METHOD AND SYSTEM FOR CONTROLLING AN ACTIVE HOUSING STRUCTURE

Abstract

Methods for a turbocharged engine, comprising: Actuating a sleeve of a compressor housing with variable geometry to a selected position via a control system based on a compressor pressure ratio and a mass flow rate through the compressor as determined by the control system; and Adjusting an EGR actuator and a charging actuator via the control system based on the selected position to maintain the compressor pressure ratio during operation.

Description

Area

[0001] The present description generally concerns methods and systems for controlling the operation of compressors with variable geometry that feature active casing structuring. General state of the art / Summary

[0002] Engines can use a turbocharger to improve engine torque / power output density. The turbocharger may include a compressor and a turbine connected by a drive shaft, with the turbine coupled to the engine's exhaust manifold and the compressor coupled to the engine's intake manifold. The exhaust-driven turbine supplies energy to the compressor to increase the flow of compressed air into the engine. The use of a compressor allows a smaller-displacement engine to produce the same power output as a larger-displacement engine, but with added benefits in terms of fuel efficiency.

[0003] However, compressors are susceptible to pumping and throttling. For example, when a driver releases the accelerator pedal, the airflow decreases, resulting in a reduced forward flow through the compressor at a high pressure ratio (PR), potentially leading to compressor pumping. In another example, pumping can be partially caused by high levels of cooled exhaust gas recirculation (EGR), which increases the compressor pressure while decreasing the mass flow through the compressor. Compressor pumping can lead to NVH problems, such as unwanted noise from the engine's intake system.

[0004] Compressor throttling can occur at high flow rates when increasing the compressor speed results in a reduced increase in the flow rate. When the flow reaches the throttling state at any point in the compressor, no further increase in the flow rate is possible. This state represents the compressor's maximum volumetric flow rate as a function of the pressure ratio. Throttling occurs when the mass flow through the compressor cannot be increased at a given compressor speed. The flow rate into the compressor may be limited by the size of the compressor inlet, and when the flow reaches the speed of sound at the inlet, the flow cannot be increased further. For example, throttling can occur when a driver depresses the accelerator pedal from a partial load or idle condition to a high load condition, such as when driving uphill with a load.

[0005] Several approaches have been developed to operate a compressor outside of its pumping and throttling limits by reducing the airflow rate before pumping occurs and increasing the airflow rate before throttling occurs. One exemplary approach involves the use of passive casing structuring for a compressor. In one example, the passive casing structuring might include a fixed slot and / or ports that modify the airflow through the compressor. Under low mass flow conditions, the slot of the passive casing structuring can provide a path for recirculating compressed air back to the compressor inlet. The recirculated air flowing through the compressor can allow it to operate at a lower mass flow rate before pumping occurs.Under conditions of high air mass flow, the slots and / or ports of the passive casing structure can provide a path for short-circuiting the airflow through the compressor, allowing the compressor to operate at a higher air mass flow rate before throttling occurs. It has been recognized that a disadvantage of passive casing systems is that an effective location for a passive recirculation slot to prevent pumping differs from an effective location for a passive recirculation slot to prevent throttling.

[0006] Another exemplary approach involves the use of active casing treatment (ACT) for a compressor, as demonstrated by Sun et al. in US 8,517,664 B2. In this design, a turbocharger incorporates active casing treatment, an impeller, a casing, and a diffuser. A controller adjusts the casing sleeve in response to mass flow conditions relative to a threshold value or based on a pressure differential in the motor system, such that slots in the casing sleeve are aligned with either a pump slot or a throttle slot. Air flows selectively between the impeller and the compressor inlet in response to the slot alignment.

[0007] WO 2010 / 115421 A1 discloses an exhaust gas turbocharger arrangement, a drive system equipped therewith, and a method for operating such a drive system, wherein the exhaust gas turbocharger arrangement comprises: an exhaust gas turbocharger having an exhaust gas turbine with a turbine inlet and a turbine outlet, and a compressor having a compressor inlet and a compressor outlet, wherein the turbine inlet is to be brought into fluid communication with an exhaust gas outlet and the compressor outlet with an air inlet of the internal combustion engine; first control means for controlling a drive parameter of the exhaust gas turbine; an exhaust gas recirculation device having an inlet that is fluidly connected with the turbine inlet and an outlet that is fluidly connected with the compressor outlet; and a control device that is connected to the first control means and the exhaust gas recirculation device and that is configured toto control the first control measures based on the operating state of the exhaust gas recirculation device.

[0008] However, the inventors of the present invention have recognized potential problems with an approach according to US 8,517,664 B2. For example, adjusting active casing structuring (ACT) in response to current engine operating conditions is a reactive control method that can impair efficiency and performance by not adjusting compressor operation until the compressor is already at or near a pumping or throttling state. In another example, this type of reactive control method can result in high-frequency actuation of the casing sleeve to expose (e.g., open) the throttle or pumping slot, which can cause flow pulsations, further reducing compressor efficiency and impairing performance.

[0009] At least some of the problems described above are addressed by the features of the independent claims. Advantageous embodiments of the invention are described in the dependent claims.

[0010] Accordingly, a procedure for a turbocharged engine comprises: actuating a variable-geometry compressor housing sleeve to a position selected based on each compressor pressure ratio and mass flow rate through the compressor; and adjusting each EGR actuator and a turbocharger actuator based on the selected position to maintain the compressor pressure ratio during actuation. In this way, disturbances associated with actuating an active housing structure can be compensated for, allowing a constant-pressure flow to be maintained during ACT actuation, thus enabling compressor operation over a wider range of operating conditions.

[0011] As an example, a turbocharged engine can be configured with a variable geometry compressor (VGC) and an exhaust turbine. The VGC includes an impeller surrounded by a casing and active casing structuring. The casing includes a compressor inlet, an inlet duct, a recirculation duct, a pump port, a throttle port, and an actuated sleeve with a vent port. In response to compressor operation within a throttle range (that is, a threshold distance from a compressor throttle limit), an engine control unit can actuate the casing sleeve to a throttle slot, causing air to flow from the compressor inlet, through the casing's throttle port, and onto the impeller.In response to the throttle port sleeve actuation, the high-pressure EGR flow can be increased by enlarging the opening of a high-pressure EGR valve to maintain the airflow and pressure ratio at the compressor despite the throttle port opening. Additionally, a boost actuator, such as a wastegate valve position or a variable geometry turbine blade angle, can be adjusted to compensate for disturbances caused by the throttle port sleeve actuation. Conversely, in response to compressor operation within a pumping range (i.e., a threshold distance from a compressor pumping limit), the engine control unit can actuate the housing sleeve to a pumping port, causing air to flow from the impeller, through the housing pumping port, to the compressor inlet.In response to the actuation of the sleeve to the pump slot, the high-pressure EGR flow can be reduced by decreasing the opening of the high-pressure EGR valve to maintain the airflow and pressure ratio at the compressor despite the opening of the pump port. Additionally, the wastegate valve position or the variable geometry turbine (VGT) blade angle can be adjusted to compensate for disturbances caused by the actuation of the sleeve to the pump slot.

[0012] Furthermore, the control unit can dynamically adjust each of the throttle range to the throttle limit and the pump range to the pump limit (e.g., in real time) based on driver behavior, such as the frequency and degree of pedal application, as well as driving conditions, such as road gradient and altitude. If the energy required for pedal application by the driver is higher, as can occur if the driver tends to drive aggressively, at least the pump range can be increased so that the housing sleeve engages the pump slot earlier and disengages from it later in a driving cycle.

[0013] In this way, driver behavior can be filtered to enable a smooth engagement / disengagement profile for the ACT (Active Control Unit). Additionally, the ACT actuation frequency is reduced. By limiting ACT actuation to a threshold frequency, flow pulsations and efficiency losses caused by ACT actuation can be reduced. By adjusting the EGR flow and boost actuator operation based on ACT actuation, flow pulsations or disturbances caused by actuation can be further minimized, thereby improving overall compressor performance. By adjusting the throttle and pump ranges based on driver behavior and predicted driving conditions, greater pump and throttle protection can be provided. Overall, compressor operation can be better optimized for both throttle and pump conditions, and the turbocharger's operating range can be extended.

[0014] It is understood that the foregoing summary is provided 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 important or essential features of the claimed subject matter, the scope of protection of which is defined solely by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that overcome the disadvantages mentioned above or in any part of this disclosure. Brief description of the drawings Fig. Figure 1 shows an exemplary embodiment of a vehicle system that includes a turbocharged engine. Fig. Figure 2 shows a diagram of an exemplary embodiment of a cylinder of the turbocharged engine made of Fig. 1. Fig. Figure 3 shows a cutaway view of an exemplary embodiment of the turbocharger. Fig. 1 and Fig. 2 with a compressor and a turbine. Fig. Figures 4A-4B show the actuation of a sleeve of the active housing structuring to a pump slot or a throttle slot. Fig. Figure 5 shows a high-level flowchart of a process for the predictive control of a turbocharger with active housing structuring. Fig. Figure 6 shows a high-level flowchart of active sleeve body actuation in response to predicted throttling and / or pumping conditions. Fig. Figure 7 shows a block diagram of the active casing structuring control for a variable geometry compressor in a turbocharged engine. Fig. Figure 8 shows an exemplary compressor pressure ratio map, which includes pumping and throttling limits. Fig. Figure 9 shows a likely example of turbocharger operation with ACT sleeve adjustments to minimize pumping and throttling. Fig. Figure 10 shows an example barrier function that can be used to modify the ACT operating frequency. Detailed description

[0015] The following description concerns systems and methods for controlling the operation of the active casing structuring of a turbocharger compressor to reduce pumping and throttling. A non-restrictive exemplary embodiment of a hybrid vehicle system incorporating a turbocharged engine is described in Fig. Figure 1 shows a cross-sectional view of a cylinder (e.g., "combustion chamber") of the engine. Fig. 1 is in Fig. Figure 2 shows the example turbocharger in cross-sectional view. Fig. 3 is shown in more detail, allowing the components that influence the aerodynamic flow through the turbocharger, including active housing structuring, to be examined. Fig. Figures 4A-4B show exemplary positions to which a sleeve of the active housing structuring can be actuated in response to various motor operating conditions. A motor controller can be configured to execute a control routine, such as the exemplary routines shown in Figures 4A-4B. Fig. 6-7, to vary the position of a sleeve of the active casing structuring based on motor operation relative to a throttling limit and a surge limit of the compressor, as with reference to a compressor map, such as the map from Fig. 8, derived. ACT actuation can further be based on predicted operating conditions, such as those modeled based on driver behavior, as well as on input received from a variety of in-vehicle sources, such as an in-vehicle navigation system (e.g., GPS), vehicle-to-vehicle (V2V) technology, and vehicle-to-infrastructure (V2I) technologies. For example, it can be learned that a particular driver causes pumping conditions through frequent start-stop and aggressive load deceleration, aggressive pedal actuation during heavy-load transitions, aggressive driving at altitude, and / or heavy towing. The control system can also adjust the EGR flow and exhaust gas flow through an exhaust turbine in response to ACT actuation to maintain a pressure ratio at the compressor during ACT adjustment, as referred to in the example from Fig. Figure 9 shows that this allows compressor operation to be maintained for longer periods outside our throttling and pumping regions.

[0016] Now, with reference to Fig. Figure 1 schematically illustrates an exemplary embodiment of a vehicle system 100 (not to scale). In one example, the vehicle system 100 may be configured as a motor vehicle for road traffic. However, it is understood that in other examples the vehicle system 100 may be configured as an off-road vehicle. In some examples, the vehicle system 100 may be a hybrid vehicle with multiple torque sources available to one or more vehicle wheels 76. In other examples, the vehicle system 100 may be a conventional vehicle with only one engine or an electric vehicle with only one electric machine. In the example shown, the vehicle system 100 includes an engine 10 and an electric machine 72. The electric machine 72 may be an electric motor or an electric motor / generator.The crankshaft 40 of the engine 10 and the electric machine 72 are connected to the vehicle wheels 76 via a transmission 74 when one or more clutches 73 are engaged. In the illustrated example, a first clutch 73 is provided between the crankshaft 40 and the electric machine 72, and a second clutch 73 is provided between the electric machine 72 and the transmission 74. The control 12 discussed herein can send a signal to an actuator of each clutch 73 to engage or disengage the clutch, thereby connecting or disconnecting the crankshaft 40 from the electric machine 72 and its associated components, and / or connecting or disconnecting the electric machine 72 from the transmission 74 and its associated components. The transmission 74 can be a manual transmission, a planetary gear system, or another type of transmission.The powertrain can be designed in various ways, including as a parallel, series, or series-parallel hybrid vehicle.

[0017] The electric machine 72 receives electrical power from a traction battery 75 to provide torque to the vehicle wheels 76. The electric machine 72 can also be operated as a generator to provide electrical power for charging the battery 75, for example, during braking. In other examples, where the vehicle system 100 is a conventional vehicle with only one engine, the traction battery 75 can be a starter, light, and ignition battery (e.g., SLI) that supplies electrical energy to the vehicle system 100.

[0018] In the illustrated embodiment, the engine 10 is a turbocharged engine that includes a turbocharger 13. The turbocharger 13 comprises a turbine 116, which is positioned in the exhaust port 35, coupled to a compressor 110, which is positioned in an inlet port 42. The turbine 116 and the compressor 110 can be coupled via a shaft 19. The compressor 110 can be positioned upstream of an intercooler 18 (hereinafter also referred to as CAC) and a throttle 20. The turbine 116 can be driven (e.g., rotated) by expanding exhaust gases from the engine 10, and the rotational energy of the turbine 116 can be transmitted via a shaft 19 to rotate the compressor 110.

[0019] In one example, compressor 110 is a variable geometry compressor (VGC) that has blades which are moved according to a desired blade angle to direct an inlet airflow into the compressor in various patterns. As in relation to Fig. 3, Fig. 4A-4B and Fig. As discussed in section 5, the compressor 110 can further incorporate active casing treatment (ACT) with a sleeve that can be actuated between different positions to decrease or increase the flow into the compressor wheel (or impeller). For example, in response to a signal from a motor controller indicating (actual or predicted) pumping to a pumping slot, the sleeve can be actuated to increase the flow from the compressor wheel to the compressor inlet. In another example, in response to a signal from a motor controller indicating (actual or predicted) throttling to a throttle slot, the sleeve can be actuated to increase the flow from the compressor inlet to the compressor wheel.

[0020] In some examples, the turbine 116 may be a variable geometry turbine having blades whose angles can be adjusted to direct an exhaust gas flow through the turbine blades in different patterns, thereby varying a turbine speed and a boost pressure provided by the turbocharger 13.

[0021] The engine 10 draws in air along the intake duct 42 via an air box 44, which includes an air cleaning device 112. The air is compressed by the compressor 110 of the turbocharger 13, and the compressed air is fed to, for example, the intake duct 43. The compressed air passes through the intake duct 43, through the CAC 18 for cooling, and through the throttle 20 before entering the intake manifold 22, where it enters the engine 10. In other words, the compressor 110 is coupled to the intake throttle 20 via the charge air cooler 18, and the intake throttle 20 is coupled upstream of the intake manifold 22. The charge air cooler can be, for example, an air-to-air or water-to-air heat exchanger. In the Fig. In the embodiment shown in Figure 1, the pressure of the air charge inside the intake manifold is detected by a manifold air pressure (MAP) sensor 124.

[0022] It is understood that other combinations and configurations of charging devices may be possible. In one embodiment, the turbocharger may be a twin-scroll device. In another embodiment, the turbocharger 13 may be a variable geometry turbocharger (VGT), wherein the turbine geometry is actively varied depending on engine operating conditions, such as by changing a guide vane or nozzle angle. In yet another embodiment, the engine system 100 may include a compressor, wherein the compressor 110 may be driven at least partially by an electric machine and / or the engine 10, and the engine system may not include a turbine 116. In still further examples, several boosting devices may be arranged in series, such that both a compressor and a turbocharger are coupled to the intake port.

[0023] The compressor 110 can include a recirculation channel 80. The illustrated example shows a compressor recirculation valve (CRV) 82 coupled through the recirculation channel 80, whereby actuation of the CRV 82 adjusts the flow through the recirculation channel 80. Warm, compressed air from the compressor outlet can be recirculated to the compressor inlet via the recirculation channel 80. In some embodiments, the compressor recirculation system can alternatively or additionally include a recirculation channel for returning (cooled) compressed air from the compressor outlet, downstream of the charge air cooler, to the compressor inlet or a compressor bypass for discharging compressed air to the atmosphere (not shown).The CRV 82 can be a continuously adjustable valve, with one position of the valve being continuously adjustable from a fully closed position to a fully open position. In some embodiments, the compressor return valve 82 can be held partially open during operation of the supercharged engine to provide some margin to the surge line. In this case, the partially open position can be a standard valve position. Increasing the opening of the compressor return valve can involve actuating (or feeding) a solenoid of the valve. Further discussion of exemplary CRV operation is provided here.

[0024] One or more sensors can be coupled to an inlet of the compressor 110 to determine the composition and condition of the air charge entering the compressor. For example, an intake air temperature (IAT) sensor 55 can be coupled to the inlet duct 42, adjacent to the inlet of the compressor 110, to estimate the compressor inlet temperature. As another example, a pressure sensor 56 can be coupled to the compressor inlet to estimate the pressure of the air charge entering the compressor. In yet another example, a mass airflow (MAF) sensor 57 can also be coupled to the compressor inlet to estimate the amount of air entering the engine. Other sensors may include, for example, air-fuel ratio sensors, humidity sensors, and so on.In other examples, one or more of the compressor inlet conditions (such as humidity, temperature, etc.) can be derived from engine operating conditions. The sensors can estimate a condition of the intake air received at the compressor inlet from the intake port, as well as the air charge recirculated from upstream of the CAC. A throttle inlet pressure (TIP) sensor 58, or another suitable sensor, can be coupled downstream of the compressor 110 and upstream of the throttle 20 to measure the pressure at a point downstream of the compressor 110 and upstream of the throttle 20. In this way, a compressor outlet pressure can be determined.

[0025] The intake manifold 22 is divided by a series of intake valves (hereinafter referred to as Fig. 2 further described) are coupled to a series of combustion chambers 30. The combustion chambers are further connected via a series of exhaust valves (hereinafter referred to in Section 2) to a series of exhaust valves (hereinafter referred to in Section 2). Fig. (2 further described) is coupled to the exhaust manifold 36. In the illustrated embodiment, a single exhaust manifold 36 is shown. In other embodiments, however, the exhaust manifold 36 can include a plurality of exhaust manifold sections. Configurations having a plurality of exhaust manifold sections can allow wastewater from different combustion chambers to be routed to different locations in the engine system 10.

[0026] Combustion chambers 30 can be supplied by a fuel system (referring to Fig. (2 described in more detail) are supplied with one or more fuels, such as gasoline, alcohol-fuel mixtures, diesel, biodiesel, compressed natural gas, etc. Fuel can be supplied to the combustion chambers by direct injection, port injection, throttle body injection, or any combination thereof. Direct injection involves injecting the fuel directly into the combustion chamber, while port injection directs the fuel jet into the intake ports, where it mixes with the intake air before entering the combustion chamber. The present example can include a variety of direct fuel injection devices 66 and port fuel injection devices 67. Combustion can be initiated in the combustion chambers by spark ignition and / or compression ignition.

[0027] As in Fig. As shown in Figure 1, exhaust gas is directed from one or more sections of the exhaust manifold 36 to the turbine 116 to drive the turbine. If reduced turbine torque is desired, a portion of the exhaust gas can instead be directed through a wastegate 90, thus bypassing the turbine 116. A wastegate valve 92 coupled to the wastegate 90 can be actuated to open, allowing at least a portion of the exhaust pressure from upstream of the turbine 116 to be released via the wastegate 90 to a location downstream of the turbine. By reducing the exhaust pressure upstream of the turbine 116, the turbine speed can be reduced. In one embodiment, the wastegate valve 92 can be actuated by vacuum, that is, it can be actuated by applying a vacuum. The combined flow from the turbine 116 and the wastegate 90 then flows through an emission control system (hereinafter referred to as Figure 1). Fig. 2 described in more detail), before all or part of the treated exhaust gas can be released into the atmosphere via the exhaust duct 35.

[0028] During conditions where there is a temporary increase in driver torque demand, such as when the accelerator pedal is pressed, the opening of the throttle 20 can be enlarged to increase the airflow to the engine when transitioning from naturally aspirated to turbocharged engine operation. The opening of the wastegate valve 92 can be reduced to increase the flow of exhaust gas through the turbine 116, thereby increasing the turbine speed. In one example, the wastegate valve 92 can be fully closed during turbocharged engine operation, allowing the increased turbine speed to drive the compressor 110.

[0029] During conditions where there is a reduction in driver torque demand, such as when releasing the pedal, the opening of the throttle 20 can be reduced during the transition from turbocharged to naturally aspirated or reduced-boosted engine operation. In one example, the opening of the throttle 20 may be closed. In response to the compressor operation approaching its surge limit in response to pedal release, the CRV 82 can open so that the higher rotational speed of the turbine 116 does not overload the compressor 110 and cause compressor surge. The wastegate valve 92 also opens to increase the flow of exhaust gas bypassing the turbine 116 and reduce the turbine's rotational speed. This allows excess boost pressure to be relieved essentially immediately. An exemplary turbocharger operation is described with reference to Fig. 9 shown.

[0030] During conditions where the engine 10 is idling and the vehicle system 100 is stopped, the intake throttle may be opened just enough to keep the engine running. In other examples, such as when the engine incorporates an idle control valve, the intake throttle may be fully closed while the idle control valve is open, thus supplying the engine with sufficient air to keep it idling. Therefore, during engine idling conditions, the compressor 110 may not rotate.

[0031] The engine 10 may further include one or more exhaust gas recirculation (EGR) channels for recirculating a portion of the exhaust gas from the exhaust manifold to the intake manifold. Recirculating a portion of the exhaust gas can achieve dilution in the engine, which can improve engine performance by reducing engine knock, peak combustion temperatures and pressures of cylinders, throttling losses, and NOx emissions. In the illustrated example, exhaust gas from the exhaust manifold 36 upstream of the turbine 116 can be recirculated via an EGR channel 84 to the intake manifold 22 downstream of the compressor 110 and the throttle 20. This configuration may be known as a high-pressure (HP) EGR system. The EGR channel 84 may include an EGR valve 86 for controlling an HP EGR flow and an EGR cooler for cooling exhaust gas before it is fed into the intake manifold.In further examples, exhaust gas from the exhaust duct 35 downstream of the turbine 116 can be recirculated via a separate EGR duct to the inlet duct 22 upstream of the compressor 110 to provide (HP) EGR. An example of LP EGR is described with reference to... Fig. 1 shown. As in the Fig. 6-7, one or more of the EGR valve and an additional charging actuator (such as the wastegate valve 92) can be actuated after actuation of an ACT sleeve to reduce airflow disturbances caused by the ACT sleeve actuation of the compressor.

[0032] The engine system 100 can further include a control system 14, which in turn includes the controller 12. According to the illustration, the controller 12 receives information from a variety of sensors 16 (various examples of which are described here) and sends control signals to a variety of actuators 81 (various examples of which are described here). For example, the sensors 16 can include a MAP sensor 124, an exhaust gas temperature sensor 128, an exhaust gas pressure sensor 129, an intake air temperature sensor 55, a compressor inlet pressure sensor 56, a manifold airflow sensor 57, and a throttle inlet pressure sensor 58. Additional sensors, such as extra pressure, temperature, air-fuel ratio, and composition sensors, can be coupled to various points in the engine system 10. For example, a compressor speed sensor 54 can be coupled to the compressor 110 to determine the compressor's rotational speed.According to a non-restrictive embodiment, the compressor speed sensor 54 can be a passive eddy current sensor. In one example, the compressor speed sensor 54 can be a passive eddy current sensor. The actuators 81 can, for example, include the throttle 20, the compressor return valve 82, the wastegate valve 92, the direct fuel injection device 66, and the port fuel injection device 67.

[0033] The control system 14 can be coupled to a navigation system 154 and a wireless communication device 152. The navigation system 154 determines the location of the vehicle system 100 when the ignition is switched on and at any other time. A location (e.g., GPS coordinates of the vehicle) of the vehicle system 100, as estimated by the navigation system 154, can be stored in the control system 14 for use during the driving cycle. The navigation system can be connected via wireless communication 150 to an external server and / or a network cloud 160. The navigation system 154 can determine the current location of the vehicle system 100 and receive traffic and road condition data from a network cloud 160 for use in controlling engine operation.Furthermore, based on a destination selected by the driver, the navigation system 154 can provide various route options and then provide street-specific instructions for navigating the vehicle system from a current location (e.g., point of origin) to the selected destination.

[0034] The controller 12 can also receive input data via a wireless communication device 152 using wireless communication 150 from one or more network clouds 160, vehicle-to-vehicle (V2V) technology 170, and vehicle-to-infrastructure (V2I) technology 180. V2V 180 can enable the control system 14 to communicate with other similarly equipped vehicles that include a wireless communication device 172 to obtain information about traffic and road conditions from infrastructure that includes a wireless communication device 182. For example, V2V can provide information about vehicle speeds along with a planned route, such as whether other vehicles have stopped in front of the vehicle or whether there is stop-and-go traffic along the current route compared to an alternative route.In another example, V2I can indicate an upcoming red light or a traffic accident along the predicted route. In this way, the vehicle system 100 can communicate with remote sources (e.g., an external network cloud, other vehicles, infrastructure) using one or more technologies (e.g., wireless communication, a communication system, GPS, V2V, V2I).

[0035] Various types of data, including gradient map data and upcoming traffic conditions, can be exchanged between vehicles and the network cloud, and this data can be used to control vehicle operations.

[0036] In one example, the controller 12 can recognize a driving pattern based on input from the navigation system 154. Specifically, the controller 12 can "learn" that the driver takes the same route to work each weekday. The controller can store data about the route, including road gradient information and / or expected traffic conditions, and, together with a learned driver model, can actively control the compressor casing structuring to avoid a predicted throttling or pumping condition. A learned driver model can be developed by storing data related to the driver's habits. For example, the controller can learn from the course of several commutes on weekdays that the driver exhibits relatively moderate driving behavior during morning commutes (e.g., driving slowly and at a moderate speed).as indicated by a gradual and irregular application of the accelerator and brake pedals, resulting in gradual acceleration and sporadic braking. This type of driving behavior, referred to herein as a “moderate driving pattern”, may result in low energy density application of the accelerator pedal.

[0037] As another example, the control system can learn that the driver exhibits more aggressive driving behavior when driving in the evening (such as more abrupt and frequent use of the accelerator and brake pedals), referred to here for illustrative purposes as an "aggressive driving pattern." An aggressive driving pattern can lead to high-energy accelerator pedal input. While these examples are intended to illustrate the value of creating a driver model, they are by no means limiting, and further patterns can be modeled, learned, and labeled. It is understood that any number of driver patterns can be included in the learned driver model to represent different driving behaviors.If the vehicle control system detects high-energy-density actuation, which implies potentially aggressive driving behavior, it may determine that the compressor is more likely to enter a pumping mode. Accordingly, in response to the identification of an aggressive driving pattern, the control system may increase the pumping range to a surge limit (that is, a threshold range from a surge limit at which a pumping mitigation measure is initiated). Consequently, a sleeve of the compressor's active casing structuring may be actuated earlier and held in the surge slot for a longer period, in contrast to what would occur in response to a moderate driving pattern, thus providing greater pumping protection for the compressor.

[0038] In this way, the onboard control unit 12 can communicate with onboard control units of other vehicles via their respective navigation systems 154, via the wireless communication device 152 and / or via other forms of vehicle-to-vehicle (V2V) technology.

[0039] The controller 12 can control the actuators 81 in response to the processed input data received from the various sensors, based on instructions stored in the controller's memory or code programmed therein, according to one or more routines, such as the exemplary controller from Fig. 6-7. As an example, the controller 12 can determine whether the operating conditions of the compressor 110 are within a pumping threshold. In one example, a pressure ratio across the compressor and a compressor speed can be determined to establish compressor operating conditions relative to a pumping threshold. In some examples, a pressure ratio of the compressor 110 can be determined by dividing the measured absolute pressure at the compressor outlet by the measured absolute pressure at the compressor inlet. In the example shown, the output of the compressor inlet pressure sensor 56 can be used to determine a pressure upstream of the compressor, and the output of the throttle inlet pressure sensor 58 can be used to determine a pressure downstream of the compressor. Additionally, the controller can determine a rotational speed of the compressor 110 using the output of the compressor speed sensor 54.The control unit 12 can, in response to the fact that the pressure ratio of the compressor 110 is within a threshold range of a defined pumping limit of the compressor, send a signal to actuate a sleeve of an active housing structuring of the compressor 110 in order to increase the opening of a pumping slot in order to provide a path for the return of partially pressurized air back to the compressor inlet.

[0040] Now, with reference to Fig. 2 an exemplary embodiment 200 of a combustion chamber (e.g. of a cylinder) of an internal combustion engine is shown (such as the engine 10 from Fig. 1) Already in Fig. The introduced components can be numbered similarly. The engine 10 can receive control parameters from a control system, which includes the controller 12, and input from an operator 230 via an input device 232. In this example, the input device 232 includes an accelerator pedal and a pedal position sensor 234 for generating a proportional pedal position signal PP. The cylinder (also referred to here as the "combustion chamber") 30 of the engine 10 can have combustion chamber walls 236 in which a piston 238 is positioned. The piston 238 can be coupled to the crankshaft 40, so that an alternating motion of the piston is translated into a rotational motion of the crankshaft. The crankshaft 40 can be coupled to at least one drive wheel of the vehicle system via a transmission system.

[0041] Cylinder 30 can draw in intake air via an intake port 42, an intake port 43, and an intake manifold 22. The intake manifold 22 can communicate with other cylinders of the engine 10 in addition to cylinder 30. In some embodiments, one or more of the intake ports can include a charging device, such as a turbocharger or a supercharger. For example, [reference to figure] Fig. 2. The engine 10, configured with a turbocharger 13, includes a compressor 110 located between the inlet port 42 and the intake port 43, and an exhaust turbine 116 located between an exhaust manifold 36 and an exhaust port 35. The compressor 110 can be powered, at least partially, by the exhaust turbine 116 via a shaft 19 when the charging device is configured as a turbocharger. As described above, the exhaust turbine 116 can optionally be omitted in examples where the engine 10 is provided with a compressor, in which case the compressor 110 can be driven by mechanical inputs from an electric motor or the engine 10. The throttle 20 can include a throttle valve 264 and can be provided along an inlet port of the engine to vary the flow rate and / or pressure of the intake air supplied to the engine's cylinders.For example, the throttle 20 can be located downstream of the compressor 110, or alternatively, it can be provided downstream of the compressor 110.

[0042] The exhaust manifold 36 can receive exhaust gases from other cylinders of the engine 10 in addition to those from cylinder 30. An exhaust gas sensor 228 is shown to be coupled to an exhaust manifold 36 upstream of the emission control device 278; however, it is evident that it can be located elsewhere in the exhaust system. The exhaust gas sensor 228 can be selected from various suitable sensors for providing an indication of the air / fuel ratio of the exhaust gas, such as a linear lambda sensor or UEGO sensor (universal exhaust gas oxygen sensor; wide-range or broadband lambda sensor), a binary lambda sensor or EGO sensor (as shown), a HEGO sensor (heated EGO sensor), a NOx, HC, or CO sensor. The emission control device 278 can be a three-way catalytic converter (TWC), a NOx trap, various other emission control devices, or combinations thereof.

[0043] Each cylinder of the engine 10 can include one or more intake valves and one or more exhaust valves. For example, in the illustration, cylinder 30 has at least one intake valve 250 with a valve cone and at least one exhaust valve 256 with a valve cone, which are arranged in an upper region of the cylinder 30. In some embodiments, each cylinder of the engine 10, including cylinder 30, can have at least two intake control valves and at least two exhaust control valves, which are located in an upper region of the cylinder.

[0044] The inlet valve 250 can be controlled by the controller 12 via cam actuation through the cam actuation system 251. Similarly, the exhaust valve 256 can be controlled by the controller 12 via the cam actuation system 253. The cam actuation systems 251 and 253 can each include one or more cams and utilize one or more of the following systems: cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT), and / or variable valve lift (VVL), which can be operated by the controller 12 to vary the valve operation.Regardless of whether electronic or cam actuation is used, the timing of the opening and closing of the intake and exhaust valves can be adjusted as specified for the desired combustion and emission control performance. The operation of the intake valve 250 and exhaust valve 256 can be determined by (not shown) valve position sensors and / or camshaft position sensors 255 and 257, respectively. In alternative embodiments, the intake and / or exhaust valve can be controlled by an electric valve actuator. For example, cylinder 30 can alternatively include an intake valve controlled by an electric valve actuator and an exhaust valve controlled by cam actuators, including CPS and / or VCT systems.Furthermore, a VCT system can include one or more VCT devices (not shown) that can be actuated to adjust the actuation of the intake and exhaust valves to provide reduced positive overlap between the intake and exhaust valves. This means that the intake and exhaust valves open for a shorter period, moving away from opening simultaneously for a portion of the intake stroke. In further embodiments, the intake and exhaust valves can be controlled by a common valve actuator or actuator system, or by a variable valve actuation actuator or actuator system.

[0045] In some embodiments, each cylinder of the engine 10 can have a spark plug 292 to initiate combustion. The ignition system 290 can provide a spark to the cylinder 30 via spark plugs 292 in response to the pre-ignition signal SA from the control unit 12 under selected operating modes. In other embodiments, compression-ignition engines can use a glow plug instead of the spark plug 292.

[0046] In some embodiments, each cylinder of the engine 10 can be configured with one or more fuel injection devices for supplying fuel to the cylinder 30. As a non-limiting example, the cylinder 30 is shown to include two fuel injection devices 66 and 67. The fuel injection devices 66 and 67 can be configured to supply fuel received from a fuel system 288 via a high-pressure fuel pump and a fuel distributor. Alternatively, the fuel can be supplied at a lower pressure by a single-stage fuel pump, in which case the timing of the direct fuel injection during the compression stroke can be more restricted than when using a high-pressure fuel system. Furthermore, the fuel tank can include a pressure converter that provides a signal to the control unit 12.

[0047] According to the illustration, the fuel injection device 66 is directly coupled to the cylinder 30 in order to inject fuel directly into it in proportion to the pulse width of the signal FPW-1, which is received by the control unit 12 via an electronic driver 268. Thus, the fuel injection device 66 provides so-called direct injection (hereinafter referred to as "DI") of fuel into the combustion cylinder 30. While the injection device 66 is in Fig. The injector 2 is shown positioned on one side of cylinder 30; alternatively, it can be located above the piston, such as near the position of spark plug 292. Such a position can improve mixing and combustion when the engine is operated with an alcohol-based fuel, as some alcohol-based fuels have lower volatility. Alternatively, the injector can be located above and near the intake valve to improve mixing.

[0048] As shown, the fuel injection device 67 is located in the intake port 22 and not in the cylinder 30, a configuration that provides what is known as port fuel injection (hereinafter referred to as "PFI") into the intake port upstream of the cylinder 30. The fuel injection device 67 can inject fuel taken from the fuel system 288 proportionally to the pulse width of the FPW-2 signal received by the controller 12 via the electronic driver 271. It should be noted that a single electronic driver 268 or 271 can be used for both fuel injection systems, or, as shown, multiple drivers can be used, for example, the electronic driver 268 for the fuel injection device 66 and the electronic driver 271 for the fuel injection device 67.

[0049] Fuel can be supplied to the cylinder by either injection device during a single cylinder cycle. For example, each injection device can deliver a portion of the total fuel injection, which is then combusted in cylinder 30. Thus, even in the case of a single combustion event, injected fuel can be delivered by the port injection device and the direct injection device at different times. Furthermore, multiple injections of the delivered fuel can be performed per cycle during a single combustion event. These multiple injections can occur during the compression stroke, the intake stroke, or any suitable combination thereof.

[0050] As described above, shows Fig. 2 merely one cylinder of a multi-cylinder engine. Thus, each cylinder can equally contain its own set of intake / exhaust valves, fuel injection device(s), spark plug, etc. It is understood that the engine 10 can contain any suitable number of cylinders, including 2, 3, 4, 5, 6, 8, 10, 12 or more. Furthermore, each of these cylinders can contain some or all of the various components that are in Fig. 2 are described and illustrated with reference to cylinder 30.

[0051] The engine can further include one or more exhaust gas recirculation (EGR) channels for recirculating a portion of the exhaust gas from the engine outlet to the engine intake. This recirculation of a portion of the exhaust gas can dilute the mixture within the engine, which can improve engine performance by reducing engine knock, peak combustion temperatures and pressures of cylinders, throttling losses, and NOx emissions. In the illustrated embodiment, exhaust gas can be recirculated from the exhaust gas channel 35 (e.g., downstream of the turbine 116) via the EGR channel 241 to the intake channel 42 (e.g., upstream of the compressor 110). This configuration may be known as a low-pressure (LP) EGR system. Furthermore, an EGR sensor 245 can be arranged within the EGR channel 241 and provide a reading of one or more values ​​for the pressure, temperature, and concentration of the exhaust gas.Other non-restrictive exemplary EGR configurations can be a so-called high-pressure (HP) EGR system (in . Fig. (1 shown) includes an exhaust gas recirculation system in which exhaust gas from the exhaust port 36 (e.g., upstream of the turbine 116) can be returned via a channel to the intake port 43 (e.g., downstream of the compressor 110). The amount of EGR provided at the intake port 42 can be varied by the controller 12 via the EGR valve 243. In some examples, the EGR system may include an EGR cooler and / or an EGR valve.

[0052] The controller 12 is represented as a microcomputer comprising a microprocessor unit 206, input / output ports 208, an electronic storage medium for executable programs and calibration values, represented in this specific example as a read-only memory chip 210, a random access memory 212, a keep-alive memory 214, and a data bus. In addition to the signals discussed previously, the controller 12 receives various signals from sensors coupled to the motor 10, including the measurement of the engine coolant temperature (ECT) from the temperature sensor 216, which is coupled to the cooling sleeve 218; a profile ignition pickup signal (PIP) from a Hall-effect sensor 220 (or other type) coupled to the crankshaft 40; and the throttle position (TPS) from a throttle position sensor. and a signal for the manifold absolute pressure (MAP) from sensor 224.An engine speed signal (RPM) can be generated by control unit 12 from the PIP signal. The manifold absolute pressure (MAP) signal from a manifold absolute pressure (MAP) sensor can be used to provide an indication of vacuum or pressure in the intake manifold. Other sensors may include fuel level sensors and fuel composition sensors connected to the fuel tank(s) of the fuel system.

[0053] A read-only memory chip 210 may contain computer-readable data representing instructions that can be executed by a microprocessor unit 206 to perform the procedures described below, as well as other variants that are assumed but not listed in detail.

[0054] The controller 12 receives signals from the various sensors. Fig. 1-2 and suspends the different actuators Fig. 1-2 to adjust motor operation based on received signals and instructions stored in the controller's memory. For example, in response to compressor operation within a range approaching a surge limit, the controller can send a signal to an actuator coupled to a sleeve of the compressor's active casing structure to actuate the sleeve to a surge position where a pump port of the casing is open and a throttle port of the casing is closed. Alternatively, in response to compressor operation within a range approaching a surge limit, the controller can send a signal to an actuator coupled to the compressor's active casing structure to actuate the sleeve to a throttle position where the throttle port of the casing is open and the pump port of the casing is closed.

[0055] Now, with reference to Fig. Figure 3 shows embodiment 300, a cross-sectional view of the turbocharger 13, as shown in Fig. 1 and Fig. 2 shown. Components that are in Fig. 1 and Fig. The components introduced in section 2 are similarly numbered. The turbine 116 converts the energy of the exhaust gas into rotational energy to rotate the drive shaft 19 connected to an impeller 340. The exhaust gas from the exhaust manifold 36 enters a turbine housing 380 through a turbine inlet 360. The exhaust gas flows through a spiral channel 382 (e.g., 382a, 382b), which is widened by a turbine outlet 365, and out of an exhaust duct 35. The exhaust gas flow through the turbine 116 generates a force on one or more blades 370 coupled to a hub 390, causing one or more of the blades 370, the hub 390, and the drive shaft 19 to rotate. Fig. Figure 3 shows two blades 370a and 370b; however, a person skilled in the art can understand that more blades may be present in the turbine 116. Turbine blades 370 (e.g., 370a, 370b) include an inlet edge 370c, an outlet edge 370d, a hub edge 370e, and a casing edge 370f.

[0056] The compressor 110 comprises the impeller 340, a diffuser 330 (e.g., 330a, 330b), a compressor chamber 322 (e.g., 322a, 322b), an active housing structuring element 310, and a housing 320. The active housing structuring element (ACT) 310 includes the ACT sleeve 311 and an ACT sleeve actuating arm 313, which allows adjustment of the position of the ACT sleeve 311. The rotation of the impeller 340 draws charge air or gas into the compressor 110 through a compressor inlet 302 of the housing 320. Non-restrictive examples of charge air or charge gas can include air from the intake port 42, exhaust port (such as when EGR is active), gaseous fuel (such as when using port fuel injection), and combinations thereof. This mixture of incoming gas can be collectively referred to as the "gas flow" or "air flow".Gas flows from the compressor inlet 302 and is accelerated through the diffuser 330 and impeller 340 into the compressor chamber 322. The diffuser 330 and the compressor chamber 322 decelerate the gas, causing a pressure increase in the compressor chambers 322a and 322b. Pressurized gas can then flow from the compressor chambers 322a and 322b into the intake manifold 22.

[0057] Elements in the turbocharger 13 can be described with respect to the direction of the gas flow path through the turbocharger 13. An element that is located substantially in the direction of the gas flow with respect to a reference point is downstream of the reference point. An element that is located substantially opposite to the direction of the gas flow with respect to a reference point is upstream of the reference point. For example, the compressor inlet 302 is located upstream of the impeller 340, which is located upstream of the diffuser 330. The diffuser 330 is located downstream of the impeller 340, which is located downstream of the compressor inlet 302.

[0058] The impeller 340 includes a hub 354, a blade 350, and a divider 352. The blade 350 and the divider 352 are attached to the hub 354. The leading edge of the blade 350, located most upstream of the compressor 110, is the leading edge of the blade 350. Similarly, the divider 352 includes a leading edge at its most upstream section. The leading edge of the blade 350 is located upstream of the divider 352. The impeller 340 includes a rotation axis that is aligned with the rotation axis for the drive shaft 19 and the turbine hub 390. The rotation axis is substantially parallel to the gas flow at the compressor inlet and substantially perpendicular to the gas flow at the diffuser.

[0059] The housing 320 includes the compressor inlet 302, an inlet channel 304, a return channel 318, a return port 316, a vent channel 317, a pump slot 312, and a throttle slot 314. The impeller 340 is contained in the inlet channel 304. The pump slot 312 is located on the housing 320, downstream of the leading edge of the solid blade 350 and upstream of the leading edge of the divider 352. The throttle slot 314 is located downstream of the leading edge of the divider 352 and downstream of the pump slot 312 on the housing 320. The return port 316 is located downstream of the compressor inlet 302 and upstream of the impeller 340. The return port 316 is configured to allow gas to flow between the inlet port 304 and the return port 318.

[0060] The active casing structuring (ACT) 310 includes a variety of ports 315 cut into the sleeve 311. The active casing structuring (ACT) 310 is configured to control the gas flow through the compressor 110. Specifically, the active casing structuring 310, controlled by the controller 12 via signals sent to the ACT sleeve actuating arm 313, can selectively control the gas flow between the inlet channel 304 and the return channel 318 through one of the pump slot 312 and the throttle slot 314. As discussed below, under conditions where compressor pumping may occur, such as low mass flow conditions, the active casing structuring 310 can allow gas from the inlet channel 304 to flow through the pump slot 312 into the return channel 318. The gas continues to flow from the return channel 318, through the return port 316 and into the inlet channel 304.Thus, the gas flow striking the leading edge of the solid blade 350 can be greater than it would be without allowing air to flow through the pump slot 312. The additional recirculated gas flow allows the turbocharger compressor to operate with a lower airflow through the compressor inlet 302 before pumping occurs.

[0061] During conditions where compressor throttling can occur, such as high mass flow conditions, the active casing structuring 310 can allow gas to flow from the impeller through the throttle valve 314 and the return channel 318 into the inlet channel 304. During high mass flow conditions, a low-pressure zone can be present in the inlet channel 304 downstream of the leading edge of the divider 352 adjacent to the throttle slot 314. This low-pressure zone can cause gas to flow from the inlet channel 304 through the return port 316 and the vent channel 317 into the return channel 318 and then through the throttle slot 314 to the impeller. The short-circuit path through the return channel 318 can increase the gas flow through the compressor under high mass flow conditions compared to a compressor without a throttle slot 314.In this way, the short-circuit gas flow can allow more gas to flow before the turbocharger is in the throttling operating condition.

[0062] The inlet port 304 can be essentially cylindrical. The return port 318 can be essentially circular, as it is located outside the inlet port 304. The ports connecting the inlet port 304 and the return port 318, such as the return port 316, the vent port 317, the throttle slot 314, and the pump slot 312, can each be implemented by various means. For example, the ports can be designed as one or more holes formed in the housing. As another example, the ports can be designed as one or more slots extending around the circumference of the inlet port. The ports can have a uniform or non-uniform width along the length of the port from the inlet port 304 to the return port 318. Each port can have a centerline extending along the length of the port from the inlet port 304 to the return port 318.The center line can be normal to the axis of rotation of the wheel 340, or the center line can have a non-zero inclination compared to the normal to the axis of rotation of the wheel 340.

[0063] The active housing structuring 310 can be implemented in many ways. For example, a movable housing sleeve 311 can be fitted into the return channel to selectively block the gas flow through the throttle slot 314 and / or pump slot 312. The housing sleeve can include one or more holes, ports, or slots 315 that can be selectively aligned with the throttle slot 314 and / or pump slot 312, depending on the position of the housing sleeve. The position of the housing sleeve 311 can be adjusted by actuating the ACT sleeve arm 313 based on control signals received from the controller 12.For example, in response to low mass flow conditions or conditions where the compressor pressure ratio is within a pumping range relative to a surge limit, the housing sleeve arm 313 can be actuated to a first position by signals commanded by the control unit 12. In this position, the slot 315 of the housing sleeve is aligned with the pump slot 312, but not with the throttle slot 314. Consequently, the housing sleeve can be adjusted so that, under low mass flow conditions, the pump slot 312 is open and the throttle slot 314 is blocked. This allows gas to be recirculated from the impeller through the recirculation channel into the inlet channel, thus moving the compressor operation further away from the surge limit.

[0064] As another example, in response to high mass flow conditions or conditions where the compressor pressure ratio is within a throttling range relative to a throttling limit, the housing sleeve arm 313 can be actuated into a second position (different from the first position) by signals commanded by the control unit 12. In this second position, the port or slot 315 of the housing sleeve is aligned with the throttle slot 314, but not with the pump slot 312. Consequently, the housing sleeve can be adjusted so that, under high mass flow conditions, the throttle slot 314 is open and the pump slot 312 is blocked. This allows gas from the inlet channel to be recirculated to the impeller via the throttle slot channel, thus moving the compressor operation further away from the throttling limit.

[0065] In other examples, the housing sleeve 310 can slide or rotate in response to a command from the controller 12 to adjust the position of the active housing structuring, such that it does not overlap or obstruct the intended port (e.g., the throttle slot 314 or pump slot 312) in any respect, thereby selectively opening the throttle slot 314 or the pump slot 312. These positions are defined with respect to Fig. 4A-4B are described in more detail. In an alternative embodiment, the active housing structuring 310 can be adapted based on a pressure difference across the compressor inlet 304 and the intake manifold 44. In yet another alternative embodiment, the active housing structuring 310 can be adapted based on a pressure difference across the intake manifold 44 and the turbine inlet 360. It is understood that these specific embodiments are presented as examples and are not intended to be a limitation in any way.

[0066] Now, with reference to Fig. 4A-4B are an example of the actuation of a sleeve of an active housing structuring of a compressor (such as the ACT sleeve 311 on Fig. 3) and the resulting flow patterns through the compressor are shown. An embodiment 400 from Fig. Figure 4A shows a view of the cross-section from Fig. 3, wherein the sleeve of the active housing structuring is located in a first position that enables pump control. An embodiment 450 of Fig. Figure 4B shows a view of the cross-section from Fig. 3, wherein the sleeve of the active housing structuring is in a second position that enables throttle control. It is understood that all in Fig. The components shown in 4A-B have already been introduced and therefore will not be introduced again here.

[0067] Fig. Figure 4A shows a first exemplary positioning 400 of the active casing structuring 311 in response to low mass flow conditions, which can cause the compressor to operate within a surge limit threshold. For example, in response to a compressor pressure ratio being within a surge range relative to a surge limit, the controller can send a control signal to the ACT sleeve arm 313 to move the ACT sleeve arm 311 into a first position where the slot 315 overlaps with the pump port 312. In this position, the pump port is open and the throttle port is closed. As a result of the sleeve being actuated into the first position, the active casing structuring 310 can allow air to flow from the inlet duct 304 through the pump slot 312 and slot 315 into the return duct 318 during low mass flow conditions.

[0068] The airflow then continues from the return channel 318, through the return port 316, and into the inlet channel 304, as indicated by a dashed arrow 452. Thus, the air charge flow striking the leading edge of the solid blade 350 can be greater than if the pump slot 312 is closed / blocked by the sleeve (as in Fig. (4B shown). Charge recirculation can allow the turbocharger compressor to operate with a lower current through the compressor, thereby reducing the occurrence of pumping.

[0069] Fig. Figure 4B shows a second exemplary positioning 450 of the active casing structuring 310 in response to a high mass flow condition, which may cause the compressor to operate within a throttling threshold. For example, in response to a compressor pressure ratio being within a throttling range relative to a throttling limit, the controller may send a control signal to the ACT sleeve arm 313 to move the ACT sleeve arm 311 to a second position where the slot 315 overlaps with the throttle port. In this position, the pump port is closed and the throttle port is open. In particular, a low-pressure zone may be present during high mass flow conditions in the inlet channel 304 downstream of the leading edge of the divider 352 adjacent to the throttle slot 314.The low-pressure zone can cause gas to flow from the inlet channel 304 through the return port 316 into the return channel 318 and back through the throttle slot 314 into the inlet channel 304, as shown in 452. The short-circuit path through the return channel 318 can allow the gas flow through the compressor to be increased under high mass flow conditions compared to a compressor without a throttle slot 314. In this way, the short-circuit gas flow can allow more gas to flow before the turbocharger enters the throttle operating condition.

[0070] He understands that the ACT mechanism consists of Fig. 3 and Fig. Figures 4A-4B represent a movable sleeve in a three-position system that regulates the opening of two distinct flow channels in the compressor viz: the throttle slot and the pump slot. The three positions are the nominal position (in which both the throttle slot and the pump slot are closed), a first pump position (in which only the throttle slot is closed), and a second throttle position (in which only the pump slot is closed). In alternative embodiments, however, the ACT mechanism can be coupled in a two-position system that has only one controlled slot viz, the throttle slot.The two positions are the nominal position (in which the throttle slot is closed) and a first throttle position (in which the throttle slot is open), and the pump slot is not controlled and is operated via a passive operation, with the standard nominal position providing an increased pumping range.

[0071] Fig. 3 and Fig. Figures 4A-4B show exemplary configurations with a relative positioning of the various components. If such elements are shown as directly touching or directly coupled to one another, they can be described as directly touching or directly coupled, respectively, in at least one example. Likewise, elements shown as adjacent or neighboring can be described as adjacent or neighboring, respectively, in at least one example. As one example, components that are in surface-sharing contact with one another can be described as being in surface-sharing contact. As another example, elements that are positioned separately from one another, with only a space between them and no other components, can be described as such, at least in one example.As another example, elements shown above / below each other, on opposite sides of each other, or left / right of each other can be described as such in relation to one another. Furthermore, as shown in the figures, a topmost element or the highest point of an element can be described as a "top" of the component in at least one example, and a bottommost element or the lowest point of the element can be described as a "bottom" of the component. In the sense used here, top / bottom, upper / lower, and above / below can refer to a vertical axis of the figures and be used to describe the positions of elements of the figures in relation to one another. Thus, elements shown above other elements are, in one example, positioned vertically above the other elements.As a further example, the shapes of the elements shown in the figure can be described as having these shapes (e.g., circular, straight, planar, curved, rounded, beveled, angled, or the like). Furthermore, elements shown in such a way that they intersect each other can, in at least one example, be described as intersecting elements or as intersecting each other. Additionally, an element shown inside or outside another element can, in one example, be described as such.

[0072] In this way, the components from the Fig. 1-4B provides a supercharged engine system comprising: an intake compressor with an impeller, a throttle slot, a pump slot, an actuated annular housing accommodating the impeller, the housing comprising a sleeve slot, and an actuator coupled to a sleeve of the housing; an exhaust turbine; an EGR valve coupled to recirculate exhaust gas from downstream of the turbine to upstream of the compressor in an EGR duct; a pedal for receiving the driver's torque request; and a control system.The control system can be configured with computer-readable instructions stored on non-volatile memory to: in response to a current change in pedal position, compare the compressor efficiency with the actuator at a current position relative to each of a first and second position; estimate the compressor efficiency with the actuator at a first and a second position, where the compressor efficiency is estimated based on a compressor pressure ratio, mass flow rate, the current change in pedal position, and a history of previous changes in pedal position over a given driving cycle; actuate, via the actuator, the sleeve to one of the first and second positions with greater compressor efficiency; estimate a boost pressure disturbance in conjunction with the actuation; and adjust the opening of the EGR valve based on the estimated boost pressure disturbance.The control system can further include instructions for: adjusting an exhaust flow that bypasses the wastegate turbine based on the estimated boost pressure disturbance, if the turbine is a wastegate turbine; and adjusting a turbine blade angle based on the estimated boost pressure disturbance, if the turbine is a variable geometry turbine. In one example, the sleeve slot in the first position is aligned with the throttle slot, and compressed air is drawn from a compressor inlet through the throttle slot into the impeller; and the sleeve slot in the second position is aligned with the pump slot, and compressed air is returned from the impeller through the pump slot to the compressor inlet.

[0073] With reference to Fig. Figure 5 shows a flowchart illustrating an example routine 00 for adapting an active housing structuring of a turbocharger compressor based on engine operating conditions, a driver model, and a predicted engine load. Instructions for executing procedure 00 and the other procedures contained herein can be issued by a controller (e.g., the controller 12 from Fig. 1) based on instructions stored in a memory of the controller and in conjunction with signals received from sensors of the motor system, such as those mentioned above with reference to the Fig. 1 and Fig. The two sensors described above can be used. The controller can employ motor actuators of the motor systems to adjust the motor operation according to the procedures described below. In one example, the controller can select the position of an active housing structuring element (e.g., the active housing structuring element 310 from...). Fig. 3) a turbocharger compressor (e.g. compressor 110 from the Fig. 1-3) based on sensor inputs specifying a compressor speed, a volume flow rate through the compressor, a compressor inlet pressure, and a compressor outlet pressure. Specifically, the controller can receive a compressor speed input from a compressor speed sensor (e.g., the compressor speed sensor 54 from Fig. 1) a compressor inlet pressure reading from a compressor inlet pressure sensor (e.g., pressure sensor 56 from Fig. 1) and a compressor outlet pressure reading from a throttle inlet pressure sensor (e.g. the TIP sensor 58 from Fig. 1) received. In a non-restrictive example, the controller 12 can determine a pressure ratio using the input data from the previously mentioned sensors (e.g., compressor outlet pressure divided by compressor inlet pressure). Using the pressure ratio and the compressor speed, the controller 12 can determine the compressor operation relative to a surge line or a throttling line. In response to a signal that the compressor is operating within a threshold distance of the surge line, the controller can instruct an actuator to adjust the position of the active casing structuring to open a surge slot (e.g., the surge slot 312 from the Fig. 3-4B) to enlarge the area to allow airflow to be returned through the pump slot into a return channel (e.g., the return channel 318 from Fig. 3), then through a feedback port (e.g., feedback port 316 from Fig. 3) and back into an intake port (e.g. intake port 304 from Fig. 3) to promote. Thus, the additional gas flow can enable the turbocharger compressor to operate with less gas flow through the compressor before pumping occurs. Likewise, in response to a signal that the compressor is operating within a threshold distance of the throttle limit, the controller can command an actuator to adjust the position of the active housing structuring to open a throttle slot (e.g., the pump slot 314 from the Fig. 3-4B) to enlarge the return of airflow through the pump slot from the return channel (e.g., the return channel 318 from Fig. 3) and through a feedback port (e.g., the feedback port 316 from Fig. 3) from an intake port (e.g. intake port 304) Fig. 3) to promote. Thus, the additional gas flow can enable the turbocharger compressor to operate with a higher gas flow through the compressor before throttling occurs.

[0074] For procedure 502, the routine involves estimating and / or measuring engine operating conditions, including, but not limited to, engine speed, driver torque demand, engine coolant temperature (ECT), atmospheric pressure (barometric pressure - BP), boost pressure, manifold absolute pressure (MAP), mass airflow rate (MAF), accelerator pedal position (PP), and EGR level (e.g., engine dilution), as determined by the output of the appropriate data referenced in the Fig. 1 and Fig. 2 sensors described measured and / or estimated.

[0075] In the 504 routine, this involves actuating the active housing structuring (ACT) to a nominal position. In one example, the nominal position could be the position where neither a pump slot (e.g., pump slot 312) is present. Fig. 3) another throttle slot (e.g. throttle slot 314 from Fig. 3) is open. In other words, the nominal position can correspond to an ACT sleeve position that blocks each of the pump slot and throttle slot openings, with no fluid connection between the inlet channel (e.g., inlet channel 304 from Fig. 3) and the feedback channel (e.g. feedback channel 318 from Fig. 3) of the compressor housing. In this way, airflow entering the compressor inlet duct cannot be recirculated through the throttle slot or the pump slot. In one example, actuating the ACT to a nominal position may involve a vehicle control unit (e.g., control unit 12) being switched off. Fig. 3) a signal to an ACT sleeve arm actuator (e.g. arm 313 from Fig. 3) commands to maintain the nominal position and not move to a first or second position. In an example, the nominal position is the default position of the ACT sleeve.

[0076] The routine then proceeds to 506, where the routine involves determining the initial EGR and boost actuator settings based on the operating conditions determined in 502. In an example, determining the EGR settings might involve determining a suitable opening for a low-pressure (LP) EGR valve (e.g., EGR valve 243). Fig. 2) include. For example, if the engine coolant temperature is below a threshold, the opening of the LP-EGR valve can be reduced (e.g., closed or fully closed) to decrease exhaust gas recirculation. In another example, in response to an acceleration input, such as by pressing an accelerator pedal, the control unit can send a signal to the LP-EGR valve actuator to reduce the LP-EGR valve opening. This allows a reduced amount of exhaust gas to be recirculated from downstream of the turbine to upstream of the compressor under conditions where the engine is operating in a mid- to high-speed / load range. In another example, the LP-EGR valve opening can be increased when the engine is operating in a low to mid-speed / load range. In other examples, the engine system (e.g., engine system 100) can Fig. 1) include one or more low-pressure (LP) EGR systems and high-pressure (HP) EGR systems. A person skilled in the art will understand that an LP EGR system directs exhaust gas from downstream of the turbine (e.g., turbine 116). Fig. 2) upstream of the compressor (e.g. compressor 110 from Fig. 2) includes and that an HP-EGR system involves routing exhaust gas from upstream of the turbine to downstream of the compressor. It is understood that the HP-EGR system may also include an HP-EGR valve to regulate the flow through an HP-EGR channel, similar to the EGR valve and EGR channel (e.g., the EGR valve 243 and the EGR channel 241 from Fig. 2) for an LP-EGR system. If used, determining the EGR settings may also include determining a suitable opening for the HP-EGR valve in addition to the LP-EGR valve.

[0077] For example, low-pressure EGR (LP-EGR) can only be used if high-pressure EGR (HP-EGR) alone is unable to meet the EGR demand. One example EGR control strategy involves adjusting the LP-EGR valve position (in conjunction with the backpressure valve) to ensure sufficient LP-EGR flow to bridge the gap between EGR demand and available HP-EGR. EGR demand is typically dependent on engine speed and load to strike a balance between reducing NOx emissions from the engine and meeting torque requirements.

[0078] In an embodiment comprising a fixed-geometry turbine with a wastegate and a wastegate valve, determining the initial boost actuator settings can determine a suitable opening of a wastegate valve (e.g., the wastegate valve 92). Fig. 1) include. In response to a reduction in the driver's torque requirement, such as when the control system indicates a driver pedal release event in response to an abrupt release of the accelerator pedal (e.g., the accelerator pedal 232 from Fig. 2) Upon receiving a signal, the control unit can, for example, send a signal to the wastegate valve actuator to increase the wastegate valve opening, thereby increasing the flow of exhaust gas through the wastegate and bypassing the turbine. By reducing the amount of exhaust gas flowing through the turbine, the turbine speed can be reduced more quickly, preventing the compressor from being overloaded. As another example, in response to an increase in torque demand from the driver, such as when the control unit receives a signal indicating a pedal actuation event, like pressing the accelerator pedal, the control unit can send a signal to the wastegate valve actuator to reduce the wastegate valve opening, thereby increasing the flow of exhaust gas through the turbine. By increasing the amount of exhaust gas flowing through the turbine, the turbine speed can be increased more quickly, driving the compressor immediately.

[0079] In another embodiment involving a variable geometry turbine (VGT), determining the initial boost actuator settings can involve a controller determining a suitable VGT guide vane position based on engine operating conditions and sending a command to the VGT guide vanes to adjust a blade angle to a desired position. For example, in response to an increase in the driver's torque command, the controller can send a signal to adjust the blade angle to decrease the VGT guide vane opening. In another example, in response to a decrease in the driver's torque command, the controller can send a signal to adjust the blade angle to increase the VGT guide vane opening.

[0080] The routine proceeds to 508, where the procedure involves determining a pressure ratio at the turbocharger compressor and a compressor mass flow parameter based on the engine operating conditions. The compressor pressure ratio can be defined as the ratio of the pressure at the compressor outlet relative to the compressor inlet pressure. For example, the output of a compressor inlet pressure sensor (e.g., pressure sensor 56) can be used to determine this ratio. Fig. 1) provide a reading of the compressor inlet pressure, while the output of a throttle inlet pressure sensor (e.g., the TIP sensor 58 from Fig. 1) can provide a compressor outlet pressure reading. In a non-restrictive example, the controller 12 can determine a pressure ratio using the input data from the previously mentioned sensors. The mass flow parameter can include an air mass flow rate estimate determined by a MAF sensor coupled to the engine inlet, or an air mass pressure estimate as determined by a MAP sensor coupled to the engine inlet. Additionally, an atmospheric pressure (BP) reading can also be used when determining the volume or mass flow rate through the compressor. Using the pressure ratio and volume flow rate data or the mass flow rate data, the controller can determine the operating position of the compressor on a compressor map (e.g., the compressor map 800 from Fig. 8) determine. For example, the position of the compressor operation can be determined in relation to the throttling and pumping limits of the compressor.

[0081] The routine then proceeds to 510, where the procedure involves calculating a current compressor efficiency based on the estimated pressure ratio and mass flow parameters (as determined in 508). For example, if the ACT is in the nominal position at 610, the current compressor efficiency could be the compressor efficiency associated with operating the compressor with the ACT in the nominal position.

[0082] In the 512, the method involves predicting a first compressor efficiency with the ACT sleeve's pump port open and a second compressor efficiency with the ACT sleeve's throttle port open. For example, the controller can predict the amount of expected recirculation flow at the compressor impeller at the current pressure ratio and mass flow rate through the compressor casing, with the ACT sleeve arm actuated to a position where the pump port is open and the throttle port is closed, and a resulting transition of compressor efficiency from the current compressor efficiency to a first compressor efficiency.Similarly, the control system can predict an amount of the expected forward flow through the compressor impeller at the current pressure ratio and mass flow through the compressor casing, with the ACT sleeve arm actuated to a position where the throttle port is open and the pump port is closed, and a resulting transition of the compressor efficiency from the current compressor efficiency to a first compressor efficiency.

[0083] At the throttle end, further increasing the mass flow rate (when the throttle slot is open) can affect the ability for high-pressure EGR (HP-EGR) to flow, and in such a case, the low-pressure EGR (LP-EGR) system can help compensate for the EGR deficit relative to the desired EGR value. Thus, the HP-EGR valve and the LP-EGR valves can be coordinated accordingly. Near the surge line, the ability for HP-EGR to flow is typically not affected, and the HP-EGR valve and the VGT guide vane can be used to manage the surge. During surge reduction via the surge slot, the HP-EGR valve can be adjusted to meet the necessary EGR demand under conditions of increased airflow, with the surge slot being active relative to the case where the compressor would be in surge mode.

[0084] At 514, the procedure compares the predicted first and second compressor efficiencies with the actual compressor efficiency (determined at 510) and determines whether at least one of the first or second efficiencies is higher than the actual compressor efficiency with the ACT in the nominal position. If neither the first nor the second predicted efficiency is greater than the actual efficiency, the routine proceeds to 520, where the procedure involves maintaining compressor operation with the ACT in the nominal position. In other words, in response to the higher actual compressor efficiency, the ACT is maintained in the nominal position, and it is inferred that neither pump nor throttle assistance is required. Additionally, EGR and boost actuator settings are also maintained in conjunction with the ACT in the nominal position.In other examples, the controller can select the maximum of the first, second, and current efficiency and issue a signal to switch the corresponding mode (normal, open throttle slot, or open pump slot) by actuating the ACT accordingly.

[0085] If the predicted first or second efficiency at 514 is higher than the actual compressor efficiency, it can be deduced that compressor operation is approaching a pumping or throttling limit (based on the higher of the predicted first and second compressor efficiencies). Confirmation, as described in 516, involves determining whether ACT matching conditions are met. It is understood that the ACT matching conditions may differ based on the higher of the first and second efficiencies. To reduce the likelihood of flow pulsations and efficiency degradation associated with each ACT match, the frequency of ACT actuation may be limited. For example, the ACT matching conditions may be confirmed when a threshold duration has elapsed since the last ACT actuation.In another example, the ACT adaptation conditions may include one or more of the engine coolant temperature being within a specified temperature range, the vehicle speed being within a specified speed range, the engine load being within a specified load window, and the transient supercharged engine operation being within a specified boost pressure range.

[0086] For example, the first efficiency can be the efficiency estimated at the pump line at the given operating point (pressure ratio). The second efficiency can be assessed based on the throttling line in conjunction with the given operating point.

[0087] As an example, the pumping range can be determined as follows: Pumping area = (mass flow rate_nom−mass flow rate_pump line) / (mass flow rate_nom) where mass_flow_rate_nom represents the nominal mass flow rate and mass_flow_rate_pump_line represents the mass flow rate at the pump line. All mass flows can be calculated from the compressor map at the same corrected compressor speed. A throttling range can be determined similarly. A decision threshold for these ranges (with regard to when the ACT is activated) can then be set to a value determined based on fresh air demand and altitude. A map-based approach allows the flexibility to introduce a non-linear threshold, such as a fixed offset (range) under some conditions and linearly varying offsets (e.g., proportional to the flow rate during pumping) under other conditions. For example, a fixed range threshold (offset) can be set under low-flow conditions.Efficiency measurements can also be used and are derived similarly from the compressor map for the pump and throttle positions and compared with the efficiency at the current operating point. A rate of reduction of these ranges (based on mass flow or efficiency) together with the threshold range can also be used to trigger the ACT actuation.

[0088] When the ACT adjustment conditions corresponding to the highest of the first and second efficiencies are met, the routine proceeds to step 518, where the routine involves actuating the ACT to the position corresponding to the highest of the predicted first and second efficiencies. Also at step 518, the procedure involves adjusting EGR and boost actuator settings based on the selected ACT position to operate the compressor at its highest efficiency.For example, if the current efficiency for a given operating condition is 0.70, and a first predicted compressor efficiency for an open ACT pump slot is 0.75, and a second predicted compressor efficiency for an open ACT throttle slot is 0.65, the controller can deduce that the compressor can be limited with respect to pumping and, accordingly, command the ACT arm to be actuated to adjust the ACT sleeve position to the position where the pump slot is open, as this configuration provides the highest possible efficiency for the given operating condition. In response to the ACT being actuated to the position where the pump slot is open, the controller can command an adjustment to one or more of the EGR valve and boost actuator settings to maintain combustion stability and compressor efficiency and to control emissions.During operation with the pump slot open, for example, a wastegate valve opening can be enlarged to reduce exhaust gas flow through the turbine, and a high-pressure exhaust gas recirculation (HPEG) valve opening can be reduced to decrease high-pressure exhaust gas recirculation to the intake. In another example, if the current efficiency for a given operating condition is 0.70, and the first predicted compressor efficiency for an open ACT pump slot is 0.65, and the second predicted compressor efficiency for an open ACT throttle slot is 0.75, the control system can deduce that the compressor can be throttled and, accordingly, command the ACT arm to be actuated to adjust the ACT sleeve position to where the throttle slot is open, since this configuration provides the highest possible efficiency for the given operating condition.In response to the ACT being activated in the open throttle position, the control unit can command an adjustment to one or more of the EGR valve and boost actuator settings to maintain combustion stability and compressor efficiency, and to control emissions. For example, during open throttle operation, a wastegate valve opening can be reduced to increase exhaust gas flow through the turbine, and a high-pressure EGR valve opening can be increased to enhance high-pressure exhaust gas recirculation to the intake. In this way, the control unit can incorporate logic that compares compressor efficiencies under open and closed throttle conditions to determine whether a change in the ACT state is required.

[0089] If ACT adaptation conditions are not met at 516, the procedure proceeds to 520, where turbocharger operation is maintained with the ACT in the nominal position before the routine ends. Even if increased efficiency can be provided by actuating the ACT position, the ACT is maintained in the nominal position to reduce exhaust flow pulsations and NVH issues. It is understood that maintaining operation with the ACT in the nominal position may also involve maintaining the current or initial EGR and boost actuator settings (such as those determined at 506).

[0090] In this way, the driver's demand can be met by adjusting the slot control (opening or closing) via adjustments to the ACT sleeve position in response to changes in driver demand (which lead to changes in boost demand), without adversely affecting compressor performance. With reference to Fig. 6 Method 600 presents another embodiment of a method for controlling an ACT position to increase turbocharger compressor efficiency. Method 600 can also be an exemplary implementation of the control routine of Fig. 5 represent a response to a specific or predicted throttling or pumping condition.

[0091] At 602, the routine involves estimating and / or measuring Engine operating conditions, including but not limited to engine speed, driver torque demand, engine coolant temperature (ECT), atmospheric pressure (barometric pressure - BP), boost pressure, an ACT position, manifold absolute pressure (MAP), mass airflow rate (MAF), accelerator pedal position (PP), and an EGR level (e.g., engine dilution), as determined by the output of one or more sensors, such as those referenced by the Fig. 1 and Fig. 2 are described, can be measured and / or estimated.

[0092] In the 604, as in the 504, the routine involves actuating the active casing structuring (ACT) to a nominal position. In one example, actuating the ACT to its nominal position might involve the controller sending a command signal to an actuator coupled to the ACT sleeve arm to move the ACT sleeve to an initial position where both the pump slot and throttle slot of the ACT are closed. As a result, the charging current through the compressor impeller is maintained at nominal levels.

[0093] In the 606 routine, as in the 506 routine, this involves determining initial desired EGR and boost actuator settings based on estimated and / or measured engine operating conditions, including the nominal ACT position. Determining the initial desired EGR settings may involve determining low-pressure (LP) and high-pressure (HP) EGR valve settings, for example, based on a lookup table stored in the controller's memory as a function of engine speed and load. This table uses engine speed and load as inputs and provides a target EGR valve position as output. The controller can then send a command signal to the LP and HP EGR valve actuators to move them to the target settings.

[0094] In the 607, the procedure involves dynamically updating the compressor's throttle and pump ranges (here a variable geometry compressor, or VGC) based on various driving parameters. These parameters can include driving conditions such as road gradient, altitude, ambient temperature and humidity, terrain, local weather conditions, traffic conditions, and so on. Additionally, the parameters can include driver behavior during the current driving cycle and the driver's driving history, including the energy density of the driver's pedal input.

[0095] In one example, elevation and road gradient can be determined in advance if prior (forward-looking) information is available, such as in the case of connected vehicles using V2V, V2I, GPS, or related technologies. Given the route traveled, the control system can determine the road gradient and elevation using mapping and localization data acquired along the route. If prior information is unavailable, it can be retrieved from the vehicle's navigation system. For example, a current GPS location obtained from an in-vehicle navigation system can be used to determine the elevation and road gradient profile in real time. Elevation can also be determined using in-vehicle atmospheric pressure measurements.Thus, determining the current altitude and the current rate of change of altitude, if significant according to measurement, can enable a prediction of the expected altitude over a given projection window of the route (e.g., over a predetermined distance or duration before the current position along the planned route).

[0096] In one example, the control system might infer increased load and altitude in response to a predicted increase in road gradient due to an upcoming uphill drive, where the compressor is likely to be limited in its throttling range. Accordingly, the control system might increase the throttling range to the throttling limit while maintaining the pumping range at the pumping limit. As a result, the automatic transmission (ACT) can be actuated to the position where the throttle slot is open earlier in the drive cycle and can be held at the throttle slot until later in the drive cycle. In another example, the control system might infer decreased load in response to a predicted decrease in road gradient due to an upcoming downhill drive, where the compressor is likely to be limited in its pumping range.In particular, transient operation from a high load to a low load can occur, leading to rapid transitions to low airflow rates that cause the compressor to operate with limited pumping capacity. Accordingly, the control system can increase the pumping range to the surge limit while maintaining the throttling range at the throttling limit. As a result, the automatic actuator (ACT) can be engaged to the position where the surge slot is open earlier in the drive cycle and can be held at the surge slot until later in the drive cycle.

[0097] This operation can be modified based on learned driver behavior (through pedal actuation) over a period prior to the current state within the same driving cycle, as well as over one or more additional driving cycles prior to the current state. In this regard, a continuous time sequence of the energy density of the driver's pedal demands can be maintained over successive time windows. The pedal energy density for a driver can be calculated over a driving duration based on the frequency and duration of accelerator and brake pedal application, as well as the distance or degree to which the pedal is depressed when applied. Driver behavior can also be filtered to allow for a smooth engagement / release profile.

[0098] For example, the energy density can be calculated using the following equation: E=∫0T|x2|dt, where x is the pedal position. Based on the E-metric, a barrier function can be designed to influence the frequency of ACT actuation. At high values ​​of f(E), the ACT can be allowed to operate with the full available bandwidth. At low values ​​of f(E), slower transitions between ACT positions can be enforced by debouncing (delaying) or by controlling the ACT actuation bandwidth to lower values. Thus, we consider a simple first-order actuation model: θ=Uτs+1, The bandwidth can then be directly controlled by the parameter τ as a function of E, or modified based on the barrier function f(E). It should be noted that increasing the pumping range has a similar effect, causing the ACT to engage the pump slot earlier and release it later, thus reducing the transition frequency. The barrier function approach additionally provides smoother transitions between ACT positions by limiting the frequency of ACT operation.

[0099] An example of a barrier function is shown in characteristic curve 1000. Fig. Figure 10 shows that the function (F(E)) is used as a modifier to vary the frequency of ACT operation.

[0100] High pedal energy densities can be learned if the driver frequently uses the accelerator and brake pedals and / or applies the pedals with a greater degree of force. This higher pedal energy density can imply aggressive driving behavior and increase the likelihood of the compressor entering a pumping mode. In response to driving behaviors involving higher pedal energy density, the control unit may increase the pumping range to the pumping limit, causing the ACT to actuate to the position where the pumping slot opens earlier to provide greater pumping protection. Additionally, the ACT may be held in the pumping slot for a longer period, such as after anticipating pumping in advance of recurring pumping.

[0101] It is understood that each of the throttle and pump ranges can further be dynamically adjusted based on a measured frequency of sleeve actuation over the driving cycle. As explained below, the pump range can be increased and the throttle range can be decreased if the measured frequency exceeds a threshold frequency. For example, if the pump slot is actuated very frequently, the range can be increased. Increasing the pump range can have a similar effect, causing the ACT to engage the pump slot earlier and release it later, thereby reducing the transition frequency.

[0102] Determining initial desired boost actuator settings can involve determining a suitable wastegate valve opening and / or a target vane angle for variable geometry turbocharger (VGT), for example, based on a lookup table stored in the controller's memory as a function of engine speed and load. This table uses engine speed and load as inputs and provides a target wastegate valve position or vane angle as output. The controller can then send a command signal to the wastegate valve or VGT actuator to move it to the target settings.

[0103] In procedure 608, the routine involves determining whether a torque increase is detected or predicted. For example, a detected torque increase might be the result of pedal actuation, as indicated by increased pressure on the accelerator pedal. A predicted torque increase might occur in response to input signals from one or more remote sources outside the vehicle (e.g., external network cloud, other vehicles, infrastructure) using one or more technologies (e.g., wireless communication, navigation system, GPS, V2V, V2I). This allows various types of data, including gradient map data and upcoming traffic conditions, to be exchanged between vehicles and the network cloud, and this data can be used to predict future engine operating conditions.In one example, the control can be based on input from a navigation system (e.g., navigation system 154 from ). Fig. 1) Recognize an intended driving route (e.g., based on a previous driving pattern along the same route). Specifically, the control unit can "learn" that a steep incline exists at a certain point on the route and that the driver will predictably downshift and / or increase acceleration to maintain an appropriate speed on the incline. In this way, the control unit can store this "predictability" of a driver's habit and other information such as a driver model and use this driver model in conjunction with the predicted route, incline, and elevation information to predict future engine operating conditions. In response to a signal that the vehicle's position is approaching the position of the incline, the control unit can indicate that a torque increase is predicted.

[0104] If no detected or predicted torque increase occurs, the routine proceeds to step 610, which involves determining whether a detected or predicted torque decrease occurs. A detected torque decrease can occur when a driver reduces their accelerator pedal input (e.g., releasing the pedal) or when the vehicle travels along a stretch of road with a sudden gradient. For example, this could involve a vehicle traveling up a steep incline (e.g., uphill) and suddenly reaching the crest of the hill, requiring a reduced amount of torque to maintain the desired vehicle speed.

[0105] If no torque reduction is detected or predicted, the routine proceeds to 612, where the compressor continues operation with ACT in the current position. In the example shown, the current position may be the standard, nominal position.

[0106] When the controller receives a signal indicating a detected or predicted torque reduction, the routine proceeds to step 622, where the routine involves determining whether a pumping state is detected or predicted. A pumping state can be indicated by an air mass flow rate below a threshold, as determined by an air mass flow sensor (e.g., the MAF sensor 57 from...). Fig. 1) specified. During the pumping condition, airflow through the compressor can decrease and reverse, leading to compressor instability and energy loss due to degraded compressor performance. In one example, pumping can occur when a throttle valve closes in response to pedal release following a supercharged engine state, known as pedal release pumping. In other examples, pumping can be caused in part by high levels of cooled, low-pressure exhaust gas recirculation (LP-EGR) entering upstream of the compressor. High levels of EGR can increase compressor pressure while decreasing the mass flow through the compressor, causing the compressor to operate inefficiently or in the pumping region.

[0107] When a pumping state is detected, the routine proceeds to step 624, where the controller determines whether the ACT actuation threshold frequency has been met. To avoid compressor flow pulsations and the resulting efficiency losses from frequent ACT actuation events when the ACT actuation frequency is already at a threshold level, further ACT actuations are delayed. Therefore, if the ACT actuation threshold frequency has been met, the procedure proceeds to step 617 to delay the ACT actuation. For example, the ACT actuation might be delayed until a threshold duration has elapsed since the last ACT actuation. If a pumping state is not detected, the current ACT position is maintained at step 615.

[0108] In one example, the threshold reflects a previous frequency of sleeve actuation and is determined based on the estimated energy density of the rider's pedaling demand. For example, the threshold can be lowered if the estimated energy density increases.

[0109] If the threshold frequency of the ACT actuation has not been met, the routine switches to 626 to actuate the ACT to a position in which the pump slot (e.g., the pump slot 312 from Fig. 3) is open. In one example, actuating the ACT to open the pump slot involves the controller sending a command signal to an actuator coupled to an ACT sleeve arm to actuate the ACT sleeve to a first position where the sleeve slot is aligned with the pump slot of the casing. As a result, the pump slot opens while the throttle slot remains closed. Because of the pump slot opening under low mass flow conditions, when pumping is predicted or detected, the active casing structuring can allow gas to flow from the compressor inlet channel, behind the impeller blades, through the pump slot, then through a recirculation channel, and finally back into the compressor inlet channel through a recirculation port. Thus, the gas flow occurring on the leading edge of a complete compressor blade can be greater than it would be without an enlarged pump slot opening.The additional gas flow can allow the turbocharger compressor to operate with less gas flow through the compressor wheel before pumping occurs. As a result of actuating the ACT to open the pumping port, compressor performance can be improved to near-pump conditions.

[0110] Next, at 628, the routine involves adjusting the EGR flow and expanding it through the turbocharger to reduce flow and boost pressure disturbances caused by ACT actuation, thus allowing an essentially constant flow to be maintained through ACT actuation. In one example, adjusting the EGR flow in response to ACT actuation to a position where the pump slot is open involves increasing the opening of the LP-EGR valve (to increase the recirculation of low-pressure exhaust gas to a position upstream of the compressor) and decreasing the opening of the HP-EGR valve (to decrease the recirculation of high-pressure exhaust gas to a position downstream of the compressor).Adjusting the expansion by the turbocharger may involve increasing the opening of a wastegate valve in a fixed-geometry wastegate turbine to decrease the exhaust flow through the turbine (and increase the exhaust flow bypassing the turbine). Alternatively, adjusting the expansion by the turbocharger may involve increasing the vane angle for guide vanes in a variable-geometry turbine. In this way, the wastegate valve opening is unlikely to need to be as large as it would be without ACT actuation. After 728, the routine ends.

[0111] In one example, pumping can be addressed by coordinating ACT position adjustments with EGR and boost actuator adjustments, using less aggressive actuator adjustments. For instance, pumping can be addressed by increasing the wastegate valve opening to a partially open position without having to fully open the wastegate (as would be required if the ACT position adjustments were not applied). Similarly, pumping can be addressed by decreasing the high-pressure EGR valve opening to a partially open position without having to fully close the high-pressure EGR valve (as would be required if the ACT position adjustments were not applied). As a result, the turbine speed cannot drop rapidly.If the driver changes their mind while releasing the pedal (which induced pumping), or if there is pedal actuation shortly after release, the wastegate valve can be quickly actuated to a fully closed position, and the turbine can be started up more quickly. Similarly, the high-pressure EGR valve can be quickly actuated to a fully open position, and the compressor outlet pressure can be rapidly increased.

[0112] At step 608, if a detected or predicted torque increase is confirmed, the routine proceeds to step 614 to determine whether a throttling condition has been detected or predicted. A throttling condition can occur when the mass flow of air passing through the compressor cannot be increased at a given compressor speed. The flow rate into the compressor may be limited by the size of the compressor inlet, and when the flow at the inlet reaches the speed of sound, the flow through the compressor cannot be increased further. A throttling condition can be detected based on sensor input from an air mass flow sensor above a threshold flow rate. Additionally, a throttling condition can be indicated based on a pressure ratio at the compressor relative to a compressor map.Based on the pressure ratio, throttling can be predicted when the compressor is within a throttling range (or below a threshold distance) of the throttling limit. For example, throttling can be predicted when the engine is operating under a heavy load, such as when towing a trailer. Another example is when the engine is operating at high altitudes with increased loads, such as when driving uphill.

[0113] When a throttling condition is detected, the routine proceeds to step 616, where the controller determines whether the ACT actuation threshold frequency has been met. To avoid compressor flow pulsations and the resulting efficiency losses from frequent ACT actuation events when the ACT actuation frequency is already at a threshold level, further ACT actuations are delayed. Therefore, if the ACT actuation threshold frequency has been met, the procedure proceeds to step 617 to delay the ACT actuation. For example, the ACT actuation might be delayed until a threshold duration has elapsed since the last ACT actuation. If a throttling condition is not detected, the current ACT position is maintained at step 615.

[0114] In one example, the threshold reflects a previous frequency of sleeve actuation and is determined based on the estimated energy density of the rider's pedaling demand. For example, the threshold can be lowered if the estimated energy density increases.

[0115] If the threshold frequency of the ACT actuation has not been met, the routine switches to 628 to actuate the ACT to a position in which the throttle slot (e.g. the pump slot 314) is closed. Fig. 3) is open. In one example, actuating the ACT to open the throttle slot involves the controller sending a command signal to an actuator coupled to an ACT sleeve arm to actuate the ACT sleeve to a second position where the sleeve slot is aligned with the throttle slot of the casing. As a result, the throttle slot opens while the pump slot remains closed. Because of the throttle slot opening during high mass flow conditions, when throttling is predicted or detected, the active casing structuring can allow gas to flow from the compressor inlet duct, through the return duct, through the return port, and through the throttle slot. Thus, the gas flow occurring on the leading edge of a complete compressor blade can be less than it would be without an enlarged throttle slot opening.Deflecting the incoming gas flow can allow the turbocharger compressor to operate with a higher gas flow before throttling occurs. As a result of activating the ACT to open the throttle port, compressor performance can be improved near throttling conditions.

[0116] Next, at 620, the routine involves adjusting the EGR flow and expanding it through the turbocharger to reduce flow and boost pressure disturbances caused by ACT actuation, thus allowing an essentially constant flow to be maintained through ACT actuation. In one example, adjusting the EGR flow in response to ACT actuation to a throttle-port-open position involves decreasing the opening of the LP-EGR valve (to decrease the recirculation of low-pressure exhaust gas to a position upstream of the compressor) and increasing the opening of the HP-EGR valve (to increase the recirculation of high-pressure exhaust gas to a position downstream of the compressor).Adjusting the turbocharger's expansion can involve reducing the opening of a wastegate valve on a fixed-geometry wastegate turbine to increase exhaust flow through the turbine (and decrease exhaust flow bypassing the turbine). Alternatively, adjusting the turbocharger's expansion can involve decreasing the vane angle for guide vanes on a variable-geometry turbine. The routine ends after 620.

[0117] In one example, throttling can be addressed by coordinating ACT position adjustments with EGR and boost actuator adjustments, using less aggressive actuator adaptations. For instance, throttling can be addressed by reducing the wastegate valve opening to a partially open position without having to fully close the wastegate (as would be required if the ACT position adjustments were not applied). Similarly, throttling can be addressed by increasing the high-pressure EGR valve opening to a partially open position without having to fully open the high-pressure EGR valve (as would be required if the ACT position adjustments were not applied).Consequently, if the driver changes their mind during pedal operation (inducing throttling) or releases the pedal shortly after, the wastegate valve can be quickly actuated to a fully open position, and the turbine shutdown can be provided more quickly. Similarly, the high-pressure EGR valve can be quickly actuated to a fully closed position, and the compressor outlet pressure can be rapidly reduced.

[0118] Due to the ACT actuation at the pump slot at 618 or at the throttle slot at 626, the flow and pressure ratio at the compressor change, which also leads to a change in the position of the compressor's efficiency curve on a compressor map, as shown below with reference to Fig. 8 discussed. Feedback controls for the EGR flow rate and boost pressure can then actuate the EGR valve and variable geometry turbine (VGT) to compensate for these changes, as discussed above in 620 and 628. A change in the VGC position due to ACT adaptation can therefore temporarily disturb the engine gas flow characteristics far from their desired setpoints (such as the initial settings determined in 606). For this reason, the control actions may need to account for the effect of ACT actuation on regular air path parameters.

[0119] It is understood that, while the examples discussed in 620 and 628 concern the EGR flow through an EGR valve (HP and / or LP EGR valve), in other examples the airflow may be actuated by an intake throttle in addition to the EGR valve to compensate for disturbances caused by ACT actuation.

[0120] In one example, this disturbance is anticipated by calculating an adjustment to the EGR valve and VGT (blade angle and / or wastegate valve position) when the ACT is activated, to bring them close to the final predicted and optimal position. The expected change in air mass flow (or EGR flow, if it is the feedback control variable) and boost pressure (or exhaust pressure, if it is the feedback control variable) is represented as follows: [ΔFΔp]=[dF / dvgcdp / dvgc]Δvgc=BΔvgc and if the sensitivity of dF, dp in relation to the EGR valve and the VGT actuation is represented as follows: [ΔFΔp]=[dF / degrvdF / dvgtdp / dvgtdp / dvgt][ΔegrΔvgt]=A.[ΔegrΔvgt] The control unit can adjust the EGR and VGT positions by applying the following equation: [ΔegrΔvgt]=A−1B.Δvgc

[0121] This adjustment largely corrects the disturbance caused by the ACT actuation and maintains a constant pressure flow during ACT adjustment. The adjustment may not be perfect, and the feedback control may still need to ensure precise regulation; however, the adjustment allows the majority of the disturbance to be corrected.

[0122] In the 620 and 628 models, the control unit can also adjust the exhaust flow through the turbine to compensate for a predicted change in boost pressure caused by sleeve actuation. For example, in response to the sleeve being actuated to the first pump position, the control unit can decrease a variable geometry turbine blade or nozzle angle, with the decrease based on a predicted change in boost pressure due to the sleeve being actuated to the first position. Conversely, in response to the sleeve being actuated to the second throttle position, the control unit can increase a variable geometry turbine blade angle, with the increase based on the predicted change in boost pressure due to the sleeve being actuated to the second position. Increasing the flow with the throttle open can reduce boost pressure.Therefore, if the boost pressure deviation is greater than desired, the turbocharger speed can be increased via VGT guide vane control (towards or towards the closed position) to achieve the desired boost setpoint. If the pump slot is open, the objective may be to reduce the boost pressure and bring the compressor out of pump mode. In such cases, the turbocharger speed can be reduced by opening the VGT guide vane.

[0123] In this way, a controller can dynamically adjust each compressor from a throttle range to a throttle limit and from a pump range to a pump limit based on driver behavior, including the energy density of the driver's pedal input; actuate a sleeve of an active compressor housing to a throttle slot in response to compressor operation in the throttle range; and actuate the sleeve to a pump slot in response to compressor operation in the pump range. Actuation can be performed in response to a change in the driver's pedal input, and the controller can further estimate the energy density of the driver's pedal input based on each of the rate, strength, and frequency of the driver's pedal application over a driving cycle.The control system can further adjust each of the EGR actuators and the boost actuator based on their actuation to operate the compressor outside the throttling or pumping range. In one example, the EGR actuator includes one or more high-pressure EGR valves that recirculate exhaust gas from upstream of an exhaust turbine to downstream of the compressor, and a low-pressure EGR valve that recirculates exhaust gas from downstream of the exhaust turbine to upstream of the compressor. The boost actuator includes a wastegate valve for directing exhaust gas to a tailpipe while bypassing the turbine and a variable geometry turbine actuator for adjusting the turbine blade angle.The adjustments can include the following: in response to the throttle sleeve being actuated, reducing the opening of the low-pressure EGR valve, increasing the opening of the high-pressure EGR valve, reducing the opening of the wastegate valve, and decreasing the nozzle angle; and in response to the pumping sleeve being actuated, increasing the opening of the low-pressure EGR valve, reducing the opening of the high-pressure EGR valve, increasing the opening of the wastegate valve, and increasing the nozzle angle. Furthermore, each of the throttle and pumping ranges can be dynamically adjusted based on a measured frequency of sleeve actuation during the driving cycle, with the pumping range and throttle range being increased when the measured frequency exceeds a threshold frequency. Increasing the pumping range reduces frequent pumping slot actuation.Similarly, increasing the throttle range engages the throttle slot earlier and reduces accelerator pedal pumping.

[0124] Fig. Figure 7 shows an example block diagram 700 of a variable geometry compressor control system in a turbocharged engine for reducing compressor pump and throttle requirements. The control system includes a first sub-circuit, containing dynamic models and estimation functions, shown at Figure 702. The control logic and decision-making are performed at the second sub-circuit 704, and actuation and acquisition data are collected at the third sub-circuit 706. Each of the first and second sub-circuits is configured to receive input from a human operator 708.

[0125] On the first sub-circuit 702, a compressor pressure ratio and compressor mass flow rate are calculated based on available measurements. These are then used to locate the compressor operating point on a compressor map using dynamic models and prediction units. For example, the dynamic models and prediction units are used to determine in real time whether the compressor is likely to be limited in terms of pumping or throttling as operating conditions change. Additionally, an energy density of the driver's pedal demands can be determined based on input from the human driver 708, including the frequency and degree of pedal application, and used to dynamically update the models and prediction units.

[0126] In the second sub-circuit 704, local pumping and throttling ranges are determined based on the dynamic models and prediction units. This is then used for ACT actuation control. Additionally, the throttling and pumping ranges, as well as the pumping and throttling limits (e.g., curve characteristics of the pumping and throttling limits), can be updated based on input regarding driver behavior, such as the energy density of the driver's pedal demands. This allows the control system to better anticipate pumping and throttling conditions and adjust the ACT actuation control accordingly. For example, ACT actuation can be enabled earlier in a driving cycle and maintained for a longer period of the driving cycle in response to aggressive driver behavior.Additionally, the ACT actuation control can be adapted based on air path interactions, such as disturbances in the EGR flow and intake air flow. Furthermore, the ACT actuation control can be adjusted so that the actuation frequency does not exceed a threshold frequency in order to reduce flow pulsations and compressor efficiency loss.

[0127] ACT actuation control can be performed based on inputs regarding the current ACT position, as detected by the sensors coupled to the third sub-circuit 706. Another sensor input can also be received. The ACT actuation control output can include a control signal that is delivered to an ACT actuator, such as the ACT driver, which is also coupled to the third sub-circuit 706. This enables ACT actuation, after which an updated ACT position signal is detected and provided to the ACT actuation control.

[0128] In this way, pumping and throttling ranges can be dynamically updated based on vehicle operating conditions and driver behavior, and ACT actuation can be adjusted to reduce pumping and throttling events while improving compressor efficiency.

[0129] With reference to Fig. Figure 8 shows an example compressor map 800. A compressor map is a diagram that schematically represents the performance characteristics of a particular compressor, including efficiencies, mass flow ranges, and boost pressure capability. Map 800 shows the compressor pressure ratio (along the y-axis) at various compressor flow rates (along the x-axis) for a turbocharger compressor. Line 802 (solid) shows a surge line (e.g., absolute surge line) for the turbocharger compressor, while line 804 (dashed) shows a throttling line for the turbocharger compressor. The solid lines 806 (only 3 are labeled) represent the constant speed lines of the turbocharger compressor. Compressor operation to the left of the surge line results in turbocharger compressor operation in a surge region.Similarly, compressor operation to the right of the throttle limit 804 results in turbocharger compressor operation in a throttled region. Compressor operation in both the pumping and throttled regions leads to undesirable NVH and a potential impairment of boosted engine power. For example, the localization of the compressor operating point on the compressor map can be based on compressor flow information (such as derived from a MAF or MAP sensor), compressor pressure information (such as derived from a CIP, TIP, or boost pressure sensor), and ACT position information (such as derived from an ACT position sensor). Alternatively, the parameters can be estimated based on engine operating conditions.

[0130] A control unit can determine a pumping range relative to the surge line and a throttling range relative to the throttling line based on engine operating conditions, including driver behavior and driving history. For example, the control unit can determine a pumping range 807, which is a position on the compressor map that represents a threshold distance from the surge line 802. If the compressor operates outside of pumping range 807, such as when the compressor operates at a greater distance from the surge line 802 than the threshold, no surge is detected or predicted. However, if the compressor operates within or at pumping range 807, such as when the compressor operates at a lesser distance from the surge line 802 than the threshold, surge is anticipated or predicted.At this point, the controller can move the compressor further away from the pump-limited region by actuating the ACT towards the pump slot, as previously discussed. For example, a compressor may be operating along compressor efficiency curve 810 in the pump range 807. In response to a disturbance of the impending pumping, the controller can actuate the variable geometry compressor's ACT to vary the flow through the compressor, thereby moving the compression operation to compressor efficiency curve 812 outside the pump range 807.

[0131] As another example, the controller can determine a pumping range 808, which is a position on the compressor map that represents a threshold distance from the throttling limit 804. If the compressor operates outside the throttling range 808, such as when the compressor operates at a greater distance than the threshold from the throttling limit 804, no throttling is detected or predicted. However, if the compressor operates within or at the throttling range 808, such as when the compressor operates at a lesser distance than the threshold from the throttling limit 804, throttling is anticipated or predicted. At this point, the controller can move the compressor further away from the throttling-limited region by actuating the ACT to the throttle slot, as previously discussed.

[0132] It is understood that the throttling range to the throttle limit can differ in magnitude from the pumping range to the surge limit, with the ranges varying based on operating conditions and driver behavior. For example, if the driving history indicates that the driver exhibits aggressive driving behavior (e.g., the driver tends to frequently switch between applying the accelerator and brake pedals, and / or if the driver applies the brake and accelerator pedals to a greater degree on average), the control unit may infer that the compressor is more susceptible to surge conditions (due to the frequent release and application of the pedals). Accordingly, the control unit may increase the pumping range to the surge limit while maintaining the throttling range at the surge limit.Accordingly, both the pumping range to the surge limit and the throttling range to the throttle limit can be increased, with the degree of increase for each adjusted based on the driving profile. For example, if the frequency of pedal application increases during a driving cycle, the range(s) can be increased further. In another example, when the vehicle is operating at higher altitudes (such as during high-altitude towing), the control system can infer that the compressor is more susceptible to throttling conditions. This occurs due to the lower oxygen levels in the ambient air at higher altitudes, causing the compressor to operate closer to the throttle limit. Consequently, the control system can increase the throttling range to the throttle limit while maintaining the pumping range at the surge limit. In this way, the pumping and throttling ranges can be dynamically modeled.

[0133] In further examples, each of the throttle range and the pump range can also be dynamically adjusted over the driving cycle based on a measured frequency of the sleeve actuation. For example, the pump range can be increased and the throttle range can be increased if the measured frequency exceeds a threshold frequency.

[0134] With reference to Fig.Figure 900 represents an exemplary operation of a turbocharged engine system, including adjustments to the geometry of a variable geometry compressor (VGC) to reduce pump-limited and throttle-limited compressor operation. The VGC geometry is adjusted by actuating the compressor's actuator. Figure 900 includes various engine parameters along the vertical axis and elapsed time along the horizontal axis. Figure 900 represents the accelerator pedal position (PP) during curve 902, indicating the driver's torque demand.The map 900 further shows the boost pressure provided by the VGC at curve 904, a compressor pressure ratio is shown at curve 906 relative to the throttle limit 909 and surge limit 907, the actuation of the ACT to one of the three positions (nominal, throttle slot, surge slot) is shown at curve 908, the position of an HP-EGR valve is shown at curve 910 and the position of an exhaust wastegate valve, which is coupled in a bypass on the exhaust turbine of the turbocharger, is shown at curve 912.

[0135] Before time tl, the engine operates without boost due to low torque demand from the driver. The compressor pressure ratio is outside the throttle and pumping ranges. The ACT is in its standard, nominal position. The high-pressure EGR valve is closed. A low-pressure EGR valve (not shown) may be at least partially open. The wastegate valve is open when boost is not required.

[0136] At t1, there is an increase in the driver's torque demand, as indicated by a gradual and moderate increase in the accelerator pedal position. In response to this increased torque demand, the boost pressure is increased by moving the wastegate valve to a more closed position to enhance turbine start-up. Additionally, the high-pressure EGR valve opening is enlarged. The compressor operating point remains outside the throttling and pumping limits, and thus the ACT is held in its nominal position. In this position, both the pumping and throttle ports are closed.

[0137] Between t1 and t2, there is an overall increase in the driver's torque demand. However, this increase in driver demand manifests as a more rapid increase in accelerator pedal position. Additionally, the accelerator pedal is repeatedly applied and released between t1 and t2. In response to the increased torque demand, the boost pressure is further increased by moving the wastegate valve to a more closed position and further widening the high-pressure EGR valve opening. The compressor operating point remains outside the throttling and surge limits, thus maintaining the ACT in its nominal position.

[0138] Based on the frequency and degree of pedal application between t1 and t2, the control unit can calculate a pedal energy density and deduce that the driver is beginning to drive more aggressively. Accordingly, the surge limit can be temporarily lowered after t2 (thus reducing the range for surge operation) while maintaining the throttle limit. Here, the control unit anticipates, based on driver behavior, that surge is likely to occur, and therefore surge control can be initiated earlier in the driving cycle by reducing the surge limit. Shortly before t3, the compressor pressure ratio begins to move closer to the reduced surge limit.

[0139] At t3, there is a decrease in the driver's torque demand, as indicated by a sudden release of the accelerator pedal. This sudden drop in torque demand causes the compressor pressure ratio to move into the surge range and reach the surge limit. If left unaddressed, the resulting surge (indicated by the dashed segment 905) would cause NVH problems and a drop in boosted engine power. To address surge in response to the decrease in driver torque demand, the ACT is actuated to a first position where it engages the surge port. In this position, the surge port is open while the throttle port is closed. This position results in a recirculation flow from the compressor impeller to the compressor inlet, thus improving the surge range.Additionally, pressure disturbances caused by ACT actuation are compensated for by actuating the wastegate valve to a more open position and the high-pressure EGR valve to a more closed position. Thus, the wastegate and high-pressure EGR valve adjustments required to address pumping, the drop in torque demand, and the compensation of flow disturbances caused by ACT actuation are smaller than those required without ACT actuation, as shown by the dashed segments 911 and 913. In this way, the compressor operating point remains outside the surge limit due to ACT actuation to the pump slot, while air path disturbances caused by actuation are compensated for by EGR and wastegate valve adjustments.

[0140] Between t4 and t5, the driver's torque demand remains low, and the compressor pressure ratio begins to move further away from the surge line. Accordingly, shortly after t4, as soon as the pressure ratio is sufficiently far from the surge line, the ACT is actuated back to its nominal position, where both the surge and throttle ports are open. Additionally, air path disturbances caused by actuation are compensated for by EGR and wastegate valve adjustments. Specifically, the lower torque demand is met by increasing the wastegate valve opening and decreasing the high-pressure EGR valve opening. Furthermore, due to the non-aggressive driving style since t2, the surge line is raised and returned to its previous level.

[0141] Shortly before t5, the driver's torque demand increases, as indicated by a sudden application of the accelerator pedal. This sudden increase in torque demand causes the compressor pressure ratio to move into the throttling range, reaching the throttling limit 909. If left unaddressed, the resulting throttling (shown at the dashed segment 916) would cause NVH problems and a drop in boosted engine power. To address the throttling in response to the driver's increased torque demand, the ACT is actuated to a second position, engaging the throttle slot. In this position, the throttle slot is open while the pump slot is closed. This position results in increased intake flow from the compressor inlet to the compressor wheel, thus improving the throttling range.Additionally, pressure disturbances caused by ACT actuation are compensated for by actuating the wastegate valve to a more closed position and the high-pressure EGR valve to a more open position. Thus, the wastegate and high-pressure EGR valve adjustments required to address pumping, the drop in torque demand, and the compensation of flow disturbances caused by ACT actuation are smaller than those required without ACT actuation, as shown by the dashed segments 914 and 915. In this way, the compressor operating point remains outside the throttling limit due to ACT actuation to the throttle slot, while air path disturbances caused by actuation are compensated for by EGR and wastegate valve adjustments.

[0142] Between t5 and t6, the driver's torque demand remains high, and the compressor pressure ratio begins to move further away from the throttle limit. Accordingly, shortly after t6, as soon as the pressure ratio is sufficiently far from the throttle limit, the ACT is actuated back to its nominal position, where both the pump and throttle slots are open. Additionally, air path disturbances caused by actuation are compensated for by EGR and wastegate valve adjustments. Specifically, the higher torque demand is met by reducing the wastegate valve opening and increasing the opening of the high-pressure EGR valve.

[0143] In this way, a controller can actuate a variable-geometry compressor housing sleeve to a position selected based on each compressor pressure ratio and mass flow rate through the compressor; and adjust each EGR actuator and a boost actuator based on the selected position to maintain the compressor pressure ratio during actuation. Actuation can, for example, involve: predicting a change in each compressor pump range relative to a surge limit and a compressor throttle range relative to a throttle limit based on the compressor pressure ratio and mass flow rate; in response to the predicted decrease in the compressor pump range, actuating the sleeve to a first position; and in response to a predicted decrease in the compressor throttle range, actuating the sleeve to a second position.In one example, when the sleeve is in the first position, a compressor pump slot is open while a compressor throttle slot is closed, and compressed air is returned from the compressor impeller blades to a compressor inlet via the pump slot. Conversely, when the sleeve is in the second position, the pump slot is closed while the throttle slot is open, and compressed air is returned from the compressor inlet to the compressor impeller blades via the throttle slot. The sleeve can be actuated to the first position before the compressor pressure ratio reaches the surge limit, and the sleeve can be actuated to the second position before the compressor pressure ratio reaches the throttle limit.The control system can predict changes in the compressor pump range or compressor throttle range based on driver behavior, including the estimated energy density of the driver's pedal input. This prediction can also be based on input from a navigation system, including altitude and road gradients. In yet other examples, the sleeve position can be selected based on a previous sleeve actuation frequency relative to a threshold value. This threshold is determined based on the estimated energy density of the driver's pedal input and is lowered as the estimated energy density increases. The sleeve can be held in a current (e.g., nominal) position in response to the previous sleeve actuation frequency being higher than the threshold, even as the compressor pump range or compressor throttle range increases.Furthermore, in response to no predicted reduction in the compressor pump range or compressor throttle range, the control can hold the sleeve in a standard position with both the pump slot and the throttle slot closed. In one example, the compressor is driven by an exhaust turbine, wherein the EGR actuator includes an EGR valve coupled in an EGR channel that recirculates exhaust gas from an exhaust duct downstream of the turbine to upstream of the compressor, and wherein the boost actuator includes a variable geometry turbine and a wastegate valve, the wastegate valve being coupled in a wastegate that bypasses the exhaust turbine.The adjustment may include: in response to the sleeve being actuated to the first position, increasing the opening of the EGR valve and the opening of the wastegate valve, the increase being based on a predicted drop in boost pressure due to the sleeve being actuated to the first position; and in response to the sleeve being actuated to the second position, decreasing the opening of the EGR valve and the opening of the wastegate valve, the decrease being based on a predicted increase in boost pressure due to the sleeve being actuated to the second position.In another example, the adjustment involves the following: in response to the sleeve being actuated to the first position, reducing a variable geometry turbine blade angle, the reduction being based on a predicted change in boost pressure due to the sleeve being actuated to the first position; and in response to the sleeve being actuated to the second position, increasing a variable geometry turbine blade angle, the increase being based on the predicted change in boost pressure due to the sleeve being actuated to the second position.

[0144] In this way, adjustments to the position of an active sleeve casing structuring element can be coordinated with adjustments to the airflow path actuator to improve the operation of a compressor with variable geometry. By filtering driver behavior and using the energy density of a driver's pedal actuation to adjust a compressor's pumping and throttling limits in real time, pumping and throttling can be better predicted, and pumping and throttling ranges can be dynamically updated accordingly. By lowering the pumping limit and increasing the allowed pumping range under conditions of aggressive driver behavior, ACT adjustments that reduce pumping can be provided earlier and for a longer period, thereby improving compressor efficiency.Additionally, the ACT actuation frequency can be limited, thereby reducing flow pulsations and efficiency losses associated with the actuation frequency. By adjusting the EGR current and boost actuator operation based on the ACT actuation, flow pulsations or disturbances caused by the ACT actuation can be compensated for, thus improving airflow to the compressor. Overall, compressor operating efficiency can be improved even under conditions where throttling and pumping occur.

[0145] A method for an engine involves actuating a sleeve of a variable-geometry compressor housing to a position selected based on each of a compressor pressure ratio and mass flow rate through the compressor, and adjusting each of an EGR actuator and a supercharger actuator based on the selected position to maintain the compressor pressure ratio during actuation. In a first example of the method, actuation involves predicting a change of each of a compressor pumping range relative to a surge limit and a compressor throttle range relative to a throttle limit based on the compressor pressure ratio and mass flow rate; in response to the predicted decrease in the compressor pumping range, actuating the sleeve to a first position; and in response to a predicted decrease in the compressor throttle range, actuating the sleeve to a second position.A second example of the method optionally includes the first example and further includes that, when the sleeve is in the first position, a pump slot of the compressor is open while a throttle slot of the compressor is closed, and compressed air is returned from the compressor impeller blades via the pump slot to a compressor inlet, and wherein, when the sleeve is in the second position, the pump slot is closed while the throttle slot is open, and compressed air is returned from the compressor inlet via the throttle slot to the compressor impeller blades.A third example of the method optionally includes one or more of the first and second examples and further includes the sleeve being actuated to the first position before the compressor pressure ratio reaches the surge limit, and the sleeve being actuated to the second position before the compressor pressure ratio reaches the throttle limit. A fourth example of the method optionally includes one or more of the first through third examples and further includes the prediction of the change in the compressor surge range or compressor throttle range being based on driver behavior, including the estimated energy density of the driver pedal input. A fifth example of the method optionally includes one or more of the first through fourth examples and further includes the prediction being based on input from a navigation system, the input including altitude and road gradient.A sixth example of the method optionally includes one or more of the first to fifth examples and further includes that the position is selected based on a previous frequency of sleeve actuation relative to a threshold, the threshold being determined as a function of the estimated energy density of the driver pedal request, the threshold being reduced as the estimated energy density increases, and the sleeve being held in a current position in response to a previous frequency of sleeve actuation being higher than the threshold, even as the compressor pump range or compressor throttle range decreases.A seventh example of the method optionally includes one or more of the first through sixth examples and further includes, in response to no predicted reduction in the compressor pump range or compressor throttle range, maintaining the sleeve in a standard position with both the pump slot and the throttle slot closed. An eighth example of the method optionally includes one or more of the first through seventh examples and further includes the compressor being driven by an exhaust turbine, the EGR actuator comprising an EGR valve coupled in an EGR channel that recirculates exhaust gas from an exhaust duct downstream of the turbine to upstream of the compressor, and the boost actuator comprising one driven by a variable-geometry turbine and a wastegate valve, the wastegate valve being coupled in a wastegate that bypasses the exhaust turbine.A ninth example of the method optionally includes one or more of the first through eighth examples and further includes the following adjustments: in response to the sleeve being actuated to the first position, increasing the opening of the EGR valve and the opening of the wastegate valve, the increase being based on a predicted drop in boost pressure due to the sleeve being actuated to the first position; and in response to the sleeve being actuated to the second position, decreasing the opening of the EGR valve and the opening of the wastegate valve, the decrease being based on a predicted increase in boost pressure due to the sleeve being actuated to the second position.A tenth example of the method optionally includes one or more of the first to ninth examples and further includes the following in the adjustment: in response to the sleeve being actuated to the first position, reducing a variable geometry turbine blade angle, the reduction being based on a predicted change in boost pressure due to the sleeve being actuated to the first position; and in response to the sleeve being actuated to the second position, increasing a variable geometry turbine blade angle, the increase being based on the predicted change in boost pressure due to the sleeve being actuated to the second position.

[0146] Another method involves dynamically adjusting each of a compressor's throttle range to a throttle limit and pump range to a pump limit based on driver behavior, including the energy density of the driver's pedal request; actuating a sleeve of an active compressor casing to a throttle slot in response to compressor operation in the throttle range; and actuating the sleeve to a pump slot in response to compressor operation in the pump range. In a first example of the method, the actuating occurs in response to a change in the driver's pedal request, the method further comprising: estimating the energy density of the driver's pedal request based on each of the rate, strength, and frequency of the driver's pedal application over a driving cycle.A second example of the method optionally includes the first example and further includes adjusting each of an EGR actuator and a boost actuator based on actuation to operate the compressor outside the throttling or pumping range. A third example of the method optionally includes one or more of the first and second examples and further includes that the EGR actuator includes one or more of a high-pressure EGR valve that recirculates exhaust gas from upstream of an exhaust turbine to downstream of the compressor, and a low-pressure EGR valve that recirculates exhaust gas from downstream of the exhaust turbine to upstream of the compressor, and that the boost actuator includes a wastegate valve for directing exhaust gas to a tailpipe during turbine bypass and a variable geometry turbine actuator for adjusting a turbine blade angle.A fourth example of the procedure optionally includes one or more of the first to third examples and further includes the following adjustments: in response to the sleeve being actuated to the throttle slot, reducing the opening of the low-pressure EGR valve, increasing the opening of the high-pressure EGR valve, reducing the opening of the wastegate valve, and reducing the vane angle; and in response to the sleeve being actuated to the pump slot, increasing the opening of the low-pressure EGR valve, reducing the opening of the high-pressure EGR valve, increasing the opening of the wastegate valve, and increasing the vane angle.A fifth example of the method optionally includes one or more of the first to fourth examples and further includes that each of the throttle range and the pump range is dynamically adjusted based on a measured frequency of the sleeve actuation of the driving cycle, with the pump range being increased and the throttle range being decreased when the measured frequency exceeds a threshold frequency.

[0147] A system for an engine may include: an engine; an intake compressor with an impeller, a throttle slot, a pump slot, an actuated annular housing that accommodates the impeller, the housing comprising a sleeve slot, and an actuator coupled to a sleeve of the housing; an exhaust turbine; an EGR valve coupled to recirculate exhaust gas from downstream of the turbine to upstream of the compressor in an EGR channel; a pedal for receiving the driver's torque request;and a control system with computer-readable instructions stored in non-volatile memory for the following: in response to a current change in pedal position, comparing the compressor efficiency with the actuator at a current position relative to each of a first and second position, estimating the compressor efficiency with the actuator at a first and a second position, wherein the compressor efficiency is estimated based on a compressor pressure ratio, a mass flow rate, the current change in pedal position, and a history of previous changes in pedal position over a given driving cycle; actuating, via the actuator, the sleeve to one of the first and second positions with a higher compressor efficiency; estimating a boost pressure disturbance in conjunction with actuating;and adjusting the opening of the EGR valve based on the estimated boost pressure disturbance. In a first example of the system, the control further includes instructions for: adjusting an exhaust flow that bypasses the wastegate turbine based on the estimated boost pressure disturbance if the turbine is a wastegate turbine; and adjusting a turbine blade angle based on the estimated boost pressure disturbance if the turbine is a variable geometry turbine. A second example of the system optionally includes the first example and further includes the sleeve slot in the first position being aligned with the throttle slot, and compressed air from a compressor inlet being drawn through the throttle slot into the impeller, and the sleeve slot in the second position being aligned with the pump slot, and compressed air being returned from the impeller through the pump slot to the compressor inlet.

[0148] In another representation, the vehicle is a hybrid vehicle system.

[0149] It should be noted that the control and estimation routines contained herein can be used with various engine and / or vehicle system designs. The control procedures and sequences disclosed herein can be stored as executable instructions in non-volatile memory and can be executed by the control system, which includes the control unit in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. Accordingly, various illustrated actions, operations, and / or functions can be performed in the illustrated sequence or in parallel, or in some cases, omitted.Likewise, the processing sequence is not strictly necessary to achieve the features and advantages of the exemplary embodiments described here, but is provided for easier illustration and description. One or more of the illustrated actions, operations, and / or functions can be performed repeatedly, depending on the specific strategy employed. Furthermore, the described actions, processes, and / or functions can graphically represent code that is to be programmed into non-volatile memory of the computer-readable storage medium in the engine control system, whereby the described actions are executed by carrying out the instructions in a system that includes the various engine hardware components in combination with the electronic control unit.

[0150] It is understood that the configurations and processes disclosed herein are exemplary and that these specific embodiments are not to be interpreted in a limiting sense, as numerous variations are possible. For example, the foregoing technology can be applied to V-6, I-4, I-6, V-12, 4-cylinder boxer, and other engine types. The subject matter of this disclosure includes all new and non-obvious combinations and sub-combinations of the various systems and configurations, as well as other features, functions, and / or properties disclosed herein.

[0151] The following claims describe, in particular, certain combinations and subcombinations that are considered novel and not obvious. These claims may refer to "one" element, "a first" element, or the equivalent thereof. Such claims should be understood as including one or more such elements and neither requiring nor excluding two or more such elements. 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 patent claims shall also be considered as included in the subject matter of the present disclosure, irrespective of whether they have a broader, narrower, the same or a different scope compared to the original patent claims.

Claims

[1] Method for a turbocharged engine, comprising: Actuating a sleeve of a compressor housing with variable geometry to a selected position via a control system based on a compressor pressure ratio and a mass flow rate through the compressor as determined by the control system; and Adjusting an EGR actuator and a charging actuator via the control unit based on the selected position to maintain the compressor pressure ratio during operation. [2] Method according to claim 1, wherein the actuation includes: Predictions of a change in a surge limit distance relative to a surge limit and a choke limit distance relative to a throttling limit via the control system based on the compressor pressure ratio and the mass flow rate; In response to the predicted reduction of the pumping point clearance as determined by the control system, the sleeve is actuated to a first position via the control system; and In response to a predicted reduction in the packing distance as determined by the control, the sleeve is actuated to a second position via the control. [3] The method of claim 2, further comprising: Opening a compressor pump slot while a compressor throttle slot is closed, and returning compressed air discharged from an impeller via the pump slot to a compressor inlet when the sleeve is in the first position; and Closing the pump slot while the throttle slot is open, and supplying air from the compressor inlet via the throttle slot to the impeller blades when the sleeve is in the second position. [4] Method according to claim 2, further comprising: Actuating the sleeve to the first position before the compressor pressure ratio reaches the surge limit; and Actuate the sleeve to the second position before the compressor pressure ratio reaches the throttling limit. [5] Method according to claim 2, further comprising predicting the change in the surge clearance or the choke clearance based on driver behavior including an estimated energy density of a driver pedal request. [6] Method according to claim 5, wherein the prediction is further based on an input from a navigation system, wherein the input includes altitude and road gradients. [7] Method according to claim 5, further comprising selecting the position based on a previous frequency of sleeve actuation relative to a threshold, wherein the threshold is determined as a function of the estimated energy density of the driver pedal request, the threshold being reduced as the estimated energy density increases, and the sleeve being held in a current position in response to the previous frequency of sleeve actuation being higher than the threshold, even as the pumping limit distance or the squashing limit distance decreases. [8] Method according to claim 3, further comprising, in response to no predicted reduction of the pumping limit distance or the choking limit distance as determined by the control, maintaining the sleeve in a standard position by the control, wherein both the pumping slot and the throttle slot are closed. [9] Method according to claim 3, further comprising driving the compressor from an exhaust gas turbine, recirculating exhaust gas from an exhaust gas channel downstream of the turbine to upstream of the compressor via the EGR actuator which includes an EGR valve coupled in an EGR channel, and wherein the charging actuator includes a variable geometry turbine and a wastegate valve, wherein the wastegate valve is coupled in a wastegate which bypasses the exhaust gas turbine. [10] The method of claim 9, wherein the adaptation includes: in response to the sleeve being actuated to the first position, reducing the opening of the EGR valve and the opening of the wastegate valve via the control unit, the reduction being based on a predicted drop in boost pressure due to the sleeve being actuated to the first position; and In response to the sleeve being actuated to the second position, the opening of the EGR valve and the opening of the wastegate valve are increased via the control system, the increase being based on a predicted increase in boost pressure due to the sleeve being actuated to the second position. [11] The method of claim 9, wherein the adaptation includes: in response to the sleeve being actuated to the first position, enlargement of a variable-geometry turbine nozzle opening via the control system, the enlargement being based on a predicted change in boost pressure due to the sleeve being actuated to the first position; and In response to the sleeve being actuated to the second position, the nozzle opening of the variable geometry turbine is reduced via the control system, the reduction being based on the predicted change in boost pressure due to the actuating of the sleeve to the second position. [12] Supercharged engine system, comprising: an engine; an intake compressor comprising an impeller, a throttle slot, a pump slot, an actuated annular housing accommodating the impeller, the housing comprising a sleeve slot, and an actuator coupled to a sleeve of the housing; an exhaust gas turbine; an EGR valve that is coupled to an EGR channel for recirculating exhaust gas from downstream of the turbine to upstream of the compressor; a pedal to receive the torque demand of the driver; and a controller with computer-readable instructions stored in non-volatile memory for the following: In response to a current change in pedal position, comparisons are made, via the control system, of the current compressor efficiency with the actuator at a current position relative to a compressor efficiency with the actuator at a first and a second position. Estimating, via the control, the compressor efficiency with the actuator at the first and second positions, wherein the compressor efficiency is estimated based on a compressor pressure ratio, a mass flow rate, the current change in pedal position and a history of previous changes in pedal position over a given driving cycle; Actuate, via the actuator, the sleeve to one of the first and second positions with greater compressor efficiency, via the control; Estimating a boost pressure fault in connection with actuation via the control unit; and Adjusting the opening of the EGR valve via the control unit based on the estimated boost pressure disturbance. [13] System according to claim 12, wherein the control further includes instructions for the following: Adjusting an exhaust flow that bypasses the wastegate turbine, based on the estimated boost pressure disturbance, if the turbine is the wastegate turbine; and Adjusting the turbine blade angle based on the estimated boost pressure disturbance when the turbine is a variable geometry turbine. [14] System according to claim 12, wherein in the first position the sleeve slot is aligned with the pump slot and compressed air discharged from an impeller is returned via the pump slot to a compressor inlet, and wherein in the second position the sleeve slot is aligned with the throttle slot and Air is supplied from the compressor inlet via the throttle slot to the impeller.

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