Systems and methods for a boosted internal combustion engine with an intake-side bypass line

Patent metadata

Field	Value
Publication number	US-10697362-B2
Application number	US-201815983586-A
Country	US
Kind code	B2
Filing date	May 18, 2018
Priority date	Jun 9, 2017
Publication date	Jun 30, 2020
Grant date	Jun 30, 2020

Abstract

Methods and systems are provided for a boosted internal combustion engine. In one example, a system may include an intake system for supplying charge air, a compressor arranged in the intake system, a first shut-off element arranged in the intake system upstream of an impeller of the compressor, a bypass line that branches off from the intake system upstream of the first shut-off element and that rejoins the intake system upstream of the impeller, a second shut-off element arranged in the bypass line, a compressed air line that opens into the bypass line downstream of the second shut-off element, and a third shut-off element arranged in the compressed air line. A map width of the compressor may be increased by providing airflow to the impeller via the bypass line during low mass flow conditions, and impeller acceleration may be expedited by providing compressed air via the compressed air line.

First claim

The invention claimed is:

1. An intake system for an internal combustion engine, comprising:
a compressor arranged in the intake system, the compressor including an impeller arranged on a rotatable shaft in a compressor housing;
a first shut-off element arranged in the intake system upstream of the impeller;
a bypass line that branches off from the intake system upstream of the first shut-off element and opens into the intake system again between the first shut-off element and the impeller, forming a mouth region, and in which a second shut-off element is provided;
a compressed air line that opens into the bypass line between the mouth region and the second shut-off element, the compressed air line coupled to a vessel that stores compressed air; and
a third shut-off element arranged in the compressed air line.

2. The intake system of claim 1 , wherein the bypass line forms an acute angle of inclination a with respect to a shaft.

3. The intake system of claim 1 , wherein a guide device is arranged in the mouth region of the bypass line.

4. The intake system of claim 3 , wherein the guide device is an adjustable guide device that comprises guide vanes rotatable by an adjustment device.

5. The intake system of claim 1 , wherein the mouth region causes an impingement of charge air on a limited segment of the impeller.

6. A method for controlling an intake system of an internal combustion engine, comprising:
via a controller, adjusting a first shut-off element position arranged in an intake passage upstream of an impeller of a compressor and a second shut-off element position arranged in a bypass passage coupling the intake passage upstream of the first shut-off element to the intake passage downstream of the first shut-off element based on one or more of engine speed, engine load, and charge air flow rate; and
adjusting a position of a third shut-off element arranged in a compressed air line coupled to the bypass line downstream of the second shut-off element position responsive to a tip-in event via the controller.

7. The method of claim 6 , wherein adjusting the first shut-off element position and the second shut-off element position based on one or more of the engine speed, the engine load, and the charge air flow rate includes:
actuating the first shut-off element into a fully closed position and the second shut-off element into an open position responsive to the charge air flow rate falling below a threshold charge air flow rate via the controller; and
actuating the first shut-off element into an open position and the second shut-off element into a fully closed position responsive to the charge air flow rate reaching or exceeding the threshold charge air flow rate via the controller.

8. The method of claim 6 , wherein adjusting the first shut-off element position and the second shut-off element position based on one or more of the engine speed, the engine load, and the charge air flow rate includes:
actuating the first shut-off element into a fully closed position and the second shut-off element into an open position responsive to the engine speed falling below a threshold engine speed via the controller; and
actuating the first shut-off element into an open position and the second shut-off element into a fully closed position responsive to the engine speed reaching or exceeding the threshold engine speed via the controller.

9. The method of claim 6 ; wherein adjusting the first shut-off element position and the second shut-off element position based on one or more of the engine speed, the engine load, and the charge air flow rate includes;
actuating the first shut-off element into a fully closed position and the second shut-off element into an open position responsive to the engine load falling below a threshold engine load via the controller; and
actuating the first shut-off element into an open position and the second shut-off element into a fully closed position responsive to the engine load reaching or exceeding the threshold engine bad via the controller.

10. The method of claim 6 , wherein adjusting the position of the third shut-off element responsive to the tip-in event includes:
actuating the third shut-off element from a fully closed position to an open position via the controller; and
actuating the third shut-off element to the fully closed position after maintaining the third shut-off element in the open position for a duration via the controller.

11. An engine system, comprising:
an engine coupled to an intake passage for receiving charge air and an exhaust passage for discharging exhaust gases;
a compressor positioned in the intake passage, the compressor including an impeller arranged on a shaft;
a first shut-off element disposed in the intake passage upstream of the impeller;
a bypass line coupled to the intake passage at a first junction upstream of the first shut-off element and a second junction downstream of the first shut-off element;
a second shut-off element disposed in the bypass line;
a compressed air line that couples a compressed air vessel to the bypass line downstream of the second shut-off element;
a third shut-off element disposed in the compressed air line; and
a controller storing executable instructions in non-transitory memory that, when executed, cause the controller to:
actuate the first shut-off element from an open position to a fully closed position and actuate the second shut-off element from a fully closed position to an open position responsive to a low charge air flow condition determined via the controller; and actuate the third shut-off element to an open position responsive to a tip-in event determined via the controller.

12. The engine system of claim 11 , further comprising a throttle and a charge air cooler, each of the throttle and the charge air cooler arranged in the intake passage downstream of the compressor.

13. The engine system of claim 11 , wherein the compressor is one of a radial compressor and an axial compressor.

14. The engine system of claim 11 , further comprising a turbine arranged in the exhaust passage, and wherein the turbine is coupled to the compressor via the shaft.

Assignees

• Ford Global Tech Llc

Inventors

• Smiljanovski Vanco
• Kraemer Frank
• Kemmerling Joerg
• Kindl Helmut
• Sommerhoff Franz Arnd
• Kuske Andreas
• Groeger Jens
• Friederichs Hanno
• Brinkmann Franz

Classifications

• F02B29/02

  Other fluid-dynamic features of induction systems for improving quantity of charge (for also imparting a rotation to the charge in the cylinder F02B31/00) · CPC title

• Y02T10/12

  Improving ICE efficiencies · CPC title

• F02D23/00

  Controlling engines characterised by their being supercharged · CPC title

• F02M23/00

  Apparatus for adding secondary air to fuel-air mixture · CPC title

• F02D31/005

  by controlling a throttle by-pass · CPC title