Claims
- 1. A turbocharger control system, comprising:
an exhaust duct; a turbine disposed within the exhaust duct, the turbine operatively adapted to rotate as exhaust gasses pass through exhaust duct; an exhaust by-pass duct having an inlet and an outlet, the inlet and the outlet being in communication with the exhaust duct, the inlet being in communication with the exhaust duct on an opposite side of the turbine from the outlet; a waste gate disposed within the exhaust by-pass duct between the inlet and the outlet, the waste gate operatively adapted to open and close the by-pass duct; an air duct; a compressor disposed within the air duct, the compressor operatively adapted to be rotated by the turbine; a diaphragm cell arranged to operatively actuate the waste gate; a valve operatively adapted to control the diaphragm cell; and a stepper motor operatively adapted to control the valve.
- 2. The turbocharger control system of claim 1, wherein the valve comprises:
a housing defining a channel, a first passage through which the channel communicates with the compressor, a second passage through which the channel communicates with the diaphragm cell, a third passage through which the channel communicates with the atmosphere, and a valve needle disposed for linear movement within a bore in the channel, wherein the valve needle is actuated by the stepper motor between a first position where the valve needle closes the first passage while leaving the second and third passages open and a second position where the valve needle closes the third passage while leaving the first and second passages open.
- 3. The turbocharger control system of claim 2, wherein the channel includes a first end and a second end, the first passage being disposed proximate to the first end, the third passage being disposed proximate to the second end, and the second passage being disposed between the first and second ends.
- 4. The turbocharger control system of claim 2, wherein the stepper motor includes a shaft adapted for linear movement, the valve needle being disposed at an end of the shaft.
- 5. The turbocharger control system of claim 2, wherein the valve needle includes a first end, a second end, and a middle disposed between the first and second ends, the valve body having a double-tapered configuration such that the diameter decreases from the middle to the first end and from the middle to the second end.
- 6. The turbocharger control system of claim 2, wherein the channel includes a first passage opening through which the first passage is in communication with the channel, and a third passage opening through which the third passage is in communication with the bore, the valve needle first end being configured to open and close the first passage opening, the valve needle second end being configured to open and close the third passage opening.
- 7. The turbocharger control system of claim 1, further comprising an electronic control unit, the stepper motor being in communication with the electronic control unit and being operatively adapted to control the valve in response to a signal communicated from the electronic control unit to the stepper motor.
- 8. A turbocharger control system, comprising:
an exhaust duct; a turbine disposed within the exhaust duct, the turbine operatively adapted to rotate as exhaust gasses pass through exhaust duct; an exhaust by-pass duct having an inlet and an outlet, the inlet and the outlet being in communication with the exhaust duct, the inlet being in communication with the exhaust duct on an opposite side of the turbine from the outlet; a waste gate disposed within the exhaust by-pass duct between the inlet and the outlet; the waste gate operatively adapted to open and close the by-pass duct; an air duct; a compressor disposed within the air duct, the compressor operatively adapted to be rotated by the turbine; a diaphragm cell arranged to operatively actuate the waste gate; a valve operatively adapted to control the diaphragm cell; a stepper motor operatively adapted to control the valve, the stepper motor having at least two independent windings; and an electronic control unit in communication with the stepper motor, the electronic control unit including at least two lanes, the at least two lanes being substantially isolated from each other, each independent winding of the stepper motor being in communication with a separate lane, the stepper motor being operatively adapted to control the valve in response to a signal communicated from the electronic control unit to the stepper motor.
- 9. An engine comprising a turbocharger control system, the turbocharger control system comprising:
an exhaust duct; a turbine disposed within the exhaust duct, the turbine operatively adapted to rotate as exhaust gasses pass through exhaust duct; an exhaust by-pass duct having an inlet and an outlet, the inlet and the outlet being in communication with the exhaust duct, the inlet being in communication with the exhaust duct on an opposite side of the turbine from the outlet; a waste gate disposed within the exhaust by-pass duct between the inlet and the outlet, the waste gate operatively adapted to open and close the by-pass duct; an air duct; a compressor disposed within the air duct, the compressor operatively adapted to be rotated by the turbine; a plenum in communication with the air duct, the plenum including a plenum valve operatively adapted to control air pressure within the plenum; a diaphragm cell arranged to operatively actuate the waste gate; and a valve operatively adapted to control the diaphragm cell.
- 10. The engine of claim 9, wherein the plenum includes an opening, the plenum valve being disposed on the opening.
- 11. The engine of claim 10, wherein the plenum valve comprises:
a valve plate covering the opening; an air chamber, the valve plate separating the air chamber from the plenum; a spring disposed in the air chamber in contact with the valve plate; a passage, through which the plenum is in communication with the air chamber; and an air bleed line in communication with the air chamber, the air bleed line having a valve allowing air to exit from the air chamber.
- 12. The engine of claim 11, wherein the plenum valve further includes a diaphragm supporting the valve plate.
- 13. A method of controlling a turbo charger, comprising:
measuring the pressure and the temperature in a plenum; communicating the measured pressure and temperature to an ECU; calculating from the measured pressure and temperature the actual density of air within the plenum at the ECU; measuring a throttle valve position; communicating the throttle valve position to the ECU; computing a desired air density for the throttle valve position by the ECU; comparing the desired density to the actual density by the ECU; calculating an adjustment required at a stepper motor operatively adapted to actuate a diaphragm cell by the ECU; generating an output signal by the ECU necessary to produce the adjustment required; and communicating the output signal to the stepper motor.
- 14. A method of controlling a turbocharger, comprising:
measuring the pressure in a plenum; communicating the measured pressure to an ECU; measuring a throttle valve position; communicating the throttle valve position to the ECU; computing a desired pressure in the plenum for the throttle valve position by the ECU; comparing the desired pressure to the actual pressure by the ECU; calculating an adjustment required at a stepper motor operatively adapted to actuate a turbocharger diaphragm cell by the ECU; generating an output signal by the ECU necessary to produce the adjustment required; and communicating the output signal to the stepper motor.
- 15. A method of controlling a propeller governor, comprising:
measuring the propeller speed; communicating the measured propeller speed to an ECU; measuring a throttle valve position; communicating the throttle valve position to the ECU; computing a desired propeller speed for the throttle valve position by the ECU; calculating an adjustment required at a stepper motor operatively adapted to actuate a propeller governor; generating an output signal by the ECU necessary to produce the adjustment required; and communicating the output signal to the stepper motor.
- 16. An airplane, comprising:
an internal combustion engine; a throttle valve for controlling entry of at least air into the engine; a throttle valve position sensor constructed and arranged to measure a position of the throttle valve; a control lever for operation by a pilot, the control lever operatively connected to the throttle valve; a propeller driven by the engine, the propeller having a variable pitch, the pitch being controlled by a propeller governor; and an electronic control unit in electronic communication with the throttle valve position sensor and operatively controlling the propeller governor, the electronic control unit setting the pitch of the propeller as a function of at least the position of the throttle valve.
- 17. An airplane as recited in claim 16, further comprising:
an engine speed sensor constructed and arranged to measure a speed of the engine; a temperature sensor constructed and arranged to measure a temperature of the air entering the engine; and a pressure sensor constructed and arranged to measure a pressure of the air entering the engine, wherein the electronic control unit sets the pitch of the propeller as a function of at least the position of the throttle valve, the speed of the engine, the temperature of the air entering the engine, and the pressure of the air entering the engine.
- 18. An airplane as recited in claim 17, wherein the engine further comprises:
a fuel injector constructed and arranged to inject fuel into the air entering the engine creating a fuel and air mixture; and a spark plug for igniting the fuel and air mixture, wherein the electronic control unit operatively controls the fuel injector and the spark plug as a function of at least the position of the throttle valve, the speed of the engine, the temperature of the air entering the engine, and the pressure of the air entering the engine.
- 19. An airplane as recited in claim 16, further comprising:
an exhaust duct in fluid communication with the engine; a turbine disposed within the exhaust duct, the turbine operatively adapted to rotate as exhaust gases pass through the exhaust duct; an exhaust by-pass duct having an inlet and an outlet, the inlet and the outlet being in communication with the exhaust duct, the inlet being in communication with the exhaust duct on an opposite side of the turbine from the outlet; and a waste gate disposed within the exhaust by-pass duct between the inlet and the outlet, the waste gate operatively adapted to open and close the by-pass duct, wherein the electronic control unit operatively controls the waste gate as a function of at least the position of the throttle valve.
- 20. An airplane as recited in claim 19, further comprising:
an engine speed sensor constructed and arranged to measure a speed of the engine; a temperature sensor constructed and arranged to measure a temperature of the air entering the engine; and a pressure sensor constructed and arranged to measure a pressure of the air entering the engine, wherein the electronic control unit operatively controls the waste gate as a function of at least the position of the throttle valve, the speed of the engine, the temperature of the air entering the engine, and the pressure of the air entering the engine.
- 21. An airplane as recited in claim 20, wherein the engine further comprises:
a fuel injector constructed and arranged to inject fuel into the air entering the engine creating a fuel and air mixture; and a spark plug for igniting the fuel and air mixture, wherein the electronic control unit operatively controls the fuel injector and the spark plug as a function of at least the position of the throttle valve, the speed of the engine, the temperature of the air entering the engine, and the pressure of the air entering the engine.
- 22. An airplane as recited in claim 21, wherein the electronic control unit sets a pitch of the propeller as a function of at least the position of the throttle valve, the speed of the engine, the temperature of the air entering the engine, and the pressure of the air entering the engine.
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This is a divisional of U.S. patent application Ser. No. 09/933,117, which was filed on Mar. 16, 2002. That application claimed priority to U.S. Provisional Patent Application No. 60/226,579, which was filed on Aug. 21, 2000. As a result, this application indirectly claims priority to the same provisional patent application. The disclosures of both the provisional and non-provisional patent applications are incorporated herein by reference.
Divisions (1)
|
Number |
Date |
Country |
Parent |
09933117 |
Mar 2002 |
US |
Child |
10636627 |
Aug 2003 |
US |