DESC:FIELD OF THE INVENTION
The present invention generally relates to air cooled engines and turbo chargers, particularly relates to a system for operating an internal combustion engine at higher altitude.
BACKGROUND OF THE INVENTION
During operation of transport-vehicle sat high altitude area, air-cooled engines continue to run in normal operating condition, thereby compromising the efficiency of the air-cooled engines. This is at-least due to the fact that since the surrounding atmosphere air is less and thin, and an amount of mass-flow of air is not sufficient to cool the air-cooled engine. Accordingly, the air-cooled engines under go over-heating, which in turn result in seizing of the air-cooled engines and a failure of turbo-charger.
Accordingly, there lies at-least a need to resolve such frequent occurrences of overheating, seizing of the air-cooled engines, and failure of turbo-chargers at higher altitudes.
SUMMARY OF THE INVENTION
This summary is provided to introduce a selection of concepts in a simplified format that is further described in the detailed description of the present disclosure. This summary is not intended to identify key or essential inventive concepts of the claimed subject matter, nor is it intended for determining the scope of the claimed subject matter. In accordance with the purposes of the disclosure, the present disclosure as embodied and broadly described herein describes a system for operating an internal combustion engine at higher altitude.
In accordance with embodiments of the invention, a system for operating an internal combustion engine at higher altitude is disclosed. The system comprises an electronically controlled valve member located between an air intake manifold and a pressure corrector to control a flow of intake air from the air intake manifold to the pressure corrector. The system also comprises an electronic control unit coupled to the electronically controlled valve member to detect the higher altitude. The electronic control unit is to then control an opening of the electronically controlled valve member to control the flow of intake air from the air intake manifold to the pressure corrector for controlling introduction of the intake air into the internal combustion engine to operate the internal combustion engine at the higher altitude.
The advantages provided by the invention include, but not limited to, regulating the fuel flow into a fuel injection pump due to regulation of intake air, thereby leading to reduction in heat generated in the internal combustion engine. This results in over-heating protection and seizing protection of the internal combustion engine at high altitudes, thereby leading to improved performance of the internal combustion engine. Further, this results in turbocharger protection against turbo charger over speeding.
These aspects and advantages will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings and claims.
BRIEF DESCRIPTION OF FIGURES:
These and other features, aspects, and/or advantages of the present disclosure will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:
FIG. 1 illustrates an example block diagram of a system for operating an internal combustion engine at higher altitude, in accordance with an embodiment of the present subject matter;
FIG. 2 illustrates an example flow method depicting the operation of the internal combustion engine at higher altitude, in accordance with the embodiment of the present subject matter;
FIG. 3 schematically illustrates various input signals received and various output signals generated during the operation of the internal combustion engine at higher altitude, in accordance with the embodiment of the present subject matter;
FIG. 4 schematically illustrates an example implementation of the system implemented, in accordance with the embodiment of the present subject matter; and
FIG. 5 schematically illustrates an example implementation of the system operating the internal combustion engine in a vehicle, in accordance with the embodiment of the present subject matter.
Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have been necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of some operations involved to help to improve understanding of aspects of the present disclosure. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show some specific details that are pertinent to understanding some example embodiments of the inventive concepts so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.
DETAILED DESCRIPTION:
For the purpose of promoting an understanding of the principles of the disclosure, reference will now be made to some example embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the disclosure relates. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art to which this disclosure belongs. The system and examples provided herein are illustrative only and not intended to be limiting. Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.
FIG. 1 illustrates an example block diagram of a system100 for operating an internal combustion engine 102 at higher altitude, in accordance with an embodiment of the present subject matter. The system 100 comprises an electronically controlled valve member 104 and an electronic control unit 106 coupled to the electronically controlled valve member 104. The electronically controlled valve member 104 is to operate between a fully closed-position and a fully open-position
The electronically controlled valve member 104 is located between an air intake manifold (not shown in the figure) and a pressure corrector (not shown in the figure) to control a flow of intake air from the air intake manifold to the pressure corrector. The electronic control unit 106 is to detect the higher altitude. The electronic control unit 106 is to then control an opening of the electronically controlled valve member 104 to control the flow of intake air from the air intake manifold to the pressure corrector for controlling introduction of the intake air into the internal combustion engine 102 to operate the internal combustion engine at the higher altitude.
FIG. 2 illustrates an example flow method depicting the operation of the internal combustion engine 102 at higher altitude, in accordance with the embodiment of the present subject matter. The electronic control unit 106 is communicatively coupled with a plurality of sensors such as a global positioning sensor (GPS) 202, a battery voltage sensor 204, a pressure sensor 206, an engine RPM sensor 208, a cylinder head temperature sensor 210, and engine oil temperature sensor 212 to receive corresponding input signals. The electronic control unit 106 is coupled with a manual switch 212 to receive a corresponding input signal. The electronic control unit 106 is coupled with various valve members to provide corresponding output signals based on the input signals received from the plurality of sensors. As such, the electronic control unit 106 is coupled with the electronically controlled valve member 104, a pre-heating contractor 214, a cooling electro-magnetic (EM) valve (i.e., clutch) 216, and a butterfly valve 218. The electronic control unit 106 controls a speed of a fan 220 through the cooling EM valve 216.
As described earlier, the electronic control unit 106 controls the opening of the electronically controlled valve member 104 to control the flow of intake air 222 from an air intake manifold 224 to an over pressure corrector 226. The over pressure corrector 226 is coupled with a fuel injection pump (FIP) 228. The FIP 228 controls an injection of fuel into the internal combustion engine (ICE) 102. Upon combustion of the fuel, exhaust gases 230 are directed towards to the air intake manifold 224 through a turbo charger 232. The electronic control unit 106 controls the flow of the exhaust gases 230 into the turbo charger 232 through the butterfly valve 218.
FIG. 3 schematically illustrates various input signals received and various output signals generated by the electronic control unit 106 during the operation of the internal combustion engine 102 at higher altitude, in accordance with the embodiment of the present subject matter. As illustrated, the electronic control unit 106 received input signals as engine speed, cooling fan speed, turbocharger speed, vehicle speed, cylinder head temperatures, engine oil temperatures, ambient air pressure, exhaust air pressure, vehicle power supply, engine exhaust gases status, GPS, and input signals from exhaust brake button, clutch pedal (i.e., 214), gas pedal. The inputs signals can be received directly from the plurality of sensors or through multiplexes and signal conditioners that condition the input signals from the plurality of sensors. The electronic control unit 106 processes these input signals and generates output signals as warnings (for e.g., failure warning, overhear warning, preheater warning, engine over speed warning, etc.) and output signals for controlling various valves such as cooling throttle nozzle valve, cooling centrifugal valve, fuel control valve (i.e., valve 104), preheat valve, and exhaust brake valve (i.e., valve 218).
FIG. 4 schematically illustrates an example implementation of the system 100, in accordance with the embodiment of the present subject matter. In the example, the electronically controlled valve member 104 is an electro-pneumatic valve. The electronically controlled valve member 104 is connected to an outlet port of the air intake manifold 224 and an inlet port of the pressure corrector 226 through one or more suction pipes 502.
Referring to FIG.2, FIG. 3, and FIG. 4, the electronic control unit 106 detects the high altitude. In an implementation, the electronic control unit 106 detects the high altitude in response to receiving signals from the pressure sensor 206 and/or the GPS 202. In an example, the electronic control unit 106 detects the high altitude when the signal from the pressure sensor 206 indicates the atmospheric pressure is below 0.74 bar or when the signal from the GPS 202 the altitude is around 9000 feet (ft) and above. In an example, the electronic control unit 106 may receive signals from any of the pressure sensor 206 and the GPS 202 based on a priority of earliest sensing. In another implementation, the electronic control unit 106 detects the high altitude in response to receiving signals from the manual switch 212. The manual switch 212 can be engaged intentionally or based on situational requirement. In an example, the system 100 can be implemented in a vehicle and the operator of the vehicle can engage the manual switch 212.
Upon detecting the high altitude, the electronic control unit 106 controls an opening of the electronically controlled valve member 104. To this end, in an implementation, the electronically controlled valve member 104 is at fully-open position initially. As such, upon detecting the high altitude, the electronic control unit 106 switches the electronically controlled valve member 104 from the fully open-position to the fully closed-position at the higher altitude. As such, the electronically controlled valve member 104 cut downs the pressurized air from the turbocharger 232 via suction pipe (not shown in the figure) to the over pressure corrector 226 at the FIP 228. As a result, the pressurized air to the over pressure corrector 226 reduces to zero and quantity of fuel decreases (at 20-40%) to the ICE 102. The controlling of the flow of the fuel into the ICE 102 limits the efficiency of the ICE 102 by 25%-30% to achieve maximum performance at the high altitudes.
Due to the closing of the electronically controlled valve member 104, proper combustion of fuel is allowed within the ICE 102 as only the required amount of fuel is allowed to enter the FIP 228 in proportion to the ambient air available from the air intake manifold 224. This results amount of heat generated in the ICE 102 is reduced as the efficiency of the ICE 102 is limited.
Due to generation of less amount of heat, the amount of exhaust gas produced is also reduced. This results in protection of the turbocharger 232 from the damage form over run and high temperature. Thus, huge cost implication to the customer or manufacturer due to failure of ICE 102 or the turbocharger 232 is prevented.
Further, the electronic control unit 106 continuously monitors and controls the speed of the fan 220 to maintain the permissible heat generated. The electronic control unit 106 also maintains the electronically controlled valve member 104 at the fully closed-position at the higher altitude based on the signals received from the pressure sensor 206, the GPS 202, and the manual switch 212. In an example, the signals from any of the pressure sensor 206 and the GPS 202 indicate the atmospheric pressure is below 0.74 bar, the altitude is around 9000ft and above, or the manual switch 212 is enabled, the electronic control unit 106 maintains the electronically controlled valve member 104 at the fully closed-position. In another example, the signals from any of the pressure sensor 206 and the GPS 202 indicate the atmospheric pressure is above 0.74 bar, the altitude is less than 9000ft, or the manual switch 212 is disabled, the electronic control unit 106 switches the electronically controlled valve member 104 from the fully closed-position to the fully-open position.
Thus, in an example, when a vehicle without the system 100 travels at high altitude, the atmosphere surrounding the ICE 102 is thin, and air is less. As a result, the rate of cooling will be less due to reduced mass of air being delivered by the fan 220 to the ICE 102l eading to overheating of the ICE 102. Also, as the outside atmospheric pressure is very less, the exhaust gases 230 will drive the turbocharger 232 with very high speeds thereby damaging the turbocharger 232.
On the contrary, when a vehicle with the system 100 travels at high altitude, the pressurized intake air is controlled through the electronically controlled valve member 104. This in turn reduces the amount of fuel supply to the FIP 228, leading to reduction of overheating the ICE 102 and thus protecting the ICE 102from failure or seize.
The advantages of the present invention include, but not limited to, enabling operation of the ICE 102 at higher altitudes without failure or seize or overheating by reducing the improper combustion of fuel at higher altitudes. Further, over speeding of the ICE 102 and the turbocharger 232 is protected by real time monitoring of various signals/parameters from the plurality of sensors.
FIG. 5 schematically illustrates an example implementation of the system 100 operating the ICE 102 with in a vehicle, in accordance with the embodiment of the present subject matter. For the sake of clarity and brevity reference numerals are not inserted but texts are provided to indicate the various components. As illustrated, a large oil hydraulic fan mounted at the front of the engine collects and forces ambient air through air ducts over the engine housing. This is provided with a number of fins to have maximum surface contact with the cooling air.
The optimum operating temperature of the engine, as measured at the engine cylinder heads No. 7 and 8, is from 120°C to 190°C as measured by sensors mounted on the cylinder heads. The optimum engine cooling depends on the cylinder heads temperature, which is picked up by the thermistor sensors on the cylinder heads and on the engine oil temperature, which is picked up by another thermistor sensor situated in the front part of the engine near the oil filter. The ECU has to evaluate the temperature values and operate an electromagnetic hydraulic valve to control the pressure of the oil flow to the fluid coupling of the fan.
On a cold start, the ECU is to control the electromagnetic hydraulic valve to almost close the oil supply to the fan fluid coupling to make the fan rotate slowly. When the oil temperature reaches 95°C to 105°C, a thermostatic valve is to be opened in the body below the oil cooler and oil will flow through the throttle nozzle into the fluid coupling. The fan speed will then increase (about 30% of the fan output) and the engine cooled down. When the cylinder head temperature reaches 145°C to 165°C, and/or the oil temperature reaches 115°C, the ECU will open full oil inlet from the centrifugal filter to the fluid coupling and the fan speed increased to maximum. After the cylinder head temperature or the engine oil temperature reaches acceptable limits, the ECU will close the oil flow and thus the engine temperature is kept within optimum range.
In case the temperature increases and reaches a value of 215°C on one cylinder head, an engine overheating warning signal lamp on the instrument panel is to flash rapidly. Should the temperature increase and reach a value of 130°C on the oil sensor, the engine overheating signal lamp is to light continuously. In case both cylinder head temperature and oil temperature exceed allowable values simultaneously, the signal lamps are to start flashing quickly. As a self-check, in case the engine temperature thermistor sensors circuit is open or shorted and/or any output outlet is shorted to the vehicle ground, the signal lamp of the engine cooling control is to start to flash quickly.
As these are air cooled engines, cooling effect will depend directly on the mass of ambient air flowing over the engine, the ambient air temperature and indirectly on the ambient air pressure. The pressure of ambient air drops with altitude. Further, the turbocharger is designed to work within a specified speed range which depends on the exhaust air pressure and the ambient air pressure. In high altitudes, the turbocharger, if not controlled properly, will over speed and fail. To ensure proper engine functioning at higher altitudes, the ECU measures the ambient air pressure in accordance with the present invention. When the altitude of operation increases and ambient air pressure falls below acceptable limits (approx. 9000 ft. above mean sea level), and/or the turbocharger rotation speed increases beyond safe maximum, signals will be received from the above sensors by the ECU. The ECU then reduces engine fuel by cutting fuel at the FIP. The ECU reduces engine fuel by switching the pneumatic valve to fully closed position. The ECU also actuates the exhaust brake to reduce the engine speed and increases the speed of the cooling fan.
Thus, the ECU controls operation of the engine at higher altitudes without failure or seize or overheating by reducing the improper combustion of fuel at higher altitudes. Further, the ECU prevents over speeding of the engine and protects the turbocharger by real time monitoring of various signals/parameters from the plurality of sensors.
While specific language has been used to describe the present disclosure, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method in order to implement the inventive concepts as taught herein. The drawings and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment. Clearly, the present disclosure may be otherwise variously embodied, and practiced within the scope of the following claims.
,CLAIMS:1. A system for operating an internal combustion engine at higher altitude, the system comprising:
an electronically controlled valve member located between an air intake manifold and a pressure corrector to control a flow of intake air from the air intake manifold to the pressure corrector; and
an electronic control unit coupled to the electronically controller valve member to:
detect the higher altitude; and
control an opening of the electronically controlled valve member to control the flow of intake air from the air intake manifold to the pressure corrector for controlling introduction of the intake air into the internal combustion engine to operate the internal combustion engine at the higher altitude.
2. The system as claimed in claim 1, wherein the electronically controlled valve member is connected to an outlet port of the air intake manifold and an inlet port of the pressure corrector through one or more suction pipes.
3. The system as claimed in claim 1, wherein the electronically controlled valve member is to operate between a fully closed-position and a fully open-position.
4. The system as claimed in claim 3, wherein the electronic control unit is to at least one of:
switch the electronically controlled valve member from the fully open-position to the fully closed-position at the higher altitude; and
maintain the electronically controlled valve member at the fully closed-position at the higher altitude.

5. The system as claimed in claim 1, wherein the electronically controlled valve member is an electro-pneumatic valve.
6. The system as claimed in claim 1, wherein the electronic control unit is connected to a plurality of sensors to detect the higher altitude in response to receiving signals from the plurality of sensors, the plurality of sensors including a pressure sensor and a global positioning sensor.
7. The system as claimed in claim 1, wherein the electronic control unit is connected to a manual switch to detect the higher altitude in response to manually operating the switch.