U.S. patent application number 09/742701 was filed with the patent office on 2002-06-20 for system for controlling the temperature of an intake air.
Invention is credited to Craig, Mark W., Hardin, Eric D., Kertz, Tony G..
Application Number | 20020073977 09/742701 |
Document ID | / |
Family ID | 24985874 |
Filed Date | 2002-06-20 |
United States Patent
Application |
20020073977 |
Kind Code |
A1 |
Craig, Mark W. ; et
al. |
June 20, 2002 |
SYSTEM FOR CONTROLLING THE TEMPERATURE OF AN INTAKE AIR
Abstract
A vehicle operates under various ambient conditions and various
operating parameters. To compensate for the ambient condition and
the operating parameters an engine, an intake air temperature is
controlled. One of an ambient air flow restriction system or an
intake air flow restriction system is used to vary the flow of a
recipient ambient air flow through an air to air or the flow of a
donor intake air flow through the aftercooler respectively. A
plurality of louvers are operatively moved between a closed
position and an open position with the ambient air flow restriction
system. And, a flapper valve is operatively moved between a closed
position and an open position with the intake air flow restriction
system. A controller interprets a respective signal from a
plurality of sensors to define the position of the plurality of
louvers or to define the position of the flapper valve.
Inventors: |
Craig, Mark W.; (Mossville,
IL) ; Hardin, Eric D.; (Bellevue, WA) ; Kertz,
Tony G.; (East Peoria, IL) |
Correspondence
Address: |
CATERPILLAR INC.
100 N.E. ADAMS STREET
PATENT DEPT.
PEORIA
IL
616296490
|
Family ID: |
24985874 |
Appl. No.: |
09/742701 |
Filed: |
December 20, 2000 |
Current U.S.
Class: |
123/556 ;
123/552 |
Current CPC
Class: |
F01P 2003/185 20130101;
F02B 29/0456 20130101; F02B 29/0418 20130101; F01P 3/18 20130101;
Y02T 10/12 20130101; F02B 29/0493 20130101; F02B 29/0431 20130101;
F02B 29/0475 20130101; F02M 26/04 20160201; Y02T 10/146 20130101;
B60K 13/02 20130101; F01P 2060/02 20130101 |
Class at
Publication: |
123/556 ;
123/552 |
International
Class: |
F02G 005/00 |
Claims
1. A system for controlling the temperature of an intake air flow
used to support combustion in an engine, said system comprising: an
exhaust gas having a portion thereof circulated to said intake air
flow; an air to air aftercooler having said intake air flow being a
donor fluid; an ambient air flow acting as a recipient fluid for
cooling said intake air flow and passing through said aftercooler;
a plurality of sensors being operatively positioned in said ambient
air flow and said intake air flow; a controller being operative
connected to said plurality of sensors; one of an ambient air flow
restriction system having a restriction device and an intake air
flow restriction system having a restriction device; and said
controller defining a position of said restriction device between
an open position and a closed position.
2. The system for controlling the temperature of said intake air
flow of claim 1 wherein said restriction device of said ambient air
flow restriction system modulates the flow of ambient air flow
through said aftercooler.
3. The system for controlling the temperature of said intake air
flow of claim 1 wherein said restriction device of said intake air
flow restriction system modulates the flow of intake air flow
through said aftercooler.
4. The system for controlling the temperature of said intake air
flow of claim 1 wherein said restriction devices being infinitely
variable between said open position and said closed position.
5. The system for controlling the temperature of said intake air
flow of claim 1 wherein said temperature of said intake air flow
being increased with said restriction device of said ambient air
flow restriction system being at and near said closed position and
with said restriction device being at and near said open
position.
6. The system for controlling the temperature of said intake air
flow of claim 1 wherein said temperature of said intake air flow
being decreased with said restriction device of said ambient air
flow restriction system being at and near said open position and
with said restriction device being at and near said closed
position.
7. The system for controlling the temperature of said intake air
flow of claim 1 wherein said restriction device of said ambient air
flow restriction system including a plurality of louvers being
interposed said aftercooler and said flow of ambient air.
8. The system for controlling the temperature of said intake air
flow of claim 1 wherein said restriction device of said intake air
flow including a valve interposed an inlet manifold and an outlet
manifold of said aftercooler.
9. The system for controlling the temperature of said intake air
flow of claim 1 wherein said aftercooler includes a core having a
plurality of recipient air passages and a plurality of donor intake
air flow passages, said plurality of donor intake air flow passages
having a preestablished cross sectional area creating a
backpressure, and said air intake flow restriction system including
an intake manifold being attached to an air inlet side of said
aftercooler and an outlet manifold being attached to an air outlet
side of said aftercooler, a connecting member being interposed said
intake manifold and said outlet manifold, and said restriction
device being positioned in said connecting member.
10. The system for controlling the temperature of said intake air
flow of claim 9 wherein said connecting member includes a
preestablished cross sectional area being between about 40 to 70
percent of said preestablished cross sectional area of said
plurality of donor intake air passages.
11. The system for controlling the temperature of said intake air
flow of claim 9 wherein said inlet manifold includes a blending
cavity.
12. The system for controlling the temperature of said intake air
flow of claim 9 wherein said outlet manifold includes a blending
cavity.
13. The system for controlling the temperature of said intake air
flow of claim 1 wherein said plurality of sensors positioned in
said ambient air flow has one of said plurality of sensors
positioned upstream of said ambient air flow into said
aftercooler.
14. The system for controlling the temperature of said intake air
flow of claim 13 wherein said one of said plurality of sensors
being positioned upstream of said aftercooler sensing
temperature.
15. The system for controlling the temperature of said intake air
flow of claim 13 wherein said one of said plurality of sensors
being positioned upstream of said aftercooler sensing pressure.
16. The system for controlling the temperature of said intake air
flow of claim 13 wherein said one of said plurality of sensors
being positioned upstream of said aftercooler sensing humidity.
17. The system for controlling the temperature of said intake air
flow of claim 1 wherein said plurality of sensors being operatively
positioned in said intake air flow having one of said plurality of
sensors positioned upstream of said intake air flow into said
aftercooler and sensing a temperature of said intake air flow.
18. The system for controlling the temperature of said intake air
flow of claim 1 wherein said plurality of sensors being positioned
downstream of said intake air flow from said aftercooler and
sensing a temperature of said intake air flow.
19. The system for controlling the temperature of said intake air
flow of claim 1 wherein said controller interpreting a plurality of
signals from said plurality of sensors sending a signal to be
adapted to operatively move said restriction device between said
open position and said closed position.
20. The system for controlling the temperature of said intake air
flow of claim 1 wherein said exhaust gas having a portion thereof
circulated to said intake air flow being introduced into said
intake air flow downstream of said aftercooler.
Description
TECHNICAL FIELD
[0001] This invention relates generally to an engine and more
particularly to a system for cooling intake air with the engine
having an exhaust gas recirculation system.
BACKGROUND ART
[0002] The use of turbocharged engines is a common practice. The
turbocharger increases the quantity of air for combustion and
increases the heat value or temperature of the intake air. To
compensate for the increased temperature of the intake air, an
aftercooler is used to reduce the temperature of the compressed
intake air. Many of the cooling systems include a water jacket
aftercooler. In the water jacket aftercooler a coolant from the
engine is circulated through the aftercooler and the intake air is
cooled. The use of engine coolant limits the temperature to which
the intake air can be cooled. More recently, the cooling medium of
the aftercooler has been converted to use ambient air and an air to
air aftercooler has replaced the water jacket aftercooler. As the
emissions from engines become more strict, exhaust gas
recirculation systems are used to reduce the emissions from such
engines. Experience has shown that in some applications and under
some operating conditions, especially when using high sulfur fuels,
as the intake air is cooled water condenses from the air and with
the addition of recirculated exhaust gas sulfuric acid is formed.
As the intake air is circulated the sulfuric acid reduces the
efficiency and longevity of the engine. Since ambient air is used
as a donor intake air and the coolant or recipient fluid, the
temperature and humidity of the ambient air varies depending on
geographic location and season. Thus, the temperature and humidity
of the intake air varies accordingly. Under these varying
conditions the formation of water, resulting in sulfuric acid
effects combustion and varying characteristics of combustion and
the operation of the engine in a negative way. Under certain
conditions the emissions therefrom can be increased and the
structure of the engine can be damaged due to erosion. And, if the
intake air is over cooled, excessive power can be developed and
structural damage to the engine will occur. Thus, a system for
controlling the temperature of the intake air is needed.
[0003] The present invention is directed to overcome one or more of
the problems as set forth above.
DISCLOSURE OF THE INVENTION
[0004] In one aspect of the invention a system for controlling the
temperature of an intake air flow used to support combustion in an
engine is disclosed. The system has an exhaust gas having a portion
thereof circulated to the intake air flow. An air to air
aftercooler has the intake air flow being a donor fluid. An ambient
air flow acts as a recipient fluid for cooling the intake air flow
and passing through the aftercooler. A plurality of sensors are
operatively positioned in the ambient air flow and the intake air
flow. A controller is operative connected to the plurality of
sensors. One of the ambient air flow restriction system has a
restriction device and an intake air flow restriction system has a
restriction device. And, the controller defines a position of the
restriction device between an open position and a closed
position.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] FIG. 1 is a side view of a vehicle having an air to air
aftercooler embodying the present; and
[0006] FIG. 2 is a side view of a vehicle having an air to air
aftercooler embodying the present;
[0007] FIG. 3 is an enlarged front pictorial view of the air to air
aftercooler embodying the present invention of FIG. 1 with a
plurality of louvers in an open position;
[0008] FIG. 4 is an enlarged front pictorial view of the air to air
aftercooler embodying the present invention of FIG. 1 with the
plurality of louvers in a closed position; and
[0009] FIG. 5 is an enlarged front pictorial view of the air to air
aftercooler embodying the present invention of FIG. 2.
BEST MODE FOR CARRYING OUT THE INVENTION
[0010] In FIG. 1 a vehicle 6 is shown having a system 8 for
controlling the temperature of an intake air flow 10. In this
application, the vehicle 6 is an on highway tractor. However, as an
alternative, the vehicle 6 could be any type of work machine, such
as an off highway truck, scraper, wheel loader or track type
machine. The vehicle 6 has a rear portion 12 and a front portion 14
being opposite one another. A frame 16 extends between the rear
portion 12 and the front portion 14. Attached to the frame 16 and
position in the vehicle 6 near the front portion 14 is an internal
combustion engine 18. In this application, the internal combustion
engine 18 is a compression ignition engine being water cooled;
however, other types of internal combustion engines 18 can be used
without changing the jest of the invention. For example, the engine
could be air cooled, or of the two cycle or four cycle
configuration, or could be a spark ignition engine. The vehicle 6
has a hood 19 attached to the front portion 14 of the frame 16. The
hood 19 has a preestablished configuration. The engine 18 has a
rear portion 20 from which power is transferred to a drive train,
not shown. And, the engine 18 has a front portion 22 having a drive
train 24 of convention construction being a part thereof. The drive
train 24 has a plurality of driven pulleys 26 attached thereto. A
plurality of belts 28 operationally connect to the respective ones
of the plurality of driven pulleys 26 and drive a plurality of
accessories 30, such as an alternators, a fan or fans and a pump or
pumps. The engine 18 has a plurality of cylinders, not shown, and
an intake manifold 32 being in communication with the plurality of
cylinders and having the intake air 8 passing therethrough. The
engine 18 has an exhaust system 34 having an exhaust gas 35 flowing
therein and being in communication with the plurality of cylinders.
A turbocharger 36 is connected to the engine 18 and communicates
with the intake manifold 32 by way of a compressor section 37 and
the exhaust system 34 by way of a turbine section 38 in a
conventional manner. A portion of the exhaust gas 35 is
recirculated to the intake air for exhaust gas recirculation.
[0011] As also shown in FIGS. 2 and 3, a radiator 40 is attached to
the frame 16 in a conventional manner near the front portion 14 and
is position under the hood 19. The radiator 40 has a frame 42 in
which is positioned a core 44 having an air inlet side 46 and an
air outlet side 48 positioned opposite one another. One of the
plurality of accessories 30, the fan 30 is interposed the radiator
40 and the front portion 22 of the engine 18. In this application,
the fan 30 is a sucker type configuration and creates a flow of
recipient ambient air, designated by arrows 50. The fan 30 draws
recipient ambient air from the inlet side 46 through the core 44
and out the outlet side 48.
[0012] An aftercooler 52 is positioned above the radiator 40. As an
alternative, the aftercooler 52 can be placed upstream of the flow
50 through the radiator 40 near the air inlet side 46. As another
alternative, the aftercooler 52 can be placed downstream of the
flow 50 through the radiator 40 near the air outlet side 48. As a
further alternative, the aftercooler 52 can be placed below the
radiator 40. And, as a further alternative, the aftercooler 52
could be place remotely from the radiator 40 and have its own fan
30 being driven by an electric or hydraulic motor, not shown. In
this application, the aftercooler 52 has a core 54 having an
ambient or recipient air inlet side 56 and an air outlet side 58.
In the configuration shown in FIG. 2, the aftercooler 52 is a cross
flow aftercooler configuration and has a frame 60 in which is
positioned the core 54. The core 54 has an inlet end or side 64
through which the intake air or donor intake air flow 10 enters. An
outlet end or side 68 of the core 54 is positioned opposite the
inlet end 64. The turbocharger 36 and a ducting system 70 of the
engine 18 operatively causes the donor intake air 10 to enter the
inlet end 64, pass through the core 64, exit the outlet end 68 and
travel through another portion of the ducting system 70 to the
intake manifold 32. The portion of the exhaust gas 35 to be
recirculated is combined with the intake air 10 within the ducting
system 70 before the intake manifold 32 but after the intake air 10
passes through the aftercooler 52.
[0013] Attached to the ambient or recipient air inlet side 64 of
the aftercooler 52 is an ambient air flow restriction system 72.
The ambient air flow restriction system 72, in this application,
uses a plurality of louvers 74 being movable between a closed
position 76, shown in FIG. 2, and an open position 78, shown in
FIG. 3. As an alternative, a flapper or guillotine device can be
used without changing the essence of the invention. The restriction
system 72 has a frame 90 having a pair of horizontal members 92 and
a pair of vertical members 94 attached to form a box member 96
having a generally rectangular configuration. Each of the pair of
vertical members 94 has a plurality of bores 98 therein. In this
application, each of the plurality of bores 98 has a predetermined
diameter and spacing therebetween. The restriction system 72 has
the plurality of louvers 74 positioned within the box member 96.
Each of the plurality of louvers 74 has an end portion 102
positioned within a respective one of the plurality of bores 98 of
the vertical members 94. Each of the end portions 102 is configured
to rotate within the respective one of the plurality of bores 98 as
the respective one of the plurality of louvers 74 moves infinitely
variably between the closed position 76 and the closed position 78.
The restriction system 72 is positioned under the hood 19.
[0014] A linkage 110 is connected to the plurality of louvers 74
and a control system 120 operatively controls the position of the
plurality of louvers 74 between the closed position 76 and the open
position 78.
[0015] The control system 120 has a controller or computer 122
which in this application is a part of the engine 18 configuration.
However, as an alternative, the controller 122 can be a separate
unit without changing the jest of the invention. An actuator 124,
such as a cylinder 126 can be pneumatically or hydraulically
actuated and is in operative communication with the controller 122
and the linkage 110. Or, as another example, an electric solenoid
can be used. A supply line or wire 128 communicates with the
controller 122 and a signal having a varying magnitude is
transmitted to a control valve 129 which varies the position of the
cylinder 126. A plurality of sensors 130 are attached to the engine
18 in predetermined locations. For example, some of such
predetermined locations are within the intake manifold 32 and
within the exhaust system 34. Another portion of the plurality of
sensors 130 are positioned within the flow of the recipient ambient
air 50 before entering the aftercooler 52, upstream of the
aftercooler. And, another portion of the plurality of sensors 130
are positioned within the flow of donor intake air 10 before
entering the inlet end 64, upstream of the aftercooler 52, and
after exiting the outlet end 68, downstream of the aftercooler 52.
A portion of the plurality of sensors 130 can monitor ambient
temperature, atmospheric pressure and humidity. A plurality of
wires or transmitting members 132 are interposed the plurality of
sensors 130 and the controller 122 and a signal, or pulse, or
pressure or flow is transmitted therethrough between the respective
one of the plurality of sensors 130 and the controller 122.
[0016] As an alternative, shown in FIGS. 2 and 4 an alternative
aftercooler 52' and cooling control system 120' having similar
components as the earlier aftercooler 52 and cooling control system
120 is shown. The similar components of the alternative aftercooler
52' is designated by primed ' numbers. The aftercooler 52' is
positioned in front of the inlet side 46' of the radiator 40'. The
recipient ambient air 50' passes through the aftercooler 52' prior
to passing through the radiator 40'. As an alternative, the
aftercooler 52' can be placed downstream of the ambient air flow
50' through the radiator 40' near the air outlet side 48'. As a
further alternative, the aftercooler 52' can be placed above or
below the radiator 40'. As a further alternative, the aftercooler
52' can be placed remote from the radiator 40' and an auxiliary
fan, not shown, can be used for circulating the recipient ambient
air flow 50' therethrough. In this application, the aftercooler 52'
has a core 54' having an ambient or recipient air inlet side 56'
and an air outlet side 58'. The core 54' has a plurality of
recipient air passages 140 therein and a plurality of donor air
passages 142 therein. The plurality of donor air passages 142 have
a preestablished cross sectional area forming a preestablished
backpressure. The donor intake air flow, designated by the arrow
10' exits the turbocharger 36' and is communicated to the plurality
of donor air passages 142, the structure of which will be defined
herebelow.
[0017] The aftercooler 52' is a cross flow aftercooler
configuration and has an inlet or first manifold 150 attached to an
inlet end or side 152 of the plurality of donor air passages 142 of
the core 54'. The inlet manifold 150 has a blending cavity 154
having a generally triangular configuration defining a base portion
156 and an apex portion 158. An outlet or second manifold 160,
which is substantially a mirror image of the inlet manifold 150, is
attached to an outlet end or side 162 of the plurality of donor air
passages 142 of the core 54'. The outlet manifold 160 has a
blending cavity 164 having a generally triangular configuration
defining a base portion 166 and an apex portion 168. A ducting
system 70' has an inlet duct 180 has an inlet end portion 182
operatively attached to the turbocharger 36'. An outlet end portion
184 of the inlet duct 180 is blendingly attached to the inlet
manifold 150 near the base portion 156. An outlet duct 186 has an
inlet end portion 188 blendingly attached to the outlet manifold
160 near the base portion 166. An outlet end portion 190 of the
duct 186 is operatively attached to the intake manifold 32' of the
engine 18' and the exhaust gas 35' circulated to the intake air
flow 10' is introduced within this duct 186 near the intake
manifold 32'. The inlet manifold 160 has a bypass member 196
attached thereto near the base portion 156. The bypass member 196
of the inlet manifold 160 has a preestablished cross sectional area
being about 40 to 70 percent of the preestablished cross sectional
area of the plurality of donor air passages 142. The outlet
manifold 160 has a bypass member 198 attached thereto near the base
portion 166. The bypass member 198 of the outlet manifold 160 has a
preestablished cross sectional area being about 40 to 70 percent of
the preestablished cross sectional area of the plurality of donor
air passages 142. A connecting member 200 is interposed the bypass
member 196 of the inlet manifold 150 and the bypass member 198 of
the outlet manifold 160. The connecting member 200 has a
preestablished cross sectional area being about 40 to 70 percent of
the preestablished cross sectional area of the plurality of donor
air passages 142. Positioned within the connecting member 200 is a
donor intake air restriction device 202. In this application, the
donor intake air restriction device 202 is a flapper valve 204
being movable between a closed position 206 and an open position
208, shown in phantom. The valve 204 is infinitely variable between
the closed position 206 and the open position 208. As an
alternative, the donor intake air restriction device 202 can be of
another configuration, such as a ball valve or a guillotine
configuration. The bypass member 196 of the intake manifold 150,
the connecting member 200, the valve 204 and the bypass member 198
of the outlet manifold 160 define a donor intake air flow
restriction system 210. In this application, the bypass member 196
of the inlet manifold 150, the bypass member 198 of the outlet
manifold 160, the connecting member 200 and the valve 204 are
positioned within the preestablished configuration of the hood 19'.
The aftercooler 52' is attached to the frame 42' of the radiator
40' in a conventional manner.
[0018] A control system 120' operatively controls the position of
the valve 204 between the closed position 206 and the open position
208.
[0019] The control system 120' has a controller or computer 122'
which in this application is a part of the engine 18'
configuration. However, as an alternative, the controller 122' can
be a separate unit without changing the jest of the invention. An
actuator 124' is in operative communication with the controller
122' and the valve 204. The actuator 124', such as a cylinder 126'
can be pneumatically or hydraulically actuated is in operative
communication with the controller 122'. For example, an electric
solenoid 212 has a supply line or wire 128' communicating with the
controller 122' and a signal having a varying magnitude is
transmitted to the solenoid 126' through the wire 128'. The
solenoid 126' operatively moves the valve 204 between the closed
position 206 and the open position 208. A plurality of sensors 130'
are attached to the engine 18' in predetermined locations. For
example, some of such predetermined locations are within the intake
manifold 32' and within the exhaust system 34'. Another portion of
the plurality of sensors 130' are positioned within the flow of the
recipient ambient air 50' upstream of the aftercooler 52' and
within the flow of donor intake air 10' before entering the inlet
end 152, downstream of the aftercooler, and after exiting the
outlet end 162 upstream of the aftercooler 52'. A plurality of
wires or transmitting member 132' are interposed the plurality of
sensors 130' and the controller 122' and a signal is transmitted
therethrough between the respective one of the plurality of sensors
130' and the controller 122'.
[0020] Industrial Applicability
[0021] In operation, the vehicle 6 is operating in an environment
having a hot temperature, for example being consistently 90 degrees
Fahrenheit or above. Under these conditions, the donor intake air
10, 10' needs to be cooled to or near its maximum in order to
provide maximum power output of the engine 18, 18'. Thus, the
plurality of sensors 130, 130' monitor operating conditions of the
engine 18, 18' and communicate the respective signals to the
controller 122, 122'. The controller 122, 122' stores, computes,
and integrates the signals depending on a fixed set of variables.
And, under the operating conditions of the environment, hot
temperature, the actuator 124, 124' maintains the plurality of
louvers 74 in the open position 78 or the flapper valve 204 in the
closed position 206. Thus, with the plurality of louvers 74 in the
open position 78 the maximum flow of ambient recipient air 50
passes through the core 54 of the aftercooler 52 and the donor
intake air 10 is cooled to or near its maximum. And, with the
flapper valve 204 in the closed position 206 the maximum flow of
donor intake air 10 passes through the aftercooler 52' and the
donor intake air 10 is cooled to or near its maximum.
[0022] In another example, the vehicle 6 is operating in an
environment having a cold temperature, for example being
consistently 50 degrees Fahrenheit or below. Under these
conditions, the donor intake air 10, 10' needs to be prevented from
being cooled in order to prevent structural damage to the engine
18, 18', efficient operation of the engine 18, 18' and prevent
excess emissions. Thus, the plurality of sensors 130, 130' monitor
operating conditions of the engine 18, 18' and communicate the
respective signals to the controller 122, 122'. The controller 122,
122' stores, computes, and integrates the signals depending on a
fixed set of variable. And, under the operating conditions of the
environment, cold temperature, maintains the plurality of louvers
74 in the closed position 76 or the flapper valve 204 in the open
position 208. Thus, with the plurality of louvers 74 in the closed
position 76 the minimum flow of ambient recipient air 50 passes
through the core 54 of the aftercooler 52 and the donor intake air
10 is prevented from being cooled. And, with the flapper valve 204
in the open position 208 the minimum flow of ambient recipient air
50' passes through the core 54' of the aftercooler 52' and the
donor intake air 10' is allowed to take the path of least
resistance and is equivalently prevented from passing through the
aftercooler 52'.
[0023] If the vehicle 6 is operating in an environment which is not
the hot nor is it the cold temperature, for example being
consistently between 50 and 70 degrees Fahrenheit, the restriction
system 72, 210 must be operated with the plurality of louvers 74
between the closed position 76 and the open position 78 or the
flapper valve 204 between the closed position 206 and the open
position 208. Under these conditions, the donor intake air 10, 10'
needs to be cooled but not to its maximum or to its minimum in
order to provide maximum power output of the engine 18, 18',
control emissions from the engine 18, 18' and efficiently operate
the engine. Thus, the plurality of sensors 130, 130' monitor
operating conditions of the engine 18, 18' and communicate the
respective signals to the controller 122, 122'. The controller 122,
122' stores, computes, and integrates the signals depending on a
fixed set of variable. And, under the operating conditions of the
environment, neither hot or cold temperature, maintains the
plurality of louvers 74 in a position intermediate the closed
position 76 and the open position 78 or the flapper valve 204 in a
position intermediate the closed position 206 and the open position
208. As the temperature of the environment changes, the position of
the plurality of louvers 74 will also vary between the closed
position 76 and the open position 78 or the position of the flapper
valve 204 will also vary between the closed position 206 and the
open position 208 accordingly. Thus, the appropriate flow of
ambient recipient air 50, 50' passes through the core 54, 54' of
the aftercooler 52, 52' and the donor intake air 10, 10' is cooled
to its proper temperature to effectively operate the engine 18, 18'
under all ambient environmental conditions.
[0024] Thus, with the system 8 for controlling the temperature of
the intake air 10, 10' having the ambient air flow restriction
system 72 and the intake air flow restriction system 210, the
temperature, pressure and humidity of the donor intake air 10, 10'
can be monitored and controlled to a predetermined temperature. As
the ambient temperature of the recipient ambient air 50, 50' varies
between hot and cold, the pressure varies between high and low and
the humidity level varies, the ambient air flow restriction system
72, specifically the plurality of louvers 74 controls the flow rate
of recipient ambient air 50 or the flapper valve 204 controls the
amount of donor intake air 10, 10' passing through the aftercooler
52'. Thus, if the donor intake air 10, 10' needs to be cooler, the
rate of flow of the recipient ambient air 50 is increased or the
quantity of donor intake air 10' passing through the aftercooler
52' is increased. And, similarly, if the donor intake air 10, 10'
needs to be warmer, the rate of flow of the recipient ambient air
50 is reduced or the quantity of donor intake air 10' passing
through the aftercooler 52, 52' is decreased. Thus, as the
environmental conditions dictate, the conditions are monitored and
compensated therefor to prevent the formation of water within the
intake air and the further formation of sulfuric acid.
[0025] Other aspects, objects and advantages of this invention can
be obtained from a study of the drawings, the disclosure and the
appended claims.
* * * * *