Turbocharger Compressor Outlet Temperature Closed Loop Control
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Solution Overview
Problem
Existing control systems for turbochargers use open loop control methods that conservatively reduce boost pressure based on induction air temperature or ambient air temperature, leading to suboptimal performance, especially in high load conditions, and can result in unnecessary reductions that do not account for actual compressor outlet temperature limits.
Innovation Solution
A closed loop control system that adjusts the boost pressure setpoint based on the compressor outlet temperature, using feedback mechanisms to ensure the compressor operates within predetermined limits, while also considering engine load and fuel requests, and disabling reductions when certain conditions are met to prevent unnecessary adjustments.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If open loop control methods are used to conservatively reduce boost pressure based on induction air temperature or ambient air temperature, then compressor outlet temperature limits are prevented, but turbocharger efficiency and engine power output are reduced due to unnecessary reductions
Solution Approach 1:
The patent implements closed-loop feedback control by continuously monitoring the actual compressor outlet temperature and adjusting the boost pressure setpoint based on real-time temperature data. This feedback mechanism allows the system to reduce boost pressure only when and where necessary to prevent temperature limits, rather than using conservative open-loop reductions based on ambient or induction air temperature, thereby maintaining engine power output while ensuring reliable temperature control.
2Reliability
If open loop control methods are used to reduce boost pressure based on induction air temperature or ambient air temperature, then compressor outlet temperature limits are prevented, but turbocharger efficiency is reduced due to suboptimal performance
Solution Approach 1:
The system uses feedback control to monitor actual compressor outlet temperature and adjust boost pressure accordingly, replacing open-loop methods that rely on conservative temperature thresholds. This enables the turbocharger to operate more efficiently by maintaining optimal boost pressure levels without unnecessary reductions, while still preventing compressor outlet temperature from exceeding safe limits.
Solution Approach 2:
The patent dynamically changes the boost pressure setpoint parameter based on real-time compressor outlet temperature measurements. By adjusting this critical parameter in response to actual temperature conditions rather than relying on fixed open-loop tables, the system optimizes turbocharger efficiency while ensuring reliable temperature control.
3Productivity
If closed loop control is implemented to optimize boost pressure adjustments based on actual compressor outlet temperature, then turbocharger efficiency and engine power output are maximized, but system complexity increases due to feedback mechanisms and multiple control modules
Solution Approach 1:
The control system achieves multi-functionality by integrating multiple control objectives (temperature control, efficiency optimization, power output maximization) within a unified closed-loop framework. The same feedback mechanism serves multiple purposes: preventing temperature limits, optimizing turbocharger efficiency, and maintaining engine power output, thereby reducing the need for separate independent control systems.
Solution Approach 2:
The system employs dynamic control by continuously adjusting the boost pressure setpoint in real-time based on actual compressor outlet temperature conditions. This dynamic approach allows the control system to adapt to varying operating conditions and optimize performance across different scenarios, managing complexity through flexible, condition-based control logic rather than rigid fixed rules.
Data Source
AI summary
A control system for a turbocharger of a vehicle includes an enable module, an error module, a reduction module, and a boost module. The enable module is configured to: enable reduction in a boost pressure setpoint of a compressor of the turbocharger based on whether a fault exists, load on an engine, and a compressor outlet temperature; and generate an enable signal indicating whether reduction in the boost pressure setpoint is enabled. The error module configured to determine a difference between the compressor outlet temperature and a predetermined limit. The reduction control module is configured to, in response to the enable signal indicating reduction in the boost pressure setpoint is enabled, reduce the boost pressure setpoint based on the difference. The boost module is configured to adjust boost pressure output of the compressor based on the boost pressure setpoint.