CONTROL APPARATUS FOR A MOTOR VEHICLE VARIABLE GEOMETRY TURBOCHARGER

Abstract: An electronic control apparatus for a variable displacement turbocharger (VGT) (l0) determines the desired operation of the VGT in accordance with vehicle and engine operating conditions, and positions the VGT control arm (28) to achieve the desired operation. When the engine is operating in a vacuum mode, the control arm is adjusted in open loop fashion; when the engine should be operating in a boost mode, the control arm is adjusted in a closed loop fashion according to the difference between the actual and desired boost.

Description: This invention relates to control apparatus, and a method, for regulating the operation of a variable geometry turbocharger of a motor vehicle in response to driver demand and vehicle operating conditions. Supercharging devices are commonly used in motor vehicle internal combustion engine applications to increase the power output of the engine by boosting the density of the air/fuel mixture. The boost in air/fuel density is effected by a rotary compressor which is directly or indirectly driven by the engine. A turbocharger is a supercharging device in which the rotary compressor is driven by a turbine, which in turn, is driven by the exhaust gases of the engine. The exhaust gases enter a turbine chamber, are directed across the blades of a turbine wheel by a nozzle, and are discharged from the turbine chamber to an exhaust pipe. The nozzle determines the angle of attack of the gases to control the amount of boost the rotary compressor can provide. The various components of a turbocharger, including the nozzle, are sized in relation to the engine and the desired performance. However, such sizing inherently entails performance compromises. Apparatus sized for fast response at low engine speeds will not perform well at high engine speeds, and vice versa. To avoid the performance compromises referred to above, a class of variable geometry turbochargers (VGT) have been developed. The VGT is still sized in relation to the engine and the desired performance, but is variably controlled to regulate the flow or angle of attack of the exhaust gases in the turbine chamber. As a result, the VGT can be controlled in one instance to provide fast response at low engine speeds, and in another instance to provide good power enhancement at high engine speeds. Such an arrangement is disclosed in GB Patent Application No 2,l57,365. This invention is directed to control apparatus for regulating the operation of a VGT in a motor vehicle application. It differs from prior VGT controllers in a number of respects, including increased control accuracy and stability. A method of, and control apparatus for, regulating the operation of a VGT in accordance with the present invention are characterised by the features specified in the characterising portions of Claims l and 4 respectively. The control apparatus of this invention is described in reference to a VGT in which the turbine chamber nozzle comprises a plurality of movable nozzle vanes controlled in unison according to the position of an adjustable control mechanism. The adjustable control mechanism is positioned by servo means such as a dual ported pneumatic actuator, which in turn, is controlled by engine vacuum or manifold pressure through a pair of electronically operated variable orifices. The variable orifices are regulated by an electronic controller, which may include both a computer based engine control module for generating a signal representative of the desired operation of the VGT, and a boost controller for suitably controlling the variable orifice devices. When the engine control module indicates that a boost or pressure mode of operation is desired -- that is, a desired manifold pressure in excess of atmospheric pressure -- the boost controller effects closed loop adjustment of the adjustable control mechanism by continuous comparison of the actual manifold pressure and the desired pressure. In such mode, the variable orifices are energized at a level and rate of change determined in relation to the error between the desired and actual pressures so as to reduce the error in a stable and accurate fashion. The signal generated by the engine control module in the pressure mode is based on engine operating conditions to provide optimized speed of response and power enhancement throughout the engine speed range, and is limited or reduced in a controlled manner whenever excessive engine stress is detected. When the engine control module signal indicates that a vacuum mode of operation is desired -- that is, a manifold pressure at or below atmospheric pressure -- the boost controller effects open loop adjustment of the adjustable control mechanism, energizing the variable orifices in accordance with a predetermined schedule as a function of the signal. In such mode, the signal generated by the engine control module serves to properly position the nozzle vanes for optimizing turbine speed, engine backpressure, manifold vacuum, fuel consumption and engine torque throughout the engine speed range. This invention is now described, by way of example, with reference to the accompnying drawings, in which:- Figure l is a schematic diagram of control apparatus according to this invention in a motor vehicle environment, including a microcomputer based engine control module and a separate boost controller; Figure 2 is a schematic circuit diagram of the boost controller of Figure l; Figure 3 graphically depicts the operation of the boost controller of Figure l during closed loop control of the manifold pressure; and Figure 4 is a flow diagram representative of the computer program instructions executed by the engine control module of Figure l. Referring now to the drawings, and more particularly to Figure l, reference numeral l0 generally designates a variable geometry turbocharger (VGT) of the variable nozzle vane type. The VGT l0 comprises a turbine chamber l2 and a compressor chamber l4. The turbine chamber l2 receives hot exhaust gases from the cylinders l6 of an internal combustion engine via an exhaust manifold l8. Upon entering the turbine chamber l2, the exhaust gases are directed through circumferentially disposed nozzle vanes 20 onto the blades of a rotary turbine wheel 22. The spent exhaust gases are then discharged from the turbine chamber l2 into an exhaust pipe 24. The radial angle of the nozzle vanes 20 determine the angle of attack at which the exhaust gases flow into the blades of the rotary turbine wheel 22. The angle of the nozzle vanes 20 may be varied by effecting lineal adjustment of a plate 26 via a control arm 28. Nozzle vanes 20, plate 26, and control arm 28 define an adjustable control mechanism. With the control arm 28 in its leftmost position as shown, the nozzle vanes 20 are nearly closed, causing the exhaust gas angle of attack to be relatively high. This condition maximizes the turbine wheel speed but can also create significant exhaust gas backpressure at higher engine speeds. As the control arm 28 is moved rightward, the nozzle vanes 20 progressively open, causing the angle of attack to becomes progressively lower. This decreases both rotary turbine wheel 22 speed and exhaust gas backpressure. The rotary turbine wheel 22 rotatably drives a compressor wheel 30 via a shaft 32, the compressor wheel 30 being supported within the compressor chamber l4. The compressor chamber l4 receives combustion air from an intake pipe 34 downstream of an operator positioned throttle 36. The driven compressor wheel 30 is adapted to compress and discharge air at greater than atmospheric pressure into an outlet pipe 38. Fuel is injected into the compressed air by the fuel injection unit 40, and the air/fuel mixture is directed to the cylinders 16 via an intake manifold 42. Variable geometry turbochargers generally meeting the above description are commercially available from Aerodyne Dallas Corporation, Dallas, Texas. The control arm 28 of VGT l0 is axially positioned by servo means defined by a dual port actuator 50. The dual port actuator 50 is divided into a vacuum chamber 52 and a pressure chamber 54 by diaphragm 56, which is sealed against the interior periphery of an actuator housing 58. The control arm 28 is mounted on the diaphragm 56, and moves axially therewith. A spring 60 disposed between the diaphragm 56 and the actuator housing 58 on the vacuum chamber 52 side urges the diaphragm 56 and the control arm 28 in a leftward direction. The position of the control arm 28 is determined by the force exerted by spring 60 and by the force due to the pneumatic pressure differential across the diaphragm 56. The pneumatic pressure in the vacuum chamber 52 is controlled by an electronic vacuum regulator (EVR) 62 via line 64, and the pneumatic pressure in pressure chamber 54 is controlled by an electronic pressure regulator (EPR) 66 via line 68. A boost controller 70, described below in reference to Figures 2 - 3, electrically controls the operation of EVR 62 and EPR 66 via lines 72 and 74, respectively. Both the EVR 62 and the EPR 66 are conventional solenoid devices comprising an axially movable armature, a spring which biases the armature toward one extreme axial position, and an electrical coil which, when energized with electrical current, biases the armature to the other extreme axial position. In practice, the electrical coils are pulse-width-modulated by the boost controller 70 so that the respective armatures achieve some average axial position. In EVR 62, the armature alternately connects and disconnects the vacuum chamber 52 with the intake pipe 34 on the downstream side of operator positioned throttle 36 via line 76. As a result, the EVR 62 operates as a variable orifice between vacuum chamber 52 and intake pipe 34 and defines open loop means. In EPR 66, the armature alternately connects the pressure chamber 54 with the intake manifold 42 via line 78 and atmospheric pressure via vent 80. As a result, the EPR 66 operates as a variable orifice between pressure chamber 54 and intake manifold 42 and defines closed loop means. The engine is operable in either a vacuum mode wherein substantially no boost is provided by the VGT l0, or a pressure (boost) mode wherein the VGT l0 compresses the intake air in excess of atmospheric pressure. When the engine is in the vacuum mode of operation, the EPR 66 is deenergized to vent the pressure chamber 54 to atmospheric pressure, and the EVR 62 is pulse-width-modulated to regulate control arm 28 displacement. When the engine is operating in the pressure (boost) mode of operation, the EVR 62 is deenergized to disconnect intake pipe 34 from the vacuum chamber 52, and the EPR 66 is used to regulate control arm 28 displacement. In both cases, increases in the effective orifice open the nozzle vanes 20 to decrease the boost, and decreases in the effective orifice close the nozzle vanes 20 to increase the boost. Electronically, the control apparatus of this invention includes an engine control module (ECM) 90, which is microcomputer based and the boost controller 70 which together define generating means. The ECM 90 receives operating current directly from a vehicle storage battery 92 via line 94, and the boost controller 70 receives operating current from the vehicle storage battery 92 through an ignition switch 96 via line 98. The ECM 90 receives inputs on lines l00 - 108 relating to the vehicle speed N v , the presence of premature engine detonation (knock) K, the engine coolant temperature T c , the engine speed N e , and the throttle position TP. The signals on lines l00 - l08 are generated with conventional transducers, the throttle position sensor l09 being the only such transducer depicted in Figure l. The ECM 90 determines the desired operation of the VGT l0 based on the various input signal values, and outputs a pulse-width-modulated signal in accordance therewith on line ll0. The boost controller 70 receives the output signal from the ECM 90 on line ll0 as an input signal, and energizes EVR 62 and EPR 66 via lines 72 and 74 so that the desired operation of VGT l0 is achieved. When the engine is operating in the vacuum mode, the duty cycle of the input signal corresponds to the desired position of the nozzle vanes 20, and boost controller 70 energizes the EVR 62 in an open loop manner according to a predetermined schedule to achieve the desired operation. When the engine is operating in the boost mode, the input signal corresponds to the desired intake manifold 42 pressure, and boost controller 70 energizes EPR 66 in a closed loop manner to achieve the desired operation. A pipe ll2 connects the boost controller 70 with the intake manifold 42 to facilitate the closed loop control of EPR 66. Figure 2 shows the boost controller 70 of Figure l in greater detail. Accordingly, elements common to both Figures l and 2 have been assigned the same reference numerals. Apart from boost controller 70, the reference numeral ll4 designates the electrical coil of EPR 66, and the reference numeral ll6 designates the electrical coil of EVR 62. The electrical coils ll4 and ll6 are each connected at one end to the (power supply) line 98. The other end of electrical coil ll4 is connected to ground through the collector-emitter circuit of transistor ll8, and the other end of electrical coil ll6 is connected to ground through the collector-emitter circuit of transistor l20. The conduction of transistor ll8, and hence the energization of electrical coil ll4, is controlled by a comparator l22, whose output voltage is designated as V o . The (power supply) line 98 is connected to the power input of comparator l22 through a resistor l24, and the output voltage V o switches between battery voltage V b of the vehicle storage battery 92 and ground voltage in accordance with the relative voltage magnitudes applied to its inverting and noninverting inputs. The pulse-width-modulated input signal on line ll0 is filtered by an RC filter l26 to generate a generally sinusoidal voltage V d which is applied to the noninverting input of comparator l22. A pressure transducer l28 receives the pipe ll2 and generates a voltage V a in accordance with the pressure therein on line l30, such line being connected to the inverting input of comparator l22. The operation of the comparator l22 and the corresponding energization of EPR 66 is graphically depicted in Graphs 3A and 3B, which have a common time base. Graph 3A depicts the voltages V a and V d for a steady state control condition, and Graph 3B depicts the output voltage V o of the comparator l22. Whenever the voltage V d corresponding to the desired manifold boost pressure exceeds the voltage V a corresponding to the actual boost pressure, the output voltage V o assumes its high voltage state. In such case, the transistor ll8 is biased conductive to energize the electrical coil ll4 of EPR 66. When the voltage V d is lower than the voltage V a , the output voltage V o assumes its low voltage state. In such case, the transistor ll8 is biased nonconductive to deenergize the electrical coil ll4. This operation results in an energization duty cycle such as shown in Graph 3B for effectively creating a variable orifice between the pressure chamber 54 and the intake manifold 42 which causes the actual manifold boost to correspond with the desired boost. The closed loop control apparatus set forth above has the advantage that the control arm displacement rate depends on the magnitude of the error between the actual and desired boost pressures. Relatively large error produces relatively fast movement of the control arm 28; relatively small error produces relatively slow movement of the control arm 28. In other words, the closer the boost is to the desired level, the slower the corrective movement of control arm 28. This feature contributes to stable operation of the apparatus, especially in control regions where small changes in control arm 28 displacement produce relatively large changes in boost pressure. The relative magnitudes of the voltages V a and V d are such that V d can only exceed V a when the input signal on line ll0 calls for a desired pressure in excess of atmospheric pressure -- that is, whenever the input signal indicates that the engine should be operating in a boost mode. When the input signal indicates that the engine should be operating in a vacuum mode, the comparator l22 is maintained in its low output voltage state, inhibiting the energization of electrical coil ll4. The conduction of transistor l20, and hence the energization of the EVR 62, is controlled by a combination of the input signal on line ll0 and a comparator l40. The input signal on line ll0 is connected to one input of an AND gate l42 and the output of comparator l40 is connected to the other input of AND gate l42. The output of AND gate l42 is connected directly to the base of transistor l20 for controlling its conduction. comparator l40 is in its high output voltage state, transistor l20 is biased conductive and nonconductive in accordance with the duty cycle of the input signal on line ll0. Whenever the comparator l40 is in its low output voltage state, the transistor l20 is biased nonconductive regardless of the input signal on line ll0. The inverting input of comparator l40 is connected to the output of pressure transducer l28 on line l30, and the noninverting input is connected to a reference voltage V ref corresponding to atmospheric pressure. Thus, the output of comparator l40 is high to enable pulse-width-modulation of the electrical coil ll6 whenever the actual pressure in intake manifold 42 is less than atmospheric pressure -- that is, whenever the engine is operating in a vacuum mode. On the other hand, the output of comparator l40 is low to inhibit energization of electrical coil ll6 whenever the actual pressure in intake manifold 42 is greater than atmospheric pressure -- that is, whenever the engine is operating in a boost mode. In view of the above, it will be understood that the boost controller 70 automatically switches between open loop and closed loop regulation of the control arm 28. Whenever the engine is actually operating in a vacuum mode, the output of comparator l40 is high, and the EVR 62 is pulse-width-modulated in open loop fashion according to the duty cycle of the input signal on line ll0. So long as the input signal on line ll0 indicates that the engine should be operating in a vacuum mode, the output of comparator l22 is low, and EPR 66 remains deenergized. However, when the input signal on line ll0 indicates that the engine should be operating in a boost mode, the output of comparator l22 cycles high and low as depicted in Figure 3 to pulse-width-modulate EPR 66 in closed loop fashion for achieving the desired boost pressure. As soon as the intake manifold 42 pressure actually exceeds atmospheric pressure, the engine is no longer operating in a vacuum mode, and the output of comparator l40 falls to its low state, deenergizing the EVR 62. When the duty cycle of the input signal on line ll0 subsequently indicates that the engine should be operating in a vacuum mode, the output of comparator l22 remains low, and the EPR 66 becomes deenergized. When the intake manifold 42 pressure actually falls below atmospheric pressure, the output of comparator l40 goes high, and the EVR 62 is once again pulse-­ width-modulated in open loop fashion to achieve the desired control. The flow diagram of Figure 4 is representative of program instructions executed by the ECM 90 for determining the desired operation of VGT l0 and for generating an output signal on line ll0 in accordance therewith. Obviously, the ECM 90 is concerned with many other engine and vehicle control tasks, including control of the fuel injection unit 40. As such, the flow diagram of Figure 4 is periodically executed as a separate control subroutine. The enter block indicates initiation of the subroutine; the return blocks indicate completion of the subroutine and reexecution of other control functions. The decision/instruction blocks designated by the reference numeral l50 check entry level conditions to determine if VGT l0 control is appropriate. The decision block l52 determines if the engine is stopped and decision block l54 determines if the battery voltage is abnormally high. If either is answered in the affirmative, no output signal is applied to line ll0, and the ECM 90 is returned to execute other control functions. If both decision blocks l52 and l54 are answered in the negative, the decision block l56 is executed to determine if the signal for engine coolant temperature T c indicates that the engine is cold. If so, instruction blocks l58 and l60 are executed to set the duty cycle DC equal to zero and to output the duty cycle DC on line ll0 at a frequency of l28 Hz. If the engine is not cold, a different duty cycle DC may be appropriate, and the remainder of the routine is executed. The instruction blocks designated by the reference numeral l62 determine a duty cycle DC corresponding to a desired boost pressure or nozzle vane 20 position as a function of the signal of throttle position TP and the signal of engine speed N e in accordance with empirically derived schedules. The schedules are conveniently stored within ECM 90 in the form of look-up tables. First, the instruction blocks l64 - l66 are executed to determine a base duty cycle DC in accordance with the signal of throttle position TP. Throttle position is the primary indication of operator demand, and the duty cycle varies substantially in direct relation therewith. Then, the instruction blocks l68 - l70 are executed to determine a duty cycle modifier Kl as a function of the signal of engine speed N e . At instruction block l72, the duty cycle modifier Kl is applied to the base duty cycle DC in multiplicative fashion as shown. The modifier Kl has the effect of increasing the duty cycle (and therefore closing the nozzle vanes 20) when the engine is at idle to increase off-idle response, and/or decreasing the duty cycle at relatively high engine speeds to prevent engine damage. The instruction/decision blocks designated by the reference numeral l74 serve to correct the duty cycle DC for high vehicle speed if necessary. If the signal of vehicle speed N v indicates a vehicle speed in excess of a threshold value N ref , as determined by the instruction block l76 and decision block l78, the instruction blocks l80 - l82 are executed to determine a duty cycle modifier K2 as a function of the vehicle speed N v and to apply the duty cycle modifier K2 to the duty cycle DC in multiplicative fashion as shown. The duty cycle modifier K2 is typically less than unity, and serves to open the nozzle vanes 20 at vehicle speeds indicative of cruising, thereby increasing the engine operating efficiency by reducing the exhaust gas backpressure. The decision/instruction blocks designated generally by the reference numeral l84 serve to adjust the duty cycle DC for engine temperature if necessary. If the signal of engine coolant temperature T c indicates an engine temperature in excess of a threshold value T ref , as determined by decision block l86, the instruction blocks l88 - l90 are executed to determine a duty cycle modifier K3 as a function of the engine coolant temperature T c , and to apply the duty cycle modifier K3 to the duty cycle DC in multiplicative fashion as shown. The duty cycle modifier K3 is less than unity, and serves to protect the engine by reducing the boost level when the engine is hot. The decision/instruction blocks designated generally by the reference numeral l92 serve to adjust the duty cycle DC in prolonged high demand conditions. If the signal of throttle position TP exceeds a threshold value TP ref for a predetermined time interval, such as twenty (20) seconds, as determined by decision block l94, the instruction block l96 is executed to apply a predetermined duty cycle modifier K4 to the duty cycle DC in multiplicative fashion as shown. The duty cycle modifier K4 is significantly less than unity, and serves to protect the engine by reducing the desired boost. The instruction/decision blocks designated generally by the reference numeral l98 serve to correct the duty cycle DC for premature engine detonation, or knocking, if necessary. If the signal for knock K indicates engine knocking in excess of a reference K ref , as determined by the instruction block 200 and decision block 202, the instruction blocks 204 and 206 are executed to increment an accumulator and to subtract the accumulator contents from the duty cycle DC. If decision block 202 is answered in the negative, and the contents of the accumulator is non-zero (as determined by decision block 208), the instruction blocks 2l0 and 206 are executed to decrement the accumulator and to subtract the accumulator contents from the duty cycle DC. The accumulator contents which reduces the scheduled duty cycle is incremented with each execution of the subroutine so long as the sensed knocking persists, and is only decremented to zero after a similar interval of operation without sensed knocking. Knocking is significantly detrimental to the engine, and the routine described herein quickly reduces the scheduled boost when knocking is detected. The boost is returned to the scheduled value only after a similar interval of operation without knocking. The instruction block 2l2 applies a first order lag filter to the duty cycle DC to prevent overly abrupt changes in the desired boost signal, and the instruction block l60 outputs the filtered duty cycle on line ll0 at a frequency of l28 Hz as described above. In summary, the control apparatus of this invention effects stable and accurate control of the VGT l0. The duty cycle of the control signal varies from one extreme calling for maximum boost to the other extreme calling for minimum exhaust gas backpressure. Various engine operating conditions are taken into account in the determination of the duty cycle of the control signal including throttle position, engine speed, vehicle speed, engine temperature, and knocking. When the engine is operating in a vacuum mode and no boost is desired, the duty cycle of the control signal indicates the optimum position of the nozzle vanes 20 for maximizing engine operating efficiency and boost response time. Thus, the duty cycle is relatively low to effect substantial opening of the nozzle vanes 20 to reduce exhaust gas backpressure under cruising conditions, and relatively high to effect substantial closing of the nozzle vanes 20 to increase turbine speed under idle conditions. In this mode, the boost controller 70 positions the nozzle vanes 20 in open loop fashion according to the control signal duty cycle. When it is desired to operate the engine in a boost mode, or boost mode operation is anticipated (as at idle), the duty cycle of the control signal indicates the desired boost pressure. In such case, the boost controller 70 positions the nozzle vanes 20 in closed loop fashion according to the boost pressure error. The stability of the control in such mode is enhanced by causing the rate of control arm 28 movement to vary in relation to the boost pressure error. Large boost pressure error results in relatively fast control arm 28 movement; small boost pressure error results in relatively slow control arm movement. The boost controller 70 automatically switches from open loop to closed loop operation when the control signal indicates that boost mode operation is desired and the pressure transducer l28 indicates a transition from vacuum to pressure. Similarly, the boost controller 70 automatically switches from closed loop to open loop operation when the control signal indicates that vacuum mode operation is desired and the pressure transducer l28 indicates a transition from pressure to vacuum. While this invention has been described in reference to the illustrated embodiment, it is recognized that other arrangements might also be used. For example, a single control unit could perform the functions of both the boost controller 70 and the ECM 90, if desired. Further, a different type of VGT (such as an adjustable plate device) could be used.

Claims: 1. A method of regulating the operation of a variable geometry turbocharger (l0) of an engine of a motor vehicle by using an adjustable control mechanism (20,26,28) which effectively varies the turbocharger geometry to provide increased or decreased boost for a given engine operating condition, the method comprising the step of sensing the actual pressure of a combustible mixture supplied to the engine; characterised by the steps of determining based on said sensed pressure whether the engine is operating in a vacuum mode wherein the pressure of the mixture is less than atmospheric pressure, or a boost mode wherein the turbocharger boosts the pressure of the mixture above atmospheric pressure; generating a control signal in accordance with sensed engine and vehicle conditions, the control signal having a characteristic representative (l) of a desired turbocharger geometry for satisfying engine performance and efficiency criteria when the sensed conditions indicate that the engine should be operating in the vacuum mode, and (2) of the desired pressure of the combustible mixture when the sensed conditions indicate that the engine should be operating in the boost mode; and controlling the turbocharger geometry by open loop adjustment of the adjustable control mechanism in accordance with the control signal characteristic when it is determined that the engine is operating in the vacuum mode and by closed loop adjustment of the adjustable control mechanism in accordance with the difference between the desired pressure represented by the control signal characteristic and the sensed pressure when it is determined that the engine should be operating in the boost mode. 2. A method as claimed in Claim l, wherein the motor vehicle includes a sensor for detecting premature detonation in the engine, and wherein the method includes the additional steps of: adjusting the control signal in accordance with the value of a control signal modifier so as to effect a reduction in the desired intake gas pressure represented by the control signal; increasing the value of the control signal modifier in response to the detection of significant premature detonation and so long as such detection persists, thereby to reduce the pressure of the intake gas supplied to the engine below that which would otherwise occur to prevent engine damage; and decreasing the value of the control signal modifier at a predetermined rate in the absence of detected significant premature detonation, thereby to progressively return the intake gas pressure to its vehicle operating condition dependent value. 3. A method as claimed in Claim l, wherein the closed loop adjustment of the adjustable control mechanism (20,26,28) is carried out such that the rate of adjustment is varied in direct relation to the magnitude of the difference between the sensed pressure and the desired pressure represented by the control signal characteristic, thereby to improve the stability of the control. 4. Control apparatus for regulating the operation of a variable geometry turbocharger (l0) for an engine of a motor vehicle, the engine having an intake passage (34) for receiving intake air at atmospheric pressure, the variable geometry turbocharger elevating the pressure of the intake air and supplying combustion air to the engine at such elevated pressure, the control apparatus comprising an adjustable control mechanism (20,26,28) for effectively varying the turbocharger geometry to provide increased or decreased pressure elevation for a given engine operating condition; characterised by generating means (90,70) for generating a geometry command signal in accordance with sensed engine and vehicle operating conditions, such signal having a characteristic representative (l) of an desired turbocharger geometry when the sensed operating conditions indicate that the engine should be operating in a vacuum mode wherein the combustion air supplied to the engine is less than atmospheric pressure, and (2) of the desired combustion air pressure when the sensed conditions indicate that the engine should be operating in a boost mode wherein the combustion air is boosted above atmospheric pressure; servo means (50) adapted to receive a first and a second opposing control signals for positioning the adjustable control mechanism in offset relation to the resultant thereof; closed loop means (66) effective when the geometry command signal is representative of the desired combustion air pressure to generate the first control signal for the servo means in relation to the difference between the actual pressure of the combustion air and the desired combustion air pressure represented by the command signal characteristic; and open loop means (62) effective whenever the actual pressure of the combustible mixture is less than atmospheric pressure to generate the second control signal for the servo means in direct relation to the desired turbocharger geometry represented by the geometry command signal. 5. Control apparatus as claimed in Claim 4, wherein the servo means (50) comprises first and second chambers (54,52) separated by a diaphragm (56) connected to the adjustable control mechanism (26); the closed loop means (66) comprises an effective variable orifice through which the combustion air pressure communicates with the first chamber of the servo means; and the open loop means (62) comprises an effective variable orifice through which the intake air in the intake passage (34) communicates with the second chamber of the servo means. 6. Control apparatus as claimed in Claim 4 or Claim 5, wherein the adjustable control mechanism comprises a plurality of movable nozzle vanes (20) movable by a control arm (28) and plate (26).

Inventors: MOODY, JOSEPH FRANCIS, YUILLE, RONALD DEWITT
Applicants: GENERAL MOTORS CORPORATION
Application year: 1987
Main classification: F02B37
IPC codes: F02B37, F02D41