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Статті в журналах з теми "Turbocharger control"

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Автор: Grafiati

Опубліковано: 13 вересня 2021

Оновлено: 14 лютого 2022

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1

Pesiridis, Apostolos, and Ricardo F. Martinez-Botas. "Experimental Evaluation of Active Flow Control Mixed-Flow Turbine for Automotive Turbocharger Application." Journal of Turbomachinery 129, no. 1 (February 1, 2005): 44–52. http://dx.doi.org/10.1115/1.2372778.

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In the current paper we introduce an innovative new concept in turbochargers—that of using active control at the turbine inlet with the aim of harnessing the highly dynamic exhaust gas pulse energy emanating at high frequency from an internal combustion engine, in order to increase the engine power output and reduce its exhaust emissions. Driven by the need to comply to increasingly strict emissions regulations as well as continually striving for better overall performance, the active control turbocharger is intended to provide a significant improvement over the current state of the art in turbocharging: the Variable Geometry Turbocharger (VGT). The technology consists of a system and method of operation, which regulate the inlet area to a turbocharger inlet, according to each period of engine exhaust gas pulse pressure fluctuation, thereby actively adapting to the characteristics of the high frequency, highly dynamic flow, thus taking advantage of the highly dynamic energy levels existent through each pulse, which the current systems do not take advantage of. In the Active (Flow) Control Turbocharger (ACT) the nozzle is able to adjust the inlet area at the throat of the turbine inlet casing through optimum amplitudes, at variable out-of-phase conditions and at the same frequency as that of the incoming exhaust stream pulses. Thus, the ACT makes better use of the exhaust gas energy of the engine than a conventional VGT. The technology addresses, therefore, for the first time the fundamental problem of the poor generic engine-turbocharger match, since all current state of the art systems in turbocharging are still passive receivers of this highly dynamic flow without being able to provide optimum turbine inlet geometry through each exhaust gas pulse period. The numerical simulation and experimental work presented in this paper concentrates on the potential gain in turbine expansion ratio and eventual power output as well as the corresponding effects on efficiency as a result of operating the turbocharger in its active control mode compared to its operation as a standard VGT.

2

Kadirova, Seher, Stiliyan Okishelov, and Zhivko Kolev. "Electronic system for control of temperature of exhaust gases and pressure in turbochargers of diesel automobile engines." E3S Web of Conferences 286 (2021): 04011. http://dx.doi.org/10.1051/e3sconf/202128604011.

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The paper presents design and experimental investigation of an electronic system for control of the temperature of exhaust gases and the turbocharging air pressure in turbochargers of diesel automobile engines. The existing problems are faults in the fuel system of an engine. The indicators are changes in the values of the temperature and pressure in exact areas of the turbocharger. The presented device is a controller that monitors precisely the temperature and pressure, which are so vital for the long operation of the automobile. The control system is based on Arduino microcontroller. OLED Display has been added to visualize the obtained results. A schematic diagram of an electronic module for control of the temperature of exhaust gases and turbocharging air pressure in turbochargers of diesel automobile engines has been synthesized. The system has been investigated in laboratory conditions and practically implemented in a real automobile. As a result of laboratory experimental investigation, results were obtained for the time-monitored parameters temperature of the exhaust gases and turbocharging air pressure in the turbocharger system of a diesel automobile engine.

3

Wang, Zhihui, Chaochen Ma, Zhi Huang, Liyong Huang, Xiang Liu, and Zhihong Wang. "A novel variable geometry turbine achieved by elastically restrained nozzle guide vanes." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 234, no. 9 (April 8, 2020): 2312–29. http://dx.doi.org/10.1177/0954407020909662.

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Variable geometry turbocharging is one of the most significant matching methods between turbocharger and engine, and has been proven to provide air boost for entire engine speed range as well as to reduce turbo-lag. An elastically constrained device designed for a novel variable geometry turbocharger was presented in this paper. The design of the device is based on the nozzle vane’s self-adaptation under interactions of the elastic force by elastically restrained guide vane and the aerodynamic force from flowing gas. The vane rotation mechanism of the novel variable geometry turbocharger is different from regular commercial variable geometry turbocharger systems, which is achieved by an active control system (e.g. actuator). To predict the aerodynamic performance of the novel variable geometry turbocharger, the flow field of the turbine was simulated using transient computational fluid dynamics software combined with a fluid–structure interaction method. The results show that the function of elastically constrained device has similar effectiveness as the traditional variable geometry turbocharger. In addition, the efficiency of the novel variable geometry turbocharger is improved at most operating conditions. Furthermore, a turbocharged diesel engine was created using the AVL BOOST software to evaluate the benefits of the new variable geometry turbocharger. The proposed novel variable geometry turbocharger can effectively improve the engine performance at mid-high speeds, such that the maximum decrease of brake-specific fuel consumption reaches 17.91% under 100% load and 3600 r/min engine condition. However, the engine power and brake-specific fuel consumption decrease significantly at low engine speed conditions, and the decrease is more than 26% under 1000 r/min.

4

Yang, Jia. "Turbocharger Production Organization and Quality Control." Advanced Materials Research 422 (December 2011): 420–23. http://dx.doi.org/10.4028/www.scientific.net/amr.422.420.

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Turbocharger production in production is the basis for organizing the production. In a decentralized organization under the condition of the expansion of the scale of production and the mode of production of the dispersion area turbocharger production characteristics. In the scale of production expands unceasingly in the situation, the relevant enterprises and personnel are involved in this organization system. For a supercharger assembly production offerred rich component source. This phenomenon has enriched the turbocharger production models and production scale is continually expanding. In the turbocharger parts quality control is respective to the production control. But the overall quality control is not one or two enterprises or machine production enterprises can complete. Quality control needs of enterprises of the serial and parallel control. The ways of organizing production and product quality control has been formed a regional product characteristics. The final part quality control is made with the production capacity of enterprises through the parts detection. Turbocharger assembly process and experiment by production enterprises. The use effect of the product by the engine manufacturing plant through practical application effect detection.

5

Gu, Can song, Zhao cheng Yuan, Zheng rui Yang, Jia xin Liu, and Hong liang Li. "Dynamic characteristics of high-speed gasoline engine turbocharger based on thermo-elasto-hydrodynamic lubrication bearing model and flexible multibody dynamics method." Science Progress 103, no. 1 (January 2020): 003685041989771. http://dx.doi.org/10.1177/0036850419897712.

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A flexible multibody dynamic calculation model based on thermo-elasto-hydrodynamic lubrication bearing model was established. This numerical simulation method provided a more realistic turbocharger calculation model and a more reliable theoretical support for studying the dynamic vibration characteristics of the floating ring bearing turbocharger system. In order to fully consider the dynamic characteristics of each component, the behavior of the floating ring bearing was described by generalized incompressible Reynolds equation in thermo-elasto-hydrodynamic lubrication model. The flexible body substructure models were established by the modal synthesis method. Based on this model, the direct mathematical model of the relationship between the eccentricity of the rotor and the oil film clearance on the turbocharger’s surface vibration was established. The influence of eccentricity and oil film thickness on the surface vibration of the turbocharger body was calculated by transient dynamics method. The results showed that the eccentricity of the rotor and the vibration of turbocharger housing were monotonic functions, but the interaction between the whirl of internal and external oil films made the mechanism of the influence of the oil film thickness on the turbocharger body’s vibration complicated. The research provided a new idea for the structural vibration and synchronous noise control of the supercharger.

6

Boretti, Albert. "Super Turbocharging the Direct Injection Diesel engine." Nonlinear Engineering 7, no. 1 (March 26, 2018): 17–27. http://dx.doi.org/10.1515/nleng-2017-0067.

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Abstract The steady operation of a turbocharged diesel direct injection (TDI) engine featuring a variable speed ratio mechanism linking the turbocharger shaft to the crankshaft is modelled in the present study. Key parameters of the variable speed ratio mechanism are range of speed ratios, efficiency and inertia, in addition to the ability to control relative speed and flow of power. The device receives energy from, or delivers energy to, the crankshaft or the turbocharger. In addition to the pistons of the internal combustion engine (ICE), also the turbocharger thus contributes to the total mechanical power output of the engine. The energy supply from the crankshaft is mostly needed during sharp accelerations to avoid turbo-lag, and to boost torque at low speeds. At low speeds, the maximum torque is drastically improved, radically expanding the load range. Additionally, moving closer to the points of operation of a balanced turbocharger, it is also possible to improve both the efficiency η, defined as the ratio of the piston crankshaft power to the fuel flow power, and the total efficiency η*, defined as the ratio of piston crankshaft power augmented of the power from the turbocharger shaft to the fuel flow power, even if of a minimal extent. The energy supply to the crankshaft is possible mostly at high speeds and high loads, where otherwise the turbine could have been waste gated, and during decelerations. The use of the energy at the turbine otherwise waste gated translates in improvements of the total fuel conversion efficiency η* more than the efficiency η. Much smaller improvements are obtained for the maximum torque, yet again moving closer to the points of operation of a balanced turbocharger. Adopting a much larger turbocharger (target displacement x speed 30% larger than a conventional turbocharger), better torque outputs and fuel conversion efficiencies η* and η are possible at every speed vs. the engine with a smaller, balanced turbocharger. This result motivates further studies of the mechanism that may considerably benefit traditional powertrains based on diesel engines.

7

Ammad ud Din, Syed, Weilin Zhuge, Panpan Song, and Yangjun Zhang. "A method of turbocharger design optimization for a diesel engine with exhaust gas recirculation." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 10 (October 11, 2018): 2572–84. http://dx.doi.org/10.1177/0954407018802560.

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Downsizing a diesel engine using turbocharger and coupling it with exhaust gas recirculation is the recent trend to improve engine performance and emission control. For diesel engines, it is important to match a turbocharger that meets both the low-speed torque and high-speed power requirements. This article presents a method of turbocharger design optimization for a turbocharged diesel engine equipped with exhaust gas recirculation, on the basis of parametric study of turbocharger geometry. Turbocharger through-flow model along with one-dimensional engine model is used to study the effect of key geometric parameters of the compressor and turbine on engine brake torque, brake-specific fuel consumption, air flowrate and cylinder peak temperature. For compressor, the research emphasizes on impeller inlet relative diameter, inlet blade tip angle, impeller exit blade angle and exit blade height, while for turbine parameters such as volute throat area, inlet blade height, inlet diameter, outlet diameter and rotor exit blade angle are taken into account. Results show that in case of compressor, engine performance is sensitive to the inlet relative diameter, inlet blade angle and exit blade angle. In case of turbine, volute throat area, inlet blade height and inlet diameter have vital effect on engine performance. On the basis of results, an optimized turbocharger design is developed. Comparison shows prominent improvement in turbocharger maps and engine performance. Compressor maximum efficiency and pressure ratio are increased from 73% to 77% and 3.166 to 3.305, respectively. Most importantly, the area of compressor maximum efficiency zone is increased considerably. Also turbine efficiency is increased from 71.42% to 76.94%. As a result, engine torque and air flowrate are increased up to 5.26% and 8.31%, respectively, while brake-specific fuel consumption and cylinder peak temperature are decreased up to 5.00% and 4.31%, respectively.

8

Zeng, Tao, and Guoming G. Zhu. "Control-oriented turbine power model for a variable-geometry turbocharger." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 232, no. 4 (May 14, 2017): 466–81. http://dx.doi.org/10.1177/0954407017702996.

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A control-oriented model for the variable-geometry turbocharger is critical for model-based variable-geometry turbocharger control design. Typically, the variable-geometry turbocharger turbine power is modeled with a fixed mechanical efficiency of the turbocharger on the assumption of an isentropic process. The fixed-efficiency approach is an oversimplification and may lead to modeling errors because of an overpredicted or underpredicted compressor power. This leads to the use of lookup-table-based approaches for defining the mechanical efficiency of the turbocharger. Unfortunately, since the vane position of a variable-geometry turbocharger introduces a third dimension into these maps, real-time implementation requires three-dimensional interpolations with increased complexity. Map-based approaches offer greater fidelity in comparison with the fixed-efficiency approach but may introduce additional errors due to interpolation between the maps and extrapolation to extend the operational range outside the map. Interpolation errors can be managed by using dense maps with extensive flow bench testing; smooth extrapolation is necessary when the turbine is operated outside the mapped region, e.g. in low-flow and low-speed conditions. Extending the map to this region requires very precise flow control and measurement using a motor-driven compressor, which currently is not a standard test procedure. In this paper, a physics-based control-oriented model of the turbine power and the associated power loss is proposed and developed, where the turbine efficiency is modeled as a function of both the vane position of the variable-geometry turbocharger and the speed of the turbine shaft. As a result, the proposed model eliminates the interpolation errors with smooth extension to operational conditions outside typically mapped regions.

9

Qiu, Li Jun, and Su Ying Xu. "Design on Turbocharger Inlet Control Device." Applied Mechanics and Materials 251 (December 2012): 97–100. http://dx.doi.org/10.4028/www.scientific.net/amm.251.97.

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Turbocharger exhaust device is in controlling exhaust speed device. The controllable exhaust device is to improve the turbocharger in the low-speed running of the engine torque output and high speed power output device. Parts processing in a controllable exhaust device and the whole installation process has two problems to be solved. A problem is a rotating plate deflector rod in the assembly welding processing. Another is mounted in the assembly. The solution is improved the structure of apparatus and parts. It is including exhaust control rotor structure, the drive ring structures and devices in the corresponding connector design. Integral casting of the rotor lever is used to replace welding rotary sheet shifting rod. The whole assembly structure design is used to replace the combined assembly. The controllable exhaust device is integral installation structure design. To solve the problem is assembly again assembly problem.

10

Chasse, A., P. Moulin, P. Gautier, A. Albrecht, L. Fontvieille, A. Guinois, and L. Doléac. "Double Stage Turbocharger Control Strategies Development." SAE International Journal of Engines 1, no. 1 (April 14, 2008): 636–46. http://dx.doi.org/10.4271/2008-01-0988.

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11

Tu, Huan, and Hui Chen. "Modeling of a Compressor's Performance Map by Fitting Function Methodology." Advanced Materials Research 779-780 (September 2013): 1194–98. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.1194.

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To build a precise compressor model is a critical issue in the modeling and simulation of a turbocharged diesel engine. This paper proposes an exponential function for compressor flow model and a polynomial function for efficiency model. A case study of a compressor map for TCA88 turbocharger is implemented to verify the proposed model. Fitting results show that the compressor model performs in accordance with the manufacture compressor map. The compressor model can be applied to mean value models of turbocharged engines for non-linear control and state estimation.

12

Tang, Huayin, Colin Copeland, Sam Akehurst, Chris Brace, Peter Davies, Ludek Pohorelsky, Les Smith, and Geoff Capon. "A novel predictive semi-physical feed-forward turbocharging system transient control strategy based on mean-value turbocharger model." International Journal of Engine Research 18, no. 8 (October 7, 2016): 765–75. http://dx.doi.org/10.1177/1468087416670052.

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Variable geometry turbine is a technology that has been proven on diesel engines. However, despite the potential to further improve gasoline engines’ fuel economy and transient response using variable geometry turbine, controlling the variable geometry turbine during transients is challenging due to its highly non-linear behaviours especially on gasoline applications. After comparing three potential turbocharger transient control strategies, the one that predicts the turbine performances for a range of possible variable geometry turbine settings in advance was developed and validated using a high-fidelity engine model. The proposed control strategy is able to capture the complex transient behaviours and achieve the optimum variable geometry turbine trajectories. This improved the turbocharger response time by more than 14% compared with a conventional proportional–integral–derivative controller, which cannot achieve target turbocharge speed in all cases. Furthermore, the calibration effort required can be significantly reduced, offering significant benefits for powertrain developers. It is expected that the structure of this transient control strategy can also be applied to complex air-path systems.

13

Wang, Zhihui, Chaochen Ma, Hang Zhang, and Fei Zhu. "A novel pulse-adaption flow control method for a turbocharger turbine: Elastically restrained guide vane." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 234, no. 13 (March 2, 2020): 2581–94. http://dx.doi.org/10.1177/0954406220908623.

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A turbocharger is a key enabler for energy conservation in an internal combustion engine. The turbine in a turbocharger is fed by highly pulsating gas flow due to the reciprocating engine, resulting in significant deterioration of the turbocharger performance. To solve this problem, a novel pulse-optimized regulation mechanism named ‘elastically restrained guide vane’ for a novel variable geometry turbocharger is proposed in this paper. The new mechanism regulates the instantaneous flow angle at turbine inlet due to guide vane's self-adaptive rotation under interactions of the elastic force by elastically restrained guide vane and the aerodynamic force from flowing gas, which is different from the traditional variable geometry turbocharger that is achieved by an active control system (e.g. actuator). To investigate the effectiveness of the novel method, a double-passage computational fluid dynamics model is built in ANSYS CFX software combined with a fluid-structure interaction method. The results demonstrate that the pulse-adaptive regulation method can effectively adjust the nozzle opening according to the different pulsating pressures at turbine inlet. Subsequently, based on the calibrated models, the numerical simulation concentrates on the potential gain in turbine eventual power output and the exhaust energy recover as well as the corresponding effects on efficiency as a result of operating the turbocharger in its elastically restrained guide vane mode compared to its operation as a conventional variable geometry turbocharger.

14

Katrasˇnik, T., S. Rodman, F. Trenc, A. Hribernik, and V. Medica. "Improvement of the Dynamic Characteristic of an Automotive Engine by a Turbocharger Assisted by an Electric Motor." Journal of Engineering for Gas Turbines and Power 125, no. 2 (April 1, 2003): 590–95. http://dx.doi.org/10.1115/1.1563246.

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Turbocharging and subsequent charge cooling of the working medium usually causes increase of the mean effective pressure in an automotive diesel engine. Poor performance during the engine load increase is attributed to the nature of energy exchange between the engine and the turbocharger. Filling of the intake and exhaust manifolds, as well as consequent increase of the pressure and acceleration of the rotating components of the turbocharger require a certain period of time. Dynamic performance of the turbocharger can be substantially improved by means of an electric motor attached directly to the turbo shaft. A new concept of asynchronous electric motor with a very thin rotor was applied to support the turbocharger during the transient operation of the engine. The experimental work of matching an electrically assisted turbocharger to an engine is rather expensive; it was therefore decided to determine general characteristic of the electric motor separately through experiments, whereas transient response of the turbocharged and intercooled diesel engine was simulated by a zero-dimensional filling and emptying computer simulation method. A lot of experimentally obtained data and empirical formulae for the compressor, gas turbine, flow coefficients of the engine valves, intercooler, high-pressure fuel pump with the pneumatic control device (LDA), combustion parameters, etc., were applied to overcome deficiency introduced by the zero-dimensional simulation model. As the result a reliable and accurate program compatible with the experimental results in steady and transient engine operation was developed and is presented in the work. Faster transient response, i.e., better load acceptance of the engine was obtained by applying an adequate electric motor to assist the turbocharger; three versions of electric motors with different torque to mass moment of inertia ratios and different operating regimes were introduced in the simulation program to investigate their influence on the transient behavior of the engine.

15

Kuzmych, Olena, Abdel Aitouche, Ahmed El Hajjaji, and Jerome Bosche. "Nonlinear control for a diesel engine: A CLF-based approach." International Journal of Applied Mathematics and Computer Science 24, no. 4 (December 1, 2014): 821–35. http://dx.doi.org/10.2478/amcs-2014-0061.

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Abstract In this paper, we propose a control Lyapunov function based on a nonlinear controller for a turbocharged diesel engine. A model-based approach is used which predicts the experimentally observed engine performance for a biodiesel. The basic idea is to develop an inverse optimal control and to employ a Lyapunov function in order to achieve good performances. The obtained controller gain guarantees the global convergence of the system and regulates the flows for the variable geometry turbocharger as well as exhaust gas recirculation systems in order to minimize the NOx emission and the smoke of a biodiesel engine. Simulation of the control performances based on professional software and experimental results show the effectiveness of this approach.

16

Rackmil, C. I., P. N. Blumberg, D. A. Becker, R. R. Schuller, and D. C. Garvey. "A Dynamic Model of a Locomotive Diesel Engine and Electrohydraulic Governor." Journal of Engineering for Gas Turbines and Power 110, no. 3 (July 1, 1988): 405–14. http://dx.doi.org/10.1115/1.3240136.

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As part of a comprehensive simulation of a prototype locomotive propulsion system, a detailed model has been developed that predicts the dynamic response of an experimental two-stroke, turbocharged and intercooled diesel engine. Engine fueling and brake torque are computed from regression equations derived from an extensive data base. Corrections are applied to the calculated steady-state torque to account for dynamic deviations of in-cylinder trapped air-fuel ratio from the steady-state value. The engine simulation accurately represents the operation of the turbocharger, which is gear-driven at low turbocharger speeds, and freewheels through an overrunning clutch when exhaust energy accelerates the turbocharger beyond its geared speed. Engine fueling level, i.e., rack, is determined from a dynamic simulation of an electrohydraulic governor, which responds to the difference between the desired and the actual engine speeds. The governor representation includes: (1) finite rate of change of engine set speed; (2) load regulator feedback for control of applied engine loads; and (3) fuel limiting under conditions of excessively high load demand. The fundamentals of the engine/governor model are given in the paper along with examples that emphasize the dynamic operation of these particular components.

17

Vrettakos, Nikolaos Alexandros. "Analysis and characterization of a marine turbocharger’s unstable performance." Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment 232, no. 3 (March 25, 2017): 293–306. http://dx.doi.org/10.1177/1475090217693118.

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In this article, the results of an extended set of experiments on a turbocharged four-stroke marine diesel engine are presented. By modifying the engine’s intake manifold and injecting compressed air into it, it was possible to raise the pressure downstream of the turbocharger’s compressor and force it into unstable operation. Tests were performed through the entire operating envelope of the engine. Depending on the operating mode of the engine (steady state, transient) and the operating load, it was possible to identify different forms of compressor instability. The equipment used enabled the creation of detailed profiles of engine and turbocharger performance. By applying time- and frequency-domain analysis tools, the measurements were utilized to characterize the extent and form of instability taking place at each operating point of the engine. The results and correlations made along with remarks on the instrumentation used during the experiments can be used to provide quantitative input for surge control–oriented models and the development of control systems for surge avoidance and mitigation. Moreover, they will be used as experimental reference for the validation of a surge model-engine simulation code combination.

18

Song, Kang, Devesh Upadhyay, and Hui Xie. "An assessment of performance trade-offs in diesel engines equipped with regenerative electrically assisted turbochargers." International Journal of Engine Research 20, no. 5 (May 10, 2018): 510–26. http://dx.doi.org/10.1177/1468087418762170.

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The regenerative electrically assisted turbocharger offers performance benefits, such as reduced turbo-lag, over the conventional turbocharger. However, regenerative electrically assisted turbocharger introduces additional control degrees of freedom as well as new causalities in the air-path dynamics of boosted engines. This is because the electrical power applied to (or removed from) the turbocharger shaft disrupts the natural coupling between the engine exhaust, and the turbocharger operation found in conventionally boosted systems. The ideal performance objective of regenerative electrically assisted turbocharger is to achieve fast boost response with improved fuel economy and minimal impact on engine-out emissions. These performance criteria, as we show in this article, drive performance trade-offs that must be considered for optimal system performance. In this article, we investigate these trade-off relationships based on a high fidelity GT-SUITE engine model for a heavy-duty diesel engine. An optimal control law is used in conjunction with a control-oriented plant model. Results from load step tests and from the federal test cycle (FTP-75) indicate that using a properly designed optimal controller, it is possible to manage these trade-offs, and to simultaneously achieve benefits in boost response, FE as well as engine-out emissions.

19

Zhao, Jun Sheng, and Liao Ping Hu. "Vibration Internal Characteristics Research on the Turbocharger Rotor." Advanced Materials Research 516-517 (May 2012): 709–13. http://dx.doi.org/10.4028/www.scientific.net/amr.516-517.709.

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In order to obtain the vibration characteristics of the turbocharger rotor system, its natural frequencies and vibration modes are approached by the experimental method and the finite element method. The modal parameters are obtained by modal tests, and are calculated by the finite element method with the software ANSYS8.0 at the meantime. The influence is approached mainly for the oil film stiffness of the floating-ring bearings and the rotor’s rotating speed. The FEM result is certificate compared with the modal test result. The influence of the rotating speed is greater on the rotor natural frequency than that of the bearing stiffness. It provides the theoretical basis for turbocharger’s vibration control and structure improve.

20

Cheng, Li, Pavlos Dimitriou, William Wang, Jun Peng, and Abdel Aitouche. "A novel fuzzy logic variable geometry turbocharger and exhaust gas recirculation control scheme for optimizing the performance and emissions of a diesel engine." International Journal of Engine Research 21, no. 8 (October 31, 2018): 1298–313. http://dx.doi.org/10.1177/1468087418809261.

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Variable geometry turbocharger and exhaust gas recirculation valves are widely installed on diesel engines to allow optimized control of intake air mass flow and exhaust gas recirculation ratio. The positions of variable geometry turbocharger vanes and exhaust gas recirculation valve are predominantly regulated by dual-loop proportional–integral–derivative controllers to achieve predefined set-points of intake air pressure and exhaust gas recirculation mass flow. The set-points are determined by extensive mapping of the intake air pressure and exhaust gas recirculation mass flow against various engine speeds and loads concerning engine performance and emissions. However, due to the inherent nonlinearities of diesel engines and the strong interferences between variable geometry turbocharger and exhaust gas recirculation, an extensive map of gains for the P, I, and D terms of the proportional–integral–derivative controllers is required to achieve desired control performance. The present simulation study proposes a novel fuzzy logic control scheme to determine appropriate positions of variable geometry turbocharger vanes and exhaust gas recirculation valve in real-time. Once determined, the actual positions of the vanes and valve are regulated by two local proportional–integral–derivative controllers. The fuzzy logic control rules are derived based on an understanding of the interactions among the variable geometry turbocharger, exhaust gas recirculation, and diesel engine. The results obtained from an experimentally validated one-dimensional transient diesel engine model showed that the proposed fuzzy logic control scheme is capable of efficiently optimizing variable geometry turbocharger and exhaust gas recirculation positions under transient engine operating conditions in real-time. Compared to the baseline proportional–integral–derivative controllers approach, both engine’s efficiency and total turbo efficiency have been improved by the proposed fuzzy logic control scheme while NOx and soot emissions have been significantly reduced by 34% and 82%, respectively.

21

Yang, Jia, and Lijun Qiu. "Turbocharger in Regional Production Organization and Quality Control." Research Journal of Applied Sciences, Engineering and Technology 5, no. 20 (May 15, 2013): 4840–42. http://dx.doi.org/10.19026/rjaset.5.4329.

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22

Pesiridis, Apostolos. "The application of active control for turbocharger turbines." International Journal of Engine Research 13, no. 4 (February 17, 2012): 385–98. http://dx.doi.org/10.1177/1468087411435205.

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23

Cao, K., P. Newton, H. Flora, and RF Martinez-Botas. "The development of a novel unsteady flow control method: Controlling the rotating nozzle ring." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 232, no. 24 (March 8, 2017): 4495–509. http://dx.doi.org/10.1177/0954406217694280.

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The turbocharger is continuously fed with highly unsteady exhaust flow from a reciprocating engine. Despite that, the pulsating exhaust flow can provide more kinetic energy to the turbine compared with the moderated flow in a constant pressure turbocharging, it still significantly deteriorates the efficiency of the turbocharger, as the turbocharger turbine works at off-design point at most instances in an exhaust cycle. In order to address the issue, a novel mechanism named ‘rotating nozzle ring’ has been developed. It was shown that by rotating a nozzle ring around the turbine, the deviation of the flow angle from the design point can be reduced and, therefore, the performance of the turbocharger can be improved. This novel idea is further presented in this paper, by introducing a passive control method to control the speed of the rotating nozzle ring. It will be demonstrated that the rotating nozzle ring can be controlled by the exhaust flow by means of pre-setting a particular nozzle angle, and the rotation will stabilise at an approximately constant speed. An optimised nozzle profile will also be presented, with the intention to reduce the incidence loss on the rotating nozzle ring. A detailed full-stage computational fluid dynamics model will be built to investigate this passive control method. Results of both quasi-steady and transient calculation will demonstrate that, the passively controlled rotating nozzle ring can effectively suppress the unsteadiness level of turbine’s unsteady operation. As a result, the performance of the turbocharger turbine is improved, with the variation of the velocity ratio through a pulse cycle reduced by 8.5% and the isentropic energy weighted cycle averaged efficiency increased by 4.7%, compared to a traditional stationary nozzle ring.

24

Wang, Shi Juan. "Manufacturing Process Quality Control and Analysis of the Turbocharger." Applied Mechanics and Materials 644-650 (September 2014): 251–54. http://dx.doi.org/10.4028/www.scientific.net/amm.644-650.251.

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The quality of the turbocharger is made up of parts material and the machining precision of parts and assembly precision, etc. Turbocharger manufacturing areas concentrated production and standardization is the foundation of product scale and diversification. Parts of standardized production is a key link in the process to ensure product quality. The relationship between the parts production enterprises is parallel relationship. Key parts machining and parts material is the main content of the core enterprise research. Sharing of technical information between enterprises and the market demand information. The core enterprise to assembly as the main mode of production. Parts machining accuracy control is done by manufacturing companies. The core enterprise in the processing of parts to participate in the inspection and supervision. Process control into the whole process of quality control.

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Gagliardi, Gianfranco, Francesco Tedesco, and Alessandro Casavola. "Turbocharger Rotational Speed Estimation via Acoustic Measurements." IFAC-PapersOnLine 52, no. 5 (2019): 273–78. http://dx.doi.org/10.1016/j.ifacol.2019.09.044.

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26

Wang, Haoping, Qiankun Qu, and Yang Tian. "Nonlinear observer based sliding mode control and oxygen fraction estimation for diesel engine." Transactions of the Institute of Measurement and Control 40, no. 7 (April 19, 2017): 2227–39. http://dx.doi.org/10.1177/0142331217700242.

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In this paper, a nonlinear observer based sliding mode control (NOSMC) approach for air-path and a model-based observer for oxygen concentration in the diesel engine equipped with a variable geometry turbocharger and exhaust gas recirculation is introduced. We propose a less conservative observer design technique for Lipschitz nonlinear systems using Ricatti equations. The observer gains are obtained by solving the linear matrix inequality (LMI). Then a robust nonlinear control method, sliding mode control is applied for the states of intake and exhaust manifold pressure and compressor mass flow rate for the sake of the minimization of emissions. The proposed NOSMC controller is applied on a mean value model of turbocharged diesel engine. Besides this, a model-based observer is developed to estimate the oxygen concentration in the intake and exhaust manifolds owing to its significance in reducing emissions of diesel engines. The validation and efficiency of the proposed method are demonstrated by AMESim and Matlab/Simulink co-simulation results.

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Khodaparast, Mohammad Reza, Mohsen Agha Seyed Mirza Bozorg, and Saeid Kheradmand. "Keeping twin turbocharged engine power at flight altitudes." Aircraft Engineering and Aerospace Technology 90, no. 6 (September 3, 2018): 906–13. http://dx.doi.org/10.1108/aeat-11-2016-0200.

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Purpose The purpose of this paper is the selection and arrangement of turbochargers set for internal combustion engine which could keep engine power in an altitude of up to 12.2 km above sea level. Design/methodology/approach In the current research, the target engine, a one-dimensional four-stroke 1,600 cc piston engine has been simulated and the manufacturer’ results have been validated. Depending on engine size, three proper types of Garret turbochargers GT30, GT25 and GT20 were selected for this engine. Then, the engine and a combination of two turbochargers have been modeled one-dimensionally. A control system was used for regulation of different pressure ratios between the two turbochargers. Findings The parametric analysis shows that using the combination of GT20, GT30 turbochargers with a properly controlled pressure ratio leads to a constant output power with little changes at different altitudes which enable achieving an altitude of 12.2 km for the target engine. Practical implications Adaptation of the internal combustion engine with a twin turbocharger using one-dimensional modeling. Originality/value The one-dimensional analysis provided an overall picture of the effective performance of turbochargers functioning in different altitudes and loads. It presents a new method for adopting of turbochargers set with internal combustion engines for propulsion medium-altitude aircraft.

28

Mutra, Rajasekhara Reddy, and J. Srinivas. "Semi-active vibration control of high-speed rotor system with electrorheological bearing fluid." MATEC Web of Conferences 211 (2018): 14008. http://dx.doi.org/10.1051/matecconf/201821114008.

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Present work focuses on the use of electrorheological fluid (ERF) as a lubricant in the high speed turbocharger rotor supported on floating ring bearings. The rotor is analysed by finite element modelling with gyroscopic effects and bearing forces. The ERF contains one carrier fluid and active particles that react to external electric field, which induces a yield stress in the fluid increasing its viscosity. In order to control the rotor vibration amplitudes, the dynamic changes in the fluid viscosities at the inner and outer films of bearing are employed with external electric field. A case study of automotive turbocharger rotor is considered and the effect of semi-active control is illustrated on the dynamic response of the system.

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Ferrari, Mario L., Matteo Pascenti, and Alessio Abrassi. "Test Rig for Emulation of Turbocharged SOFC Plants." E3S Web of Conferences 113 (2019): 02001. http://dx.doi.org/10.1051/e3sconf/201911302001.

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This work is devoted to an emulator test rig designed for experimental analysis on SOFC-based plants pressurised by a turbocharger. The utilization of a turbocharger for SOFC pressurization aims to reduce the machine costs, due to the large mass production of this component. This emulator rig is an essential plant to perform tests on the component integration, dynamic operations, control system development and prevention of risky operative conditions (e.g. surge). These are essential issues to be solved before developing expensive complete prototypes and the related commercialization. This experimental plant is based on a pressure vessel for emulating the thermal (combustor and inert ceramic material) and fluid dynamic (the volume) responses. The vessel pressurisation is obtained with a turbocharger, where the exhaust flow operating in the turbine powers the compressor. The plant is also equipped with a recuperator and with different valves for control and flexibility reasons (bleed, compressor/turbine bypass, and recuperator bypass). Preliminary experimental results are included in this work focusing attention on the turbocharger choice and on the component constraints. In details, these are the necessary experiments for choosing the suitable machine for the rig (with a good surge margin for this component coupling).

30

Salehi, Rasoul, Aria Alasty, and Gholam-Reza Vossoughi. "Air Leak Detection for a Turbocharged SI Engine using Robust Estimation of the Turbocharger Dynamics." SAE International Journal of Passenger Cars - Electronic and Electrical Systems 7, no. 1 (April 1, 2014): 157–65. http://dx.doi.org/10.4271/2014-01-0279.

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31

J.Shekaina, J. Shekaina, and T. Jayasingh. "Novel Turbocharger Concept and Control Strategy for Diesel Passenger Car." International Journal of Computer Applications 41, no. 2 (March 31, 2012): 42–46. http://dx.doi.org/10.5120/5517-7525.

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32

Bahiuddin, Irfan, Saiful Amri Mazlan, Fitrian Imaduddin, and Ubaidillah. "A new control-oriented transient model of variable geometry turbocharger." Energy 125 (April 2017): 297–312. http://dx.doi.org/10.1016/j.energy.2017.02.123.

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33

Holmbom, Robin, Bohan Liang, and Lars Eriksson. "Implications of Using Turbocharger Speed Sensor for Boost Pressure Control." IFAC-PapersOnLine 50, no. 1 (July 2017): 11040–45. http://dx.doi.org/10.1016/j.ifacol.2017.08.2484.

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34

Chun, A., C. C. M. Cunha, J. L. M. Donatelli, J. J. C. S. Santos, and C. B. Zabeu. "DEVELOPMENT OF OFF-DESIGN TURBOCHARGER MODELLING COMBINED WITH 1-D ENGINE MODEL." Revista de Engenharia Térmica 20, no. 1 (April 12, 2021): 66. http://dx.doi.org/10.5380/reterm.v20i1.80455.

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The present work aims to carry out an off-design turbocharger modellingpowered by exhaust gases from a Wärtsilä 20V34SG engine. First of all, 1-D engine model was already developed in GT-Power software whileconsidering a thermodynamic turbocharger modelling with constantisentropic efficiencies. Secondly, by using the results from 1-D enginemodel, the off-design turbocharger modelling is calibrated separately inEES software, taking into account compressible assumption, trianglevelocities and geometric dimensions. The case study is derived from a R&Dproject (ANEEL PD-06483-0318/2018) that targets to cool and dehumidifythe intake air at compressor’s upstream through a cooling coil, therebyallowing engine’s operation at reduced knocking conditions. The brakemean effective pressure (BMEP) is varied in the range of 20 to 23.45 bar,corresponding to brake power from 8.7 to 10.2 MW, respectively. With theoff-design turbocharger modelling it is possible to analyze its operationalbehavior under higher BMEP, hence, allowing to predict some importantparameters. The results showed that the turbocharger is operating within themanufacturer’s limit for BMEP of 23.45 bar, presenting total-to-staticisentropic efficiencies of 0.81 and 0.784 for compressor and turbine,respectively, rotational speed around 28135 RPM, pressure ratio atcompressor of 4.567 and maintaining control on waste-gate valve.

35

Yilmaz, Hakan, and Anna Stefanopoulou. "Control of Charge Dilution in Turbocharged Diesel Engines via Exhaust Valve Timing." Journal of Dynamic Systems, Measurement, and Control 127, no. 3 (August 24, 2004): 363–73. http://dx.doi.org/10.1115/1.1985440.

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In this paper we extend an existing crank angle resolved dynamic nonlinear model of a six-cylinder 12 l turbocharged (TC) Diesel engine with exhaust valve closing (EVC) variability. Early EVC achieves a high level of internal exhaust gas recirculation (iEGR) or charge dilution in Diesel engines, and thus reduces generated oxides of nitrogen (NOx). This model is validated in steady-state conventional (fixed EVC) engine operating points. It is expected to capture the transient interactions between EVC actuation, the turbocharger dynamics, and the cylinder-to-cylinder breathing characteristics, although this has not been explicitly validated due to lack of hardware implementation. A nominal low order linear multi-input multi-output model is then identified using cycle-sampled or cycle-averaged data from the higher order nonlinear simulation model. Various low-order controllers that vary EVC to maximize the steady-state iEGR under air-to-fuel ratio (AFR) constraints during transient fueling demands are suggested based on different sensor sets. The difficulty in the control tuning arises from the fact that the EVC affects both the AFR and engine torque requiring coordination of fueling and EVC. Simulation results are shown on the full order model.

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Becciani, Michele, Luca Romani, Giovanni Vichi, Alessandro Bianchini, Go Asai, Ryota Minamino, Alessandro Bellissima, and Giovanni Ferrara. "Innovative Control Strategies for the Diagnosis of Injector Performance in an Internal Combustion Engine via Turbocharger Speed." Energies 12, no. 8 (April 12, 2019): 1420. http://dx.doi.org/10.3390/en12081420.

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In order to ensure a high level of performance and to comply with the increasingly severe limitations in terms of fuel consumption and pollution emissions, modern diesel engines need continuous monitoring of their operating conditions by their control units. With particular focus on turbocharged engines, which are presently the standard in a large number of applications, the use of the average and the instantaneous turbocharger speeds is thought to represent a valuable feedback of the engine behavior, especially for the identification of the cylinder-to-cylinder injection variations. The correct operation of the injectors and control of the injected fuel quantity allow the controller to ensure the right combustion process and maintain engine performance. In the present study, two different techniques are presented to fit this scope. The techniques are discussed and experimentally validated, leading to the definition of an integrated control strategy, which features the main benefits of the two, and is able to correctly detect the cylinder-to-cylinder injection variation and, consequently, properly correct the injection in each cylinder in order to balance the engine behavior. In addition, the possibility of detecting misfiring events was assessed.

37

Rajamani, R. "Control of a variable-geometry turbocharged and wastegated diesel engine." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 219, no. 11 (November 1, 2005): 1361–68. http://dx.doi.org/10.1243/095440705x34964.

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This paper addresses the problem of controlling a turbocharged diesel engine so as to minimize NOx and smoke emissions while ensuring that the driver's torque demands are met. A diesel engine equipped with a variable-geometry turbocharger (VGT) and an exhaust gas recirculation (EGR) valve is considered. The technical challenges in the control design task include the multivariable non-linear dynamics of the system and the unavailability of key states for feedback. A control strategy based on non-linear control synthesis is developed and shown accurately to control the air-fuel ratio (AFR) and the burned gas fraction in the intake manifold, F1, to desired values in the presence of changing operating conditions. The variables F1 and AFR are shown to be crucial for feedback. Since neither of these variables can be measured, an observer based on flow and pressure sensor measurements is developed for their real-time estimation. Lyapunov theory is used to show that the developed observer is asymptotically stable. Simulation results confirm the performance of the observer and the observer-based feedback controller. The importance of the developed observer extends beyond the application discussed in this paper. It could be useful for a wide variety of different control and diagnostic applications in diesel engines.

38

Capobianco, M. "Optimum control of an automotive direct injection diesel engine for low exhaust emissions." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 215, no. 11 (November 1, 2001): 1225–36. http://dx.doi.org/10.1243/0954407011528752.

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The paper presents the latest results of a wide investigation performed at the University of Genoa on the control of automotive direct injection (DI) diesel engines. A dedicated procedure was developed which enables analysis of the behaviour of engine operating parameters as a function of two control variables with a limited amount of experimental information and the definition of proper control strategies. A first application of the procedure is presented in the paper with reference to a typical turbocharged DI diesel engine for automotive applications. The exhaust gas recirculation (EGR) rate and the position of the turbocharger waste-gate regulating valve were assumed as control variables and the behaviour of the most important engine parameters was analysed in a wide range for 15 steady state operating conditions related to the European driving cycle. Particular attention was paid to the most significant pollutant emissions and to the exhaust boundary conditions for the application of a low temperature lean de-NOx catalyst. Two different control strategies were also developed by which the catalyst conversion efficiency and the NOx engine tail pipe emission were individually optimized, taking account of some operating limits for specific parameters.

39

Li, Hualei, Lei Shi, and Kangyao Deng. "Research on the Power Recovery of Diesel Engines with Regulated Two-Stage Turbocharging System at Different Altitudes." International Journal of Rotating Machinery 2014 (2014): 1–10. http://dx.doi.org/10.1155/2014/209084.

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Recovering the boost pressure is very important in improving the dynamic performance of diesel engines at high altitudes. A regulated two-stage turbocharging system is an adequate solution for power recovery of diesel engines. In the present study, the change of boost pressure and engine power at different altitudes was investigated, and a regulated two-stage turbocharging system was constructed with an original turbocharger and a matched low pressure turbocharger. The valve control strategies for boost pressure recovery, which formed the basis of the power recovery method, are presented here. The simulation results showed that this system was effective in recovering the boost pressure at different speeds and various altitudes. The turbine bypass valve and compressor bypass valve had different modes to adapt to changes in operating conditions. The boost pressure recovery could not ensure power recovery over the entire operating range of the diesel engine, because of variation in overall turbocharger efficiency. The fuel-injection compensation method along with the valve control strategies for boost pressure recovery was able to reach the power recovery target.

40

Khan, Amjid, Muhammad Irfan, Usama Muhammad Niazi, Imran Shah, Stanislaw Legutko, Saifur Rahman, Abdullah Saeed Alwadie, Mohammed Jalalah, Adam Glowacz, and Mohammad Kamal Asif Khan. "Centrifugal Compressor Stall Control by the Application of Engineered Surface Roughness on Diffuser Shroud Using Numerical Simulations." Materials 14, no. 8 (April 18, 2021): 2033. http://dx.doi.org/10.3390/ma14082033.

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Downsizing in engine size is pushing the automotive industry to operate compressors at low mass flow rate. However, the operation of turbocharger centrifugal compressor at low mass flow rate leads to fluid flow instabilities such as stall. To reduce flow instability, surface roughness is employed as a passive flow control method. This paper evaluates the effect of surface roughness on a turbocharger centrifugal compressor performance. A realistic validation of SRV2-O compressor stage designed and developed by German Aerospace Center (DLR) is achieved from comparison with the experimental data. In the first part, numerical simulations have been performed from stall to choke to study the overall performance variation at design conditions: 2.55 kg/s mass flow rate and rotational speed of 50,000 rpm. In second part, surface roughness of magnitude range 0–200 μm has been applied on the diffuser shroud to control flow instability. It was found that completely rough regime showed effective quantitative results in controlling stall phenomena, which results in increases of operating range from 16% to 18% and stall margin from 5.62% to 7.98%. Surface roughness as a passive flow control method to reduce flow instability in the diffuser section is the novelty of this research. Keeping in view the effects of surface roughness, it will help the turbocharger manufacturers to reduce the flow instabilities in the compressor with ease and improve the overall performance.

41

Qiu, Li Jun, and Su Ying Xu. "The Turbocharger Exhaust Gas Regulator Design and Analysis." Applied Mechanics and Materials 644-650 (September 2014): 485–88. http://dx.doi.org/10.4028/www.scientific.net/amm.644-650.485.

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In order to adapt to the needs of internal combustion engine speed variation of the turbocharger. Using waste gas regulator control exhaust gas inlet device. The effect of exhaust gas regulator is for adjusting the gas flow velocity and direction. When the internal combustion engine running at low speed raising the impeller speed. Exhaust gas regulator and axial moving blades rotating blades of two kinds of structure. The axial moving blade structure is changing the way nozzle ring opening work. Rotating blade structure is working on changing the way of blade Angle. Exhaust gas to adjust the turbocharger is a control of internal combustion engine air pressurization value of the speed changes.

42

Vítek, Oldřich, Jan Macek, Jiří Klíma, and Martin Vacek. "Optimization of 2‑Stage Turbocharged Gas SI Engine Under Steady State Operation." Journal of Middle European Construction and Design of Cars 15, no. 2 (December 20, 2017): 9–36. http://dx.doi.org/10.1515/mecdc-2017-0006.

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Abstract The proposed paper deals with an optimization of a highly-turbocharged large-bore gas SI engine. Only steady state operation (constant engine speed and load) is considered. The paper is mainly focused on theoretical potential of 2-stage turbocharging concept in terms of performance and limitation. The results are obtained by means of simulation using complex 0-D/ 1-D engine model including the control algorithm. Different mixture composition concepts are considered to satisfy different levels of NOx limit - fresh air mixed with external cooled EGR is supposed to be the right approach while optimal EGR level is to be found. Considering EGR circuit, 5 different layouts are tested to select the best design. As the engine control is relatively complex (2-sage turbocharger group, external EGR, compressor blow-by, controlled air excess), 5 different control means of boost pressure were considered. Each variant based on above mentioned options is optimized in terms of compressor/turbine size (swallowing capacity) to obtain the best possible BSFC. The optimal variants are compared and general conclusions are drawn.

43

Dambrosio, L., G. Pascazio, and B. Fortunato. "Fuzzy logic controller applied to a variable geometry turbine turbocharger." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 219, no. 11 (November 1, 2005): 1347–60. http://dx.doi.org/10.1243/095440705x35008.

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This paper provides an adaptive technique for the control of a variable geometry turbine (VGT) in a turbocharged compression ignition engine. The adaptive control is based on a fuzzy logic control scheme and a least-squares parameter estimator algorithm. In order to test the performance of the proposed control technique, a numerical model of the engine has been used, which employs a thermodynamic (zero-dimensional) approach. The paper will show that the fuzzy logic control technique is able to take into account the non-linearity of the controlled system and to reject white noise affecting the measurement chain.

44

Nezhadali, Vaheed, Martin Sivertsson, and Lars Eriksson. "Turbocharger Dynamics Influence on Optimal Control of Diesel Engine Powered Systems." SAE International Journal of Engines 7, no. 1 (April 1, 2014): 6–13. http://dx.doi.org/10.4271/2014-01-0290.

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45

Cavina, Nicolo, Andrea Borelli, Lucio Calogero, Ruggero Cevolani, and Luca Poggio. "Turbocharger Control-Oriented Modeling: Twin-Entry Turbine Issues and Possible Solutions." SAE International Journal of Engines 8, no. 5 (September 6, 2015): 2120–32. http://dx.doi.org/10.4271/2015-24-2427.

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46

Pesiridis, Apostolos, Botev Vassil, Muhammad Padzillah, and Ricardo Martinez-Botas. "A Comparison of flow control devices for variable geometry turbocharger application." International Journal of Automotive Engineering and Technologies 3, no. 1 (April 3, 2014): 1. http://dx.doi.org/10.18245/ijaet.84934.

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47

Kim, Da Jeong, Hyo Seo Kwak, Han Saem Sung, Jae Yeol Kim, Tae Jin Eom, and Chul Kim. "Design of the Swing Gate Valve for Control of the Turbocharger." Transactions of the Korean Society of Mechanical Engineers - A 42, no. 9 (September 30, 2018): 793–801. http://dx.doi.org/10.3795/ksme-a.2018.42.9.793.

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48

Song, Kang, Devesh Upadhyay, and Hui Xie. "A physics-based turbocharger model for automotive diesel engine control applications." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 7 (May 19, 2018): 1667–86. http://dx.doi.org/10.1177/0954407018770569.

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Control-oriented models of turbocharger processes such as the compressor mass flow rate, the compressor power, and the variable geometry turbine power are presented. In a departure from approaches that rely on ad hoc empirical relationships and/or supplier provided performance maps, models based on turbomachinery physics and known geometries are attempted. The compressor power model is developed using Euler’s equations of turbomachinery, where the gas velocity exiting the rotor is estimated from an empirically identified correlation for the ratio between the radial and tangential components of the gas velocity. The compressor mass flow rate is modeled based on mass conservation, by approximating the compressor as an adiabatic converging-diverging nozzle with compressible fluid driven by external work input from the compressor wheel. The variable geometry turbine power is developed with Euler’s equations, where the turbine exit swirl and the gas acceleration in the vaneless space are neglected. The gas flow direction into the turbine rotor is assumed to align with the orientation of the variable geometry turbine vane. The gas exit velocity is calculated, similar to the compressor, based on an empirical model for the ratio between the turbine rotor inlet and exit velocities. A power loss model is also proposed that allows proper accounting of power transfer between the turbine and compressor. Model validation against experimental data is presented.

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Moulin, Philippe, and Olivier Grondin. "Control Design for a Second Order Dynamic System : Two-Stage Turbocharger." IFAC Proceedings Volumes 46, no. 21 (2013): 470–76. http://dx.doi.org/10.3182/20130904-4-jp-2042.00082.

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50

Yoon, Pil-Hwan, and Seon-Bong Lee. "Net Shaping Process to Minimize Cutting amount of Turbocharger Control Plate." Korean Society of Manufacturing Process Engineers 16, no. 4 (August 31, 2017): 53–61. http://dx.doi.org/10.14775/ksmpe.2017.16.4.053.

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