CA1141469A - Diagnosis of engine turbocharger performance - Google Patents
Diagnosis of engine turbocharger performanceInfo
- Publication number
- CA1141469A CA1141469A CA000353666A CA353666A CA1141469A CA 1141469 A CA1141469 A CA 1141469A CA 000353666 A CA000353666 A CA 000353666A CA 353666 A CA353666 A CA 353666A CA 1141469 A CA1141469 A CA 1141469A
- Authority
- CA
- Canada
- Prior art keywords
- engine
- speed
- pressure
- turbocharger
- measurements
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/09—Testing internal-combustion engines by monitoring pressure in fluid ducts, e.g. in lubrication or cooling parts
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Abstract
ABSTRACT
"Diagnosis of Engine Turbocharger Performance"
This disclosure relates to a system for analyzing the performance of a reciprocating piston, internal combustion engine such as a diesel engine. Sensors are connected to the engine, which respond to various operating parameters, and signals representing the parameters are fed to computer processing equipment. Two of the parameters are the intake manifold pressure and the engine speed. A turbocharger of the engine includes a turbine that is driven by the engine exhaust and a compressor that delivers air to the intake manifold. The performance of the turbocharger is tested by stabilizing the engine and the turbocharger at no-load, low-idle speed, quickly accelerating the engine to maximum governed speed, and determining how the turbocharger stabilizes after the engine stabilizes at the maximum speed.
"Diagnosis of Engine Turbocharger Performance"
This disclosure relates to a system for analyzing the performance of a reciprocating piston, internal combustion engine such as a diesel engine. Sensors are connected to the engine, which respond to various operating parameters, and signals representing the parameters are fed to computer processing equipment. Two of the parameters are the intake manifold pressure and the engine speed. A turbocharger of the engine includes a turbine that is driven by the engine exhaust and a compressor that delivers air to the intake manifold. The performance of the turbocharger is tested by stabilizing the engine and the turbocharger at no-load, low-idle speed, quickly accelerating the engine to maximum governed speed, and determining how the turbocharger stabilizes after the engine stabilizes at the maximum speed.
Description
1.
DIAGNOSIS OF ENGINE TURBOCHARG~R PERFORMANCE
Internal combustion engines, particularly diesel engines, are increasingly being provided with -turbochargers to improve their operation. It is, of course, important that the turbochargers perform satisfactorily, otherwise the engine will not meet performance specifications or it may even be damaged. Arrangements have been suggested in the prior art for testing turbochargers for such faults as mechanical drag between parts and improper component mixing.
By the latter, it is meant that, for example, a turbine casing or compressor housing may be used with a rotor for which it was not designed.
Prior ar-t testing arrangements have included means for detecting the turbocharger rotor RPM at different engine speeds and loads and measuring the pressure differential between the intake and exhaus-t manifold pressure at different engine conditions. U. S. patent No. ~,0~6,003 discloses an arrangement for sensing the compressor output pressu~-e~and~
determining the rate of change of pressure with respect to time as the engine is accelerated. The patent further dis-closes reporting the maximum change in pressure per unit oE
time.
There are a number of disadvantages of the prior art arrangements. There are many different maximum governed speed settings and characteristics of fuel governors and the system shown in the patent is susceptible to error because it cannot take into account such differences.
The system of the above patent operates on an average fuel governor setting which is not satisfactory. Further, the system is subject to errcr due to engine fuel governor faults. The tests are performed during engine acceleration, which is not a period when~the fuel input may be accurately controlled and repeatable.
It is a general object of the present invention to provide a new and improved apparatus and method for test-ing the performance of a turbocharger of an engine.
Advantages of the applicants'invention are that the measurements are more accurate because they are taken dur-ing accurately controlled fuel input conditions, and measure-ments may be taken under repeatable conditions. Further, the amount of reference data is reduced.
In accordance with the present invention, a turbo--charger of an internal combustion engine is tested by the steps of stabilizing the engine and the turbocharger at no-load, low-idle speed, sensing the air intake manifold pressure and the engine speed, quickly increasing the engine speed to maximum governed speed, and when the engine has stabilized at maximum governed speed, sens-ing the intake manifold pressure at the beginning and at the end of a time interval. The difference in pressures over a fixed time interval may be determined, or the length of the time interval required for the pressure to increase by a fixed amount may be measured.
~ pparatus in accordance with the invention comprises means for sensing engine speed, means or sensing the air pressure in the intake manifold and the compressor outlet, means for sensing when the engine has reached maximum governed speed a~ter having been quickly accelerated, means pxoviding a time interval, and means for determining said air pressure at the beginning and at the end of the time interval.
The foregoing and other objects and advantages of the present invention will be better understood from the following detailed description ta~en in conjunction with the accompanying figures ~f the drawings, wherein:
' '' ' ~
3. ~ 3 Figure 1 is a view of an engine including a system in accordance with the present ~nvention;
Figure 2 is a block diagram showing a part of the s~stem;
Figure 3 is a block diagram of the system;
Figures 4 and 4A are a flow chart sho~ing the opera-tion of the system; and Figures 5 and 6 are curves illustrating the operation of the system.
With reference to Fi~ure 1, an engine 10 is illustrated which may be a standard internal combustion engine such as the NH series, six cylinder~ in-line reciprocating piston, diesel engine manufactured by Cummins Engine Company, Inc.
Such an engine includes a head 11, a block 12, an oil pan 13 and a rocker housing 14 fastened to the upper side of the head 11. The pistons (not shown) of the engine re-ciprocate within cylinders (also not shown) and are con-nected to rotate a cranksha~t 66. A flywheel on the crank-shaft has a ring gear 62 attached to it, teeth 63 on the gear 62 being selectively engaged by a starter motor (not shown) for starting the engine.
A plurality of fuel injectors 16 inject metered quarl-tities of fuel into the cylinders after inlet air within -the cylinders has been compressed su~ficiently to cause compression ignition of the resultant combustable mixture.
The injectors 16 may be a unit type emhoclying the features of the injectors shown in U.S. patent No. 3,351,288. A
common fuel supply rail 17 connects the injectors 16 with a fuel supply system including a fuel pump 18 of the character shown in the U.S. patent Mo. 3,139,875. The fuel pump 18 draws fuel 19 from a reservoir or ~uel tank 21 and forms a regulated fuel source for the fuel sup~lied to the rail 17. A throttle is incorporated in the fuel pump 18 and permits the operator of the engine to regulate the fuel pressure delivered to the in~ectors. Also connected ~ , .
~3 to each of the injectors 16 is a ~uel ret~rn ~ail 24 Which carries fuel ~rom the injectors 16 to the tank ~1~
The engine lO further includes a turbocharger unit 31 which may have a convention~l design. The unit 31 includes a turb~ne that receives en~ine exhaust from an exhaust manifold 32 and it further includes a compressor that is connected by a duct 33 to an air lntake mani~old o~ the engine .
The engine lO further includes a lubricant system for circulating a lubricant such as oil through the various operating parts of the engine. The lubxicant syste~ includes a pump 41 that draws the lubricant from a reservoir in the crankcase and pan 13 and pumps the lubricant under pressure to a lubricant rlfle passage 42 in the block. The préssure in the rifle 42 i5 regulated by a pressure regulator valve 43 connected in a bypass line 44 that is connected across the pump 41.
A number of mechanical couplings, illustrated by dashed lines in Figure 1 and indicated by the reEerence numerals 67 and 69, connect the crankshaft 66 with the fuel pump 18 and the lubricant pump 41, respectively.
A diagnostic system in accordance with the present invention is provided, and includes a cycle event marker (CEM) sensor 51 which is preferably mounted in the rocker housing 14 and responds to the movement of an operating part of the engine. For example, the CEM sensor 51 may be a magnetlc coil proximity type sensor that is mounted adjacent the rocker arm that actuates the iniector 16 of the number one cylinder. This rocker arm pivots durlng injection which occurs toward the end o~ the compression stroke o~ the piston of the number one cylinder and this movement causes the sensor 51 to generate a CEM signal toward the end of the compression stxoke of the piston of the number one cylinder. The CEM signal is utilized in testing engine parameters as will be subsequently described.
The diagnostic s~stem still ~uxthex~inc~udes an engine speed sensox 61 that is mounted adjacent to the outer peripher~ of the flywheel xing ~ear 62 of the engine 10. Figure 2 illustrates an example o,~ the sensor 61 and the circuits connected to it. ~rhe sensor 61 has two spaced elements 91 and 92 which ln the present specific example, axe variable reluctance magnetic sensors. The teeth 63, moving clockwise, ~enerate si~nals first in the element 91 and then in the element 92. An oscillator 93 is connected to a counter 94 which is controlled by the tooth pulses from the elements. A pulse ~rom the element 91 operates through circuits 96 and 97 to enable or start the counter 94 and a pulse from the element 92 operates through circuits 98 and 97 to disable or stop the counter.
The count associated with each tooth is read by a pro-cessor 29. Each count is directly proportional to the time interval ~ t~ for a tooth to move from one element 91 to the other element 92, and inversely proportional to instantaneous speed of the ring gear. A factor :Eor converting counts read to engine RPM may be provided as an input to the processor 29 based on physical measure-ments, such as the spacing X between the elements 91 and 92 and the radius R of the elements 91 and 92 or may be computed within the processor based on si.gnals :~rom the cycle event marker.
The diagnostic system further includes a number o~
engine sensors including a fuel pressure sensor 27 con nected in the rail 17, a lubricant pressure sensor 46 connected in the rifle passage 42, and an intake manifold air pressure sensor 34 connected in the intake mani~old.
The sensors 51 and 61 are c~nnected to a counter-timer module 22 and the senso~s 27, 34 a~d ~6 are connected to an A/D convertor 23, the components 22 and 23 being con-nected to the ~rocessor 29. The processor 29 provides 35 outputs to a readout device 70 which may provide, for example, visual indications and permanent records.
6.
~ igure 3 illustrates the diagnoskic`s~5tem in gXeater detail. The processor 29 includes a processing unit 71 and a memory unit 72. An operator interface 73 is connected to the unit 71 and forms means whereby the operator may in-sert information and instructions and includes the readout70. The CEM sensor 51 is shown mounted in a position to sense the movement of a xocker arm 74 for an injector plunger 76. ~ cam 77 moves the plunger 76 in an injection stroke toward the end of the compression stroke.
The components 22, 23, 29 and 73 may comprise, for example, standardized products of Texas Instruments Company.
The curve indicated by the reference numeral 78 in Figure 5 shows the variation in engine speed with time as engine accelerates when the throttle is snapped to full open position. It will be noted that the engine speed increases generally linearly during such acceleration, until the maximum governed speed is reached. Figure 5 illustrates the operation of three engines having different governor maximum speed settings. The three speed settings or levels are indicated by the numerals 79, 80 and 81.
The knees 83, 84 and 85 where the curve 78 intersects the curves 79, 80 and 81 are caused by overshoot of the governor.
With specific reference to Figure 6, three different turbocharger characteristics 101, 102 and 103 are illu-strated, which are respectively`associated w:ith the curves 79, 80 and ~1. The intake manifold pressure drops, as indicated by the dip 104 o~ the pressure curve, during initial engine acceleration hecause the engine sucks air 30 into the cylinders through the compressor. ~fter the initial dip 104, the turbocharger starts to recover as the increased energy of the exhaust gases drive the tur~
bine at an increasing speed. However, the time of the pressure increase, indica~ed by -the numeral 106, lags 35 behind the engine acceleration when the throttle is snapped to full open and the englne speed increases rapidly.
The point 107 whe~e the cUrve 106 inteXs~ct~ the curve 101 corresponds to the knee 83 where the governor breaks. Whereas the en~ine acceleration stops r the turbine speed continues to increase gradually until it stabllizes in the curve area indicated by the numeral 108. The rate of recovery is a ~ood indication of the per~ormance or health of t~e turbocharger, and the intake manifold pressure change is proportlonal to the rate o~ recovery.
In accordance with the present inVention, two time spaced samplings are taken o~ the intake manifold pressure at times T2 and T3 (Ftgure 5~ shortly after the engine has stabilized at maximum governed speed but before the turbocharger 31 has stabilized. The time Tl ~Figure 5) is the time when the engine speed stops increasing and the slope of the speed-time curve is zero, and the times T2 and T3 are shortly after the time Tl. The two pressure measurements are made, using the sensor 34, at the times 109 and 110 (Figure 6) and the rate of change of the pres~
sure is compared with a reference or standard value.
The two curves 102 and 103 are similar to the curve 101 but are associated with the two speed curves 8C and 81. The curves 102 and 103 have h.igher pressure levels because of the higher maximum speeds o the engine, and the pressure sampling times T2 and T3 are la-ter in tlme because the knees 84 and 85 are later.
The processor 29 shown in Figures 1 and 3 process the information received from the sensors and from the operator, in accordance with the invention. The proces-sor may be a general purpose c~mputer programmed to automa~tically perform the described operations, and Figure 4 is a flow chart illustxating a speci~ic example of the method ~nd the programmed ope~ation. It should be understood that the invention is not limited to specific example which is given merely to facilitate the description of the invention.
' ~ . ' .
The signal from the sensor 34 and t~e conVerter 23 are received at step 121 ~nd various system paxa-meters are initially set in the system at step 122. The parameters include MAXIDL which is the hi~hest idle speed permitted prior to execution of the test; STRTSPD which is the engine threshold speed employed to verify that the engine is accelerating; DELAY 1 which is a time delay (such as 10 seconds] to allow en~ine conditions to stabilize at low idle speed; DELAY 2 which is a time de-lay (such as 100 msec3 to allow the engine to stabilizeat maximum governed speed; DELAY 3 which is a time delay (such as 200 msec) between samplings of the intake manifold pressure (IMP); and REFRSPNS which is a nominal reference response for a no fault turbocharger, or a comparison value derived from a satisfactory turbocharger. The engine speed referred to is the engine crankshaft speed. In an engine where the maximum governed speed is about 2400 rpm, the MAXIDL speed is about 750-800 rpm and the STRTSPD is about 1600 rpm. The test is preferably performed under no-load conditions so that a dynamometer is not required.
At step 123, the engine speed is sensed and compared at step 124 with MAXIDL, and if it is greater, the operator is prompted at step 126 to adjust the engine for idle speed operation. The prompt may be on the operator interface 73 (E'igure 3) which may be a hand-held control unit. When the sensed speed is not greater than MAXIDL, the method proceeds to step 127 which is a dela~ to allow the engine and turbocharger to stabilize. At the end o~ DELAY 1, the OperatQr is prompted at step 128 to accelerate the engine and in step 129 the speed is monitored during acceleration. In step 131 the speed is compared with STRTSPD, and when it is gxeateX, the method proceeds to steps 132, 133 and 134. In these three steps r a series of speed readings are taken and each new reading is compared with the preceding reading. The method cycles through steps 132, 133 and 134 as long as each new reading 9.
is higher than the immediatel~ preceding`readina~. When a reading is not yreater than the pre~ious reading, indicating that engine speed has leyeled off at the knee 83 (times Tl? Figure 5, the-method proceeds to step 136 for DELAY 2 which is the time between Tl and T2. ~t the end of DELAY 2, the intake manifold pressure ~IMP~ is read at step 137, which is at point 109 in Fi~aure 6. ~t step 138, there is time DELAY 3 which is the time between T2 and T3, and at step 139 IMP is read again at point 110.
At step 141, the two pressure readings are subtracted and divided by DELAy 3 to obtain the response or the rate of change of pressure. At the next step 142, the response is compared with the re~erence REFRSPNS. In the present example, if the response is at least .9 o~ the reference value, the turbochargér under test is considered satisfactory.
If the response is less than .9 of the reference, the method proceeds to steps 143 and 144 where a fault is indicated and the routine ends. If the response is greater than .9, the method proceeds to step 146 where the response is compared with 1.1 REFRSPNS to determine whether the response is excessive. If the response is greater than 1.1 o the reference, the method branches to steps 1~3 and 1~4. If the response is in the window between .9 and 1.1 REFRSPNS, the method proceeds to steps 1~7 and 148 when a no fault condition is indicated and the routine ends.
The system and ~iethod described herein are pre~erably included with a number o~ other tests per~ormed in various engine parameters, utilizing the sensors descxibed in connection with Figure 1.
It will be apparent ~rom the oregoing that a turbocharger test in accordance With the present inVention may be quickly and accuratel~ perormed. Only a sina~le acceleration run is required, and the air pressure read-ings are taken at times when the other engine operating conditions are stabilized. Consequently, variations in engine fuel pump governors are not a factor, and the fuel input is a relatively constant and controlled value while the measure~
ments are beina taken.
, , .. ~. .
DIAGNOSIS OF ENGINE TURBOCHARG~R PERFORMANCE
Internal combustion engines, particularly diesel engines, are increasingly being provided with -turbochargers to improve their operation. It is, of course, important that the turbochargers perform satisfactorily, otherwise the engine will not meet performance specifications or it may even be damaged. Arrangements have been suggested in the prior art for testing turbochargers for such faults as mechanical drag between parts and improper component mixing.
By the latter, it is meant that, for example, a turbine casing or compressor housing may be used with a rotor for which it was not designed.
Prior ar-t testing arrangements have included means for detecting the turbocharger rotor RPM at different engine speeds and loads and measuring the pressure differential between the intake and exhaus-t manifold pressure at different engine conditions. U. S. patent No. ~,0~6,003 discloses an arrangement for sensing the compressor output pressu~-e~and~
determining the rate of change of pressure with respect to time as the engine is accelerated. The patent further dis-closes reporting the maximum change in pressure per unit oE
time.
There are a number of disadvantages of the prior art arrangements. There are many different maximum governed speed settings and characteristics of fuel governors and the system shown in the patent is susceptible to error because it cannot take into account such differences.
The system of the above patent operates on an average fuel governor setting which is not satisfactory. Further, the system is subject to errcr due to engine fuel governor faults. The tests are performed during engine acceleration, which is not a period when~the fuel input may be accurately controlled and repeatable.
It is a general object of the present invention to provide a new and improved apparatus and method for test-ing the performance of a turbocharger of an engine.
Advantages of the applicants'invention are that the measurements are more accurate because they are taken dur-ing accurately controlled fuel input conditions, and measure-ments may be taken under repeatable conditions. Further, the amount of reference data is reduced.
In accordance with the present invention, a turbo--charger of an internal combustion engine is tested by the steps of stabilizing the engine and the turbocharger at no-load, low-idle speed, sensing the air intake manifold pressure and the engine speed, quickly increasing the engine speed to maximum governed speed, and when the engine has stabilized at maximum governed speed, sens-ing the intake manifold pressure at the beginning and at the end of a time interval. The difference in pressures over a fixed time interval may be determined, or the length of the time interval required for the pressure to increase by a fixed amount may be measured.
~ pparatus in accordance with the invention comprises means for sensing engine speed, means or sensing the air pressure in the intake manifold and the compressor outlet, means for sensing when the engine has reached maximum governed speed a~ter having been quickly accelerated, means pxoviding a time interval, and means for determining said air pressure at the beginning and at the end of the time interval.
The foregoing and other objects and advantages of the present invention will be better understood from the following detailed description ta~en in conjunction with the accompanying figures ~f the drawings, wherein:
' '' ' ~
3. ~ 3 Figure 1 is a view of an engine including a system in accordance with the present ~nvention;
Figure 2 is a block diagram showing a part of the s~stem;
Figure 3 is a block diagram of the system;
Figures 4 and 4A are a flow chart sho~ing the opera-tion of the system; and Figures 5 and 6 are curves illustrating the operation of the system.
With reference to Fi~ure 1, an engine 10 is illustrated which may be a standard internal combustion engine such as the NH series, six cylinder~ in-line reciprocating piston, diesel engine manufactured by Cummins Engine Company, Inc.
Such an engine includes a head 11, a block 12, an oil pan 13 and a rocker housing 14 fastened to the upper side of the head 11. The pistons (not shown) of the engine re-ciprocate within cylinders (also not shown) and are con-nected to rotate a cranksha~t 66. A flywheel on the crank-shaft has a ring gear 62 attached to it, teeth 63 on the gear 62 being selectively engaged by a starter motor (not shown) for starting the engine.
A plurality of fuel injectors 16 inject metered quarl-tities of fuel into the cylinders after inlet air within -the cylinders has been compressed su~ficiently to cause compression ignition of the resultant combustable mixture.
The injectors 16 may be a unit type emhoclying the features of the injectors shown in U.S. patent No. 3,351,288. A
common fuel supply rail 17 connects the injectors 16 with a fuel supply system including a fuel pump 18 of the character shown in the U.S. patent Mo. 3,139,875. The fuel pump 18 draws fuel 19 from a reservoir or ~uel tank 21 and forms a regulated fuel source for the fuel sup~lied to the rail 17. A throttle is incorporated in the fuel pump 18 and permits the operator of the engine to regulate the fuel pressure delivered to the in~ectors. Also connected ~ , .
~3 to each of the injectors 16 is a ~uel ret~rn ~ail 24 Which carries fuel ~rom the injectors 16 to the tank ~1~
The engine lO further includes a turbocharger unit 31 which may have a convention~l design. The unit 31 includes a turb~ne that receives en~ine exhaust from an exhaust manifold 32 and it further includes a compressor that is connected by a duct 33 to an air lntake mani~old o~ the engine .
The engine lO further includes a lubricant system for circulating a lubricant such as oil through the various operating parts of the engine. The lubxicant syste~ includes a pump 41 that draws the lubricant from a reservoir in the crankcase and pan 13 and pumps the lubricant under pressure to a lubricant rlfle passage 42 in the block. The préssure in the rifle 42 i5 regulated by a pressure regulator valve 43 connected in a bypass line 44 that is connected across the pump 41.
A number of mechanical couplings, illustrated by dashed lines in Figure 1 and indicated by the reEerence numerals 67 and 69, connect the crankshaft 66 with the fuel pump 18 and the lubricant pump 41, respectively.
A diagnostic system in accordance with the present invention is provided, and includes a cycle event marker (CEM) sensor 51 which is preferably mounted in the rocker housing 14 and responds to the movement of an operating part of the engine. For example, the CEM sensor 51 may be a magnetlc coil proximity type sensor that is mounted adjacent the rocker arm that actuates the iniector 16 of the number one cylinder. This rocker arm pivots durlng injection which occurs toward the end o~ the compression stroke o~ the piston of the number one cylinder and this movement causes the sensor 51 to generate a CEM signal toward the end of the compression stxoke of the piston of the number one cylinder. The CEM signal is utilized in testing engine parameters as will be subsequently described.
The diagnostic s~stem still ~uxthex~inc~udes an engine speed sensox 61 that is mounted adjacent to the outer peripher~ of the flywheel xing ~ear 62 of the engine 10. Figure 2 illustrates an example o,~ the sensor 61 and the circuits connected to it. ~rhe sensor 61 has two spaced elements 91 and 92 which ln the present specific example, axe variable reluctance magnetic sensors. The teeth 63, moving clockwise, ~enerate si~nals first in the element 91 and then in the element 92. An oscillator 93 is connected to a counter 94 which is controlled by the tooth pulses from the elements. A pulse ~rom the element 91 operates through circuits 96 and 97 to enable or start the counter 94 and a pulse from the element 92 operates through circuits 98 and 97 to disable or stop the counter.
The count associated with each tooth is read by a pro-cessor 29. Each count is directly proportional to the time interval ~ t~ for a tooth to move from one element 91 to the other element 92, and inversely proportional to instantaneous speed of the ring gear. A factor :Eor converting counts read to engine RPM may be provided as an input to the processor 29 based on physical measure-ments, such as the spacing X between the elements 91 and 92 and the radius R of the elements 91 and 92 or may be computed within the processor based on si.gnals :~rom the cycle event marker.
The diagnostic system further includes a number o~
engine sensors including a fuel pressure sensor 27 con nected in the rail 17, a lubricant pressure sensor 46 connected in the rifle passage 42, and an intake manifold air pressure sensor 34 connected in the intake mani~old.
The sensors 51 and 61 are c~nnected to a counter-timer module 22 and the senso~s 27, 34 a~d ~6 are connected to an A/D convertor 23, the components 22 and 23 being con-nected to the ~rocessor 29. The processor 29 provides 35 outputs to a readout device 70 which may provide, for example, visual indications and permanent records.
6.
~ igure 3 illustrates the diagnoskic`s~5tem in gXeater detail. The processor 29 includes a processing unit 71 and a memory unit 72. An operator interface 73 is connected to the unit 71 and forms means whereby the operator may in-sert information and instructions and includes the readout70. The CEM sensor 51 is shown mounted in a position to sense the movement of a xocker arm 74 for an injector plunger 76. ~ cam 77 moves the plunger 76 in an injection stroke toward the end of the compression stroke.
The components 22, 23, 29 and 73 may comprise, for example, standardized products of Texas Instruments Company.
The curve indicated by the reference numeral 78 in Figure 5 shows the variation in engine speed with time as engine accelerates when the throttle is snapped to full open position. It will be noted that the engine speed increases generally linearly during such acceleration, until the maximum governed speed is reached. Figure 5 illustrates the operation of three engines having different governor maximum speed settings. The three speed settings or levels are indicated by the numerals 79, 80 and 81.
The knees 83, 84 and 85 where the curve 78 intersects the curves 79, 80 and 81 are caused by overshoot of the governor.
With specific reference to Figure 6, three different turbocharger characteristics 101, 102 and 103 are illu-strated, which are respectively`associated w:ith the curves 79, 80 and ~1. The intake manifold pressure drops, as indicated by the dip 104 o~ the pressure curve, during initial engine acceleration hecause the engine sucks air 30 into the cylinders through the compressor. ~fter the initial dip 104, the turbocharger starts to recover as the increased energy of the exhaust gases drive the tur~
bine at an increasing speed. However, the time of the pressure increase, indica~ed by -the numeral 106, lags 35 behind the engine acceleration when the throttle is snapped to full open and the englne speed increases rapidly.
The point 107 whe~e the cUrve 106 inteXs~ct~ the curve 101 corresponds to the knee 83 where the governor breaks. Whereas the en~ine acceleration stops r the turbine speed continues to increase gradually until it stabllizes in the curve area indicated by the numeral 108. The rate of recovery is a ~ood indication of the per~ormance or health of t~e turbocharger, and the intake manifold pressure change is proportlonal to the rate o~ recovery.
In accordance with the present inVention, two time spaced samplings are taken o~ the intake manifold pressure at times T2 and T3 (Ftgure 5~ shortly after the engine has stabilized at maximum governed speed but before the turbocharger 31 has stabilized. The time Tl ~Figure 5) is the time when the engine speed stops increasing and the slope of the speed-time curve is zero, and the times T2 and T3 are shortly after the time Tl. The two pressure measurements are made, using the sensor 34, at the times 109 and 110 (Figure 6) and the rate of change of the pres~
sure is compared with a reference or standard value.
The two curves 102 and 103 are similar to the curve 101 but are associated with the two speed curves 8C and 81. The curves 102 and 103 have h.igher pressure levels because of the higher maximum speeds o the engine, and the pressure sampling times T2 and T3 are la-ter in tlme because the knees 84 and 85 are later.
The processor 29 shown in Figures 1 and 3 process the information received from the sensors and from the operator, in accordance with the invention. The proces-sor may be a general purpose c~mputer programmed to automa~tically perform the described operations, and Figure 4 is a flow chart illustxating a speci~ic example of the method ~nd the programmed ope~ation. It should be understood that the invention is not limited to specific example which is given merely to facilitate the description of the invention.
' ~ . ' .
The signal from the sensor 34 and t~e conVerter 23 are received at step 121 ~nd various system paxa-meters are initially set in the system at step 122. The parameters include MAXIDL which is the hi~hest idle speed permitted prior to execution of the test; STRTSPD which is the engine threshold speed employed to verify that the engine is accelerating; DELAY 1 which is a time delay (such as 10 seconds] to allow en~ine conditions to stabilize at low idle speed; DELAY 2 which is a time de-lay (such as 100 msec3 to allow the engine to stabilizeat maximum governed speed; DELAY 3 which is a time delay (such as 200 msec) between samplings of the intake manifold pressure (IMP); and REFRSPNS which is a nominal reference response for a no fault turbocharger, or a comparison value derived from a satisfactory turbocharger. The engine speed referred to is the engine crankshaft speed. In an engine where the maximum governed speed is about 2400 rpm, the MAXIDL speed is about 750-800 rpm and the STRTSPD is about 1600 rpm. The test is preferably performed under no-load conditions so that a dynamometer is not required.
At step 123, the engine speed is sensed and compared at step 124 with MAXIDL, and if it is greater, the operator is prompted at step 126 to adjust the engine for idle speed operation. The prompt may be on the operator interface 73 (E'igure 3) which may be a hand-held control unit. When the sensed speed is not greater than MAXIDL, the method proceeds to step 127 which is a dela~ to allow the engine and turbocharger to stabilize. At the end o~ DELAY 1, the OperatQr is prompted at step 128 to accelerate the engine and in step 129 the speed is monitored during acceleration. In step 131 the speed is compared with STRTSPD, and when it is gxeateX, the method proceeds to steps 132, 133 and 134. In these three steps r a series of speed readings are taken and each new reading is compared with the preceding reading. The method cycles through steps 132, 133 and 134 as long as each new reading 9.
is higher than the immediatel~ preceding`readina~. When a reading is not yreater than the pre~ious reading, indicating that engine speed has leyeled off at the knee 83 (times Tl? Figure 5, the-method proceeds to step 136 for DELAY 2 which is the time between Tl and T2. ~t the end of DELAY 2, the intake manifold pressure ~IMP~ is read at step 137, which is at point 109 in Fi~aure 6. ~t step 138, there is time DELAY 3 which is the time between T2 and T3, and at step 139 IMP is read again at point 110.
At step 141, the two pressure readings are subtracted and divided by DELAy 3 to obtain the response or the rate of change of pressure. At the next step 142, the response is compared with the re~erence REFRSPNS. In the present example, if the response is at least .9 o~ the reference value, the turbochargér under test is considered satisfactory.
If the response is less than .9 of the reference, the method proceeds to steps 143 and 144 where a fault is indicated and the routine ends. If the response is greater than .9, the method proceeds to step 146 where the response is compared with 1.1 REFRSPNS to determine whether the response is excessive. If the response is greater than 1.1 o the reference, the method branches to steps 1~3 and 1~4. If the response is in the window between .9 and 1.1 REFRSPNS, the method proceeds to steps 1~7 and 148 when a no fault condition is indicated and the routine ends.
The system and ~iethod described herein are pre~erably included with a number o~ other tests per~ormed in various engine parameters, utilizing the sensors descxibed in connection with Figure 1.
It will be apparent ~rom the oregoing that a turbocharger test in accordance With the present inVention may be quickly and accuratel~ perormed. Only a sina~le acceleration run is required, and the air pressure read-ings are taken at times when the other engine operating conditions are stabilized. Consequently, variations in engine fuel pump governors are not a factor, and the fuel input is a relatively constant and controlled value while the measure~
ments are beina taken.
, , .. ~. .
Claims (7)
The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:
1. The method of testing the response of a turbocharger of an internal combustion engine, comprising the steps of sensing the engine speed and the intake manifold air pressure, stabilizing the engine and the turbocharger at a speed below maximum governed speed, rapidly accelerating the engine to maximum governed speed, taking first and second measurements of the pressure after the engine has stabilized at maximum governed speed but before the turbo-charger has stabilized.
2. The method of Claim 1, wherein said first and second measurements are separated by a time interval, and further including the step computing the rate of change of the pressure over said time interval.
3. The method of Claim 1, wherein said first and second measurements are separated by a time interval, and further including the step of subtracting said first and second measurements to obtain a pressure difference, and dividing said difference by said time interval to obtain said response.
4. The method of Claim 1, and further including the step of comparing said response with a reference value representing a satisfactory performance.
11.
11.
5. Apparatus for testing a turbocharger of an inter-nal combustion engine, comprising speed sensor means responsive to engine speed, pressure sensor means res-ponsive to intake manifold pressure, and processor means responsive to said speed and pressure for determining when said engine has stabilized at maximum governed speed after a period of rapid acceleration, and for taking first and second time spaced pressure measurements after said engine has stabilized but before said turbocharger has stabilized.
6. Apparatus as in Claim 5, wherein said processor means includes means for subtracting said first and se-cond pressure measurements to obtain a difference.
7. Apparatus as in Claim 6, wherein said processor means further includes means for comparing said differ-ence with a reference value.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US47,055 | 1979-06-11 | ||
| US06/047,055 US4277830A (en) | 1979-06-11 | 1979-06-11 | Diagnosis of engine turbocharger performance |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1141469A true CA1141469A (en) | 1983-02-15 |
Family
ID=21946826
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000353666A Expired CA1141469A (en) | 1979-06-11 | 1980-06-10 | Diagnosis of engine turbocharger performance |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US4277830A (en) |
| JP (1) | JPS561334A (en) |
| CA (1) | CA1141469A (en) |
| DE (1) | DE3021333C2 (en) |
| GB (1) | GB2052070B (en) |
| MX (1) | MX147700A (en) |
Families Citing this family (29)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4356725A (en) * | 1980-10-20 | 1982-11-02 | Rca Corporation | Testing the power of a turbocharged internal combustion engine |
| US4334427A (en) * | 1980-10-20 | 1982-06-15 | Rca Corporation | Testing the condition of a turbocharger |
| US4399407B2 (en) * | 1981-12-04 | 1999-02-09 | Spx Corp | Engine analyzer with constant width digital waveform display |
| US4532592A (en) * | 1982-12-22 | 1985-07-30 | Purdue Research Foundation | Engine-performance monitor and control system |
| US4604701A (en) * | 1983-02-16 | 1986-08-05 | Allied Corporation | Fail-soft turbocharger control system |
| US4697561A (en) * | 1985-04-15 | 1987-10-06 | Purdue Research Foundation | On-line engine torque and torque fluctuation measurement for engine control utilizing crankshaft speed fluctuations |
| IT1240973B (en) * | 1990-07-05 | 1993-12-27 | Iveco Fiat | PROCEDURE AND EQUIPMENT FOR THE MEASUREMENT OF PHYSICAL AMOUNTS, IN PARTICULAR OF THE POWER, IN SUPERCHARGED INTERNAL COMBUSTION ENGINES. |
| DE4223777C1 (en) * | 1992-07-18 | 1993-10-14 | Daimler Benz Ag | IC engine turbocharger testing - determining mass flow rate of constant temp. air fed to turbine to obtain defined compressor pressure ratio and using high rate to indicate failed charger. |
| CA2081080C (en) * | 1992-10-23 | 1998-08-11 | Philippe Gaultier | Method for the detection of reciprocating machine faults and failures |
| US5492006A (en) * | 1993-11-29 | 1996-02-20 | Bauer Associates, Inc. | Method of testing internal combustion engine |
| JP3318431B2 (en) * | 1994-02-22 | 2002-08-26 | 東邦瓦斯株式会社 | Engine failure diagnosis device |
| IT1286101B1 (en) * | 1996-06-17 | 1998-07-07 | Same Spa Ora Same Deutz Fahr S | ELECTRONIC DEVICE FOR REGULATING THE ROTATION SPEED OF THE MOTOR OF AN AGRICULTURAL TRACTOR |
| US6209390B1 (en) * | 1999-05-14 | 2001-04-03 | Larue Gerald Duane | Turbocharger fatigue life monitor |
| US6163254A (en) * | 1999-11-23 | 2000-12-19 | Caterpillar Inc. | Method of avoiding low cycle fatigue failure of turbochargers |
| US6298718B1 (en) | 2000-03-08 | 2001-10-09 | Cummins Engine Company, Inc. | Turbocharger compressor diagnostic system |
| US6785604B2 (en) | 2002-05-15 | 2004-08-31 | Caterpillar Inc | Diagnostic systems for turbocharged engines |
| DE10300357A1 (en) * | 2002-12-03 | 2004-06-24 | Johann A. Krause Maschinenfabrik Gmbh | Exhaust gas turbocharger testing method |
| US7007472B2 (en) * | 2004-02-10 | 2006-03-07 | Cummins, Inc. | System for limiting turbocharger rotational speed |
| US7278302B2 (en) * | 2005-03-02 | 2007-10-09 | Johann A. Krause Maschinenfabrik GmbH | Method for the testing of exhaust gas turbochargers |
| US7380445B2 (en) * | 2006-06-30 | 2008-06-03 | International Engine Intellectual Property Company, Llc | Turbocharger performance qualification method and apparatus |
| JP4815294B2 (en) * | 2006-07-25 | 2011-11-16 | 本田技研工業株式会社 | Failure detection device for supercharging pressure control means in engine supercharging device |
| US7469577B2 (en) * | 2007-03-02 | 2008-12-30 | Detroit Diesel Corporation | Method of diagnosing turbochargers for internal combustion engines |
| DE102007017823B4 (en) | 2007-04-16 | 2019-10-02 | Continental Automotive Gmbh | A turbocharger having means for detecting a turbocharger malfunction and a method for detecting such a malfunction |
| US7769522B2 (en) * | 2008-02-29 | 2010-08-03 | Cummins Ip, Inc | Apparatus and method for preventing an underspeed event of a turbocharger |
| US20120173076A1 (en) * | 2011-01-04 | 2012-07-05 | Larry Gene Anderson | System and method for diagnosing a turbocharger |
| US9279406B2 (en) | 2012-06-22 | 2016-03-08 | Illinois Tool Works, Inc. | System and method for analyzing carbon build up in an engine |
| CN109580231B (en) * | 2018-12-12 | 2020-11-06 | 中国北方发动机研究所(天津) | Test method for identifying rotating fault of pressure shell of diesel engine matched with turbocharger |
| CN112834230B (en) * | 2021-01-21 | 2022-05-24 | 北京理工大学 | Wide-range turbocharger turbine performance test bench |
| CN114544184A (en) * | 2022-02-25 | 2022-05-27 | 湖南道依茨动力有限公司 | Fault diagnosis method, fault diagnosis device, electronic apparatus, storage medium, and engine |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3750465A (en) * | 1971-09-09 | 1973-08-07 | Howell Instruments | Engine performance indicator |
| DE2551681C2 (en) * | 1975-11-18 | 1986-10-02 | Robert Bosch Gmbh, 7000 Stuttgart | Electrically controlled fuel injection system for internal combustion engines |
| US4061025A (en) * | 1976-05-07 | 1977-12-06 | United Technologies Corporation | Speed-related indication comparisons in internal combustion engine diagnostics |
| US4050296A (en) * | 1976-05-07 | 1977-09-27 | United Technologies Corporation | Relative compression of an internal combustion engine |
| US4046003A (en) * | 1976-05-07 | 1977-09-06 | United Technologies Corporation | Engine turbocharger diagnostics |
| US4088109A (en) * | 1977-02-25 | 1978-05-09 | General Motors Corporation | Diesel engine warm-up control system |
| US4179922A (en) * | 1977-03-25 | 1979-12-25 | Harris Corporation | Data acquisition for use in determining malfunctions of cylinders of an internal combustion engine |
| US4124142A (en) * | 1977-06-15 | 1978-11-07 | Fawn Engineering Corporation | Connection apparatus for a vending machine |
| US4128005A (en) * | 1977-06-16 | 1978-12-05 | Sun Electric Corporation | Automated engine component diagnostic techniques |
-
1979
- 1979-06-11 US US06/047,055 patent/US4277830A/en not_active Expired - Lifetime
-
1980
- 1980-06-06 MX MX182663A patent/MX147700A/en unknown
- 1980-06-06 DE DE3021333A patent/DE3021333C2/en not_active Expired
- 1980-06-09 GB GB8018795A patent/GB2052070B/en not_active Expired
- 1980-06-10 CA CA000353666A patent/CA1141469A/en not_active Expired
- 1980-06-11 JP JP7959180A patent/JPS561334A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| MX147700A (en) | 1983-01-05 |
| DE3021333A1 (en) | 1981-01-08 |
| DE3021333C2 (en) | 1984-10-25 |
| GB2052070B (en) | 1983-04-27 |
| JPS6310774B2 (en) | 1988-03-09 |
| GB2052070A (en) | 1981-01-21 |
| US4277830A (en) | 1981-07-07 |
| JPS561334A (en) | 1981-01-09 |
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