• 专利附录
  • 专利说明
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    • 专利摘要:
    Methods and apparatus relate to air handling for an internal combustion engine system, and more particularly to the use of a premix of air and fuel. The engine system includes an intake throttle (IAT) having a position that is adjusted in response to engine speed and a variable valve timing module having intake valve timing that is adjusted in response to engine load. The variable valve timing module may be a cam phaser having a position at or between full deceleration and full advance positions. The engine system may operate in a transient mode or a fuel efficiency mode. The IAT position is adjusted in response to an engine speed error value or set to fully open throttle (full throttle). The cam phaser position is adjusted or set to a limit position in response to a pressure differential across the IAT, the engine speed.
    公开号:AT517531A2
    申请号:T50723/2016
    申请日:2016-08-08
    公开日:2017-02-15
    发明作者:
    申请人:Cummins Ip Inc；
    IPC主号:
    专利说明:

    TECHNICAL AREA
    This disclosure generally relates to the control of an internal combustion engine system, and more particularly to the cooperative control of intake valve timing and air throttle in an internal combustion engine.
    BACKGROUND
    Internal combustion engine systems are often required to meet various performance goals that include engine speed, power generation, efficiency, and regulatory requirements. For example, achieving target engine speed in power generation applications of utility companies to synchronize with the electrical grid is important. In order to achieve these performance goals, it is often desirable to control the contents of an engine cylinder during combustion, including the amount of air and its associated characteristics (e.g., temperature and pressure). Among the techniques for controlling the flow of air into one or more engine cylinders, internal combustion engine systems often include an intake throttle and a cam. The intake throttle is often adjustable to provide a desired airflow from the surrounding environment to an intake manifold. Air is supplied from the intake manifold to an engine cylinder through an intake valve, the opening and closing of which can be controlled by the cam. The air flow to the engine cylinder may be adjusted by providing a cam phaser, which is a technique of variable valve timing to change the phase of the cam (eg, the timing of opening and closing the valve, which affects the amount of air flowing into the engine Engine cylinder flows) and thus provide the engine cylinder with a desired amount of air. As the operating conditions of the engine change, the desired amount of airflow may change to achieve the required different performance goals.
    SHORT VERSION
    Aspects of various embodiments relate to a method of air handling for an engine system during stoichiometric combustion. An engine speed and an engine load of the engine system are determined. The engine load is one of an actual engine load and a predicted engine load. An intake air throttle (IAT) position is adjusted in response to the engine speed. Intake valve timing is adjusted in response to the engine load. Adjusting the intake valve timing may include adjusting at least one of a cam phaser position and an intake valve opening duration.
    An engine operating mode for the engine system may be determined in response to engine load, wherein the engine operating mode is one of a transient mode and a fuel efficiency mode. A transient mode may be determined in response to a partial engine load, wherein the intake valve timing is adjusted to improve the transient response time. In transient mode, the IAT position may be adjusted in response to an engine speed error value and / or engine load to maintain a target engine speed.
    A fuel efficiency mode may be determined in response to a higher engine load than the partial engine load range. In the fuel efficiency mode, the IAT position may be adjusted in response to an engine speed, engine load, and / or engine speed error value to maintain a target engine speed. The intake valve timing may be adjusted in response to engine load, a pressure differential across the IAT, an effective compression ratio (ECR), and / or a pressure differential error value across the IAT.
    Additionally or alternatively, in a fuel efficiency mode, the IAT position may be set to a full throttle position, and the intake valve timing may be adjusted to a target engine speed in response to the engine speed and / or engine speed error value maintain.
    Some embodiments relate to a motor controller that includes a hardware description module (HDM), an air handling determination module (AHDM), and a hardware command module (HCM). The HDM provides one or more engine parameters including an engine speed and an engine load. The engine load is one of an actual engine load and a predicted engine load. The AHDM provides a ΙΑΤ position in response to engine speed and provides an intake valve timing value in response to engine load. The HCM provides an IAT command in response to the ΙΑΤ position and an intake valve timing command in response to the intake valve timing value.
    Other embodiments relate to an engine system that includes an air handling system and an engine block. The air handling system includes an intake air path, an IAT along the intake path, having a ΙΑΤ position and a cam phaser along the intake path, having a cam phaser position. The engine block includes a set of cylinders in fluid communication with the intake air path. The engine system further includes means for controlling the ΙΑΤ position and the cam phaser position to improve transient response time in a transient mode and brake thermal efficiency in a fuel efficiency mode.
    Although several embodiments are disclosed, other embodiments of the present invention will become apparent to those skilled in the art from the following detailed description, which shows and describes illustrative embodiments of the invention.
    BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic illustration of an engine system including a processing subsystem, in accordance with some embodiments. FIG. FIG. 2 is a schematic illustration illustrating the processing subsystem of FIG. 1 with a controller, according to some embodiments. FIG. 3 is a flowchart diagram of an example procedure for operating an engine system according to some embodiments. FIG. 4 is a flowchart diagram of an example procedure for operating an engine system in a transient mode according to some embodiments. FIG. 5 is a flowchart diagram of an example procedure for operating an engine system in a fuel efficiency mode according to some embodiments. FIG. 6 is a flowchart diagram of an example procedure for operating an engine system in a different fuel efficiency mode according to some embodiments. FIGURES 7, 8, and 9 are illustrations of example plots illustrating the position of an IAT and a cam phaser during operation of an engine system according to some embodiments.
    While the invention is susceptible to various modifications and alternative forms, specific embodiments have been shown by way of example in the drawings and will be described in detail below. The intention, however, is not to limit the invention to the particular embodiments described. On the contrary, the invention is intended to cover all modifications, equivalents and alternatives falling within the scope of the invention as defined by the appended claims.
    DETAILED DESCRIPTION
    In the following detailed description, reference is made to the accompanying drawings, which form a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. These embodiments are shown in sufficient detail to enable those skilled in the art to practice the invention, and it is to be understood that other embodiments are utilized and that structural changes may be made without departing from the scope of the present invention. Therefore, the following detailed description is not to be taken in a limiting sense, and the scope of the present invention is defined by the appended claims and their equivalents. FIG. 1 is a schematic illustration of an engine system 10 according to some embodiments. As shown, the engine system 10 is configured to operate with a premix of air and fuel such that the engine torque is controlled by the mixed airflow. Fuels that can be used with a pre-mix configuration of air and fuel include natural gas or gasoline. In some embodiments, the engine is running with stoichiometric combustion such that the ratio between air and fuel is stoichiometric (e.g., in a natural gas gasoline engine). In various embodiments, the engine system 10 runs at a non-stoichiometric ratio of combustion (e.g., lean burn).
    As illustrated, the engine system 10 includes an engine 12 having an external load 14 coupled to the crankshaft of the engine 12 for applying a load thereto. In some embodiments, the external load 14 is an electrical generator that may provide power to an electrical grid, for example. In additional embodiments, the external load 14 may be a compressor or a transmission (e.g., in a vehicle application).
    Some applications for the engine system 10 will involve applying an external load 14 to the crankshaft of a warmed-up engine system 10. Typically, the applied load is first a fraction of the rated load or a partial load. Then, the applied load is increased by the external load 14 with time (e.g., on the order of seconds or minutes) until the rated load is applied. Such increases may be continuous or discrete. This phase of operation may be referred to as a "load picking". The engine system I0 is advantageously designed to improve the transient response time during load pick-up, or to transition quickly from a lower load to a higher load, by operating in a transient mode. Frequently, once a high load or rated load is applied, the engine system 10 does not need to change the engine load rapidly (e.g., steady state) and operates near a nominal engine speed and near a nominal engine load. During nominal operation, the engine system 10 is advantageously designed to improve brake thermal efficiency in a fuel efficiency engine operating mode, allowing the engine system to run at relatively lower cost than in transient mode with respect to fuel consumption. The details of the engine system 10 and its operation will be described in greater detail herein.
    In the illustrated embodiment, the exemplary engine system 10 includes an air handling system 16 to provide charge air to the engine 12, a fuel delivery system 18 to provide fuel to the air handling system 16 and / or the engine 12, and an exhaust system 20 to remove exhaust from combustion away from the engine 12 to drain. As used throughout this disclosure, "charge air" may refer to ambient air recirculated exhaust air, fuel laden air, or any related variations or combinations thereof.
    The exemplary engine 12 includes cylinders 22 for burning the charge air to provide power for rotating the crankshaft. In general, the cylinders 22 have a geometric compression ratio, which is fixed in particular during operation of the engine system 10. The geometric compression ratio is the ratio of cylinder internal volume between top dead center (TDC) and bottom dead center (BDC).
    Air is supplied to each of the cylinders 22 through the air handling system 16 along an intake air path. In some embodiments, the air handling system 16 includes an intake air duct 24 that includes: an intake port 26, often with an air cleaner, for receiving a flow of charge air from the surrounding environment; an intake air throttle (IAT) 28 for regulating the flow of charge air along the intake air duct; an intake manifold 30 for receiving the regulated flow of charge air from the intake air duct, and a cam drive / camshaft 32 for regulating the time in which the intake valves are open and supplying the charge air to the cylinders 22 from the intake manifold. After the charge air is combusted in the cylinders 22, exhaust leaves the cylinders through an exhaust path including, for example, an exhaust manifold 34 and an exhaust conduit 36.
    The engine system 10 further includes, as shown, an optional turbocharging system 38 coupled to the air treatment system 16 and the exhaust system 20. As illustrated, the turbocharging system 38 includes a turbocharger having a compressor in fluid communication with the intake air conduit 24 to pressurize charge air upstream of the IAT 28 and a turbine in fluid communication with the exhaust conduit 36 downstream of the exhaust manifold 34 In embodiments, the turbocharger system 38 includes multiple turbochargers to form a multi-stage turbocharger system (eg, a two-stage turbocharger system having a high and a low stage). In some cases, the turbocharger system 38 is considered part of the air handling system 16 for control purposes.
    The exemplary IAT 28 is positioned along the intake air conduit 24 upstream of the intake manifold 30 to adjust the charge air flow to the intake manifold. In some embodiments, the IAT 28 is a valve, such as a flap valve. The IAT 28 is adjustable to continuous and / or discrete amounts by a range, for example, between a closed position (e.g., no throttle) and a wide open position (e.g., fully open throttle). For a butterfly valve, the fully open position corresponds to the case where the valve is in parallel with the charge air flow through the intake air conduit 24. In some embodiments, the IAT 28 has a nominal position in response to engine speed and engine load determined during calibration and sometimes stored in memory in one or more tables (eg, engine speed and engine load as inputs, IAT position as output). ,
    In various embodiments, there is a pressure drop or pressure differential (e.g., delta pressure or ΔΡ) across the IAT 28. The wider or more open the IAT 28, the lower the pressure differential across the IAT. For example, when the IAT 28 is fully open, the pressure differential may be equal to 0 psi or very low (e.g., 2 or 3 psi). The further the IAT 28 is closed, the greater the pressure difference across the IAT.
    In some embodiments, the position of the IAT 28 is controlled by mechanical means. The exemplary IAT 28 has a relatively fast response time for the air handling system 16.
    In the illustrated embodiment, the cam drive 32 includes a variable valve module 40 to adjust the timing and / or duration in which the intake valves are open and / or closed to adjust the volumetric efficiency in the cylinders. As the cam lobes rotate, the intake valves and, optionally, the exhaust valves are opened and closed.
    The variable valve module 40, for example, in the form of a cam phaser opens the valves sooner or later depending on its position. In some embodiments, the variable valve timing module 40 in the form of a cam phaser forms at least part of a variable valve timing system (WT). Although the variable valve module 40 in the form of a cam phaser is explained in greater detail herein, this disclosure recognizes that a variable valve actuation (WA) system may also be used. In other embodiments, the variable valve module 40 is capable of independently shortening or lengthening the duration in which the intake valves are open as part of a WA system.
    In some embodiments, the variable valve module 40, also referred to herein as a cam phaser 40 as a non-limiting example of a variable valve module, is contiguous and / or discrete throughout a range, for example, between a fully advanced position and a fully retarded position adjustable. The cam phaser 40 may also have a nominal position corresponding to the configuration of the engine 12 that is between an advance limit and a deceleration limit. A delay range of the cam phaser 40 is between the deceleration limit and the nominal position. A pre-shift range of the cam phaser 40 is between the advance limit and the nominal position. In some embodiments, the nominal position of the cam phaser 40 is determined during calibration and is sometimes stored in one or more tables in memory (e.g., engine speed and engine load as inputs, cam phaser position as output).
    Each position of the cam phaser 40 corresponds to a phase (e.g., timing) in which the intake valves are open relative to the crankshaft position or piston position during a combustion cycle. For example, during the intake stroke in a four-stroke combustion cycle (eg, intake to BDC, compression to TDC, work to BDC, and exhaust to TDC), a nominal position of the cam phaser 40 may include opening the intake valves at TDC (eg, the beginning of the intake stroke) and closing BDC (eg the end of the intake stroke).
    With the nominal position defined in this manner, a cam position in the deceleration region would correspond to the later opening, such as after TDC (e.g., during the intake stroke) and subsequent closure, such as after BDC (e.g., during the compression stroke) of the intake valves. The corresponding full deceleration position of the cam phaser 40 would open the intake valves at a latest time allowed by the cam phaser (eg, 20 degrees) during the intake stroke and the intake valves at the latest time allowed by the cam phaser (eg, 20 degrees). , close during the compression stroke to maximize the filling of the engine cylinders from the pressurized intake manifold.
    Accordingly, a cam position in the advance range would correspond to the earlier opening, such as before TDC (e.g., during the exhaust stroke) and earlier closing, such as prior to BDC (e.g., during the intake stroke), of the intake valves. The corresponding full advance position of the cam phaser 40 would open the intake valves at an earliest time allowed by the cam phaser (eg, 20 degrees) during the exhaust stroke before TDC and at the earliest time allowed by the cam phaser (eg, 20 degrees) is, during the intake stroke before BDC, to minimize the filling of the engine cylinders from the pressurized intake manifold.
    In some embodiments, the cam phaser 40 is a device having an interior section and an exterior section and is hydraulically adjustable in its area. The exemplary cam phaser 40 has a relatively slower response time compared to the response time of the IAT 28. For example, in other embodiments, a WA system includes a lost motion system, and a longest duration in which the valves are open corresponds to the "full deceleration" position, and a shortest duration in which the valves are open, corresponds to the "full advance" position of the WT system.
    As shown, the engine system 10 includes a controller 42 that is operatively coupled to one or more other components of the engine system that perform certain operations to measure parameters and control the one or more components. Although the controller 42 may be coupled to multiple components, the operational coupling of the controller 42 to the IAT 28 and the cam phaser 40 is shown. The example controller 42 provides one or more commands to adjust characteristics of the charge air flow to the cylinders 22.
    As illustrated, the controller 42 is coupled to one or more sensors that may be along the intake air path, the exhaust path, or elsewhere in the engine system 10. Exemplary sensors include, as shown, an IAT pressure sensor 44, a compressor outlet pressure sensor 46, an intake manifold pressure sensor (IMP) 48, an exhaust manifold pressure sensor (EMP) ) 50, a turbine inlet pressure sensor 52, an engine speed sensor 54, and a mass flow sensor 56 (eg, during intake or exhaust). One or more of these
    However, sensors may be missing in various embodiments of the engine system 10.
    The exemplary IAT pressure sensor 44 is a differential pressure sensor that provides a relative pressure difference between the charge air flow upstream and downstream of the IAT 28. In other embodiments (not shown), the IAT pressure sensor 44 includes an upstream absolute pressure sensor and a downstream absolute pressure sensor, and the controller 42 interprets the absolute pressure sensor values to provide a pressure differential. The exemplary compressor outlet pressure sensor 46 and turbine inlet pressure sensor 52 are shown positioned relative to a single turbocharger. In alternative embodiments (not shown) having two turbochargers, the sensors 46, 52 may be placed relative to the high pressure turbocharger, the low pressure turbocharger, or a mix thereof. The exemplary mass flow sensor 56 is positioned to measure the charge air flow along the intake air path.
    In some embodiments, the controller 42 may be considered to include any of these sensors in addition to other sensors; however, in other embodiments, controller 42 may be missing one or more of these sensors.
    Many aspects of this disclosure are described in terms of actions to be performed by elements of a driver, controller, module and / or computer system or other hardware capable of executing programmed instructions. These elements may be embodied in a controller of an engine system, such as an engine control module or unit (ECM or ECU), or in a controller separate therefrom and communicating with an ECM or an ECU. In one embodiment, the controller and / or the ECM / ECU may be part of a controller area network (CAN) in which the controller, the sensor, and / or the actuator communicate via digital CAN messages. It will be appreciated that in each of the embodiments, the various functions for implementing the control strategy could be performed by specialized circuits (eg, discrete logic gates interconnected to perform a particular function) of program instructions, such as program modules, which may be of a type or a plurality of processors (for example, a central processing unit (CPU) or a microprocessor) or a combination of both, all in hardware and / or non-transitory computer readable instructions of the ECM / ECU and / or Other controllers or multiple controllers can be implemented. The logic of embodiments consistent with the disclosure may be implemented in any type of suitable hardware and / or non-transient computer-readable instructions having portions that are in the form of computer-readable storage medium having a control algorithm recorded thereon. such as the executable logical instructions disclosed herein, and may be programmed, for example, to include one or more one or more one-dimensional look-up tables and / or calibration parameters. The computer readable medium may include a random access memory (RAM), a read only memory (ROM), an erasable programmable read only memory (EPROM or flash memory), an optical fiber, and a portable compact disc. Read-only memory (CD-ROM) or any other solid state, magnetic and / or optical disk medium capable of storing information. Thus, various aspects may be embodied in many different forms, and all such forms are to be considered consistent with this disclosure.
    In some applications, when a load is applied, the engine system 10 is instructed to "press" against the applied load to provide power at a constant or target engine speed. A certain amount of charge air is required for combustion to maintain engine speed during "pushing" against the applied load. The exemplary engine system 10 makes advantageous use of both the IAT 28 and the cam phaser 40 to adjust the amount of charge air delivered into the cylinders 22. In particular, exemplary engine system 10 sets a ΙΑΤ position and a cam phaser position in response to engine speed and / or engine load with a command / commands from controller 42. For some cases, the IAT position and / or the cam phaser position are further adjusted in response to a target engine speed and a target engine load.
    The engine load may be an actual engine load or a predicted engine load. The actual engine load is determined in response to one or more sensor measurements. For example, the actual engine load may be determined in response to one or more measurements from the compressor outlet pressure sensor 46, the IMP sensor 48, the EMP sensor 50, the turbine inlet pressure sensor 52, and the mass flow sensor 56. However, one or more of these measurements may also be omitted. In some embodiments, the actual engine load is determined in response to an EMP measurement. In various embodiments, the actual engine load is determined in response to a load signal. For example, a load signal may be a kilowatt load signal provided by a generator used as external load 14.
    Accordingly, a predicted engine load relates to an engine load in a forward-looking time horizon. In some embodiments, the predicted engine load includes a predicted torque request (e.g., reactive) or a desired engine load (e.g., proactive) a few seconds into the future based on one or more engine parameters.
    In some embodiments, exemplary engine system 10 adjusts an IAT position in response to engine speed and a cam phaser position in response to engine load with a command from controller 42. The IAT 28 is a faster controller than the cam phaser 40 and is suitable for quickly controlling engine speed. In some applications, such as electricity generation for a utility grid, synchronizing engine speed with the power grid and thus maintaining accurate engine speed is an important requirement.
    On the other hand, the cam phaser 40 is suitable for directly controlling the effective compression ratio (ECR) of the engine 12 or the volumetric efficiency. The ECR is defined as an intermediate variable calculated at least from the EMP and IMP, with greater emphasis on the EMP. Thus, the ECR is less affected by the position of the IAT 28 than by the position of the cam phaser 40.
    Further, the cam phaser 40 is optionally adjusted via the IAT 28 in response to a target pressure differential. For example, once a position of the IAT 28 is set, it sets a pressure differential across the IAT 28, and by setting the cam phaser 40 to a retarded position (eg, more air to the cylinders), the ΙΑΤ pressure differential becomes low due to the reduced pressure in the intake manifold increase. Similarly, by setting the cam phaser 40 to an advanced position (e.g., less air to the cylinders), the IAT pressure differential will decrease due to the increased pressure in the intake manifold. Generally, the higher the pressure differential, the lower the efficiency of the open cycle of the engine system 10 (e.g., higher pumping loss) and vice versa. On the other hand, the higher the pressure differential, the greater the influence of the position of the IAT 28 on the charge air flow to the cylinders. With this insight, the cam phaser 40 can be adjusted along with the IAT 28 to maintain a pressure differential to adjust the efficiency of the open cycle and / or the pumping losses and thus the brake thermal efficiency with the control of the charge air to the cylinders by the IAT.
    In addition, the exemplary engine system 10 changes the control mode in response to the operating state of the engine system 10. For example, the engine system 10 may detect a part load condition when the target engine load is in a part load range that may range from 0% to less than 100% of the rated load. Non-limiting examples of part load ranges include 0% to 50%, 20% to 60% or 0% to 80%. In various embodiments, the partial load range is an area that is less than a threshold load, such as 50% of rated load.
    In response to the partial load, which may mean that the target engine load changes every few seconds or minutes, the example engine system 10 enters a transient mode and sets the cam phaser 40 to a full retard position to determine volumetric efficiency and / or thus improving the ECR and thus improving the transient response time by allowing the largest amount of air to be delivered to the cylinder 22 at each engine speed. In some embodiments, the IAT 28 is set to an initial position in response to the target engine speed to control the engine speed with the relatively fast response time of the IAT. In various embodiments, the position of the IAT 28 is further adjusted or adjusted to a feedback position determined in response to comparing the engine speed with the target engine speed (e.g., an engine speed error value).
    As used herein, the term "error value" means the result determined in response to the comparison of two values or sets of values. For example, an error value may be the difference between an actual / measured value and a target value. Other types of error calculations and comparisons known to those skilled in the art are also contemplated.
    In another example, the engine system 10 may detect or interpret a high load condition that is greater than the part load range and up to 100% of the rated load. In response to the high load condition, which may mean that the target engine load changes less rapidly, the example engine system 10 enters a fuel efficiency mode and adjusts the IAT 28 to an initial position depending on the target engine speed and the target engine load to control the engine speed , In various embodiments, and similar to the transient mode of operation, the position of the IAT 28 is further adjusted or adjusted to a feedback position that is determined based on a comparison of the engine speed with the target engine speed (e.g., an engine speed error value).
    The example engine system 10 also adjusts the cam phaser 40 to an initial position in response to the high load condition depending on at least one of a target engine load, a target pressure differential across the IAT, and a target ECR. In various embodiments, the cam phaser 40 is further adjusted or adjusted in response to comparing the actual pressure differential across the IAT 28 with the target pressure differential (e.g., pressure differential error value). In some embodiments, the starting position and the feedback position of the cam phaser 40 are advanced relative to a nominal position of the cam phaser.
    In another or alternative embodiment, the engine system 10 enters an alternative fuel efficiency mode in response to the high load condition. In the alternate fuel efficiency mode, the IAT 28 is set to a full throttle position (or fully open throttle position) and the cam phaser 40 is set to an initial position in response to the target engine speed. Further, the cam phaser 40 may be set to a feedback position in response to an engine speed error value.
    In certain embodiments, the controller 42 forms a portion of a processing subsystem 200 (FIG. 2) that includes one or more computing devices that include storage, processing, and communication hardware. The controller 42 and its functionality may be implemented in any known manner. For example, the controller 42 may be a single device or a distributed device, and the functions of the controller may be performed by hardware and / or as computer instructions on a non-transitory computer-readable storage medium.
    In certain embodiments, the controller 42 includes one or more modules that functionally perform the operations of the controller. The description herein includes modules that emphasize the structural independence of certain aspects of the controller 42 and illustrates a grouping of operations and responsibilities of the controller. Other groupings that perform similar overall operations are understood to be within the scope of this disclosure. Modules may be implemented in hardware and / or as computer instructions on a non-transient computer-readable storage medium and distributed over various hardware or computer-based components.
    Exemplary and non-limiting module timing elements include sensors providing each value determined herein, sensors providing each value preceded by a value determined here, data link and / or network hardware, including communication circuits, crystal oscillators, communication links, cables, twisted lines , Coaxial cabling, shielded cabling, transmitters, receivers and / or transceivers, logic circuits, hardwired logic circuits, reconfigurable logic circuits in a particular permanent state configured according to the module specification, any actuator including at least one electrical , hydraulic or pneumatic actuator, a solenoid, an operational amplifier, analog controls (springs, filters, integrators, adders, dividers, gain elements) and / or digital controls. FIG. 2 is a schematic illustration showing the processing subsystem 200 including a controller 42, according to some embodiments. The example processing subsystem 200 includes one or more inputs 205 to provide information to the example controller 42 and one or more outputs 210 to provide commands from the example controller 42.
    The input / outputs 205 and the output / outputs 210 are not limited in any particular way, and may be of a mechanical, electrical, electronic, electromagnetic, and / or optical nature, for example. For example, the one or more inputs 205 may include an indication of one or more of the sensors 44, 46, 48, 50, 52, 54, and 56 (FIG. 1) as needed. For example, the one or more outputs 210 may include a command to the IAT 28 and / or the cam phaser 40 as needed.
    As further illustrated, the controller 42 includes a hardware definition module (HDM) 215, an air handling determination module (AHDM) 220, and a hardware command module (HCM) 225. The example controller 42 also includes one or more parameters related to the engine system, such as engine speed 230 an engine load 235, a target engine speed 240, an engine speed error value 245, an engine operating mode 250, an IAT position 255, an intake valve timing value 257, a cam phaser position 260, an intake valve opening duration 262, a pressure differential across the IAT 265, a target pressure differential across the IAT 270, a Pressure differential error value 275 (eg, via the IAT) and / or a target ECR 280.
    The exemplary HDM 215 interprets or determines one or more parameters available to the controller 42 for storage, output, and / or further processing by modules in the controller. For example, the HDM 215 may interpret or determine one or more of engine speed 230, engine load 235, target engine speed 240, engine speed error value 245, pressure differential across IAT 265, target pressure differential across IAT 270, pressure differential error value 275, and / or the target ECR 280. The exemplary HDM 215 interprets parameters in response to the input (s) 205 and / or other parameters available to the controller 42. In one example, the HDM 215 interprets the engine load 235 as an actual engine load in response to the input 205 from the EMP sensor 50. In another example, the HDM 215 interprets the engine speed error value 245 in response to a comparison of the engine speed 230 (eg, from the input 205 from the engine speed sensor 54) and the target engine speed 240 (eg, a received, stored or determined value).
    In some embodiments, to perform the functions described herein, the HDM 215 may include one or more analog-to-digital converters (ADCs), a processor, a non-transitory computer-readable storage medium, a bus, wired / wireless connection hardware, and the like or one or more of the sensors 44, 46, 48, 50, 52, 54 and 56 (FIG. 1). In other embodiments, one or more of these may be excluded from the HDM 215.
    The exemplary AHDM 220 determines one or more parameters for controlling the air handling system 16 (FIG. 1), such as the IAT position 255 and the intake valve timing value 257. In some embodiments, the intake valve timing value 257 includes a cam phaser position 260 (eg, in a WT system) ). In various embodiments, the intake valve timing value 257 includes an intake valve opening duration 262 (e.g., in a VVA system). These air handling control parameters are determined in response to one or more engine parameters available to the controller 42. For example, IAT position 255 and / or intake valve timing value 257 may be determined in response to engine speed 230 and / or engine load 235. In another example, the IAT position 255 may be determined in response to the target engine speed 240 and / or the engine speed error value 245. In yet another example, the intake valve timing value 257 may be determined in response to the target engine speed 240, the engine speed error value 245, the target pressure differential across the IAT 270, the pressure differential error value 275, and / or the target ECR 280. In some embodiments, to perform the functions described herein, the AHDM 220 may include one or more of a processor, a non-transitory computer-readable storage medium, a bus, and / or wired / wireless connection hardware. In other embodiments, one or more of these may be excluded from the AHDM 220.
    The exemplary HCM 225 provides one or more commands for a component of the engine system 10 in response to one or more control signals, such as an IAT position command and an intake valve timing command (e.g., cam phaser position command). In some embodiments, to perform the functions described herein, the HCM 225 may include, but is not limited to, the IAT 28, the cam phaser 40, a processor, a non-transitory computer-readable storage medium, a bus, and / or wired / wireless connection hardware is limited. In other embodiments, one or more of these may be missing from the HCM 225. FIG. 3 is a flowchart diagram of an example procedure 300 for operating an engine system, such as the engine system 10, in accordance with some embodiments. In operation 305, an engine is started and warmed to a target engine speed (e.g., an engine idle speed). The target engine speed may be fixed in some applications, such as stationary power generation. The internal combustion engine may be configured to run with stoichiometric combustion (e.g., for a natural gas engine).
    In operation 310, an external load is applied to the engine. For example, the external load may be a generator in an electricity generating application that generates electrical power. Some external loads are capable of varying the load applied to the internal combustion engine in a range of 0% to 100% of the rated load of the engine system, such as from 20% to about 100%.
    In operation 315, an engine speed and engine load of the engine system are determined. The engine speed may be determined in response to a measurement from an engine speed sensor. The engine load may be an actual engine load or a predicted engine load, such as a predicted torque request or a desired engine load.
    In operation 320, an engine operating mode is determined in response to engine load. In the illustrated embodiment, the engine load may be classified or categorized as a partial load or a high load. The partial load condition may be defined by a range or threshold. The high load condition may be defined by a range or threshold above the part load range and may include the rated load of the engine system. The particular engine operating mode may be a transient mode and / or a fuel efficiency mode.
    A process 325 is performed when determining a transient engine operating mode in response to a partial load condition. In operation 325, the engine system is operated in a transient mode. In an electricity generation application, a partial load condition may indicate that the engine load will increase in a few seconds toward a higher engine load, such as the rated engine load. The engine load can benefit from a higher volumetric efficiency for faster load bearing. An exemplary procedure 400 for carrying out the process 325 will be described in more detail in FIG. 4.
    Operation 330 is performed when a fuel efficiency engine operating mode is determined in response to a high load condition. In operation 330, the engine system is operated in a fuel efficiency mode. In an electricity generation application, a high load condition may indicate that the engine load will not change rapidly and / or that the engine load is near a nominal or steady state condition. The engine system can benefit from higher open cycle efficiency and lower pumping losses. Exemplary procedures 500, 600 for carrying out operation 330 are shown in greater detail in FIGURES 5 and 6. FIG. 4 is a flowchart diagram of an example procedure 400 for operating an engine system in a transient mode according to some embodiments. In operation 405, the cam phaser is set to a full retard position. In various embodiments, the full deceleration position corresponds to the highest ECR position and / or a highest volumetric efficiency position for the cam phaser.
    In operation 410, the IAT is placed in an initial position (e.g., home position) in response to engine speed and, optionally, engine load. The initial position of the IAT, in conjunction with the fully retarded cam phaser position, adjusts the amount of charge airflow delivered to the cylinders and thus controls the engine speed. In some embodiments, the initial IAT position is less open than a nominal IAT position. In various embodiments, the charge air flow corresponding to the initial IAT position and the fully retarded cam phaser position is approximately equal to the charge air flow corresponding to the nominal ΙΑΤ position and the nominal cam phaser position. Operation 410 may be considered as a feedforward control operation.
    In the illustrated embodiment, the procedure 400 proceeds to a feedback control or control loop after the engine speed and / or engine load has stabilized, in which each iteration measures the engine speed and adjusts the ΙΑΤ position to a feedback IAT position. In operation 415, the engine speed is measured. In operation 420, the engine speed is compared with the target engine speed, which may be fixed for a power generation application. An engine speed error value may be determined in response to the comparison. In operation 425, the ΙΑΤ position is adjusted or adjusted in response to the comparison or error value to maintain the target engine speed.
    In some embodiments, a feedback IAT position is determined in response to the engine speed error value to reduce the error and maintain engine speed in response to engine load disturbances. For example, if the applied engine load increases during load pickup, the engine speed is temporarily slowed below the target engine speed. Because the engine speed is monitored, the ΙΑΤ position is adjusted to a more open position in response to a slowed engine speed to increase the charge air flow, which returns the engine speed to the target engine speed. This feedback control loop may continue to iterate until the engine system is operating in another mode. In this manner, the procedure 400 facilitates the response to the increase in applied load while improving volumetric efficiency and / or ECR. FIG. 5 is a flowchart diagram of an example procedure 500 for operating an engine system in a fuel efficiency mode according to some embodiments. As illustrated, procedure 500 includes two control paths. The first control path begins with operation 505 where the cam phaser is set to an initial position (e.g., home position) in response to engine load. In various embodiments, the initial cam phaser position is set to a prepositioned advanced position in response to engine load at or above 50%. In alternative embodiments, the initial cam phaser position is set to an advanced position in response to an engine load at or above 80% or at an engine load between 50% and 80%. In some embodiments, the initial cam phaser position is advanced fully / maximally at an engine load of about 100%.
    The initial cam phaser position may also be adjusted in response to engine speed for some applications where the target engine speed is not fixed, for example. Operation 505 may be considered as a feedforward control operation.
    In various embodiments, the first control path for the example procedure 500 proceeds to a feedback control or control loop after the engine speed and / or engine load have stabilized, at which each iteration measures a pressure differential and sets the cam phaser position to a feedback cam phaser position. In operation 510, the pressure difference across the IAT is measured. In operation 515, the pressure difference across the IAT is compared to a target pressure differential across the IAT. A pressure difference error value may be determined in response to the comparison. In operation 520, the cam phaser position is adjusted or adjusted in response to the comparison or error value to maintain the target pressure differential across the IAT.
    In some embodiments, the target pressure differential across the IAT is selected to provide a balance between desired control capability over the charge airflow and / or to reduce pumping losses. For example, if the ΙΑΤ position continues to open in response to a higher engine speed, the pressure differential across the IAT will temporarily decrease. Because the pressure difference is monitored to reduce the pressure differential error value, the current cam phaser position is set to a more retarded position to reduce the pressure downstream of the IAT, which recycles the pressure differential to the target pressure differential. This feedback control loop in the first control path may continue to iterate until the engine system is operated in another mode. Because the first control path involves adjusting the cam phaser, which is a slower actuator than the IAT, this control loop may be referred to as the "slow control loop".
    The second control path for the example procedure 500 begins with a process 525 in which the ΙΑΤ position is set to an initial position (e.g., home position) in response to engine speed and, optionally, engine load. In some embodiments, the ΙΑΤ position is set more open than a nominal IAT position. In various embodiments, the charge air flow corresponding to the initial IAT position and the initial cam phaser position (set in response to the engine load in operation 505) is approximately equal to the charge air flow corresponding to the nominal IAT position and the nominal cam phaser position , Operation 525 may be considered as a feedforward control operation.
    In various embodiments, the second control path continues in a feedback control or control loop after the engine speed and / or engine load stabilize, in which each iteration measures an engine speed and adjusts the IAT position to a feedback IAT position. In operation 530, the engine speed is measured. In operation 535, the engine speed is compared to a target engine speed. An engine speed error value may be determined in response to the comparison. In operation 540, the IAT position is adjusted or adjusted in response to the comparison or error value to maintain the target engine speed.
    In some cases, maintaining engine speed at the target engine speed is an important requirement. Because the IAT is a faster actuator than the cam phaser, the IAT position is suitable for quickly responding to engine speed disturbances and adjusting the charge air flow. As previously mentioned, the ability for the IAT position to affect the charge air flow is also affected by the pressure differential across the IAT set by the cam phaser in the first control path (act 520). Because the second control path involves setting the IAT, this control loop may be referred to as the "fast control loop".
    In this way, the first and second control paths of the procedure 500 facilitate rapid response to engine speed disturbances while reducing pumping losses to improve the efficiency of the open cycle and thus the braking thermal efficiency. FIG. 6 is a flowchart diagram of an example procedure 600 for operating an engine system in a fuel efficiency mode according to some embodiments. The example procedure 600 may be a sub procedure of the procedure 500 or an alternative procedure replacing the procedure 500. For example, procedure 600 may be used in procedure 500 only when the IAT is fully open (at full throttle).
    In operation 605, the IAT is set to a fully open (full throttle) position. The full open position corresponds to the lowest pressure differential across the IAT, and the full throttle position also corresponds to a highest charge air flow position, a high efficiency position for an open cycle, a lowest pump loss position, and a highest brake thermal efficiency position for the IAT. In some embodiments, additionally or alternatively, the IAT may be adjusted in response to the engine speed being at or near the target engine speed.
    In operation 610, the cam phaser is set to an initial position (e.g., home position) in response to engine speed and, optionally, engine load. The initial position of the cam phaser, in conjunction with the fully open IAT, adjusts the amount of charge air flow delivered to the cylinders, thus controlling engine speed. Operation 610 may be considered as a feedforward control operation.
    In various embodiments, the procedure 600 continues in a feedback control or control loop after the engine speed and / or load has stabilized, in which each iteration measures the engine speed and places the cam phaser position in a feedback loop.
    Cam phaser position adjusts. In operation 615, the engine speed is measured. In operation 620, the engine speed is compared to the target engine speed that may be fixed for a power generation application. An engine speed error value may be determined in response to the comparison. In operation 625, the cam phaser position is adjusted or adjusted in response to the comparison or error value to maintain the target engine speed.
    In some embodiments, the cam phaser position is determined in response to the engine speed error value to reduce the error and maintain engine speed in response to engine load disturbances. For example, in response to a transiently reduced load (e.g., from 100% to 90%), the engine speed may increase above the target engine speed. Because the engine speed is being monitored, in response to the faster engine speed, the cam phaser position is adjusted to a more advanced position to reduce the charge airflow that returns the engine speed to the target engine speed. This feedback control loop may iterate until the engine system is operating in another mode. In this manner, the procedure 600 facilitates response to engine speed disturbances while improving open cycle efficiency, pumping losses, and / or brake thermal efficiency. FIGURES 7, 8, and 9 are illustrations of example plots 700, 800, and 900 showing the position of an IAT and a cam phaser during operation of an engine system according to some embodiments. The example plots 700, 800, 900 each include a motor load axis 710 (e.g., an x-axis), a cam phaser position axis 720 (e.g., a first y-axis), and an IAT position axis 730 (e.g., a second y-axis).
    Along the cam phaser position axis 720, an advance limit and a deceleration limit are shown. In various embodiments, the advance limit corresponds to the earliest timing at which intake valves open and close are permitted by the cam phaser, while the deceleration limit corresponds to the latest timing at which the intake valves open and close permitted by the cam phaser. The nominal cam phaser position is between the advance limit and the deceleration limit.
    Along the IAT position axis 730, a fully open throttle position and a closed throttle position (/ throttle position) are shown. The fully open throttle position corresponds to the lowest pressure differential across the IAT, while the closed throttle limit corresponds to the largest pressure differential across the IAT. The nominal IAT position is between the closed throttle and the fully open throttle.
    Also shown is an exemplary transient mode that corresponds to an engine load range between 0% and 50% of the rated load of the engine system. FIGS. 7, 8, and 9 show the engine system operating in a transient mode similar to the example procedure 400 (FIG. 4). An exemplary fuel efficiency mode corresponds to an engine load range above 50% of the rated load to the rated load (e.g., 100%) of the engine system. FIG. 7 shows the engine system operating in a fuel efficiency mode similar to the example procedure 500 (FIG. 5). FIG. 8 shows the engine system operating in a fuel efficiency mode similar to the example procedure 600 (FIG. 6). That is, the engine system switches between the transient mode and the fuel efficiency mode at about 50% of the rated load. FIG. 9 shows the engine system with gradual transitions between the transient
    Mode and the fuel efficiency mode according to either the example procedure 500 (FIG. 5) or the example procedure 600 (FIG. 6). For illustrative purposes, example jobs 700, 800, and 900 correspond to operating an engine system that has a fixed target engine speed. Furthermore, plots 700, 800, and 900 are merely illustrative and do not represent actual test data. For illustrative purposes, example plots 700 and 800 also show sharp changes in the IAT position and the cam phaser position when transitioning between modes to the change in performance to clearly show between modes. In some embodiments, the IAT positions and cam phaser positions are gradually adjusted when transitioning between modes by changing the respective feedback destination (e.g., without setting an initial position), for example, from the transient mode destination to the destination fuel efficiency mode. An example of a gradual change is shown in an example plot 900 (FIG. 9).
    As shown in FIG. 7, the example plot 700 shows the IAT position 750 and the cam phaser position 760 as the engine load increases from 0% to 100% of the rated load. As shown, the IAT position 750 begins at a position corresponding to an idle engine at 0% of rated load. As the load in the transient mode range increases from 0% to 50%, the IAT position 750 becomes more open to provide a larger charge air flow to maintain engine speed at increased load.
    In the illustrated embodiment, in the transient mode range of 0% to 50%, the cam phaser position 760 is at the full retard position. Accordingly, as shown, the IAT position 750 in the transient mode region may be less open than the nominal IAT position.
    After the engine load exceeds 50% of the rated load and enters the fuel efficiency mode region, the cam phaser position 760 transitions to the preallocated range (e.g., more advanced than nominal) to earlier open the intake valves and maintain a pressure differential across the IAT. In a cooperative manner, the IAT position 750 also changes to be more open to compensate for the lower volumetric efficiency due to the earlier opening and closing of the intake valves. As the engine load increases in the fuel efficiency mode region, the cam phaser position 760 advances and approaches the advance limit as the engine load approaches 100% of the rated load to allow the IAT to be more open to increase pumping losses due to the pressure differential across the IAT (eg to improve the efficiency of the open cycle) and to improve the influence of changes in the IAT position via the charge air flow. In the illustrated embodiment, IAT position 750 opens with engine load, but intentionally does not reach full throttle (full throttle) to allow the IAT to compensate for load disturbances that would affect engine speed. In this way, IAT position 750 and cam phaser position 760 work together to improve load carrying capacity and maintain engine speed at high load while improving brake thermal efficiency.
    As shown in FIG. 8, the example plot 800 shows the IAT position 850 and the cam phaser position 860. As shown, in the transient mode region, the IAT position 850 and the cam phaser position 860 are similar to the IAT position 750 and the cam phaser position 760. However, after the engine load passes 50% of the rated load and enters a fuel efficiency mode range, the IAT position 850 transitions to a fully open position (full throttle position) to minimize pump losses due to the pressure differential across the IAT (eg, the efficiency of the engine) to increase the open cycle) and to increase the charge air flow. In a cooperative manner, the cam phaser position 860 transitions to a pre-routed area, which reduces volumetric efficiency due to earlier opening of the intake valves, which compensates for the larger charge airflow. As engine load increases in the fuel efficiency mode region, cam phaser position 860 deliberately delays toward the nominal position at 100% of rated load to give the cam phaser the ability to adjust the charge air flow in response to load disturbances that would affect engine speed , In this way, the IAT position 850 and the cam phaser position 860 work together to improve load bearing performance and maintain engine speed at high load while improving brake thermal efficiency.
    As shown in FIG. 9, the example plot 900 shows the IAT position 950 and the cam phaser position 960. As shown, in the transient mode region and the fuel efficiency mode region, the IAT position 950 gradually opens toward fully open throttle (full throttle). This gradual transition to IAT position 950 corresponds to a similar gradual increase in engine speed toward the fixed target engine speed for the rated load operation. The cam phaser position 960 remains over at least a portion of the transient mode range, as shown, from 0 to 30% of the rated load at a full deceleration position. From greater than 30% to 50% in the transient mode range, cam phaser position 960 is gradually advanced.
    At approximately greater than 50% of the rated load, in the fuel efficiency mode, the IAT position 950 gradually opens toward the fully open throttle. The transition between the transient mode and the fuel efficiency mode is gradual for the IAT position 950. Gradually increasing, that is, gradually advancing, the cam phaser position 960 continues for at least a portion of the fuel efficiency mode range, and also between the modes, the cam phaser position 960 gradually or gradually changes. The cam phaser position 960 reaches an advance limit before the rated load is reached. As shown, the cam phaser position 960 reaches the advance limit at about 70% of the rated load and remains in the fully advanced position of greater than 70% to 100% of the rated load.
    For example, in the fuel efficiency mode or when rated load is reached, the engine load at rated load may be operated according to either the example procedure 500 (FIG. 5) or the example procedure 600 (FIG. 6).
    It is to be understood that the above description is intended to be illustrative and not restrictive. Many other embodiments will become apparent to those skilled in the art upon reading and understanding the above description. For example, it is contemplated that features described in association with one embodiment may optionally be used in addition or as an alternative to features described in association with another embodiment. The scope of the invention should, therefore, be determined with reference to the appended claims along with the full scope of equivalents to which such claims are entitled.
    权利要求:
    Claims (28)
    [1]
    A method of air handling for an engine system having a premix of air and fuel upstream of at least one engine cylinder, comprising: determining an engine speed and an engine load of the engine system, the engine load being one of an actual engine load and a predicted engine load; Adjusting an intake throttle position (ΙΑΤ position) in response to the engine speed; and adjusting intake valve timing in response to the engine load.
    [2]
    2. The method of claim 1, further comprising: utilizing the engine system with a fuel comprising at least one of natural gas and gasoline, wherein the fuel is premixed with air upstream of the at least one engine cylinder at one of a stoichiometric and a lean combustion ratio.
    [3]
    3. The method of claim 1, wherein adjusting the intake valve timing includes adjusting at least one of a cam phaser position and an intake valve opening duration.
    [4]
    4. The method of claim 1, further comprising: determining an engine operating mode for the engine system in response to the engine load, wherein the engine operating mode is one of a transient mode and a fuel efficiency mode.
    [5]
    5. The method of claim 4, wherein the transient engine operating mode is determined in response to a partial engine load and wherein the intake valve timing is adjusted to improve the transient response time.
    [6]
    6. The method of claim 5, wherein the ΙΑΤ position is set to an initial position in response to engine speed and engine load.
    [7]
    7. The method of claim 6, wherein the ΙΑΤ position is set to a feedback position in response to an engine speed error value to maintain a target engine speed.
    [8]
    8. The method of claim 4, wherein the fuel efficiency mode is determined in response to a higher engine load than a partial engine load range, wherein the IAT position is set to an initial IAT position in response to engine speed and engine load.
    [9]
    9. The method of claim 8, wherein the intake valve timing is adjusted to an initial intake valve timing in response to at least one of: the engine load, a pressure differential across the IAT, and an effective compression ratio (ECR).
    [10]
    10. The method of claim 9, wherein the intake valve timing is set to a feedback intake valve timing in response to a pressure differential error value across the IAT.
    [11]
    11. The method of claim 10, wherein the ΙΑΤ position is set to a feedback ΙΑΤ position in response to an engine speed error value to maintain a target speed.
    [12]
    12. The method of claim 8, wherein the initial IAT position is a full throttle position, the intake valve timing is set to an initial intake valve timing in response to the engine speed; and adjusting the intake valve timing to a feedback intake valve timing in response to an engine speed error value to maintain a target speed.
    [13]
    13. An engine controller, comprising: a hardware description module (HDM) structured to provide one or more engine parameters including an engine speed and an engine load, the engine load being one of an actual engine load and a predicted engine load; an air handling determination module (AHDM) structured to provide an intake throttle position (ΙΑΤ position) in response to the engine speed and to provide an intake valve timing in response to the engine load; and a hardware command module (HCM) structured to provide an IAT command in response to the ΙΑΤ position and to provide an intake valve timing command in response to the intake valve timing value.
    [14]
    14. The motor controller of claim 13, wherein the AHDM is further structured to: determine a transient engine operating mode in response to a partial engine load; and determine a fuel efficiency engine operating mode in response to a higher engine load than a partial engine load range.
    [15]
    15. The engine controller of claim 14, wherein the AHDM is further structured to: set the intake valve timing value to improve the transient response time in response to the determination of the transient engine operating mode, the ΙΑΤ position to an initial IAT position in response to the engine Adjust the engine speed and engine load, and adjust the ΙΑΤ position to a feedback IAT position in response to an engine speed error value to maintain a target speed.
    [16]
    16. The engine controller of claim 14, wherein the AHDM is further structured to: in response to the determination of the fuel efficiency engine operating mode, adjust the intake valve timing value to an initial intake valve timing value in response to at least one of the engine load, a pressure differential across the IAT, and an effective compression ratio (ECR) and set the ΙΑΤ position to an initial IAT position in response to engine speed and engine load.
    [17]
    17. The engine controller of claim 16, wherein the AHDM is further structured to: set the intake valve timing value to a feedback valve timing value in response to setting the initial intake valve timing value and setting the initial IAT position in response to a pressure differential error value across the IAT and adjust the ΙΑΤ position to a feedback IAT position in response to an engine speed error value to maintain a target speed.
    [18]
    18. The engine controller of claim 14, wherein the AHDM is further structured to: set the IAT position to a full throttle position, set the intake valve timing value to an initial intake valve timing value in response to the engine speed in response to the determination of the fuel efficiency engine operating mode Set intake valve timing value to a feedback intake valve timing value in response to an engine speed error value to maintain a target speed.
    [19]
    19. The engine controller of claim 13, wherein the AHDM is structured to adjust the ΙΑΤ position and the intake valve timing value in response to premixing air and fuel upstream of an engine cylinder at one of a stoichiometric and a lean combustion ratio.
    [20]
    20. The engine controller of claim 13, wherein the intake valve timing value is one of a cam phaser position and an intake valve opening duration.
    [21]
    21. An engine system comprising: an air treatment system having an intake air path, an intake air throttle (IAT) along the intake path having a ΙΑΤ position, and a cam phaser along the intake path having a cam phaser position; an engine block including a set of cylinders in fluid communication with the intake air path; and means for controlling the ΙΑΤ position and the cam phaser position to improve the transient response time in a transient mode and to improve brake thermal efficiency in a fuel efficiency mode.
    [22]
    22. The engine system of claim 21, wherein the means for controlling comprises means for adjusting the ΙΑΤ position in response to at least one of an engine speed, an engine load and an engine speed error value to maintain a target engine speed.
    [23]
    The engine system of claim 21, wherein the means for controlling comprises means for adjusting the cam phaser position in response to at least one of an engine load, an effective compression ratio (ECR), a pressure differential across the IAT, and a pressure differential error value across the IAT.
    [24]
    24. The engine system of claim 21, further comprising a turbocharger having a compressor along the intake path and a turbine along an exhaust path in fluid communication with the engine block cylinders, the means for controlling means for controlling at least one of a charge air flow, an engine speed, an engine load , an effective compression ratio (ECR) and a pressure difference across the IAT.
    [25]
    25. The engine system of claim 24, further comprising another turbocharger to form a two-stage turbocharger system.
    [26]
    26. The engine system of claim 21, further comprising at least one of a pressure differential sensor across the IAT, a pressure sensor along the intake path, a pressure sensor in an intake manifold, a pressure sensor in an exhaust manifold, a pressure sensor at a turbine inlet, a pressure sensor at a compressor outlet, and a mass flow sensor ,
    [27]
    27. The engine system of claim 21, further comprising a generator coupled to a crankshaft of the engine system for providing an external load to the engine system.
    [28]
    28. The engine system of claim 21, wherein the means for controlling comprises: means for controlling the ΙΑΤ position and the cam phaser position in response to premixing air and fuel upstream of the set of cylinders at one of a stoichiometric and a lean combustion ratio.
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    申请号 | 申请日 | 专利标题
    US14/826,969|US9926856B2|2015-08-14|2015-08-14|Cooperative cam phaser and air throttle control|
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