U.S. patent application number 15/832397 was filed with the patent office on 2018-04-12 for adjustment of engine operating conditions.
This patent application is currently assigned to Elwha LLC. The applicant listed for this patent is Elwha LLC. Invention is credited to Jordin T. Kare, Lowell L. Wood,, JR..
Application Number | 20180100426 15/832397 |
Document ID | / |
Family ID | 55074181 |
Filed Date | 2018-04-12 |
United States Patent
Application |
20180100426 |
Kind Code |
A1 |
Kare; Jordin T. ; et
al. |
April 12, 2018 |
ADJUSTMENT OF ENGINE OPERATING CONDITIONS
Abstract
A vehicle includes an internal combustion engine, an air intake
coupled to the internal combustion engine and configured to intake
air and supply the air to the engine, a temperature controller
coupled to the air intake and to the internal combustion engine,
and a control system coupled to the air intake, the internal
combustion engine, and to the temperature controller. The control
system being configured to receive engine operating data and
control a temperature of the air via operation of the temperature
controller to control an operating condition of the engine.
Inventors: |
Kare; Jordin T.; (San Jose,
CA) ; Wood,, JR.; Lowell L.; (Bellevue, WA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Elwha LLC |
Bellevue |
WA |
US |
|
|
Assignee: |
Elwha LLC
Bellevue
WA
|
Family ID: |
55074181 |
Appl. No.: |
15/832397 |
Filed: |
December 5, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
14335148 |
Jul 18, 2014 |
9850808 |
|
|
15832397 |
|
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|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
Y02T 10/12 20130101;
Y02T 10/146 20130101; Y02T 10/40 20130101; Y02T 10/126 20130101;
F02M 31/042 20130101; F02D 41/0002 20130101; F02D 2200/0406
20130101; Y02T 10/42 20130101; F02D 41/18 20130101; F02B 29/0493
20130101; F02D 2200/101 20130101 |
International
Class: |
F02B 29/04 20060101
F02B029/04; F02M 31/04 20060101 F02M031/04 |
Claims
1. A method for controlling an operating condition of an internal
combustion engine, comprising: receiving an operating preference
for the engine; receiving engine operating data; determining an
engine speed based on the operating preference and the engine
operating data; determining a charge air temperature based on the
operating preference and the engine operating data; and providing a
control signal to a temperature controller to provide air to the
internal combustion engine at the determined charge air
temperature.
2. The method of claim 1, wherein the temperature controller is
coupled to an air intake passage and to the internal combustion
engine, the temperature controller comprising: a heat exchanger; a
temperature adjustment duct configured to direct air from the air
intake passage to the heat exchanger; a bypass duct configured to
direct air to the internal combustion engine at an ambient
temperature such that the air combusts at least partially in
combination with a fuel; and a valve located at a junction of the
temperature adjustment duct and the bypass duct and configured to
control a first portion of air flowing through the temperature
adjustment duct and a second portion of air flowing through the
bypass duct based on at least one of an engine power requirement
and an intake air temperature.
3. The method of claim 1, wherein the operating preference includes
at least one of a power output of the internal combustion engine
and an emissions characteristic for the internal combustion
engine.
4. The method of claim 1, wherein the engine operating data
includes at least one of an indication of an ambient air
temperature, an indication of an ambient air pressure, and a fuel
type.
5. The method of claim 2, wherein a control system is configured to
control the temperature of the charge air by varying a flow of the
charge air through the heat exchanger.
6. The method of claim 2, wherein a control system is configured to
control the temperature of the charge air by varying a flow of
cooling fluid through the heat exchanger, the cooling fluid
configured to remove heat from the charge air.
7. The method of claim 6, wherein the cooling fluid includes at
least one of a cryogenic fuel for the internal combustion engine
and a refrigerant.
8. The method of claim 2, wherein a control system is configured to
control the temperature of the charge air by varying a flow of
heating fluid through the heat exchanger.
9. The method of claim 8, wherein the heating fluid includes an
exhaust gas from the internal combustion engine.
10. The method of claim 8, wherein the heating fluid includes a
portion of air heated by the internal combustion engine.
11. The method of claim 8, wherein the heating fluid includes a
lubricant of the internal combustion engine.
12. A method for controlling a power output from an internal
combustion engine, comprising: receiving, by a control system of a
temperature controller, engine operating data; and adjusting, by
the control system of the temperature controller, a charge air
temperature using a heat exchanger based on the engine operating
data and the operating preference while maintaining a substantially
constant engine speed.
13. The method of claim 12, wherein the temperature controller is
coupled to an air intake passage and to the internal combustion
engine, the temperature controller comprising: a temperature
adjustment duct configured to direct air from the air intake
passage to the heat exchanger; a bypass duct configured to direct
air to the internal combustion engine at an ambient temperature
such that the air combusts at least partially in combination with a
fuel; and a valve located at a junction of the temperature
adjustment duct and the bypass duct and configured to control a
first portion of air flowing through the temperature adjustment
duct and a second portion of air flowing through the bypass duct
based on at least one of an engine power requirement and an intake
air temperature.
14. The method of claim 12, wherein the control system includes a
sensor configured to acquire the engine operating data.
15. The method of claim 12, wherein the engine operating data is at
least one of an ambient air temperature, an ambient air pressure,
and a fuel type.
16. The method of claim 12, wherein the control system is
configured to control the temperature of the charge air by varying
a flow of the charge air through the heat exchanger.
17. The method of claim 12, wherein the heat exchanger includes at
least one of a parallel flow, countercurrent flow, open flow, and
cross current flow heat exchanger.
18. The method of claim 12, wherein the control system is
configured to control the temperature of the charge air by varying
a flow of cooling fluid through the heat exchanger.
19. The method of claim 12, wherein the control system is
configured to control the temperature of the charge air by varying
a flow of heating fluid through the heat exchanger.
20. A system for controlling intake air temperature in an internal
combustion engine, comprising: a temperature controller, wherein
the temperature controller includes: a heat exchanger; a
temperature adjustment duct configured to direct air to the heat
exchanger; a bypass duct configured to direct air to an internal
combustion engine at an ambient air temperature; and a valve
located at a junction of the temperature adjustment duct and the
bypass duct and configured to control a first portion of air
flowing through the temperature adjustment duct and a second
portion of air flowing through the bypass duct based on at least
one of an engine power requirement and an intake air temperature; a
sensor configured to acquire and transmit engine operating data;
and a control system coupled to the temperature controller and the
sensor, wherein the control system is configured to: receive engine
operating data for the internal combustion engine; receive an
operating preference for the engine; and control operation of the
temperature controller based on the engine operating data and the
operating preference.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The present application is a continuation of application
Ser. No. 14/335,148, filed Jul. 18, 2014, which is incorporated
herein by reference in its entirety.
BACKGROUND
[0002] Internal combustion engines can be used for a variety of
applications, such as powering automobiles, airplanes, and boats.
Many of these applications require operating under different loads
and constraints. Typically, however, the engine requires a fuel.
The fuel is usually combusted with air in order to power the
engine. Different types of fuel and different combinations of fuel
and air can cause a variety of different engine operating
characteristics.
SUMMARY
[0003] One embodiment relates to a vehicle comprising an internal
combustion engine, an air intake coupled to the internal combustion
engine and configured to intake air and supply the air to the
engine, a temperature controller coupled to the air intake and to
the internal combustion engine, and a control system coupled to the
air intake, the internal combustion engine, and to the temperature
controller. The control system is configured to receive engine
operating data and control a temperature of the air via operation
of the temperature controller to control an engine operating
condition.
[0004] Another embodiment relates to an internal combustion engine
system. The internal combustion engine system includes an air
intake coupled to the internal combustion engine and configured to
intake air and provide the air to the internal combustion engine, a
temperature controller coupled to the air intake and the internal
combustion engine, and a control system coupled to the temperature
controller, air intake, and the internal combustion engine. The
control system is configured to receive engine operating data and
control a temperature of the air via operation of the temperature
controller to control an engine operating condition.
[0005] Still another embodiment relates to an internal combustion
engine system. The internal combustion engine system includes an
air intake coupled to the internal combustion engine and configured
to intake air and provide the air to the internal combustion
engine; a temperature controller coupled to the air intake and the
internal combustion engine, wherein the temperature controller
includes a compressor and a heat exchanger; and a control system
coupled to the temperature controller, air intake, and the internal
combustion engine. The control system is configured to receive
engine operating data and control a temperature of the air via
operation of the temperature controller to control an engine
operating condition.
[0006] Yet another embodiment relates to a method for controlling
an operating condition of an internal combustion engine, comprising
receiving an operating preference of the engine, receiving engine
operating data, determining an internal combustion engine speed
based on the operating preference and the engine operating data,
determining a charge air temperature based on the operating
preference and the engine operating data, and providing a control
signal to a temperature controller to provide air to the internal
combustion engine at the determined charge air temperature.
[0007] Another embodiment relates to a method of controlling a
power output from an internal combustion engine, comprising
receiving engine operating data and adjusting a charge air
temperature using a heat exchanger based on the engine operating
data and the operating preference while maintaining a substantially
constant internal combustion engine speed.
[0008] Still another embodiment relates to a system for controlling
intake air temperature in an internal combustion engine. The system
includes a temperature controller and a control system coupled to
the temperature controller, wherein the control system is
configured to receive operating data for the internal combustion
engine, receive an operating preference for the engine, and control
operation of the temperature controller based on the data and the
operating preference.
[0009] The foregoing summary is illustrative only and is not
intended to be in any way limiting. In addition to the illustrative
aspects, embodiments, and features described above, further
aspects, embodiments, and features will become apparent by
reference to the drawings and the following detailed
description.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a view of a vehicle according to one
embodiment.
[0011] FIG. 2 is a diagram of an air intake and a temperature
regulator system coupled to an engine in a vehicle according to one
embodiment.
[0012] FIG. 3 is a diagram of a temperature regulator system for a
vehicle according to one embodiment.
[0013] FIG. 4 is a diagram of a method of adjusting a charge air
temperature in an engine according to one embodiment.
[0014] FIG. 5 is a diagram of a method of adjusting a charge air
temperature in an engine at a substantially constant engine speed
according to one embodiment.
[0015] FIG. 6 is a diagram of a control system coupled to a
temperature controller according to one embodiment.
DETAILED DESCRIPTION
[0016] In the following detailed description, reference is made to
the accompanying drawings, which form a part thereof. In the
drawings, similar symbols typically identify similar components,
unless context dictates otherwise. The illustrative embodiments
described in the detailed description, drawings, and claims are not
meant to be limiting. Other embodiments may be utilized, and other
changes may be made, without departing from the spirit or scope of
the subject matter presented here.
[0017] Referring to the figures generally, systems and methods for
varying the charge air (i.e., input or intake air) temperature of
an internal combustion engine are shown according to various
embodiments. In typical operation, an internal combustion engine
receives a chemical energy input (e.g., fuel such as gasoline,
diesel, jet-fuel, etc.) and produces a mechanical energy output.
The chemical energy input is usually combusted with air to provide
the output mechanical power (e.g., a rotating shaft in a
reciprocating engine). Typically, the fuel is mixed with air in
order for combustion to occur. Adjusting the air temperature
adjusts the density of the air. Typically, the lower the air
temperature equates to a higher density of the air. Relatively
higher density air occupies less volume than relatively lower
density air in a cylinder of an internal combustion engine. As
such, a relatively greater mass of fuel can be burned in the
cylinder using lower temperature, higher density air. Increasing
the amount of fuel burned increases the chemical energy input,
which in turn increases the available power for the engine. As
described more fully herein, by adjusting the temperature of intake
air, many engine operating conditions can be controlled and
adjusted. Please note that although several of the embodiments
described herein relate to internal combustion engines in a
vehicle, this disclosure is applicable to a variety of internal
combustion engine applications (e.g., a generator).
[0018] Referring now to FIG. 1, vehicle 100 is shown according to
one embodiment. Vehicle 100 includes internal combustion engine
110, air intake 130, transmission 170, and temperature controller
180. In this example, vehicle 100 is shown as an automobile.
However, as mentioned above, the present disclosure relates to
various other vehicles including buses, airplanes, boats,
snowmobiles, motorcycles, etc. In general, vehicle 100 is
configured such that the air intake temperature (also referred to
herein as "charge air temperature" and "intake air temperature") is
controlled and varied in order to achieve a desired power output,
emissions characteristic, fuel economy, and/or engine
efficiency.
[0019] According to one embodiment, internal combustion engine 110
can operate over a range of output powers at a fixed engine speed
(i.e., revolutions-per-minute) primarily by varying the charge air
temperature. Engine 110 can include a two-stroke engine; a
four-stroke engine (Otto cycle); a spark ignition engine; a diesel
engine (compression-ignition); an Atkinson cycle engine; a Miller
cycle engine; and/or a homogenous charge compression ignition
engine ("HCCI"). Engine 110 may be a linear piston type engine, a
rotary engine such as a Wankel engine, or other type of internal
combustion engine configuration. Engine 110 can operate using a
wide range of fuels including gasoline (at a wide range of octane
ratings, e.g., 87 and 93), diesel fuel, bio-diesel fuel, flexible
fuels (e.g., compressed natural gas, liquefied petroleum gas,
hydrogen, E85), cryogenic fuels (e.g., liquid methane), etc.
[0020] Referring to FIG. 2 generally, air is received by air intake
130 and directed to engine 110 via temperature controller 180. Air
intake 130 typically includes an air filter configured to remove
unwanted debris and particles from the intake air. Within
temperature controller 180, air is directed to travel through
bypass duct 135 to engine 110, or alternatively, to travel through
temperature adjustment duct 136 to engine 110. Air directed through
temperature adjustment duct 136 eventually enters heat exchanger
120 and can, in some embodiments, pass through compressor 150 via
compressor duct 139 prior to entering heat exchanger 120. After
passing through temperature adjustment duct 136 and/or bypass duct
135, the air is provided to engine 110 (e.g., an engine cylinder)
and used for combustion with a fuel (e.g., 87 octane gasoline).
Although FIG. 2 depicts bypass duct 135 and temperature adjustment
duct 136 merging prior to entering engine 110, in some embodiments,
bypass duct 135 and temperature adjustment duct 136 can enter
engine 110 separately. FIGS. 2-3 are not meant to be limiting as to
the configuration of the components of temperature controller 180,
such that a wide variety of arrangements are possible.
[0021] Referring to FIG. 2 more particularly, various components of
vehicle 100 will now be discussed in greater detail. Sensors 160
acquire data regarding operation of engine 110, vehicle 100, and
components of temperature controller 180. Sensors 160 can include
temperature and pressure sensors, oxygen sensors, mass air flow
sensors, fuel sensors, air-to-fuel sensors, knock sensors, engine
speed sensors, vehicle speed sensors, camshaft position sensors,
crankshaft position/cylinder position sensors, and/or throttle
position sensors. The particular depiction of sensors 160 in FIG. 2
is not meant to be limiting, such that sensors 160 can be placed on
vehicle 100, engine 110, heat exchanger 120, air intake 130,
compressor 150, transmission 170, or other components of vehicle
100 (e.g., an electronic control module) in a multitude of various
configurations using several different types of sensors.
[0022] As mentioned above, the acquired data can include engine
operating data, vehicle operating data, and temperature controller
data. Engine operating data can include an indication of the speed
of the engine (RPM); likelihood of knock; compression ratio; fuel
type; air-to-fuel ratios; power output; charge air temperature and
pressure; absolute manifold pressure; ambient air temperature and
pressure; etc. Engine operating data can further include data
related to air intake 130, such as an indication of: air intake
pressure and temperature and mass air flow of intake air.
Temperature controller data can include data related to heat
exchanger 120, such as an indication of: mass air flow through heat
exchanger; inlet air temperature and pressure; outlet air
temperature and pressure; mass of heat exchanger fluid flow;
inlet/outlet temperature and pressure of heat exchanger fluid; etc.
Temperature controller data can also include data related to
compressor 150, such as an indication of: compressor inlet air
temperature and pressure; compressor outlet air temperature and
pressure; and mass air flow rate. Temperature controller data can
further include data related to valves 145, 146, 147, 148, and 149,
such as an indication of whether the valves are open, closed, or
partially opened; fluid and air flow rates through the valves; and
whether the valves are functioning correctly. Moreover, the
acquired data can include data related to vehicle 100, such as an
indication of the load on the vehicle (e.g., rolling resistance,
drag resistance, etc.) and the vehicle speed.
[0023] According to one embodiment, sensor 160 transmits the
acquired data to control system 140. In one embodiment, sensor 160
communicates with control system 140 via wireless protocols.
Wireless protocols can include Wi-Fi, wireless local area network
("WLAN"), Bluetooth, radio frequency ("RF"), optical communication,
infrared, microwave, sonic and ultrasonic waves, and
electromagnetic induction communications platforms. According to
another embodiment, sensor 160 can transmit the data to control
system 140 using wired protocols including fiber-optics, universal
serial bus ("USB"; including all micro, mini, and standard types),
twisted-pair cables, and coaxial cables.
[0024] In addition to receiving the engine operating data,
temperature controller data, and vehicle operating data, control
system 140 may also receive at least one vehicle operating
preference from an operator of the vehicle and/or a user via
operator input/output device 610. Operator input/output device 610
may be located on vehicle 100 and/or remote from vehicle 100.
Vehicle operating preferences may include engine operating
preferences, such as a fuel economy, an emissions characteristic,
and an engine power output. For example, if vehicle 100 encounters
a steep grade, the operator may desire to keep vehicle 100 moving
at a constant speed. As a result, the operator can provide an
input, such as depressing an accelerator pedal, to increase the
power output. In some embodiments, control system 140 receives the
operator input and adjusts the charge air temperature in order to
achieve the power output preference at a substantially constant
engine speed. Operating preferences may be inputted into control
system 140 by a user or an operator prior to the vehicle starting
(e.g., a desired fuel economy for the upcoming vehicle operation
duration), after the vehicle is started, and/or while it is moving.
Typically, the operator preference is a weighted preference.
Because changing the charge air temperature affects combustion
characteristics, which, for example, may affect more than just
power output (i.e., emissions characteristics), it may not always
be possible to just achieve a preferred power output. Additionally,
changing the charge air temperature may not be sufficient to
achieve a desired combination of engine power or torque and engine
speed. Or, alternatively, changing the charge air temperature may
be able to achieve a desired combination, but may result in one or
more undesirable effects such as reduced fuel efficiency or
increased emissions as briefly stated above. Accordingly, operator
input/output device 610 may provide the operator with a message
like: "I understand you would like to output X power. However,
outputting X power at this engine speed will increase nitrogen
oxide emissions by Y percent. Would you like to proceed?" In
another embodiment, input/output device 610 may provide a graphical
indication, e.g., of one or more engine or vehicle parameters such
as NOx emission or percentage of input heating/cooling capability
used, or one or more analog or binary indicators, such as an
"excess emissions" or "excess intake temperature" warning light.
The operator may then take action to adjust his or her inputs or
operating preferences for the engine. Information about operating
conditions may also be stored by the control system for later
display and/or analysis.
[0025] Referring next to FIG. 3, temperature controller 180 is
shown according to one embodiment. In some embodiments, temperature
controller 180 can include heat exchanger 120, compressor 150,
bypass duct 135, temperature adjustment duct 136, heating duct 137,
cooling duct 138, and compressor duct 139. In other embodiments,
temperature controller 180 may include only some of the
aforementioned components. According to one embodiment, heat
exchanger 120 can include various types of heat exchangers, such
as: parallel flow, open flow (e.g., an intercooler), countercurrent
flow, and cross flow heat exchanger flow configurations. Depending
on the application that engine 110 with temperature controller 180
system is used in, the heat exchanger configuration may vary. In
some applications, more than one heat exchanger may be used with
each heat exchanger taking on a different configuration (e.g., a
parallel flow heat exchanger coupled with a countercurrent flow
heat exchanger). Heat exchanger 120 can further include many
different heat exchanger types as well, including: shell and tube,
plate, regenerative, microchannel, and adiabatic wheel heat
exchangers.
[0026] Referring more particularly to FIG. 3, heat exchanger 120
includes a working fluid that exchanges heat with the intake air.
The working fluid can be supplied from one or both of cooling
source 195 and heating source 190 via cooling duct 138 and heating
duct 137, respectively (e.g., via control of valves 148, 149).
Cooling duct 138 is coupled to cooling source 195, and heating duct
137 is coupled to heating source 190. Air entering temperature
controller 180 from controller input 181 can be directed to one or
both of bypass duct 135 or temperature adjustment duct 136 (e.g.,
by actuation of valve 145). Bypass duct 135 guides the intake air
directly to engine 110. Air travelling through temperature
adjustment duct 136 can be directed to heat exchanger 120, or
alternatively, be directed to heat exchanger 120 via compressor 150
(e.g., by actuation of valve 146). Air exiting heat exchanger 120
is combined with air from bypass duct 135 (if a portion of the
intake air was directed through bypass duct 135) at controller
output 182. Upon exiting controller output 182, the intake air then
enters engine 110. According to one embodiment, the heating and/or
cooling fluids are interconnected with the engine (e.g., the
heating fluid can include exhaust gases). According to an
alternative embodiment, the heating fluid and/or cooling fluid are
independent from the engine and vehicle, such that heat exchanger
120 includes its own fluid(s) dedicated to only adjusting the
charge air temperature.
[0027] According to one embodiment, all or a portion of the intake
air is directed through bypass duct 135 via valve 145. Control
system 140 can actuate valve 145 to direct all or a portion of
intake air through bypass duct 135. For example, intake air
temperature may be at the necessary temperature to provide a
desired engine operating condition. As such, control system 140
will not actuate valve 145 to direct (all or a portion of the)
intake air through temperature adjustment duct 136. Rather, control
system 140 will actuate valve 145 to direct all the intake air
directly to engine 110.
[0028] According to another embodiment, all or a portion of the
intake air is directed through temperature adjustment duct 136
(i.e., heat exchanger 120). When the working fluid includes a
heating fluid, the heating fluid passes through heating duct 137 to
heat exchanger 120 to add heat to the intake air. The heating fluid
is supplied by heating source 190. According to one embodiment,
heating source 190 includes engine 110, such that the heating fluid
that adds heat to the air includes: exhaust gases; engine coolant;
and heated air from the engine. According to another embodiment, an
intermediate fluid is the heating fluid that adds heat to the
intake air. For example, exhaust gases may transfer heat to a
lubricant, which is then directed through heat exchanger 120 to
transfer heat to the intake air (i.e., the lubricant transfers heat
it received from the exhaust gases to the intake air). Control
system 140 can actuate valve 148 to control the flow of heating
fluid to heat exchanger 120 (e.g., intake air temperature may need
to be increased rapidly, such that control system 140 actuates
valve 140 fully open to allow for a relatively large proportion of
heating fluid to flow into heat exchanger 120 and add heat to the
intake air). Accordingly, control system 140 via actuation of one
or more valves in temperature controller 180 can control the amount
and rate of heating fluid (and intake air) going through heat
exchanger 120 to precisely control the intake air temperature at
controller output 182.
[0029] In comparison, when the working fluid is a cooling fluid,
the cooling fluid passes through cooling duct 138 to heat exchanger
120 (via actuation by control system 140 of one or more valves),
which removes heat from the intake air. Cooling source 195 supplies
cooling fluid to heat exchanger 120. According to one embodiment,
cooling source 195 includes evaporator coils from an air
conditioning system on a vehicle, such that the heat exchanger
cooling fluid includes cool air from the evaporator coils.
Alternatively, cooling source 195 can include an air conditioning
system dedicated for use by temperature controller 180. In some
embodiments, cooling source 195 can include fuel used for engine
110. For example, if engine 110 uses a cryogenic fuel (e.g., liquid
methane), the fuel can be circulated through heat exchanger 120 to
cool intake air prior to the fuel being used for combustion in
engine 110. Accordingly, the cooling fluid can include a
refrigerant, cryogenic fuels, ambient air, etc. According to one
embodiment, control system 140 can control the amount and flow rate
of the cooling fluid to heat exchanger 120 via actuation of valve
149 in cooling duct 138. Typically, control system 140 will
initiate intake air cooling (i.e., by directing the air to heat
exchanger 120 to exchange heat with a cooling fluid) when
compression of the intake air via compressor 150 occurs because
compression will result in a relatively higher temperature air.
According to some embodiments, the cooling fluid is supplied
intermittently in order to provide "bursts" of relatively higher
density air to engine 110. For example, if vehicle 100 is an
automobile and is attempting to pass another automobile on a
highway, engine 110 may need additional power such that higher
density air may be needed in order to provide a relatively greater
input of fuel to the engine. As such, control system 140 can
control the amount and rate of cooling fluid (and intake air) going
through heat exchanger 120 in order to achieve a particular intake
air temperature for engine 110.
[0030] In some embodiments, temperature controller 180 includes
compressor 150. According to one embodiment, intake air enters air
intake 130 and is directed through compressor 150 (via compressor
duct 139) and heat exchanger 120 before entering engine 110.
Control system 140 can actuate valve 145 to direct intake air to
temperature adjustment duct 136. Control system 140 can also
actuate valve 146 in compressor duct 139 to direct intake air to
compressor 150. Compressor 150 can include a supercharger,
turbocharger, twin turbocharger, etc.
[0031] Compressor 150 is configured to compress the intake air to
increase its density while decreasing its occupied volume, such
that more fuel can be added to a combustion chamber (to increase
output power). Compressing the intake air increases the air
temperature. The air temperature of the air exiting compressor 150
may not correspond to a needed charge air temperature for engine
110. As such, control system 140 can actuate valves 148, 149 to
remove or add heat to the compressed air. Typically, the air
exiting compressor 150 will need to be cooled. Using the techniques
above (e.g., varying the proportion of air flow through the heat
exchanger, using different working fluids, etc.), control system
140 can optimize the charge air temperature to achieve a desired
engine operating condition (e.g., power output, emissions
characteristic, and/or engine efficiency).
[0032] As seen further in FIG. 2 and FIG. 3, temperature controller
180 can also include one or more valves. In the example in FIG. 2
and FIG. 3, temperature controller 180 includes valves 145-149.
Valves 145, 146, 147, 148, and 149 may include flow control valves
or other suitable flow control devices. The valves can be automatic
(e.g., such that a certain air or fluid pressure actuates the
opening, closing, or partial opening of the valves) or power driven
(e.g., such that the opening, partial opening, or closing of such
valve is driven by a power source, such as electricity). The valves
can include: ball valves, butterfly valves, check valves, globe
valves, knife valves, gate valves, multi-directional valves,
stopcock valves, pinch valves, or any other suitable fluid flow
control device or mechanism. According to one embodiment, the
valves are actuated based on commands from control system 140.
According to an alternative embodiment, the valves are automatic
flow valves, such that direction and proportion of fluid and intake
air flow are regulated by valve actuation based on preselected
valve settings independent of control from control system 140.
Furthermore, the depiction of the valves in FIGS. 2-3 is not meant
to be limiting as to either the placement of such valves and/or the
number of valves included in temperature controller 180.
[0033] As mentioned above, temperature controller 180 also includes
one or more ducts. In the examples in FIGS. 2 and 3, temperature
controller 180 includes bypass duct 135, temperature adjustment
duct 136, and compressor duct 139. Bypass duct 135, temperature
adjustment duct 136, and compressor duct 139 are configured to
direct intake air through temperature controller 180. Heating duct
137 and cooling duct 138 are configured to provide heat exchanger
fluids (i.e., a heating fluid in heating duct 137 and a cooling
fluid in cooling duct 138) to heat exchanger 120 to either add or
remove heat from the intake air. Bypass duct 135, temperature
adjustment duct 136, heating duct 137, cooling duct 138, and
compressor duct 139 can include any air-tight/aqueous fluid-tight
conduits capable of sustaining exposure to the high temperature
engine components in a vehicle. Moreover, the aforementioned ducts
can include flexible hoses, pipes, tubes, etc.
[0034] According to one embodiment, all or a portion of the intake
air is directed through heat exchanger 120 and compressor 150.
Control system 140 can actuate valve 145 to direct intake air to
temperature adjustment duct 136. Control system 140 can actuate
valve 146 to direct the intake air in temperature adjustment duct
136 to compressor duct 139 and, subsequently, compressor 150.
According to one embodiment, while control system 140 actuates
valve 146, control system 140 closes valve 147, such that all of
the intake air directed to temperature adjustment duct 136 enters
compressor 150. In another embodiment, control system 140 can
actuate valves 146 and 147, such that a portion of the intake air
enters only compressor 150 and another portion of air enters only
heat exchanger 120.
[0035] Control system 140 is configured to control the charge air
temperature based on a desired engine operating condition. Engine
operating conditions can include a power output, engine efficiency,
an emissions characteristic, a fuel economy, etc. To achieve
various charge air temperatures corresponding with desired engine
operating conditions, control system 140 can increase or decrease
the amount of working fluid flowing through heat exchanger 120 by
controllably opening and closing one or more valves. For example,
if engine power requirements decrease, control system 140 can
actuate valve 145 in bypass duct 135 to direct air through
temperature adjustment duct 136 and actuate valve 148 in heating
duct 137 to allow for the intake air to only gain heat from the
heating fluid prior to entering engine 110. In this scenario,
control system 140 would actuate valve 149 in cooling duct 138 to
prevent the removal of heat from the intake air.
[0036] Furthermore, according to another embodiment, control system
140 can actuate valves 148, 149 to control the amount of heating
and cooling fluid flowing through heat exchanger 120. For example,
control system 140 may actuate valve 148 fully in heating duct 137
while actuating valve 149 in cooling duct 138 only partially (e.g.,
half-open) in order to effect a specific charge air temperature. In
another embodiment, control system 140 may vary the proportion of
intake air flow through heat exchanger 120 through valve 145 in
bypass duct 135. For example, in order to achieve a desired air
temperature (for a specific power output or emission
characteristic), a portion of air may flow through bypass duct 135
while another portion of air flows through temperature adjustment
duct 136. When the two portions of air flow combine (e.g., in the
configuration example in FIG. 2, temperature adjustment duct 136
joins bypass duct 135 before engine 110) at controller output 182,
the charge air temperature will correspond with, for example, a
specific power output. Thus, the charge air temperature can be
adjusted by varying the proportion and rate of air flow through
heat exchanger 120, by varying the amount and rate of working fluid
(e.g., heating and/or cooling fluid) flowing through heat exchanger
120, and/or by varying the type of fluid that flows through heat
exchanger 120 (e.g., only using the heating or cooling fluid).
These techniques can be used in any suitable combination to achieve
the desired engine operating condition.
[0037] One engine operating condition that can be adjusted and
controlled is engine power output. Power output from an engine is a
function of engine speed multiplied by engine torque:
Power (horsepower)=Torque (ft-lbf)*Engine Speed (RPM)/5252
[0038] If engine speed is held constant, torque can be adjusted to
vary engine 110 power output. By increasing the amount of fuel and
air added to a combustion chamber, the volume of combustion gases
produced increases, which increases the torque produced. For
example, by lowering the temperature of the intake air, the density
increases and more air (and, consequently, fuel) are able to be
combusted, which increases the volume of gases. The relatively
greater volume of gases exerts a relatively higher pressure on for
example a piston in the engine cylinder, which generates a
relatively higher torque output. As such, power output can be
varied by adjusting the charge air temperature at a constant or
substantially constant engine speed. Accordingly, by adding heat to
or removing heat from the intake air, the density of the air is
changed to allow for more or less air to be added to an engine
(and, consequently, fuel). In turn, throttling the intake air to
control the power produced is minimized. Therefore, throttling
losses and inefficiencies are also minimized.
[0039] Another engine operating condition that can be controlled
and adjusted is emissions characteristics. As mentioned above, by
changing the temperature of the intake air, the density of the air
is also changed. Changing the mass of air provided to a cylinder or
similar combustion chamber can change the air-to-fuel ratio of such
cylinder. For example, if charge air burns at stoichiometric
air-to-fuel conditions within a cylinder in engine 110, all the
fuel will be burned with no excess air. Stoichiometric conditions
for a gasoline spark-ignition engine are typically 14.7:1 (i.e., 1
gram of fuel is needed for every 14.7 grams of air). A lean
air-to-fuel ratio is typically greater than 14.7:1 (e.g., 15.0:1).
A rich air-to-fuel ratio is typically less than 14.7:1 (e.g.,
13.0:1). At each of these ratios, different engine operating
conditions exist. Because more air (i.e., more oxygen) is present
in lean conditions, the production of nitrogen oxides is increased.
In comparison, in rich conditions, less oxygen is present such that
hydrocarbon emissions (resulting in no or reduced oxidation due to
lack of oxygen in rich conditions) are increased. In addition to
the particular air-to-fuel ratio, the combustion temperature also
affects emission characteristics. For example, typically, the
higher the combustion temperature, the higher the nitrogen oxide
emissions. Accordingly, control system 140 can direct the
adjustment of intake air temperature to correspond with a
combustion temperature that creates a desired emission
characteristic.
[0040] Although stoichiometric conditions may be ideal in some
situations (e.g., low emissions), stoichiometric conditions will
not always produce a desired or a required power output. For
example, slightly rich conditions (e.g., 12.8:1) typically produce
optimal power ratios for engines because slightly rich conditions
ensure that all of the air is used for combustion with the fuel. In
another example, an operator may desire an increase in fuel economy
rather than power output. Leaner ratios may be required to increase
fuel economy (because less fuel is being burned). The leaner ratio
ensures that all of the fuel is combusted (which prevents fuel
waste) because sufficient air is present to support combustion of
all of the fuel.
[0041] In addition to adjusting the charge air temperature to
achieve a desired power output and emissions characteristic,
adjusting the charge air temperature can also adjust engine
efficiency (i.e., another engine operating condition). As heat is a
form of energy, by transferring heat from exhaust gases directly or
indirectly (e.g., indirectly via an intermediate fluid) to the
intake air, energy that otherwise would have been lost is being
recovered and recycled. In turn, the efficiency of the engine can
be increased. However, in some embodiments, a cooler intake air
temperature may be necessary such that little, if any, exhaust gas
energy is recovered. As such, as mentioned above, improving engine
efficiency (like other desired engine operating conditions) in most
situations may be a weighted combination of, for example,
sacrificing power output in exchange for engine efficiency.
[0042] Referring now to FIG. 4, method 400 for controlling an
engine operating condition of an internal combustion engine is
shown according to one embodiment. Engine operating conditions can
include a power output, an emissions characteristic, and/or engine
efficiency. A control system receives an operating preference from
a user, operator, and/or manufacturer (401). Operating preferences
include engine operating preferences, such as a power output,
emissions characteristic, etc. The control system receives data
regarding operation of the engine using at least one sensor (402).
The sensor can include the sensor types and perform the sensor
functions described above. Engine operating data can include any of
the data listed above, such as engine speed (RPM), air-to-fuel
ratio, charge air temperature and pressure, ambient air temperature
and pressure, engine temperature, likelihood of engine knock,
compression ratio, ignition timing, fuel consumption rate (e.g.,
miles-per-gallon), etc. Moreover, the data can include data
regarding one or more components above, such as a heat exchanger,
air intake, and temperature controller. The acquired data is
processed in regard to the identified engine operating preference.
According to one embodiment, an engine speed (403) and a charge air
temperature (404) are selected by the control system in order to
achieve or partially achieve the identified engine operating
preference. The intake air is provided to the engine at the
selected charge air temperature (405). This can be accomplished via
a control signal from the control system to a vehicle's temperature
controller (i.e., actuating one or more valves). After the engine
speed and charge air temperature are selected, the control system
will compare the resultant engine operating data to the identified
engine operating preference in order to ensure that the engine
operating preference is being achieved (406). Method 400 can be
configured to operate continuously while the engine is in
operation. As such, an operator can continuously modify their
operating preferences.
[0043] For example, assume method 400 is implemented in a vehicle,
such as an automobile, and an operator chooses a particular vehicle
speed to be maintained. The control system, based on the acquired
data, can determine that "x" power output is required from the
engine in order to maintain the speed. Based on the current engine
operating data, the control system determines that engine speed
will have to be increased by "y" percentage and the charge air
temperature will need to be decreased by "z" degrees. According to
one embodiment, a temperature controller, such as that described
above, is coupled to the control system, such that the control
system can increase (or decrease) the charge air temperature that
enters the engine by "z" degrees via operation of the temperature
controller. This can be accomplished using the techniques described
above (e.g., opening, closing, and partially opening valves coupled
to the heat exchanger to vary the proportion of air and/or working
fluid flowing through the heat exchanger). The control system is
configured to continuously calculate and adjust the engine speed
and charge air temperature in order to achieve or partially achieve
a selected engine operating preference.
[0044] Referring to FIG. 5, a method 500 for adjusting a power
output from an engine at a constant or substantially constant
engine speed is shown according to one embodiment. An operator
and/or user provide an operating preference to a control system
(501). Operating preferences can include engine operating
preferences, such as fuel economy, an emissions characteristic, and
an engine power output. The control system is configured to receive
engine operating data like that described above (e.g., engine
speed, etc.) (502). The control system determines a required charge
air temperature based on the engine operating preference, e.g.,
engine power output at the constant or substantially constant
engine speed. A determination is made as to whether the current
charge air temperature will satisfy the selected operating
preference, e.g., power output (503). The control system can be
configured to not change the charge air temperature if the charge
air temperature can achieve the desired preference (504).
[0045] If the current charge air temperature will not achieve a
selected operating preference, a determination is made as to
whether the charge air temperature needs to be increased or
decreased in order to achieve the desired engine operating
preference (505). According to one configuration, the control
system is coupled to a temperature controller configured to
heat/cool the air (i.e., increase or decrease the charge air
temperature). As such, the control system can employ the same
techniques described above for modifying charge air temperature
change. For example, the control system can actuate a valve to
direct intake air to a heat exchanger. The control system can
direct cooling fluid to the heat exchanger to remove heat from the
air (506), or alternatively, direct heating fluid to the heat
exchanger to add heat to the air (507). Furthermore, the control
system can vary the flow of air through the heat exchanger and
types of working fluids (e.g., a heating fluid) flowing through the
heat exchanger. Method 500 is configured to be run continuously
during operating of the engine, such that an operator can input or
change their initially selected engine operating preference.
[0046] Referring to FIG. 6, system 600 for adjusting charge air
temperature in an internal combustion engine is shown according to
one embodiment. System 600 includes control system 140 and
temperature controller 180. Control system 140 includes memory 620
and processor 630. Processor 630 may be implemented as a
general-purpose processor, an application specific integrated
circuit (ASIC), one or more field programmable gate arrays (FGPAs),
a digital-signal-processor (DSP), a group of processing components,
or other suitable electronic processing components. Memory 620 is
one or more devices (e.g., RAM, ROM, Flash Memory, hard disk
storage, etc.) for storing data and/or computer code for
facilitating the various processes described herein. Memory 620 may
be or include non-transient volatile memory or non-volatile memory.
Memory 620 may include database components, object code components,
script components, or any other type of information structure for
supporting the various activities and information structures
described herein. Memory 620 may be communicably connected to
processor 630 and provide computer code instructions to processor
630 for executing the processes described herein.
[0047] Temperature controller 180 can include heat exchanger 120,
compressor 150, bypass duct 135, temperature adjustment duct 136,
heating duct 137, cooling duct 138, compressor duct 139, and valves
145, 146, 147, 148, and 149. Control system 140 is configured to
control operation of the temperature controller 180 to modify the
charge air temperature in order to affect a desired fuel economy or
power output of the engine.
[0048] Control system 140 receives data from sensors 160. Data can
include data related to engine 110, one or more components of
temperature controller 180, and/or data regarding a vehicle if the
system is implemented in a vehicle. Engine operating data can
relate to operating characteristics of an engine of the vehicle,
such as: speed of the engine (RPM); likelihood of knock;
compression ratio; air-to-fuel ratios; power output; charge air
temperature and pressure; absolute manifold pressure; etc. Engine
operating data can further include data related to an air intake of
the vehicle, such as: air intake pressure and temperature and mass
air flow of intake air. Temperature controller data can include
data related to heat exchanger 120, such as: mass air flow through
heat exchanger; inlet temperature and pressure of air; outlet
temperature and pressure of air; mass of heat exchanger fluid flow;
inlet/outlet temperature and pressure of heat exchanger fluid; etc.
Temperature controller data can also include data related to
compressor 150, such as: compressor inlet air temperature and
pressure; compressor outlet air temperature and pressure; and mass
air flow rate. Vehicle operating data can include a vehicle speed,
a load on the vehicle, etc. Memory 620 is configured to store the
data acquired. As such, histories of acquired data and trends can
be calculated by control system 140 via, e.g., processor 630.
[0049] Control system 140 is configured to receive various commands
and instructions from an operator or user via operator input/output
device 610. For example, based on the acquired data, an operator
may choose a charge air temperature and enter a selection through
operator input/output device 610. In this embodiment, control
system 140 can control temperature controller 180 accordingly.
[0050] Control system 140 is configured to determine the charge air
temperature needed in order to satisfy either an engine operating
condition (e.g., an engine power output). Based on the desired
charge air temperature, control system 140 controls operation of
temperature controller 180. For example, control system 140 can
actuate valve 148 in heating duct 137 to open, such that heating
fluid is directed to a heat exchanger through which the air flows.
In another example, processor 630 can instruct a valve 145 to
direct the intake air only through bypass duct 135 because intake
air is currently at the required charge air temperature. In another
embodiment, control system 140 can open, close, and/or partially
open one or more valves (e.g., valve 146) in one or more ducts
(e.g., bypass duct 135, compressor duct 139, etc.) to effect a
desired charge air temperature.
[0051] The present disclosure contemplates methods, systems, and
program products on any machine-readable media for accomplishing
various operations. The embodiments of the present disclosure may
be implemented using existing computer processors, or by a special
purpose computer processor for an appropriate system, incorporated
for this or another purpose, or by a hardwired system. Embodiments
within the scope of the present disclosure include program products
comprising machine-readable media for carrying or having
machine-executable instructions or data structures stored thereon.
Such machine-readable media can be any available media that can be
accessed by a general purpose or special purpose computer or other
machine with a processor. By way of example, such machine-readable
media can comprise RAM, ROM, EPROM, EEPROM, CD-ROM or other optical
disk storage, magnetic disk storage or other magnetic storage
devices, or any other medium which can be used to carry or store
desired program code in the form of machine-executable instructions
or data structures and which can be accessed by a general purpose
or special purpose computer or other machine with a processor. When
information is transferred or provided over a network or another
communications connection (either hardwired, wireless, or a
combination of hardwired or wireless) to a machine, the machine
properly views the connection as a machine-readable medium. Thus,
any such connection is properly termed a machine-readable medium.
Combinations of the above are also included within the scope of
machine-readable media. Machine-executable instructions include,
for example, instructions and data which cause a general purpose
computer, special purpose computer, or special purpose processing
machines to perform a certain function or group of functions.
[0052] Although the figures may show a specific order of method
steps, the order of the steps may differ from what is depicted.
Also two or more steps may be performed concurrently or with
partial concurrence. Such variation will depend on the software and
hardware systems chosen and on designer choice. All such variations
are within the scope of the disclosure. Likewise, software
implementations could be accomplished with standard programming
techniques with rule based logic and other logic to accomplish the
various connection steps, processing steps, comparison steps and
decision steps.
[0053] While various aspects and embodiments have been disclosed
herein, other aspects and embodiments will be apparent to those
skilled in the art. The various aspects and embodiments disclosed
herein are for purposes of illustration and are not intended to be
limiting, with the true scope and spirit being indicated by the
following claims.
* * * * *