising an internal combustion engine and a control device according to the invention or a control device according to one or more of the previously described embodiments. In connection with the internal combustion engine arrangement, the advantages that were previously explained in connection with the control device arise in particular. In particular, the control device is operatively connected to the internal combustion engine and configured to control, in particular, regulate, the internal combustion engine.

[0058] The internal combustion engine has, as the flow path, in particular an air path and / or an exhaust gas path, in particular an air path and an exhaust gas path operatively connected to the air path via at least one exhaust gas turbocharger.

[0059] In one embodiment, the internal combustion engine has at least one low-pressure exhaust gas turbocharger and one high-pressure exhaust gas turbocharger. In one embodiment, the internal combustion engine has two low-pressure exhaust gas turbochargers arranged fluidically parallel to one another and one high-pressure exhaust gas turbocharger, wherein in particular two partial air mass flows flowing parallel to one another through the two low-pressure compressors of the low-pressure exhaust gas turbochargers are combined upstream of a high-pressure compressor of the high-pressure exhaust gas turbocharger to form one air mass flow, and wherein an exhaust gas mass flow passing through the high-pressure turbine of the high-pressure exhaust gas turbocharger is branched downstream of the high-pressure turbine into two partial exhaust gas mass flows passing parallel to one another through the low-pressure turbines of the low-pressure exhaust gas turbochargers.

[0060] The exhaust path has, in particular, a bypass path, also referred to as a bypass, that bypasses the turbine of the exhaust gas turbocharger, in particular the high-pressure turbine of the high-pressure exhaust gas turbocharger. A bypass path flap, also referred to as a bypass flap, is arranged in the bypass path. A flap position of the bypass path flap can be used to adjust the portion of the exhaust gas mass flow flowing through the bypass path and, at the same time, the boost pressure.

[0061] In one embodiment, the internal combustion engine is designed as a reciprocating piston engine. In particular, the internal combustion engine is designed as a gas engine, a diesel engine, a gasoline engine, or a multi-fuel engine, in particular a dual-fuel engine. In one embodiment, the internal combustion engine is designed as a four-stroke engine. In one embodiment, the internal combustion engine is designed as a medium-speed engine. The object is also achieved by creating a method, also referred to below as an operating method, for operating an internal combustion engine, wherein a default value for a flow path parameter of a flow path of the internal combustion engine is specified, and wherein a control specification for an actuator of the flow path is determined as a function of the default value using at least one component characteristic map of at least one component of the flow path, in particular in order to set the flow path parameter to the default value.In connection with the operating method, the advantages that have already been explained in connection with the control device or the internal combustion engine arrangement arise in particular.

[0062] In one embodiment of the method, the control specification is determined on the basis of a physical model of the flow path comprising the at least one component and the at least one component characteristic map as a function of the specification value.

[0063] In one embodiment of the method, the control specification is determined by determining a plurality of flow path parameters along the flow path - in particular systematically against a flow direction and / or with the flow direction of a medium flowing through the flow path during operation of the internal combustion engine - based on the physical model and the at least one component characteristic map.

[0064] In one embodiment of the method, a boost pressure value for a gas path as the flow path is used as the specified value. Alternatively or additionally, a flap position for a flow flap in the flow path, in particular for a bypass flap in a bypass bypassing a high-pressure turbine of an exhaust gas turbocharger, is determined as the control specification.

[0065] In one embodiment of the method, the at least one component map used is a map selected from a group consisting of: a low-pressure compressor map, a high-pressure compressor map, a low-pressure turbine map, a high-pressure turbine map, an intercooler map, in particular a low-pressure intercooler map and / or a high-pressure intercooler map, a throttle valve map, and a bypass valve map. In one embodiment of the method, the at least one component map used is a component map created from measured values ​​of a component assigned to the component map and adapted to test bench data of an internal combustion engine having the component, or obtained from predetermined reference points and test bench data of an internal combustion engine having the component assigned to the component map.

[0066] In one embodiment of the method, the flow path parameter is controlled to the specified value by using a controller to calculate a control manipulated variable as a function of the specified value, wherein the control specification is determined as a function of the control manipulated variable. In particular, in one embodiment of the method, the flow path parameter is controlled directly to the specified value by using a controller to calculate a controller manipulated variable from the specified value, wherein the control specification is determined as a function of the controller manipulated variable. Alternatively, differential control is implemented by calculating a pilot control variable based on the at least one component characteristic map as a function of the specified value, wherein a controller additionally calculates a differential control manipulated variable as a function of the specified value, which is offset against the pilot control variable to obtain the control specification.Alternatively, the flow path parameter is controlled depending on the set value.

[0067] In one embodiment of the method, the at least one component characteristic map is adapted as a function of at least one measured value measured along the flow path during operation of the internal combustion engine. In particular, the component characteristic map is adapted during operation of the internal combustion engine.

[0068] In one embodiment of the method, the throttle valve is activated to regulate the boost pressure when control of the boost pressure via the bypass valve alone is no longer possible, in particular when the boost pressure cannot be reduced further. Switching occurs in particular as explained above in connection with the control device.

[0069] The task is finally solved by using a

[0070] A method, referred to as a determination method, is created for determining a component characteristic map for use in an operating method according to the invention or an operating method according to one or more of the previously described embodiments, wherein the component characteristic map is created from measured values ​​of a component assigned to the component characteristic map and is adapted to test bench data of an internal combustion engine having the component. Alternatively, the component characteristic map is determined from predetermined reference points and test bench data of an internal combustion engine having the component assigned to the component characteristic map. In connection with the determination method, in particular those advantages arise which were already explained previously in connection with the control device, the internal combustion engine arrangement or the operating method.

[0071] Corner points of the component characteristic map are preferably defined as the predetermined support points, whereby additional functions linking the support points are determined, which are then adapted to the test bench data in order to obtain the component characteristic map.

[0072] The invention is explained in more detail below with reference to the drawings, which show:

[0073] Figure 1 is a schematic representation of an exemplary embodiment of an internal combustion engine arrangement with an internal combustion engine and an exemplary embodiment of a control device;

[0074] Figure 2 is a schematic representation of an embodiment of the control device;

[0075] Figure 3 is a schematic representation of a first embodiment of a method for operating the internal combustion engine;

[0076] Figure 4 is a schematic representation of a second embodiment of a method for operating the internal combustion engine;

[0077] Figure 5 is a schematic representation of a third embodiment of a method for operating the internal combustion engine;

[0078] Figure 6 is a schematic representation of a first part of the method according to one of Figures 3, 4 or 5;

[0079] Figure 7 is a schematic representation of a second part of the method according to one of Figures 3, 4 or 5. Fig. 1 is a schematic representation of an exemplary embodiment of an internal combustion engine arrangement 1 with an internal combustion engine 3 and an exemplary embodiment of a control device 5. The control device 5 is operatively connected to the internal combustion engine 3 in a manner not explicitly shown here and is designed to control, in particular to regulate, the internal combustion engine 3.

[0080] The internal combustion engine 3 has a flow path 7, here in particular an air path 9, and an exhaust gas path 15 operatively connected to the air path 9 via at least one exhaust gas turbocharger 11, 13. The air path 9 is configured to supply combustion air to at least one combustion chamber 17 of the internal combustion engine 3. The exhaust gas path 15 is configured to discharge exhaust gas from the at least one combustion chamber 17. The internal combustion engine 3 preferably has a plurality of combustion chambers 17, in particular in the form of at least one cylinder bank. In particular, one exemplary embodiment of the internal combustion engine 3 has a plurality of cylinder banks, in particular a first cylinder bank and a second cylinder bank. In particular, the internal combustion engine 3 is designed as a V-engine.

[0081] The internal combustion engine 3 has in the flow path 7 in particular two low-pressure exhaust gas turbochargers 11 arranged in parallel to one another in terms of flow technology, namely a first low-pressure exhaust gas turbocharger 11.1 and a second low-pressure exhaust gas turbocharger 11.2, and a high-pressure exhaust gas turbocharger 13, wherein in particular two partial air mass flows flowing parallel to one another through a low-pressure compressor 19 of the low-pressure exhaust gas turbocharger 11, namely a first low-pressure compressor 19.1 and a second low-pressure compressor 19.2, are combined upstream of a high-pressure compressor 21 of the high-pressure exhaust gas turbocharger 13, and wherein an exhaust gas mass flow passing through a high-pressure turbine 23 of the high-pressure exhaust gas turbocharger 13 is branched downstream of the high-pressure turbine 23 into two parallel low-pressure turbines 25 of the Low-pressure exhaust gas turbocharger 11, namely a first low-pressure turbine 25.1 and a second low-pressure turbine 25.2, passing partial exhaust gas mass flows.

[0082] The exhaust gas path 15 has in particular a bypass path or bypass 27 bypassing the high-pressure turbine 23, wherein in the bypass 27 a bypass path flap or

[0083] Bypass flap 29 is arranged. A flap position of the bypass flap 29 can be used to adjust a portion of the exhaust gas mass flow flowing through the bypass and, at the same time, a boost pressure in the air path 9.

[0084] Downstream of the high-pressure compressor 21, a throttle valve 31 is arranged in the air path 9.

[0085] In addition, a low-pressure intercooler 33 is arranged in the air path 9 downstream of each of the low-pressure compressors 19, in particular a first low-pressure intercooler 33.1 downstream of the first low-pressure compressor 19.1 and a second low-pressure intercooler 33.2 downstream of the second low-pressure compressor 19.2. A high-pressure intercooler 35 is arranged downstream of the high-pressure compressor 21, in particular downstream of the throttle valve 31.

[0086] In the context of the present technical teaching, a boost pressure is understood in particular to mean the pressure prevailing in the air path 9 downstream of the high-pressure charge air cooler 35 and upstream of the combustion chamber 17, in particular upstream of an intake valve device 37.

[0087] The control device 5 has a flow path module 39 which is configured to receive a default value 41 - see in particular Figure 2 - for a flow path parameter of the flow path 7, in particular a boost pressure value for the boost pressure, and to determine a control default 44 for an actuator 40 of the flow path 7, in particular the bypass flap 29, as a function of the default value using at least one component characteristic map of at least one component 42 of the flow path 7, in particular to set the flow path parameter to the default value.

[0088] Fig. 2 shows a schematic representation of an embodiment of the control device 5. The control device 5 has, in particular, a higher-level control module 43, which is configured to determine the default value 41 and transfer it to the flow path module 39. The higher-level control module 43 is, in particular, configured to directly control the internal combustion engine 3. In particular, the higher-level control module 43 is configured for a—in particular model-based predictive—control of the internal combustion engine 3. The control module 43 calculates, in particular, the default value 41, transfers it to the flow path module 39, and receives from the flow path module

[0089] 39 the control specification 44, which it then uses to control the internal combustion engine 3.

[0090] Preferably, the flow path module 39 is configured to transmit at least one feedback signal 45, selected from at least one limit value and at least one limiting curve, for example a pump characteristic curve or a flap stop, to the higher-level control module 43.

[0091] Fig. 3 shows a schematic representation of a first exemplary embodiment of a method for operating the internal combustion engine 3. The flow path module 39 is configured, in particular, to calculate a high-pressure compressor target speed nHD soll based on at least one component characteristic map 46 as a function of a boost pressure value as the default value 41. Furthermore, the flow path module 39 is configured to calculate a high-pressure compressor target power PHD soll based on the at least one component characteristic map 46 as a function of the boost pressure value.

[0092] The flow path module 39 is also configured to calculate the control specification 44, in particular as a flap position for the bypass flap 29, based on at least one further component characteristic map 48, as a function of the high-pressure compressor target speed nHD soll and / or the high-pressure compressor target power PHD soll.

[0093] The boost pressure value as the default value 41 is used to control the boost pressure in this first embodiment.

[0094] Fig. 4 shows a schematic representation of a second embodiment of a method for operating the internal combustion engine 3 while regulating the boost pressure in two configurations.

[0095] In a), a first embodiment of the second exemplary embodiment is shown, in which a control deviation 47 of the specified value 41 set as the desired boost pressure from an actual boost pressure 49 is input into a controller 51 designed as a boost pressure regulator, wherein a controller manipulated variable 53 or boost pressure manipulated variable calculated by the controller 51 is used as the control manipulated variable to determine the control input 44. The boost pressure is thus controlled directly to the specified value 41.

[0096] In b), a second embodiment of the second exemplary embodiment is shown, in which a pilot control variable 55 is calculated as a function of the boost pressure value as the specified value 41 using the at least one component characteristic map 46, 48, wherein at the same time the control deviation 47 calculated from the specified value 41 and the actual boost pressure 49 is specified to the additionally provided controller 51, wherein a differential control manipulated variable 57 is calculated by the controller 51 as a control manipulated variable, which is offset against the pilot control variable 55 in order to obtain the control specification 44. In this way, in particular, a differential control of the boost pressure is realized.

[0097] Fig. 5 shows a schematic representation of a third exemplary embodiment of a method for operating the internal combustion engine 3.

[0098] In this third exemplary embodiment, the flow path module 39 is configured to calculate the control specification 44 on the basis of at least one further component characteristic map 48 as a function of a speed control variable 61 calculated from the high-pressure compressor target speed nHD_soll by a speed controller 59, and optionally the high-pressure compressor target power PHD_soll.

[0099] In particular, a limiting element 63 limits the high-pressure compressor target speed nHD_soll to a maximum target speed nHD_max, thereby obtaining a limited target speed 65; from the limited target speed 65 and an actual speed 67, a speed control deviation 69 is calculated, which is fed into the speed controller 59 as an input variable. In a preferred embodiment, the high-pressure compressor target power PHD_soll is also offset against the actual speed 67 and the speed control variable 61 in a first computing element 71 for the purpose of calculating the control input 44, from which an equivalent high-pressure compressor target power 73 is obtained. A monitoring element 66 is provided to prevent division by zero in the first computing element 71.

[0100] Fig. 6 shows a schematic representation of a first part of the method according to one of Figures 3, 4 or 5. With reference to Figure 6, in particular the calculation of the high-pressure compressor target speed nHD_soll and the high-pressure compressor target power PHD soll is explained as a function of the boost pressure value as a default value 41 using a plurality of component characteristic maps.

[0101] The method described here and in Figure 7 is designed for an internal combustion engine 3 with two low-pressure exhaust gas turbochargers 11, wherein the partial air paths and partial exhaust gas paths assigned to these are referred to as the A side and the B side according to conventional nomenclature. Insofar as the calculations for the A side and the B side are equivalent, they are explained only for the A side by way of example. For the sake of simplicity, the illustration for the B side is either not explicitly shown or is provided with deleted reference numerals, with reference being made to the explanation for the A side. In particular, the internal combustion engine 3 has the structure shown in Figure 1. For better understanding, the pressures and temperatures mentioned below are shown at the corresponding points in Figure 1.

[0102] First, an air mass flow m L Aon the A-side, an ambient pressure pO, an ambient temperature TO and a low-pressure compressor speed nNDA, wherein, depending on these input variables, a first air pressure pl A for the A-side downstream of the first low-pressure compressor 19.1 and upstream of the first low-pressure charge air cooler 33.1 is determined by means of the first low-pressure compressor characteristic map 75. The first low-pressure compressor characteristic map 75 comprises mutually associated values ​​for the mass flow m L A via the first low-pressure compressor 19.1, the low-pressure compressor speed nNDA of the compressor, and a pressure ratio across the first low-pressure compressor 19.1. The air mass flow m L A, the ambient pressure pO, the ambient temperature TO, the low-pressure compressor speed nNDA and the first air pressure pl A, wherein, depending on these input variables, a first air temperature TIA for the A side downstream of the first low-pressure compressor 19.1 and upstream of the first low-pressure charge air cooler 33.1 is determined by means of the second low-pressure compressor characteristic map 77. The second low-pressure compressor characteristic map 77 includes associated values ​​for an efficiency of the first low-pressure compressor 19.1, the mass flow m L A via the first low-pressure compressor 19.1 and the low-pressure compressor speed nNDA of the first

[0103] Low pressure compressor 19.1.

[0104] The first air pressure pl A and the first air temperature TIA are together with the air mass flow m L Ainto a first low-pressure charge air cooler map 79, from which a second air pressure p2A is determined on the A side downstream of the low-pressure charge air cooler 33.1. The first air temperature TIA, the air mass flow m L A and a temperature TK of a cooling circuit upstream of the first low-pressure charge air cooler 33.1 are entered into a second low-pressure charge air cooler characteristic map 81, from which a second air temperature T2A on the A side downstream of the low-pressure charge air cooler 33.1 is determined.

[0105] In the context of the present technical teaching, the fact that a variable is determined from a characteristic map is understood in particular to mean that the corresponding variable is either read out from the characteristic map or calculated as a function of a value read out from the characteristic map.

[0106] Similarly, a second air pressure p2B and a second air temperature T2B are calculated for the B-side. The same component maps can be used as those used on the A-side, especially if identical components are used. If different components are used on the A-side and the B-side, particularly with regard to their type, manufacturer, or design, different component maps can be used for each component.

[0107] In a second calculation element 83, the second air pressure p2A on the A-side and the second air pressure p2B on the B-side are calculated to form a third air pressure p3 downstream of a union of the parallel air paths of the A-side and the B-side upstream of the high-pressure compressor 21, in particular as an arithmetic mean according to the following equation: p3 = - (p2A + p2B~). (1) In a third calculation element 85, the second air temperature T2A on the A-side and the second air temperature T2B on the B-side are multiplied by the air mass flow m L A on the A-side and an air mass flow m L B on the B-side to a third air temperature T3 downstream of the union of the parallel air paths of the A-side and the B-side upstream of the high-pressure compressor 21, in particular according to the following equation:

[0108] Up to this point, the calculation is carried out systematically along the flow direction of the charge air.

[0109] Another part of the calculation is carried out systematically against the flow direction of the charge air: A total air mass flow m L , which is the sum of the air mass flow m L A on the A-side and the air mass flow m L B on the B-side, as well as the boost pressure value as a default value 41, are entered into a high-pressure intercooler characteristic map 87, from which a fourth air pressure p4 is determined downstream of the throttle valve 31 and upstream of the high-pressure intercooler 35. This fourth air pressure p4, together with the total air mass flow m Linto a throttle valve characteristic map 89, from which a fifth air pressure p5—not to be confused with the boost pressure, which is often referred to similarly by convention; in the context of the present teaching, the designation serves merely to ensure consistency in the numbering of the various pressure values—is determined downstream of the high-pressure compressor 21 and upstream of the throttle valve 31. In the simplest case, however, it is also possible for the fourth air pressure p4 and the fifth air pressure p5 to be equated, assuming that the throttle valve 31 is always fully open during normal operation of the internal combustion engine 3.

[0110] The third air pressure p3, the third air temperature T3, the fifth air pressure p5 and the total mass flow m Lare now entered into a first high-pressure compressor characteristic map 91, from which the high-pressure compressor target speed nHD_soll is determined. The first high-pressure compressor characteristic map 91 includes associated values ​​for the total mass flow m L via the high-pressure compressor 21, the speed of the high-pressure compressor 21, and a pressure ratio across the high-pressure compressor 21. The total air mass flow m L , the third air pressure p3, the third air temperature T3, the fifth air pressure p5 and the actual speed 67 of the high-pressure compressor 21 are entered into a second high-pressure compressor characteristic map 93, from which a fifth air temperature T5 - also designated as such for reasons of consistency - is determined downstream of the high-pressure compressor 21 and upstream of the throttle valve 31. The second high-pressure compressor characteristic map 93 includes associated values ​​for an efficiency of the high-pressure compressor 21, the total air mass flow m Lvia the high-pressure compressor 21 and the speed of the high-pressure compressor 21.

[0111] The third air temperature T3, the fifth air temperature T5 and the total air mass flow m L are added to the high pressure compressor target power PHD target in a fourth calculation element 95, in particular according to the following equation:

[0112] PHD_soll = m L (T5-T3)K t (^) , (3) with a characteristic curve Ki depending on the mean value of and Ts.

[0113] Fig. 7 shows a schematic representation of a second part of the method according to one of Figures 3, 4 or 5.

[0114] With reference to Figure 7, in particular the calculation of the control specification 44 is explained on the basis of the high-pressure compressor target power PHD target and high-pressure compressor target speed nHD target obtained according to Figure 6 with the aid of a plurality of component characteristic maps.

[0115] As shown in a), a first exhaust gas temperature T6A and a first exhaust gas pressure p6A go downstream of the first low-pressure turbine 25.1, a second exhaust gas temperature T7A upstream of the first low-pressure turbine 25.1, an exhaust gas mass flow m g>A- in each case on the A side - the low-pressure compressor speed nNDA, which is also the speed of the first low-pressure turbine 25.1 of the first exhaust gas turbocharger 11.1, and a first value of a second exhaust gas pressure p8 upstream of a branch into the two partial exhaust gas paths of the A side and the B side and downstream of a merging of the partial exhaust gas flows, on the one hand through the bypass 27 and on the other hand through the high-pressure turbine 23, into a first low-pressure turbine characteristic map 97, from which a second value for the second exhaust gas pressure p8 is determined. During the calculation, i.e. while the method is running, the second value for the second exhaust gas pressure p8 is fed back into the first low-pressure turbine characteristic map 97 as a new first value; the calculation of the second exhaust gas pressure p8 is thus carried out iteratively.

[0116] The second exhaust gas temperature T7A is calculated from a second low-pressure turbine map 99, which includes the first exhaust gas temperature T6A, the first exhaust gas pressure p6A, the second exhaust gas pressure p8, and the low-pressure compressor speed nNDA. The second exhaust gas temperature T7A is also calculated iteratively, since the second exhaust gas pressure p8 is included in its calculation, which, however, in turn requires the second exhaust gas temperature T7A for its calculation. A second exhaust gas temperature T7B is calculated analogously for the B-side, preferably using the same second low-pressure turbine map 99.

[0117] The second exhaust gas pressure p8, the second exhaust gas temperature T7B for the B-side, a first exhaust gas pressure p6B for the B-side and the low-pressure compressor speed nNDB of the second exhaust gas turbocharger 11.2, which is also the speed of the second low-pressure turbine 25.2, are entered into a third low-pressure turbine characteristic map 101, from which an exhaust gas mass flow Tn g Bfor the B-side. The exhaust gas mass flow m g>A for the A-side, a fifth calculation element 103 calculates from a total exhaust gas mass flow m g and the exhaust gas mass flow calculated for the B-side, in particular according to the following equation: m g , A = m g — m g B . (4)

[0118] A third exhaust gas temperature T8 upstream of the branching into the two partial exhaust gas paths of the A-side and the B-side and downstream of the union of the partial exhaust gas flows on the one hand through the bypass 27 and on the other hand through the high-pressure turbine 23 is determined in a sixth computing element 105 as a function of the second exhaust gas temperature T7A for the A-side, the second exhaust gas temperature T7B for the B-side, the exhaust gas mass flow m g>A for the A side and the exhaust gas mass flow Tn g B for the B-side, in particular according to the following equation:

[0119] As shown in b), the third exhaust gas pressure p8, a fourth exhaust gas pressure p9 and a measured fourth exhaust gas temperature T9 upstream of the branching into the partial exhaust gas flows on the one hand through the bypass 27 and on the other hand through the high-pressure turbine 23, and the high-pressure compressor target speed nHD is to be entered into a first high-pressure turbine characteristic map 107, from which an exhaust gas mass flow m 5 r via the high-pressure turbine 23. The exhaust gas mass flow m 5 7 - via the high-pressure turbine 23 and the total exhaust gas mass flow Th g enter a seventh calculation element 109, in which they are converted to an exhaust gas mass flow i g>u through the bypass 27, in particular according to the following equation:

[0120] The fourth exhaust gas pressure p9 is determined in an eighth computing element 111 in a bisection process based on a comparison of a high-pressure compressor actual power PHD is with the high-pressure compressor target power PHD_target.

[0121] The exhaust gas mass flow ü through the bypass 27, the exhaust gas mass flow m g T through the high-pressure turbine 23, the third exhaust gas temperature T8 and the fourth exhaust gas temperature T9 are fed into a ninth calculation element 113, in which a fifth exhaust gas temperature T10 is calculated immediately downstream of the high-pressure turbine 23 and upstream of the union of the partial exhaust gas flows on the one hand through the bypass 27 and on the other hand through the high-pressure turbine 23, in particular according to the following equation: The fifth exhaust gas temperature T10, the fourth exhaust gas temperature T9 and the exhaust gas mass flow m g Tthrough the high-pressure turbine 23 enter a second high-pressure compressor characteristic map 115, from which the high-pressure compressor actual power PHD is determined.

[0122] From the eighth calculation element 111, a target mass flow m g UiSO u through the bypass 27, which together with the fourth exhaust gas pressure p9, the fourth exhaust gas temperature T9, and the third exhaust gas pressure p8 enters a third high-pressure compressor characteristic map 117, from which the control specification 44 is finally obtained.

[0123] Insofar as the variables addressed in particular in connection with Figures 6 and 7 are not determined from a characteristic map, calculated by means of a computing element or otherwise explicitly determined, they are preferably specified by the higher-level control module 43, in particular as measured variables or as variables obtained from a model or a simulation.

[0124] If variables are determined iteratively, a predetermined starting value is preferably specified for them at the beginning of the method, in particular by the higher-level control module 43. In particular, the corresponding variables are initialized with the respective predetermined starting value.

Claims

REQUIREMENTS 1. Control device (5) for an internal combustion engine (3), comprising a flow path module (39) configured to receive a preset value (41) for a flow path parameter of a flow path (7) of the internal combustion engine (3), and to determine a control preset (44) for an actuator (40) of the flow path (7) as a function of the preset value (41) using at least one component map (46,48) of at least one component (42) of the flow path (7).

2. Control device (5) according to claim 1, wherein the flow path module (39) is configured to determine the control input (44) based on a physical model of the flow path (7) comprising the at least one component (42) and the at least one component characteristic map (46,48) as a function of the input value (41).

3. Control device (5) according to one of the preceding claims, wherein the flow path module (39) is configured to determine the control input (44) by determining a plurality of flow path parameters along the flow path (7) - in particular systematically against a flow direction and / or systematically with the flow direction of a medium flowing through the flow path (7) during operation of the internal combustion engine (3) - based on the physical model and the at least one component characteristic map (46,48).

4. Control device (5) according to one of the preceding claims, wherein the flow path module (39) is configured to - to receive a boost pressure value for a gas path other than the flow path (7) as the target value (41), and / or to - as the control specification (44) to determine a flap position for a flow flap in the flow path (7), in particular a bypass flap (29) in a bypass (27) bypassing a high pressure turbine (23) of an exhaust gas turbocharger (11,13).

5. Control device (5) according to one of the preceding claims, wherein the at least one component characteristic map (46, 48) is selected from a group consisting of: A Low-pressure compressor characteristic curve, a high-pressure compressor characteristic curve, a Low-pressure turbine map, high-pressure turbine map, charge air cooler map, throttle valve map, and bypass valve map.

6. Control device (5) according to one of the preceding claims, wherein the flow path module (39) is configured to use as the at least one component characteristic map (46, 48) a component characteristic map (46, 48) which - is created from measured values ​​of a component (42) assigned to the component map (46,48) and adapted to test bench data of an internal combustion engine (3) comprising the component (42), or the - is obtained from predetermined support points and test bench data of an internal combustion engine (3) having the component (42) assigned to the component map (46,48).

7. Control device (5) according to one of the preceding claims, wherein the flow path module (39) has a controller (51) which is configured to determine a control variable depending on the setpoint value (41), wherein the flow path module (39) is configured to determine the control setpoint (44) depending on the control variable.

8. Control device (5) according to one of the preceding claims, wherein the flow path module (39) is configured to receive at least one measured value measured at the flow path (7) during operation of the internal combustion engine (3) and to adapt the at least one component characteristic map (46,48) depending on the at least one measured value.

9. Control device (5) according to one of the preceding claims, wherein the control device (5) has a higher-level control module (43) which is configured to determine the setpoint value (41) and to transmit it to the flow path module (39), wherein the flow path module (39) is preferably configured to transmit at least one feedback selected from at least one limit value and at least one limit curve to the higher-level control module (43).

10. Internal combustion engine arrangement (1), comprising an internal combustion engine (3) and a control device (5) according to any one of claims 1 to 9.

11. Method for operating an internal combustion engine (3), wherein a preset value (41) for a flow path parameter of a flow path (7) of the internal combustion engine (3) is specified, and wherein a control preset (44) for an actuator (40) of the flow path (7) is determined as a function of the preset value (41) using at least one component map (46,48) of at least one component (42) of the flow path (7).

12. Method for determining a component characteristic map (46, 48) for use in a method according to claim 11, wherein the component characteristic map (46, 48) - created from measured values ​​of a component (42) assigned to the component map (46,48) and adapted to test bench data of an internal combustion engine (3) having the component (42), or wherein the component map (46,48) - is determined from predetermined support points and test bench data of an internal combustion engine (3) having the component (42) assigned to the component map (46,48).

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