Diagnostic procedure for a compressor return valve

Abstract

Method for a supercharged power engine, comprising the following: Differentiate between a deterioration of a compressor return valve (CRV) throttle and a CRV position sensor based on both a throttle inlet pressure and the commanded position of the CRV throttle.

Description

Area

[0001] The present application relates to methods for diagnosing a functional deterioration in a compressor return valve coupled across an inlet compressor contained in an internal combustion engine. Background and Summary

[0002] Engine systems can be equipped with supercharging devices such as turbochargers or mechanical superchargers to provide boosted air and improve peak power output. The use of a compressor allows a smaller-displacement engine to produce the same power as a larger-displacement engine, but with added fuel economy benefits. However, compressors are susceptible to compressor pumping. For example, when a driver releases the accelerator pedal, an intake throttle on the engine closes, resulting in reduced forward flow through the compressor and potentially compressor pumping. Pumping can lead to noise, vibration, and harshness (NVH) problems, such as unwanted noise from the engine's intake system. In extreme cases, pumping can damage the compressor.To manage compressor pumping, engine systems can include a compressor recirculation valve (CRV) coupled across the compressor to allow for a rapid deterioration of boost pressure. The CRV can recirculate compressed air from the compressor outlet back to the compressor inlet, thus allowing a decrease in pressure at the compressor outlet.

[0003] The CRV can include a throttle and a position sensor to indicate a change in the CRV's throttle position. A malfunction of the CRV can be diagnosed if the position sensor does not register a change in the throttle position in response to a command to change the throttle position. For example, the CRV's throttle may be stuck in a given position. Another exemplary approach to diagnosing a malfunction of the CRV is shown in Wegener et al. in US 7,926,335 B2. Here, changes in boost pressure in response to CRV activation are analyzed. In particular, the CRV can then be diagnosed as stuck in a predominantly open position if the boost pressure downstream of an intake compressor does not increase as expected when the CRV is set to a closed position. The inventors of the present invention have identified potential problems with the above approaches.For example, CRV malfunction can occur due to a malfunction in a specific component of the CRV. For instance, the CRV throttle may be blocked and / or the CRV position sensor may be malfunctioning. Thus, indicating a malfunction based on the position sensor not registering any change in position may apply to the CRV as a whole and may not identify specific components experiencing the malfunction. Furthermore, while observing changes in boost pressure, as shown in US 7,926,335 B2, a malfunction of the CRV throttle may be detected, whereas a malfunction of the CRV position sensor cannot be specifically diagnosed. In essence, US 7,926,335 B2 primarily detects a CRV that is blocked in an open or mostly open position.

[0004] From US patent 5,079,946 A, a device for detecting faults in sensors used to measure throttle position in internal combustion engines is known. For this purpose, a measured value of an engine condition is monitored, which, through the use of the measured value, depends directly on the throttle position, in order to assess the integrity of the throttle position sensor.

[0005] Based on this prior art, methods with the features of independent claims 1 and 10 and a system with the features of independent claim 16 are created. Advantageous embodiments can be found in the dependent claims and the description.

[0006] In one example, some of the problems mentioned above can be addressed by a procedure for a turbocharged engine that involves differentiating between a deterioration in the function of a compressor return valve (CRV) throttle and a CRV position sensor based on both the throttle inlet pressure and the commanded position of the CRV throttle. Accordingly, a component-specific deterioration can be identified.

[0007] For example, a power system can include a compressor with a compressor return path that couples a compressor outlet to the compressor inlet. In alternative embodiments, the return path can couple an outlet of a charge air cooler to the compressor inlet. The flow through the return path can be controlled by a compressor return valve (CRV). The CRV can be a continuously variable compressor return valve (CCRV). A power controller can be configured to adjust the position of the CRV based on changes in the airflow through an inlet throttle, thereby reducing compressor surging. Furthermore, the power controller can receive signals from a position sensor of the CRV, confirming the adjusted position of the CRV, particularly of the throttle.Additionally, a throttle inlet pressure sensor, located upstream of the inlet throttle and downstream of the compressor, can transmit changes in throttle inlet pressure (TIP) to the controller. The controller can thus command a change in the position of the CRV, receive feedback from the CRV position sensor to confirm the change, and obtain an indication of the resulting changes in the TIP from a TIP sensor. If the position sensor reports a lack of change in the CRV position in response to the command to change the position, and an expected change in the TIP is nevertheless observed, the position sensor can be diagnosed as malfunctioning.Alternatively, if the position sensor indicates a lack of change in the CRV's position in response to the command to change position, and the expected change is not observed in the TIP, the CRV's throttle may be diagnosed as deteriorating.

[0008] This allows for differentiation between malfunctions of the CRV throttle and those of the CRV position sensor. Identifying the specific CRV component that has failed enables more accurate corrective action. This also reduces repair costs by pinpointing the specific faulty components within the CRV. Furthermore, determining the malfunction of specific components can be easily achieved by simply monitoring the TIP (Time Ingress Protection) and the position sensor output in the CRV in response to a command from the controller. This may eliminate the need for additional sensors. Overall, a more accurate determination of CRV malfunctions can be achieved without increasing costs.

[0009] It should be understood that the above summary serves to present, in simplified form, a selection of concepts that are described in more detail in the detailed description. It is not intended to identify key features or essential characteristics of the claimed subject matter, the scope of which is defined only in the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that resolve any of the disadvantages described above or in any part of this disclosure. Brief description of the drawings Fig. Figure 1 shows an exemplary embodiment of a reinforced power machine system comprising a compressor return valve (CRV). Fig. Figure 2 shows an overview flowchart illustrating an example routine for determining whether there is a decline in CRV function. Fig. Figure 3 shows an overview flowchart illustrating a routine during power machine operation to differentiate between a malfunction of a throttle of the CRV and a malfunction of a position sensor of the CRV. Fig. Figure 4 presents an overview flowchart that compares exemplary corrective adjustments in response to the detection of a deterioration in the CRV's throttle with those in response to the detection of a deterioration in the CRV's position sensor. Fig. Figure 5 is an overview flowchart that describes a routine which can be implemented via operator input to determine whether a CRV deterioration is due to a deterioration of the position sensor or the throttle of the CRV. Fig. Figure 6 shows an overview flowchart to detect functional deterioration in the CRV while simultaneously reducing noise factors that may affect throttle inlet pressure. Fig. Figure 7 shows an exemplary operation to differentiate between a functional deterioration in the position sensor of the CRV and a functional deterioration of the throttle of the CRV. Fig. Figure 8 shows an exemplary operation to diagnose the CRV throttle based on throttle inlet pressure (TIP) while reducing noise from other factors that may affect the TIP signals. Detailed description

[0010] The following description refers to systems and procedures for diagnosing a deterioration in the function of a compressor return valve (CRV) in a turbocharged power engine system, such as the system of Fig. 1. A controller can be designed to execute a control routine such as the routine from Fig. 2. To determine if the CRV is degraded, the CRV may include a throttle whose position can be adjusted by the controller based on power machine conditions. The CRV may also include a position sensor to confirm a change in the position of the CRV's throttle in response to a command from the controller. The controller can distinguish between degradation of the CRV's throttle and degradation of the CRV's position sensor by executing a control routine such as the routine of Fig. 3. Differentiate between throttle malfunctions and position sensor malfunctions during engine operation. A malfunction of the CRV throttle can be distinguished from a malfunction of the CRV position sensor based on both the throttle inlet pressure and a commanded throttle position. Additionally, an output from the position sensor in response to the commanded throttle position can be used to differentiate between throttle malfunction and a malfunction of the CRV position sensor. Fig. 7) to differentiate. In response to the determination of CRV functional deterioration, various power machine parameters and actuators can be adjusted to achieve a desired power machine operation ( Fig. 4) to enable. Additional confirmation of a malfunction in the position sensor or throttle of the CRV can be obtained by activating a routine such as the one described in Fig. The functions shown in section 5 can be provided via operator input. Furthermore, the controller can be designed to implement a control routine, such as the routine in Fig. 6. To ensure that changes in the throttle inlet pressure are due to adjustments in the CRV position. In particular, a deterioration in CRV throttle function can be detected by sending a periodic signal to the CRV and observing the variations in the throttle inlet pressure ( Fig. 8) can be determined. This allows a deterioration in the function of the CRV throttle to be isolated from the deterioration in the function of the CRV position sensor, and the maintenance of the CRV to be improved.

[0011] Fig. Figure 1 shows a schematic representation of an exemplary engine system with turbocharger 100, comprising a multi-cylinder internal combustion engine 10 and twin turbochargers 120 and 130. As a non-restrictive example, the engine system 100 can be included as part of a propulsion system for a passenger vehicle. The engine system 100 can receive intake air via an intake duct 140. The intake duct 140 can include an air filter 156. The engine system 100 can be a split engine system in which an intake duct 140 branches downstream of the air filter 156 into a first and a second branch intake duct, each comprising a turbocharger compressor.In the resulting arrangement, at least a part of the intake air is directed via a first branch intake channel 142 to the compressor 122 of the turbocharger 120, and at least a further part of the intake air is directed via a second branch intake channel 144 of the intake channel 140 to the compressor 132 of the turbocharger 130.

[0012] The first portion of the total intake air, compressed by the compressor 122, can be fed to an intake manifold 160 via a first parallel branched intake channel 146. In this way, intake channels 142 and 146 form a first combined branch of the engine's air intake system. Likewise, a second portion of the total intake air can be compressed by the compressor 132 and fed to the intake manifold 160 via a second parallel branched intake channel 148. Thus, intake channels 144 and 148 form a second combined branch of the engine's air intake system. As shown in Fig. As shown in Figure 1, the intake air from the intake channels 146 and 148 can be recombined via a common intake channel 149 before reaching the intake manifold 160, where the intake air is supplied to the engine.

[0013] In some examples, the intake manifold 160 can include an intake manifold pressure sensor 182 for estimating manifold pressure (MAP) and / or an intake manifold temperature sensor 183 for estimating manifold air temperature (MCT), each communicating with the controller 12. The common intake duct 149 can include an intercooler 154 and an intake throttle 158. The position of the intake throttle 158 can be adjusted via a throttle actuator (not shown) that is communicatively coupled to the controller 12. An intake throttle pressure sensor (TIP sensor 173) can be coupled to the common intake duct 149 at a point upstream of the intake throttle 158 and downstream of the intercooler 154. Furthermore, the TIP sensor 173 can be located downstream of the compressors 122 and 132. The throttle inlet pressure, also known as boost pressure, can be estimated by the TIP sensor 173.

[0014] A compressor return channel 150 can be provided for compressor pump control. To reduce compressor pumping, particularly when the driver releases the accelerator pedal, boost pressure from the intake manifold can be introduced into the intake duct 140 (specifically, at a point downstream of the air cooler 154 and upstream of the intake throttle 158) from a location downstream of the air filter 156 and upstream of the junction of intake ducts 142 and 144. By routing charge air from a location upstream of the intake throttle inlet to a location upstream of the compressor inlets, the boost pressure can be reduced rapidly, thus speeding up boost pressure control.

[0015] The flow through the compressor return channel 150 can be controlled by adjusting the position of the compressor return valve 152 (CRV 152) located therein. The CRV 152 can also be referred to as a compressor pump valve, compressor bypass valve (CBV), diverter valve, etc. In the example shown, the compressor return valve 152 can be a continuously variable valve whose position can be set to a fully open position, a fully closed position, or any position in between. Thus, the compressor return valve 152 can also be referred to here as a continuously variable compressor return valve or CCRV. In the example shown, the CCRV 152 is configured as a throttle valve, although the CCRV may be configured differently in other embodiments (e.g., as a poppet valve). Accordingly, the CCRV 152 can be a throttle (e.g.,as a throttle valve) and a position sensor to transmit a change in the position of the CCRV throttle to the controller 12. The position sensor for the CCRV throttle (or simply CRV) may also be referred to as the throttle position sensor (TPS) or CCRV throttle position sensor. It is understood that, although in . Fig. Figure 1 shows that the CCRV is designed for a V-6 engine with twin turbochargers, and that the CCRV can be similarly applied in other engine configurations, such as I-3, I-4, V-8, and other engine configurations with one or more turbochargers.

[0016] In an alternative arrangement, the compressor return channel can be positioned such that compressed air flows from a point upstream of the air cooler 154 to a point upstream of the compressors 122 and 132. In another arrangement, there can be two return paths, each with a return valve, arranged such that compressed air flows from the compressor outlet to the compressor inlet. It is also understood that the methods described here can be applied to a compressor return valve that is not continuously adjustable.

[0017] Under normal power engine operating conditions, the continuously variable compressor return valve 152 can normally be kept closed or almost closed. In such a position, the valve can operate with known or negligible leakage. Then, in response to pumping, the opening of the CCRV 152 can be increased. In some embodiments, one or more sensors can be coupled into the compressor return channel 150 to determine the mass of the recirculated flow supplied from the throttle inlet to the inlet channel. The various sensors can include, for example, pressure, temperature, and / or flow sensors.

[0018] In alternative embodiments, the compressor return valve can be designed as a two-position valve, adjustable to a fully closed or a fully open position. However, boost pressure control can be improved by using a CCRV (compressor return valve). Furthermore, by coordinating the operation of the CCRV with that of a boost pressure control device, boost pressure response and pumping tolerances can be improved. Therefore, the effect of opening or closing the CCRV 152 on the boost pressure can be essentially immediate. This allows for rapid control of boost pressure and pumping.

[0019] The engine 10 can comprise multiple cylinders 14. In the illustrated example, the engine 10 comprises six cylinders arranged in a V-configuration. Specifically, the six cylinders are arranged in two rows, a first row 13 and a second row 18, with each row comprising three cylinders. In alternative examples, the engine 10 can comprise two or more cylinders, such as 4, 5, 8, 10, or more. These cylinders can be evenly spaced and arranged in alternative configurations, such as a V-configuration, in-line, boxer configuration, etc. Each cylinder 14 can be equipped with a fuel injection device 166. In the illustrated example, the fuel injection device 166 is a direct injection device into the cylinder. However, in other examples, the fuel injection device 166 can be configured as a port-based fuel injection device.

[0020] The intake air supplied to each cylinder 14 (also referred to here as a combustion chamber 14) via the common intake port 149 can be used for fuel combustion, with the combustion products then being discharged via row-specific parallel exhaust ports. In the example shown, a first row 13 of cylinders of the engine 10 can discharge the combustion products via a first parallel exhaust port 17, and a second row 18 of cylinders can discharge the combustion products via a second parallel exhaust port 19. Both the first and second parallel exhaust ports 17 and 19 can furthermore contain a turbocharger turbine.

[0021] Specifically, the combustion products discharged through the exhaust port 17 can be routed through the exhaust turbine 124 of the turbocharger 120, which in turn can provide mechanical work to the compressor 122 via a shaft 126 to compress the intake air. Alternatively, some or all of the exhaust gas flowing through the exhaust port 17 can bypass the turbine 124 via the turbine bypass port 123, controlled by a boost pressure control device 128. Likewise, the combustion products discharged through the exhaust port 19 can be routed through the exhaust turbine 134 of the turbocharger 130, which in turn can provide mechanical work to the compressor 132 via a shaft 136 to compress the intake air flowing through the second branch of the intake port 144 of the engine's intake system.Alternatively, part or all of the exhaust gas flowing through the outlet channel 19 can bypass the turbine 134 via a turbine bypass channel 133, which is controlled by a boost pressure control device 138.

[0022] In some examples, the exhaust gas turbines 124 and 134 can be designed as variable geometry turbines, where the controller 12 can adjust the position of the blades (or vanes) of the turbine impeller to change the energy level obtained from the exhaust gas flow and transferred to their respective compressors. Alternatively, the exhaust gas turbines 124 and 134 can be designed as variable nozzle turbines, where the controller 12 can adjust the position of the turbine nozzle to change the energy level obtained from the exhaust gas flow and transferred to their respective compressors. The control system can, for example, be designed to change the blade or nozzle position of the exhaust gas turbines 124 and 134 independently via respective actuators.

[0023] The exhaust gases in the first parallel outlet channel 17 can be directed to the atmosphere via the branched parallel outlet channel 170, while the exhaust gases in the second parallel outlet channel 19 can be directed to the atmosphere via the branched parallel outlet channel 180. The outlet channels 170 and 180 can contain one or more exhaust aftertreatment devices, such as a catalyst, and one or more exhaust gas sensors (not shown).

[0024] In some embodiments, the engine 10 may further include one or more exhaust gas recirculation (EGR) channels to return at least a portion of the exhaust gas from the first and second parallel exhaust ports 17 and 19 and / or the first and second parallel branched exhaust ports 170 and 180 to the first and second branched intake ports 142 and 144 and / or the first and second parallel branched intake ports 146 and 148 or the intake manifold 160. These may include high-pressure EGR loops for providing high-pressure EGR (HP-EGR) and low-pressure EGR loops for providing low-pressure EGR (LP-EGR). If included, HP-EGR may be provided in the absence of boost pressure supplied by the turbochargers 120, 130, while LP-EGR may be provided in the presence of boost pressure and / or when the exhaust gas temperature exceeds a threshold.In other examples, both high-pressure EGR (HP-EGR) and low-pressure EGR (LP-EGR) can be provided simultaneously. The low-pressure EGR loops can recirculate at least some exhaust gas from each of the branched parallel exhaust ports downstream of the exhaust turbine into the corresponding branch of the intake port upstream of the compressor. Each of the LP-EGR loops can have corresponding LP-EGR valves for controlling the exhaust gas flow through the LP-EGR loop, as well as respective charge air coolers for reducing the temperature of the exhaust gas recirculated into the engine intake. The high-pressure EGR loops can recirculate at least some exhaust gas from each of the parallel exhaust ports upstream of the exhaust turbine into the corresponding parallel intake port downstream of the compressor. As shown, the high-pressure EGR loop 177 can recirculate a portion of the exhaust gas from the first parallel exhaust port 17 into the first parallel branched intake port 146.Similarly, the high-pressure EGR loop 197 can recirculate at least some exhaust gas from the second parallel exhaust port 19 into the second parallel branched intake port 148. The EGR flow through the high-pressure EGR loops can be controlled via respective high-pressure EGR valves and high-pressure EGR charge air coolers (not shown). Thus, the EGR flow through the high-pressure EGR loop 197 can be controlled by an high-pressure EGR valve 195, while the EGR flow through the high-pressure EGR loop 177 is controlled by an high-pressure EGR valve 175.

[0025] The position of the intake and exhaust valves of each cylinder 14 can be regulated by hydraulically actuated lifters coupled to valve pushrods or by a cam profile switching mechanism using cams. In this example, at least the intake valves of each cylinder 14 can be controlled by cam actuation using a cam actuation system. In particular, the intake valve cam actuation system 25 can comprise one or more cams and can employ variable cam timing or lift for the intake and / or exhaust valves. In alternative embodiments, the intake valves can be controlled by electric valve actuation. Similarly, the exhaust valves can be controlled by cam actuation systems or electric valve actuation.Cam actuation systems can include one or more cams mounted on one or more camshafts and can utilize cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT) and / or variable valve lift (VVL) systems, which can be operated by the controller 12 to vary the valve actuation.

[0026] The power machine system 100 can be controlled, at least partially, by a control system 15 comprising the controller 12 and an input from a vehicle operator 190 via an input device 192. In this example, an input device 192 can comprise an accelerator pedal and a pedal position sensor 194 for generating a proportional pedal position signal PP.

[0027] It is shown that the control system 15 receives information from several sensors 16 (various examples of which are described here) and sends control signals to several actuators 81. As an example, the sensors 16 can include a TIP sensor 173, a humidity sensor, a MAP sensor 182, and an MCT sensor 183. In some examples, a throttle valve inlet temperature sensor can be arranged upstream of the inlet throttle 158 to estimate a throttle valve air temperature (TCT). In other examples, one or more of the EGR channels can contain pressure, temperature, and air / fuel ratio sensors to determine the characteristics of the EGR flow. As another example, the actuators 81 can include the CCRV 152, the fuel injection device 166, the HP-EGR valves 175 and 195, the LP-EGR valves (not shown), which include the intake throttle 158 and the boost pressure control devices 128, 138. Other actuators, such as...Various additional valves and throttles can be coupled at different locations in the power machine system 100. The controller 12 can receive input data from the various sensors, process the input data, and trigger the actuators in response to the processed input data based on commands or code programmed according to one or more routines. Exemplary control routines are shown here with reference to [reference missing]. Fig. 2-6 described.

[0028] This disclosure describes methods for differentiating between a deterioration of a CCRV throttle and a deterioration of a CCRV position sensor. It should be noted that throughout this disclosure, CRV and CCRV are used interchangeably to represent the compressor recirculation valve, which may be continuously adjustable. In one example, the CCRV throttle may be deteriorated and may be stuck in an open (or largely open) position. In this case, the boost pressure generated by the compressor(s) may be continuously vented, affecting torque delivery and drivability. In another example, the CCRV throttle may be deteriorated and may be stuck in a closed (or largely closed) position.Consequently, the CCRV may not be able to reduce compressor pumping as desired, which can lead to noise, vibration, and harshness (NVH) problems, as well as compressor degradation. In yet another example, the CCRV's position sensor may be faulty. For instance, the wiring and / or processing circuitry within the position sensor may be damaged. As a result, the position sensor may provide inaccurate information about the CCRV's throttle position. Furthermore, precise control of the CCRV's throttle position may become impossible. Therefore, identifying the cause of deterioration in specific components for the engine control system can be beneficial and help reduce repair costs.

[0029] As a first step, the controller in the vehicle can identify CCRV deterioration when the CCRV position sensor fails to register an expected change in the CCRV throttle position in response to a commanded change in the CCRV throttle position. CCRV deterioration can encompass deterioration of the CCRV throttle itself and deterioration of the CCRV position sensor. Based on the engine's operating conditions, the controller can then determine which CCRV component may be affected. This differentiation can be based on either a change in throttle inlet pressure (TIP), as measured by a TIP sensor, or a commanded change in the CCRV throttle position.Furthermore, the output of the CCRV throttle position sensor can be used in addition to the TIP measurements and the commanded change of the CCRV throttle position to identify component-specific deterioration in the CCRV.

[0030] If engine conditions do not allow differentiation between deterioration of the throttle and the position sensor in the CCRV, component-specific deterioration can be detected via operator input. The operator can initiate a diagnostic routine, whereby the controller can command a change in the position of the CCRV throttle, measure a corresponding change (or lack thereof) in the TIP, and determine which specific component of the CCRV is deteriorating. Additionally or alternatively, CCRV throttle deterioration can also be determined by commanding a periodic signal to the CCRV throttle via operator input. This diagnostic procedure can also ensure that the TIP, estimated by the TIP sensor, is not affected by noise from other engine parameters. The periodic signal can be a square wave with a period based on turbodynamics.The resulting changes in the TIP can be measured, and a deterioration of the CCRV choke can be indicated if the change in the TIP does not substantially correspond to the frequency and periodicity of the commanded signal. If changes in the TIP substantially correspond to the periodicity of the commanded signal, the CCRV choke can be considered robust.

[0031] Further details will be provided with reference to routines established in Fig. Figures 2-6 below describe the following. It should be noted that routines 200, 300, 400, 500, and 600 refer to the CCRV position sensor as the TPS (throttle position sensor), with the TPS output indicating a position of the CCRV throttle and / or changes in the CCRV throttle position. Furthermore, a commanded signal or position change for the CCRV indicates a commanded change in the CCRV throttle position. It should also be noted that routines 200, 300, 400, 500, and 600 refer to the CRV as the CCRV, indicating that the compressor return valve is a continuously variable compressor return valve as shown in [reference missing]. Fig. 1 is. In itself, the CCRV can be placed in a fully open position, a fully closed position, or any position between a fully closed and a fully open position.

[0032] Fig. Figure 2 shows an exemplary routine 200 for determining whether there is a deterioration of the CRV (or CCRV) in a supercharged power engine such as the power engine system of Fig. 1. In particular, CRV deterioration may be likely if a CRV position sensor does not indicate an expected change in the position of the CRV throttle in response to a commanded position change.

[0033] At 202, routine 200 can estimate and / or measure one or more engine operating conditions. Engine operating conditions can include engine load, boost pressure (or TIP), engine speed, torque demand, air-fuel ratio, engine operating duration, exhaust temperature, and so on. For example, the TIP can be estimated to determine if pumping conditions are likely. In another example, the torque demand and boost pressure can be estimated to determine if turbocharger spool-up is desired.

[0034] At 204, routine 200 can determine whether a change in the CRV (or CCRV) position is desired. For example, if pumping conditions are present, the CCRV can be moved from a largely closed position to an open (or nearly open) position. In another example, if turbocharger spool-up is desired, the CCRV can be moved from a largely open position to a more closed (or fully closed) position. If 204 determines that a change in the CCRV position is not desired, routine 200 can be stopped and terminate. Conversely, if a change in the CCRV position is requested, routine 206 commands the desired change in the CRV position. For example, the CCRV can be commanded to a more open position to reduce pumping.In another example, the CCRV can be commanded to move into a more closed position to allow for an increase in the loading level.

[0035] At 208, routine 200 determines whether the CCRV throttle position sensor indicates the expected change in position. In one example, if the CCRV throttle has been commanded to move from a largely closed position to a largely open position, the position sensor can signal the corresponding change in the throttle position in response to the command. Similarly, in another example, if the CCRV throttle has been commanded to move from a fully open position to a largely closed position, the position sensor can indicate the corresponding change in the throttle position. If so, routine 200 proceeds to 210 to diagnose no deterioration of the CCRV with respect to the position sensor or the throttle. Routine 200 then terminates.If the position sensor at 208 does not signal the expected change in position, routine 200 proceeds to 212 to determine the deterioration of the CCRV. At 214, further diagnosis of the CCRV can be performed by activating routine 300. Fig. 3. Routine 200 may be initiated to identify whether the CCRV deterioration includes deterioration of the position sensor and / or deterioration of the CCRV throttle. Alternatively, in some embodiments, routine 200 may activate a diagnostic code indicating CCRV deterioration and initiate routine 500. Fig. 5. A user input is required to request routine 212. For example, routine 500 can be activated by a user input in a workshop, car dealership, or other similar locations that offer repairs. Routine 200 then terminates.

[0036] If CCRV deterioration is determined, the controller can attempt to compensate for existing power machine conditions with resulting actuator commands (e.g.,

[0037] commands to the CCRV) to differentiate between the deterioration of the CCRV's throttle and the deterioration of the CCRV's position sensor (via routine 300 of Fig. 3) to differentiate. This diagnosis can also be made by operator input via routines 500 ( Fig. 5) and 600 ( Fig. 6) be confirmed. Routines 500 and 600 can be used in addition to or as an alternative to routine 300. If the existing power machine conditions and the resulting actuator commands cannot isolate component-specific deterioration in the CCRV, further diagnostics can be performed via operator input as in routines 500 (of Fig. 5) and 600 (of Fig. 6) will be shown and executed.

[0038] With reference to Fig. Figure 3 shows routine 300 for identifying component-specific deterioration in the CCRV during power engine operation. Specifically, the routine can diagnose deterioration of the position sensor (TPS) and / or the CCRV throttle based on the TIP, the position sensor output, and changes commanded to the CCRV. It is understood that routine 300 is executed without operator input or manual commands when the power engine is running.

[0039] At 302, the routine monitors 300 commands to the CCRV, resulting changes in the TIP, as provided by the TIP sensor (e.g., the TIP sensor 173 of Fig. 1) are transmitted, and corresponding readings from the position sensor, if present. At 304, routine 300 determines whether a command has been issued to close the CCRV and whether there is a resulting increase in TIP, while the position sensor output indicates that the CCRV is open. For example, a command may be issued to close the CCRV when a pedal actuation event occurs to allow for increased thrust. In one example, the CCRV throttle may be ordered from a fully open position to a fully closed position. In another example, the CCRV throttle may be ordered from a mostly open position to a fully closed position. In yet another example, the CCRV throttle may be ordered from a mostly open position to a largely closed position.If an increase in TIP is measured by the TIP sensor, the CCRV throttle may be in its designated closed position. In fact, the CCRV throttle may be in a fully closed position, so that no airflow or nominal airflow through a compressor return duct of 150 in... Fig. 1 occurs. However, if the TPS sensor output does not indicate the corresponding change in the position of the CCRV throttle, routine 300 can progress to 306 to determine a probability of the CCRV position sensor deteriorating. Thus, routine 300 progresses to 306 when a command has been issued to close the CCRV, resulting in an increase in TIP, while the position sensor output indicates that the CCRV is open. In this case, the TPS can indicate that the CCRV throttle is in an open position, which may be the initial position of the CCRV throttle before receiving the closing command from the controller at 304.

[0040] At 306, routine 300 can replace routine 400. Fig. 4. Activate to provide corrective actions in response to the determination of the probability of CCRV position sensor degradation. For example, the determination of position sensor degradation may be followed by CCRV deactivation. Consequently, in one example, charging and pumping conditions may be controlled by adjusting the boost pressure control device coupled across the turbocharger's exhaust turbine. In other examples, the intake throttle, variable cam timing, and / or turbocharger blades may be adjusted in response to CRV deactivation. Next, at 308, the determination of the probability of TPS degradation by routine 500 of Fig. 5 (optional) must be confirmed. The routine can, in itself, be performed by Fig. 5 can be activated, for example, by operator input in a car repair shop. Furthermore, at 310, a diagnostic code indicating the probability of TPS deterioration can be issued in response to the TPS deterioration determination, and a warning light (MIL) can be activated to notify the driver.

[0041] Upon returning to 304, if routine 300 determines that closing the CCRV was not commanded without resulting in an increase in TIP, while the position sensor output indicates that the CCRV is open, then it can proceed to 312 to confirm whether opening the CCRV was commanded and resulted in a decrease in TIP, while the TPS output indicates that the CCRV is closed. For example, an open CCRV can be commanded when pumping conditions are indicated. In one example, the CCRV throttle can be commanded from a fully closed position to a fully open position. In another example, the CCRV throttle can be commanded from a largely closed position to a fully open position. In yet another example, the CCRV throttle can be commanded from a partially open position to a largely open position.If a decrease in TIP is measured by the TIP sensor, the CCRV throttle may be in its commanded open position. If the TPS output indicates that the CCRV throttle is in a closed (or predominantly closed) position, routine 300 progresses to 306 to determine the probability of the CCRV position sensor deteriorating. Thus, routine 300 to 306 may progress if an open CCRV has been commanded with a resulting increase in TIP, while the position sensor output indicates that the CCRV is open. The TPS may indicate that the CCRV throttle is in a closed position, which could be the initial position of the CCRV throttle before receiving the open command from the controller at 312.

[0042] As already explained, routine 400 can be used at 306. Fig. 4 for corrective actions in response to the determination of the probability of CRV position sensor deterioration. At 308, the determination of the probability of TPS deterioration can be carried out by routine 500 of Fig. 5 (optional) can be further confirmed. Furthermore, at 310, in response to the TPS deterioration determination, a diagnostic code can be issued indicating the probability of TPS deterioration, and the MIL can be activated to inform the driver.

[0043] If, upon returning to 312, it is determined that no open CCRV is commanded, routine 300 proceeds to 314 to confirm whether an existing engine condition requires the CCRV to close. For example, the CCRV may be commanded to the fully closed position. Furthermore, routine 314 may confirm whether a measured TIP is not substantially equal to an expected peak TIP and whether the TPS output indicates that the CCRV throttle is in an open (or largely open) position. In principle, for a given engine model, a given CCRV size, known constraints in the path to the CCRV, the specific design of each of the one or more inlet compressors and one or more exhaust turbines, a particular engine size and design, and based on engine operating characteristics such as ignition timing, inlet throttle angle, fuel type, etc.An achievable peak TIP must be known. Accordingly, if the expected TIP (e.g., peak TIP) matches the measured TIP, and a closed CCRV has been commanded while the TPS indicates that the CCRV throttle is in an open (or predominantly open) position, it can be determined that the CCRV throttle is degraded. Routine 300 proceeds to 316 if a closed CCRV has been commanded and the resulting increase in TIP is not equivalent to an expected peak TIP, while the position sensor output indicates that the CCRV is open.

[0044] At 316, routine 300 determines the probability of CCRV throttle deterioration. Specifically, the CCRV throttle may be stuck in an open (or mostly open) position. If the CCRV throttle remains stuck in an open (or mostly open) position, sufficient boost pressure cannot be developed, and the boost pressure at the intake throttle inlet may be lower than expected. Furthermore, based on the determination of CCRV throttle deterioration (e.g., stuck in an open position), various corrective actions at 322 can be determined based on routine 400 of Fig. 4. Next, at 324, further confirmation of the CCRV throttle deterioration can be performed by operator input. This can be an optional activation of routine 500 of Fig. 5 or the routine 600 of Fig. It should be 6. At 326, a corresponding diagnostic code indicating the deteriorated throttle (e.g., throttle blocked in an open position) can be set, and the MIL can be activated. Routine 300 can then end.

[0045] If closing the CCRV is not commanded at 314, routine 300 can proceed to 318 to confirm whether an existing power engine condition requires opening the CCRV. This involves commanding the CCRV throttle from a closed (or mostly closed) position to a fully open (or mostly open) position. At 318, it can also be determined whether the commanded opening of the CCRV will produce a decrease in TIP and whether the TPS indicates that the CCRV throttle is closed (or mostly closed). For example, if the CCRV throttle does not change position to an open position as commanded, the TIP may remain at a higher level than desired. If the TPS indicates that the CCRV throttle has not moved and remains in a closed (or mostly closed) position, the CCRV throttle may be deteriorated.In particular, the CCRV throttle may be blocked in a closed (or largely closed) position. Therefore, if a decrease in TIP in response to the commanded opening of the CCRV is not measured by the TIP sensor, while the TPS indicates that the CCRV throttle is in the closed (or largely closed) position, routine 300 proceeds to 320 to determine the probability of deterioration of the CCRV throttle (e.g., blocked in a closed position). Furthermore, at 322, a corresponding corrective action may be initiated according to routine 400. Fig. 4. Next, at 324, further confirmation of the CRV throttle deterioration can be performed via operator input. This can optionally activate routine 500 of Fig. 5 or the routine 600 of Fig. 6. At 326, a corresponding diagnostic code indicating a deteriorated throttle (e.g.,

[0046] The fault code (throttle blocked in a closed position) is set and the MIL (Malfunction Indicator Lamp) is activated. Routine 300 can then end.

[0047] Upon returning to 318, if an open CRV is not commanded (and no resulting TIP change is observed, while the TPS indicates the CRV throttle is closed), routine 300 proceeds to 328 to wait and execute diagnostic routine 500 via operator input. Additionally, at 330, a diagnostic code "M" can be set and the MIL activated. Here, the diagnostic code "M" can indicate that further diagnostics via operator input are required, after which diagnostic routine 500 can be activated at a later time.

[0048] Thus, an exemplary method for a turbocharged engine can involve differentiating between the deterioration of a compressor recirculation valve (CRV) throttle and the CRV position sensor based on both the throttle inlet pressure and the commanded position of the CRV throttle. The CRV can be a continuously variable compressor recirculation valve (CCRV). Differentiating between the deterioration of the CRV throttle and the CRV position sensor can also be based on an output from the CRV position sensor in response to the commanded position of the CRV throttle. Furthermore, the throttle inlet pressure can be measured upstream of an inlet throttle located in an intake port of the turbocharged engine.The procedure may further include indicating position sensor degradation based on a change in throttle inlet pressure in response to a commanded change in the position of the CRV throttle, and a lack of change in position sensor response in response to the commanded change in the position of the CRV throttle (at 304 and 312 of routine 300, respectively). In response to the indication of CRV position sensor degradation, the procedure may include disabling the CRV. Furthermore, in response to disabling the CRV, the procedure may include adjusting a boost pressure control device, an inlet throttle, and / or a variable cam timing setting.The procedure may also include indicating CRV throttle deterioration based on a lack of change in the position sensor response to a commanded change in the CRV throttle position and a lack of change in the throttle inlet pressure in response to the commanded change in the CRV throttle position. In this context, CRV throttle deterioration may include the throttle being blocked in an open state or the throttle being blocked in a closed state. Alternatively or additionally, throttle deterioration may include the throttle being partially blocked in an open state and / or the throttle being partially blocked in a closed state.

[0049] Another exemplary procedure may involve: actuating a continuously variable compressor recirculation valve (CCRV), indicating a deterioration of the CCRV based on feedback from a CCRV position sensor indicating that a throttle of the CCRV did not change position during actuation, and differentiating between the deterioration of the CCRV throttle and the deterioration of the CCRV position sensor. This differentiation may be based on a throttle inlet pressure, where the throttle inlet pressure is measured by a sensor located upstream of an inlet throttle and downstream of an inlet compressor.Differentiating between a deterioration of the CCRV throttle and the CCRV position sensor can further be based on a commanded change in the CCRV position, an expected change in throttle inlet pressure, and feedback from the CCRV position sensor.

[0050] For example, the method may include indicating a deterioration of the position sensor based on an increase in throttle inlet pressure in response to the CCRV being commanded to a closed position, and feedback from the position sensor indicating that the CCRV is open. In another example, the method may also include indicating a deterioration of the position sensor based on a decrease in throttle inlet pressure in response to the CCRV being commanded to an open position, and feedback from the position sensor indicating that the CCRV is closed. In yet another example, the method may further include indicating a deterioration of the CCRV throttle based on a lack of change in throttle inlet pressure in response to the CCRV being commanded to a closed position, and feedback from the position sensor indicating that the CCRV is open.Alternatively, the increase in gas inlet pressure may not correspond to an expected increase in throttle inlet pressure in response to the CCRV being commanded to a closed position, and the position sensor may indicate that the CCRV is open. In another example, the method may indicate the deterioration of the CCRV throttle based on a lack of change in throttle inlet pressure in response to the CCRV being commanded to an open position and feedback from the position sensor indicating that the CCRV is closed. In this case, the throttle inlet pressure may not decrease as expected when the CCRV is commanded to the open position.

[0051] With reference to Fig. Figure 4 shows the exemplary routine 400, which demonstrates various adjustments that can be made based on the determination of the deterioration of the CCRV throttle position sensor (TPS) or the deterioration of the CCRV throttle itself (e.g., the throttle is stuck in an open or closed position). In particular, a desired boost level can be achieved and pump control can be performed by adjusting the positions of the boost pressure control device, the intake throttle, the valve timing settings, etc. It should be noted that routine 400 can only be executed after a determination of either the TPS deterioration or the CCRV throttle deterioration in routine 300. Fig. 3 can be activated.

[0052] In case of error 402, routine 400 confirms that either the CCRV's TPS or the CCRV throttle is degraded. As an example, based on routine 300 of Fig. 3. It can be determined that one of the components of the CCRV is deteriorated. If none of the components are deteriorated, routine 400 at 404 cannot be performed and can terminate. However, if deterioration in the CCRV (e.g., either the TPS or the throttle) has been determined, routine 400 proceeds to 406, where it can determine if the position sensor of the CCRV (specifically, the position sensor of the CCRV throttle) is deteriorated. For example, routine 300 of Fig. 3. Based on a lack of change in the position sensor output when the CCRV is commanded to a closed position, while an increase in TIP is measured in response to the command, it can be determined that the TPS is degraded. In another example, routine 300 of Fig. 3. Based on a lack of change in the output of the position sensor when the CCRV is commanded to an open position, while a drop in TIP is measured in response to the command, it can be determined that the TPS is deteriorating.

[0053] If so, routine 400 proceeds to 408 to disable the CCRV throttle, as position control via the position sensor may not be achievable if the position sensor is degraded. Thus, the CCRV can be switched off and disabled. Alternatively, if the position sensor is degraded but the CCRV throttle is not, the CCRV throttle can be controlled in an open-loop manner, for example, based on manifold pressure. This allows for greater engine functionality compared to a state where the CCRV throttle is completely disabled. Next, routine 400 at 410 can adjust the position of the boost control device, intake throttle, and / or valve timing (e.g., variable cam timing), etc., in response to the CCRV disabling and based on existing engine operating conditions.In one example, if pump control is desired, the boost pressure control device can be moved to a more open position, allowing for a reduction in boost level. Alternatively, the intake throttle opening can be adjusted to reduce pumping states. In another example, if a higher boost level is desired, the boost pressure control device can be moved to a more closed position. Airflow can also be adjusted by changing the valve timing settings in the engine's cylinders. Furthermore, if the engine's turbocharger is a variable geometry turbocharger, the controller can adjust the position of the turbine impeller blades to vary the level of energy delivered to the compressor. Routine 400 can then terminate.

[0054] If, at step 406, it is determined that the position sensor in the CCRV is not deteriorated, routine 400 proceeds to 412 to confirm whether the CCRV throttle is deteriorated and stuck in an open (or largely open) position. If so, at step 414, the boost control device can be moved to a closed position to allow, if desired, a higher boost level. As previously explained, the CCRV can vent boost pressure if stuck in an open (or largely open) position, which can impair torque delivery. Accordingly, the boost control device can be moved to a fully closed (or largely closed) position to direct a significant portion of the exhaust gases to the turbocharger's exhaust turbine, thus allowing boost pressure to build up.If, at step 412, it is determined that the CCRV throttle valve is not stuck in an open position, routine 400 proceeds to 416 to determine that the CCRV throttle valve is stuck in a closed position. Furthermore, at step 418, the boost control device may be set to a more open position based on engine conditions. For example, if the CCRV throttle valve is stuck in a closed (or nearly closed) position, pump control may be impossible. Accordingly, if the pressure downstream of one or more intake compressors increases, the boost control device may be opened to reduce the turbocharger speed and the boost pressure at the intake throttle valve inlet.

[0055] In this way, different actuators can be set differently when it is determined that the CCRV position sensor is deteriorated, than when it is determined that the CCRV throttle is deteriorated.

[0056] With reference to Fig. Figure 5 shows the exemplary routine 500, which is a diagnostic routine for differentiating between TPS deterioration and CCRV throttle deterioration within the CCRV. Routine 500 can be activated by a controller based on operator input, such as at a dealership, service center, or repair shop. Furthermore, routine 500 can be activated by a manual command after an initial determination of CCRV deterioration, for example, at step 212 of routine 200.

[0057] At 502, the controller can acknowledge the activation of the diagnostic routine. An operator can then activate the diagnostic routine as in routine 500. If no acknowledgment is received, routine 500 cannot be activated at 504 and terminates. However, if an acknowledgment is received at 502, routine 500 proceeds to 506, where an input voltage is commanded to the CCRV choke while the TIP is monitored. In one example, the input voltage can move the CCRV choke from a fully closed position to a fully open position. In another example, the input voltage can move the CRV choke from a largely open position to a fully closed position.

[0058] Next, at 508, it can be determined whether a change in TIP is measured by the TIP sensor. In one example, when the CCRV choke is moved to the fully closed position, an increase in TIP may be measured by the TIP sensor if the CCRV choke is not degraded. If the CCRV choke is degraded, there can be no increase in TIP upon receiving the input voltage. Alternatively, if the CCRV choke is degraded, the measured increase in TIP may not correspond to an expected increase in TIP in response to the commanded voltage to close the CCRV choke. In another example, a decrease in TIP may be measured when the CCRV choke is not degraded and is moved to an open position. However, if the CCRV choke is degraded (e.g., jammed in a closed position), there may be a nominal decrease in TIP.Alternatively, there can be no measurable decrease in TIP if the CCRV throttle is deteriorated and blocked in a closed position.

[0059] Therefore, at 508, when routine 500 determines that a change in TIP is observed in response to the input voltage and that the change in TIP is substantially equivalent to an expected change, routine 500 will proceed to 510 to determine that the TPS is degraded. However, the measured change in TIP could be due to noise factors such as changes in ignition timing, changes in pedal position, gear changes, etc. Accordingly, routine 500 will proceed to 512 to diagnose TPS degradation by activating routine 600. Fig. 6 to confirm. In another example, the diagnosis can be considered complete at 510 and it can be determined that the CCRV position sensor is degraded. At 518, an optional diagnostic code indicating TPS degradation can be set and a MIL can be activated. Therefore, if engine operation is to continue after this determination of TPS degradation, the CCRV can be deactivated and switched off.

[0060] If routine 500 determines at 508 that there is no change in TIP, it can be confirmed at 514 that the CCRV throttle is deteriorated. Alternatively, it can then be determined that the CCRV throttle is deteriorated if routine 500 confirms that the change in TIP is not equivalent to an expected change in TIP. The CCRV throttle may be deteriorated to the point that the throttle is locked in an open (or predominantly open) position. In another example, the CCRV throttle may be deteriorated to the point that the throttle is locked in a closed (or predominantly closed) position. To further confirm the diagnosis that the CCRV throttle is deteriorated, routine 500 can proceed to 516 to call routine 600. Fig. 6 to activate. Routine 600 is described further below. At 518, a diagnostic code indicating CCRV throttle deterioration can be set and the MIL activated.

[0061] In this way, an operator-activated routine can be executed to determine whether the CCRV deterioration is due to a failure of the position sensor or of the CCRV choke within the CCRV. By applying an input voltage to the CCRV choke via operator input, a more precise diagnosis can be made. Furthermore, by identifying which component of the CCRV is failing, repairs can be carried out in a shorter timeframe.

[0062] Fig. Section 6 presents an exemplary Routine 600 for ensuring that changes in the TIP are primarily due to adjustments in the position of the CCRV throttle. Furthermore, Routine 600 can also provide an additional and more reliable method for diagnosing CCRV throttle deterioration. In this procedure, a periodic signal can be sent to the CCRV throttle, and corresponding changes in the TIP can be monitored to determine the extent of CCRV deterioration.

[0063] At 602, the CCRV throttle can be diagnosed by commanding a periodic signal to the CCRV throttle and monitoring changes in the TIP in response to changes in the CCRV throttle position. The periodic signal can be predefined and can be commanded by the controller based on operator input. Routine 600 at 604 can command a periodic signal that has a square waveform. Furthermore, routine 600 at 606 includes commanding a periodic signal that has a periodicity (or period) based on a turbocharger response time. In one example, the periodicity (or period) of the square waveform can be less than the turbocharger's dynamics. More precisely, the period of the periodic square waveform signal can be longer than the turbocharger's response time.In principle, the period of the square wave can be of sufficient duration for the turbocharger and engine system to stabilize after each flank of the square wave.

[0064] For example, if an open CCRV is commanded by the first edge of the periodic signal, and the CCRV throttle moves from a closed position to a more open position, the TIP may initially decrease. In response to this decrease in TIP, the boost pressure control device can be moved by the controller to a more closed position to restore the TIP to a setpoint pressure. The setpoint pressure can be a boost pressure chosen for the current engine state. Changes in TIP resulting from adjustments to the CCRV throttle position can therefore be temporary. Thus, the square waveform can have a period of sufficient duration to allow the TIP to readjust to its setpoint. It is understood that, instead of a symmetrical square waveform, any square waveform can be commanded as the periodic signal.

[0065] Upon returning to routine 600, it can be determined at 608 whether the observed changes in TIP substantially correspond to the periodicity of the periodic signal. For example, it can be determined whether the changes in TIP exhibit a similar frequency and periodic pattern to the commanded periodic signal to the CCRV throttle. It should be noted that, as explained above, the changes in TIP may be temporary, so the TIP may initially rise (or fall) in response to the closing (or opening) of the CCRV throttle, but the TIP may later fall (or rise) as the boost pressure control device and / or other actuators adjust to restore the TIP to the target pressure.

[0066] If, at step 608, it is determined that changes in the TIP substantially correspond to the periodic pattern and frequency of the commanded signal to the CCRV choke, routine 600 proceeds to 610 to determine that the CCRV choke is not degraded. Essentially, the CCRV choke is shifting in accordance with the periodic signal command supplied to the CCRV choke by the controller.

[0067] For example, the square wave of the periodic signal can change the position of the CCRV throttle from a fully open position to a fully closed position. The selected period of the square wave can allow the CCRV throttle to be held either fully closed or fully open for a sufficient duration to allow the TIP to reset to the set pressure. If the CCRV throttle is not locked in an open position (or locked in a closed position) and if it moves according to the periodic command signal, the TIP can change in accordance with the CCRV throttle's displacement. More specifically, in one example, when the CCRV throttle transitions from the fully open to the fully closed position, the TIP may initially increase significantly.Later, the TIP can be reduced to the target value by actuating the boost pressure control device into a more open position. Once the target pressure is reached and the engine and turbocharger system have stabilized in a given state, the periodic signal can cause the CCRV throttle to move from the fully closed position to the fully open position. In response to this transition, a significant decrease in TIP may initially be measured by the TIP sensor. However, this decrease may be temporary, as the boost pressure control device can be moved to a more closed position to restore the TIP to its target value. Thus, the TIP can change significantly on each edge of the commanded periodic signal if the CCRV throttle is not locked in an open position (or locked in a closed position).At a later point, the TIP (Temperature Intake Point) can be reset to the predetermined target pressure. For example, an actuator other than the boost pressure control device can be adjusted to reset the TIP to the target pressure, such as an intake throttle and / or a valve timing setting and / or a valve lift setting. However, such measures can affect engine torque and may require further countermeasures such as a transmission shift, an adjustment of the ignition timing setting, etc.

[0068] Optionally, after determining at 610 that the CCRV has not degraded, routine 600 can proceed to 612 to indicate that the CCRV position sensor has degraded. This determination can be based on a previous CCRV degradation indication, such as that from routine 200 at 212, or a previous TPS degradation indication, such as that from routine 300 at 306 and routine 500 at 510. Note that the previous CCRV and / or TPS degradation indications may be based on a commanded change in the CCRV position that does not include a periodic signal command. Routine 600 can then terminate.

[0069] In another example, after determining at 610 that the CCRV is not degraded, it can be determined that the position sensor of the CCRV is degraded if a commanded change of the CCRV position at a later time after determining the robustness of the CCRV throttle does not produce a corresponding change in the response of the position sensor.

[0070] If, on the other hand, at 608 it is confirmed that changes in the TIP do not substantially conform to the periodic pattern and frequency of the commanded signal to the CCRV throttle, routine 600 proceeds to 614 to determine that the CCRV throttle is deteriorating. In this case, the CCRV throttle may not be moving in accordance with the periodic signal command provided to the CCRV throttle by the controller. Accordingly, the CCRV throttle may be stuck in a fully open position, a fully closed position, or a position in between. At 616, routine 600 may optionally provide an appropriate diagnostic code alerting the operator to a blocked CCRV throttle (blocked in an open or closed position), and the MIL may be triggered.

[0071] Thus, an exemplary system may comprise a power engine, a turbocharger for providing boost pressure to the power engine, wherein the turbocharger comprises an exhaust turbine and an inlet compressor, an inlet throttle arranged downstream of the inlet compressor in an inlet channel, a boost pressure control device coupled across the turbine, a continuously variable return control valve (CCRV) coupled across the compressor, wherein the CCRV comprises a CCRV throttle and a CCRV position sensor, and a throttle inlet pressure sensor (TIP sensor) coupled to the inlet channel upstream of the inlet throttle and downstream of the inlet compressor.The exemplary system may further include a control system with computer-readable commands stored in non-volatile memory for the following: commanding a periodic signal to the CCRV, measuring changes in pressure at an inlet of the intake throttle using the TIP sensor, and then, if the changes in pressure at the inlet of the intake throttle in response to the commanded periodic signal do not correspond to a frequency of the commanded periodic signal, indicating deterioration of the CCRV throttle. The control system may further include commands for the following: if the changes in pressure at the inlet of the intake throttle in response to the commanded periodic signal substantially correspond to the frequency of the commanded periodic signal, not indicating deterioration of the CCRV throttle.

[0072] Furthermore, the control system may include additional commands to indicate CCRV position sensor deterioration based on an initial determination of CCRV deterioration and on the assumption that the pressure changes at the intake throttle inlet in response to the commanded periodic signal substantially correspond to the frequency of the commanded periodic signal. The initial determination of CCRV deterioration may include a diagnosis such as the one performed at 212 in routine 200. Therefore, the initial determination of CCRV deterioration may include a lack of change in a CCRV position sensor output in response to an initial commanded CCRV position change (such as the one at 206 in routine 200), where the initial commanded change is different from the periodic signal.Alternatively, the initial determination of CCRV deterioration can include determining the TPS sensor deterioration at 510 in routine 500, followed by confirmation in routine 600. In this case, if routine 500 determines that the position sensor is deteriorated, routine 600 can confirm this diagnosis of TPS deterioration if changes in TIP substantially correspond to the commanded periodic signal to the CRV throttle. It should be noted that in both cases (routine 500 or routine 200), the first commanded position change of the CCRV is different from the periodic signal command. Furthermore, the first commanded position change may not be a periodic signal command. The periodic signal may consist of a symmetrical square waveform with a period based on the turbocharger's response time.Alternatively, the periodic signal can comprise any rectangular waveform with a period based on the turbocharger's response time. Furthermore, the control system can also include commands to deactivate the CCRV and adjust the boost pressure control device, an intake throttle position, and / or a valve timing setting after deactivation of the CCRV in response to a deterioration signal from the CCRV position sensor.

[0073] Fig. Figure 7 shows an exemplary comparison of the identification of the deterioration of the CRV position sensor relative to that of the CRV throttle in an exemplary power machine system such as the one in Fig. 1. Map 700 of Fig. Figure 7 shows CCRV throttle degradation in graph 702, CCRV position sensor degradation (TPS degradation) in graph 704, output from the CCRV position sensor (TPS) in graph 708, the TIP as measured by the TIP sensor in graph 710, and a CCRV command in graph 712. All of the above variables are plotted against time on the x-axis. Furthermore, time is shown increasing from left to right along the x-axis. It should be noted that chart 700 shows three separate degradation determinations at three different events.

[0074] Before t1, the CCRV can be held in a fully open position, as shown by the command to the CCRV. The TIP, as measured by the TIP sensor (Graph 710), is lower because the CCRV is in the fully open position. Furthermore, the TPS output indicates that the CCRV throttle is in the open position. At t1, the controller can command a change in the position of the CCRV. As shown at t1, the CCRV can be commanded from the fully open position it had before t1 to a fully closed position. The TPS output does not change in response to this command at t1, and the TPS continues to show the CCRV (or the CCRV throttle) in its open position. However, an increase in TIP is measured between t1 and t2, indicating that the position of the CCRV throttle has changed from the fully open position to the fully closed position.Accordingly, at t2, a deterioration of the CRV position sensor is indicated (graph 704), while graph 702 shows that there is no deterioration of the CCRV throttle. Thus, the controller can indicate a deterioration of the position sensor based on an increase in throttle inlet pressure in response to the CCRV being commanded to a closed position, and feedback from the position sensor indicating that the CCRV is open.

[0075] A period of time may elapse between t2 and t3 during which the CRV position sensor can be repaired or replaced, so that at time t3 the position sensor performs functions in a substantially robust manner. At t3, the power engine may be running with the CCRV in a largely open position as commanded (Graph 712). Furthermore, the TPS indicates that the CCRV throttle is largely open, and the TIP may be lower at t3 because the CCRV is in the largely open position.

[0076] At t4, the CCRV (and the CCRV throttle) can be commanded to close to the fully closed position. For example, a higher level of boost may be requested due to an increase in torque demand, causing the CCRV to be commanded to close completely. As will be observed, the TIP does not rise as one would expect if the CCRV throttle had closed (Graph 710). Here, a peak TIP might be expected because the CCRV is commanded to close completely. However, the observed increase in TIP is nominal, while the TPS output remains unchanged, and may indicate that the CCRV throttle is still in its open position. In one example, the TPS may show a partially open or partially closed throttle.The CCRV throttle may be partially closed, although the signal-to-noise ratio can be lower when the CCRV is blocked closer to the desired position. When it is blocked farther from the desired position, deterioration is detected and reported more quickly. Therefore, at t5, based on the lack of change in the position sensor response and essentially no change in the TIP in response to the commanded change in the CCRV throttle position, it can be determined that the CCRV throttle is deteriorating. The CCRV throttle may be blocked in an open position, and boost may not increase sufficiently. In response to this determination that the CCRV throttle is blocked in an open position, the controller may move the boost control device to a fully closed position to provide higher levels of boost.

[0077] Sufficient time may elapse between t5 and t6 for the CCRV throttle to repair itself, releasing the throttle valve from its stuck position. At t6, the engine may be operating with the CCRV (and the CCRV throttle) in a fully closed position. The TPS output indicates that the CCRV throttle is closed, and the TIP is higher, possibly at its peak, indicating the same thing. At t7, the controller may command a change in the CCRV throttle position from the fully closed to the fully open position. However, there may be no change in the TIP in response to this command (Graph 710), and the TPS output (Graph 708) may not indicate a change in the CCRV position. Therefore, the CCRV throttle may be stuck in a closed position. This is why a CCRV deterioration may be indicated at t8, while the TPS is shown as robust.Thus, the controller can indicate the deterioration of the CCRV throttle based on a lack of change in throttle inlet pressure in response to the CCRV being commanded to an open (or fully open) position, and feedback from the position sensor indicating that the CCRV is closed.

[0078] Thus, an exemplary system may comprise a power engine, a turbocharger for providing boost pressure to the power engine, wherein the turbocharger comprises an exhaust turbine and an inlet compressor, an inlet throttle arranged downstream of the inlet compressor in an inlet channel, a boost pressure control device coupled across the turbine, a continuously variable recirculation valve (CCRV) coupled across the compressor, wherein the CCRV comprises a CCRV throttle and a CCRV position sensor, and a throttle inlet pressure sensor (TIP sensor) coupled upstream of the inlet throttle and downstream of the inlet compressor in the inlet channel.The exemplary system may further comprise a control system with computer-readable commands stored in non-volatile memory for the following: actuating a change in the position of the CCRV, determining a deterioration of the CCRV based on feedback from the CCRV position sensor indicating that the CCRV throttle has not changed its position in response to the actuating, and, during a first state, indicating a deterioration of the CCRV position sensor, and, during a second state, indicating a deterioration of the CCRV throttle. The first state may include an expected change in throttle inlet pressure, measured by the throttle inlet pressure sensor, in response to the actuating, with the second state essentially involving no change in throttle inlet pressure, measured by the throttle inlet pressure sensor.The control system may also include commands to disable the CCRV in response to the detection of CCRV deterioration and to adjust the boost pressure control device, the intake throttle and / or the valve timing in response to the CCRV being disabled.

[0079] With reference to Fig. Figure 8 shows a card 800, which provides an example diagnosis of the CCRV throttle in an example power machine system such as the power machine system 100 from Fig. 1 is based on a periodic signal command. This example diagnosis using the periodic signal command can reduce TIP noise from other factors such as changes in ignition timing, pedal position, transmission, etc.

[0080] Chart 800 includes CCRV throttle degradation in graph 802, CCRV position sensor degradation (TPS degradation) in graph 804, a total CCRV degradation reading in graph 806, an output from the CCRV position sensor (TPS) in graph 808, TIP measured by the TIP sensor at plot 810, and the CCRV command at plot 812. All of the above variables are plotted against time on the x-axis. Time is shown increasing from left to right along the x-axis. Line 811 represents a target throttle inlet pressure at which the engine can operate when determining the CCRV degradation.

[0081] Before t1, the power unit can be operated by a user independently of a dealer, service center, workshop, etc., in a routine manner. Furthermore, the power unit can operate with the CCRV (and CCRV throttle) in a fully open position. This CCRV throttle position is indicated by the TPS output. The TIP may not be actively monitored for CCRV diagnostics until a probability of CCRV deterioration (as in routine 200, 212) is indicated. Therefore, the TIP cannot be measured in response to the CCRV command until t3. At t1, the CCRV can be commanded to a fully closed position. However, the TPS response indicates that there is no change in the CCRV throttle position at t1 in response to the commanded change. Accordingly, the controller can indicate at t2 that the CCRV is likely to be deteriorated.In one example, this can be recorded as an initial determination of the deterioration of the CCRV.

[0082] In response to the reported CCRV degradation, the determination of component-specific CCRV degradation at t3 can be initiated by operator input at the dealer, service center, or repair shop. It should be noted that a time interval may elapse between the detection of CCRV degradation at t2 and the component-specific diagnosis at t3. For example, between t2 and t3, while the power machine is being operated by the user, the controller may attempt to differentiate between degradation of the CCRV throttle and the CCRV position sensor (for example, via routine 300 of Fig. 3) In this example, the sample diagnosis shown after t3 can be performed to confirm a previous diagnosis of probable deterioration.

[0083] Between t3 and t4, the engine can operate with a TIP that is essentially similar to a target TIP (line 811) for the CCRV in the fully open position. In principle, the target TIP for the CCRV in the fully open position can be achieved by adjusting the opening of the intake throttle located downstream of the intake compressor and / or by adjusting the opening of the boost pressure control device.

[0084] At t4, a periodic signal in the form of a square wave can be commanded to the CCRV throttle, as shown in Graph 812. Furthermore, fluctuations in the TIP in response to this periodic signal can be monitored (Graph 810). As shown in Graph 810, changes in the TIP essentially follow a similar frequency and periodic pattern to the commanded periodic signal to the CCRV between t4 and t9. The commanded periodic signal can have a sufficiently long period to allow adequate time for a turbocharger response. Furthermore, any change in the position of the CCRV throttle can result in a change in the TIP, which may be temporary. More specifically, at t4, the periodic signal can command the CCRV to move to the fully closed position.If the CCRV throttle responds to this command (and is not degraded) and moves to the fully closed position, a significant increase in TIP (above the target TIP from line 811) can be observed at t4 in response to the transition. However, since the target TIP is lower than this higher TIP, the boost pressure control device can be moved to a more open position to decrease the TIP. Alternatively, the opening of the intake throttle can be increased to reduce the TIP. Accordingly, the TIP drops to the target pressure (line 811) at t5 before the periodic signal at t6 commands a change in the CCRV position. Thus, the period of the periodic signal may be sufficient to allow the TIP to return to the target pressure and maintain turbocharger dynamics.

[0085] At t6, the periodic signal commands a change in the position of the CCRV from fully closed to fully open. In response to this command, the CCRV throttle (if it is not degraded) can be moved to the fully open position, resulting in a significant drop in TIP at t6. In response to this drop in TIP, the boost pressure control device can be moved to a more closed position to increase the TIP to its target pressure. Alternatively, the intake throttle can be moved from a more open to a more closed position to increase the TIP. As observed, the TIP reaches the target pressure at t7 and t8, and the periodic signal can command a change in the position of the CCRV from fully open to fully closed. The cycle can repeat until a sufficient number of transitions have been observed.In the example shown, four transitions may be sufficient to determine whether the CCRV throttle is degrading or robust. In this example, the CCRV throttle is determined to be robust (and not degrading) because the TIP changes essentially match the frequency and pattern of the commanded periodic signal. Therefore, at t9, the controller can indicate that the TPS is degrading, while the CCRV throttle is reported as not degrading. In essence, the TPS degradation is based on the initial determination of the CCRV degradation at t2 and its subsequent confirmation by applying the periodic signal.

[0086] Thus, an exemplary procedure for a supercharged engine may include: sending a periodic signal to a compressor bypass valve (CBV) and indicating a deterioration of a CBV throttle based on changes in the pressure at an inlet of an inlet throttle in response to the periodic signal. The pressure at the inlet of the inlet throttle may be measured by a sensor coupled to an inlet channel and located upstream of the inlet throttle and downstream of an inlet compressor of the supercharged engine, such as the TIP sensor 173 from [manufacturer name missing]. Fig.1. The periodic signal can be measured by a controller of the turbocharged engine based on operator input. The periodic signal can have a square waveform, and the periodic signal can have a periodicity (or period) based on the response time of a turbocharger of the turbocharged engine. The method can indicate deterioration of the CBV throttle if pressure changes at the inlet of the intake throttle do not substantially correspond to the periodicity of the periodic signal to the CBV. Conversely, the method can indicate deterioration of a CBV position sensor if pressure changes at the inlet of the intake throttle do substantially correspond to the periodicity of the periodic signal and if a second commanded change in the position of the CBV throttle does not produce a corresponding change in a response from the position sensor.The second commanded change may not be a periodic signal. The procedure may involve disabling the CBV in response to a report of deterioration from the CBV position sensor. The procedure may further involve adjusting the boost pressure control device, the intake throttle, and / or the variable valve timing in response to the CBV disabling. The CBV may be a continuously variable compressor bypass valve.

[0087] Another exemplary method for a supercharged engine may involve issuing a periodic signal command to a compressor recirculation valve (CRV), comprising a square waveform, and distinguishing between deterioration of a CRV position sensor and a CRV throttle based on pressure changes at an inlet of an inlet throttle in response to the periodic signal command in square waveform. The periodic signal command may have a period longer than the response time of a turbocharger in the supercharged engine, and it may be determined that the CRV throttle is deteriorating if the pressure changes at the inlet of the inlet in response to the periodic signal command do not substantially correspond to the periodicity of the periodic signal.It can be determined that the position sensor of the CRV is degraded if pressure changes at the inlet of the inlet throttle substantially correspond to the periodicity of the periodic signal command to the CRV, and if a second commanded change in a position of the throttle of the CRV does not produce a corresponding change in a response of the position sensor, the second commanded change being different from the periodic signal command.

[0088] In this way, deterioration of the CCRV throttle can be distinguished from deterioration of the CCRV's position sensor. Specific component deterioration can be detected by simply monitoring the TIP (Temperature Induction Loop) and the position sensor output in the CRV in response to a command from the controller. This eliminates the need for additional sensors to determine CRV deterioration. Furthermore, component-specific deterioration can be identified more accurately by sending a periodic signal command to the CCRV. Consequently, CCRV repairs can be carried out at a lower cost and within a shorter timeframe. Overall, power unit maintenance can be more reliable and costs can be reduced.

[0089] It should be noted that the exemplary control and estimation routines contained herein are applicable to various power machine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-volatile memory and can be executed by the control system, which comprises the controller in combination with the various sensors, actuators, and other power machine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as an event-driven strategy, an interrupt-driven strategy, multi-process operation, multi-stranding, and the like. Therefore, various processes, operations, and / or functions can be performed in the sequence shown, in parallel, or, in some cases, omitted.Likewise, the processing sequence is not strictly necessary to achieve the features and advantages of the embodiments described here, but merely serves to facilitate presentation and description. One or more of the described processes, operations, and / or functions can be performed repeatedly, depending on the strategy used. Furthermore, the described processes, operations, and / or functions can graphically represent a code to be programmed into non-volatile memory of the computer-readable storage medium in the power machine control system, whereby the described processes are carried out by executing the instructions in a system comprising various hardware components in combination with the electronic controller.

[0090] It is understood that the configurations and routines disclosed herein are exemplary, and that these specific embodiments are not to be interpreted in a limiting sense, as numerous variants are possible. The above technology is applicable, for example, to V6, I4, I6, V12, Boxer-4, and other types of power engines. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0091] The following claims highlight certain combinations and subcombinations that are considered novel and not obvious. These claims may refer to "one" element or "a first" element, or the equivalent thereof. Such claims are to be understood as including one or more of these elements, without requiring or excluding two or more of them. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by filing new claims in this or a related application. Such claims, whether their scope of protection is broader, narrower, the same, or different from that of the original claims, are also considered to be included in the subject matter of the present disclosure.

Claims

[1] Method for a supercharged power engine comprising: Differentiate between a deterioration of a compressor return valve (CRV) throttle and a CRV position sensor based on both a throttle inlet pressure and the commanded position of the CRV throttle. [2] Method according to claim 1, wherein the differentiation between the deterioration of the throttle of the CRV and the position sensor of the CRV is further based on an output from the position sensor of the CRV in response to the commanded position of the throttle of the CRV. [3] Method according to claim 2, wherein the throttle inlet pressure of an inlet throttle arranged in an inlet channel of the supercharged engine is measured upstream. [4] Method according to claim 3, further comprising indicating the deterioration of the position sensor based on a change in throttle inlet pressure in response to a commanded change in the position of the throttle of the CRV and a lack of change in the response of the position sensor in response to the commanded change in the position of the throttle of the CRV. [5] Method according to claim 4, further comprising disabling the CRV in response to the indication of deterioration of the CRV's position sensor. [6] Method according to claim 5, further comprising adjusting a boost pressure control device, an intake throttle and / or a variable cam timing setting in response to the deactivation of the CRV. [7] Method according to claim 3, further comprising indicating the deterioration of the throttle of the CRV based on a lack of change in the response of the position sensor in response to a commanded change in the position of the throttle of the CRV and a lack of change in the throttle inlet pressure in response to the commanded change in the position of the throttle of the CRV. [8] Method according to claim 7, wherein the deterioration of the throttle of the CRV comprises the throttle being blocked in an open state, the throttle being blocked in a closed state, the throttle being partially blocked in an open state or the throttle being partially blocked in a closed state. [9] Method according to claim 1, wherein the CRV is a continuously adjustable compressor return valve. [10] Method comprising the following: Actuating a continuously variable compressor return valve (CCRV); Indicating a deterioration of the CCRV based on feedback from a position sensor of the CCRV, indicating that a throttle of the CCRV did not change position when actuated, and Differentiating between a deterioration of the throttle of the CCRV and the position sensor of the CCRV, wherein the differentiation between the deterioration of the throttle of the CCRV and the position sensor of the CCRV is based on a throttle inlet pressure, wherein the throttle inlet pressure is measured by a sensor that is located upstream of an inlet throttle and downstream of an inlet compressor. [11] Method according to claim 10, wherein the differentiation between the deterioration of the throttle of the CCRV and the position sensor of the CCRV is further based on a commanded change of the CCRV position, an expected change of the throttle inlet pressure and the feedback from the position sensor of the CCRV. [12] Method according to claim 11, further comprising indicating a deterioration of the position sensor based on an increase in the throttle inlet pressure in response to the CCRV being commanded to a closed position, and the feedback from the position sensor indicating that the CCRV is open. [13] Method according to claim 11, further comprising indicating the deterioration of the position sensor based on a decrease in the throttle inlet pressure in response to the CCRV being commanded to an open position, and the feedback from the position sensor indicating that the CCRV is closed. [14] Method according to claim 11, further comprising indicating the deterioration of the throttle of the CCRV based on a lack of change in the throttle inlet pressure in response to the CCRV being commanded to a closed position, and the feedback from the position sensor indicating that the CCRV is open. [15] Method according to claim 11, further comprising indicating the deterioration of the throttle of the CCRV based on a lack of change in the throttle inlet pressure in response to the CCRV being commanded to an open position and the feedback from the position sensor indicating that the CCRV is closed. [16] System comprising the following: a power machine; a turbocharger for providing boost pressure to the engine, the turbocharger comprising an exhaust turbine and an inlet compressor; an inlet throttle that is arranged downstream of the inlet compressor in an inlet channel; a boost pressure control device that is coupled across the exhaust turbine; a continuously variable return valve (CCRV) coupled across the compressor, the CCRV comprising a CCRV throttle and a CCRV position sensor; a throttle intake pressure sensor that is coupled to the intake port at a point upstream of the intake throttle and downstream of the intake compressor; and a control system with computer-readable instructions stored in non-volatile memory for the following: Actuating a change in the position of the CCRV; Determining a deterioration of the CCRV based on feedback from the CCRV position sensor indicating that the CCRV throttle has not changed its position in response to actuation; and during an initial state, indicating a deterioration of the CCRV position sensor; and during a second condition, indicating a deterioration of the CCRV throttle. [17] System according to claim 16, wherein the first state comprises an expected change in the throttle inlet pressure measured by the throttle inlet pressure sensor in response to actuation, and wherein the second state essentially comprises no change in the throttle inlet pressure measured by the throttle inlet pressure sensor. [18] System according to claim 16, wherein the control system further comprises commands to disable the CCRV in response to the detection of a deterioration of the CCRV. [19] System according to claim 18, wherein the control system further comprises commands to adjust the boost pressure control device, the inlet throttle and / or the valve timing in response to the deactivation of the CCRV.

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