Method and system for active casing treatment control

• US 10,508,591 B2
• Filed: 07/18/2017
• Issued: 12/17/2019
• Est. Priority Date: 07/18/2017
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Upadhyay, Devesh, Van Nieuwstadt, Michiel J., Hanna, David R., Hu, Leon
• Primary Examiner(s): Trieu, Thai Ba
• Application Number:
  US15/653,421
• Publication Number:
  US 20190024574A1
• Time in Patent Office: 882 Days
• Field of Search: 60611, 606051-6052, 701104, 701108, 415 584
• CPC Class Codes: F02B 2037/125 Control for avoiding pump stall or surge
• CPC Class Codes: F02B 37/004 with exhaust drives arranged in series
• CPC Class Codes: F02B 37/162 by bypassing, e.g. partially, intake air from pump inlet to pump outlet
• CPC Class Codes: F02B 37/18 by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
• CPC Class Codes: F02B 37/24 by using pumps or turbines with adjustable guide vanes
• CPC Class Codes: F02D 2041/1412 using a predictive controller
• CPC Class Codes: F02D 23/02 the engines being of fuel-injection type
• CPC Class Codes: F02D 41/0007 for control of turbo-charged or super-charged engines control of the pumps per se F02B37/12
• CPC Class Codes: F02D 41/0052 Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount
• CPC Class Codes: F02M 26/06 Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
• CPC Class Codes: F04D 29/4213 suction ports
• CPC Class Codes: F04D 29/685 Inducing localised fluid recirculation in the stator-rotor interface
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

Methods and systems are provided for adjusting an active casing treatment of a compressor responsive to a predicted engine condition. In one arrangement, a controller may actuate a sleeve of a variable geometry compressor casing to a position selected based on each of a compressor pressure ratio and a mass flow through the compressor, as well as driver behavior and predicted road conditions; and adjust each of an EGR actuator and a boost actuator based on the selected position to maintain the compressor pressure ratio during the actuating.

Claims

1. A method for a boosted engine, comprising:

actuating a sleeve of a variable geometry compressor casing to a selected position via a controller based on each of a compressor pressure ratio and a mass flow through the compressor as determined via the controller; and

adjusting each of an EGR actuator and a boost actuator via the controller based on the selected position to maintain the compressor pressure ratio during the actuating.

2. The method of claim 1, wherein the actuating includes:

predicting a change in each of a compressor surge margin relative to a surge limit and a compressor choke margin relative to a choke limit via the controller based on the compressor pressure ratio and mass flow;

responsive to a predicted decrease in compressor surge margin as determined via the controller, actuating the sleeve to a first position via the controller; and

responsive to a predicted decrease in the compressor choke margin as determined via the controller, actuating the sleeve to a second position via the controller.

3. The method of claim 2, further comprising:

opening a surge slot of the compressor while a choke slot of the compressor is closed and compressed air is recirculated from compressor impeller blades to a compressor inlet via the surge slot when the sleeve is in the first position; and

closing the surge slot while the choke slot is open and compressed air is recirculated from the compressor inlet to the compressor impeller blades via the choke slot when the sleeve is in the second position.

4. The method of claim 3, further comprising, responsive to no predicted decrease in the compressor surge margin or the compressor choke margin as determined via the controller, maintaining the sleeve in a default position via the controller, wherein both the surge slot and the choke slot are closed.

5. The method of claim 3, further comprising driving the compressor by an exhaust turbine, recirculating exhaust from an exhaust passage downstream of the turbine to upstream of the compressor via the EGR actuator which includes an EGR valve coupled in an EGR passage, and wherein the boost actuator includes one of a variable geometry turbine and a waste-gate valve, the waste-gate valve coupled in a waste-gate bypassing the exhaust turbine.

6. The method of claim 5, wherein the adjusting includes:

responsive to the sleeve being actuated to the first position, increasing an opening of the EGR valve and increasing an opening of the waste-gate valve via the controller, the increasing based on a predicted drop in boost pressure due to the actuating of the sleeve to the first position; and

responsive to the sleeve being actuated to the second position, decreasing the opening of the EGR valve and decreasing the opening of the waste-gate valve via the controller, the decreasing based on a predicted rise in boost pressure due to the actuating of the sleeve to the second position.

7. The method of claim 5, wherein the adjusting includes:

responsive to the sleeve being actuated to the first position, increasing a nozzle opening of the variable geometry turbine via the controller, the increasing based on a predicted change in boost pressure due to the actuating of the sleeve to the first position; and

responsive to the sleeve being actuated to the second position, decreasing the nozzle opening of the variable geometry turbine via the controller, the decreasing based on the predicted change in boost pressure due to the actuating of the sleeve to the second position.

8. The method of claim 2, further comprising:

actuating the sleeve to the first position prior to the compressor pressure ratio reaching the surge limit; and

actuating the sleeve to the second position prior to the compressor pressure ratio reaching the choke limit.

9. The method of claim 2, further comprising predicting the change in compressor surge margin or the compressor choke margin based on driver behavior including an estimated energy density of a driver pedal demand.

10. The method of claim 9, wherein the predicting is further based on an input from a navigational system, the input including altitude and road gradient.

11. The method of claim 9, further comprising selecting the position based on a prior frequency of sleeve actuation relative to a threshold, the threshold determined as a function of the estimated energy density of the driver pedal demand, the threshold lowered as the estimated energy density increases, wherein the sleeve is maintained in a current position responsive to the prior frequency of sleeve actuation being higher than the threshold even as the compressor surge margin or the compressor choke margin decreases.

12. A method for a boosted engine, comprising:

dynamically adjusting each of a choke margin to a choke limit and a surge margin to a surge limit of a compressor based on driver behavior including energy density of driver pedal demand via a controller;

actuating a sleeve of an active casing of the compressor to a choke slot responsive to compressor operation in the choke margin via the controller; and

actuating the sleeve to a surge slot responsive to compressor operation in the surge margin via the controller.

13. The method of claim 12, wherein the actuating is responsive to a change in driver pedal demand as determined via the controller, the method further comprising estimating the energy density of the driver pedal demand based on each of a rate, a magnitude, and a frequency of driver pedal application over a drive cycle via the controller.

14. The method of claim 12, further comprising, adjusting each of an EGR actuator and a boost actuator based on the actuating to operate the compressor out of the choke margin or the surge margin via the controller.

15. The method of claim 14, wherein the EGR actuator includes one or more of a high pressure EGR valve recirculating exhaust gas from upstream of an exhaust turbine to downstream of the compressor, and a low pressure EGR valve recirculating exhaust gas from downstream of the exhaust turbine to upstream of the compressor, and wherein the boost actuator includes one of a waste-gate valve for flowing exhaust gas to a tailpipe while bypassing the turbine, and a variable geometry turbine actuator for adjusting a nozzle opening of the turbine.

16. The method of claim 15, wherein the adjusting includes:

responsive to the sleeve being actuated to the choke slot, decreasing an opening of the low pressure EGR valve, increasing an opening of the high pressure EGR valve, decreasing an opening of the waste-gate valve, and decreasing the nozzle opening via the controller; and

responsive to the sleeve being actuated to the surge slot, increasing the opening of the low pressure EGR valve, decreasing the opening of the high pressure EGR valve, increasing the opening of the waste-gate valve, and increasing nozzle opening via the controller.

17. The method of claim 12, wherein each of the choke margin and the surge margin is further adjusted, dynamically, based on a measured frequency of sleeve actuation of the drive cycle via the controller, the surge margin increased and the choke margin increased as the measured frequency exceeds a threshold frequency.

18. A boosted engine system, comprising:

an engine;

an intake compressor having an impeller, a choke slot, a surge slot, an actuatable annular casing housing the impeller, the casing comprising a sleeve slot, and an actuator coupled to a sleeve of the casing;

an exhaust turbine;

an EGR valve coupled in an EGR passage for recirculating exhaust gas from downstream of the turbine to upstream of the compressor;

a pedal for receiving operator torque demand; and

a controller with computer readable instructions stored on non-transitory memory for;

responsive to a current change in pedal position,

comparing a current compressor efficiency when the actuator is at a current position, which is relative to a compressor efficiency when the actuator is at each of a first and second position via the controller;

estimating the compressor efficiency when the actuator is at the first and the second position based on compressor pressure ratio, mass flow, the current change in pedal position, and a history of past changes in pedal position over a given drive cycle via the controller;

actuating, via the actuator, the sleeve to one of the first and second positions having greater compressor efficiency via the controller;

estimating a boost pressure disturbance associated with the actuating via the controller; and

adjusting an opening of the EGR valve via the controller based on the estimated boost pressure disturbance.

19. The system of claim 18, wherein the controller includes further instructions for:

adjusting an exhaust flow bypassing a waste-gated turbine based on the estimated boost pressure disturbance when the turbine is the waste-gated turbine; and

adjusting a blade angle of the turbine based on the estimated boost pressure disturbance when the turbine is a variable geometry turbine.

20. The system of claim 18, wherein in the first position, the sleeve slot is aligned with the choke slot, and compressed air is drawn into the impeller from a compressor inlet via the choke slot, and wherein in the second position, the sleeve slot is aligned with the surge slot, and compressed air is recirculated from the impeller to the compressor inlet via the surge slot.