Turbocharger control system

• US 4,594,668 A
• Filed: 02/16/1983
• Issued: 06/10/1986
• Est. Priority Date: 02/16/1983
• Status: Expired due to Fees

• Current Assignee: Allied Corporation Columbia Road and Park Avenue Morris Township New Jersey
• Original Assignee: Allied Corp. (Honeywell International Inc.)
• Inventors: Fujawa, Charles S., Masteller, Sara B.
• Primary Examiner(s): Gruber, Felix D.
• Application Number:
  US06/467,069
• Time in Patent Office: 1,210 Days
• Field of Search: 364/431.01, 364/431.02, 60/600, 60/601, 60/602, 60/603, 123/564, 290/52
• US Class Current: 701/100
• CPC Class Codes: F02B 3/06 with compression ignition compression ignition engines using air or gas for blowing fuel into compressed air in cylinder F02B13/02
• CPC Class Codes: F02B 37/24 by using pumps or turbines with adjustable guide vanes
• 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 41/222 relating to the failure of sensors or parameter detection devices
• CPC Class Codes: F02D 41/26 using computer, e.g. microprocessor
• CPC Class Codes: F02D 43/00 Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

An electronic control (10) for generating control, diagnostic, and fault signals for a diesel engine (12) with a turbocharger (22) and an injection pump (14). The control (10) provides an injection pump control (78), a turbocharger control (80), a fault monitor (82) and a sequencing control (84). These controllers are embodied as a stored program of a microprocessor controlled processor, timing, and memory module (228). The module (228) communicates with an input section receiving analog and discrete inputs via a serial input data line (CRUIN) and further communicates with an output section generating analog and discrete outputs via a serial output data line (CRUOUT).

Claims

1. A turbocharger control system for an engine having a turbocharger with a variable output compressor driven by a variable input turbine, said compressor boosting the pressure of an input manifold of the engine and said turbine being run from the exhaust gases of the engine, said control system comprising:

a computing circuit including input circuit means for receiving input signals representative of operational parameters of said engine, programmable memory means for storing predetermined tabular data and sequential and computational instructions, processor means responsive to said memory means for receiving said input signals and generating a plurality of output signals as a function of said input signals, tabular data, and instructions, and output circuit means for outputing said plurality of output signals,

sensor means connected to said engine and said computing circuit for sensing the pressure in said manifold, the temperature of said exhaust gases, the speed of said engine, and position of the throttle, compressor and turbine actuators of said engine and generating signals representative thereof;

and actuator means connected to said output circuit means for controlling the position of said actuators in response to predetermined ones of said output signals, respectively;

said computing circuit, sensor means, and actuator means defining a turbine control loop for regulating the input of the exhaust gasses to the turbine as a function of the error difference between an optimum manifold pressure of the engine and the actual manifold pressure of the engine; and

a compressor control loop for regulating the output of airflow from the compressor as a function of the speed and acceleration of the engine, said compressor control loop generating a high position request value as a function of engine speed and providing the most efficient output from the compressor available at a particular engine speed, a low position request value as a function of engine speed and providing the highest output from the compressor available without surge when the engine is accelerating and further including means for detecting an acceleration of the engine and for generating an acceleration signal and means, responsive to said acceleration signal, for switching to said low position request value from said high request value when the engine is accelerating, said actuator means being responsive to said high and low position request values for regulating the output of the compressor.

2. A control system as defined in claim 1, wherein said compressor control loop further includes:

means for transferring from said low request value to said high request value at a controlled rate subsequent to an engine acceleration.

3. A control system as defined in claim 2, wherein said means for transferring further includes:

means for varying said controlled rate.

4. A control system as defined in claim 3, wherein said means for transferring includes:

means for generating a factor (F) based upon said controlled rate and for generating a cofactor (CF) which is calculated as;

space="preserve" listing-type="equation">CF=1-F

means for multiplying said factor by said high position request value to obtain a first product;

means for multiplying said cofactor by said low position request value to obtain a second product; and

means for adding said first product to said second product to obtain a compressor actuator position request.

5. A control system as defined in claim 4, wherein said compressor control loop includes:

means for differencing said compressor actuator position request signal with a signal indicative of the actual position of said compressor actuator; and

means for regulating said compressor actuator position in a direction to null said error signal.

6. A control system as defined in claim 5, wherein said factor generating means includes:

means for generating an initial value based upon the speed of the engine, said low and high position request values, and said compressor actuator position request;

means for generating a delta value based upon the speed of the engine, the high position request value, and said compressor actuator position request; and

means for incrementing said initial value by said delta value.

7. A control system as defined in claim 6, wherein:

said initial value generating means calculates said initial value (INIT) from the equation;

##EQU1## where LOREQ is the low position request value, HIREQ is the high position request value, and ACTREQ is the compressor position request value.

8. A control system as defined in claim 6, wherein:

said delta value generating means generates said delta value as zero if the compressor actuator position request is greater than said high position request value.

9. A control system as defined in claim 6, wherein:

said delta value generating means generates said delta value as a first constant if the engine speed is less than a reference value and as a second constant if the engine speed is greater than or equal to said reference value;

said first constant being greater than said second constant thereby causing the transfer from said low position request value to said high position request value in less time than said second constant.

10. A control system as defined in claim 1, wherein said turbine control loop includes:

means for generating a turbine actuator position request signal from said manifold pressure error difference;

means for differencing said turbine actuator position request signal with a signal indicative of the actual position of the turbine actuator and for generating a position error signal from the difference; and

means for regulating said turbine actuator position to null said error signal.

11. A control system as defined in claim 10, wherein said turbine actuator position request signal generating means includes a proportional plus integral controller having:

a proportional loop where said manifold pressure error difference is multiplied by a proportional constant to yield a proportional term;

an integral loop where said manifold pressure error difference is multiplied by an integral constant to form an integral product and thereafter the product is input to an integrator whose output yields an integral term; and

means for combining said proportional term and said integral term and for generating said turbine actuator position request signal from the combination.

12. A control system as defined in claim 11, wherein said proportional loop includes:

a limiter for limiting said proportional term between an upper proportional limit and a lower proportional limit.

13. A control system as defined in claim 12, wherein said proportional loop includes:

means for generating a maximum pressure limit term as a function of engine speed.

14. A control system as defined in claim 13, wherein:

said upper proportional limit is defined as said maximum pressure limit term.

15. A control system as defined in claim 11, wherein said integral loop includes:

a limiter for limiting said integral term between an upper integral limit and a lower integral limit.

16. A control system as defined in claim 15, wherein said integral loop further includes:

means for generating said upper integral limit as the difference between a total limit term and said proportional term.

17. A control system as defined in claim 16, wherein said integral loop further includes:

means for generating said lower integral limit as the difference between zero and said proportional term.

18. A control system as defined in claim 17, wherein said integral loop further includes:

means for generating a maximum pressure limit term as a function of engine speed.

19. A control system as defined in claim 18, wherein:

said total limit term is defined as said maximum pressure limit term.

20. A control system as defined in claim 15, wherein:

the integration sum stored in said integrator is reset to the output value of said limiter for each integration period.

21. A control system as defined in claim 1, which further includes:

means for replacing said turbine position request signal with zero if the speed of the engine is less than an operational speed.