Flexible engine cooling and exhaust gas temperature controls for diesel after-treatment regeneration and engine performance improvement

• US 20070199320A1
• Filed: 02/28/2006
• Published: 08/30/2007
• Est. Priority Date: 02/28/2006
• Status: Abandoned Application

• Current Assignee: International Engine Intellectual Property Company, LLC (Volkswagen AG)
• Original Assignee: International Engine Intellectual Property Company, LLC (Volkswagen AG)
• Inventors: Xin, Qianfan, Thomas, Jacob, Yager, James, Zhang, Shengmei, Lapp, Gregory
• Application Number:
  US11/364,526
• Publication Number:
  US 20070199320A1
• Time in Patent Office: Days
• US Class Current: 60/599
• CPC Class Codes: F02B 29/0412 Multiple heat exchangers arranged in parallel or in series
• CPC Class Codes: F02B 29/0443 Layout of the coolant or refrigerant circuit
• CPC Class Codes: F02B 29/0493 Controlling the air charge temperature
• CPC Class Codes: F02B 3/06 with compression ignition compression ignition engines using air or gas for blowing fuel into compressed air in cylinder F02B13/02
• CPC Class Codes: F02D 37/00 Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
• CPC Class Codes: F02D 41/027 to purge or regenerate the exhaust gas treating apparatus
• CPC Class Codes: F02D 9/04 concerning exhaust conduits throttle valves, or arrangements thereof in conduits F02D9/08
• CPC Class Codes: F02M 26/08 for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
• CPC Class Codes: F02M 26/10 having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
• CPC Class Codes: F02M 26/28 with liquid-cooled heat exchangers
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

System, methods, and strategies for regulating charge air temperature in an intake manifold of an internal combustion engine (50) by controlling the flow rate and temperature of liquid engine coolant flowing through a liquid flow path of a charge air cooler (72) that is in heat exchange relationship with charge air entering the intake manifold over a range that provides for the charge air to be selectively heated and cooled by liquid engine coolant. The invention provides flexible control that is useful in controlling exhaust gas temperature for regeneration and/or efficiency restoration of exhaust after-treatment devices (66) as well as improved engine performance.

Claims

1. An internal combustion engine comprising:

an intake system for creating charge air in an intake manifold;

combustion chambers in which charge air from the intake manifold and fuel are combusted;

an exhaust system for conveying exhaust gas from the combustion chambers through an exhaust gas treatment device that at times requires regeneration by elevation of exhaust gas temperature;

a charge air cooler comprising an airflow path for charge air upstream of the intake manifold and a liquid flow path for liquid engine coolant in heat exchange relationship with the airflow path;

a flow control system for controlling engine coolant flow through the liquid flow path of the charge air cooler; and

a control system comprising an executable strategy for conjunctive control of the flow control system and of the exhaust system to initiate regeneration of the exhaust gas treatment device.

2. An engine as set forth in claim 1 further comprising:

a control device for selectively restricting flow through the exhaust system upstream of the exhaust gas treatment device; and

wherein the control system comprising a strategy for conjunctive control of the flow control system and the control device to initiate regeneration of the exhaust gas treatment device strategy.

3. An engine as set forth in claim 2 further comprising:

at least one of an EGR system for recirculating exhaust gas from the exhaust system to the intake system, a fuel injection system for injecting fuel directly into the combustion chambers, and an intake throttle in the intake system for selectively restricting charge air into the combustion chambers; and

wherein the control system comprising a strategy for conjunctive control of the flow control system, of the control device, and the at least one of the EGR system, the fuel injection system, and the intake throttle to initiate regeneration of the exhaust gas treatment device strategy.

4. An engine as set forth in claim 1 wherein the exhaust gas treatment device comprises a diesel particulate filter.

5. An engine as set forth in claim 1 wherein the exhaust gas treatment device comprises a device for performing for selective catalytic reduction.

6. An engine as set forth in claim 1 wherein the strategy exercises conjunctive control as a function of ambient temperature.

7. An engine as set forth in claim 1 wherein the intake system comprises a two-stage turbocharger for creating the charge air and comprising an inter-stage heat exchanger, and wherein the inter-stage heat exchanger and liquid flow path of the charge air cooler are arranged in parallel flow relationship.

8. An engine as set forth in claim 1 wherein the flow control system comprises parallel flow paths each having fluid communication with the liquid flow path through the charge air cooler, and at least one valve for selectively apportioning flow through the parallel flow paths, one of the flow paths comprising a radiator at which coolant heated at the charge air cooler is rejected.

9. An engine as set forth in claim 8 wherein the at least one valve is selectively operable to a first condition that disallows flow through a first of the parallel flow paths while allowing flow through a second of the parallel flow paths, to a second condition that disallows flow through the second of the parallel flow paths while allowing flow through the first of the parallel flow paths, to a third condition that divides incoming flow between the first and second of the parallel flow paths, and to a fourth condition that blocks incoming flow from the parallel flow paths.

10. An engine as set forth in claim 9 wherein the at least one valve comprises a three-way valve that by itself is selectively operable to the first condition, to the second condition, to the third condition, and to the fourth condition.

11. An engine as set forth in claim 10 further comprising a main radiator at which waste heat from the engine is rejected when a thermostat valve allows engine coolant pumped by a coolant pump to flow out of an engine block containing the combustion chambers, through the main radiator, and back to the engine block, and the three-way valve has an inlet in fluid communication with an outlet of the main radiator, a first outlet in fluid communication with the first parallel flow path, and a second outlet in fluid communication with the second parallel flow path.

12. An engine as set forth in claim 10 further comprising a main radiator at which waste heat from the engine is rejected when a thermostat valve allows engine coolant pumped by a coolant pump to flow out of an engine block containing the combustion chambers, through the main radiator, and back to the engine block, and the three-way valve has an inlet in direct fluid communication with an outlet of the pump, a first outlet in fluid communication with the first parallel flow path, and a second outlet in fluid communication with the second parallel flow path.

13. An engine as set forth in claim 8 wherein the at least one valve comprises a first valve in series flow relationship with the first parallel flow path and a second valve in series flow relationship with the second parallel flow path.

14. An engine as set forth in claim 13 further comprising a main radiator at which waste heat from the engine is rejected when a thermostat valve allows engine coolant pumped by a coolant pump to flow out of an engine block containing the combustion chambers and through the main radiator to an outlet of the main radiator, the first valve has an inlet in direct fluid communication with an outlet of the pump and an outlet in fluid communication with the first parallel flow path, and the second valve has an inlet in fluid communication with the outlet of the main radiator and an outlet in fluid communication with the second parallel flow path.

15. An engine as set forth in claim 1 further comprising a main radiator at which waste heat from the engine is rejected when a thermostat valve allows engine coolant pumped by an engine-driven coolant pump to flow out of an engine block containing the combustion chambers, through the main radiator, and back to the engine block, and the flow control system comprises a first valve that has an inlet in direct fluid communication with an outlet of the pump and an outlet in fluid communication with the liquid flow path of the charge air cooler, and a coolant loop that includes an auxiliary radiator, a non-engine driven pump, and the liquid flow path of the charge air cooler.

16. An internal combustion engine comprising:

an intake system for creating charge air in an intake manifold;

combustion chambers in which charge air from the intake manifold and fuel are combusted;

a charge air cooler comprising a liquid flow path for liquid engine coolant to flow in heat exchange relationship with charge air flow through the charge air cooler; and

an engine coolant temperature and flow control system for controlling temperature and flow of engine coolant through the liquid flow path of the charge air cooler for selectively heating and cooling the charge air flowing through the charge air cooler.

17. An engine as set forth in claim 16 wherein the control system comprises parallel flow paths each having fluid communication with the liquid flow path through the charge air cooler, and at least one valve for selectively apportioning flow through the parallel flow paths, one of the flow paths comprising a radiator at which coolant heated at the charge air cooler is rejected.

18. An engine as set forth in claim 17 wherein the at least one valve is selectively operable to a first condition that disallows flow through a first of the parallel flow paths while allowing flow through a second of the parallel flow paths, to a second condition that disallows flow through the second of the parallel flow paths while allowing flow through the first of the parallel flow paths, to a third condition that divides incoming flow between the first and second of the parallel flow paths, and to a fourth condition that blocks incoming flow from the parallel flow paths.

19. An engine as set forth in claim 17 wherein the at least one valve comprises a three-way valve that by itself is selectively operable to the first condition, to the second condition, to the third condition, and to the fourth condition.

20. An engine as set forth in claim 19 further comprising a main radiator at which waste heat from the engine is rejected when a thermostat valve allows engine coolant pumped by a coolant pump to flow out of an engine block containing the combustion chambers, through the main radiator, and back to the engine block, and the three-way valve has an inlet in fluid communication with an outlet of the main radiator, a first outlet in fluid communication with the first parallel flow path, and a second outlet in fluid communication with the second parallel flow path.

21. An engine as set forth in claim 19 further comprising a main radiator at which waste heat from the engine when a thermostat valve allows engine coolant pumped by a coolant pump to flow out of an engine block containing the combustion chambers, through the main radiator, and back to the engine block, and the three-way valve has an inlet in direct fluid communication with an outlet of the pump, a first outlet in fluid communication with the first parallel flow path, and a second outlet in fluid communication with the second parallel flow path.

22. An engine as set forth in claim 17 wherein the at least one valve comprises a first valve in series flow relationship with the first parallel flow path and a second valve in series flow relationship with the second parallel flow path.

23. An engine as set forth in claim 22 further comprising a main radiator at which waste heat from the engine when a thermostat valve allows engine coolant pumped by a coolant pump to flow out of an engine block containing the combustion chambers and through the main radiator to an outlet of the main radiator, the first valve has an inlet in direct fluid communication with an outlet of the pump and an outlet in fluid communication with the first parallel flow path, and the second valve has an inlet in fluid communication with the outlet of the main radiator and an outlet in fluid communication with the second parallel flow path.

24. An engine as set forth in claim 22 further comprising a main radiator at which waste heat from the engine is rejected when a thermostat valve allows engine coolant pumped by an engine-driven coolant pump to flow out of an engine block containing the combustion chambers, through the main radiator, and back to the engine block, and the flow control system comprises a first valve that has an inlet in direct fluid communication with an outlet of the pump and an outlet in fluid communication with the heat exchanger, and a coolant loop that includes an auxiliary radiator, a non-engine driven pump, and the charge air cooler.

25. An engine as set forth in claim 16 wherein the engine comprises an engine block containing the combustion chambers and having internal coolant passages through which engine coolant flows to absorb some heat of combustion from the combustion chambers, and the control system comprises parallel branches for engine coolant flow, each branch having fluid communication with the liquid flow path through the charge air cooler, a first of the parallel branches comprising a radiator in upstream flow relation to the liquid flow path through the charge air cooler and a second of the parallel branches comprising a radiator-free flow path from the engine block to the liquid flow path through the charge air cooler for conveying coolant that has been heated by combustion in the block directly to the charge air cooler, and one or more valves for selectively controlling flows through the parallel branches.

26. An engine as set forth in claim 25 wherein the one or more valves are in downstream flow relationship to the radiator and the engine block.

27. An engine as set forth in claim 25 wherein the one or more valves comprise a first valve for controlling flow through the radiator and a second valve in the second parallel branch.

28. An engine as set forth in claim 27 wherein the first valve is in upstream flow relationship to the radiator.

29. An engine as set forth in claim 28 including a coolant pump for pumping coolant through the flow control system, the pump having an outlet that is in fluid communication with the first valve.

30. A method for controlling temperature of exhaust gas flow through an exhaust system of an internal combustion engine comprising an intake system for creating charge air and delivering the charge air to engine combustion chambers, a charge air cooler disposed in heat exchange relation with the charge air comprising a liquid flow path for liquid engine coolant to flow through the charge air cooler, a control system for controlling the exhaust system and engine coolant flow through the charge air cooler, the method comprising:

operating the control system to conjunctively control the exhaust system and coolant flow through the liquid flow path of the charge air cooler.

31. A method as set forth in claim 30 wherein the step of conjunctively controlling the exhaust system and coolant flow through the liquid flow path comprises conjunctively controlling exhaust back-pressure and coolant flow through the charge air cooler to create exhaust gas temperature high enough to initiate regeneration of an exhaust gas treatment device through which exhaust gas flows.

32. A method as set forth in claim 31 wherein the step of conjunctively controlling the exhaust system and coolant flow through the liquid flow path further includes controlling at least one of an EGR system for recirculating exhaust gas from the exhaust system to the intake system, a fuel injection system for injecting fuel directly into the combustion chambers, and an intake throttle in the intake system for selectively restricting charge air into the combustion chambers, in conjunction with controlling the exhaust back-pressure and coolant flow through the liquid flow path.

33. A method as set forth in claim 32 further including conjunctively controlling the exhaust system, coolant flow through the liquid flow path, and at least one of the EGR system, the fuel injection system, and the intake throttle as a function of ambient temperature.

34. A method for regulating charge air temperature in an intake manifold of an internal combustion engine comprising:

controlling the temperature of liquid engine coolant flowing through a liquid flow path of a charge air cooler that is in heat exchange relationship with charge air entering the intake manifold over a range that provides for the charge air to be selectively heated and cooled by liquid engine coolant.

35. A method as set forth in claim 34 wherein the temperature of the coolant flow through the liquid flow path is controlled by selectively apportioning flows from different portions of an engine cooling system.

36. A method as set forth in claim 35 wherein the step of selectively apportioning flows from different portions of the engine cooling system comprises selectively operating at least one valve selectively operable to a first condition that disallows flow through a first of parallel flow paths from different portions of the engine cooling system while allowing flow through a second of the parallel flow paths, to a second condition that disallows flow through the second of the parallel flow paths while allowing flow through the first of the parallel flow paths, to a third condition that divides incoming flow between the first and second of the parallel flow paths, and to a fourth condition that blocks incoming flow from the parallel flow paths.