|Publication number||US7779634 B2|
|Application number||US 11/658,284|
|Publication date||Aug 24, 2010|
|Filing date||Jul 23, 2004|
|Priority date||Jul 23, 2004|
|Also published as||EP1771647A1, US20080282699, WO2006022635A1|
|Publication number||11658284, 658284, PCT/2004/23927, PCT/US/2004/023927, PCT/US/2004/23927, PCT/US/4/023927, PCT/US/4/23927, PCT/US2004/023927, PCT/US2004/23927, PCT/US2004023927, PCT/US200423927, PCT/US4/023927, PCT/US4/23927, PCT/US4023927, PCT/US423927, US 7779634 B2, US 7779634B2, US-B2-7779634, US7779634 B2, US7779634B2|
|Inventors||Pierre Barthelet, Martin Verschoor|
|Original Assignee||Honeywell International Inc.|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (35), Non-Patent Citations (1), Referenced by (13), Classifications (25), Legal Events (2)|
|External Links: USPTO, USPTO Assignment, Espacenet|
Subject matter disclosed herein relates generally to turbochargers for internal combustion engines and, in particular, turbochargers with electric boosting capabilities.
Sophisticated air intake and exhaust controls for turbochargers have arisen in response to increased demands for reductions in fuel consumption and emissions of internal combustion engines. Such demands continue to increase through a broad range of requirements that seek higher power density, improved driveability, improved engine efficiency and improved emissions through technologies that include, for example, aftertreatment and exhaust gas recirculation. Demands proposed for future engines may prove quite difficult to meet. Indeed, some of these demands place seemingly contradictory requirements on turbocharger design and function.
An integrated solution that addresses both increased power density and good low end torque behavior (e.g., steady state and transient) is the so-called electrically assisted turbocharger. A commercially available electrically assisted turbocharger, marketed as the E-TURBO™ turbocharger (GARRETTŪ Engine Boosting Systems, Inc., Torrance, Calif.), can rely on exhaust gas flow energy and/or rely on an electric motor to drive the turbocharger shaft. In addition, the E-TURBO™ turbocharger can even operate as a generator. For example, at low engine speeds, an electronically controlled electric motor may respond to an engine load parameter or signal and drive the turbocharger's shaft to higher speeds. However, at high engine speeds where sufficient exhaust flow exists to drive the turbine, the electric motor can extract energy from the exhaust and thereby act as a supplementary generator for the vehicle's electrical system.
While such technology has helped to overcome demand hurdles, performance can be limited by compressor map width and, in particular, by compressor surge. Such a surge limitation can have the effect of requiring low end torque derating, hence diminishing some of benefits inured through use of an electric assist motor.
A compressor flow map, e.g., a plot of pressure ratio versus mass air flow, can help characterize performance of a compressor. In a flow map, pressure ratio is typically defined as the air pressure at the compressor outlet divided by the air pressure at the compressor inlet. Mass air flow may be converted to a volumetric air flow through knowledge of air density or air pressure and air temperature. Compression causes friction between air molecules and hence frictional heating. Thus, air at a compressor outlet generally has a considerably higher temperature than air at a compressor inlet. Intercoolers act to remove heat from compressed air before the compressed air reaches one or more combustion chambers.
A typical compressor flow map usually indicates compressor efficiency. Compressor efficiency depends on various factors, including pressure, pressure ratio, temperature, temperature increase, compressor wheel rotational speed, etc. In general, a compressor should be operated at a high efficiency or at least within certain efficiency bounds. As already mentioned, one operational bound is commonly referred to as a surge limit while another operational bound is commonly referred to as a choke area. Compressor efficiency drops significantly as conditions approach the surge limit or the choke area.
Choke area results from limitations associated with compressor wheel rotational speed and the speed of sound in air. In general, compressor efficiency falls rapidly as compressor wheel blade tips exceed the speed of sound in air. Thus, a choke area limit typically approximates a maximum mass air flow regardless of compressor efficiency or compressor pressure ratio.
A surge limit exists for most compressor wheel rotational speeds and defines an area on a compressor flow map wherein a low mass air flow and a high pressure ratio cannot be achieved. In other words, a surge limit represents a minimum mass air flow that can be maintained at a given compressor wheel rotational speed and a given pressure difference between the compressor inlet and outlet. In addition, compressor operation is typically unstable in this area. Surge may occur upon a build-up of back pressure at the compressor outlet, which can act to reduce mass air flow through the compressor. At worst, relief of back pressure through the compressor (e.g., a reverse flow through the compressor) can cause a negative mass air flow, which has a high probability of stalling the compressor wheel. Some compressor systems use a relief valve to help relieve such back pressure and thereby avoid any significant reduction of mass air flow through the compressor. Surge prevention can also reduce wear on a compressor and related parts.
Overall, surge of centrifugal compressors limits the useful operating range. Previous attempts to reduce surge limits for compressors have met with difficulties at low compressor wheel rotational speeds. For example, various previous attempts used a port between the compressor outlet and the compressor inlet to re-circulate some of the air mass when a build-up of back pressure occurred. However, such a port significantly reduced compressor efficiency.
Various exemplary methods, devices, systems, etc., presented herein aim to avoid surge limitations and thereby more fully realize the potential of an electric assist for a turbocharger. Other goals and achievements are also discussed herein.
A more complete understanding of the various method, systems and/or arrangements described herein, and equivalents thereof, may be had by reference to the following detailed description when taken in conjunction with the accompanying drawings wherein:
Various exemplary methods, devices, systems, etc., disclosed herein address issues related to technology associated with turbochargers and are suitable for use with electrically assisted turbochargers and compressors.
Turbochargers are frequently utilized to increase the output of an internal combustion engine. Referring to
The turbocharger 120 acts to extract energy from the exhaust and to provide energy to intake air, which may be combined with fuel to form combustion gas. As shown in
The turbocharger 120 includes an electric motor and/or generator 128, referred to herein as an electric motor that may optionally include generator capabilities. The electric motor 128 receives commands from a control unit 140 which is optionally part of an engine control unit 150 that operates with other aspects of, for example, a vehicle control or electrical system 160.
The output of the compressor 124 flows to a heat exchanger (e.g., cooler) 130 that is typically used to extract heat from the compressed intake air prior to the intake port 114 of the engine 110. As mentioned in the Background section, compression causes friction between air molecules and hence frictional heating. Thus, air at a compressor outlet generally has a considerably higher temperature than air at a compressor inlet. In
Referring to the turbine 126, such a turbine optionally includes a variable geometry unit and a variable geometry controller. The variable geometry unit and variable geometry controller optionally include features such as those associated with commercially available variable geometry turbochargers (VGTs), such as, but not limited to, the GARRETTŪ VNT™ and AVNT™ turbochargers, which use multiple adjustable vanes to control the flow of exhaust across a turbine.
Adjustable vanes positioned at an inlet to a turbine typically operate to control flow of exhaust to the turbine. For example, GARRETTŪ VNT™ turbochargers adjust the exhaust flow at the inlet of a turbine rotor in order to optimize turbine power with the required load. Movement of vanes towards a closed position typically directs exhaust flow more tangentially to the turbine rotor, which, in turn, imparts more energy to the turbine and, consequently, increases compressor boost. Conversely, movement of vanes towards an open position typically directs exhaust flow in more radially to the turbine rotor, which, in turn, increase the mass flow of the turbine and, consequently, decreases the engine back pressure (exhaust pipe pressure). Thus, at low engine speed and small exhaust gas flow, a VGT turbocharger may increase turbine power and boost pressure; whereas, at full engine speed/load and high gas flow, a VGT turbocharger may help avoid turbocharger overspeed and help maintain a suitable or a required boost pressure.
A variety of control schemes exist for controlling geometry, for example, an actuator tied to compressor pressure may control geometry and/or an engine management system may control geometry using a vacuum actuator. Overall, a VGT may allow for boost pressure regulation which may effectively optimize power output, fuel efficiency, emissions, response, wear, etc. Of course, an exemplary turbocharger may employ wastegate technology as an alternative or in addition to aforementioned variable geometry technologies.
The exemplary turbocharger arrangement 220 includes a compressor 224 and a turbine 226 operatively coupled to a rotatable shaft 222 (optionally more than one shaft) that may be driven by an electric motor 228. The arrangement 220 also includes a flow path or conduit 227 that can connect the outlet of the compressor 224 and the input to the turbine 226. In this example, flow through the flow path 227 is controllable via a flow regulator 229, which may be an adjustable valve. The flow regulator 229 can operate in conjunction with the electric assist as appropriate and may receive commands from a common controller such as the electric assist controller 240. Various exemplary algorithms for operation of such a controller are discussed further below.
The direction of flow through the flow path 227 is optionally from compressor outlet to turbine inlet or from turbine inlet to compressor outlet depending on need and various pressures (e.g., compressor outlet pressure, turbine inlet pressure, etc.). In this example, the flow path 227 branches from the compressor outlet prior to the heat exchanger 130; thus, an opportunity exists for allowing high temperature compressed air to flow from the compressor outlet to the turbine inlet upon a command to the flow regulator 229. Similarly, depending on the nature of the selected flow regulator 229 and various pressures (e.g., compressor outlet pressure, turbine inlet pressure, etc.), hot exhaust gas may flow from a point prior to the turbine inlet to a point in the intake stream of the engine 110 intermediate the compressor 224 and the heat exchanger 130. In the latter instance, recirculation of exhaust gas may be achieved.
Pressures P1 and P2 are shown to represent pressure at the two aforementioned connection points. In general, two cases exist where a substantial flow may occur in the flow path 327. Case I corresponds to P1>P2 and Case II corresponds to P2>P1. An exemplary controller 340 may make such determinations based on a model, operational parameters and/or sensed information. For example, the controller may receive pressure information or may distinguish occurrence of Case I or Case II upon power provided to the electric motor 128.
For Case II, recirculation of exhaust gas may be achieved, which may aim to address efficiency and/or other operational and/or emissions issues. For Case I, flow from the intake path to the exhaust path may act to diminish back pressure on the compressor and thereby be beneficial in avoiding surge.
Various temperatures are shown T1, T2, T3, T4. Temperature T1 corresponds to an inlet temperature to an inlet header 114 to the combustion chambers of the engine 110, temperature T2 corresponds to an exhaust temperature of an exhaust header 116, temperature T3 corresponds to a compressed air temperature prior to the heat exchanger 130 and the temperature T4 corresponds to an exhaust temperature at a point where exhaust gas is optionally mixed with intake air.
Various mass flows are shown and labeled x1, x2 and y. A normalized mass flow of 1 represents mass entering the compressor 124. Mass flow x1 corresponds to a mass flow of compressed air diverted from a stream entering the heat exchanger 130, mass flow x2 corresponds to a mass of compressed air diverted from the intake to the exhaust stream and mass flow y corresponds to a mass of exhaust. In
A controller 440 allows for control of the valves 442, 444. The controller 440 optionally receives temperature information, mass flow information, pressure information and/or other information. Such information may allow the controller 440 to optimize performance of the system 400. Performance optimization may include temperature, pressure and/or mass flow optimization. For example, the following equation (Eqn. 1):
(y+x 1 +x 2)T 4 =x 1 T 3 +x 2 T 1 +yT 2 (1)
may allow for energy balancing of an exhaust stream prior to the exhaust reaching a turbine. A reverse flow equation may also be used where some exhaust from an exhaust stream is diverted to an intake stream. In general, a relationship exists between intake air to the engine 110 and exhaust from the engine 110 (e.g., y=f(x1, x2, . . . )).
The controller 440 also controls the electric motor and/or generator; thus, control of valves 442, 444 may be coordinated with energy provided to the electric motor 128 and energy extracted from the motor 128 when operated as a generator.
In one example, a flow path between an intake stream and an exhaust stream allows flow of some exhaust gas from the exhaust stream to the intake stream (e.g., exhaust gas recirculation). During activation of an electric motor that drives a compressor, a pressure difference between the intake stream and the exhaust stream acts to divert intake air from the intake stream to the exhaust stream (e.g., intake air is directly bypassed from compressor side to turbine side). In this example, a valve is optionally controlled in conjunction with the electric motor and/or a conventional EGR valve is used to aid in control for diversion of intake air or exhaust between a compressor side and a turbine side of a turbocharger system.
The heater device 546 optionally operates as a burner and optionally receives fuel from a fuel supply for the engine 110. The heater device 546 optionally includes one or more catalysts that may react with one or more components in flow stream to thereby produce heat. Such a device may also act to control emissions. An exemplary device includes a catalyst and an electric heating element.
An exemplary method includes use of a burner (e.g., item 546) during catalyst light off or particulate filter regeneration to allow for exhaust temperature control. In general, light off and/or filter regeneration require sufficient temperature or heat energy. Thus, the burner may allow for addition of heat energy sufficient to achieve light off and/or filter regeneration, for example, at times when exhaust does not provide sufficient energy. Such an exemplary method optionally operates in conjunction with a late injection and/or spark timing strategies. An exemplary method includes use of a burner (e.g., item 546) to control oxygen concentration or mass flow in an exhaust stream. An exemplary method includes use of a burner (e.g., item 546) to control emissions, improve emissions and/or to regenerate emissions control components. In some examples, introduction of intake air into an exhaust stream alone may aid in emissions control by providing oxygen to an exhaust stream. An increase in oxygen concentration or mass flow in an exhaust may also cause a catalyst to increase temperature. As described herein, various exemplary methods, devices, systems, etc., may allow for improved performance and/or emissions.
Referring again to
(y+x)T 3 =yT 2 +xT 1 +Q (2)
where x and T1 represent a mass flow from the intake stream to the exhaust stream and a corresponding temperature prior to the heater 546, y and T2 represents a mass flow from the engine 110 to the engine exhaust and a corresponding temperature and T3 represents a temperature of exhaust to the turbine 126. In some instances, the device 546 may be a heat exchanger capable of extracting heat from a stream (e.g., Q<0).
Flow in the conduit of diameter d4 is optionally controlled via a valve, as described elsewhere herein. The combined mass flow x+y continues to a turbine. Consequently, the exemplary venturi 700 may act to introduce intake air to an exhaust stream upstream from a turbine. Of course, a waste gate or other component may direct all or a portion of this stream (x+y) away from the turbine and optionally to an emissions control component (e.g., catalytic converter, etc.).
Overall, use of such an exemplary venturi may allow for adjustment of composition, temperature, flow rate, etc., of an exhaust stream even under circumstances where the intake air pressure and the exhaust pressure (e.g., P1 and P2 of
The exemplary venturi 700 or an equivalent thereof is optionally used with various exemplary methods, devices, systems, etc., described herein and, in general, in conjunction with an electrically assisted turbocharger. However, other possible uses exist (e.g., conventional turbocharger, compressor only, etc.).
As mentioned in the Background section, a surge limit represents a minimum mass air flow that can be maintained at a given compressor wheel rotational speed and a given pressure difference between the compressor inlet and outlet. Again, compressor operation is typically unstable in this area. Surge may occur upon a build-up of back pressure at the compressor outlet, which can act to reduce mass air flow through the compressor.
Various exemplary methods, systems, devices, controllers, etc., disclosed herein optionally act to control back pressure of a compressor by allowing some intake stream air to pass from the intake stream to an exhaust stream. For example, a controller may control a valve that allows for flow from an intake stream to an exhaust stream. In such an example, upon flow, pressure downstream from the compressor is reduced to thereby avoid surge. In this example, valve operation and power to an electric motor to operatively drive the compressor may be coordinated to avoid surge and/or optimize other performance criteria.
Some performance issues that can arise with an electric motor assisted turbocharger pertain to compressor map width and in particular compressor surge. Such a surge limitation can have the effect of requiring low end torque derating and thereby lessening benefit of an electric assist. Various exemplary systems, methods, devices, etc., disclosed herein aim to effectively increase map width, reduce risk of compressor surge, reduce low end torque derating and/or maximize benefits of an electric assist to a compressor of a turbocharger.
Although some exemplary methods, devices, systems, etc., have been illustrated in the accompanying Drawings and described in the foregoing Detailed Description, it will be understood that the methods and systems are not limited to the exemplary embodiments disclosed, but are capable of numerous rearrangements, modifications and substitutions without departing from the spirit set forth and defined by the following claims.
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|U.S. Classification||60/607, 60/600, 60/605.2, 60/605.1|
|Cooperative Classification||F02M26/05, Y02T10/47, Y02T10/144, F02B37/166, F02B37/16, F02B37/14, F02B37/04, F01N3/2033, F01N3/2013, F01N3/025, F01N3/027, F02B39/10, F02D41/0047, F02D41/0007, F02D2200/0406|
|European Classification||F02B37/14, F02B37/16, F02B37/04, F02B39/10, F02B37/16B2|
|Mar 6, 2007||AS||Assignment|
Owner name: HONEYWELL INTERNATIONAL, INC., NEW JERSEY
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:VERSCHOOR, MARTIN;BARTHELET, PIERRE;REEL/FRAME:018977/0038;SIGNING DATES FROM 20040622 TO 20070306
Owner name: HONEYWELL INTERNATIONAL, INC., NEW JERSEY
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:VERSCHOOR, MARTIN;BARTHELET, PIERRE;SIGNING DATES FROM 20040622 TO 20070306;REEL/FRAME:018977/0038
|Jan 28, 2014||FPAY||Fee payment|
Year of fee payment: 4