CA2573249A1 - Electronic blow off valve controller - Google Patents
Electronic blow off valve controller Download PDFInfo
- Publication number
- CA2573249A1 CA2573249A1 CA002573249A CA2573249A CA2573249A1 CA 2573249 A1 CA2573249 A1 CA 2573249A1 CA 002573249 A CA002573249 A CA 002573249A CA 2573249 A CA2573249 A CA 2573249A CA 2573249 A1 CA2573249 A1 CA 2573249A1
- Authority
- CA
- Canada
- Prior art keywords
- valve
- pressure
- blow
- bovc
- engine
- 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.)
- Abandoned
Links
Classifications
-
- 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
- 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
- F02B37/16—Control of the pumps by bypassing charging air
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/1015—Air intakes; Induction systems characterised by the engine type
- F02M35/10157—Supercharged engines
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
- F02M35/10236—Overpressure or vacuum relief means; Burst protection
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10373—Sensors for intake systems
- F02M35/10386—Sensors for intake systems for flow rate
-
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Analytical Chemistry (AREA)
- Supercharger (AREA)
Abstract
The referenced blow off valve controller (hereafter called BOVC) is an electronic control circuit driving electromechanical valve to control the operating actuator contained in a blow off valve assembly used on turbocharged spark initiated engines to control destructive pressure reflections in the intake track during high boost to low boost throttle transitions caused by closing the throttle valve. The BOVC consists of a microprocessor controller including operating software, pressure transducers to monitor pressures within the intake track of said engine, power conditioning circuitry, electromechanical valve drive circuits and 3 way electromechanical valve. Additional status outputs to indicate to the engine operator status of said blow off valve may or may not be incorporated into said BOVC designs are disclosed. Externally adjustable reference potentiometers may be incorporated to set operating parameters.
Description
Description Technical Field The subject invention relates to an electronic controller that subsequently controls the operation of a blow off valve or pressure relief valve as used on turbocharged spark initiated internal combustion engines intake manifold air ducts or tracks.
Background of the invention Turbocharger control systems are a well known prior art. An example of such art is disclosed in Canadian patent 2148164.
This invention is intended to control the destructive pressure spikes within the intake track of a spark initiated internal combustion turbocharged engine while maintaining proper air measurement by the engine management control system mass air flow meter n is intended to control a blow off valve or pressure relief valve inserted between the turbocharger and the engine throttle control valve, the design and art of such blow off valve(s) is not covered by this invention.
Turbochargers are a well known means of increasing engine power output and are increasingly being retrofitted to existing engines. Turbochargers use the heat and pressure present is the engine exhaust to drive a turbine within the turbocharger, this turbine is mechanically coupled via a common shaft to a compressor whose discharge outlet is connected to the engine intake via ducts or other means.
Between the turbocharger and engine intake manifold typically is the engine throttle valve which regulates the airflow into the engine and thus the engine speed and power output.
Under part throttle openings the air flow is restricted through the engine and thus the exhaust flow is reduced which reduces the turbocharger speed and boost output pressure. Under high throttle openings the airflow is not restricted and the turbocharger shaft rapidly accelerates due to the high airflow though the turbine to high speed thus increasing the compressor volume and pressure output.
Typical turbocharger shaft speeds exceed 50000 rpm, and with energy stored in the rotating mass the turbocharger will continue to spin after the exhaust airflow is restricted by closing the throttle valve. With the throttle valve closed a rapid pressure spike occurs within the intake track since the air has no where to go, this results in a pressure wave being reflected off of the throttie valve back to the compressor, upon re-entering the compressor this pressure wave acts upon the compressor exerting high deceleration forces which can be destructive to the compressor. To alleviate this condition a blow off valve is inserted between the turbocharger compressor output and the throttle control valve. The blow off valve opens when the throttle is closed thus venting the pressure to atmosphere eliminating the pressure spike.
With conventionally controlled - non electronic controlled blow off valves the actuator is plumbed to the engine side of the throttle valve thus applying manifold pressure to the blow off valve actuator. When under high boost conditions the blow off valve is held firmly shut by the higher than atmospheric pressure present within the intake manifold which is applied to the enclosed side of the blow off valve actuator. When the throttle valve is closed the pressure within the intake manifold rapidly transitions to lower than atmospheric pressure. This lower pressure acts upon the enclosed side of the blow off valve actuator and the pressure difference across the blow off valve actuator causes the actuator to open the blow off valve duct to atmosphere.
Thus reliving the pressure with in the intake duct, however these conventionally controlled valves remain open to atmosphere or the return duct until the manifold pressure increases to the point where the blow off valve closing springs overcome the opening force and the blow off valve then closes. The significance of this improper operation is that the air flow to the engine no longer flows through the engine management mass air flow meter thus causing the mass air flow meter to read near zero flow, this low flow causes the engine management system to reduce the fuel flow to the engine thus causing an engine stall.
The invention will overcome this shortfall and operate the valve based upon real time pressure readings and barometric pressure taken before engine start when the pressure is equal through out the intake track. The invention will only open the blow off valve long enough to vent the destructive pressure spike but short enough to maintain airflow through the engine management mass air flow meter thus preventing a stall condition. Additionally the BOVC
will only schedule a valve opening if the pressure transducer ref 12 connected to the intake manifold ref 7 via connection port ref 10 exceeds 10 to 20KPa above barometric pressure. The reason for this is at low throttle openings the turbocharger is not generating large volumes of air due to low shaft speeds, and thus has much lower energy stored in the rotating mass. At low speed the reflected pressure pulse is insignificant and the effect of the compressor is minimal. The pressure trip set point for scheduling a valve opening is adjustable via an external reference potentiometer. The BOVC monitors the pressure via pressure transducer ref. 13 within the intake track upstream of the throttle valve ref. 6, during a blow off valve actuation once the BOVC
senses that the pressure within the intake track is low enough the BOVC will de-energize the 3 way valve thus allowing the blow off valve to close. It is also possible to use a differential pressure transducer in place of ref 12 and 13.
Alternatively the invention can base the blow off valve opening time on the intake manifold pressure and a timer value.
While the invention has been described with reference to an exemplary embodiment, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments faiiing within the scope of the appended claims.
Background of the invention Turbocharger control systems are a well known prior art. An example of such art is disclosed in Canadian patent 2148164.
This invention is intended to control the destructive pressure spikes within the intake track of a spark initiated internal combustion turbocharged engine while maintaining proper air measurement by the engine management control system mass air flow meter n is intended to control a blow off valve or pressure relief valve inserted between the turbocharger and the engine throttle control valve, the design and art of such blow off valve(s) is not covered by this invention.
Turbochargers are a well known means of increasing engine power output and are increasingly being retrofitted to existing engines. Turbochargers use the heat and pressure present is the engine exhaust to drive a turbine within the turbocharger, this turbine is mechanically coupled via a common shaft to a compressor whose discharge outlet is connected to the engine intake via ducts or other means.
Between the turbocharger and engine intake manifold typically is the engine throttle valve which regulates the airflow into the engine and thus the engine speed and power output.
Under part throttle openings the air flow is restricted through the engine and thus the exhaust flow is reduced which reduces the turbocharger speed and boost output pressure. Under high throttle openings the airflow is not restricted and the turbocharger shaft rapidly accelerates due to the high airflow though the turbine to high speed thus increasing the compressor volume and pressure output.
Typical turbocharger shaft speeds exceed 50000 rpm, and with energy stored in the rotating mass the turbocharger will continue to spin after the exhaust airflow is restricted by closing the throttle valve. With the throttle valve closed a rapid pressure spike occurs within the intake track since the air has no where to go, this results in a pressure wave being reflected off of the throttie valve back to the compressor, upon re-entering the compressor this pressure wave acts upon the compressor exerting high deceleration forces which can be destructive to the compressor. To alleviate this condition a blow off valve is inserted between the turbocharger compressor output and the throttle control valve. The blow off valve opens when the throttle is closed thus venting the pressure to atmosphere eliminating the pressure spike.
With conventionally controlled - non electronic controlled blow off valves the actuator is plumbed to the engine side of the throttle valve thus applying manifold pressure to the blow off valve actuator. When under high boost conditions the blow off valve is held firmly shut by the higher than atmospheric pressure present within the intake manifold which is applied to the enclosed side of the blow off valve actuator. When the throttle valve is closed the pressure within the intake manifold rapidly transitions to lower than atmospheric pressure. This lower pressure acts upon the enclosed side of the blow off valve actuator and the pressure difference across the blow off valve actuator causes the actuator to open the blow off valve duct to atmosphere.
Thus reliving the pressure with in the intake duct, however these conventionally controlled valves remain open to atmosphere or the return duct until the manifold pressure increases to the point where the blow off valve closing springs overcome the opening force and the blow off valve then closes. The significance of this improper operation is that the air flow to the engine no longer flows through the engine management mass air flow meter thus causing the mass air flow meter to read near zero flow, this low flow causes the engine management system to reduce the fuel flow to the engine thus causing an engine stall.
The invention will overcome this shortfall and operate the valve based upon real time pressure readings and barometric pressure taken before engine start when the pressure is equal through out the intake track. The invention will only open the blow off valve long enough to vent the destructive pressure spike but short enough to maintain airflow through the engine management mass air flow meter thus preventing a stall condition. Additionally the BOVC
will only schedule a valve opening if the pressure transducer ref 12 connected to the intake manifold ref 7 via connection port ref 10 exceeds 10 to 20KPa above barometric pressure. The reason for this is at low throttle openings the turbocharger is not generating large volumes of air due to low shaft speeds, and thus has much lower energy stored in the rotating mass. At low speed the reflected pressure pulse is insignificant and the effect of the compressor is minimal. The pressure trip set point for scheduling a valve opening is adjustable via an external reference potentiometer. The BOVC monitors the pressure via pressure transducer ref. 13 within the intake track upstream of the throttle valve ref. 6, during a blow off valve actuation once the BOVC
senses that the pressure within the intake track is low enough the BOVC will de-energize the 3 way valve thus allowing the blow off valve to close. It is also possible to use a differential pressure transducer in place of ref 12 and 13.
Alternatively the invention can base the blow off valve opening time on the intake manifold pressure and a timer value.
While the invention has been described with reference to an exemplary embodiment, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments faiiing within the scope of the appended claims.
Claims (15)
1) The BOVC shall control the opening and closing of the blow off valve to minimize the time the blow off valve is open.
2) The BOVC shall control the blow off valve to maintain air flow through the mass air flow meter thus preventing unwanted engine operation such as an engine stall.
3) When referring to pressure it is on the absolute sense, with standard sea level pressure being nominally 100Kpa in the SI system, 0 being total lack of pressure pressures above barometric shall be considered to be boost pressure
4) The BOVC shall upon power on initiate the required software, and determine the barometric pressure applied to the contained pressure sensors which output signals to the microprocessor, the barometric pressure reading is then retained in memory for use during the operation of the device.
5) The BOVC shall monitor the pressure within the intake manifold of said engine on the engine side of the throttle control valve Reference 12 pressure transducer,
6) The BOVC shall monitor the pressure contained within the intake track of said engine between the turbocharger and throttle control valve.
Reference 13 pressure transducer.
Reference 13 pressure transducer.
7) The BOVC shall control when the blow off valve duct is open and closed.
8) When the BOVC determines the pressure within the blow off valve duct exceeds a predetermined valve stored in the microprocessor or determined from an externally adjustable reference source then the BOVC
shall schedule a valve opening when the pressure within the intake manifold of the engine is lower than barometric pressure.
shall schedule a valve opening when the pressure within the intake manifold of the engine is lower than barometric pressure.
9) If the BOVC determines that the pressure within the blow off valve duct does not exceeds a predetermined valve stored in the microprocessor or determined from an externally adjustable reference source then the BOVC
shall not schedule a valve opening when the pressure within the intake manifold of the engine is lower than barometric pressure and the pressure within the intake manifold of the engine does not exceed 10 to 20KPa above barometric pressure.
shall not schedule a valve opening when the pressure within the intake manifold of the engine is lower than barometric pressure and the pressure within the intake manifold of the engine does not exceed 10 to 20KPa above barometric pressure.
10)When the BOVC determines that the throttle valve is closing by a rapid decrease in intake manifold pressure the BOVC will actuate the blow off valve.
11)The BOVC microprocessor via the output drive transistor energise the electromechanical three way valve connected to the intake manifold on port A, connected to the blow off valve actuator on port B and open to atmosphere on port C via a filtered orifice, to apply intake manifold pressure to the blow valve actuator from port A to port B thus causing the blow off valve actuator to open the duct to atmosphere or the return duct.
12)Once the pressure value on BOVC pressure transducer #2 output is less than a predetermined valve stored in the microprocessor or determined from an externally adjustable reference source the BOVC will cause the electromechanical three way valve to alter its position and connect port B
to port C referenced in claim 9 thus interrupting the manifold pressure to the blow off valve actuator and introducing atmospheric pressure to the blow off valve actuator. This allows the blow off valve actuator to close the duct from atmosphere or the return duct.
to port C referenced in claim 9 thus interrupting the manifold pressure to the blow off valve actuator and introducing atmospheric pressure to the blow off valve actuator. This allows the blow off valve actuator to close the duct from atmosphere or the return duct.
13)It is also possible to forgo pressure transducer number 2 and operate the blow off valve using a timed opening duration.
14)If the time duration claimed in 11 is used the reference time can be predetermined or gathered from an externally adjustable reference source.
15)The BOVC may be equipped to drive a suitable indicator to indicate to the engine operator or vehicle driver the status of the blow off valve open close cycle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002573249A CA2573249A1 (en) | 2006-11-06 | 2006-11-06 | Electronic blow off valve controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002573249A CA2573249A1 (en) | 2006-11-06 | 2006-11-06 | Electronic blow off valve controller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2573249A1 true CA2573249A1 (en) | 2008-05-06 |
Family
ID=39367195
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002573249A Abandoned CA2573249A1 (en) | 2006-11-06 | 2006-11-06 | Electronic blow off valve controller |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2573249A1 (en) |
-
2006
- 2006-11-06 CA CA002573249A patent/CA2573249A1/en not_active Abandoned
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |