Method of operating a supercharged methanol fueled diesel cycle internal combustion engine

• US 5,355,677 A
• Filed: 08/18/1993
• Issued: 10/18/1994
• Est. Priority Date: 09/10/1991
• Status: Expired due to Fees

• Current Assignee: MTU America, Inc. (Rolls-Royce Holdings Plc)
• Original Assignee: Detroit Diesel Corporation (Mercedes-Benz Group AG)
• Inventors: Hawkins, Jeffery S., Tasky, David P., Winsor, Richard E., Savonen, Craig L., Miller, Stanley P., Weisman, Steven M.
• Primary Examiner(s): KOCZO JR, MICHAEL
• Application Number:
  US08/108,313
• Time in Patent Office: 426 Days
• Field of Search: 60/602, 60/609, 60/611, 123/564
• US Class Current: 60/609
• CPC Class Codes: F02B 1/02 with positive ignition with non-timed positive ignition F02B9/06
• CPC Class Codes: F02B 2075/025 two
• CPC Class Codes: F02B 2275/32 Miller cycle
• 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: F02B 33/38 of Roots type
• CPC Class Codes: F02B 33/446 having valves for admission of atmospheric air to engine, e.g. at starting
• CPC Class Codes: F02B 37/04 Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
• CPC Class Codes: F02B 37/12 Control of the pumps
• CPC Class Codes: F02B 37/16 by bypassing charging air
• CPC Class Codes: F02B 39/16 Other safety measures for, or other control of, pumps
• CPC Class Codes: F02B 67/00 Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
• CPC Class Codes: F02B 7/02 the fuel in the charge being liquid
• CPC Class Codes: F02B 75/22 with cylinders in V, fan, or star arrangement
• CPC Class Codes: F02D 2009/0237 Increasing combustion chamber gas temperature
• CPC Class Codes: F02D 2009/0249 Starting engine, e.g. closing throttle in Diesel engine to reduce starting torque
• CPC Class Codes: F02D 23/02 the engines being of fuel-injection type
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

The combination of an intake air supply system with an internal combustion engine having a charge air cooler, a cylinder charging air intake and an exhaust discharge is provided. The intake air supply system includes a Roots-type positive displacement blower having inlet and outlet means and an exhaust gas driven turbo-compressor connected in series with the blower. The intake air supply system further includes a bypass passage connecting the blower inlet and outlet and a valve in the bypass passage to control the flow of fluid through the bypass. The valve is operative to open and close the bypass passage in response to engine operating parameters and to modulate the flow area of the passage in response to the same engine operating parameters so as to infinitely vary the flow area between the open and closed positions of the valve. The valve is modulated to operatively maintain the bypass passage at least partially open at engine idle, whereby the valve means permits bypass flow to recirculate air flow from the blower outlet to the inlet to reduce or limit the engine power absorbed by the blower or to conduct additional air flow around the blower directly from the turbo-compressor to the engine intake to avoid the restriction of the blower to increased charging air flow. A single valve means thus provides a dual function capability.

Claims

1. In an intake air supply system for use with an internal combustion engine, the intake air supply system having a positive displacement blower and a turbo-compressor connected in series with the blower, the blower providing a bypass passage and a valve means supported in the passage, the valve means being operable by a solenoid-driven actuator to adjust the position of the valve means within the bypass passage to any one of a plurality of positions within a predetermined range, a method of adjusting the position of the valve means to any one of said positions so as to continuously modulate the flow area of said passage, the method comprising the steps of:

calculating the position of the valve means based on engine speed, air pressure downstream of the turbo-compressor at a particular point and operator demand;

the step of calculating the position of the valve means including the step of determining a desired air pressure based on engine speed and operator demand;

sensing an actual air pressure at the same particular point downstream of the turbo-compressor and comparing the actual air pressure to the desired air pressure to obtain a first error signal;

calculating a desired valve means position based on said first error signal and a multiplier associated with the desired air pressure;

generating a feedback signal representing the actual valve means position and a comparing the actual valve means position to the desired valve means position to obtain a second error signal;

calculating a duty cycle based on said second error signal; and

energizing the solenoid based on the duty cycle, thereby controlling the position of the valve means in the passage and infinitely varying the flow area of said passage.

2. The method of claim 1 wherein the duty cycle is calculated utilizing a difference equation.

3. The method of claim 2 wherein the difference equation is % PWM_OLD =% PWM_NEW +CLBYG * [BYPINT * ERRPOS+BYPROP * (ERRPOS-ERRPOS1)], wherein % PWM_OLD is the value of a previously calculated solenoid percent duty cycle, % PWM_NEW is the value of the adjusted solenoid percent duty cycle, CLBYPG is the value of the valve means position loop gain, BYPINT is the value of the valve means position integral gain, BYPROP is the value of the valve means position proportional gain, ERRPOS is the value of the current valve means position error and ERRPOS1 is the value of a previously calculated valve means position error.