WO2013066529A1 - Système et procédé pour diagnostiquer un turbocompresseur d'un moteur à combustion interne sur la base du signal de pression d'huile lubrifiante - Google Patents

Système et procédé pour diagnostiquer un turbocompresseur d'un moteur à combustion interne sur la base du signal de pression d'huile lubrifiante Download PDF

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Publication number
WO2013066529A1
WO2013066529A1 PCT/US2012/057423 US2012057423W WO2013066529A1 WO 2013066529 A1 WO2013066529 A1 WO 2013066529A1 US 2012057423 W US2012057423 W US 2012057423W WO 2013066529 A1 WO2013066529 A1 WO 2013066529A1
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WO
WIPO (PCT)
Prior art keywords
turbocharger
pressure
signal
engine
component
Prior art date
Application number
PCT/US2012/057423
Other languages
English (en)
Inventor
Paul Lloyd Flynn
Bret Dwayne Worden
Matthew John Malone
Milan KARUNARATNE
Original Assignee
General Electric Company
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from US13/488,530 external-priority patent/US8850878B2/en
Application filed by General Electric Company filed Critical General Electric Company
Priority to DE112012004549.1T priority Critical patent/DE112012004549B4/de
Priority to CN201280053879.5A priority patent/CN104024611B/zh
Priority to AU2012333047A priority patent/AU2012333047A1/en
Priority to EA201490687A priority patent/EA029933B1/ru
Priority to JP2014538803A priority patent/JP5923615B2/ja
Publication of WO2013066529A1 publication Critical patent/WO2013066529A1/fr
Priority to AU2016202396A priority patent/AU2016202396B2/en

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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
    • F02D41/22—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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/18—Lubricating arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/18—Indicating or safety devices
    • F01M1/20—Indicating or safety devices concerning lubricant pressure
    • 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
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/14—Lubrication of pumps; Safety measures therefor
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/16—Other safety measures for, or other control of, pumps
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F02D2041/286—Interface circuits comprising means for signal processing
    • F02D2041/288—Interface circuits comprising means for signal processing for performing a transformation into the frequency domain, e.g. Fourier transformation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/024—Fluid pressure of lubricating oil or working fluid
    • 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
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/40—Application in turbochargers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2260/00—Function
    • F05D2260/80—Diagnostics
    • 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
    • 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

  • Embodiments of the subject matter herein relate to internal combustion engine systems. Other embodiments relate to turbochargers.
  • Turbochargers may be used in an engine system to increase a pressure of air supplied to the engine for combustion.
  • the turbocharger includes a turbine coupled in an exhaust passage of the engine which at least partially drives a compressor via a shaft to increase the intake air pressure.
  • Many turbochargers use journal bearings to support the rotating shaft. These bearings are lubricated with a pressurized oil supply that is regulated to a relatively constant pressure through the use of a control valve or an orifice. Often, the steady oil pressure is monitored by a pressure transducer and a control system to assure the machine is properly lubricated and cooled.
  • journal bearings or related components may be subject to wear.
  • the journal bearings may fail, for example.
  • the life of the turbocharger is shorter than the rest of the engine.
  • due to the high level of energy stored in the turbocharger its failure is usually catastrophic. This results in the unexpected shutdown of the engine, which can have safety and cost consequences to an operator of the system.
  • a method includes receiving a signal indicative of a monitored pressure of a pressurized oil supply of a turbocharger or other turbomachine. The method further includes determining whether a high frequency component of the signal meets one or more designated criteria. If the high frequency component of the pressure meets the one or more designated criteria, first control signal is generated. For example, the control signal may initiate an operator alert relating to a predicted health (or other operational state) of the turbocharger.
  • the predicted health of the turbocharger may indicate degradation of the turbocharger.
  • the turbocharger shaft may become unbalanced, thereby generating or increasing a frequency of the high frequency component of the signal.
  • bearing health may be monitored and appropriate actions may be taken to adjust the operation of the turbocharger and/or provide service to the turbocharger to prevent an unexpected failure, for example.
  • FIG. 1 shows a schematic diagram of a vehicle with a turbocharger.
  • FIG. 2 shows a cross-sectional view of a portion of a turbocharger.
  • FIG. 3 shows a flow chart illustrating a method for diagnosing a turbocharger based on pressure measurements.
  • FIG. 4 shows a flow chart illustrating a method for diagnosing a turbocharger using frequency content of a pressure signal.
  • FIG. 5 shows a graph of frequency content of a pressure signal.
  • FIG. 6 shows a flow chart illustrating a method for diagnosing a turbocharger based on a pressure measurement.
  • FIG. 7 shows a cross-sectional view of a portion of a turbocharger.
  • FIG. 8 shows a graph of a pressure versus time signal analysis.
  • FIG. 9 shows a flow chart illustrating a method for diagnosing a turbocharger based on a pressure measurement in an oil supply cavity of the turbocharger.
  • One example method comprises receiving a signal indicative of a monitored pressure of a pressurized oil supply of a turbocharger or other turbomachine.
  • the method further comprises determining whether a high frequency component of the signal meets one or more designated criteria, and, if the high frequency component of the pressure meets the one or more designated criteria, generating a first control signal.
  • the method further comprises determining whether a magnitude of change in the baseline component of the signal is more than a threshold amount. If the baseline component is changing more than the threshold amount, a second control signal is generated.
  • the first and second control signals may indicated degradation of the turbocharger.
  • the bearing clearance may increase and the turbocharger shaft may become unbalanced.
  • the high frequency component of the signal may increase, for example, and the baseline component of the signal may decrease.
  • degradation of the turbocharger may be determined, as will be described in greater detail below.
  • the turbocharger may be coupled to an engine in a vehicle.
  • a locomotive system is used to exemplify one of the types of vehicles having engines to which a turbocharger, or multi-turbocharger, may be attached.
  • Other types of vehicles may include on-highway vehicles, and other off-highway vehicles such as mining equipment and marine vessels.
  • Other embodiments of the invention may be used for turbochargers that are coupled to stationary engines.
  • the engine may be a diesel engine, or may combust another fuel or combination of fuels.
  • Such alternative fuels may include gasoline, kerosene, biodiesel, natural gas, and ethanol.
  • Suitable engines may use compression ignition and/or spark ignition.
  • FIG. 1 shows a block diagram of an example embodiment of a vehicle system 100, herein depicted as a rail vehicle 106 (e.g., locomotive), configured to run on a rail 102 via a plurality of wheels 112.
  • the rail vehicle 106 includes an engine system with an engine 104, such as an internal combustion engine.
  • the engine 104 receives intake air for combustion from an intake passage 114.
  • the intake passage 114 receives ambient air from an air filter (not shown) that filters air from outside of the rail vehicle 106.
  • Exhaust gas resulting from combustion in the engine 104 is supplied to an exhaust passage 116. Exhaust gas flows through the exhaust passage 116, and out of an exhaust stack of the rail vehicle 106.
  • the engine system includes a turbocharger 120 (“TURBO”) that is arranged between the intake passage 114 and the exhaust passage 116.
  • the turbocharger 120 increases air charge of ambient air drawn into the intake passage 114 in order to provide greater charge density during combustion to increase power output and/or engine-operating efficiency.
  • the turbocharger 120 may include a compressor (not shown in FIG. 1) which is at least partially driven by a turbine (not shown in FIG. 1). While in this case a single turbocharger is shown, the system may include multiple turbine and/or compressor stages. The turbocharger is described in greater detail below with reference to FIG. 2.
  • the vehicle system 100 may further include an exhaust gas treatment system coupled in the exhaust passage upstream or downstream of the turbocharger 120.
  • the exhaust gas treatment system may include a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF).
  • DOC diesel oxidation catalyst
  • DPF diesel particulate filter
  • the exhaust gas treatment system may additionally or alternatively include one or more emission control devices.
  • emission control devices may include a selective catalytic reduction (SCR) catalyst, three-way catalyst, NO x trap, or various other devices or systems.
  • the rail vehicle 106 further includes a controller 148 to control various components related to the vehicle system 100.
  • the controller 148 includes a computer control system.
  • the controller 148 further includes computer readable storage media (not shown) including code for enabling on-board monitoring and control of rail vehicle operation.
  • the controller 148 while overseeing control and management of the vehicle system 100, may be configured to receive signals from a variety of engine sensors 150, as further elaborated herein, in order to determine operating parameters and operating conditions, and correspondingly adjust various engine actuators 152 to control operation of the rail vehicle 106.
  • the controller 148 may receive signals from various engine sensors 150 including, but not limited to, engine speed, engine load, boost pressure, exhaust pressure, ambient pressure, exhaust temperature, intake manifold air pressure (MAP) 154, etc.
  • the controller 148 may control the vehicle system 100 by sending commands to various components such as traction motors, alternator, cylinder valves, throttle, etc.
  • the controller 148 may shut down the engine in response to an engine crankcase pressure greater than a threshold pressure.
  • the controller 148 may be configured to receive signals indicating pressure from a plurality of pressure sensors positioned in various locations within the turbocharger, e.g., first and second different locations.
  • a first pressure sensor which outputs a first pressure signal may be positioned in a seal cavity of the turbocharger and a second pressure sensor which outputs a second pressure signal may be positioned in an oil cavity of the turbocharger.
  • the controller may identify degradation of the turbocharger responsive to a difference between the first pressure and the second pressure greater than a threshold difference.
  • FIG. 2 shows a view of an example embodiment of a turbocharger 200 that may be coupled to an engine, such as turbocharger 120 described above with reference to FIG. 1.
  • the view shown in FIG. 2 is a cross-sectional view of a portion of the turbocharger 200.
  • turbocharger 200 may be bolted to the engine.
  • the turbocharger 200 may be coupled between the exhaust passage and the intake passage of the engine.
  • the turbocharger may be coupled to the engine by another suitable manner.
  • the turbocharger 200 includes a turbine 202 and a compressor 204. Exhaust gases from the engine pass through the turbine 202, and energy from the exhaust gases is converted into rotational kinetic energy to rotate a shaft 206 which, in turn, drives the compressor 204. Ambient intake air is compressed (e.g., pressure of the air is increased) as it is drawn through the rotating compressor 204 such that a greater mass of air may be delivered to the cylinders of the engine.
  • the turbine 202 and the compressor 204 may have separate casings which are bolted together, for example, such that a single unit (e.g., turbocharger 200) is formed.
  • a single unit e.g., turbocharger 200
  • the turbine may have a casing made of cast iron and the compressor may have a casing made of an aluminum alloy.
  • casings of the turbine and the compressor may be made of the same material. It should be understood the turbine casing and the compressor casing may be made of any suitable materials.
  • a first pressure sensor 232 is positioned at a diffuser 228 in the compressor casing to measure a pressure in the compressor casing.
  • the diffuser 228 is a divergent duct in the compressor casing which converts velocity energy to pressure energy, for example.
  • the pressure sensor 232 may be a transducer, for example, which generates a signal as a function of the pressure imposed.
  • the pressure at the diffuser 228 may be substantially equal to the intake manifold air pressure (MAP).
  • MAP intake manifold air pressure
  • the first pressure sensor 232 may measure a pressure of approximately 45 psig ( ⁇ 3 bar).
  • the turbocharger 200 further includes bearings 208 to support the shaft 206, such that the shaft may rotate at a high speed with reduced friction.
  • the turbocharger may further include a lubrication system to reduce degradation of the bearings and to maintain a temperature of the bearings (e.g., to keep the bearings cool).
  • a constant flow of engine oil or engine coolant may pass through the turbocharger, for example.
  • pressurized engine oil may enter the turbocharger via an oil inlet (not shown). Excess oil may collect in an oil cavity 212, and the oil leaves the turbocharger 200 through an outlet (not shown) fluidly coupled with the oil cavity 212. As depicted in FIG.
  • an oil cavity pressure sensor 230 is positioned in the oil cavity 212 to measure a pressure in the oil cavity.
  • the oil cavity pressure sensor 230 may be in addition to the first pressure sensor 232, or it may be alternative thereto.
  • the oil cavity pressure sensor 230 may be a transducer, for example, which generates a signal as a function of the pressure imposed.
  • the turbocharger 200 further includes two non- contact seals (e.g., labyrinth seals), a turbine labyrinth seal 216 positioned between the oil cavity 212 and the turbine 202 and a compressor labyrinth seal 218 positioned between the oil cavity 212 and the compressor 204.
  • a labyrinth seal as used herein refers to a type of mechanical seal that provides a tortuous or serpentine path to help prevent leakage. (As opposed to, for example, an O-ring or similar circular seal.)
  • the labyrinth seal may be composed of many grooves or threads that press tightly against another component.
  • the labyrinth seal is applied to a rotating shaft system, with a small clearance between tips of the labyrinth threads and the running surface.
  • the labyrinth seal provides non-contact sealing action by controlling the passage of fluid.
  • the labyrinth seals 216 and 218 may thus reduce leakage of the engine oil used to lubricate the bearings 208 to the turbine 202 and the compressor 204, for example, by providing a contorted, tortuous path. Because the labyrinth seals 216 and 218 are non-contact seals, friction around the bearings 208 and the shaft 206 may be reduced, while oil leakage is also reduced.
  • the labyrinth seals 216 and 218 may be spaced a determined distance from the bearings 208. Suitable determined distances may be determined with reference to application specific parameters, such as in a range of less than -1/4000 of an inch ( ⁇ 6xl0 ⁇ 4 cm).
  • the turbocharger 200 further includes a seal cavity 234 that extends from behind the compressor 204 near the compressor labyrinth seal 218 to an area near the turbine labyrinth seal 216.
  • the seal cavity 234 is an air passage in the casing of the turbocharger 200.
  • the seal cavity 234 includes an orifice 236.
  • the orifice is configured to generate a choked air flow.
  • the choked airflow may generate a greater pressure difference further downstream resulting in better detection of differences in pressure between various locations in the turbocharger 200.
  • the seal cavity 234 further includes a second pressure sensor 238 to measure a pressure in the seal cavity 234. As depicted in FIG.
  • the second pressure sensor 238 is located at a port of the seal cavity 234.
  • the second pressure sensor 238 may be a transducer, for example, which generates a signal as a function of the pressure imposed.
  • the pressure in the seal cavity 234 may be higher than the pressure in the oil cavity 212, for example, such that oil may be retained in the oil cavity.
  • the pressure sensor 238 may measure a pressure of approximately 27 psig ( ⁇ 2 bar).
  • Each pressure sensor location may have a different pressure.
  • the pressure at the diffuser 228 in the compressor casing may be higher than the pressure in the seal cavity 234, and the pressure in the seal cavity 234 may be higher than the pressure in the oil cavity 212.
  • the differences between each pressure may change with operating conditions such as turbine or compressor speed, notch setting of the engine, ambient temperature and/or pressure, and the like.
  • pressure in the seal cavity 234 may decrease, while the pressure at the diffuser 228 in the compressor casing remains substantially the same.
  • degradation of the labyrinth seals 216 and 218 may be diagnosed based on a pressure difference between a pressure measured in the seal cavity 234 and a pressure measured at the diffuser 228 in the compressor casing greater than respective threshold differences.
  • a system comprises a turbocharger with a compressor and a turbine, a first pressure sensor which generates a first signal, and a second pressure sensor which generates a second signal.
  • the first pressure sensor is disposed in an oil cavity of the turbocharger, and the second pressure sensor disposed in a seal cavity of the turbocharger.
  • the system further comprises a controller configured to identify a first pressure from the first signal and a second pressure from the second signal and to identify degradation of the turbocharger if a difference between the first pressure and the second pressure is greater than a first threshold difference.
  • identifying degradation of the turbocharger includes outputting a control signal, e.g., for initiating an alarm or alert or controlling a vehicle system.
  • an upgrade kit that may be installed in a rail vehicle or other vehicle may include a non-transient computer readable medium including instructions for determining degradation of a turbocharger based on pressure values measured within the turbocharger, as described above.
  • the upgrade kit may further include a plurality of pressure sensors or other mechanical elements that may be installed in the turbocharger system.
  • FIGS. 3, 4, and 6 show flow charts illustrating exemplary methods which may be carried out in a vehicle system which includes a turbocharger coupled to an engine.
  • FIG. 3 shows a method for diagnosing degradation of non-contact seals disposed around the turbocharger shaft based on measured pressure differences within the turbocharger.
  • FIG. 4 shows a method for diagnosing degradation of the turbine or compressor of the turbocharger based on frequency content of a measured pressure within the turbocharger.
  • FIG. 6 shows a method for diagnosing degradation of non- contact seals disposed around the turbocharger shaft based on measured pressures within the turbocharger.
  • the methods described with reference to FIGS. 3, 4, and 6 may be carried out by the same controller and at the same time, for example.
  • a second pressure may be measured to compare with a first pressure, frequency content of the second pressure may also be determined, and the first and/or second pressures may be compared to respective threshold pressures. Further, the methods described with reference to FIGS. 3, 4, and 6 are carried out while an engine to which the turbocharger is coupled is operating (e.g., while combustion is occurring), and may be carried out while a vehicle in which the turbocharger is positioned is travelling.
  • a method comprises determining a first pressure at a first location in a turbocharger, determining a second pressure at a second location in a turbocharger, and determining frequency content of the second pressure. The method further comprises diagnosing a condition of the turbocharger based on a difference between the first pressure and the second pressure and the frequency content of the second pressure.
  • a method 300 for diagnosing a condition in a turbocharger such as the turbocharger 200 described above with reference to FIG. 2, is shown. Specifically, the method includes measuring pressure via pressure sensors positioned at various locations within the turbocharger and comparing the measured pressure values. For example, a first pressure measured at a first location is compared to a second pressure measured at a second location. Degradation of the turbocharger is determined based on the difference in the measured pressure values. As described above, the method is carried out while an engine to which the turbocharger is coupled is in operation, and may be carried out while a vehicle, such as a rail vehicle, in which the turbocharger is positioned is travelling. In this manner, pressure differences between the various cavities of the turbocharger may be great enough to measure.
  • system operating conditions are determined.
  • the operating conditions may include boost pressure, ambient pressure, ambient temperature, engine notch setting, and the like.
  • the method proceeds to step 304 where a first pressure is measured at a first location.
  • the turbocharger may have a plurality of pressure sensors positioned at various locations within the turbocharger.
  • the first pressure may be measured by a first pressure sensor located in the oil cavity, a pressure sensor located at the diffuser in the compressor casing, or a pressure sensor located in the seal cavity. In other embodiments, the first pressure may be measured at another suitable location within the turbocharger.
  • a second pressure is measured at a second location.
  • the second location may be a location other than the first location.
  • the first pressure may be measured by the first pressure sensor in the oil cavity and the second pressure may be measured by the second pressure sensor in the seal cavity.
  • the first pressure may be measured by the first pressure sensor at the diffuser in the compressor casing and the second pressure may be measured by the second pressure sensor in the seal cavity.
  • the second pressure may be measured at another suitable location within the turbocharger.
  • the first pressure and the second pressure are determined if a difference between the first pressure and the second pressure is greater than a threshold difference at step 308.
  • the particular threshold difference against which the first and second pressures are assessed may depend on the locations in the turbocharger where the first and second pressures are sensed, with different sets of locations having different threshold differences.
  • the threshold difference between the pressure in the seal cavity and the pressure in the oil cavity if the first and second pressures are measured at these locations
  • the threshold difference between the pressure in the seal cavity and the pressure at the diffuser in the compressor casing if the first and second pressures are measured at these locations
  • the first threshold difference may have a different value than the second threshold difference, as each of the measured pressures may have different values under normal operating conditions.
  • the first pressure in the oil cavity may have a particular value and the second pressure measured in the seal cavity may have a higher value such that the oil cavity retains oil.
  • the pressure measured in the seal cavity may vary with operating conditions such as engine notch, engine speed, ambient temperature, ambient pressure, engine oil temperature, engine coolant temperature, fuel injection advance angle, charge air pressure, turbocharger speed, and/or charge air temperature.
  • the seal cavity may have a higher pressure at a higher engine notch (e.g., at notch eight as compared to notch four).
  • the threshold difference may change based on operating conditions such as compressor speed, engine load, engine notch, and the like. For example, as the speed of the compressor decreases, the seal cavity pressure may also decrease resulting in a decreased pressure difference between the seal cavity and the oil cavity. As such, a threshold difference between the seal cavity and the oil cavity, for assessing pressures at these locations in regards to possible turbocharger degradation, may decrease correspondingly such that degradation of the turbocharger is not falsely identified.
  • the first pressure at the diffuser in the compressor casing may have a value similar to the manifold air pressure and the second pressure measured in the seal cavity may have a lower value.
  • the pressures measured at the diffuser in the compressor casing and in the seal cavity may vary with operating conditions, such as engine notch setting and turbocharger speed.
  • the pressure measured at the diffuser in the seal cavity may increase with engine notch (e.g., the pressure is higher at notch seven than at notch six).
  • the difference between the first pressure and the second pressure under various operating conditions may be stored in a look-up table, for example.
  • degradation of the turbocharger is indicated at step 310.
  • a non-contact seal such as the turbine or compressor labyrinth seals
  • sensors could be placed at various locations within the turbocharger, such as the oil cavity, seal cavity, at the diffuser in the compressor casing, or the like.
  • the rotating shaft of the turbocharger may rub on the non-contact labyrinth seals, thereby generating a clearance around the non-contact labyrinth seals and increasing airflow to the crankcase leading to crankcase overpressure and a decrease in seal cavity pressure.
  • the seal cavity pressure decreases, the difference between the seal cavity pressure and the oil cavity pressure changes and the difference between the seal cavity pressure and pressure at the diffuser in the compressor casing changes.
  • the look-up table would include a list of designated operating conditions (of a class, type, or configuration of engines, vehicles, or other systems), and for each operating condition, an associated threshold value for a pressure difference, determined empirically for example.
  • the current operating mode (of the engine or vehicle or other system in question) would be cross- referenced to the corresponding operating condition of the table, for retrieving the associated threshold value.
  • the pressure difference (difference between first and second sensed pressures in a turbocharger) would then be compared to the retrieved threshold value, for assessing turbocharger health.
  • the controller may be configured to notify an operator of the vehicle (or other system) in which the engine is positioned of the diagnosis, for example, by sending a diagnostic code to light a malfunction indicator lamp (MIL) which is displayed via an operator interface panel, sending a diagnostic code to a central dispatch control center, or the like.
  • MIL malfunction indicator lamp
  • turbocharger operation may be suspended, for example, such that further degradation of the engine system and/or turbocharger system does not occur.
  • the turbocharger may be removed from the vehicle and repaired or replaced.
  • engine operation and/or turbocharger operation may be adjusted to compensate for the degraded turbocharger until the engine is shut down.
  • the engine may be shut down upon receiving the diagnostic code indicating degradation of the turbocharger has occurred, such that further degradation of the turbocharger system and/or engine system may be reduced.
  • step 312 the method moves to step 312 where it is indicated that the turbocharger is not degraded (or, in certain embodiments, no action is taken).
  • a degraded condition of the turbocharger may be diagnosed while the turbocharger is in operation. For example, degradation of the turbocharger due to leaks in one or more non-contact seals such as the compressor and turbine labyrinth seals may be identified due to a pressure difference between the first and second pressure that is greater than a threshold difference. When the difference is not greater than the threshold difference, it may be indicated that an engine crankcase over pressure event may be due to a condition other than a degraded turbocharger, such as degraded piston rings or some other source.
  • FIG. 4 is a flow chart illustrating a method 400 for diagnosing a condition of a turbocharger, such as the turbocharger 200 described above with reference to FIG. 2, based on frequency content of a pressure signal.
  • the method includes determining frequency content from a pressure measured at a location within the turbocharger. Based on the frequency content, degradation of the turbine or compressor is identified.
  • the method is carried out while an engine to which the turbocharger is coupled, and may be carried out while a vehicle, such as a rail vehicle, in which the turbocharger is positioned is travelling. For example, because the frequency content which is determined via the method is based on rotation of the turbine fan or compressor fan, the turbocharger is supplying boost to the engine during engine operation.
  • system operating conditions are determined.
  • the operating conditions may include boost pressure, speed of the turbine and/or compressor of the turbocharger, ambient pressure, ambient temperature, and the like.
  • pressure is measured at a location within the turbocharger.
  • pressure sensors may be disposed in a plurality of locations within the turbocharger, and as such, pressure may be measured in a seal cavity, in an oil cavity, at a diffuser in the compressor casing, and/or at another suitable location within the turbocharger.
  • frequency content of the pressure signal is determined at step 406. For example, because the degradation of the turbine or compressor blades may be most obvious in the seal cavity pressure, frequency content of the pressure measured in the seal cavity may be determined.
  • the frequency content of the pressure is the relative magnitudes of frequency components of a frequency domain pressure signal and/or is a measured frequency content as created with a band-pass filter.
  • the frequency content may be determined by filtering the signal, sampling the signal, transforming the signal, and applying a correlation algorithm to the signal.
  • the pressure signal may be filtered by a low- pass filter with a cut-off frequency slightly greater than a first-order frequency.
  • the cut-off frequency may be ten to twenty percent greater than the first- order frequency.
  • the cut-off frequency may be determined by a speed of the turbine or compressor.
  • the first-order frequency component may be attributed to spinning of the turbine or compressor fan. For example, in one revolution of the compressor fan, eight fan blades may pass a particular point. Thus, the spinning of the compressor fan may cause a pressure wave inside the crankcase at a frequency corresponding to the number of fan blades and the fan revolution frequency.
  • the pressure may be sampled at a frequency greater than or equal to a Nyquist rate.
  • the pressure signal may be sampled at a frequency greater than twice the first turbine or compressor order frequency.
  • the pressure signal may be sampled at a frequency greater than twice the maximum turbine or compressor frequency.
  • the frequency content of the pressure may not be aliased.
  • a correlation algorithm may be applied to compare the frequency domain pressure signal, e.g., the frequency content of the pressure, to a signature for a condition of the turbocharger.
  • the signature for a healthy turbocharger may include frequency content at the first-order frequency.
  • mean/average values of the frequency are determined. The average value may be used with the frequency content to diagnose turbocharger degradation. For example, the presence of a pressure pulse above a specified threshold in both average value and frequency content measured in the oil cavity may indicate bearing and non-contact seal failure, which may result in charged air flowing to the engine crankcase, leading to a crankcase overpressure event.
  • the pressure may also include frequency content at other harmonics of the first-order frequency, such as at a second-order frequency (twice the frequency), a third-order frequency (three times the frequency), etc.
  • the crankcase pressure may include frequency content at frequencies less than the first-order frequency, such as at a half-order frequency (half the frequency).
  • a fault may be indicated by a harmonic of the first-order frequency, for example, a half-order frequency greater than a threshold value may indicate a broken fan blade.
  • the controller may send a diagnostic code to light a malfunction indicator lamp (MIL) which is displayed via an operator interface panel, send a diagnostic code to a central dispatch control center, or the like.
  • MIL malfunction indicator lamp
  • step 408 if a fault is not detected at step 408, the method moves to step 412 and it is indicated that the turbocharger is not degraded (or, in other embodiments, no action is taken).
  • FIG. 5 shows a graph 500 showing example frequency content of a pressure signal.
  • the first-order frequency is shown at 502 below a threshold value 504.
  • the first-order frequency component may be attributed to rotation of the turbine or compressor fan. If the first order frequency is below the threshold value 504, this may indicate a balanced, or healthy, turbine or compressor fan. If the turbine or compressor is imbalanced, due to a fan blade breaking for example, a magnitude of the first order frequency may increase such that it is higher than the threshold 504.
  • the threshold value 504 may change based on various operating conditions, such as fan speed, engine load, engine notch setting, ambient temperature, ambient pressure, engine oil temperature, engine coolant temperature, fuel injection advance angle, charge air pressure, turbocharger speed, charge air temperature, and the like.
  • a higher fan speed e.g., faster rotation of the fan
  • the threshold value 504 may increase with fan speed. In this manner, degradation of the compressor or turbocharger fan may be identified.
  • frequency content of the measured pressure signal may be determined.
  • a condition such as a degraded compressor or turbine, due to a broken fan blade for example, may be diagnosed.
  • a more specific diagnosis of the turbocharger degradation may be provided.
  • FIG. 6 shows a method 600 for diagnosing a condition in a turbocharger, such as the turbocharger 200 described above with reference to FIG. 2.
  • the method includes measuring pressures using pressure sensors positioned at various locations within the turbocharger, and comparing the measured pressure value(s) to respective threshold pressure(s). For example, a first pressure measured at a first location is compared to a first threshold pressure. Degradation of the turbocharger is determined based on the first pressure falling below the first threshold pressure.
  • the method is carried out while an engine to which the turbocharger is coupled is in operation, and (possibly) while a vehicle, such as a rail vehicle, in which the turbocharger is positioned is travelling.
  • operating conditions are determined.
  • the operating conditions may include boost pressure, ambient pressure, ambient temperature, engine notch setting, and the like.
  • pressure is measured at a location within the turbocharger.
  • pressure sensors may be disposed in various locations within the turbocharger, such as at a diffuser in the compressor casing, in a seal cavity, in an oil cavity, or the like.
  • the pressure may be determined at a location such as in an intake manifold of the engine.
  • pressure may be measured at more than one location. For example, the pressure may be measured in the oil cavity and the seal cavity, or the pressure may be measured in the oil cavity, and/or the seal cavity.
  • a threshold pressure For example, if one or both of the non- contact compressor labyrinth seal and the turbine labyrinth seal are degraded, a pressure in the oil cavity may increase and the pressure may exceed the threshold pressure. As another example, if one or both of the non-contact seals have degraded, a pressure in the seal cavity may decrease and the pressure may fall below the threshold pressure.
  • pressure may be measured at multiple locations and compared to respective thresholds. For example, a first pressure may be measured at a first location in the oil cavity and a second pressure may be measured in a second location at the diffuser in the compressor casing.
  • the first pressure is compared to a first threshold pressure corresponding to a threshold pressure for the oil cavity
  • the second pressure is compared to a second threshold pressure corresponding to a threshold pressure for the diffuser. If both the first and second pressures are past their respective thresholds, degradation may be indicated.
  • the threshold pressure may vary based on engine operating conditions. For example, the threshold pressure, as well as the measured pressure, may change with engine speed, engine load, ambient temperature, ambient pressure, engine oil temperature, engine coolant temperature, fuel injection advance angle, charge air pressure, turbocharger speed, charge air temperature, and the like.
  • the controller may send a diagnostic code to light a malfunction indicator lamp (MIL) which is displayed via an operator interface panel, send a diagnostic code to a central dispatch control center, or the like.
  • MIL malfunction indicator lamp
  • a degraded condition of the turbocharger may be diagnosed while the turbocharger is in operation. For example, degradation of the turbocharger due to leaks in one or more non-contact seals such as the compressor and turbine labyrinth seals may be identified when one or more measured pressures within the turbocharger pass respective threshold pressures. When the measured pressure has not passed the threshold pressure, it may be indicated that an engine crankcase over pressure event may be due to a condition other than a degraded turbocharger, such as degraded piston rings or some other source.
  • degradation of the turbocharger may be based on a measured pressure difference within the turbocharger, frequency content of one of the pressure signals, and comparison of measured pressure with a threshold pressure.
  • the frequency content may be determined only if the pressure difference is greater than a threshold difference, and the pressure difference may be determined only if the measured pressure has passed a threshold pressure.
  • parameters for assessing turbocharger health or condition are determined empirically as a function of engine/system operating mode.
  • pressures in a turbocharger of the system are measured for various operating modes, when the engine/system is known to be working optimally.
  • the engine/system may be a test model, a new model, a recently serviced model, etc. (Locations where the pressures may be measured are as described in the other sections in the present description.)
  • the pressure values are then stored and used for assessing turbocharger health in engine/sy stems of the same or similar type.
  • pressure values are measured in several units of the same type of engine/system (known to be working optimally) and averaged or otherwise processed for determining a set of composite values to be used in assessing engine/sy stems of the same or similar type.
  • pressure values are measured in an engine/system that has been deployed in the field for normal and ongoing use, but at a time when the engine/system is new and/or otherwise considered to be working optimally. The pressure values are stored and then referenced during ongoing use of the engine/sy stem, for future assessments of turbocharger health.
  • initially-sensed pressure values in a new, deployed engine/sy stem
  • initially-sensed pressure values are only used for future assessment if they fall within an error threshold of test values for the same or similar type of engine/sy stem.
  • an alert or alarm is generated for informing an operator that something may be amiss, or a similar remedial action is taken.
  • Engine/system means an engine, engine system, vehicle or other system having an engine system, or the like.
  • Another embodiment relates to a method comprising a step of determining a first pressure at a first location within a turbocharger, and a step of determining a second pressure at a second location within the turbocharger.
  • the method further comprises a step of outputting a control signal, indicative of or responsive to a condition of the turbocharger, based on the first pressure and the second pressure.
  • the method comprises determining a first pressure at a first location in a turbocharger, determining a second pressure at a second location in a turbocharger, and determining frequency content of the first second pressure.
  • the method further comprises outputting a control signal, indicative of or responsive to a condition of the turbocharger, based on the first pressure, the second pressure, and the frequency content of the second pressure.
  • FIG. 1 Another embodiment relates to a system including a turbocharger with a compressor and a turbine.
  • the turbocharger is coupled to an engine in a vehicle.
  • the system further includes a first pressure sensor, a second pressure sensor, and a controller.
  • the first pressure sensor is disposed in an oil cavity of the turbocharger and configured to generate a first signal.
  • the second pressure sensor is disposed in a seal cavity of the turbocharger and configured to generate a second signal.
  • the controller is configured to identify a first pressure from the first signal and a second pressure from the second signal, and to determine a state of the turbocharger based on the first and second pressures. For example, the controller may be configured to determine a health state of the turbocharger based on the first and second pressures.
  • the health state of the turbocharger may reflect, for example, intervals required between maintenance operations and/or replacement. Thus, if the health state of the turbocharger degrades, maintenance operations may be required at more frequent intervals, while if the health state of the turbocharger improves, maintenance operations may be required at less frequent intervals.
  • the controller may be configured to determine whether the turbocharger has degraded (e.g., to the point where servicing is required) based on a difference between the first pressure and the second pressure, such as the difference being greater than a designated threshold difference.
  • Another embodiment relates to a system comprising a control module configured to receive a first pressure signal from a first pressure sensor disposed in a first location of a turbocharger.
  • the control module is further configured to receive a second pressure signal from a second pressure sensor in a second location of the turbocharger. (The first and second locations may be as described elsewhere in the present description.)
  • the control module is further configured to output a control signal based on the first pressure signal and the second pressure signal.
  • the control module may be configured to assess possible degradation of the turbocharger based on the first and second pressure signals, and to output the control signal responsive to determining degradation of the turbocharger.
  • the control signal may be formatted or configured to control a system (e.g., operator interface, alarm) for indicating the degradation, or the control signal may be used to control a vehicle traction system to account for the degradation.
  • the control module may be a hardware and/or software module, meaning it may comprise: interconnected electronic components configured to carry out one or more designated functions (e.g., receive input signals, and generate output/control signals based on the input signals); and/or software, meaning one or more sets of electronically readable instructions, stored in non-transitory media/medium, that when read and executed by an electronic device (group of interconnected electronic components) cause the electronic device to perform one or more functions according to the contents of the instructions.
  • control module is configured to determine a pressure difference based on the first pressure signal and the second pressure signal, and to determine whether the pressure difference meets one or more designated criteria. If the pressure difference meets the one or more designated criteria, the control module is configured to output a control signal indicative of, or relating to, a degraded turbocharger condition.
  • the one or more designated criteria are predetermined as a function of the locations of where the pressures are measured, and are indicative of a degraded condition of the turbocharger. For example, a healthy turbocharger may normally have a first pressure difference between two points, as a function of operating mode.
  • the one or more criteria comprise deviating from the first pressure difference (either smaller or larger pressure difference) by more than a threshold.
  • one or more criteria may comprise deviating from the first pressure difference by more than a threshold that reflects only a larger pressure difference, or only a smaller pressure difference. That is, if the pressure difference is normally "X,” in one embodiment the criteria are met only if X is exceeded by a threshold, and in another embodiment, the criteria are met only if the sensed pressure difference is lower than X by a threshold. The criteria selected will depend on the particular turbocharger and locations of where pressure is measured.
  • the control module is configured to perform a frequency analysis of one or both of the first and second pressure signals, and to output the control signal based (at least in part) on the frequency analysis.
  • the controller 148 may be configured to receive signals indicative of turbocharger oil pressure from an oil pressure sensor, such as a transducer, associated with a turbocharger and determine bearing failure via one or more of frequency content and baseline content of the pressure signal.
  • an oil pressure sensor such as a transducer
  • bearing and/or non-contact seal degradation may be determined based on frequency content of a pressure signal, such as various harmonics of the pressure signal, measured at various locations within the turbocharger.
  • another method for identifying degradation of turbocharger bearings based on frequency content may be based on a high frequency component of the pressure signal and/or a baseline component of the pressure signal, where the pressure is measured in a pressurized oil supply of the turbocharger.
  • FIG. 7 shows a view of an exemplary embodiment of a turbocharger 700 that may be coupled to an engine, such as turbocharger 120 described above with reference to FIG. 1.
  • the view shown in FIG. 7 is a cross-sectional view of a portion of the turbocharger 700.
  • turbocharger 700 may be bolted to the engine.
  • the turbocharger 700 may be coupled between the exhaust passage and the intake passage of the engine.
  • the turbocharger may be coupled to the engine by another suitable manner.
  • the turbocharger 700 includes a turbine 702 and a compressor 2704. Exhaust gases from the engine pass through the turbine 702, and energy from the exhaust gases is converted into rotational kinetic energy to rotate a shaft 206 which, in turn, drives the compressor 704. Ambient intake air is compressed (e.g., pressure of the air is increased) as it is drawn through the rotating compressor 704 such that a greater mass of air may be delivered to the cylinders of the engine.
  • the turbine 702 and the compressor 704 may have separate casings which are bolted together, for example, such that a single unit (e.g., turbocharger 700) is formed.
  • a single unit e.g., turbocharger 700
  • the turbine may have a casing made of cast iron and the compressor may have a casing made of an aluminum alloy.
  • casings of the turbine and the compressor may be made of the same material. It should be understood the turbine casing and the compressor casing may be made of any suitable materials.
  • the turbocharger 700 further includes journal bearings 708, 710 to support the shaft 706, such that the shaft may rotate at a high speed with reduced friction.
  • a compressor bearing is indicated at 708, and a turbine bearing is indicated at 710.
  • the turbocharger may further include a lubrication system to reduce degradation of the bearings and to maintain a temperature of the bearings (e.g., to keep the bearings cool). While the engine is in operation, a constant flow of engine oil or engine coolant may pass through the turbocharger, for example.
  • pressurized engine oil may enter the turbocharger via an oil inlet 712.
  • An oil pressure sensor 714 (e.g., transducer) is operably disposed with respect to the oil inlet.
  • the oil pressure sensor 714 may be disposed within a pressurized oil supply. In operation, the oil pressure sensor 714 generates a signal 716 indicative of the pressure of oil associated with the journal bearings. The signal 716 may be supplied to the controller 148, for example.
  • oil is supplied to the turbocharger from the engine oil supply, by way of an oil pump or the like. After engine startup, the supply pressure reaches a steady state value 800, as shown in FIG. 8. The pressure of oil supplied to the turbocharger will be somewhat lower, but also reaches a baseline pressure 802 after engine startup.
  • Baseline refers to a steady state pressure, e.g., having only relatively low frequency variations, and/or a post engine startup turbocharger oil pressure associated with a new turbocharger or a turbocharger that is otherwise known to be operating nominally.
  • the high frequency content of the oil supply pressure is monitored to predict destructive shaft motion and progressive bearing failure.
  • the baseline turbocharger oil pressure may also be monitored.
  • the oil pressure in the turbocharger will be steady and predictable.
  • higher frequency pressure signals will be detected by the pressure transducer.
  • the baseline pressure and high frequency signals can predict the health of the shaft and bearing. This health status can inform the operator of the turbocharger' s safe life expectancy for taking appropriate action.
  • the pressure waves from these destructive motions will be transmitted back up the oil supply drilling and can be detected by the oil pressure sensor. If these destructive motions are allowed to continue for some time, wear and deformation may occur in the bearing that may result in excessive bearing clearance.
  • the increased bearing clearance may reduce the baseline pressure sensed by the oil pressure transducer. The increase in bearing clearance will make the shaft motion even greater, resulting in bearing failure.
  • a method comprises receiving a signal 716 indicative of a monitored pressure of a pressurized oil supply of a turbocharger 700 or other turbomachine. The method further comprises determining whether a high frequency component 804 of the signal meets one or more designated criteria. If the high frequency component of the pressure meets the one or more designated criteria, a first control signal 806 is generated. For example, the control signal may initiate an operator alert relating to a predicated health (or other operational state) of the turbocharger.
  • the method further comprises monitoring the baseline component 802 of the signal.
  • the method further comprises generating a second control signal 808 if a magnitude of change in the baseline component is more than a threshold amount.
  • the method may determine whether the magnitude of the change is greater than a threshold when trending downward in generating the second control signal, whereas in till another example, the method may determine whether the magnitude of the change is greater than the threshold when trending upward when generating the second control signal.
  • a method comprises receiving a signal 716 indicative of a monitored pressure of a pressurized oil supply of a turbocharger 700 or other turbomachine.
  • the method further comprises conducting a first assessment of a high frequency component 804 of the signal, and conducting a second assessment of a baseline component 802 of the signal. Based on the first and second assessments, a control signal indicative of a predicted operational state of the turbocharger is generated.
  • the first assessment may comprise determining if the high frequency component of the signal meets one or more designated criteria
  • the second assessment may comprise determining if a magnitude of change in the baseline component of the signal is more than a threshold amount (and, trending downward or upward).
  • Determining whether the magnitude of change in the baseline component 802 is more than the threshold amount may include: storing data of the baseline component over time; and comparing earlier values of the baseline component to a current value (or plural subsequent values that were recorded after the earlier values). In one example, if the current value (or subsequent values) is lower than the earlier values (e.g., lower by at least a threshold amount), then the baseline component may be determined to be trending downwards. In another example, if the current value (or subsequent values) is higher than the earlier values (e.g., higher by at least a threshold amount), then the baseline component may be determined to be trending upwards. In either case, a magnitude of change in the baseline component may be higher than the threshold amount.
  • Determining if the high frequency component of the signal meets one or more designated criteria may comprise processing the signal using a signal processor or the like.
  • the criterion comprises there being any high frequency component. That is, if there is a high frequency component, then the criterion is deemed as having been met.
  • Other criteria may relate to the frequency and magnitude of the high frequency component.
  • "High" frequency component means: a higher frequency than the baseline component by at least a threshold; and/or a frequency range empirically determined to be indicative of bearing wear, based on experimental analysis; and/or a frequency commensurate with the speed (rpm) of the turbocharger shaft.
  • the signal 716 may be assessed, in regards to its high frequency component (if any), using standard signal processing techniques.
  • FIG. 9 shows a flow chart illustrating a method 900 for diagnosing a turbocharger, such as the turbocharger 700 described above with reference to FIG. 7. Specifically, the method determines a predicted health of the bearings and shaft of the turbocharger based on a pressure measurement in an oil supply cavity of the turbocharger.
  • the predicted health state of the turbocharger may also include a safe life expectancy of the turbocharger. As such, this may reflect, for example, intervals required between turbocharger maintenance operations.
  • the predicted health state of the turbocharger degrades (that is, the safe life expectancy reduces)
  • maintenance operations will be required at more frequent intervals.
  • the predicted health state of the turbocharger improves that is, the safe life expectancy increases
  • maintenance operations will be required at less frequent intervals.
  • step 902 of the method system operating conditions are determined.
  • the operating conditions may include boost pressure, turbine speed, ambient pressure, ambient temperature, engine notch setting, and the like.
  • step 904 the pressure is measured in the oil supply.
  • the pressure may be monitored by a pressure sensor, such as a pressure transducer or other suitable pressure measuring device.
  • a first assessment is conducted to determine a high frequency component of the pressure signal.
  • the high frequency component of the pressure signal may be a higher frequency than a baseline component of the signal by at least a threshold.
  • the high frequency component may be a frequency range empirically determined to be indicative of bearing wear, based on experimental analysis.
  • the high frequency component may be a frequency commensurate with the speed of the turbocharger shaft.
  • the high frequency component may be a harmonic of the turbine speed.
  • step 908 it is determined if the high-frequency component meets one or more designated criteria.
  • the designated criteria may include the high frequency component of the signal meeting or exceeding a threshold frequency.
  • the method moves to step 916 where a first control signal is generated.
  • the first control signal may indicate an operator alert relating to a predicted health of the turbocharger.
  • the control signal may be formatted such that a system, responsive to the control signal, generates an operator alert.
  • the predicted health may include destructive turbocharger shaft motion and progressive bearing failure.
  • the first control signal may also be formatted to indicate degradation of the turbocharger.
  • the method proceeds to step 910 where a second assessment is conducted to determine a baseline component of the pressure signal.
  • the baseline component may be a steady state pressure which has only relatively low frequency variations.
  • the baseline component may be a post engine startup turbocharger oil pressure associated with a new turbocharger or a turbocharger that is otherwise known to be operating nominally.
  • the baseline component of the pressure signal may be stored over time. In such an example, the a current value baseline component may be compared to the stored data
  • a magnitude of change in the baseline component of the pressure signal is more than a threshold amount. That is, a magnitude of shift from, or change in, baseline pressure pulse of the lube oil circuit may be determined.
  • the change may include an increase or decrease in the baseline component of the pressure signal.
  • the baseline component may be decreasing and it may be determined that the baseline component is trending downward if the current value of the baseline component is less than the stored data by at least the threshold amount.
  • the signature of the baseline component will trend downward once the bearing clearance increases.
  • the baseline component may be increasing and it may be determined that the baseline component is trending upward if the current value of the baseline component is more than the stored data by at least the threshold amount.
  • the signature of the baseline component may trend upward. If it is determined that the baseline component is not changing by more than the threshold amount (that is, not trending downward or upward), the method moves to step 918 and current system operation is continued. On the other hand, if it is determined that the magnitude of change in the baseline component is more than the threshold amount (e.g., the baseline component is trending downward or trending upward), the method continues to step 914 where a second control signal is generated.
  • the second control signal may be indicative of a predicted operational state of the turbocharger.
  • the second control signal may indicate degradation of the turbocharger, such as destructive turbocharger shaft motion and progressive bearing failure.
  • the signal may indicate that the predicted health of the turbocharger is degraded and/or that the safe life expectancy of the turbocharger has reduced.
  • the high frequency component of the signal may detected or the high frequency component may be greater than a threshold frequency. Further, the baseline component of the pressure signal may trend downward due to bearing failure. Thus, by monitoring one or both of the high frequency and baseline components of the pressure in a pressurized oil supply of the turbocharger, degradation of the turbocharger may be diagnosed. In this way, appropriate actions may be taken to adjust the operation of the turbocharger and/or provide service to the turbocharger to prevent an unexpected failure, for example.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé de surveillance d'un turbocompresseur sur la base de la valeur de pression d'huile mesurée. Le procédé comporte les étapes consistant à : recevoir un signal indiquant la pression surveillée d'une alimentation en huile sous pression d'un turbocompresseur (étape 904) ; déterminer une composante haute fréquence du signal (étape 906) ; déterminer si la composante haute fréquence du signal répond à un ou plusieurs critère(s) désigné(s) (étape 908) ; et si la composante haute fréquence du signal répond au(x) critère(s) désigné(s), produire un premier signal de commande (étape 916).
PCT/US2012/057423 2011-10-31 2012-09-27 Système et procédé pour diagnostiquer un turbocompresseur d'un moteur à combustion interne sur la base du signal de pression d'huile lubrifiante WO2013066529A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DE112012004549.1T DE112012004549B4 (de) 2011-10-31 2012-09-27 Diagnoseverfahren und -systeme für einen Turbolader
CN201280053879.5A CN104024611B (zh) 2011-10-31 2012-09-27 用于诊断涡轮增压器的方法和系统
AU2012333047A AU2012333047A1 (en) 2011-10-31 2012-09-27 System and method for diagnosing a turbocharger of an internal combustion engine based on the lubricating oil pressure signal
EA201490687A EA029933B1 (ru) 2011-10-31 2012-09-27 Система и способ диагностики турбокомпрессора двигателя внутреннего сгорания на основе сигнала давления смазочного масла
JP2014538803A JP5923615B2 (ja) 2011-10-31 2012-09-27 潤滑油圧力信号に基づいて内燃機関のターボチャージャを診断するための方法およびシステム
AU2016202396A AU2016202396B2 (en) 2011-10-31 2016-04-15 System and method for diagnosing a turbocharger of an internal combustion engine based on the lubricating oil pressure signal

Applications Claiming Priority (4)

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US201161553896P 2011-10-31 2011-10-31
US61/553,896 2011-10-31
US13/488,530 US8850878B2 (en) 2011-09-16 2012-06-05 Methods and systems for diagnosing a turbocharger
US13/488,530 2012-06-05

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WO2015083614A1 (fr) * 2013-12-04 2015-06-11 三菱重工業株式会社 Dispositif de commande pour turbocompresseur
US9593974B2 (en) 2014-09-23 2017-03-14 Caterpillar Inc. System and method of monitoring oil level in transmission system of machine
US10006348B2 (en) 2013-12-04 2018-06-26 Mitsubishi Heavy Industries, Ltd. Turbocharger device
US10047666B2 (en) 2013-12-04 2018-08-14 Mitsubishi Heavy Industries, Ltd. Control system for turbo-compound system
US10197003B2 (en) 2013-12-04 2019-02-05 Mitsubishi Heavy Industries, Ltd. Control device for supercharging system
US10428748B2 (en) 2013-12-04 2019-10-01 Mitsubishi Heavy Industries, Ltd. Control device for supercharging system
US20240133770A1 (en) * 2022-10-25 2024-04-25 General Electric Company Seal monitoring apparatus

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CN113266459B (zh) * 2021-06-08 2022-04-15 湖南道依茨动力有限公司 发动机系统的控制方法、控制装置和发动机系统
JP2024076207A (ja) * 2022-11-24 2024-06-05 株式会社小松製作所 作業機械、作業機械の制御方法および作業機械の制御システム

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* Cited by examiner, † Cited by third party
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WO2015083614A1 (fr) * 2013-12-04 2015-06-11 三菱重工業株式会社 Dispositif de commande pour turbocompresseur
JP2015108333A (ja) * 2013-12-04 2015-06-11 三菱重工業株式会社 ターボチャージャの制御装置
US9903296B2 (en) 2013-12-04 2018-02-27 Mitsubishi Heavy Industries, Ltd. Control device for turbocharger
US10006348B2 (en) 2013-12-04 2018-06-26 Mitsubishi Heavy Industries, Ltd. Turbocharger device
US10047666B2 (en) 2013-12-04 2018-08-14 Mitsubishi Heavy Industries, Ltd. Control system for turbo-compound system
US10197003B2 (en) 2013-12-04 2019-02-05 Mitsubishi Heavy Industries, Ltd. Control device for supercharging system
US10428748B2 (en) 2013-12-04 2019-10-01 Mitsubishi Heavy Industries, Ltd. Control device for supercharging system
US9593974B2 (en) 2014-09-23 2017-03-14 Caterpillar Inc. System and method of monitoring oil level in transmission system of machine
US20240133770A1 (en) * 2022-10-25 2024-04-25 General Electric Company Seal monitoring apparatus

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DE112012004549T5 (de) 2014-09-04
JP5923615B2 (ja) 2016-05-24
AU2016202396A1 (en) 2016-05-12
AU2016202396B2 (en) 2017-04-13
JP2014530996A (ja) 2014-11-20
AU2012333047A1 (en) 2014-05-15
DE112012004549B4 (de) 2020-03-26
CN104024611A (zh) 2014-09-03
CN104024611B (zh) 2017-08-04
EA201490687A1 (ru) 2014-09-30
EA029933B1 (ru) 2018-05-31

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