U.S. patent application number 15/775346 was filed with the patent office on 2019-01-03 for air handling in a heavy-duty opposed-piston engine.
This patent application is currently assigned to ACHATES POWER, INC.. The applicant listed for this patent is ACHATES POWER, INC.. Invention is credited to MICHAEL CHIANG, GERHARD REGNER.
Application Number | 20190003373 15/775346 |
Document ID | / |
Family ID | 57570467 |
Filed Date | 2019-01-03 |
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United States Patent
Application |
20190003373 |
Kind Code |
A1 |
REGNER; GERHARD ; et
al. |
January 3, 2019 |
AIR HANDLING IN A HEAVY-DUTY OPPOSED-PISTON ENGINE
Abstract
An air handling arrangement in a two-stroke cycle,
opposed-piston engine with uniflow scavenging and constructed for
heavy-duty operation includes sequentially arranged turbochargers
in series with a supercharger, in some aspects, the air handling
system is equipped with an EGR channel.
Inventors: |
REGNER; GERHARD; (San Diego,
CA) ; CHIANG; MICHAEL; (San Diego, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
ACHATES POWER, INC. |
San Diego |
CA |
US |
|
|
Assignee: |
ACHATES POWER, INC.
San Diego
CA
|
Family ID: |
57570467 |
Appl. No.: |
15/775346 |
Filed: |
December 2, 2016 |
PCT Filed: |
December 2, 2016 |
PCT NO: |
PCT/US2016/064766 |
371 Date: |
May 10, 2018 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62264022 |
Dec 7, 2015 |
|
|
|
62279284 |
Jan 15, 2016 |
|
|
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F02B 37/004 20130101;
F02B 39/10 20130101; Y02T 10/144 20130101; F02B 37/18 20130101;
F02B 37/013 20130101; F02B 37/04 20130101; F02B 37/16 20130101;
F02B 37/162 20190501; F02B 75/282 20130101; F02B 2075/025 20130101;
F02D 2200/101 20130101; Y02T 10/12 20130101; F02D 2200/04 20130101;
F02M 26/08 20160201; F02D 41/0007 20130101; F02B 33/34 20130101;
F02M 26/09 20160201; F01B 7/14 20130101; F02B 25/08 20130101; F01B
7/02 20130101 |
International
Class: |
F02B 25/08 20060101
F02B025/08; F02B 37/00 20060101 F02B037/00; F02B 37/013 20060101
F02B037/013; F02B 37/16 20060101 F02B037/16; F02B 37/18 20060101
F02B037/18; F02B 75/28 20060101 F02B075/28; F02M 26/08 20060101
F02M026/08; F02M 26/09 20060101 F02M026/09; F02D 41/00 20060101
F02D041/00 |
Claims
1. A two-stroke cycle, uniflow-scavenged, opposed-piston engine
(80, 302), comprising: one or more cylinders (50), each cylinder
comprising a bore (52), longitudinally-separated exhaust and intake
ports (54 and 56), and a pair of pistons (60 and 62) disposed in
the bore for opposing movements therein, in which movement of a
first piston of the pair of pistons controls the exhaust port and
movement of the second piston of the pair of pistons controls the
intake port; a supercharger (305) disposed in fluid communication
with the intake ports (56) to provide a continuous positive
pressure differential from the intake ports (56) to the exhaust
ports (54) so as to maintain a unidirectional flow of gas from the
intake ports to the exhaust ports during two-stroke operation of
the engine; characterized by: a sequential turbocharger (306),
including a first turbocharger (312) and a second turbocharger
(314), each of the turbochargers including a turbine and a
compressor, in which the compressors of the first and second
turbochargers are arranged in series with the supercharger (305)
such that the compressor of the first turbocharger (312) is in
fluid communication with the compressor of the second turbocharger
(314) and the compressor of the second turbocharger (314) is in
fluid communication with the supercharger (305), and the turbines
of the first and second turbochargers are arranged in series with
the exhaust ports (54) such that the turbine of the second
turbocharger (314) is in fluid communication with the exhaust ports
(54) and the turbine of the first turbocharger (312) is in fluid
communication with the turbine of the second turbocharger (314); a
compressor bypass valve (316c) associated with the second
turbocharger (314) and disposed in parallel with the compressor of
the second turbocharger, the compressor bypass valve (316c) having
a closed setting that causes pressurized air from the compressor of
the first turbocharger (312) to pass through the compressor of the
second turbocharger (314) and an open setting that directs
pressurized air from the compressor of the first turbocharger (312)
past the compressor of the second turbocharger (314) to an inlet of
the supercharger (305); and, a turbine bypass valve (316t)
associated with the second turbocharger (314) and disposed in
parallel with the turbine of the second turbocharger (314), the
turbine bypass valve (316t) having a closed setting that causes
exhaust gasses from the exhaust ports (54) to pass through the
turbine of the second turbocharger (314) and an open setting that
directs exhaust gasses from the exhaust ports (54) past the turbine
of the second turbocharger (314) to the turbine of the first
turbocharger (312).
2. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 1, in which the first turbocharger is a low pressure
turbocharger and the second turbocharger is a high pressure
turbocharger.
3. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 2, further comprising: a charge air channel (320)
including the series arrangement of the compressors of the first
and second turbochargers and the supercharger which is operable to
generate charge air for provision to the intake ports; and an EGR
loop (400, 500, 600) operable to circulate a portion of the exhaust
gasses to the charge air channel.
4. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 3, the EGR loop comprising one or more of a low pressure
EGR loop (600), a mid-pressure EGR loop (500), and a high-pressure
EGR loop (400).
5. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 1, further comprising: a charge air channel (320)
including the series arrangement of the compressors of the first
and second turbochargers and the supercharger which is operable to
generate charge air for provision to the intake ports; and an EGR
loop (400, 500, 600) operable to circulate a portion of the exhaust
gasses to the charge air channel.
6. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 5, the EGR loop comprising one or more of a low pressure
EGR loop (600) upstream of the sequential turbocharger, a
mid-pressure EGR loop (500) between the first and second
turbochargers, and a high pressure EGR loop (400) between the
second turbocharger and the supercharger.
7. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 1, further comprising: a recirculation channel (313)
coupling an outlet of the supercharger to an inlet of the
supercharger; and, a supercharger recirculation valve (311) in the
recirculation channel.
8. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 7, in which the first turbocharger is a low pressure
turbocharger and the second turbocharger is a high pressure
turbocharger.
9. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 8, further comprising: a charge air channel (320)
including the series arrangement of the compressors of the first
and second turbochargers and the supercharger, which is operable to
generate charge air for provision to the intake ports (56); and an
EGR loop (400, 500, 600) operable to circulate a portion of the
exhaust gasses to the charge air channel.
10. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 9, the EGR loop comprising one or more of a low pressure
EGR loop (600), a mid-pressure EGR loop (500), and a high-pressure
EGR loop (400).
11-12. (canceled)
13. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 7, further comprising a programmed engine control unit
(ECU) (740) coupled to control settings of the compressor bypass
valve (316c), the turbine bypass valve (316t), and the supercharger
recirculation valve (311) in response to engine speed and intake
port pressure.
14. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 13, in which the first turbocharger is a low pressure
turbocharger and the second turbocharger is a high pressure
turbocharger.
15. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 14, further comprising: a charge air channel (320)
including the series arrangement of the compressors of the first
and second turbochargers and the supercharger which is operable to
generate charge air for provision to the intake ports (56); and an
EGR loop (400, 500, 600) operable to circulate a portion of the
exhaust gasses to the charge air channel.
16. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 15, the EGR loop comprising one or more of a low pressure
EGR loop (600), a mid-pressure EGR loop (500), and a high-pressure
EGR loop (400).
17. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 1, further comprising: a compressor bypass valve (330c)
associated with the first turbocharger (312) and disposed in
parallel with the compressor of the first turbocharger, the
compressor bypass valve (330c) having a closed setting that causes
unpressurized fresh air from an air inlet to pass through the
compressor of the first turbocharger (312) and an open setting that
directs the unpressurized fresh air past the compressor of the
first turbocharger (312); and, a turbine bypass valve (330t)
associated with the first turbocharger (312) and disposed in
parallel with the turbine of the first turbocharger (312), the
turbine bypass valve (330t) having a closed setting that causes
exhaust gasses to pass through the turbine of the second
turbocharger (314) and an open setting that directs exhaust gasses
past the turbine of the turbine of the first turbocharger
(312).
18. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of claim 17, further comprising: a charge air channel (320)
including the series arrangement of the compressors of the first
and second turbochargers and the supercharger to generate charge
air for provision to the intake ports; an exhaust channel (340)
including the series arrangement of the turbines of the first and
second turbochargers to transport exhaust from the exhaust ports
(54); and, an EGR loop (400) having an inlet (402) in the exhaust
channel upstream of an inlet of the turbine of the second
turbocharger (314) and having an outlet (403) in the charge air
channel downstream of the compressor of the second turbocharger
(314).
19. The two-stroke cycle, uniflow-scavenged, opposed-piston engine
of any one of claims 1, 5, 7, and 17, further comprising an exhaust
channel (340) including the series arrangement of the turbines of
the first and second turbochargers and one or more after treatment
devices (342) downstream of the turbine of the first turbocharger
(312).
Description
PRIORITY
[0001] This application claims priority to U.S. Provisional
Application No. 62/264,022 filed on Dec. 7, 2015, and to U.S.
Provisional Application No. 62/279,284 filed on Jan. 15, 2016.
RELATED APPLICATIONS
[0002] This application contains subject matter related to that of
commonly-owned U.S. patent application Ser. No. 14/039,856, filed
Sep. 27, 2013, and published as US 2014/0026563 and commonly-owned
PCT application US2015/015365, filed Feb. 11, 2015, which claims
priority to U.S. 61/939,170, filed Feb. 12, 2014.
FIELD OF THE INVENTION
[0003] The field is two-stroke cycle, uniflow-scavenged,
opposed-piston engines. More specifically the application relates
to air handling for opposed-piston engines by means of a
multi-stage arrangement of turbochargers provided in series with a
supercharger to provide a variable flow of charge air with minimal
pumping loss.
BACKGROUND
[0004] A two-stroke cycle engine is an internal combustion engine
that completes a cycle of operation with a single complete rotation
of a crankshaft and two strokes of a piston connected to the
crankshaft. The strokes are typically denoted as compression and
power strokes. One example of a two-stroke cycle engine is an
opposed-piston engine in which two pistons are disposed
head-to-head in the bore of a cylinder for reciprocating movement
in opposing directions. The cylinder has longitudinally-spaced
inlet and exhaust ports formed in the cylinder sidewall near
respective ends of the cylinder. Each of the opposed pistons
controls a respective one of the ports, opening the port as it
moves toward a bottom dead center (BDC) location during a power
stroke (also called an expansion stroke), and closing the port as
it moves from BDC toward a top dead center (TDC) location during a
compression stroke. One of the ports provides passage for the
products of combustion out of the bore, the other serves to admit
charge air into the bore; these are respectively termed the
"exhaust" and "intake" ports. In a uniflow-scavenged opposed-piston
engine, charge air entering a cylinder through the intake port
displaces exhaust gas flowing out of the exhaust port, thus gas
flows through the cylinder in one direction ("uniflow")--from
intake port to exhaust port.
[0005] Gas, including charge air, exhaust products, and mixtures
thereof, is transported through the engine's cylinders via an air
handling system. The air handling system may be equipped for
exhaust gas recirculation ("EGR") to reduce undesirable compounds
produced by combustion. As the engine cycles, the air handling
control mechanization governs gas flow by operating the air
handling system in response to engine operating conditions and
operator commands.
[0006] In a two-stroke, uniflow-scavenged, opposed-piston engine a
continuous positive pressure differential must exist from the
intake ports to the exhaust ports in order to maintain the desired
unidirectional flow of gas in the cylinder. Further, a high air
mass density must be provided to the intake ports because of the
short time that they are open; this need is especially acute during
engine start and acceleration. Typically, these needs are met by
provision of a fast acting, positive-displacement pump in the
charge air channel, just upstream from the engine's intake ports.
This role is typically filled by a supercharger (or blower) which
is driven mechanically from an engine crankshaft, either by direct
connection, as with a belt, chain, or gear, or by way of a
single-speed, multiple-speed, or continuously variable drive.
Frequently, a turbocharger, powered by exhaust energy, is placed
ahead (upstream) of the supercharger in order to increase the
density of intake air fed into the supercharger.
[0007] Two-stroke cycle, opposed-piston engines provide superior
power densities and brake thermal efficiencies as compared to their
four-stroke counterparts. To date these engines have been used
successfully in stationary applications and in aircraft, maritime
vessels, locomotives, and tracked military vehicles.
[0008] It is desirable to achieve similar benefits by use of
opposed-piston engines in modern heavy duty vehicles. Heavy duty
vehicles may be defined in the US as vehicles of GVWR (gross
vehicle weight rating) of above 8,500 pounds, according to Federal
regulations, and above 14,000 pounds in California. Similar
definitions and classifications are used in other countries to
define heavy duty vehicles. Trucks and busses are examples of heavy
duty vehicles. In this disclosure, opposed-piston engines designed
and/or built to power heavy-duty vehicles are referred as "heavy
duty" opposed-piston engines. A heavy-duty opposed-piston engine
must be able to deliver sufficient power under specified efficiency
and emission standards in the normal conditions encountered during
operation of a heavy duty vehicle.
[0009] The Commer TS3 engine represents one successful application
of an opposed-piston engine design to a medium-duty commercial
truck. The air handling configuration of the TS3 engine was not
turbocharged; however, it was supercharged, with a three-lobe,
crankshaft-driven, Rootes-type blower feeding air at high speed to
the engine. Depending on the model, displacement of the TS3 engine
varied from 3.26 to 3.52 liters, and power output varied from 78.3
to 107.4 KW. According to Pirault and Flint, the TS3 was powerful,
delivering "probably 50% greater torque than from equivalent
displacement, naturally-aspirated four-stroke diesel truck engines
of that period." (OPPOSED PISTON ENGINES, Evolution, Use, and
Future Applications, by J-P. Pirault and M. Flint, SAE
International, Warrendale Pa., 2010, p. 144).
[0010] Two-stroke cycle engines with large displacements and high
power ratings must be equipped with air handling systems capable of
pumping large amounts of densified air. It is desirable that the
air handling system of a heavy duty opposed-piston engine be able
to maintain a desirable scavenge ratio
(M.sub.tapped/M.sub.delivered) and high brake thermal efficiency
when the engine experiences a steep increase in torque demand, as
when accelerating from low engine speed while heavily loaded, or
encountering a steep hill. A supercharger is typically used to move
charge air to engine intake ports quickly enough to maintain the
scavenge ratio, but running it hard for a long period increases
pumping loss, which reduces the engine's brake thermal
efficiency.
[0011] In order to meet boost requirements of a heavy-duty
two-stroke cycle, uniflow-scavenged, opposed-piston engine, without
excessive pumping loss, it is desirable to reduce reliance on a
supercharger in the air handling system by way of a sequential
turbocharger in series with the supercharger.
SUMMARY
[0012] The invention is directed to an air handling system of a
two-stroke cycle, uniflow-scavenged, opposed-piston engine, which
includes a supercharger in fluid communication with one or more
intake ports of the engine and a sequential turbocharger in series
with the supercharger. The sequential turbocharger includes a first
stage for low pressure operation, a second stage for high pressure
operation, and at least one valve-controlled bypass circuit to
engage or disengage the second stage. In some instances, a second
valve-controlled bypass circuit may be provided to engage or
disengage the first stage. The sequential turbocharger provides
compressed charge air to the supercharger as needed during engine
operation. In normal and transient engine operating conditions, the
second stage may be bypassed while the first stage operates. When
high pressure ratios are needed, the second stage is engaged,
thereby adding a further stage of charge air compression, which
increases the pressure of the charge air input to the supercharger,
and thereby the mass of charge air delivered (M.sub.delivered) to
the intake ports.
[0013] In some aspects, the air handling system may be equipped
with an EGR loop. In some further aspects, the EGR loop may include
one of a low pressure EGR loop upstream of the sequential
turbocharger, a mid-pressure EGR loop between the first and second
turbocharger stages, and a high pressure EGR loop between the
second stage and the supercharger. Further, the air handling system
may be equipped with one or more of the low pressure EGR loop, the
mid-pressure EGR loop, and the high pressure EGR loop.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] The below-described drawings are meant to illustrate
principles and examples of the invention. They are not meant to be
limiting; and they are not necessarily to scale.
[0015] FIG. 1 is a schematic diagram of a prior art two-stroke
cycle, opposed-piston engine with uniflow scavenging, and is
appropriately labeled "Prior Art".
[0016] FIG. 2 is a schematic diagram showing details of a prior art
air handling system for an opposed-piston engine, and is
appropriately labeled "Prior Art".
[0017] FIG. 3 is a schematic diagram showing details of an air
handling system for a two-stroke cycle, opposed-piston engine
according to a first embodiment.
[0018] FIG. 4 is a schematic diagram showing details of an air
handling system for a two-stroke cycle, opposed-piston engine
according to a second embodiment.
[0019] FIG. 5 is a schematic diagram showing details of an air
handling system for a two-stroke cycle, opposed-piston engine
according to a third embodiment,
[0020] FIG. 6 is a schematic diagram showing details of an air
handling system for a two-stroke cycle, opposed-piston engine
according to a fourth embodiment.
[0021] FIG. 7 is a schematic diagram showing details of an air
handling system for a two-stroke cycle, opposed-piston engine
according to a fifth embodiment.
[0022] FIG. 8. is a schematic diagram showing details of a control
mechanization for an air handling system according the
invention
DETAILED DESCRIPTION
[0023] In this disclosure, "fuel" is any fuel that can be used in
an opposed-piston engine. The fuel may be a relatively homogeneous
composition, or a blend. For example, the fuel may comprise diesel
fuel, natural gas, gasoline, or another equivalent fuel ignitable
by compression, pilot, and/or spark ignition. Further, the
descriptions contemplate ignition resulting from compression of an
air/fuel mixture; however in some instances it may be desirable to
provide additional mechanisms, such as glow plugs, spark plugs,
pilot injections, or laser circuits to assist compression
ignition.
[0024] According to this disclosure, fuel is injected into
compressed air in a combustion chamber formed between the end
surfaces of opposed pistons when the pistons are at or near TDC
locations. In other aspects, injection may occur earlier in the
compression stroke, soon after closure of both ports. The air is
preferably pressurized ambient air; however, it may include other
components such as exhaust gases or other diluents. In any such
case, the pressurized air delivered to an intake port is referred
to as "charge air."
[0025] According to this disclosure, the opposed-piston engine is
provided with an engine control mechanization--a computer-based
system that includes one or more electronic control units coupled
to associated sensors, actuators, and other machine devices
throughout the engine that govern the operations of various engine
systems, including the air handling system, a fuel system, a
cooling system, a lubrication system, and other engine systems. The
engine control elements that govern the air handling system are
referred to collectively as the "air handling control
mechanization".
[0026] Opposed-Piston Architecture and Operation: FIGS. 1 and 2
illustrate a prior art turbocharged, two-stroke cycle,
opposed-piston engine 10 with uniflow scavenging. The engine 10 has
at least one ported cylinder 50. For example, the engine may have
one ported cylinder, two ported cylinders, three ported cylinders,
or four or more ported cylinders. Each ported cylinder 50 has a
bore 52 and longitudinally-spaced exhaust and intake ports 54 and
56 formed or machined near respective ends of a cylinder sidewall.
Each of the exhaust and intake ports 54 and 56 includes one or more
circumferential arrays of openings in which adjacent openings are
separated by a solid portion of the cylinder sidewall called a
"bridge". In some descriptions, each opening is referred to as a
"port"; however, the construction of circumferential arrays of such
"ports" is no different than the port constructions shown in FIG.
1. Pistons 60 and 62 are slidably disposed in the bore 52 with
their end surfaces 61 and 63 opposing one another. The piston 60
controls the exhaust port 54, and the piston 62 controls the intake
port 56, In the example shown, the engine 10 further includes at
least one crankshaft; preferably, the engine includes two
crankshafts 71 and 72. In the example shown, the exhaust pistons 60
of the engine are coupled to the crankshaft 71, and the intake
pistons 62 to the crankshaft 72.
[0027] As the pistons 60 and 62 near TQC, a combustion chamber is
defined in the bore 52 between the end surfaces 61 and 63 of the
pistons. Combustion timing is frequently referenced to a point in a
compression cycle where minimum combustion chamber volume occurs;
this point is referred to as "minimum volume." Fuel is injected
directly into cylinder space located between the end surfaces 61
and 63. In some instances injection occurs at or near minimum
volume; in other instances, injection may occur before minimum
volume. Fuel is injected through fuel injector nozzles 68 and 70
positioned in respective openings through the sidewall of the
cylinder 50. Preferably, the fuel injector nozzles 68 and 70 are
positioned to inject respective sprays of fuel in opposing radial
directions of the bore 52. The fuel mixes with charge air admitted
into the bore 52 through the intake port 56. As the air-fuel
mixture is compressed between the end surfaces 61 and 63, the
compressed air reaches a temperature that causes the fuel to
ignite: combustion follows.
[0028] The engine 10 includes an air handling system 80 that
manages the transport of charge air provided to, and exhaust gasses
produced by, the engine 10. A representative air handling system
construction includes a charge air channel and an exhaust channel.
In the air handling system 80, a charge air source receives inlet
air and processes it into charge air. The charge air channel
receives the charge air and transports it to the at least one
intake port of the engine. The exhaust channel transports exhaust
products from the at least one exhaust port of the engine for
delivery to other exhaust components.
[0029] The air handling system 80 includes a turbocharger 120 with
a turbine 121 and a compressor 122 that rotate on a common shaft
123. The turbine 121 is in fluid communication with the exhaust
subsystem and the compressor 122 is in fluid communication with the
charge air subsystem. The turbocharger 120 extracts energy from
exhaust gas that exits the exhaust ports 54 and flows into an
exhaust channel 124 from an exhaust manifold, plenum, or chest 125
(collectively, "exhaust manifold", for convenience) that collects
exhaust gasses output through the exhaust ports 54. In this regard,
the turbine 121 is rotated by exhaust gas passing through it to an
exhaust outlet channel 128. This rotates the compressor 122,
causing it to generate charge air by compressing fresh air. The
charge air channel 126 includes the compressor, a supercharger 110,
and an intake manifold, plenum, or chest 130 (collectively, "intake
manifold", for convenience). The charge air channel may further
include at least one charge air cooler (hereinafter, "cooler") to
receive and cool the charge air before delivery to the intake port
or ports of the engine. The charge air output by the compressor 122
flows through the charge air channel 126 to a cooler 127, whence it
is pumped by the supercharger 110 to the intake ports. Charge air
compressed by the supercharger 110 is output to the intake manifold
130. The intake ports 56 receive charge air pumped by the
supercharger 110, through the intake manifold 130. A second cooler
129 may be provided between the output of the supercharger 110 and
the input to the intake manifold 130.
[0030] In some aspects, the air handling system 80 may be equipped
to reduce NOx emissions produced by combustion by recirculating a
portion of the exhaust gas produced by combustion through the
ported cylinders of the engine. The recirculated exhaust gas is
mixed with charge air to lower peak combustion temperatures, which
reduces production of NOx. This process is referred to as exhaust
gas recirculation ("EGR"). The EGR construction shown obtains a
portion of the exhaust gasses flowing from the port 54 during
scavenging and transports them via an EGR channel 131 external to
the cylinder into the incoming stream of inlet air in the charge
air subsystem. The recirculated exhaust gas flows through the EGR
channel 131 under the control of a valve 138 (this valve may also
be referred to as the "EGR valve").
[0031] FIG. 2 shows the air handling system 80 in greater detail.
In this regard, the charge air subsystem provides air to the
compressor 122 via an air filter 150. As the compressor 122
rotates, compressed air flows from the compressor's outlet, through
the charge air channel 126, and into the inlet 151 of the
supercharger 110. Charge air pumped by the supercharger 110 flows
through the supercharger's outlet 152 into the intake manifold 130.
Pressurized charge air is delivered from the intake manifold 130 to
the intake ports of the cylinders 50, which are supported in an
engine block 160. A second cooler 129 may be provided in the charge
air subsystem, in series between the output of the supercharger 110
and the intake manifold 130.
[0032] Exhaust gasses from the exhaust ports of the cylinders 50
flow from the exhaust manifold 125 into the inlet of the turbine
121, and from the turbine's outlet into the exhaust outlet channel
128. In some instances, one or more after treatment devices 162 are
provided in the exhaust channel 128. Exhaust may be recirculated
via a high-pressure EGR channel 131 which obtains exhaust from the
channel 124 at a point between the exhaust manifold 125 and the
input to the turbine 121 and delivers exhaust for mixing with fresh
charge air at a point between the output of the compressor 122 and
the supercharger input 151. Alternatively (or additionally),
exhaust may be recirculated via a low-pressure EGR channel
131.sub.LP which obtains exhaust at a point between the exhaust
outlet 128 and the output of the turbine 121 and delivers exhaust
for mixing with fresh charge air upstream of the input to the
compressor 122. Presuming that the air handling system includes a
high-pressure EGR channel, a portion of the exhaust flowing out of
the manifold 125 is recirculated through the EGR channel 131, under
control of the EGR valve 138. The EGR channel 131 is coupled to the
charge air subsystem via the EGR mixer 163. In some instances,
although not necessarily, an EGR cooler 164 is provided in the EGR
channel 131, in series between the EGR valve 138 and the EGR mixer
163. In other instances, there may be no cooler in the EGR channel
131. As per FIG. 2, a low-pressure EGR channel may be similarly
constructed.
[0033] The air handling system 80 is equipped for control of gas
flow at separate control points in the charge air and exhaust
subsystems. In the charge air channel, charge air flow and boost
pressure are controlled by operation of a recirculation channel 165
coupling the outlet 152 of the supercharger to the supercharger's
inlet 151. In some instances, the channel 165 may be referred to as
a "bypass channel" or a "shunt channel." The recirculation channel
165 shunts charge air flow from the outlet 152 to the inlet 151 of
the supercharger according to the setting of a recirculation valve
166. The recirculation channel enables control of the flow of
charge air into, and thus the pressure in, the intake manifold 130.
Other valves may be provided at other control points in the air
handling system. Such other valves may include, without limitation,
back pressure and wastegate valves associated with the turbine,
bypass valves associated with coolers, and possibly, other
valves.
[0034] In some instances, additional control of gas flow (and
pressure) is provided by way of a variable-speed supercharger
and/or a variable-geometry turbine. Thus, in some aspects the
supercharger 110 may be coupled by a drive mechanism ("drive") to
one of the crankshafts or another rotating element of the engine,
to be driven thereby. The drive may comprise a single-speed
transmission, a stepwise transmission, or a continuously variable
transmission (CVT), device, with a clutch, in which cases, charge
air flow, and boost pressure, may be varied by varying the speed of
the supercharger. In other instances, the supercharger may be a
single-speed device with or without a clutch. In those aspects
where the turbine is a variable-geometry device it has an effective
opening size that may be varied in response to changing speeds and
loads of the engine.
[0035] Air Handling in a Heavy-Duty, Opposed-Piston Engine: The
invention is directed principally to aspects of an air handling
system in an opposed-piston engine with the understanding that
these aspects may be combined with other systems and functions such
as fuel injection, cooling, lubrication, on-board diagnostics, and
so on, in the opposed-piston engine.
[0036] An air handling system of a heavy-duty, two-stroke cycle,
uniflow-scavenged, opposed-piston engine in which a supercharger
provides boost and drives uniflow scavenging during engine
operation is illustrated by embodiments shown in FIGS. 3-7, in
which an air handling system according to FIG. 2 is modified
according to this disclosure.
[0037] In these embodiments, a two-stroke cycle, uniflow-scavenged
opposed piston engine includes at least one cylinder with a bore,
longitudinally-separated exhaust and intake ports, and a pair of
pistons disposed in the bore for opposing movements therein, in
which movement of a first piston of the pair of pistons controls
the exhaust port and movement of the second piston of the pair of
pistons controls the intake port. The supercharger is disposed in
fluid communication with the intake ports of the engine to provide
a continuous positive pressure differential from the intake port to
the exhaust port so as to maintain a unidirectional flow of gas
from the intake to the exhaust port during two-stroke operation of
the engine. A multi-stage turbocharger arrangement (which is
sometimes called a "sequential turbocharger") comprises at least
two turbochargers disposed in series. Each turbocharger includes a
turbine and a compressor that turn on a common shaft. The
compressors of the turbochargers are arranged in series with the
supercharger such that the compressor outlet of a first
turbocharger is in fluid communication with the compressor inlet of
a second turbocharger and the compressor outlet of the second
turbocharger is in fluid communication with the inlet of the
supercharger. The turbines of the first and second turbochargers
are arranged in series with the exhaust ports of the engine such
that the turbine inlet of the second turbocharger is in fluid
communication with the exhaust ports and the turbine inlet of the
first turbocharger is in fluid communication with the turbine
outlet of the second turbocharger.
[0038] In each embodiment, the air handling system is configured
with a mass air flow path (called a "charge air channel")
comprising a supercharger having an outlet coupled to one or more
cylinder intake ports and one or more turbocharger compressors to
provide compressed air to an intake of the supercharger. Some of
the embodiments further comprise an EGR loop.
[0039] First Air Handling Embodiment: A first air handling
embodiment according to the invention is shown in FIG. 3. The
embodiment includes a two-stroke cycle, uniflow-scavenged,
opposed-piston engine 302. The engine 302 includes one or more
cylinders as per the cylinder 50 in FIGS. 1 and 8. Fuel, coolant,
and lubrication are provided to the engine although the systems for
doing so are not shown. The engine 302 is equipped with an air
handling system 300. The air handling system 300 transports fresh
air into, and exhaust out of, the engine 302. The air handling
system 300 includes a supercharger 305 in fluid communication with
one or more intake ports (not shown) of the engine 302 and a
sequential turbocharger 306 in series with the supercharger
305.
[0040] The supercharger 305 includes an inlet 307 and an outlet
309. Desirably, the outlet 309 is coupled to a charge air cooler
(CAC) 310 through which charge air is fed to an intake manifold
(not shown) of the engine 301. The supercharger 305 is a positive
displacement device, driven by a crankshaft of the engine 302; in
some aspects, the supercharger is operated by a supercharger drive
315 that is coupled directly, or indirectly, to the crankshaft.
Preferably, the drive 315 includes, or is associated with, a clutch
mechanism that couples the drive to, and decouples the drive from,
the crankshaft. When the dive is coupled to the crankshaft, the
supercharger operates, accelerating (boosting) a flow of
pressurized charge air produced by the sequential turbocharger 306
to the intake ports 56. Otherwise, when the drive is uncoupled, the
supercharger ceases being driven by the crankshaft. A supercharger
recirculation channel 313 including a supercharger recirculation
(SC RECIRC) valve 311 is connected between the inlet 307 and outlet
309 of the supercharger 305. When the supercharger 305 is driven,
opening the valve 311 causes recirculation of pressurized charge
air from the outlet to the inlet of the supercharger, which enables
modulation of boost. When the supercharger is not driven, opening
the valve 311 enables pressurized charge air to bypass the
supercharger and flow to the intake ports 56.
[0041] The sequential turbocharger 306 includes a first stage
turbocharger 312 for low pressure operation, a second stage
turbocharger 314 for high pressure operation, and a
valve-controlled bypass circuit 316 to engage or disengage the
second stage turbocharger 314. The first stage turbocharger 312
includes a low pressure compressor and a low pressure turbine that
turn on a common shaft. The second stage turbocharger 314 includes
a high pressure compressor and a high pressure turbine that turn on
a common shaft. In some cases, the first and second stage
turbochargers are referred to respectively as "large" and "small"
turbochargers. The valve-controlled bypass circuit 316 includes a
compressor (COMP) bypass valve 316c connected between the inlet and
outlet of the high pressure compressor and a turbine (TURBO) bypass
valve 316t connected between the inlet and outlet of the high
pressure turbine.
[0042] The first air handling embodiment includes a charge air
channel 320 comprising the low pressure compressor, the high
pressure compressor, and the supercharger 305. Unpressurized fresh
air enters the charge air channel via an air inlet, and passes
through an air filter 322 to the inlet of the low pressure
compressor. The outlet of the low pressure compressor is coupled to
the inlet of the high pressure compressor. In some aspects, the
charge air channel 320 includes a charge air cooler (CAC) 323
positioned between the outlet of the low pressure compressor and
the inlet of the high pressure compressor. In these cases, the
compressor bypass valve 316c is connected between the inlet of the
CAC 323 and the outlet of the high pressure compressor. In the
charge air channel 320, the outlet of the high pressure compressor
is coupled to the inlet 307 of the supercharger 305. In some
aspects, the charge air channel 320 includes a CAC 325 positioned
between the outlet of the high pressure compressor and the inlet
307 of the supercharger 305. Pressurized charge air for combustion
in the engine 302 flows from the outlet 309 of the supercharger 305
through an intake manifold (not shown) to the inlet ports of the
engine.
[0043] The first air handling embodiment includes an exhaust
channel 340 comprising the low pressure turbine and the high
pressure turbine. The outlet of the high pressure turbine is
coupled to the inlet of the low pressure turbine. The outlet of the
low pressure turbine is coupled to an exhaust outlet from which
exhaust is vented to the atmosphere. In some instances, the exhaust
channel may include one or more after treatment devices 342
downstream of the first turbocharger 312, coupled to the outlet of
the low pressure turbine. Exhaust gas produced by combustion in the
engine 302 flows into the exhaust channel 340 from an exhaust
manifold (not shown) to the inlet of the high pressure turbine.
Exhaust gas flowing in the exhaust channel 240 drives the low
pressure and high pressure turbines.
[0044] Additional Embodiments: In some instances the air handling
system of FIG. 3 may be equipped with an exhaust gas recirculation
(EGR) loop operable to circulate a portion of the exhaust gasses
produced by the engine to the charge air channel. In this regard,
each of second, third, fourth, and fifth air handling embodiments
according to the invention includes charge air and exhaust channels
as shown in FIG. 3, with an EGR loop. In each case, the EGR loop
comprises an inlet connected to the exhaust channel 340, an outlet
connected to the charge air channel 320, and an EGR valve between
the EGR loop inlet and the EGR loop outlet.
[0045] In the second embodiment, which is illustrated in FIG. 4, a
high pressure EGR loop 400 comprises a loop inlet 402, a loop
outlet 403, and an EGR valve 405 between the loop inlet and the
loop outlet. The loop inlet 402 is coupled to the exhaust channel
340, upstream of the turbine of the second turbocharger 314,
between the manifold outlet of the engine 302 and the turbine
bypass valve 316t. The loop outlet 403 is coupled to the charge air
channel 320, downstream of the compressor of the second
turbocharger 314, between compressor bypass valve 316c and the
inlet of the CAC 325.
[0046] In the third embodiment, which is illustrated in FIG. 5, a
mid-pressure EGR loop 500 comprises a loop inlet 502, a loop outlet
503, and an EGR valve 505 between the loop inlet and the loop
outlet. The loop inlet 502 is coupled to the exhaust channel 340,
between the turbine bypass valve 316t and the inlet of the low
pressure turbine. The loop outlet 503 is coupled to the charge air
channel 320, between the inlet of the CAC 323 and the outlet of the
low pressure compressor. In addition, since it is desirable to cool
the recirculated exhaust, the CAC 323 can be made continuously
available for this purpose, in which case the CAC 325 becomes
redundant when the high pressure compressor is bypassed. In this
case, the compressor bypass valve 316c is connected between the
inlet of the high pressure compressor and the outlet of the CAC
325.
[0047] In the fourth embodiment, which is illustrated in FIG. 6, a
low pressure EGR loop 600 comprises a loop inlet 602, a loop outlet
603, an EGR valve 605 between the inlet and outlet, and an EGR
cooler 607 downstream of the EGR valve 605. The loop inlet 602 is
coupled to the exhaust channel 340, downstream of the outlet of the
low pressure turbine. In those instances in which the exhaust
channel 340 comprises after treatment devices 342, the loop inlet
602 is coupled to the exhaust channel 340, between the outlet of
the low pressure turbine and the after treatment devices 342. The
loop outlet 603 is coupled to the charge air channel 320, upstream
of the inlet of the low pressure compressor. In those instances in
which the charge air channel 320 comprises an air filter 322, the
loop outlet 603 is coupled to the charge air channel 320, between
the inlet of the low pressure compressor and the air filter. The
EGR valve 605 is disposed in the EGR loop 600, between the loop
inlet 602 and the EGR cooler 607. In this embodiment, the
compressor bypass valve 316c may be connected so as to bypass the
CAC 323 and the high pressure compressor as shown in FIGS. 3 and 4,
or the high pressure compressor and the CAC 325 as shown in FIGS. 5
and 6.
[0048] The fifth embodiment, shown in FIG. 7, is a variant of the
second embodiment shown in FIG. 4. In this embodiment, a second
valve-controlled bypass circuit 330 is provided to engage or
disengage the first stage turbocharger. The second bypass circuit
330 includes a compressor (COMP) bypass valve 330c associated with
the first turbocharger (312) and disposed in parallel with the
compressor of the first turbocharger. The compressor bypass valve
(330c) has a closed setting that causes unpressurized fresh air
from the air inlet to pass through the compressor of the first
turbocharger (312) and an open setting that directs the
unpressurized fresh air past the compressor. In a preferred
embodiment, the compressor bypass valve (330c) is connected between
the inlet of the low pressure compressor and the outlet of the
charge air cooler 323. In this embodiment, the COMP bypass valve
316c is connected between the inlet and the outlet of the high
pressure compressor.
[0049] The second bypass circuit 330 further includes a turbine
(TURBO) bypass valve 330t associated with the first turbocharger
(312) and disposed in parallel with the turbine of the first
turbocharger (312). The turbine bypass valve (330t) has a closed
setting that causes exhaust gasses to pass through the turbine of
the second turbocharger (314) and an open setting that directs
exhaust gasses past the turbine of the turbine of the first
turbocharger (312). The turbine bypass valve (330t) is connected
between the inlet and outlet of the low pressure turbine.
[0050] The fifth embodiment is particularly useful in the case
where recirculated exhaust is transported through the high pressure
EGR loop 400 and the high pressure turbine is a variable-geometry
(VGT) turbine device; the additional bypass circuit 330 enables the
achievement of a desired scavenging ratio at a particular engine
operating point while remaining below a peak cylinder pressure
limit.
[0051] Air Handling Control Mechanization: As per FIG. 8, control
of the gas transport configuration of the air handling system 300
is implemented by a control mechanization that includes a
programmed ECU (engine control unit) 740, air handling algorithms
executed on the ECU, air handling valves 311, 316c, and 316t, 330c,
and 330t, and engine sensors. In some aspects, the air handling
control mechanization may further comprise the supercharger drive
315 and, possibly, other drives controlling geometries of the low
and high pressure turbines. Air handling system control is
exercised by varying the settings of the air handling valves. In
this regard, for example, the recirculation valve 311 is associated
with the supercharger so as to enable the ECU 740 to control the
flow of charge air through the supercharger 305. The supercharger
recirculation valve 311 bleeds pressurized charge air produced by
the supercharger 305 through a recirculation channel 313 that
connects the outlet 309 with the inlet 307 so as to modulate charge
air pressure, and dampen surges, at the intake ports 56 of the
engine 302. The compressor bypass valve 316c and the turbine bypass
valve 316t are associated with the second stage turbocharger 314
which enables the ECU 740 to control the mass of charge air
provided to the supercharger as needed for boosting in response to
sudden increases in demand for engine torque; in the fifth
embodiment of FIG. 7, additional control is provided by compressor
bypass valve 330c and the turbine bypass valve 330t.
[0052] The compressor bypass valve 316c is disposed in parallel
with the compressor of the second turbocharger 314 and has a closed
setting that causes pressurized air from the compressor of the
first turbocharger 312 to pass through the compressor of the second
turbocharger 314, and an open setting that directs pressurized air
from the compressor of the first turbocharger 312 past the
compressor of the second turbocharger 314 to the inlet 307 of the
supercharger 305 (either directly as per the third and fourth
embodiments, or via the CAC 325 as per the first and second
embodiments).
[0053] The turbine bypass valve 316t is disposed in parallel with
the turbine of the second turbocharger 314 and has a closed setting
that causes exhaust gasses from the exhaust ports of the engine to
pass through the turbine of the second turbocharger 314, and has an
open setting that directs exhaust gasses from the exhaust ports 56
past the turbine of the second turbocharger 314 to the turbine of
the first turbocharger 312.
[0054] In the fifth embodiment shown in FIG. 7, the compressor
bypass valve 330c is disposed in parallel with the compressor of
the first turbocharger 312 and the charge air cooler 323 and has a
closed setting that causes fresh air from the ambient environment
to pass through the compressor of the first turbocharger 312, and
an open setting that directs fresh air from the ambient environment
to the compressor inlet of the second turbocharger 314. The turbine
bypass valve 330t is disposed in parallel with the turbine of the
first turbocharger 312 and has a closed setting that causes exhaust
gasses to pass through the turbine of the first turbocharger 312,
and has an open setting that directs exhaust gasses past the
turbine of the second turbocharger 31 to the after treatment
devices 342.
[0055] For fast, precise automatic operation, it is preferred that
these and other air handling valves be high-speed,
computer-controlled devices, with step-wise or
continuously-variable settings. The ECU 740 is in control
communication with actuators (not seen) that operate the air
handling valves in response to ECU-issued control signals.
[0056] The ECU 740 monitors air handling system operating
conditions by way of various sensors. In this regard, for example,
supercharger intake and outlet charge air pressures may be measured
with gas pressure sensors. Air mass flow into the charge air
subsystem may be measured by a mass airflow (MAF) sensor upstream
of the low pressure compressor; exhaust mass flow in the EGR
channel may be measured by a sensor downstream of the EGR valve;
and gas temperature at the supercharger inlet may be measured by a
gas temperature sensor. In particular, the ECU 740 detects charge
air pressure at the intake manifold 130 by way of a gas pressure
sensor P. In addition, the ECU 740 detects engine speed and
crankshaft angle (CA) by means of a speed sensor 749 that engages
one of the crankshafts of the engine. Using a number of factors,
the ECU 740 calculates engine load. The engine load factors may
include, for example fuel flow, accelerator/throttle position,
engine speed, environmental conditions, and possibly, other
factors. Using programmed control modules, the ECU 740 operates the
engine in a steady-state mode with an algorithm implemented in a
steady-state module 751, in a transient mode with an algorithm
implemented in a transient module 752, and in other modes.
[0057] As per FIGS. 3 and 8 the high pressure stage and the low
pressure stage of the sequential turbocharger 306 are capable of
being operated to vary the mass air pressure delivered to the
supercharger 305 by way of the ECU 740 operating the air handling
valves 316c and 316t and the air handling valves 330c and 330t.
With respect to the exhaust channel 340, when the valve 316t is
actuated to be fully closed, the exhaust produced by combustion in
the engine 302 drives the high pressure turbine; when the valve
316t is actuated to be fully open, the exhaust bypasses the high
pressure turbine. In either case, the exhaust flows to and drives
the low pressure turbine. However, in the first case the energy of
the exhaust is divided between the high and low pressure turbines,
while in the second case, the low pressure turbine receives all of
the exhaust energy.
[0058] With respect to the charge air channel 320, air is received
and compressed by the low pressure compressor. Compressed air
produced by the low pressure compressor flows toward the inlet of
the high pressure compressor. When the valve 316c is fully closed,
all of the compressed air produced by the low pressure compressor
is further compressed by the high pressure compressor, thus
elevating the charge air pressure beyond that normally produced by
the low pressure stage. When the valve 316c is fully open, the
compressed air exiting the low pressure compressor bypasses the
high pressure compressor. In both cases, compressed charge air
flows to and is accelerated by the supercharger 305. However, when
the charge air is compressed by both compressors, it has a higher
pressure (and therefore, a higher mass) than when it is compressed
only by the low pressure compressor. Thus, it is the case that the
charge air input to the supercharger has a higher mass, and the
mass of charge air delivered for combustion (Mdelivered) is higher,
when both compressors are on line. As a result, the supercharger
does not have to be driven as hard to provide boost in response to
as when fed by a single compressor. Consequently, pumping loss
attributable to supercharger operation during high torque demand
can be reduced.
[0059] Preferably, the bypass valves 316c and 316t are operated
together by the ECU 740 (as are the bypass valves 330c and 330t) in
order to smoothly respond to changes in torque demand. Given
step-wise or continuously variable operation of the air-handling
valves, the high-pressure turbocharger 314 can be progressively
(and smoothly) transitioned into and out of operation. Thus, for
low load, low engine speeds as would be encountered in a
steady-state mode of operation, the ECU 740 keeps the bypass valves
fully open, thereby bypassing the high pressure turbocharger 314
and allowing the low pressure turbocharger 312 alone to compress
air for provision to the supercharger 305. When torque demand rises
steeply enough that increasing engine speed and load cause a shift
to a transient mode of engine operation, the ECU 740 causes the
bypass valves to close, thereby eliciting a quick response by the
high pressure turbocharger to the requirement for boost in
(Mdelivered). During transient operation, the ECU 740 sets the
bypass valves 316c and 316t (and/or the bypass valves 330c and
330t) as appropriate for the level of boost needed. Then, as the
torque demand diminishes (as indicated by a reduction in engine
speed and load) the ECU 740 progressively resets the bypass valves
when engine speed/load causes a transition back to the steady-state
mode of operation.
[0060] Here, the role of the charge air coolers may be more clearly
understood. As compressed air is passed along the compressors and
the supercharger in the charge air channel, its mass begins to
decrease due to expansion caused by the increase in temperature
that accompanies the increase in pressure. Passage through a charge
air cooler reduces the temperature of the compressed air, thereby
maintaining its mass.
[0061] As indicated by FIGS. 4-8, control of NOx may be maintained
in the heavy-duty air handling embodiment of FIG. 3 by adapting the
steady state and transient algorithms executed by the ECU 740 to
include modulation of the recirculated exhaust in any one, or any
combination of the high pressure, mid-pressure, and low pressure
EGR loops by control of the EGR valve or valves.
[0062] Although this disclosure describes particular air handling
embodiments for a heavy duty two-stroke cycle, uniflow-scavenged,
opposed-piston engine, these embodiments are set forth merely as
examples of underlying principles of this disclosure. Thus, the
embodiments are not to be considered in any limiting sense.
* * * * *