WO2015083614A1 - ターボチャージャの制御装置 - Google Patents

ターボチャージャの制御装置 Download PDF

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Publication number
WO2015083614A1
WO2015083614A1 PCT/JP2014/081387 JP2014081387W WO2015083614A1 WO 2015083614 A1 WO2015083614 A1 WO 2015083614A1 JP 2014081387 W JP2014081387 W JP 2014081387W WO 2015083614 A1 WO2015083614 A1 WO 2015083614A1
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WIPO (PCT)
Prior art keywords
turbocharger
efficiency
deterioration
characteristic parameter
control device
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.)
Ceased
Application number
PCT/JP2014/081387
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English (en)
French (fr)
Japanese (ja)
Inventor
松尾　淳
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Heavy Industries Ltd
Original Assignee
Mitsubishi Heavy Industries Ltd
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
Application filed by Mitsubishi Heavy Industries Ltd filed Critical Mitsubishi Heavy Industries Ltd
Priority to US15/025,641 priority Critical patent/US9903296B2/en
Priority to CN201480051852.1A priority patent/CN105593490B/zh
Priority to EP14868701.5A priority patent/EP3037641B1/en
Publication of WO2015083614A1 publication Critical patent/WO2015083614A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02B2039/162—Control of pump parameters to improve safety thereof
    • F02B2039/166—Control of pump parameters to improve safety thereof the fluid pressure in the pump or exhaust drive being limited
    • 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
    • F02B2039/162—Control of pump parameters to improve safety thereof
    • F02B2039/168—Control of pump parameters to improve safety thereof the rotational speed of pump or exhaust drive being limited
    • 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
    • F02D2041/228—Warning displays
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • 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

Definitions

  • the present invention relates to a technical field of a turbocharger control device for supplying compressed intake air to an engine used as a power source of, for example, a ship, a vehicle, or an industrial device.
  • a turbocharger typically has a configuration in which an exhaust turbine that is rotationally driven by exhaust gas flowing through an exhaust passage of an engine and a compressor turbine that feeds intake air in the intake passage into a combustion chamber are connected to each other.
  • the exhaust turbine is rotationally driven by the energy of the exhaust gas
  • the compressor turbine is rotationally driven along with the exhaust turbine, whereby the intake air in the intake passage is supercharged and sent to the combustion chamber, and the engine output is improved.
  • the exhaust turbine and the turbo bearing are exposed to the oil component contained in the lubricating oil and exhaust gas in a high temperature environment.
  • Such progress of deterioration leads to wear of parts of the turbocharger, leading to a decrease in fuel consumption performance of the engine and a factor leading to a failure, so that early detection is required.
  • Patent Document 1 As a technology relating to deterioration detection in this type of turbocharger.
  • deterioration of the turbocharger is detected by performing an abnormality determination based on whether or not a change in the rotational speed associated with the opening and closing of the wastegate valve is within an assumed range.
  • Technology is disclosed.
  • Patent Document 1 since the determination is performed based on the change in the rotational speed associated with the opening and closing of the wastegate valve, the determination cannot be performed when the wastegate valve is not operating. In general, deterioration of the turbocharger affects not only the rotation speed but also various operating states of the turbocharger. For this reason, it can be fully assumed that the deterioration of the turbocharger is not necessarily reflected in the change in the rotational speed associated with the opening and closing of the wastegate valve. Thus, in the determination based on the specific part of the turbocharger, there is a problem that the deterioration state of the turbocharger cannot be sufficiently determined. In addition, there is a problem that Patent Document 1 cannot be applied to a turbocharger that does not include a wastegate valve (for example, a turbocharger that performs variable vane control).
  • a wastegate valve for example, a turbocharger that performs variable vane control
  • the present invention has been made in view of the above-described problems, and an object thereof is to provide a turbocharger control device capable of accurately detecting deterioration of a turbocharger.
  • a turbocharger control device for supplying compressed intake air to an internal combustion engine, and the relationship between the characteristic parameters of the turbocharger and the efficiency is obtained.
  • a storage unit in which a predetermined map is stored; a detection unit that detects a characteristic parameter of the turbocharger; a calculation unit that obtains the efficiency of the turbocharger based on the detected characteristic parameter; and the detected characteristic parameter And determining the presence or absence of deterioration in the turbocharger by comparing the determined efficiency with the map, and notifying the user of a maintenance request when the determination unit determines that there is deterioration. And an informing unit.
  • the relationship between the characteristic parameter and efficiency in the turbocharger is defined in advance as a map, and compared with the efficiency obtained from the measured value of the characteristic parameter detected by the detection unit, the turbocharger deterioration The presence or absence of can be determined.
  • the turbocharger deterioration based on the efficiency of the turbocharger that directly shows the influence on the fuel efficiency performance of the internal combustion engine, it is possible to accurately determine the deterioration state of the turbocharger.
  • the maintenance unit notifies the maintenance request, so that the user can recognize the deterioration of the turbocharger at an early stage and take appropriate measures.
  • the detection unit detects the characteristic parameter every predetermined period, and the arithmetic unit calculates an average value of the efficiency calculated for a characteristic parameter having a frequency greater than a predetermined value among the detected characteristic parameters. Is stored in the storage unit as measured value data in association with the corresponding characteristic parameter, and the determination unit compares the approximate curve obtained from the accumulated measured value data with the reference curve obtained from the map, The presence or absence of deterioration in the turbocharger is determined. According to this aspect, by performing the deterioration determination based on the average value of the efficiency obtained from the characteristic parameter having a high frequency, it is possible to reduce the influence of the error and effectively improve the reliability of the deterioration determination.
  • the determination unit compares the first area where the approximate curve is larger than the reference curve with respect to the second area where the approximate curve is smaller than the reference curve.
  • the amount is small, it may be determined that the turbocharger is deteriorated.
  • the deterioration based on whether or not the instantaneous detection result exceeds the reference value Compared with the case where the determination is performed, it is possible to perform the deterioration determination with higher reliability.
  • the determination unit determines that the turbocharger has a failure when the rate of change in efficiency of the turbocharger exceeds a predetermined value based on the accumulated actual measurement value data
  • the notification unit may notify an alarm when the determination unit determines that there is a failure.
  • the deterioration of the turbocharger is accompanied by a gradual decrease in efficiency, but when a failure occurs in the turbocharger, it is accompanied by a rapid decrease in efficiency.
  • the rate of change in the efficiency of the turbocharger exceeds a threshold, it is determined that a failure has occurred in the turbocharger, and the turbocharger is safely operated by notifying it from deterioration. it can.
  • the characteristic parameter is a speed ratio and a pressure ratio of the turbocharger
  • the map is a three-dimensional map that defines an efficiency corresponding to the speed ratio and the pressure ratio.
  • an output interface capable of outputting the accumulated measured value data to the outside may be provided.
  • the actual use state of the turbocharger actually used by the user is grasped in detail by configuring the actual measurement value data used for the deterioration determination to be output to the outside via the output interface. It becomes possible. Such information is very useful for design development, for example.
  • the relationship between the characteristic parameter and efficiency in the turbocharger is defined in advance as a map, and compared with the efficiency obtained from the measured value of the characteristic parameter detected by the detection unit, the turbocharger deterioration The presence or absence of can be determined.
  • the turbocharger deterioration based on the efficiency of the turbocharger that directly shows the influence on the fuel efficiency performance of the internal combustion engine, it is possible to accurately determine the deterioration state of the turbocharger.
  • the maintenance unit notifies the maintenance request, so that the user can recognize the deterioration of the turbocharger at an early stage and take appropriate measures.
  • FIG. 4 It is a schematic diagram which shows the whole structure of a supercharging system provided with the turbocharger concerning 1st Embodiment. It is a block diagram which shows the internal structure of TCU functionally. An example of the map memorize
  • eta average value
  • FIG. 1 is a schematic diagram showing an overall configuration of a supercharging system including a turbocharger according to the first embodiment.
  • the engine 1 is a gasoline engine mounted as a power source in automobiles, ships, industrial equipment, or the like.
  • the intake air introduced from the intake port 2 is compressed by the compressor 4 through the intake passage 3.
  • the intake port 7 provided in the cylinder head 6 passes through the intake valve 8 and the cylinder 9 and the piston 10 that reciprocates in the cylinder 9. It is introduced into the configured combustion chamber 11.
  • the intake air When the intake air is introduced into the combustion chamber 11, it forms a mixture with the fuel injected from the fuel injection device 40 provided in the vicinity of the inlet of the intake port 7, and is combusted by the ignition device 12 in the combustion chamber 11. .
  • Exhaust gas generated in the combustion chamber 11 is discharged from the exhaust port 13 to the exhaust passage 15 via the exhaust valve 14.
  • An exhaust turbine 16 driven by the exhaust gas of the engine 1 is provided in the exhaust passage 15.
  • the exhaust turbine 16 is rotationally driven by exhaust gas, so that the compressor 4 connected to the exhaust turbine 16 is rotationally driven to constitute a turbocharger 17 that compresses intake air in the intake passage 3.
  • a branch passage 18 is formed in the exhaust passage 15 so as to bypass the exhaust turbine 16 from the middle.
  • a waste gate valve 19 is provided in the branch passage 18.
  • the exhaust turbine 16 is provided with a rotational speed sensor 20 for detecting the rotational speed of the exhaust turbine 16. Further, the inlet temperature sensor 21 and the inlet pressure sensor 22 for detecting the inlet temperature T in and the inlet pressure P in of the exhaust turbine 16, respectively, and the outlet temperature T out and the outlet pressure P out of the exhaust turbine 16 are detected.
  • An outlet temperature sensor 23 and an outlet pressure sensor 24 are provided.
  • the operating state of the engine 1 is controlled by an ECU (Engine Control Unit) 25.
  • ECU Engine Control Unit
  • control signals to the fuel injection device 40 and the ignition device 12 are shown as typical control signals of the ECU 25, and the fuel injection timing and the injection amount, and the ignition timing of the injector are controlled, respectively. .
  • the operating state of the turbocharger 17 is controlled by a TCU (Turbocharger Control Unit) 26.
  • TCU Torbocharger Control Unit
  • FIG. 1 as a typical control signal of the TCU 26, in addition to a control signal for adjusting the opening degree of the waste gate valve 19, a rotation speed sensor 20, an inlet temperature sensor 21, an inlet pressure sensor 22, an outlet temperature sensor 23, and an outlet
  • the performance deterioration of the exhaust turbocharger 17 can be determined as will be described later.
  • FIG. 1 illustrates a case where the ECU 25 and the TCU 26 are configured as separate units, these may be configured as an integral unit.
  • FIG. 2 is a block diagram functionally showing the internal configuration of the TCU 26.
  • the TCU 26 includes a storage unit 27, a detection unit 28, a calculation unit 29, a determination unit 30, a notification unit 31, and an output interface 32.
  • the storage unit 27 stores a map 33 that defines the relationship between the characteristic parameters of the turbocharger 17 and the efficiency.
  • the map 33 is stored in advance in the storage unit 27 prior to the execution of the deterioration determination control, and is configured to be appropriately readable at each step described below.
  • the relationship between the characteristic parameter stored in the map 33 and the efficiency is defined for a sample without deterioration (that is, an ideal turbocharger 17) which becomes a reference in determining deterioration, and is experimental and theoretical. Or it is good to prescribe based on simulation.
  • FIG. 3 shows an example of the map 33 stored in the storage unit 27, and the relationship between the speed ratio and the efficiency is shown at different pressure ratios.
  • the efficiency of the turbocharger 17 stored in the map 33 can be approximated by a function having the pressure ratio and the speed ratio as variables, and in FIG. (Referred to as “reference curve” as appropriate).
  • the detection unit 28 detects values from various sensors (the rotation speed sensor 20, the inlet temperature sensor 21, the inlet pressure sensor 22, the outlet temperature sensor 23, and the outlet pressure sensor 24) installed in the turbocharger 17. To get.
  • the calculating part 29 receives the detection value acquired by the detection part 28, and calculates a speed ratio, a pressure ratio, and efficiency required for deterioration determination based on it.
  • the determination unit 30 determines the presence or absence of deterioration of the turbocharger 17 by acquiring the calculation result of the calculation unit 29 and comparing it with the map 33 stored in the storage unit 27.
  • reports a maintenance request to a user, when it determines with the determination part 30 having degradation.
  • the maintenance request broadly includes information that allows the user to recognize that the exhaust 17 turbocharger is deteriorated, and the user who has received this request reduces the performance due to the deterioration of the turbocharger 17 by taking early measures. Can be avoided.
  • FIG. 4 is a flowchart showing the deterioration determination control performed by the TCU 26.
  • the detection unit 28 acquires detection values from various sensors at intervals of a fixed period T1 (for example, 1 second) (step S101).
  • T1 for example, 1 second
  • the detection value acquired by the detection unit 28 is stored in the storage unit 27 and can be appropriately taken out via the output interface 32.
  • Such accumulated data is very useful for design and development, for example, because the actual usage state of the turbocharger 17 can be grasped in detail.
  • the calculation unit 29 receives the detection value acquired by the detection unit 28, and calculates the speed ratio, the pressure ratio, and the efficiency (step S102).
  • the pressure ratio is the detected pressure value of the inlet pressure sensor detects the pressure value of P in the outlet pressure sensor by using the P out, obtained by P out / P in.
  • the efficiency is calculated using the specific heat ratio ⁇ Is calculated from It should be noted that the calculation result by the calculation unit 29 is also stored in the storage unit 27 sequentially and can be taken out via the output interface 32.
  • step S103 it is determined whether or not the time T has exceeded a predetermined value T2 (> T1, for example, 1800 seconds). If it has not exceeded T2, the process returns to step S101 to repeat the above process ( Step S103: NO). That is, steps S101 and S102 are repeated until T2 is exceeded.
  • T2 a predetermined value
  • step S104 the calculation unit 29 creates a data distribution for the speed ratio and the pressure ratio for the data stored in the storage unit 27 (step S104).
  • FIG. 5 shows an example of the data distribution created in step S104.
  • the number of data for the combination of speed ratio and pressure ratio is shown on the vertical axis.
  • An average value ⁇ ave is calculated (step S105).
  • the value exceeding the reference value N1 is indicated by an arrow.
  • the calculation unit 29 After calculating the efficiency average value ⁇ ave for the characteristic parameter having a high repetition frequency in this way, the calculation unit 29 resets the number of data only for the characteristic parameter for which the calculation has been performed (that is, the reference value N1 in FIG. 5). For other characteristic parameters that do not reach the value, the calculation of the efficiency is not performed by the calculation unit 29, so the number of data is maintained as it is).
  • the operating state of the turbocharger 17 includes an error in accordance with the combustion state of the engine 1, but the performance deterioration is determined on the basis of the average value ⁇ ave of the efficiency calculated for the characteristic parameter having a large detection frequency. Therefore, the influence of errors can be reduced and the reliability can be improved.
  • the calculation unit 29 obtains the average efficiency ⁇ ave for a specific combination of a specific speed ratio and pressure ratio at each time T2.
  • step S106 it is determined whether or not the time T has exceeded a predetermined value T3 (> T2, for example, one week). If not, the process returns to step S101 and the above process is repeated (step S106). S106: NO). That is, the above calculation is repeated until the time exceeds T3.
  • step S106 When T3 has elapsed (step S106: YES), the determination unit 30 plots the average efficiency ⁇ ave for the combination of the speed ratio and the pressure ratio calculated so far (step S107) and compares it with the reference curve obtained from the map 33. Then, the presence / absence of deterioration in the turbocharger 17 is determined (step S108).
  • FIG. 6 shows an example of the plot created in step S107. Although FIG. 6 representatively shows a case where the pressure ratio is 2.0, degradation is determined by plotting the same graph for other pressure ratios.
  • the determination unit 30 determines the presence or absence of deterioration in the turbocharger 17 by calculating an approximate curve for the average efficiency value ⁇ ave obtained in step S105 and comparing it with a reference curve obtained from the map 33.
  • a method for obtaining the approximate curve may be a known method, for example, a mean square method may be used.
  • the area sandwiched between the approximate curve and the reference curve is indicated by hatching.
  • the first area 34 in which the approximate curve is larger than the reference curve and the second area 35 in which the approximate curve is smaller than the reference curve are distinguished.
  • the determination unit 30 adds up the areas of the first region 34 and the second region 35, and determines that the turbocharger 17 is deteriorated when it falls below a preset performance degradation amount criterion (step S109).
  • a maintenance request is notified from 31 and the process is terminated (step S110). That is, the presence or absence of deterioration of the exhaust turbocharger 17 is determined based on whether or not the approximate curve is statistically below the reference curve.
  • the exhaust turbine and the turbo bearing are exposed to the oil component contained in the lubricating oil or the exhaust gas in a high temperature environment, and therefore, deterioration is likely to occur due to sticking of the oil component or coking. Such deterioration can be improved by cleaning dirt adhering to the rotor blades of the exhaust turbine. Therefore, when the turbocharger 17 can be cleaned like a ship, a maintenance request is made on the rotor blades of the exhaust turbine. It is recommended to output a message or voice so as to clean the attached dirt. On the other hand, when it is difficult to clean the turbocharger 17 as in a general vehicle or when it is not practical, a message or voice may be output so that the deteriorated turbocharger 17 is replaced. On the other hand, if the first region 34 is wider than the second region 35, it is determined that the exhaust turbocharger 17 is not deteriorated, and the process is terminated (step S111).
  • the relationship between the characteristic parameter and the efficiency in the turbocharger 17 is defined in advance as the map 33, and the efficiency obtained from the actual measurement value of the characteristic parameter detected by the detecting unit 28.
  • the deterioration state of the turbocharger 17 can be accurately determined by determining the deterioration of the turbocharger 17 based on the efficiency of the turbocharger 17 that directly indicates the influence on the fuel efficiency performance of the engine 1. . If it is determined that there is deterioration, the maintenance unit 31 notifies the maintenance request so that the user can recognize the deterioration of the turbocharger 17 at an early stage and take appropriate measures.
  • FIG. 7 is a graph showing the temporal transition of the average value ⁇ ave of efficiency and the rate of change d ⁇ ave / dt during normal operation and failure.
  • FIG. 7A shows a normal time, and the efficiency ⁇ ave gradually decreases due to the influence of performance deterioration due to aging deterioration, and the rate of change d ⁇ ave / dt is substantially constant.
  • FIG. 7 (b) shows a case where a failure occurs at time t1, and the efficiency ⁇ ave decreases rapidly at the time t1 when the failure occurs, and the rate of change d ⁇ ave / dt of the efficiency is temporary. Has increased rapidly.
  • Determination unit 30 is prepared in advance a threshold d? Ave / dt1 on the efficiency of the change rate d? Ave / dt for fault detection, determination if it exceeds the threshold value d? Ave / dt1, a failure has occurred To do.
  • the notification unit 31 can notify the user of the occurrence of the failure by notifying the alarm different from the maintenance request notified when there is deterioration.
  • the turbocharger 17 can be operated with high reliability by notifying it with the presence or absence of deterioration.
  • FIG. 8 is a schematic diagram illustrating an overall configuration of a supercharging system including a turbocharger according to the second embodiment.
  • This embodiment basically has the same configuration as that of the embodiment shown in FIG. 1 except that the branch passage 18 and the waste gate valve 19 are not provided. Accordingly, the same components are denoted by the same reference numerals, and detailed description thereof is omitted.
  • the turbocharger 17 is driven to rotate by the exhaust energy of the exhaust gas discharged from the engine 1, and the compressor 4 is driven coaxially with the exhaust turbine 16.
  • the variable turbocharger includes a variable control mechanism 30 that controls the flow of exhaust gas flowing into the exhaust turbine 16.
  • the TCU 26 is configured to control the supercharging pressure of the turbocharger 17 by adjusting the variable control mechanism 30 to control the flow of exhaust gas flowing into the exhaust turbine 16.
  • a turbocharger 17 there is a so-called variable capacity turbocharger having a variable control mechanism 30 including a plurality of nozzle vanes rotatably arranged on the outer peripheral side of the exhaust turbine 16.
  • the TCU 26 performs the first implementation by acquiring detection values from various sensors (the rotational speed sensor 20, the inlet temperature sensor 21, the inlet pressure sensor 22, the outlet temperature sensor 23, and the outlet pressure sensor 24) installed in the turbocharger 17. Similar to the embodiment, the deterioration determination control is performed on the turbocharger. Since the deterioration determination control of the present invention is performed based on basic characteristics that do not depend on the configuration method of the turbocharger 17 such as characteristic parameters and efficiency ⁇ , the same applies to a variable displacement turbocharger that does not use a wastegate valve. It is possible to carry out the deterioration determination control.
  • FIG. 9 is a schematic diagram illustrating an overall configuration of a supercharging system including a turbocharger according to the third embodiment.
  • This embodiment is basically the same as the embodiment shown in FIG. 1 except that it is a so-called two-stage turbocharging system including two turbochargers, a high-pressure stage turbocharger 17A and a low-pressure stage turbocharger 17B. It has the same configuration. Accordingly, the same components are denoted by the same reference numerals, and detailed description thereof is omitted.
  • a high-pressure stage turbine disposed in an exhaust passage 15 of the engine 1, in which a turbocharger that compresses intake air supplied to the engine 1 is rotationally driven by exhaust energy from the engine 1.
  • 16A and a high-pressure stage turbocharger 17A having a high-pressure stage compressor 4A disposed in the intake passage 3 of the engine 1 that is coaxially driven with the high-pressure stage turbine 16A, and a downstream side of the high-pressure stage turbine 16A in the exhaust passage 15
  • a low pressure stage turbocharger 17B having a low pressure stage compressor 4B disposed on the upstream side of the high pressure stage compressor 4A in the intake passage 3 and coaxially driven with the low pressure stage turbine 16B.
  • the exhaust passage 15 of the engine 1 is connected to a high pressure stage branch passage 18A that bypasses the high pressure turbine 16A and a low pressure stage branch passage 18B that bypasses the low pressure turbine 16B.
  • the high pressure stage branch passage 18A is provided with a high pressure stage waste gate valve 19A
  • the low pressure stage branch passage 18B is provided with a low pressure stage waste gate valve 18B. Then, by adjusting the valve openings of the high-pressure stage wastegate valve 19A and the low-pressure stage wastegate valve 19B by the TCU 26 described above, the supercharging pressures of the high-pressure stage turbocharger 17A and the low-pressure stage turbocharger 17B are respectively controlled. It is comprised so that.
  • the high-pressure turbine 16A and the low-pressure turbine 16B are provided with rotation speed sensors 20A and 20B for detecting the respective rotation speeds. Further, the inlet temperature sensor 21A and the inlet pressure sensor 22A for detecting the inlet temperature T in A and the inlet pressure P in A of the high pressure stage exhaust turbine 16A, respectively, and the outlet temperature T out A and the outlet pressure of the high pressure stage turbine 16A. An outlet temperature sensor 23A and an outlet pressure sensor 24A for detecting P out A are provided. An inlet temperature sensor 21B and an inlet pressure sensor 22B for detecting an inlet temperature T in B and an inlet pressure P in B of the low-pressure stage exhaust turbine 16B, respectively, and an outlet temperature T out B and an outlet pressure P out of the low-pressure stage turbine 16B. An outlet temperature sensor 23B and an outlet pressure sensor 24B for detecting B are provided.
  • the TCU 26 independently performs the deterioration determination control described in detail in the first embodiment on the high-pressure stage turbocharger 17A and the low-pressure stage turbocharger 17B by acquiring detection values from these sensors. Since the deterioration determination control of the present invention is performed based on the characteristics of individual turbochargers 17 such as characteristic parameters and efficiency ⁇ , it can be easily introduced even in a complicated system in which a plurality of turbochargers are combined.
  • the present invention can be used for a turbocharger control device provided in an exhaust system of an internal combustion engine used as a power source for ships, vehicles, or industrial equipment, for example.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
PCT/JP2014/081387 2013-12-04 2014-11-27 ターボチャージャの制御装置 Ceased WO2015083614A1 (ja)

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CN201480051852.1A CN105593490B (zh) 2013-12-04 2014-11-27 涡轮增压器的控制装置
EP14868701.5A EP3037641B1 (en) 2013-12-04 2014-11-27 Control device for turbocharger

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CN110848024B (zh) * 2019-12-23 2021-01-19 潍柴动力股份有限公司 一种发动机增压系统故障监测方法及装置
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US9903296B2 (en) 2018-02-27
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