DESC:TECHNICAL FIELD
[001] The present invention relates to systems and method of preventing explosions, more particularly, to system and method(s) of preventing explosions in an internal combustion engine of a vehicle.
BACKGROUND
[002] Internal Combustion (IC) Engine is widely used for powering equipment ranging from automobiles to stationary generators. The transition to greener and more sustainable energy resources has led to the utilization of hydrogen as fuel in IC engines. However, hydrogen is highly flammable in nature, which poses significant safety concerns, particularly the risk of explosion under certain operating conditions, especially when accumulated as blow-by gases within the crankcase of the IC engine. The existing technology for preventing explosions in IC engines has focused on implementing safety mechanisms such as pressure relief valves, flame arrestors, and specialized fuel injection systems in the crankcase. However, these solutions lack the comprehension measures to prevent explosions in the crankcase of the IC engine, especially when hydrogen is used as a fuel.
[003] Therefore, there is a pressing need to address the above shortcomings related to explosions in IC engines using hydrogen as fuel.
SUMMARY
[004] In an embodiment, a method for preventing an explosion in an internal combustion engine of a vehicle is disclosed. The method may include determining by a controller, a desired volumetric flow rate of air to be supplied by a blower to a crankcase of the internal combustion engine. Further, the method may include determining the desired volumetric flow rate of air based on at least one predefined condition. The predefined condition may include a distance travelled by the vehicle and a load on the internal combustion engine. Furthermore, the method may include generating a signal, by the controller, to prompt the blower to supply air at the desired volumetric flow rate to the crankcase.
[005] In an embodiment, a controller unit for preventing explosions in an internal combustion engine is disclosed. The controller unit may include a processor, and a memory coupled to the processor. The memory stores a set of instructions which on execution causes the processor to determine a desired volumetric flow rate of air to be supplied by a blower to a crankcase of an internal combustion engine. The desired volumetric flow rate is determined based on at least one predefined condition. The predefined condition may include a distance travelled by a vehicle and a load on the internal combustion engine. The processor further generates a signal, to prompt the blower to supply air at the desired volumetric flow rate to the crankcase.
[006] In an embodiment, an internal combustion engine assembly of a vehicle is disclosed. The internal combustion engine assembly may include a blower coupled to a crankcase of an internal combustion engine and a controller communicably coupled to the blower. The controller may include a processor, and a memory coupled to the processor. The memory stores a set of instructions, which on execution, causes the processor to determine a desired volumetric flow rate of air to be supplied by a blower to the crankcase. The desired volumetric flow rate is determined based on at least one predefined condition. The predefined condition may include a distance travelled by the vehicle and a load on the internal combustion engine. The processor further generate a signal, to prompt the blower to supply air at the desired volumetric flow rate to the crankcase.
[007] In an embodiment, a vehicle is disclosed. The vehicle may include an internal combustion engine assembly. The internal combustion engine assembly may include a blower coupled to a crankcase of an internal combustion engine and a controller communicably coupled to the blower. The controller may include a processor, and a memory coupled to the processor. The memory stores a set of instructions, which on execution, causes the processor to determine a desired volumetric flow rate of air to be supplied by a blower to the crankcase. The desired volumetric flow rate is determined based on at least one predefined condition. The predefined condition may include distance travelled by the vehicle and a load on the internal combustion engine. The processor further generates a signal, to prompt the blower to supply air at the desired volumetric flow rate to the crankcase
[008] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only, and are not restrictive of the invention, as claimed.
BRIEF DESCRIPTION OF THE DRAWINGS
[009] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[010] FIG. 1 illustrates a schematic of an internal combustion (IC) engine assembly, in accordance with an embodiment of the present disclosure.
[011] FIG. 2 illustrates a functional block diagram of the explosion prevention system in the IC engine, in accordance with an embodiment of the present disclosure.
[012] FIG. 3 illustrates a functional module diagram of the explosion prevention system in the internal combustion (IC) engine, in accordance with an embodiment of the present disclosure.
[013] FIG. 4 illustrates a detailed flowchart of a method for preventing explosions in the internal combustion (IC) engine, in accordance with an embodiment of the present disclosure.
DETAILED DESCRIPTION
[014] The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies, and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
[015] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[016] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to FIGs. 1-4.
[017] An internal combustion (IC) engine using hydrogen as fuel is prone to explosion due to the inherent nature of hydrogen being highly flammable in nature. As such, the explosion may result due to the exposure of blow-by gases (herein, hydrogen) to high temperature and pressure within the crankcase of the IC engine. Such situations may pose significant safety concerns for vehicles or any equipment using such IC engines.
[018] In an effort to ensure a safe and efficient operation of hydrogen-fueled IC engines, an explosion prevention system may be incorporated to the IC engine assembly. The explosion prevention system may include a blower, an air supply rail, and a plurality of explosion pressure relief (EPR) valves. Further, the explosion prevention system may be coupled to the crankcase of the IC engine. The blower and air supply rail may provide a controlled flow of air to the crankcase, thereby aiding in dilution of blow-by gases accumulated within the crankcase. Moreover, each EPR valve may be strategically coupled to the crankcase, to facilitate release in rise of pressure within the crankcase preventing localized explosion in the crankcase. The system and method(s) for explosion prevention in an internal combustion engine are explained in detail in conjunction with FIGs. 1-4.
[019] Now referring to FIG. 1, which illustrates the schematic 100 of an internal combustion (IC) engine assembly, in accordance with an embodiment of the present disclosure. The IC engine assembly may utilize hydrogen as a fuel, and may be implemented in Hydrogen Internal Combustion Engine Vehicles (H2-ICEVs) such as Light Duty Vehicles (LDVs), Heavy Duty Vehicles (HDVs), Industrial equipment, maritime vessels, trains, and the like.
[020] The IC engine assembly may include a blower 102, an air supply rail 104, and a plurality of explosion pressure relief (EPR) valves 106. In an embodiment, the blower 102 may be coupled to the crankcase 108. The blower 102 may be configured to supply air at a desired volumetric flow rate of to the predefined positions into the crankcase 108 of the IC engine. The predefined position may include any one of a point of fuel injection of each cylinder (not shown), or a bottom dead center of each cylinder of the crankcase 108. The desired volumetric flow rate of air dilutes a concentration of blow-by gases in the crankcase 108 and prevents building up, or in other words, an increase in the concentration of blow-by gases within the crankcase 108. As known, the blow-by gases are part of the fuel supplied to the IC engine for combustion and escape from a combustion chamber to the crankcase 108 of the IC engine.
[021] The blower 102 may be coupled to an air filter (referred to as air filter 208 in FIG. 2), and the air supply rail 104. The blower 102 may be configured to receive air from the air filter and may be configured to supply the received air at the desired volumetric flow rate to the air supply rail 104. The air supply rail 104 may be configured to receive the air from the blower 102 and may uniformly distribute the air, at the desired volumetric flow rate throughout the crankcase 108. The air supplied at the desired volumetric flow rate serves to dilute the concentration of blow-by gases accumulated in the crankcase 108, thereby reducing the possibility of explosion within the crankcase 108.
[022] In an embodiment, the air supply rail 104 may include a plurality of outlets (referred to as plurality of outlets 210 in FIG. 2) corresponding to a plurality of cylinders in the crankcase 108. For example, in a four-cylinder IC engine, the air supply rail 104 may include four outlets, each outlet positioned corresponding to each cylinder in the IC engine. Each outlet from the plurality of outlets 210 may be positioned at the predefined positions, which may include a point of blow-by escape in the crankcase 108 corresponding to each cylinder, such as the points of fuel injection of each cylinder, or the BDC of each cylinder. The plurality of outlets 210 may be configured to communicate air at the desired volumetric flow rate from the blower to the plurality of cylinders. In other words, through an outlet of the air supply rail 104, air at the desired volumetric flow rate may be supplied to the crankcase 108 of the corresponding cylinder. Hence, the desired volumetric flow rate of air is supplied to the crankcase 108 in a localized manner, enabling efficient dilution of blow-by gases in the crankcase 108.
[023] In an embodiment, the plurality of EPR 106 valves may be coupled to the crankcase 108 and corresponding to the plurality of cylinders in the crankcase 108. For example, in the case of four-cylinder engines, four EPR valves 106 may be provided for the four cylinders. The plurality of EPR valves 106 may include, but not limited to, spring-actuated valves, and the like. The plurality of EPR valves 106 may be calibrated to activate when the pressure within the crankcase 108 rises above a predefined threshold. For example, when the rise in pressure may increase beyond a predefined threshold due to localized explosions in the crankcase 108, the plurality of EPR valves 106 may be activated to reduce the rise in pressure below the predefined threshold. In an embodiment, the rise in pressure may be determined by using one or more pressure sensors (not shown) integrated in the crankcase 108.
[024] The blower 102 may be configured to supply the air to the crankcase 108 at the desired volumetric flow rate, as explained earlier. The desired volumetric flow rate may be determined based on one or more predefined conditions. The one or more predefined conditions may include a distance travelled by the vehicle, a load on the IC engine, and differential air pressure within the crankcase 108. The one or more predefined conditions may be assessed by a controller, which may be also communicably coupled to the blower 102. The controller, based on assessing one or more predefined conditions, may be configured to generate a signal to the blower 102 to adjust the desired volumetric flow rate by a predefined value at which the air may be supplied to the crankcase 108. This is explained in detail, in conjunction with FIGs. 2-3.
[025] Now referring to FIG. 2, which illustrates the functional block diagram 200 of the explosion prevention system in an internal combustion (IC) engine, in accordance with an embodiment of the present disclosure. The explosion prevention system may include a controller 202 communicably coupled to a blower 102. The controller 202 may include, but not limited to engine management system (EMS), telematics control unit (TCU), or another electronic control unit (ECU). The controller 202 may include a processor 204 and a memory 206 communicably coupled to the processor 204. In an embodiment, the functions of the processor 204 may interchangeably be performed by a controller 202. In an embodiment, the processor 204 may be implemented as one or more microprocessors, microcomputers, single board computers, microcontrollers, digital signal processors, central processing units, graphics processing units, logic circuitries, and/or any devices that manipulate data received from the memory 206. In an embodiment, examples of processors 204 may include, but are not limited to, microcontrollers, microprocessors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), system-on-chip (SoC) components, or any other suitable programmable logic devices, system-on-a-chip processors or other future processors. Further, the memory 206 may store instructions that, when executed by the processor, causes the processor to control the operation of blower 102. The memory 206 may also store various data that may be captured, processed, and/or required by the system. In an embodiment, the memory 206 may be a non-volatile memory or a volatile memory. Examples of non-volatile memory may include but are not limited to a flash memory, a Read Only Memory (ROM), a Programmable ROM (PROM), Erasable PROM (EPROM), and Electrically EPROM (EEPROM) memory. Examples of volatile memory may include but are not limited to Dynamic Random Access Memory (DRAM), and Static Random-Access memory (SRAM).
[026] As explained earlier, the controller 202 may determine the desired volumetric flow rate of air to be supplied by the blower 102 to the crankcase 108 based on at least one predefined condition. The at least one predefined condition may include distance travelled by a vehicle and a load on the IC engine. The distance travelled by the vehicle may be determined by one or more sensors communicably coupled to the controller 202. The one or more sensors may include, but not limited to odometer, tripmeter and the like. Further, the controller 202 may generate a signal to prompt the blower 102 to supply air at the desired volumetric flow rate to the crankcase 108. For instance, the controller 202 may increase the desired volumetric flow rate of air by a predefined value in response to the distance travelled by vehicle exceeding a predefined distance threshold. The controller 202 may increase the desired volumetric flow rate of air to dilute the amount of blow-by gases, which may be increased with an increase in the distance travelled by the vehicle. Moreover, the controller 202 may increase the desired volumetric flow rate of air by a predefined value in response to the load on the IC engine exceeding a predefined load threshold. The load on the IC engine may increase due to the accumulation of the blow-by gases within the crankcase. The load on the IC engine may be determined using one or more sensors such as but not limited to manifold absolute pressure, throttle position sensors, crankshaft position sensor, mass air flow sensor and the like. In an embodiment, the controller 202 may determine the desired volumetric flow rate of air to be supplied by the blower 102 to the crankcase 108 of the IC engine based on another predefined condition. The another predefined condition may include a differential pressure value between an inlet of the blower 102 and the crankcase 108. The differential pressure value between an inlet of the blower 102 and the crankcase 108 may be determined by one or more pressure sensors such as but not limited to Piezoelectric Pressure Sensors, Strain gauge Pressure Sensors, and the like. Further, the controller 202 may increase the desired volumetric flow rate of air by a predefined value in response to the differential pressure exceeding a predefined differential pressure threshold.
[027] In an embodiment, the plurality of explosion pressure relief (EPR) 106 valve corresponding to each cylinder of the crankcase 108 may be calibrated to activate when a pressure within the crankcase 108 rises above a predefined threshold. At least one EPR 106 valve may be activated in response to the pressure exceeding the predefined threshold in a region corresponding to at least one EPR valve 106 in order to reduce the pressure below the predefined threshold. The rise in pressure may result when a localized explosion occurs in the region corresponding to each EPR valve from the plurality of EPR valves 106. The plurality of EPR valves 106 may be opened to cause a pressure rise to be vented out from the region of the pressure rise, thereby preventing the pressure rise from propagating to the rest of the crankcase 108.
[028] In an embodiment, the one or more sensors, the controller 202, and the blower 102 may be communicably connected via a wired and/or a wireless communication protocol such as but not limited to, vehicle communication bus, operating on wireless protocols, including, but not limited to A²B (Automotive Audio Bus), AFDX, ARINC 429, Byteflight, CAN (Controller Area Network), D2B – (Domestic Digital Bus), FlexRay, IDB-1394, IEBus, I²C, ISO 9141-1/-2, J1708 and J1587, J1850, J1939 and ISO 11783 – an adaptation of CAN for commercial (J1939) and agricultural (ISO 11783) vehicles, Keyword Protocol 2000 (KWP2000), LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), IEC 61375, SMARTwireX, SPI, and/or VAN – (Vehicle Area Network), and the like.
[029] Now referring to FIG. 3, which illustrates the functional module diagram 300 of the explosion prevention system in the IC engine, in accordance with an embodiment of the present disclosure. The controller 202 of the explosion prevention system in the internal combustion engine may include a flow rate determination module 302, a distance determination module 304, a load determination module 306, and a differential pressure determination module 308.
[030] In an embodiment, the flow rate determination module 302 may be configured to determine a desired volumetric flow rate of air to be supplied by a blower 102 to a crankcase 108 of the IC engine based on at least one predefined condition. The at least one predefined condition, as explained earlier, may include the distance travelled by a vehicle, the load on the IC engine, and the differential pressure between a pressure at an inlet of the blower 102 and the pressure in the crankcase 108. Further, the flow rate determination module 302 may generate a signal to prompt the blower 102 to supply air at the desired volumetric flow rate to the crankcase 108. The signal may be generated by altering a pulse-width-modulation (PWM) signal to the blower 102. Based on the alteration of the PWM signal, the blower 102 may adjust the desired volumetric flow rate, and air may be supplied at the desired volumetric flow rate (adjusted) to the crankcase 108.
[031] In an embodiment, the distance determination module 304 is configured to monitor the distance travelled by a vehicle. The monitoring of the distance travelled by the vehicle may be based on distance value obtained by one or more sensors such as odometer, tripmeter, and the like. When the distance travelled by the vehicle exceeds a predefined distance threshold, the distance determination module 304 may transmit a command to the flow rate determination module 302, to increase the desired volumetric flow rate of air to be supplied by the blower 102 to the crankcase 108 by a predefined value. The flow rate determination module 302 may determine the desired volumetric flow rate of air by the predefined value in response to the command received by the distance determination module 304. The adjustment of the desired volumetric flow rate of air by the predefined value may be defined in a lookup table, which may be embedded in the memory 206 of the controller 202 during the design stages of the vehicle. The flow rate determination module 302 may be configured to refer to the lookup table and may adjust the desired volumetric flow rate, or increase the desired volumetric flow rate by a predefined value. An exemplary lookup table is illustrated in Table 1.
[032] In an exemplary embodiment, as shown in Table 1, when the distance travelled by the vehicle as determined by the distance determination module 304 is about 50000 km, less than the predefined distance threshold of 200000 km, no adjustments are made to the desired volumetric flow rate. Accordingly, the flow rate determination module 302 may supply the desired volumetric flow rate of air (i.e. at x m3/hour) to the crankcase 108. In another example, when the distance travelled by the vehicle may be 220000 km which is more than the predefined distance threshold of 200000 km, the flow rate determination module 302 may increase the desired volumetric flow rate of air to be supplied to the crankcase 108 by a predefined value of 1.5 times (i.e. 1.5x m3/hour). As such, the predefined values at which the desired volumetric flow rate of air may be adjusted, i.e., increased may depend on the concentration of the blow-by gases accumulated in the crankcase 108.
Distance Travelled by a Vehicle (km) Threshold (km) Increase in Volumetric Flow Rate of Air (m3/hour)
50000 200000 x
220000 1.5x
800000 2.3x
1000000 2.8x
Table 1
[033] As the vehicle may be in motion, the extensive operation of the IC engine may also result in the accumulation of blow-by gases even when the distance travelled by the vehicle may be below the predefined distance threshold. Such accumulation may result in an increase in the load on the IC engine.
[034] Therefore, the load determination module 306 may configured to monitor a load on an IC engine. The load on the IC engine may be monitored based on a load value determined using one or more sensors such as but not limited to manifold absolute pressure, throttle position sensors, crankshaft position sensor, mass air flow sensor and the like. When the load on the IC engine exceeds a predefined load threshold, the load determination module 306 may transmit a command to the flow rate determination module 302 to increase the desired volumetric flow rate of air to be supplied to the crankcase 108 by a predefined value. The flow rate determination module 302 may increase the desired volumetric flow rate of air by the predefined value in response to the command received by the load determination module 306. The command is transmitted by the load determination module 306 as the amount of blow-by gases tends to increase with an increase in the load of the IC engine. In response to the command received, the flow rate determination module 302 may be configured to refer to another lookup table which may be embedded in the memory 206 of the controller 202 during the design stages of the vehicle and may adjust the desired volumetric flow rate, or increase the desired volumetric flow rate by the predefined value. An exemplary lookup table based on the load on the IC engine is illustrated in Table 2, hereinafter.
[035] In an exemplary embodiment, as shown in Table 2, when the load on the IC engine, determined by the load determination module 306 may be 8% against the predefined load threshold of 30%, no adjustment to the desired volumetric flow rate are made. Accordingly, the flow rate determination module 302 may supply the desired volumetric flow rate of air (i.e. x m3/hour) to the crankcase 108. In another example, when the load on the IC engine determined by the load determination module 306 is 35%, which is more than the predefined load threshold of 30%, the flow rate determination module 302 may increase the desired volumetric flow rate of air to be supplied to the crankcase 108 by a predefined value of 2.0 times (i.e. 2.0x m3/hour).
Load on the IC engine Threshold Increase in Volumetric Flow Rate of Air (m3/hour)
8% 30% x
20% x
35% 2.0x
40% 2.5x
Table 2
[036] In addition to the distance travelled by the vehicle and the load on the IC engine, the desired volumetric flow rate may be adjusted based on the differential pressure between the inlet of the blower 102 and the crankcase 108. Accordingly, the differential pressure determination module 308 may be configured to determine a differential pressure, i.e., a difference in pressure values of the inlet of the blower 102 and the crankcase 108. The difference in pressure values may be determined based on pressure value data received from the one or more pressure sensors such as but not limited to Piezoelectric Pressure Sensors, Strain gauge Pressure Sensors, and the like, embedded in the vehicle and the crankcase 108. When the differential pressure exceeds a predefined differential pressure threshold, the differential pressure determination module 308 may transmit a command to the flow rate determination module 302 to increase the desired volumetric flow rate of air to be supplied to the crankcase 108 by a predefined value. The predefined value by which the desired volumetric flow rate may be increased may be determined by another lookup table embedded in the memory of the controller 202. The flow rate determination module 302 may be configured to refer to another lookup table and may adjust the desired volumetric flow rate, or increase the desired volumetric flow rate by the predefined value. The lookup table defining the predefined values is illustrated in Table 3.
[037] In an exemplary embodiment, as shown in Table 3, when the differential pressure value between the inlet of the blower 102 and the crankcase 108, determined by the differential pressure determination module 308 is 5MPa which is less than the predefined differential pressure threshold of 8MPa, no adjustment to the desired volumetric flow rate are made. Accordingly, the flow rate determination module 302 supplies the desired volumetric flow rate of air (i.e. x m3/hour) to the crankcase 108. In another example, when the differential pressure, may be 9MPa which is more than the predefined differential pressure threshold of 8MPa, the flow rate determination module 302 increases the desired volumetric flow rate of air to be supplied to the crankcase 108 by 2.0 times (i.e. 2.0x m3/hour).
Differential pressure (MPa) Threshold Pressure (MPa) Increase in Volumetric Flow Rate of Air
5 8 x
7 x
9 2.0x
10 2.5x
Table 3
[038] It must be noted that the lookup tables 1-3, the values of the desired volumetric flow rate x (m3/hour), and the predefined values by which the desired volumetric flow rate may be increased are exemplary and may vary based on one or more factors. The one or more factors may include, but not limited to, a capacity of the IC engine, design of the crankcase, and the like.
[039] Now referring to FIG. 4 which illustrates the detailed flowchart 400 of the method for preventing explosions in the internal combustion (IC) engine, in accordance with an embodiment of the present disclosure. The method may include a plurality of steps that may be performed by various modules of the controller 202 to prevent the explosion in the IC engine. At step 402, the controller 202 evaluates whether the distance travelled by the vehicle exceeds a predefined distance threshold. In case the predefined condition of distance travelled by the vehicle is satisfied, i.e., the distance traveled by the vehicle exceeds a predefined distance threshold, the controller 202 at step 404 may increase the desired volumetric flow rate of air (x m3/hour) by a predefined value, as explained in FIG. 3. In case the predefined condition of distance travelled by the vehicle is not satisfied, the method may proceed to step 406, in which the controller 202 may evaluate whether the load on the IC engine exceeds a predefined load threshold. In case the predefined condition of load on the IC engine is satisfied, i.e., the load on the IC engine exceeds a predefined load threshold, the method may proceed to step 404, in which controller 202 may increase the desired volumetric flow rate of air by a predefined value. In case the predefined condition of load on the IC engine is not satisfied, the method may proceed to step 408 in which the controller 202 may evaluate whether the differential pressure value between the inlet of blower 102 and the crankcase 108 exceeds a predefined differential pressure threshold. In case the predefined condition of differential pressure is satisfied, i.e., the differential pressure value between the inlet of blower 102 and the crankcase 108 exceeds a predefined differential pressure threshold, the method may proceed to step 404 in which the controller 202 may increase the desired volumetric flow rate of air by a predefined value. In case the predefined condition of differential pressure is not satisfied, the method may progress to step 410, in which the controller 202 continues to supply the desired volumetric flow rate (i.e., x m3/hour) to the crankcase 108.
[040] As explained earlier, the values of the desired volumetric flow rate x (m3/hour), and the predefined values by which the desired volumetric flow rate may be increased are exemplary and may vary based on one or more factors. Moreover, the method illustrated by FIG. 4 may be exemplary, i.e., the order in which the predefined conditions may be determined as illustrated in FIG. 4 are exemplary, and the determination of the one or more predefined conditions may be implemented in any order suitable to prevent explosion in the crankcase of the IC engine. .
[041] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for the sake of clarity.
[042] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."
[043] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims. ,CLAIMS:I/We claim:
1. A method (400) for preventing an explosion in an internal combustion engine of a vehicle, the method comprising:
determining (402), by a controller (202), a desired volumetric flow rate of air to be supplied by a blower (102) to a crankcase (108) of the internal combustion engine based on at least one predefined condition comprising:
distance travelled by the vehicle (604); and
a load on the internal combustion engine (606); and
generating (410) a signal, by the controller (202), to prompt the blower (102) to supply air at the desired volumetric flow rate to the crankcase (108).
2. The method (400) as claimed in claim 1, wherein at least one predefined condition comprises:
a differential pressure value between an inlet of the blower (102) and the crankcase (108).
3. The method (400) as claimed in claim 1, wherein the desired volumetric flow rate is increased by a predefined value in response to the distance travelled by vehicle exceeding a predefined distance threshold.
4. The method (400) as claimed in claim 1, wherein the desired volumetric flow rate is increased by a predefined value in response to the load exceeding a predefined load threshold.
5. A controller (202) for preventing explosion in an internal combustion engine, the controller comprising:
a processor (204); and
a memory (206) coupled to the processor (204), wherein the memory (206) stores a set of instructions, which on execution, causes the processor (204) to:
determine a desired volumetric flow rate of air to be supplied by a blower (102) to a crankcase (108) of an internal combustion engine, wherein the desired volumetric flow rate is determined based on at least one predefined condition, the at least one predefined condition comprising:
distance travelled by a vehicle; and
a load on the internal combustion engine; and
generate a signal, to prompt the blower (102) to supply air at the desired volumetric flow rate to the crankcase (108).
6. The controller (202) as claimed in claim 5, wherein the at least one predefined condition comprises:
a differential pressure value between an inlet of the blower (102) and the crankcase (108).
7. The controller (202) as claimed in claim 5, wherein the desired volumetric flow rate is increased by a predefined value in response to the distance travelled by vehicle exceeding a predefined distance threshold.
8. The controller (202) as claimed in claim 5, wherein the desired volumetric flow rate is increased by a predefined value in response to the load exceeding a predefined load threshold.
9. An internal combustion engine assembly of a vehicle, comprising:
a blower (102) coupled to a crankcase (108) of an internal combustion engine; and
a controller (202) communicably coupled to the blower, the controller comprising:
a processor (204);
a memory (206) coupled to the processor (204), wherein the memory (206) stores a set of instructions, which on execution, causes the processor (206) to:
determine a desired volumetric flow rate of air to be supplied by a blower (102) to the crankcase (108), wherein the desired volumetric flow rate is determined based on at least one predefined condition, the at least one predefined condition comprising:
distance travelled by the vehicle;
a load on the internal combustion engine; and
generate a signal, to prompt the blower (102) to supply air at the desired volumetric flow rate to the crankcase (108).
10. The internal combustion engine assembly as claimed in claim 9, comprising:
an air supply rail (104) coupled to the blower (102), wherein the air supply rail (104) comprises:
a plurality of outlets (210) corresponding to a plurality of cylinders in the crankcase (108), wherein each outlet from the plurality of outlets (210) is positioned at a point of blow-by escape in the crankcase (108) corresponding to each cylinder, thereby diluting the gas at source of accumulation in crankcase (108).
11. The internal combustion engine assembly as claimed in claim 10, comprising:
a plurality of explosion relief valves (106) positioned at the point of fuel injection of each cylinder, wherein the plurality of explosion relief valves (106) are actuated when a pressure within the crankcase (108) exceeds a predefined pressure threshold, and wherein the actuation of the plurality of explosion relief valves (106) is configured to vent a rise in pressure within the crankcase (108).
12. A vehicle, comprising:
an internal combustion engine assembly, comprising:
a blower (102) coupled to a crankcase (108) of an internal combustion engine;
a controller (202) communicably coupled to the blower, the controller comprising:
a processor (204);
a memory (206) coupled to the processor (204), wherein the memory (206) stores a set of instructions, which on execution, causes the processor (204) to:
determine a desired volumetric flow rate of air to be supplied by a blower (102) to the crankcase (108), wherein the desired volumetric flow rate is determined based on at least one predefined condition, the at least one predefined condition comprising:
distance travelled by the vehicle; and
a load on the internal combustion engine; and
generate a signal, to prompt the blower (102) to supply air at the desired volumetric flow rate to the crankcase (108).