Sequential turbocharger diagnostic system and method

Abstract

An internal combustion engine includes an inline turbocharger and at least a first inline turbocharger having a first turbo air valve, and a first inline compressor having a first compressor air valve. A control valve moves the air valve between open and closed positions in response to instructions from an electronic controller. The electronic controller monitors operating parameters of the engine to diagnose a fault. It is determined whether the air valve is stuck open or stuck closed, and a priority schedule for enabling or disabling the first inline turbocharger is adjusted based on the fault type.

Description

Background Technology

[0001] In various applications, including marine applications, hybrid electric or mechanical combustion engine systems are used to provide power and / or electric propulsion to the vessel. Engines used in these applications, whether for driving generators, mechanical driveshafts, or combinations of power generation methods, typically operate for extended periods at a variety of operating points without variation, unlike engine operation in other applications, such as on-road or off-road vehicles. For this reason, marine engines, such as diesel or gas engines, include air systems sized to operate for extended periods both at low and high loads. In some engines, this is achieved by implementing an in-line turbocharger arrangement that provides acceptable transient response when the engine transitions from low to high power output, and vice versa.

[0002] In some applications, in-line turbocharger arrangements comprise two or more turbochargers, each containing a corresponding turbine and compressor, connected in a parallel circuit configuration to receive exhaust gas from the engine and supply compressed air to the engine cylinders during operation. To accommodate different engine operating conditions, valves are used to fluidly connect or disconnect one or more turbines and one or more compressors from the engine's fluid circuit. Sometimes, a malfunction in these valves can cause them to remain open or closed, which can affect engine operation.

[0003] In the past, various solutions have been proposed for diagnosing exhaust or intake valve malfunctions that operate to connect or disconnect the turbocharger from the engine. One such solution can be found in US 6298718B1 (Wang), which describes a system and method for detecting abnormal operation of a turbocharger compressor. Wang describes a system that reads data from multiple sensors and performs a series of plausible tests on the sensor data to determine whether the sensors are operating correctly and whether the data indicates appropriate performance of the turbomachinery. When a fault is detected, Wang describes generating a message and attempting to mitigate the fault by reducing engine power or speed.

[0004] While solutions like those proposed by Wang can effectively diagnose faults, downgrading the engine is not always the desired solution, especially for marine applications. Furthermore, fault notifications do not attempt to resolve the fault itself unless the engine is serviced and the fault is corrected. Summary of the Invention

[0005] In one aspect, the present invention describes an internal combustion engine. The internal combustion engine includes a cylinder housing containing a plurality of cylinders associated with an intake system and an exhaust system, wherein, during operation, each of the plurality of cylinders receives intake air from the intake system and discharges exhaust air into the exhaust system. The internal combustion engine further includes an inline turbocharger comprising a turbine directly connected to the exhaust system and a compressor directly connected to the intake system; a first inline turbocharger comprising: a first inline turbine connected to the exhaust system; a first turbine air valve arranged to block exhaust flow from the exhaust system through the first inline turbine; a first inline compressor connected to the intake system; a first compressor air valve arranged to block intake flow from the first inline compressor to the intake system; and a control valve associated with the first inline turbine air valve and the compressor air valve, the control valve responding to a first command from an electronic controller to move each of the first inline turbine air valve and the compressor air valve between a respective open position and a closed position.

[0006] In one embodiment, the electronic controller is programmed and operated to: monitor multiple operating parameters of the internal combustion engine; diagnose a fault in the air valve of the first inline turbine or compressor; determine whether the fault is a stuck open valve or a stuck closed valve; adjust the priority schedule for enabling or disabling the first inline turbocharger based on the determination of whether the fault is a stuck open valve or a stuck closed valve; determine whether the fault has been repaired; and readjust the priority schedule when the fault has been resolved.

[0007] In another aspect, the present invention describes a method for operating an engine. The method includes providing an electronic controller associated with the engine, the electronic controller being arranged to receive information from a plurality of sensors arranged on the engine, the engine including a first inline turbocharger and a second inline turbocharger, each having an inline turbine air valve with a turbine, a tandem compressor having a compressor air valve, and a control valve that responds to a command from the electronic controller to move each of the turbine air valve and the compressor air valve between a respective open and closed position. The method further includes diagnosing a faulty valve in one of the turbine valves or compressor valves in the first or second inline turbocharger based on information received from the plurality of sensors in the electronic controller; commanding the faulty valve to activate; determining whether the faulty valve has been successfully activated; and, if the faulty valve has not been successfully activated, continuing to command the faulty valve to activate by re-prioritizing the first or second inline turbocharger having the faulty valve to operate out of sequence.

[0008] In another aspect, the invention describes a diagnostic system for a turbocharger arrangement on an engine comprising a first inline turbocharger having a first inline turbine connected to the exhaust system; a first turbine air valve arranged to block exhaust flow from the exhaust system through the first inline turbine; a first inline compressor connected to an intake system; a first compressor air valve arranged to block intake flow from the first inline compressor to the intake system; and a control valve associated with the first inline turbine air valve and the compressor air valve, the control valve responding to a first command from an electronic controller to move each of the first inline turbine air valve and the compressor air valve between a respective open position and a closed position. The engine further includes a second inline turbocharger having a second inline turbine connected to the exhaust system; a second turbine air valve arranged to block exhaust flow from the exhaust system through the second inline turbine; a second inline compressor connected to the intake system; a second compressor air valve arranged to block intake flow from the second inline compressor to the intake system; and a second control valve associated with the second inline turbine air valve and the compressor air valve, the second control valve responding to a second command from an electronic controller to move the second inline turbine air valve and the compressor air valve between an open position and a closed position, respectively.

[0009] In one embodiment, the electronic controller is programmed and operated to: monitor multiple operating parameters of the internal combustion engine; diagnose a fault in the first or second inline turbine or compressor air valve; determine whether the fault is a stuck open or stuck closed valve; adjust the priority schedule for enabling or disabling the first or second inline turbocharger based on the location of the faulty valve and the determination that the fault is a stuck open or stuck closed valve; determine whether the faulty valve has been repaired; and readjust the priority schedule if the faulty valve has been repaired. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the engine according to the present invention.

[0011] Figure 2 This is a schematic diagram of the engine air system and control according to the present invention.

[0012] Figure 3 and 4 This is a flowchart of the method according to the present invention.

[0013] Figure 5 This is a control chart according to the present invention. Detailed Implementation

[0014] This invention relates to a system and method for diagnosing and mitigating valve failures in an in-line turbocharger system used in an internal combustion engine. In the exemplary embodiments described, the engine is a diesel or gas engine operating in marine applications; however, it should be understood that the systems and methods described herein are applicable to other engine types and applications, including land-based, stationary, and mobile vehicle or machinery applications.

[0015] Figure 1 A schematic diagram of engine 100 is shown. Figure 2 Schematic diagrams of some components and systems comprising an engine 100 are shown. Referring to these figures, the engine 100 includes a cylinder housing 102 that contains a plurality of cylinders 104 in a known manner. Cylinders 104 receive air from an intake system 106 and exhaust air into an exhaust system 108. An inline turbocharger 110 and two inline turbochargers 112 are connected to the intake system 106 and the exhaust system 108. Each turbocharger 110 and 112 includes a turbine 114 connected to the exhaust system 108 and a compressor 116 connected to the intake system 106. It should be understood that although the turbine 114 and compressor 116 are described together, less than all or all of them may be devices of different sizes and types depending on the needs of each particular application. Furthermore, for simplicity, other components and systems such as exhaust gas recirculation (EGR), compressor and / or turbine bypass, intercooler, etc., are not shown, but these components and systems can be incorporated into the engine without departing from or diminishing the invention.

[0016] exist Figure 2 In the illustrated embodiment, the turbine 114 of the inline turbocharger 110 is directly connected to the exhaust system 106, and the corresponding compressor 116 is directly connected to the intake system 106. The inline turbocharger 112 is selectively isolated from the engine 100 via a valve system 200, such as... Figure 2 As shown. More specifically, each valve system 200 includes a turbine air valve 202 disposed at the outlet of the corresponding turbine 114 of each inline turbocharger 112, and a compressor air valve 204 disposed at the inlet of the corresponding compressor 116 of each inline turbocharger 112. The turbine air valve 202 and the compressor air valve 204 are selectively operated by an actuator 206, which is implemented herein as a control valve 206. The turbine and compressor air valves 202 and 204 can be implemented as any suitable valve type, such as a gate or plate valve.

[0017] In the illustrated embodiment, control valve 206 is a solenoid-operated oil valve that operates turbine and compressor air valves 202 and 204 in one of the inline turbochargers 112. As shown, control valve 206 is configured and operated to, for example, simultaneously close turbine air valve 202 and compressor air valve 204 when the inline turbocharger 112 is deactivated, and to at least open turbine air valve 202 when, for example, the inline turbocharger 112 is activated. In this case, compressor air valve 204 can be arranged to open when a sufficient pressure differential exists across it when the compressor begins to operate after turbine air valve 202 has opened. Oil for operating control valve 206 is supplied in a known manner by engine oil passage 208.

[0018] Whether control valve 206 operates to keep turbocharger air valve 202 and compressor air valve 204 open or closed depends on the engine operating state, such that in a low range of operation, both inline turbochargers 112 may be deactivated (i.e., valves 202 and 204 deactivated or closed), allowing inline turbocharger 110 to operate; in a medium range of operation, one of the two inline turbochargers 112 may be activated; and in a high range of operation, both inline turbochargers 112 may be activated, although other control arrangements may also be used. Alternatively, more than two inline turbochargers 112 may be used, each having a set of air valves as described and connected in parallel with the inline turbocharger 112 shown. In some embodiments, a single inline turbocharger 112 may be used in conjunction with the inline turbocharger 110 to operate the engine over its entire operating range, and the second inline turbocharger may be used for troubleshooting or redundancy in the event of a turbocharger failure.

[0019] During engine operation, exhaust gas present in the exhaust system passes through the turbines 114 of the inline turbocharger 110 and, depending on the position or operating state of the corresponding control valves 206, from either one or both of the two turbines 114 of the inline turbocharger 112, which in turn depends on the operating state of the engine 100, as previously described. In this way, exhaust gas from each cylinder 104 is collected in the exhaust system 108 and from there passes through one or more turbines 114, which generate power to operate their respective one or more compressors 116. For the compressors, air may first pass through an air filter 210 and then be cooled at a boost air cooler (CAC) 212 before being supplied to the cylinders 104. The wiring harness 214 can transmit or provide commands and power to operate the control valves 206 during operation. These commands may be generated by an electronic controller 216.

[0020] The electronic controller 216 or electronic control module (ECM) can be a single controller or can include more than one controller that is arranged to control various functions and / or features of the machine. For example, a main controller for controlling the overall operation and functions of the machinery can be implemented cooperatively with an electric motor or engine controller for controlling the engine 100. In this embodiment, the term "controller" means including one, two, or more controllers that can be associated with the machine in which the engine 100 may be installed and can cooperate to control various functions and operations. Although the functionality of the controller 216 is conceptually described and illustrated in this invention to include various discrete functions for illustrative purposes only, the functionality of the controller 216 can be implemented in hardware and / or software, without regard to the discrete functions shown. Therefore, relative to Figure 2 The block diagram shows the engine components to describe the various interfaces of the controller, but such interfaces are not intended to limit the type and number of connected components, nor are they intended to limit the number of controllers described.

[0021] Electronic controller 216 includes various subsystems or modules, such as input and output (I / O) devices 218, which are configured in software and / or hardware and operate to provide and receive information and power signals between various sensors and actuators of engine 100, such as exhaust and intake boost pressure and temperature, pressure before and / or after the compressor and / or turbine, engine speed and load, and others. I / O devices 218 are operatively communicable with various support strategies 220, which may include filters, diagnostic routines, service timers, and alerts. Support strategies 220 are operatively connected to various other control modules within electronic controller 216, including an inline turbocharger control strategy module or control module 222. Control module 222 may be one of many other control modules for controlling various engine systems, such as fuel injectors, EGR system components, etc. For simplicity, such other modules are not shown here. Control module 222 may further include backup module 224, which may be populated with information related to various operating states of engine 100, relating to various operating positions of control valve 206. Control module 222 may also include functionality for detecting faults in control valve 206, or stickiness in turbine and / or compressor air valves 202 and 204, and control logic or strategies for mitigating any such faults, as described below.

[0022] Information regarding the operating status of the engine 100, and specifically, information regarding the operating status of the turbine 114, compressor 116, various air valves 202 and 204, etc., is provided to the electronic controller 216 from various sensors located on the engine 100 and communicating with the electronic controller 216 via wiring harness 214 (some connections are not shown for simplicity). Figure 2 In the illustrated embodiment, the engine includes a shaft speed sensor 226 associated with the inline turbocharger 110. The shaft speed sensor 226 provides an electronic controller 216 with a signal indicating the rotational speed of the shaft of the inline turbocharger 110. An additional shaft speed sensor may also be used for the inline turbocharger 112 (not shown).

[0023] The engine 100 further includes two air pressure sensors 228, each arranged at the inlet of each compressor 116 of the inline turbocharger 112. The air pressure sensors 228 provide a signal to an electronic controller 216 indicating the air pressure at the inlet of each compressor 116, which the electronic controller 216 can process and use to determine whether each compressor is operating. For example, when a compressor is operating, the pressure at the compressor inlet can be negative or below atmospheric pressure, especially in the presence of an air filter (such as air filter 210). Figure 2 In the case of intake restrictions, one or more intake boost air sensors 230 are connected to the intake system 106 of the engine 100 near the location where intake boost is provided to cylinder 104, and provide a signal to the electronic controller 216 indicating the fluid pressure of the intake boost entering cylinder 104. The engine further includes one or more exhaust temperature sensors 232, which are arranged upstream of these embedded turbines 114 in the engine exhaust system 108 and configured to provide the electronic controller 216 with a signal indicating the exhaust temperature at these locations during engine operation.

[0024] In one embodiment, the compressor inlet pressure sensor 228 is located between the inlet of the compressor 116 on both in-line turbochargers 112 and the compressor air valve 204. Figure 2In the illustrated engine 100, two in-line turbochargers 112 are used, and therefore two sensors 228 are used. These sensors, along with the turbocharger speed sensor 226 on the in-line turbocharger 110, can be used for fault diagnosis. In the illustrated embodiment, the turbine air valve 202 can be actuated by the control valve 206 to open and close based on instructions from the electronic controller 216, and the compressor air valve 204 can be opened by vacuum actuation. The control valve 206 is allowed to close or be actuated to close based on instructions from the electronic controller 216, but other configurations and arrangements for opening and closing the air valves 202 and / or 204 can be used.

[0025] When the engine is operating, the electronic controller 216 operates to control turbocharger operation and engine operation in a coordinated manner, for example, with respect to engine speed and load. For example, when a fault is detected at one of the air control valves 202 or 204, i.e., when airflow through the open valve is expected, or when no airflow through the closed valve is expected, the turbine speed indicated by the sensor 226 of the inline turbocharger 110 can be controlled in a closed-loop manner, thereby achieving a reduction in engine power or load rate when the normal amount and capacity of turbocharging are unavailable to the engine due to a fault in the air control valve.

[0026] Figure 3 A flowchart illustrating a method for operating engine 100 when a fault exists in one of valves 202 or 204 is shown. According to this method, a valve fault occurs at 302, and a diagnostic strategy operating within the electronic controller at 304 detects the fault. Fault detection can be based on signals from various sensors. For example, when the inline turbocharger 112 is inactive and commanded to be activated, the electronic controller 216 can send a signal to control valve 206 to open turbine air valve 202 and compressor air valve 204. After the opening command, the electronic controller 216 can monitor sensor inputs to assess whether the pressure and differential pressure are at expected levels when the newly activated inline turbocharger is operating normally. For example, when the inline turbocharger is commanded to be activated, the controller anticipates that the turbine will begin operating, which will also cause the compressor to operate. The operation of the compressor can be sensed by monitoring the drop in compressor inlet pressure.

[0027] To this end, the controller can also calculate and compare the pressure difference between the air pressure at the compressor inlet provided by sensor 228 and the air pressure at the intake system provided by sensor 230. This pressure difference will indicate a fault depending on whether the turbine air valve and the compressor air valve are open as expected and whether one or the other has remained closed. A similar determination is made when the inline turbocharger is activated and commanded to deactivate, in which case the electronic controller commands the closure of turbine and compressor air valves 202 and 204. In this case, the controller can monitor the compressor inlet pressure, expecting it to rise to atmospheric pressure.

[0028] In one embodiment, diagnostic determination may additionally or alternatively include more deliberate diagnostic routines. For example, when any of the valves in the inline turbocharger has failed to open or close to protect the hardware, the routine may monitor engine parameters after a command to open or close the air valves of the inline turbocharger assembly. For instance, a valve that has been held open will remain open as long as commanded, then be commanded to close to determine if the fault condition has changed and the valve has begun to operate. After the first attempt to open or close fails, the next turbocharger can be prioritized based on the fault. Whenever engine operation returns to operation utilizing only the central turbocharger, the faulty inline turbocharger is always selected as the first priority when the engine is loaded, and a fault code indicating that the valve fault persists is provided after the first failed attempt to do so or any subsequent attempts. Additional notifications may be provided when the fault persists. Furthermore, additional notifications of the fault may be provided each time engine operation is about to return to operation utilizing only the central turbocharger.

[0029] Therefore, fault determination at point 304 can lead to the determination of the operating state of each turbine air valve 202 and each compressor air valve 204. The operating state of each valve can be determined to be normal, or one or more specific valves can be determined to be stuck in the open position, stuck in the closed position, or stuck in an intermediate position. In other words, for Figure 2 The embodiment shown includes a total of four air valves (two turbine air valves 202 and two compressor air valves 204 on the two in-line turbochargers 112), with a total of sixteen determinations, four for each valve: (1) valve is in normal operation, (2) valve is stuck open, (3) valve is stuck closed, and (4) valve is stuck in an intermediate position between open and closed.

[0030] When a valve is determined to be stuck, at 306, controller 216 can send a command to open the stuck valve, close the stuck valve, or move the valve stuck in the intermediate position in an attempt to loosen it. Depending on the conditions, valve sticking may be temporary and caused by, for example, soot or unburned fuel buildup, ice, etc., making a command likely to open the valve. If the valve remains stuck after a valve cycle, at 308, the controller notifies a fault code, for example, by providing an instruction to the engine operator and activating a fault code within the controller.

[0031] When the valve fault code remains enabled, and engine operating conditions require the activation (or deactivation) of one of the two inline turbochargers, the controller at 310 can select the inline turbocharger with the stuck valve to be activated first or deactivated last. This attempt is followed by a mitigation attempt at 306 to force the valves open when the turbocharger is activated or to allow working fluid to pass through while the valves are stuck and to heat the stuck valves for a longer period of time to loosen them. The process continues at 312 while the blocked valve condition persists.

[0032] To handle the out-of-order activation or deactivation of a faulty inline turbocharger, the electronic control unit substantially alters the inline turbocharger priority during engine operation. To illustrate, when all air valves in the inline turbochargers are functioning normally, the activation and deactivation priority of each inline turbocharger relative to the others is determined by following a priority schedule. This priority schedule is adjusted in the event of a valve failure. Under normal circumstances, when no fault exists, the priority schedule includes a timer that operates when each inline turbocharger is activated. This timer starts when the inline turbocharger is commanded to be activated and stops when it is commanded to be deactivated, thus maintaining and updating the operating time of each inline turbocharger throughout engine operation. The inline turbocharger with the shortest time is selected to be activated first and deactivated last, and the inline turbocharger with the longest time is selected to be activated last and deactivated first (i.e., shortest time is first-in, longest time is first-out).

[0033] In step 310, when a valve is determined to be stuck, the priority schedule is adjusted. More specifically, when a valve is stuck open, regardless of the initial actuation time, the inline turbocharger with the faulty valve is re-prioritized, and an attempt is made to push the valve in the opening direction (this is also the case for valves stuck in an intermediate position between open and closed). The timer for this inline turbocharger is thus forced to take a value, such as 1, that will ensure its activation, until the valve loosens and the inline turbocharger is determined to be repaired, i.e., the fault has been corrected. The turbocharger's runtime continues to accumulate in the background while forcing the timer to take a value of 1 until the turbocharger recovers, at which point the timer-based priority returns to normal.

[0034] In the event of a stuck valve, the inline turbocharger with the faulty valve is forced to shut down (i.e., these valves are closed). To achieve this shutdown, the timer for that inline turbocharger is forced to adopt a value that will ensure its shutdown, such as -1, and the timer will remain frozen in the background with the previously accumulated runtime until the valve is loosened or repaired, at which point the timer will resume its normal function in turbocharger priority ordering using the previously accumulated runtime for that particular inline turbocharger.

[0035] Faults in inline turbochargers are not limited to stuck valves and can include other fault modes during testing. For example, based on sensor signals provided to the electronic controller, the controller can determine the control valve 206 ( Figure 2 The valve in the spool is faulty, or there is a fault in wiring harness 214 in addition to a specific valve failure. This additional failure mode cannot be corrected by re-prioritizing the operation of the inline turbocharger. In this case, the inline turbocharger associated with the fault is taken out of service until maintenance testing is performed, any repairs may be performed as needed, and then maintenance testing is repeated to indicate that no fault exists.

[0036] Figure 4 A flowchart illustrating a method for determining faults in various components is shown. Here, a general fault code may be present at 402. This code may be provided by another controller or module, such as the overall engine controller that has determined a fault in the turbocharger system when the engine fails to produce the required power level, or this code may be generated within controller 216. When a fault is reported at 402, the electronic controller (e.g., Figure 2 The controller 216 shown can be configured, for example, by a technician to perform a 404 operational service test to determine which component has specifically failed. As described above, this determination may include one or more test steps that activate various components and then monitor sensor parameters to determine where the failure may have occurred.

[0037] Once a faulty component is identified during the service test at 404, for example by a service technician or by eliminating those fault modes that can be automatically determined through controller diagnostics, the component is repaired at 406. If such intervention is possible, this service may involve human intervention to replace or repair the component, or alternatively, automatic fault mitigation techniques, such as those described above, may be employed, thereby changing the priority of the inline turbocharger containing the faulty component. In cases where repriorification is ineffective, such as a faulty engine electrical wiring, the faulty component is taken out of service until a repair opportunity through human intervention becomes available. However, if the fault is automatically repaired successfully, the fault code is cleared at 412 after the service test has been successfully completed, and the engine continues to operate. If the fault is not immediately repaired, the service test is restarted at 408, and at 410 the engine returns to normal operation, the fault code is cleared after the service test has been successfully completed, and an indication that the fault no longer exists is displayed.

[0038] In cases where a fault cannot be automatically repaired, such as engine wiring harness failure, or where fault repair cannot be automatically performed, and where normal engine operation is difficult to achieve while the fault exists, controller 216 will switch operation from normal control module 222 to backup module 224. Figure 2 In the illustrated embodiment, the backup module may be a redundant controller that is typically the same or a copy of the normal control module 222. Figure 5 A block diagram illustrating exemplary functionality of backup module 224 is shown, where only basic functions are illustrated. As can be seen here, signals indicating engine speed and engine refueling are provided to a lookup table, which determines the operating state of each inline turbocharger based on these parameters. Fault diagnosis and mitigation functions similar to those in control module 222 may also be included in backup module 224.

[0039] Controller 216 can switch operation to the backup module under various conditions. For example, switching can occur when more than one digital output of controller 216 (e.g., in I / O device 218) has failed, or if turbine speed sensor 226 has failed. Steady-state graph-based logic is used to calibrate the backup module 224 in the illustrated embodiment to add / remove the inline turbocharger based on engine speed and engine load (fuel supply) operating parameters.

[0040] Industrial applicability

[0041] Table 1 below shows the various operating modes of engine 100 and the types of signals that the electronic controller will monitor to identify faults:

[0042] Table 1

[0043]

[0044] As can be seen from Table 1, according to each turbine or compressor air valve (202 or 204) at each inline turbocharger 112, Figure 2 The controller can monitor engine parameters (listed under the "Engine Response" column) and turbocharger parameters (specifically, as shown in the image) to detect the faults experienced. Figure 2 The pressure sensor 228 provides the compressor inlet pressure to determine which valve has failed and also to determine the location of the failure (open or closed).

[0045] While the systems and methods described herein are effective for diagnosing specific faults in inline turbocharger air valves, additional sensor inputs and engine parameters can be used to diagnose similar faults in engines with more than two inline turbochargers. An illustrative list of various sensors that can be used, along with detection methods for engines with multiple, for example, up to six inline turbochargers (labeled #1-#6), each arranged in parallel circuits as a first inline turbocharger and a second inline turbocharger (112, e.g., ...) spanning the intake and exhaust systems, is provided in Table 2 below. Figure 2 (As shown in the diagram) the connection is made, but still uses a minimum number of sensors:

[0046] Table 2

[0047]

[0048] As can be seen from the table above, certain typical engine sensors (CIP, IMAP, Patm) can be used in conjunction with some turbocharger-specific sensors to diagnose faults and fault modes in multiple inline turbochargers. Each inline turbocharger has turbine air valves and compressor air valves (a total of 12 valves across these 6 turbochargers), as well as the fault states of these valves (24 fault states of the 12 valves that failed to open or close).

[0049] In the context of describing the invention (particularly in the context of the appended claims), the use of the terms “a” and “an,” “the,” “at least one,” and similar indicators should be interpreted to cover both singular and plural forms, unless otherwise stated herein or obviously contradicted by the context. The use of the term “at least one” following a list of one or more items (e.g., “at least one of A and B”) should be interpreted to mean one item selected from the listed items (A or B) or any combination of two or more of the listed items (A and B), unless otherwise stated herein or obviously contradicted by the context. Unless otherwise specified, the terms “comprising,” “having,” “including,” and “containing” should be interpreted as open-ended terms (i.e., meaning “including but not limited to”). Unless otherwise stated herein, the description of ranges of values ​​herein is intended only as a shorthand method of individually referring to each individual value falling within that range, and each individual value is incorporated into the specification as if it were individually described herein. All methods described herein may be performed in any suitable order, unless otherwise stated herein or obviously contradicted by the context. Unless otherwise required, the use of any and all examples or exemplary language (e.g., “such as”) provided herein is intended only to better illustrate the invention and does not limit the scope of the invention. The language in the specification should not be construed as indicating that any non-claimed element is necessary for carrying out the invention.

[0050] Preferred embodiments of the invention have been described herein, comprising the best modes known to the inventors for carrying out the invention. Variations of those preferred embodiments will be apparent to those skilled in the art upon reading the foregoing description. The inventors expect those skilled in the art to appropriately employ these variations, and the inventors intend for the invention to be practiced in a manner different from that specifically described herein. Therefore, the invention encompasses all modifications and equivalents of the subject matter of the appended claims as permitted by applicable law. Furthermore, any combination of the foregoing elements in all its possible variations is included in the invention unless otherwise stated herein or clearly contradicted by the context.

Claims

1. An internal combustion engine, comprising: a cylinder housing containing a plurality of cylinders associated with an intake system and an exhaust system, wherein, during operation, each of the plurality of cylinders receives intake charge from the intake system and discharges exhaust to the exhaust system; a first inline turbocharger containing: a first inline turbine connected to the exhaust system; a first turbine air valve arranged to block exhaust flow from the exhaust system through the first inline turbine; a first inline compressor connected to the intake system; a first compressor air valve arranged to block intake flow from the first inline compressor to the intake system; and a control valve associated with the first turbine air valve and first compressor air valve, the control valve effecting movement of each of the first turbine air valve and first compressor air valve between an open position and a closed position in response to a first command from an electronic controller; a second inline turbocharger containing: a second inline turbine connected to the exhaust system; a second turbine air valve arranged to block exhaust flow from the exhaust system through the second inline turbine; a second inline compressor connected to the intake system; a second compressor air valve arranged to block intake flow from the second inline compressor to the intake system; and a second control valve associated with the second turbine air valve and second compressor air valve, the second control valve effecting movement of each of the second turbine air valve and second compressor air valve between an open position and a closed position in response to a second command from the electronic controller; wherein the electronic controller is programmed and operative to: monitor a plurality of operating parameters of the internal combustion engine; diagnose a fault in the first inline turbine or first compressor air valve, and, diagnose a fault in the second inline turbine or the second compressor air valve; determine whether the fault is a stuck open valve or a stuck closed valve; adjust a priority schedule for enabling or disabling the first inline turbocharger and the second inline turbocharger based on the determination of whether the fault is a stuck open valve or a stuck closed valve; determine whether the fault has been repaired; and re-adjust the priority schedule when the fault has been repaired. the electronic controller is further programmed and operative to adjust the priority schedule such that, when the fault indicates a stuck open valve, the first inline turbocharger or second inline turbocharger in which the fault exists is re-prioritized to be enabled first and disabled last.

2. The internal combustion engine of claim 1, wherein, the electronic controller is further programmed and operative to adjust the priority schedule such that, when the fault indicates a stuck closed valve, the first inline turbocharger or second inline turbocharger in which the fault exists is re-prioritized to be enabled last and disabled first.

3. The internal combustion engine of claim 1, wherein, ​ 4. The internal combustion engine of claim 1, wherein, The electronic controller is further programmed and operative to maintain an operating time of each of the first and second inline turbochargers and to readjust the priority schedule when the fault has been repaired such that the first or second inline turbocharger having the lowest operating time is first activated and last deactivated.

5. The internal combustion engine of claim 4, wherein, The electronic controller is further programmed and operative to readjust the priority schedule when the fault has been repaired such that the first or second inline turbocharger having the highest operating time is last activated and first deactivated.

6. The internal combustion engine of claim 1, further comprising a plurality of inline turbochargers arranged in parallel circuit connection with the first inline turbocharger, each of the plurality of inline turbochargers having a corresponding turbine air valve and a corresponding compressor air valve.

7. The internal combustion engine of claim 1, wherein, The plurality of operating parameters includes an inlet pressure of the first inline compressor, the inlet pressure being used to diagnose the fault and whether the first turbine air valve is stuck open or stuck closed and whether the first compressor air valve is stuck open or stuck closed.

8. A method for operating an engine, comprising: providing an electronic controller associated with the engine, the electronic controller arranged to receive information from a plurality of sensors arranged on the engine, the engine including a first inline turbocharger and a second inline turbocharger, each having an inline turbine with a turbine air valve, an inline compressor with a compressor air valve, and a control valve responsive to commands from the electronic controller to effect movement of each of the turbine air valve and the compressor air valve between respective open and closed positions, wherein the method further comprises: diagnosing a faulty valve in one of the turbine air valve or the compressor air valve in the first or second inline turbocharger based on information received in the electronic controller from the plurality of sensors; commanding the faulty valve to actuate in one direction; commanding the faulty valve to actuate in the other direction; determining whether the faulty valve has moved, and in the event the faulty valve has not moved, continuing to command the faulty valve to actuate in the one or other direction by re-determining a priority of the first or second inline turbocharger having the faulty valve.

9. The method of claim 8, further comprising continuing to monitor operation of the faulty valve after each activation command while the faulty valve has not moved to determine whether the faulty valve has returned to normal operation.

10. The method of claim 8, wherein, The order of re-prioritizing the first or second inline turbocharger is achieved by adjusting a priority schedule used by the electronic controller to activate or deactivate the first and second inline turbochargers. The electronic controller is further programmed and operative to maintain an operating time of each of the first and second inline turbochargers and to readjust the priority schedule when the fault has been repaired such that the first or second inline turbocharger having the lowest operating time is first activated and last deactivated. The electronic controller is further programmed and operative to readjust the priority schedule when the fault has been repaired such that the first or second inline turbocharger having the highest operating time is last activated and first deactivated.

6. The internal combustion engine of claim 1, further comprising a plurality of inline turbochargers arranged in parallel circuit connection with the first inline turbocharger, each of the plurality of inline turbochargers having a corresponding turbine air valve and a corresponding compressor air valve. The plurality of operating parameters includes an inlet pressure of the first inline compressor, the inlet pressure being used to diagnose the fault and whether the first turbine air valve is stuck open or stuck closed and whether the first compressor air valve is stuck open or stuck closed.

8. A method for operating an engine, comprising: providing an electronic controller associated with the engine, the electronic controller arranged to receive information from a plurality of sensors arranged on the engine, the engine including a first inline turbocharger and a second inline turbocharger, each having an inline turbine with a turbine air valve, an inline compressor with a compressor air valve, and a control valve responsive to commands from the electronic controller to effect movement of each of the turbine air valve and the compressor air valve between respective open and closed positions, wherein the method further comprises: diagnosing a faulty valve in one of the turbine air valve or the compressor air valve in the first or second inline turbocharger based on information received in the electronic controller from the plurality of sensors; commanding the faulty valve to actuate in one direction; commanding the faulty valve to actuate in the other direction; determining whether the faulty valve has moved, and in the event the faulty valve has not moved, continuing to command the faulty valve to actuate in the one or other direction by re-determining a priority of the first or second inline turbocharger having the faulty valve.

9. The method of claim 8, further comprising continuing to monitor operation of the faulty valve after each activation command while the faulty valve has not moved to determine whether the faulty valve has returned to normal operation. The order of re-prioritizing the first or second inline turbocharger is achieved by adjusting a priority schedule used by the electronic controller to activate or deactivate the first and second inline turbochargers.

11. The method of claim 10, wherein, The electronic controller operates to adjust the priority schedule such that the first or second inline turbocharger containing the failed valve is reprioritized to be first enabled and last disabled when the failed valve is stuck open such that the one direction is an open direction and the other direction is a closed direction.

12. The method of claim 10, wherein, The electronic controller operates to adjust the priority schedule such that the first or second inline turbocharger containing the failed valve is reprioritized to be last enabled and first disabled when the failed valve is stuck closed such that the one direction is a closed direction and the other direction is an open direction.

13. The method of claim 10, wherein, The electronic controller further operates to maintain a run time for each of the first and second inline turbochargers and to readjust the priority schedule when the failed valve has been repaired such that the first or second inline turbocharger having the lowest operating time is first enabled and last disabled and the first or second inline turbocharger having the highest operating time is last enabled and first disabled.

14. The method of claim 8, wherein, The engine further includes a plurality of inline turbochargers arranged in parallel circuit with the first and second inline turbochargers, each of the plurality of inline turbochargers having a corresponding turbine air valve and a corresponding compressor air valve.

15. The method of claim 8, wherein, Information from a plurality of sensors includes information indicative of an inlet pressure at an inlet of each of the first and second inline compressors, the information used to diagnose a failed valve.

16. A diagnostic system for a turbocharger arrangement on an engine, comprising: a first inline turbocharger, comprising: a first inline turbine; a first turbine air valve arranged to block flow through the first inline turbine; a first inline compressor; a first compressor air valve arranged to block flow through the first inline compressor; and a control valve associated with the first turbine air valve and first compressor air valve, the control valve moving between a corresponding open position and a closed position for each of the first turbine air valve and first compressor air valve in response to a first command from an electronic controller; a second inline turbocharger, comprising: a second inline turbine connected in parallel with the first inline turbine; a second turbine air valve arranged to block flow through the second inline turbine; a second inline compressor connected in parallel with the first inline compressor; a second compressor air valve arranged to block flow through the second inline compressor; and a control valve associated with the second turbine air valve and second compressor air valve, the control valve moving between a corresponding open position and a closed position for each of the second turbine air valve and second compressor air valve in response to a second command from the electronic controller. ​ a second control valve associated with the second turbine air valve and the second compressor air valve, the second control valve responsive to a second command from the electronic controller to move the second turbine air valve and the second compressor air valve each between a corresponding open position and a closed position; wherein the electronic controller is programmed and operative to: monitor a plurality of operating parameters of the engine; diagnose a fault in the first or second inline turbine or compressor air valve; determine whether the fault is a stuck open valve or a stuck closed valve; adjust a priority schedule for activating or deactivating the first or second inline turbocharger based on where the fault valve is located and the determination of whether the fault is a stuck open valve or a stuck closed valve; determine whether the fault valve has been repaired; and re-adjust the priority schedule when the fault valve has been repaired.

17. The diagnostic system of claim 16, wherein, The electronic controller is further programmed and operative to adjust the priority schedule such that in which the first or second inline turbocharger in which the fault valve exists is re-prioritized to be activated first and deactivated last when the fault valve is stuck open and activated last and deactivated first when the fault indicates the valve is stuck closed.

18. The diagnostic system of claim 16, wherein, The electronic controller is further programmed and operative to maintain a run time of each of the first and second inline turbochargers and to re-adjust the priority schedule when the fault valve has been repaired such that the first or second inline turbocharger with the lowest operating time is activated first and deactivated last and the first or second inline turbocharger with the highest operating time is activated last and deactivated first.

19. The diagnostic system of claim 16, wherein, The plurality of operating parameters includes an inlet pressure at each of the first and second inline compressors, the inlet pressure used to diagnose the presence of the fault valve.

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