WO2002090751A1 - Egr and vgt system diagnostics and control - Google Patents
Egr and vgt system diagnostics and control Download PDFInfo
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- WO2002090751A1 WO2002090751A1 PCT/US2002/005815 US0205815W WO02090751A1 WO 2002090751 A1 WO2002090751 A1 WO 2002090751A1 US 0205815 W US0205815 W US 0205815W WO 02090751 A1 WO02090751 A1 WO 02090751A1
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- Prior art keywords
- flow rate
- egr
- egr flow
- fault
- threshold
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- 238000000034 method Methods 0.000 claims abstract description 36
- 238000002485 combustion reaction Methods 0.000 claims description 17
- 238000003860 storage Methods 0.000 claims description 14
- 230000004044 response Effects 0.000 claims description 8
- 238000004891 communication Methods 0.000 claims description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 34
- 229910002092 carbon dioxide Inorganic materials 0.000 description 21
- 239000000446 fuel Substances 0.000 description 21
- 239000007789 gas Substances 0.000 description 15
- 239000001569 carbon dioxide Substances 0.000 description 13
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 10
- 238000010606 normalization Methods 0.000 description 10
- 230000008901 benefit Effects 0.000 description 8
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 6
- 239000001301 oxygen Substances 0.000 description 6
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- 230000008859 change Effects 0.000 description 5
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- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 239000013626 chemical specie Substances 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 238000003745 diagnosis Methods 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 230000007257 malfunction Effects 0.000 description 3
- 230000003213 activating effect Effects 0.000 description 2
- 238000011217 control strategy Methods 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 229910052757 nitrogen Inorganic materials 0.000 description 2
- 239000000126 substance Substances 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000015556 catabolic process Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
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- 238000009987 spinning Methods 0.000 description 1
- 238000013024 troubleshooting Methods 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0065—Specific aspects of external EGR control
- F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/49—Detecting, diagnosing or indicating an abnormal function of the EGR system
-
- 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/0017—Controlling intake air by simultaneous control of throttle and exhaust gas recirculation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
- F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to systems and methods for diagnosing interrelated component failures in an internal combustion engine.
- turbochargers use the engine exhaust gases to operate a turbine which in turn powers a compressor to compress intake air.
- VVT Variable geometry turbochargers
- VNT variable nozzle turbochargers
- Moveable intake or exhaust vanes (VNT) or a moveable turbine sidewall may be used to provide an appropriate amount of turbo boost pressure for current operating conditions and driver demanded engine torque.
- Exhaust gas recirculation has known advantages with respect to reducing emissions of nitrogen oxides (NOx) by reducing peak combustion temperatures within the engine cylinders.
- EGR systems typically include an EGR valve which diverts engine exhaust gases from the engine exhaust manifold to the engine intake manifold. This requires a pressure differential between the exhaust and intake manifolds for the gas to flow from the exhaust to the intake.
- Naturally aspirated engines typically create a vacuum at the intake and have a considerably higher exhaust gas pressure which easily flows any desired amount of EGR.
- additional back pressure may be required to provide a sufficient pressure differential to introduce the exhaust gas into the compressed intake air.
- One method for controlling back pressure is to modify the geometry of a VNT or VGT.
- both the EGR system components and VGT system components should be in proper working order.
- Various diagnostics have been developed to monitor the EGR system and VGT system.
- corrective engine/vehicle control is more difficult to properly implement if there is a low confidence level associated with a particular generated fault code.
- a system and method for diagnosing a component failure in an internal combustion engine having an exhaust gas recirculation system and a variable geometry turbocharger for diverting exhaust gas from an engine exhaust to an engine intake include determining whether the engine is operating in boost control mode or EGR control mode, comparing EGR flow rate to a threshold corresponding to the current control mode, generating a fault if the EGR flow rate is outside an acceptable operating range based on the threshold for a first predetermined time period, and operating in boost control mode if the fault persists for a second predetermined time period.
- the system and method determine that the engine is operating in the EGR control mode with the threshold corresponding to a minimum EGR flow rate and determine whether the EGR flow rate exceeds the threshold. The system and method then determine whether the EGR flow rate is within an acceptable operating range of a desired EGR flow rate and generate a VGT fault if the EGR flow rate is outside of the acceptable operating range but exceeds the minimum threshold. Likewise, the system and method generate an EGR fault if the EGR flow rate is less than the minimum threshold. When operating in the boost control mode, the system and method generate an EGR fault if the EGR mass flow rate exceeds a maximum flow rate and generate a VGT fault if the turbo boost pressure is not within an acceptable operating range of a desired boost pressure.
- the present invention provides a system and method for more accurate and reliable diagnosis and control of interrelated engine components.
- the present invention provides a method for differentiating between VGT and EGR related faults, activating an appropriate fault code, and/or modifying the engine control accordingly. More accurate fault codes may reduce the time necessary for service and maintenance personnel to troubleshoot and correct the root cause of any problem.
- engine control may be adjusted based on the fault to ameliorate the effects of a degraded or failed component.
- FIGURE 1 is a schematic diagram illustrating operation of a system or method for EGR. VGT diagnosis and control according to one embodiment of the present invention
- FIGURE 2 is a block diagram illustrating control logic for EGR and
- VGT circuits according to one embodiment of the present invention.
- FIGURE 3 is a block diagram illustrating operation of a system or method for VGT diagnostics and control according to one embodiment of the present invention
- FIGURE 4 is a flowchart illustrating operation of a system or method for EGR diagnostics and control according to one embodiment of the present invention.
- System 10 includes an engine 12 having a plurality of cylinders, each fed by a fuel injector.
- engine 12 is a compression-ignition internal combustion engine, such as a heavy duty diesel engine.
- the injectors receive pressurized fuel from a fuel supply in a known manner.
- Various sensors are in electrical communication with a controller 22 via input ports 24.
- Controller 22 preferably includes a microprocessor 26 in communication with various computer readable storage media 28 via data and control bus 30.
- Computer readable storage media 28 may include any of a number of known devices which function as read only memory 32, random access memory 34, and non-volatile random access memory 36.
- Computer readable storage media 28 have instructions stored thereon that are executable by controller 22 to perform methods of controlling the internal combustion engine, including variable flow exhaust gas recirculation (EGR) valve 66 and variable geometry turbocharger 52.
- the program instructions are executed by controller 22 in microprocessor 26 to control the various systems and subsystems of the engine and/or vehicle.
- various instructions may also be executed by any number of logic units 50.
- Input ports 24 receive signals from various sensors, and controller 22 generates signals at output ports 38 that are directed to the various engine and/or vehicle components.
- a data, diagnostics, and programming interface 44 may also be selectively connected to controller 22 via a plug 46 to exchange various information therebetween.
- Interface 44 may be used to change values within the computer readable storage media 28, such as configuration settings, calibration variables, instructions for EGR and VGT control and others.
- controller 22 receives signals from the various engine/vehicle sensors and executes control logic embedded in hardware and/or software to control the engine.
- controller 22 is the DDEC controller available from Detroit Diesel Corporation, Detroit, Michigan. Various other features of this controller are described in detail in a number of U.S. patents assigned to Detroit Diesel Corporation.
- Control logic may be implemented in hardware, firmware, software, or combinations thereof. Further, control logic may be executed by controller 22, in addition to by any of the various systems and subsystems of the vehicle cooperating with controller 22.
- controller 22 includes microprocessor 26, any of a number of known programming and processing techniques or strategies may be used to control an engine in accordance with the present invention.
- controller 22 provides enhanced engine performance by controlling a variable flow exhaust gas recirculation valve 66 and a variable geometry turbocharger 52.
- Variable geometry turbocharger 52 includes a turbine 54 and a compressor 56 mounted on a common shaft 57.
- the pressure of the engine exhaust gasses causes the turbine to spin which in turn drives the compressor.
- the spinning compressor creates turbo boost pressure which develops increased power during combustion.
- a variable geometry or variable nozzle turbocharger has moveable components in addition to the rotor group. These moveable components can change the turbocharger geometry by changing the area or areas in the turbine stage through which exhaust gasses from the engine flow, and/or changing the angle at which the exhaust gasses enter or leave the turbine. Depending upon the turbocharger geometry, the turbocharger supplies varying amounts of turbo boost pressure to the engine.
- the variable geometry turbocharger may be electronically controlled to vary the amount of turbo boost pressure based on various operating conditions.
- variable geometry turbocharger In a typical variable geometry turbocharger, the turbine housing is oversized for an engine, and the air flow is choked down to the desired level.
- a variable inlet nozzle has a cascade of moveable vanes which are pivotable to change the area and angle at which the airflow enters the turbine wheel.
- the turbocharger has a moveable side wall which varies the effective cross-sectional area of the turbine housing. It is appreciated that embodiments of the present invention are not limited to any particular structure for the variable geometry turbocharger. That is, the term VGT or VNT as used herein means any controllable air pressurizing device including the above examples, and including a modulated waste gate valve.
- An exhaust gas recirculation system selectively introduces a metered portion of the exhaust gasses into the intake manifold 69.
- the EGR system dilutes the incoming fuel charge and lowers peak combustion temperatures to reduce the amount of oxides of nitrogen produced during combustion.
- the amount of exhaust gas to be recirculated is controlled by EGR valve 66 and VGT 52.
- the EGR valve is a variable flow valve that is electronically controlled by controller 22.
- the geometry of the variable geometry turbocharger is also electronically controlled by controller 22.
- various sensors may be used to monitor and control the EGR circuit including temperature and differential pressure sensors which allow the controller to determine the mass flow rate through the valve.
- various different sensor configurations may be utilized in various parts of the exhaust flow paths to allow controller 22 to determine the various mass flow rates throughout the exhaust system, including flow through the EGR system and flow through the compressor, etc. depending on the particular application..
- cooler 62 it may be desirable to provide a cooler 62 to cool the charge air coming from compressor 56.
- cooler 68 it may be desirable to provide a cooler 68 to cool the flow through the EGR system prior to reintroduction into the intake manifold of engine 12 to further reduce peak combustion temperatures and the production of nitrogen oxides.
- Embodiments of the present invention include control logic that processes various inputs representing various engine conditions, and in turn, provides an EGR command signal and a VGT command signal.
- the EGR command signal commands a position for the variable flow EGR valve 66 to control gas flow through path 64, while the VGT command signal commands a geometry for VGT 52 to control gas flow through path 60.
- the various techniques utilized to determine the EGR and VGT command signals are best shown in Figure 2.
- a block diagram 80 illustrates the functions of the control logic, including instructions, executed by controller 22 to provide enhanced engine performance and improved emission control.
- Embodiments of the present invention are particularly useful to improve emissions on heavy-duty diesel engines.
- Using EGR technology to mix a portion of exhaust gas with the intake charge reduces emissions of oxides of nitrogen (NO x ), while minimizing fuel economy impact and improving durability, in accordance with the present invention.
- NO x oxides of nitrogen
- the back pressure necessary to drive the EGR flow from exhaust to intake manifold is provided by the variable geometry turbocharger.
- the control of the EGR flow rate may be achieved by changing the geometry of the VGT (for example, vane position change), by changing the EGR valve position, and preferably via a combination of both.
- the method of control employed results in interactions between EGR and VGT systems that are beyond the capabilities of existing systems.
- the EGR valve and the VGT are controlled simultaneously and continuously.
- Preferred implementations of the present invention utilize desired intake manifold composition in terms of chemical species (O 2 , N 2 , CO 2 and H 2 O) as a set point for the EGR/VGT controller.
- the actual quantity of these chemical species is preferably calculated from a simplified combustion model.
- Block 82 utilizes a look up table to determine an engine torque demand.
- the engine torque demand represents a fuel quantity that may be adjusted for other aspects of engine control that are not specifically described herein such as, for example, cylinder balancing.
- Figure 2 illustrates a preferred implementation and that various aspects of the control strategy shown are preferred, but not specifically required.
- a one way, second order filter adds some delay to the torque demand. Delay is added to allow the slower, air flow aspects of engine control to catch up to the faster responding torque demand aspects of engine control.
- engine speed and filtered torque demand are received, and processed along with other engine conditions, resulting in desired fuel injection timing, quantity, and rail pressure. These factors control fuel delivery, indicated at 88.
- a desired chemical composition for the engine air intake is determined. The desired composition is in terms of chemical species (N 2 , O 2 , CO 2 , and H 2 O).
- the fuel per cycle is provided to block 90 from injection control block 86, and block 90 provides a fuel limit per cycle to block 86 (for example, fuel may be limited in low airflow conditions).
- actual flow values for the EGR system and turbocharging system, the air /fuel ratio, and chemical composition of the intake gasses are calculated. The calculations are based on a simplified combustion model and engine sensor inputs.
- the desired or set point values in block 90 are based on interpolation of values contained within five pairs of look up tables.
- the first table (94,98) corresponds to stabilized turbocharger boost pressure and the second table (96, 100) corresponds to zero turbocharger boost pressure. That is, the first table corresponds to maximum air per fuel (per cycle) while the second table corresponds to minimum air per fuel.
- desired values are interpolated between the two tables for the particular operating value. For example, desired carbon dioxide and air values are determined with an interpolation between tables 94 and 96 with each representing two look up tables, one table for CO 2 and one table for oxygen quantity /cycle.
- controller 22 adjusts VGT and EGR operation to achieve the desired values at block 90 (calculated by interpolation) within the respective minimum/maximum tables (96,100 and 94,98, respectively).
- a desired carbon dioxide quantity 110 is determined. From block 92, an actual carbon dioxide quantity is estimated. It is appreciated that the quantities are preferably represented as mass per cycle.
- Summer 114 compares the desired carbon dioxide quantity 110 to the actual carbon dioxide quantity 112 to determine the carbon dioxide error signal.
- EGR valve 122 is controlled by an EGR command signal based on the error signal.
- a controller such as a proportional/integral/derivative controller 116 (or preferably with a non linear compensation term, for example, a Smith predictor) adjusts the EGR valve position to achieve a desired EGR rate and desired carbon dioxide quantity.
- EGR loop gain normalization is contained within block 120 to improve transient response by reducing the effects of rapid changes in torque demand.
- limiter 119 restricts the EGR command signal as needed to prevent excessive exhaust smoke during transient engine operation, as described in further detail in Figure 3.
- the resultant EGR command signal is supplied by controller 22 ( Figure 1) to EGR valve 122.
- the EGR command signal is also passed to the VGT control, as described below.
- a base geometry (vane position in the preferred implementation), is determined at block 160 based on torque demand and engine speed.
- the base geometry block 160 serves as a feedforward feature for VGT control to improve transient response and also enable open loop control when desired as described further below
- the commanded base position is passed from block 160 to block 161.
- a brake interface allows engine braking control logic to override a commanded base position by the normal VGT logic in the event that the engine is being operated as an engine brake.
- the EGR command signal is received by lead compensation logic 140 to determine a lead compensated signal based on the EGR command signal.
- this portion of the control loop synchronizes simultaneous EGR valve and VGT geometry control.
- the VGT geometry is modified to increase air flow through the turbine until the desired EGR flow is achieved.
- the lead term 140 improves transient response to compensate for the turbo boost lag. That is, when EGR valve control and VGT geometry control are not sufficient to achieve desired carbon dioxide content in the engine intake, increased flow through the turbine increases the overall air flow, but the turbine becomes less efficient, increasing the back pressure that drives carbon dioxide containing exhaust gasses through the recirculation path increasing the carbon dioxide mass per cycle at the intake.
- an additional compensation term based on EGR valve position modifies the lead compensator output.
- summer 144 receives a desired air per cycle signal and an actual air per cycle signal to determine an air error.
- Lead compensator 140 and additional compensator 142 anticipate and exaggerate the air error when it is expected that the EGR valve is opening.
- the air error determined at block 144 and/or the base geometry (for example vane position) as determined at block 160 are used to determine the VGT command signal.
- normalization values contained within block 148 linearize the loop gain of PID controller 150, and serve as a variable switch between open and closed loop control approaches. That is, at low air flow conditions (low engine speed and low torque demand), the normalization factor reduces the air error to zero or to a sufficiently low value so as to be effectively insignificant in controlling VGT 174. That is, at low air flow conditions, normalization effectively eliminates the air error signal leaving the base geometry (the feedforward term) to control the VGT in an open loop fashion. On the other hand, once air flow reaches a sufficient level, the gain normalization factor jumps from zero to a sufficiently great value to control VGT 174 and linearize PID controller 150.
- the gain normalization term is zero at low air flows. Air flow is preferably determined as a function of torque demand and engine speed. Once significant air flow exists, the gain normalization term is significantly increased to change from effectively pure open loop control of the VGT with the feedforward term to closed loop control of the VGT (with the feedforward term). As airflow continues to increase, the gain normalization term is reduced. As shown by summer 152, the base vane position (or other suitable geometry indicator depending on the implementation) from block 160 provides the general control of the VGT command signal, while the signal derived from the air error provides fine tuning (except at low air flow conditions where the air error portion is effectively ignored and open loop control used).
- Limiter 170 limits the VGT command signal as needed to prevent turbo overspeeding. For example, at higher altitudes, continued demands for more oxygen may result in a turbo overspeed. This situation is prevented by turbo speed limit at block 172.
- the VGT command signal is applied to VGT 174.
- the EGR command signal is utilized (with lead compensation) to adjust an air error signal to provide fine tuning of the VGT command signal.
- Lead term 140 improves transient response. Accordingly, the control loop also works in the opposite direction, adjusting the EGR valve position if a desired boost (or air /fuel ratio) is not achieved.
- the value in the minimum CO 2 table commands a desired carbon dioxide quantity of zero.
- the upper CO 2 table is desired CO 2 quantity at an upper oxygen per fuel ratio.
- the lower CO 2 defines a lower oxygen per fuel ratio at which desired CO 2 is zero. That is, when the engine is already running fuel rich, tables 94 and 96 are interpolated such that the desired carbon dioxide quantity is zero.
- the function used to interpolate between the two carbon dioxide tables may be significantly different than the function used to interpolate between the two air quantity tables. Further, it is appreciated that the interpolation between any two tables is not limited to linear interpolation, but may take other forms.
- FIG. 3 a flow chart illustrating a method for diagnosing engine component failures according to one embodiment of the present invention is shown. More specifically, the embodiment illustrated in Figure 3 may be used to determine whether the VGT circuit is functioning properly and control the engine and/or vehicle accordingly.
- Block 200 initiates the VGT diagnostic routine.
- the controller determines whether the engine is currently operating in a turbo boost control mode or EGR control mode as represented by block 202. If the engine is operating in boost control mode, the controller determines the current boost pressure as represented by block 206. At block 208, the engine controller determines whether the current boost pressure is equal to a desired boost pressure corresponding to a desired base or steady boost +/- a boost response range. If the boost pressure is not within the desired boost pressure range and this condition exists for a predefined period of time as determined by block 210, then a VGT fault is indicated and a corresponding fault indicator light is activated as represented at block 212. If the current boost pressure is within the desired boost pressure range as determined by block 208, or the required time has not elapsed as determined by block 210, the logic continues to monitor the conditions as illustrated.
- a current EGR mass flow rate is measured by an associated sensor or sensors as represented by block 220.
- the engine controller determines whether the current EGR mass flow rate is equal to a desired EGR mass flow rate corresponding to a base rate +/- a minimum flow response. If the EGR mass flow rate is not within a desired mass flow rate range as determined by block 222, and this condition exists for a predefined period of time as determined by block 224, then an EGR fault indicator is activated as represented by block 226. Further, if this condition persists for a second predefined period of time as represented by block 228, the engine operating mode reverts back to boost control mode and the EGR valve is commanded to a closed position.
- FIG. 4 illustrates one embodiment for an EGR diagnostic routine according to the present invention.
- the EGR diagnostic routine is initiated as represented by block 298.
- a current EGR mass flow rate is sensed, as represented by block 300.
- the operating mode is identified as being boost control mode or EGR control mode.
- block 304 determines whether the EGR mass flow rate exceeds a maximum EGR flow for boost mode. If the maximum boost mode EGR flow rate is exceeded for a calibratable period of time as represented by block 306, a corresponding fault code is activated which preferably illuminates the check engine light to alert the operator.
- the EGR mass flow rate as determined by a corresponding sensor or sensors is compared to a corresponding minimum flow rate threshold at block 310. If the EGR mass flow rate is less than the corresponding minimum threshold for a predetermined period of time as determined by block 312, a corresponding fault is activated as represented by block 314. If this condition persists for another predetermined period of time as represented by block 316, the control mode reverts to boost control mode as represented by block 318.
- the present invention provides a system and method for diagnosis and control of interrelated engine components.
- the present invention provides a method for differentiating between VGT and EGR related faults and activating an appropriate fault code and modifying the engine control accordingly. More accurate fault codes may reduce the time necessary for service and maintenance personnel to troubleshoot and correct the root cause of any problem.
- engine control may be adjusted based on the fault to ameliorate the effects of a degraded or failed component.
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10296751T DE10296751T5 (en) | 2001-05-04 | 2002-02-26 | EGR and VGT system diagnosis and control |
GB0325310A GB2392256A (en) | 2001-05-04 | 2002-02-26 | EGR and VGT system diagnostics and control |
CA002442970A CA2442970A1 (en) | 2001-05-04 | 2002-02-26 | Egr and vgt system diagnostics and control |
JP2002587788A JP2004527684A (en) | 2001-05-04 | 2002-02-26 | Diagnosis and control of EGR and VGT systems |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/849,681 | 2001-05-04 | ||
US09/849,681 US6457461B1 (en) | 2001-05-04 | 2001-05-04 | EGR and VGT system diagnostics and control |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2002090751A1 true WO2002090751A1 (en) | 2002-11-14 |
Family
ID=25306267
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US2002/005815 WO2002090751A1 (en) | 2001-05-04 | 2002-02-26 | Egr and vgt system diagnostics and control |
Country Status (6)
Country | Link |
---|---|
US (1) | US6457461B1 (en) |
JP (1) | JP2004527684A (en) |
CA (1) | CA2442970A1 (en) |
DE (1) | DE10296751T5 (en) |
GB (1) | GB2392256A (en) |
WO (1) | WO2002090751A1 (en) |
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Also Published As
Publication number | Publication date |
---|---|
GB2392256A (en) | 2004-02-25 |
US6457461B1 (en) | 2002-10-01 |
JP2004527684A (en) | 2004-09-09 |
CA2442970A1 (en) | 2002-11-14 |
DE10296751T5 (en) | 2004-04-22 |
GB0325310D0 (en) | 2003-12-03 |
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