System and method for warming up an engine using an electric supercharger

Abstract

The present disclosure provides "Systems and methods for warming an engine using an electric supercharger". Methods and systems for warming an engine and / or an engine fluid are provided. In one example, a method may include: energizing an electric motor of an intake supercharger to generate heat; circulating coolant and / or engine oil through the supercharger to absorb the heat generated by the supercharger; and then flowing the coolant and / or the engine oil to the engine to transfer the heat absorbed from the supercharger to the engine. In this way, by using the heat generated by the electric motor of the supercharger to warm the engine, the engine can be warmed without running the engine rich.

Description

Technical Field

[0001] The present description generally relates to systems and methods for heating an engine using an intake air boost device driven at least in part by an electric motor.

[0002] Background technology / invention content

[0003] Internal combustion engines are operated within a desired temperature range to optimize performance and minimize engine wear / degradation. Running the engine cold (below the desired operating temperature) may result in increased engine wear, tailpipe emissions, and fuel dilution. For example, when too cold, the exhaust catalyst will not be able to adequately process unwanted combustion products, resulting in increased tailpipe emissions. In addition, heat exchangers such as cabin heaters and other lubrication devices such as transmission and differential oil coolers may require warming fluids to operate properly. Engines are often run cold during and / or immediately after engine start because they cool down when not in operation. Therefore, after a long cold soak, the engine system must be heated during and / or immediately after engine start. Engines also tend to run cold at idle and may require additional warming when running at idle.

[0004] Tuggle et al., in U.S. Pat. No. 4,508,068, show an exemplary method for warming an engine during a cold start. Therein, the engine is run rich (the air-fuel ratio is operated to be rich of stoichiometry) to improve engine starting and warm-up. However, the inventors herein have recognized potential problems with this approach. As an example, excess fuel injected during rich operation may condense on the cold combustion chamber walls of the engine and rush into the oil pan, causing dilution of the oil by the fuel. Fuel dilution reduces the viscosity of the oil and makes it less effective in lubricating engine components, resulting in increased wear and degradation of engine components. As another example, due to the increased amount of fuel injected, not all of the injected fuel can be burned during rich operation. This incomplete combustion may result in higher levels of tailpipe emissions when the engine is warming up.

[0005] The inventors of this document have recognized that by utilizing waste heat generated by an electric device in the engine and / or vehicle system to heat the engine, the amount of enrichment during engine starting and / or idling can be reduced. Therefore, the above-mentioned problem can be at least partially solved by a method including the following: energizing an electric motor of an intake supercharger to generate heat; absorbing heat from the supercharger and one or more of the air compressed by the supercharger via one or more of a circulating coolant and a circulating engine oil; and after absorbing the heat, transferring the absorbed heat to the engine by flowing one or more of the circulating coolant and the circulating engine oil to the engine. By utilizing the heat generated by the electric supercharger to warm the engine, fuel-to-oil dilution and exhaust tailpipe emissions can be reduced. Specifically, the supercharger may include an electrically driven mechanical supercharger and / or an exhaust-driven turbocharger that is also at least partially driven by an electric motor (electrically assisted turbocharger). The electric motor of the supercharger may generate heat when it is running and may also heat the intake air compressed by it. Thus, heat from the hot, compressed intake air and heat generated by the electric motor itself can be transferred to the engine via the circulating coolant and / or engine oil. In some examples, the heat can additionally or alternatively be used to warm the coolant and / or engine oil.

[0006] In another example, the electric motor of the supercharger may be energized, and one or more of the coolant and the engine oil may be circulated through the running supercharger and the engine via one or more of the coolant pump and the engine oil pump, respectively, to warm the engine when the temperature of the engine is below the desired temperature. Under varying engine operating conditions, in addition to powering the electric motor of the supercharger and circulating the coolant and / or the engine oil, different control actions may be performed. For example, before the engine is started (when the engine is not running), the compressor bypass valve (CBV) may be opened to allow the supercharger to continue to recirculate air in the intake air while it is running rather than accumulating pressure in the intake air. However, when the engine is running, the CBV may be closed to accumulate intake manifold pressure in anticipation of vehicle start (vehicle driver depressing the accelerator pedal), and one or more engine operating parameters may be adjusted to limit the torque output to a desired torque output level before the vehicle is started.

[0007] In another example, an engine system may include: an oil pump; a coolant pump; an engine block, the engine block being fluidly coupled to one or more of the coolant pump and the oil pump, the engine block including one or more engine cylinders; an intake air boost device, the intake air boost device being at least partially driven by an electric motor and being fluidly coupled to the engine and one or more of the coolant pump and the oil pump; a boost device bypass valve, the boost device bypass valve in an open position enabling airflow around the intake air boost device; and a controller. The controller may include computer readable instructions stored in a non-transitory memory, the computer readable instructions for: powering the electric motor of the intake air boost device to generate heat; powering one or more of the coolant pump and the oil pump to circulate one or more of coolant and engine oil through the intake air boost device and the engine; opening the boost device bypass valve when the engine is off; and closing the boost device bypass valve when the engine is running.

[0008] In this manner, the electric motor of the supercharger may be used to warm up the engine in lieu of or in addition to air / fuel ratio enrichment. Utilizing the supercharger to heat the engine may reduce the amount of air / fuel enrichment used to warm up the engine, and / or may eliminate the use of such enrichment entirely, thereby reducing tailpipe emissions. Additionally, by reducing and / or eliminating the use of such enrichment, fuel dilution of the oil may be reduced and / or prevented, thereby better maintaining the integrity and effectiveness of the oil in lubricating rotating engine components. By warming the engine oil prior to engine starting, the effectiveness of the oil in lubricating rotating engine components may be increased during engine starting, thereby increasing the life of the engine. Additionally, mitigating such fuel enrichment reduces fuel consumption and improves fuel efficiency.

[0009] It should be understood that the above summary is provided to introduce in a simplified form some concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1A A schematic diagram of an exemplary embodiment of a boosted engine system having an electric supercharger through which an engine fluid (eg, engine oil, coolant, etc.) may be circulated is shown.

[0011] Figure 1BA schematic diagram of an exemplary embodiment of a supercharged engine system having an electrically-assisted turbocharger through which an engine fluid (eg, engine oil, coolant, etc.) may be circulated is shown.

[0012] Figure 2 Shown for use such as Figure 1A and Figure 1B Schematic diagram of a first exemplary embodiment of a coolant circuit of a supercharged engine system of a supercharged engine system, which enables a coolant to circulate through a supercharging device of the engine system.

[0013] Figure 3 Shown for use such as Figure 1A and Figure 1B Schematic diagram of an exemplary embodiment of an engine oil circuit of a supercharged engine system of a supercharged engine system that enables engine oil to circulate through a supercharging device of the engine system.

[0014] Figure 4 A flow chart is shown of an exemplary method for warming an engine using a motor of an intake air boost device.

[0015] Figure 5 A flow chart is shown of an exemplary method for warming an engine during engine starting.

[0016] Figure 6 A flow chart is shown of an exemplary method for warming an engine during a drive cycle, such as during engine idling.

[0017] Figure 7 A flow chart illustrating an exemplary method for warming an engine prior to engine start is shown. DETAILED DESCRIPTION

[0018] The following description relates to systems and methods for utilizing heat generated by one or more electric devices included in the engine and / or a vehicle including the engine to warm the engine. Figures 1A to 2 The exemplary vehicle shown may include an engine system including one or more compressors in the air intake for boosting the pressure of air provided to the engine cylinders. One or more of the compressors may be powered at least in part by an electric motor. Electric compressors typically respond faster than exhaust-driven turbochargers and, therefore, may be used to provide a more immediate increase in intake pressure as the exhaust-driven turbocharger accelerates. The electric compressor may also be powered independently of the engine, thereby enabling boost pressure to be accumulated in anticipation of a tip-in, further increasing the responsiveness of the engine. An exemplary engine system including an electric supercharger is shown in FIG. Figure 1AAn exemplary engine system including an electrically assisted turbocharger is shown in Figure 1B Shown in.

[0019] The electric motor and compressor impeller of the intake air boost device also generate heat when they operate, and the inventors herein have recognized that this waste heat can be used to warm engine fluids such as coolant and engine oil, as well as the engine itself (when these components are cooler than desired). During engine starting, using waste heat to preheat the engine oil can help the oil more effectively lubricate the rotating parts of the engine. In addition, these warm engine fluids can in turn be used to heat the engine faster during engine starting, thereby reducing and / or preventing the amount of rich running of the engine.

[0020] Furthermore, these warming strategies may also be used while the engine is running. However, when the engine is running, it is often desirable to warm the engine when boost is not desired. For example, the engine may be running cold during engine idle, where the vehicle operator has released the accelerator pedal and is not requesting torque. Thus, if Figure 5 and Figure 6 As shown in the exemplary method of , the engine controller may energize the electric motor of the electric supercharger when needed to warm the engine fluid, and may open the bypass valve to limit the amount of pressure added to the intake air by the supercharger. However, in other examples, such as during a performance mode where the vehicle driver repeatedly releases the accelerator pedal and then presses the accelerator pedal (e.g., during off-roading, rock crawling, etc.), it may be desirable to maintain a relatively high manifold pressure during the accelerator pedal release in anticipation of an upcoming accelerator pedal. Therefore, when the vehicle is launched or the accelerator pedal is imminent, the electric supercharger and the bypass valve may also be adjusted in anticipation of and during vehicle launch to utilize the already spinning supercharger to provide the desired torque increase more immediately.

[0021] The engine fluid may be warmed by the motor of the supercharger by passing the fluid through the supercharger and / or near the outlet of the supercharger. An exemplary coolant circuit that enables coolant to flow through the supercharger is Figure 2 An exemplary oil path that enables oil to flow through the boost device is shown in FIG. Figure 3 By utilizing the heat generated by the electric supercharger to warm the engine fluid, the amount of enrichment of the air-fuel ratio required to heat the engine to a desired temperature can be reduced, and thus fuel dilution and tailpipe emissions can be reduced.

[0022] Figure 1A and Figure 1B Two embodiments of a supercharged engine system are shown. Figure 1A In an example of the boosted engine system, the boosted engine system may include an electric supercharger, and Figure 1BIn an example of , the boosted engine system may include an electrically assisted turbocharger. Figure 1A and Figure 1B In both embodiments, an engine fluid (e.g., coolant, engine oil, etc.) may be circulated through the electrically-driven supercharging device and / or near an outlet of the supercharging device to warm the engine fluid and thereby warm the engine by flowing the heated fluid through the engine.

[0023] Figure 1A Aspects of an exemplary engine system 100 are schematically shown, which includes an engine 10 coupled to a vehicle 102. In some examples, the vehicle 102 may be a hybrid vehicle having multiple torque sources that can be used for one or more wheels 106. In other examples, the vehicle 102 is a conventional vehicle with only an engine. In the illustrated example, the powertrain of the vehicle 102 includes the engine 10 and the motor 52. The motor 52 may be a motor or a motor / generator. When one or more clutches 53 and 54 are engaged, the engine 10 and the motor 52 are connected to the wheels 106 via the transmission 48. In the depicted example, the (first) clutch 53 is disposed between the engine 10 and the motor 52, and the (second) clutch 54 is disposed between the motor 52 and the transmission 48. The controller 12 may send a signal to the actuator of each clutch 53 and 54 to engage or disengage the clutch, thereby connecting or disconnecting the engine 10 with the motor 52 and components connected thereto, and / or connecting or disconnecting the motor 52 with the transmission 48 and components connected thereto. For example, when clutches 53 and 54 are engaged, torque from engine 10 can be transmitted to wheels 106 via crankshaft 40, transmission 48, and driveline shaft 84. Transmission 48 can be a gearbox, a planetary gear system, or another type of transmission. Transmission 48 can be a fixed ratio transmission that includes multiple gear ratios to allow engine 10 to rotate at a different speed than wheels 106. By changing the torque transmission capacity of first clutch 53 (e.g., the amount of clutch slip), the amount of engine torque transmitted to the wheels via driveline shaft 84 can be adjusted.

[0024] The powertrain system can be configured in various ways, including parallel, series, or series-parallel hybrid vehicles. In an electric vehicle embodiment, the system battery 45 can be a traction battery that delivers power to the motor 52 to provide torque to the wheels 106. In some embodiments, the motor 52 can also operate as a generator to provide power to charge the system battery 45, such as during braking operations. It should be understood that in other embodiments, including non-electric vehicle embodiments, the system battery 45 can be a typical starting, lighting, ignition (SLI) battery coupled to an alternator 46.

[0025] The alternator 46 can be configured to charge the system battery 45 using engine torque drawn from the crankshaft 40 during engine operation. In addition, as further described below, based on the electrical demand corresponding to one or more electrical systems of the engine, the alternator 46 can power one or more electrical systems of the engine, such as one or more auxiliary systems, including a heating, ventilation and air conditioning (HVAC) system, vehicle lights, an in-vehicle entertainment system, and other auxiliary systems. In one example, the current drawn on the alternator can be continuously varied based on each of the cabin cooling demand, the battery charging demand, other auxiliary vehicle system demands, and the motor torque. A voltage regulator can be coupled to the alternator 46 to adjust the power output of the alternator based on system usage requirements (including auxiliary system demands).

[0026] exist Figure 1A In the depicted embodiment, the engine 10 is a compound supercharged engine configured with a multi-stage supercharging device. Specifically, the engine 10 includes a first supercharging device that is staged upstream of the second supercharging device. The depicted configuration causes the first compressor 110 (of the first supercharging device) to be positioned in the engine intake 42 upstream of the second compressor 114 (of the second supercharging device). At least one of the supercharging devices may be configured with electric assistance from an electric motor. In this example, the first supercharging device is an electric mechanical supercharger 13, which is configured to operate under electric assistance from an electric motor, and the second supercharging device is a turbocharger 15. However, other combinations and configurations of supercharging devices are also possible without departing from the scope of the present disclosure. For example, in an alternative embodiment, the turbocharger 15 may be an electric turbocharger having an electric motor coupled to a compressor, a turbine or a turbocharger shaft, and the supercharger is configured as an electric or mechanical supercharger. In another alternative embodiment, the electric mechanical supercharger may be placed downstream of the turbocharger. In other examples, both the first boosting device and the second boosting device may be electric superchargers or electric turbochargers. Figure 1B An example is shown where the engine system 100 includes an electrically assisted turbocharger and no supercharger. However, in other examples, the engine system 100 may include both an electric supercharger and an electrically assisted turbocharger.

[0027] In the depicted example, the electric supercharger 13 includes a first compressor 110 driven by an electric motor 108. Specifically, the fan of the first compressor 110 can be driven by power received from the electric motor 108 along the supercharger compressor shaft 80. In some examples, the first compressor 110 of the supercharger 13 can be additionally driven by the engine crankshaft via a clutch and gear mechanism. The electric motor 108 can be powered by an onboard energy storage device, such as a system battery 45 and / or its own dedicated battery 105. The electric motor 108 can also or alternatively be powered by an alternator 46. The amount of power delivered to the electric motor 108 can be varied by the controller 12, for example, by adjusting the duty cycle of a pulse width modulation (PWM) signal sent to the motor 108.

[0028] The first compressor 110 is positioned in the engine intake in parallel with the electric supercharger bypass valve (ESBV) 72. The ESBV may be an electrically actuated valve and may be in electrical communication with the controller 12. Thus, the controller 12 may adjust the position of the ESBV 72 (and other valves described herein) by adjusting the command signal sent to the ESBV. For example, the controller 12 may adjust the position of the ESBV 72 and other valves described herein by adjusting the duty cycle of the PWM signal sent to the ESBV 72 and other valves described herein. The position of the ESBV 72 may be adjusted by the controller 12 to adjust the amount of air passing through the ESBV 72. In the fully closed position, the ESBV 72 may force substantially all of the airflow in the intake to pass through the compressor 110 of the supercharger 13. However, when open, the ESBV 72 may allow air to bypass the compressor 110 of the supercharger 13 and flow directly to the second compressor 114 without passing through the compressor 110 when the engine 10 is running. When the engine is not running but the supercharger 13 is energized, the ESBV 72 may be opened to allow air to recirculate upstream of the compressor 110. Similarly, when the engine is running, if the supercharger 13 is being energized and the ESBV 72 is open, if the airflow through the supercharger 13 exceeds the airflow through the engine, then air may flow through the ESBV 72 in a direction that allows the flow to recirculate through the supercharger 13. In this way, the supercharger 13 may be energized without increasing boost by recirculating the intake air around the compressor 110 through the first compressor passage 70 and the intake passage 42. Thus, when the ESBV 72 is open, the compressor 110 rotates and air may flow from the outlet 113 of the compressor 110 back to the inlet 111 of the compressor 110 through passages 70 and 42. In another example, when the engine is not running, the supercharger 13 may be energized and the ESBV 72 may be closed to increase boost pressure in anticipation of a tip-in.

[0029] Thus, when the opening of ESBV 72 is closed, air may enter first compressor 110, thereby directing intake air from air box 112 through first compressor passage 70 and first compressor 110, where the air is pressurized for delivery to second compressor 114. Fresh air received at inlet 111 of second compressor 114 is then compressed and introduced into engine 10.

[0030] Under engine operation, when the first compressor 110 does not flow enough air to increase the air pressure downstream of the outlet 113 relative to the upstream of the inlet 111, opening the ESBV 72 increases the amount of air entering the second compressor 114 without passing through the first compressor passage 70 and the first compressor 110. With the ESBV 72 fully open (fully open first position), compressed air may be delivered to the engine 10 only via the second compressor 114 of the turbocharger 15. The ESBV 72 may be an electrically actuated valve that may be adjusted to a fully open first position, a fully closed second position, and / or one or more positions between the first position and the second position.

[0031] In the event of engine operation, wherein compressor 110 is able to provide sufficient airflow to increase the pressure of the air downstream of outlet 113 above the pressure of the air upstream of inlet 111, opening ESBV 72 will allow air that has passed through compressor 110 to recirculate back to inlet 111 of compressor 110. Thus, air may flow from outlet 113 through passage 70 to ESBV 72, through open ESBV 72, and back through passage 70 to inlet 111 of compressor 110 (e.g., in the event of a Figure 1A ). In this case, when ESBV 72 is open, the pressure at outlet 113 of compressor 110 and downstream of outlet 113 is reduced to approximately the inlet pressure in intake passage 42. This movement and recirculation of air increases the temperature of the air and components in contact with the recirculated air.

[0032] The electric motor 108 may be configured as a motor generator. Thus, during situations where electric assistance is needed to build up boost, the electric motor may provide positive torque to drive the centrifugal compressor of the supercharger (or turbocharger shaft) to improve transient boost pressure delivery. However, the electric motor is also capable of regenerating energy by "braking" the motor shaft. Therein, negative torque may be applied to the compressor (or shaft), thereby reducing compressor speed and simultaneously charging a system battery (such as battery 45) coupled to the motor.

[0033] The turbocharger 15 includes a second compressor 114 driven by a turbine 116. The second compressor 114 is shown as a turbocharger compressor, which is mechanically coupled to the turbine 116 via a shaft 19, and the turbine 116 is driven by the expanding engine exhaust. In one embodiment, the turbocharger may be a twin-scroll device. In another embodiment, the turbocharger may be a variable geometry turbocharger (VGT), in which the turbine geometry is actively varied according to engine operating conditions.

[0034] Fresh air is introduced into the engine 10 along the intake passage 42 via the air box 112 and flows to the second compressor 114. Under selected conditions, as described in detail below, by adjusting the opening of the compressor recirculation valve (CRV) 62, the air compressed by the turbocharger 15 can be recirculated from the outlet to the inlet of the second compressor 114 through the second compressor bypass passage 60. The CRV 62 can be a continuously variable valve, and increasing the opening of the CRV 62 can include actuating (or energizing) a solenoid of the valve. One or both of the CRV 62 and the ESBV 72 can be continuously variable valves, wherein the position of the valve is continuously variable from a fully closed position to a fully open position.

[0035] The second compressor 114 is coupled to a throttle valve 20 via a charge air cooler (CAC) 18. Air flows from the second compressor 114 through the CAC 18 and the throttle valve 20 to an intake manifold 22. The air then flows to a combustion chamber 30 of an engine block 11 of the engine 10. Thus, the engine block 11 may include the combustion chamber 30. For example, the CAC 18 may be an air-to-air heat exchanger or a water-to-air heat exchanger. The intake manifold pressure (e.g., the pressure of the air charge within the intake manifold) may be determined using a manifold absolute pressure (MAP) sensor 124.

[0036] The intake manifold 22 is coupled to a series of combustion chambers 30 of the engine block 11 through a series of intake valves (not shown). The combustion chambers are further coupled to an exhaust manifold 36 via a series of exhaust valves (not shown). In the depicted embodiment, a single exhaust manifold 36 is shown. However, in other embodiments, the exhaust manifold may include multiple exhaust manifold sections. A configuration with multiple exhaust manifold sections may enable the outflow from different combustion chambers to be directed to different locations in the engine system.

[0037] In one embodiment, each of the exhaust valve and the intake valve may be electronically actuated or controlled. In another embodiment, each of the exhaust valve and the intake valve may be cam actuated or controlled. Whether electronically actuated or cam actuated, the timing of the opening and closing of the exhaust and intake valves may be adjusted to achieve desired combustion and emission control performance. For example, the cam timing may be adjusted via a variable cam timing system to move the intake and exhaust cams to positions that provide the best volumetric efficiency for a given operating condition.

[0038] Combustion chamber 30 may be supplied with one or more fuels, such as gasoline, an alcohol fuel blend, diesel, biodiesel, compressed natural gas, etc. Fuel may be supplied to the combustion chamber via direct injection, port injection, valve body injection, or any combination thereof. In the depicted example, fuel is provided to each combustion chamber 30 via direct injection through fuel injector 66. Fuel may be delivered to fuel injector 66 via a fuel system (not shown) including a fuel tank, a fuel pump, and a fuel rail. Combustion may be initiated in the combustion chamber via an ignition spark and / or compression ignition.

[0039] like Figure 1A As shown, exhaust gas from exhaust manifold 36 is directed to turbine 116 to drive the turbine. When reduced turbine torque is desired, a portion of the exhaust gas may be directed through wastegate 90 instead, thereby bypassing turbine 116. Wastegate actuator 92 (e.g., wastegate valve) may be actuated open to release at least some exhaust pressure from upstream of turbine 116 to a location downstream of turbine 116 via wastegate 90. By reducing the exhaust pressure upstream of turbine 116, the turbine speed may be reduced.

[0040] The combined flow from turbine 116 and wastegate 90 flows through emission control device 170. Generally, emission control device 170 may include one or more exhaust aftertreatment components configured to reduce the amount of one or more substances in the exhaust flow. For example, an exhaust aftertreatment component may be configured to capture NO from the exhaust flow when the exhaust flow is lean. x , and reduces the captured NO when the exhaust flow is rich x In other examples, the exhaust aftertreatment components may be configured to x Disproportionate or selective reduction of NO with the aid of reducing agents x In other examples, emission control device 170 includes a three-way catalyst configured to reduce NO x Various exhaust aftertreatment catalysts having any such functions may be arranged alone or together in the washcoat or elsewhere in emission control device 170. In some embodiments, emission control device 170 may also include a regenerable soot filter configured to capture and oxidize soot particles in the exhaust gas flow.

[0041] All or a portion of the treated exhaust gas from emission control device 170 may be released to the atmosphere via exhaust conduit 35. However, depending on operating conditions, some exhaust gas may alternatively be diverted to intake passage 42 via an exhaust gas recirculation (EGR) passage (not shown) including an EGR cooler and an EGR valve. The EGR may be recirculated to the inlet of first compressor 110, the inlet of second compressor 114, or both.

[0042] One or more sensors may be coupled to the inlet of the second compressor 114 (as shown) and / or the first compressor 110 (not shown). For example, a temperature sensor 55 may be coupled to the inlet 111 of the first compressor 110 and / or the inlet of the second compressor 114 for estimating the compressor inlet temperature. As another example, a pressure sensor 56 may be coupled to the inlet of the first compressor 110 and / or the second compressor 114 for estimating the pressure of the air entering the first compressor and / or the second compressor, respectively. Other sensors may include, for example, an air-fuel ratio sensor, a humidity sensor, etc. In other examples, one or more of the second compressor inlet states (such as humidity, temperature, etc.) may be inferred based on the engine operating conditions.

[0043] One or more engine fluids (e.g., engine oil, coolant, etc.) may be circulated through the engine 10 to lubricate the engine 10 and / or maintain the temperature of the engine at a desired temperature. Specifically, a pump 86 may be included in the engine system 100 to circulate the engine fluid. The pump 86 may be an electric pump and may be coupled to, for example, a vehicle battery 45 as a power source. However, in other examples, the pump 86 may include its own battery and / or may be driven by the engine 10 and specifically the crankshaft 40. The pump 86 may be powered by the alternator 46 in addition or alternatively. The pump 86 may be included in an engine fluid circuit 87 that provides fluid communication between the pump 86 and the engine 10 (engine block 11) for circulating the engine fluid between the pump 86 and the engine 10. In some examples, the fluid circuit 87 may extend through the supercharger 13 so that the engine fluid may circulate through the supercharger 13. Specifically, a portion of the circuit 87 may be included in the housing 115 of the supercharger 13 and / or the housing 109 of the electric motor 108. In this manner, when the motor 108 is operating, the engine fluid circulating through the fluid circuit 87 may absorb heat from the electric motor 108 and the compressor housing 115 as the engine fluid passes through the supercharger 13 .

[0044] For example, engine fluid may be circulated through a coolant jacket of the electric supercharger 13. The coolant jacket may provide cooling for one or more of: the motor 108, a controller for the motor 108, a shaft assembly of the supercharger 13, and compressed air at an outlet 113 of the supercharger 13. In another example, Figure 1A , the coolant loop 87 may additionally or alternatively extend near the outlet 113 of the compressor 110 of the supercharger 13, as shown by the dashed lines in FIG. 8. For example, the coolant loop 87 may extend along the outlet 113 of the compressor 110 and / or may be in direct thermal contact with the outlet, so that when the air in the compressor outlet 113 is hotter than the fluid in the loop 87, the fluid loop 87 may absorb heat from the compressor outlet 113. In another example, the coolant loop 87 may extend along a portion of the bypass passage 70 included downstream of the compressor 110 and / or may be in direct thermal contact with the portion, so that when the air is hotter than the fluid in the loop 87, the fluid loop 87 may absorb heat from the air in the passage 70 that has been compressed by the compressor 110. In this way, the engine fluid circulating through the fluid loop 87 may absorb heat from the hot compressed air near the outlet 113 of the compressor 110, which is recirculated through the ESBV 72 and reintroduced into the compressor 110. Conversely, when the fluid in the circuit 87 is hotter than the air in the motor 108 and / or the compressor outlet 113 , the fluid in the circuit 87 may be cooled.

[0045] The controller 12 may be included in the control system 14. The controller 12 is shown as receiving information from a plurality of sensors 16 (various examples of which are described herein) and sending control signals to a plurality of actuators 81 (various examples of which are described herein). As an example, the sensors 16 may include an exhaust gas sensor 126 located upstream of the turbine 116, a MAP sensor 124, an exhaust temperature sensor 128, an exhaust pressure sensor 129, a compressor inlet temperature sensor 55, a compressor inlet pressure sensor 56, and a mass air flow (MAF) sensor 57. Other sensors such as additional pressure, temperature, air-fuel ratio, and composition sensors may be coupled to various locations in the engine system 100. The actuators 81 may include, for example, the throttle valve 20, the CRV 62, the ESBV 72, the electric motor 108, the wastegate actuator 92, the pump 86, and the fuel injector 66. The controller 12 may adjust the operation of the actuator 81 by adjusting the amount of command signal or power supplied to the actuator 81. For example, the controller 12 may adjust the duty cycle of a PWM signal sent to the actuator 81 and / or its power source (eg, the battery 45 , the alternator 46 , the battery 105 , etc.) to regulate operation of the actuator 81 .

[0046] The controller 12 Figure 1A and Figure 1B1 is shown as a microcomputer, which includes: a microprocessor unit 192, an input / output port 194, a read-only memory 196, a random access memory 198, a keep-alive memory 199, and a conventional data bus. In addition to those signals previously discussed, the controller 12 is also shown receiving various signals from sensors 16 coupled to the engine 10, including an engine position sensor 134, which is coupled to the input device 130 for sensing the input device pedal position (PP) adjusted by the vehicle driver 132. The input device 130 may include an accelerator pedal and / or a brake pedal. Therefore, the output from the position sensor 134 can be used to determine the position of the accelerator pedal and / or brake pedal of the input device 130, and therefore determine the desired engine torque. Therefore, the desired engine torque requested by the vehicle driver 132 can be estimated based on the pedal position of the input device 130.

[0047] During a tip-out, the driver may fully release the accelerator pedal and / or fully depress the brake pedal. During a tip-in, the driver may depress the accelerator pedal. Thus, the amount of torque requested by the driver 132 may increase as the accelerator pedal is depressed more. Thus, when the accelerator pedal is fully depressed, the driver 132 may request maximum torque output from the engine.

[0048] The controller 12 may receive input data from various sensors, process the input data, and use various actuators to adjust engine operation based on the received signals and instructions stored on the memory of the controller. The controller may use the actuators in response to the processed input data based on instructions or code programmed therein corresponding to one or more programs, such as those described herein with respect to Figures 4 to 7 As an example, in response to the engine temperature and / or the engine fluid temperature decreasing below a threshold, the controller may increase the power supplied to the electric supercharger and direct the engine fluid through the supercharger and the engine to utilize the heat generated by the operating electric supercharger to warm the engine.

[0049] Figure 1B An alternative embodiment of the engine system 100 is shown in which the supercharger 13 is not included in the engine system 100 and the turbocharger 15 is configured as an electrically assisted turbocharger that receives power from the electric motor 118. Figure 1BIn the illustrated embodiment, the compressor 114 of the turbocharger may be at least partially driven by an electric motor 118. Thus, the compressor 114 may receive power from the electric motor 118 and / or from the turbine 116 via shaft 19. In some examples, the motor 118 may be included between the turbine 116 and the compressor 114, and may provide power to the compressor 114 via shaft 19. However, in other examples, the electric motor 118 may be coupled to the compressor 114 via its own dedicated mechanical linkage (such as a belt, shaft, chain, etc.). The electric motor 118 may be controlled by the controller 12 in the same manner as described above in Figure 1A The electric motor 118 may be coupled to the fan of the compressor 114 to provide additional boost as the turbine 116 spins up. Additionally, the electric motor 118 may be coupled to the fan of the compressor 114 to provide additional boost as the turbine 116 spins up. Figure 1A The motor 108 described above operates in a similar manner to generate heat to preheat the engine fluid and the engine.

[0050] Furthermore, instead of extending the fluid circuit 87 ( Figure 1B ), the loop 87 may alternatively extend through Figure 1B The motor 118 of the turbocharger 15 in the illustrated embodiment of the engine system 100. In this manner, the fluid in the circuit 87 can absorb heat from the motor 118 as it flows through the turbocharger 15.

[0051] Various embodiments of the fluid circuit 87 are described below. Figure 2 and Figure 3 shown in . Specifically, Figure 2 An example is shown where fluid circuit 87 may be configured as a coolant circuit to circulate engine coolant. Figure 3 An example is shown where the fluid circuit 87 may be configured as an oil circuit to circulate engine oil.

[0052] Now turn to Figure 2 , which shows an embodiment of a coolant circuit that can be included as a fluid circuit 87 in the above Figure 1A and Figure 1B Specifically, Figure 2An exemplary embodiment of a vehicle heating, ventilation and air conditioning (HVAC) system 200 in a vehicle 102 is shown. The HVAC system 200 is also referred to herein as a cooling system 200. The vehicle 102 has a drive wheel 106, a passenger compartment 204 (also referred to herein as a passenger compartment), and an under-hood compartment 203. The passenger compartment 204 includes a passenger compartment greenhouse formed by a windshield (not shown) and other glass windows including a rear window (not shown). The under-hood compartment 203 can accommodate various under-hood components under the hood (not shown) of the vehicle 102. For example, the under-hood compartment 203 can accommodate a powertrain including an internal combustion engine 10.

[0053] The under-hood compartment 203 may also include an HVAC system 200 that circulates coolant through the internal combustion engine 10 to absorb waste heat and distributes heated coolant to the radiator 280 and / or the heater core 255 via coolant lines 282 and 284, respectively. As shown, in one example, the cooling system 200 may be coupled to the engine 10 and may circulate engine coolant from the engine 10 to the radiator 280 via a coolant pump 286 and return to the engine 10 via coolant line 282. The coolant pump 286 may be similar to the HVAC system described above with reference to 1A and Figure 1B The coolant pump 286 may be the same or similar to the pump 86 described above. The coolant pump 286 may be an electric pump and, in one example, may circulate a fixed amount of coolant based on the engine temperature. Specifically, the coolant pump 286 may circulate the coolant through passages in the engine block, engine head, etc. to absorb engine heat, which is then transferred to the ambient air via the radiator 280. Alternatively, as will be shown in the present disclosure, the coolant may be circulated through the electric supercharger 213 to absorb heat from the supercharger 213 and then transferred to the engine 10 to warm the engine 10.

[0054] The boost device 213 may be a supercharger, such as the supercharger 13 described above in FIG. 1 , and / or may include an electrically assisted turbocharger, such as the supercharger 13 described above in FIG. Figure 1B An embodiment of a turbocharger 15 is described in .

[0055] The temperature of the coolant may be regulated by a thermostat (or thermostatic control valve) 238 located in cooling line 282, which may remain closed until the coolant reaches a threshold temperature and / or until the engine reaches a threshold temperature. Thus, valve 238 may prevent coolant from flowing to the engine when the engine is warming up and cooling the engine is not desired and / or when the coolant is too cold and flowing coolant to the engine would cool the engine more than desired. In one embodiment, thermostatic control valve 238 may be an electric thermostatic control valve and may be regulated by controller 12 independently of the coolant temperature.

[0056] The thermostatic control valve 238 can proportion the flow between the coolant line 284 (also referred to as the engine loop) and the coolant line 282 (also referred to as the radiator loop). In the example of a coolant system including a degassing bottle, the valve 238 can be a three-way thermostatic control valve. The thermostatic control valve 238 can control the amount of coolant flow in each coolant line 282 and 284. In one example, based on the existing environmental and engine conditions, the thermostatic control valve 238 can allow a primary flow in the coolant line 282 or the coolant line 284. For example, if the powertrain retains residual heat, the coolant can transfer heat from the powertrain to the heater core 255 and continue there to the passenger compartment 204 and / or the windshield and cabin greenhouse. Here, the thermostatic control valve 238 can block the coolant line 282 and allow the primary coolant to flow in the coolant line 284.

[0057] As described above, the coolant may flow through coolant line 282, and / or flow through coolant line 284 to heater core 255, where heat may be transferred from the coolant to the passenger compartment 204, and the coolant flows back to the engine 10. The heater core 255 may thus act as a heat exchanger between the coolant and the passenger compartment 204. Fins may be attached to the heater core to increase the surface area for heat transfer. Air may be forced through the fins, for example, by operating blower 297, to speed up the heating of the passenger compartment. The hot air may also be blown by blower 297 through vents that direct heat to the windshield and other windows within the passenger compartment (also referred to herein as a cabin greenhouse). Blower 297 is depicted in the described embodiment as an electric fan connected to motor 295, which is powered by a battery (e.g., as described above in Figure 1A and Figure 1B Powered by battery 45) described in.

[0058] One or more cooling fans may be included in cooling system 200 to provide airflow assistance and increase airflow through under-hood components. For example, an electric cooling fan (also referred to herein as a radiator fan) 291 coupled to radiator 280 may be operated while the vehicle is moving and the engine is running to provide cooling airflow assistance through radiator 280. Radiator fan 291 may be actuated by a motor 293 coupled to fan 291. Motor 293 may be coupled to controller 12 and / or a battery (e.g., as described above in Figure 1A and Figure 1B45 described in ). The controller can regulate the operation of the fan 291 by controlling the amount of power supplied to the motor 293 by the battery and / or the alternator. The radiator fan 291 can draw a cooling airflow into the under-hood compartment 203 through an opening in the front end of the vehicle 102 (e.g., through the grille 212). This cooling air flow can then be utilized by the radiator 280 and other under-hood components (e.g., fuel system components, batteries, etc.) to keep the engine and / or transmission cool. In addition, the air flow can be used to exhaust heat from the vehicle's air conditioning system. In addition, the air flow can be used to improve the performance of turbocharged / supercharged engines that are equipped with a charge air cooler that reduces the temperature of the air entering the intake manifold / engine. The radiator fan 291 is depicted as an electric fan, and thus can be coupled to a battery (e.g., above in Figure 1A and Figure 1B 45) and / or an alternator (e.g., as described above in Figure 1A and Figure 1B The AC generator 46 described in ).

[0059] In the embodiments described herein, the boost device 213 may be operated to warm the coolant prior to engine start, during engine idling, and during any other situation in which the coolant temperature and / or engine temperature is lower than desired. For example, when the vehicle 102 is parked and turned off for a period of time, the powertrain system including the engine 10 may cool down. Prior to engine start, the controller 12 may periodically monitor the powertrain temperature and ambient conditions. For example, the controller 12 may estimate the engine temperature via the engine temperature sensor 272. That is, the controller 12 may estimate the engine temperature based on the output received from the temperature sensor 272, which may be in electrical communication with the controller 12. Prior to and / or during engine start, the controller may then control the pump 286 and the motor of the boost device 213 (e.g., as described above in Figure 1A and Figure 1B The motor 108 and / or the motor 118 described in FIG. 2 are energized to circulate the coolant through the supercharging device 213 and to warm the coolant using the heat generated by the supercharging device 213.

[0060] exist Figure 2In an example of the present invention, pump 286 may pump coolant along first coolant passage 220 toward engine 10. Coolant may be pumped through supercharger 213 on the way to engine 10. As detailed above, for example, when the engine temperature is lower than desired, the motor of supercharger 213 may warm the coolant on the way to engine 10. In some examples, first coolant passage 220 may include bypass valve 221, which may be adjusted to allow coolant to flow around supercharger 213, reach engine 10 through bypass passage 222 without flowing through supercharger 213. For example, when engine warming is not desired and cooling of supercharger 213 is not required (e.g., the temperature of supercharger 213 is less than a threshold), then controller 12 may adjust bypass valve 221 to allow coolant to flow only through bypass passage 222. As another example, when engine cooling is desired, the coolant may bypass the supercharger 213 so that the coolant is not warmed by the supercharger 213 and more efficient cooling may be provided for the engine 10. The valve 221 may be an electrically actuated valve that is in electrical communication with the controller 12 and may be adjusted by the controller 12. The valve 221 may be adjusted to a first position, in which the coolant flows only through the passage 220 to the supercharger 213 and the engine 10, and a second position, in which the coolant flows only through the bypass passage 222 without passing through the supercharger 213. The valve 221 may also be adjusted to one or more positions between the first position and the second position.

[0061] The coolant may then flow from one or more of the supercharging device 213 and / or the bypass passage 222 to the engine 10. If the coolant and the engine 10 are at different temperatures, they may transfer heat to each other. The coolant may then exit the engine 10 and continue through the passage 220. The coolant may then flow to the heater core 255 via the coolant line 284, or to the radiator 280 via the coolant line 282.

[0062] During certain engine operating conditions, such as before the engine is started, fans 291 and 297 may not be turned on, and therefore coolant circulating through lines 282 and 284 may not be cooled by the radiator and / or heater core 255. In the event that coolant leaving the engine 10 will not be further cooled by circulating through lines 282 and / or 284, and if engine warming is desired, the coolant may be circulated through the supercharging device 213 to absorb heat, and then through the engine 10 to dissipate the absorbed heat to the engine 10. The coolant may be circulated back through lines 282 and 284 without further cooling. In addition, in the event that the coolant is desired to perform its normal cooling function, the coolant may be circulated through the engine 10 to cool the engine (absorb heat from the engine 10), and then through one or more of lines 282 and 284 to be cooled by fans 291 and 297 of the radiator 280 and / or heater core 255, respectively. In such an example, coolant may bypass supercharging device 213 as described above to enhance cooling of engine 10 .

[0063] However, the inventors herein have recognized that under certain conditions, engine warming may be desired when the coolant is to be cooled by the radiator 280 and / or the heater core 255. For example, if the coolant is circulated through the lines 282 and / or 284 when the fans 291 and / or 297 blow air, the coolant leaving the engine 10 may be cooled, particularly at increasingly lower ambient and / or under-hood temperatures. Thus, in one example, when engine warming by the coolant is desired, the amount of power delivered to the fans 291 and / or 297 may be reduced by the controller 12. In another example, the amount of coolant flowing in the line 282 relative to the line 284 may be adjusted based on how much cooling effect the heater core 255 has on the coolant relative to the radiator 280 (the coolant flow may be biased toward the line with less cooling effect on the coolant). In this way, cooling of the coolant may be reduced when engine warming is desired, thereby enhancing warming of the engine 10.

[0064] In another example, cooling system 200 may additionally include a warming line 224 that may be coupled at one end to passage 220 downstream of coolant exiting engine 10 and connected at an opposite end to pump 286 for circulating coolant back to pump 286 without passing through radiator 280 or heater core 255. That is, warming line 224 may bypass lines 282 and 284 so that coolant in passage 220 is not cooled by either of fans 291 and 297. Thus, when coolant exiting engine 10 is warmer than ambient temperature, such that coolant would be cooled if it were circulated through radiator 280 and / or heater core 255, and engine warming is desired (e.g., the engine is cooler than a desired temperature), coolant may be circulated through warming line 224 without passing through radiator 280 and / or heater core 255 to keep the coolant warm and prevent cooling through radiator 280 and / or heater core 255. Thus, if the coolant exiting the engine 10 is to be further cooled by the radiator 280 and / or the heater core 255, and engine warming is desired, the coolant may be circulated through the warming line 224 to prevent such further cooling so that the supercharging device 213 may more quickly add heat to the coolant and, therefore, the engine 10. In this manner, the coolant may be maintained at a higher temperature than it would otherwise have if it were circulated through the heater core 255 and / or the radiator 280, and, therefore, may be circulated back to the supercharging device 213 to more quickly heat the engine 10.

[0065] Valve 223 may be positioned in passage 220 to regulate coolant flow through passage 220 and warming line 224. For example, the valve may be a 3-way valve similar to valve 221 described above. Controller 12 may be in electrical communication with valve 223 to adjust its position. Valve 223 may be adjusted to a first position, in which coolant flows only to lines 282 and / or 284 without flowing through line 224, and a second position, in which coolant flows only to line 224 without flowing to lines 282 and 284. Valve 223 may also be adjusted to one or more positions between the first position and the second position.

[0066] although Figure 2 A system is described that enables engine 10 to be heated using coolant, but it should be understood that in other examples, different engine fluids may be used instead of or in addition to coolant to heat engine 10. Figure 3 As described in, for example, engine oil may be used in addition to or in place of coolant to warm the engine.

[0067] Steering Figure 3 , shows an exemplary engine oil lubrication system 300, which may be included in an engine system (e.g., as described above in Figure 1A and Figure 1B ) as a fluid circuit (e.g., as described above in the engine system 100 Figure 1A and Figure 1B The fluid circuit 87 described in ) is used to warm the engine system under selected conditions.

[0068] The oil in the engine oil lubrication system 300 may be circulated by an oil pump 308, which in one example may be activated by rotating a crankshaft (e.g., Figure 1A and Figure 1B ) via a mechanical linkage (e.g., a drive belt or chain). However, in another example, the pump 308 may be an electric pump driven by an electric motor that draws power from a battery (e.g., as described above in Figure 1A and Figure 1B battery 45 as described in the above) or an alternator (e.g., Figure 1A and Figure 1B The AC generator 46 described in the above paragraphs obtains electrical power.

[0069] continue Figure 3 , the oil pump 308 can draw oil from the oil reservoir 304 stored in the oil pan or oil sump 302 through the supply channel 306. The oil can be delivered from the oil pump 308 to the engine 10 and / or the supercharging device 213 by pressure through the supply channel 310 and the oil filter 312. In particular, after passing through the filter 312, the oil can flow to the supercharging device 213 through the channel 314 or directly to the engine 10 via the channel 317. Therefore, in Figure 3 In the example shown, only a portion of the total oil flow pumped by pump 308 to passage 310 is directed to supercharging device 213, while the remaining oil pumped by pump 308 may flow directly to engine 10 via passage 317 without flowing through supercharging device 213. In one embodiment, valve 337 may be included to adjust the relative amount of oil flowing through passages 314 and 317. Thus, valve 337 may be adjusted to proportion the total amount of oil pumped by pump 308 to supercharging device 213 via passage 314 and / or directly to engine 10 via passage 317. Valve 337 may be an electrically actuated valve that may be controlled by a controller (e.g., as described above in Figures 1A to 2 Controller 12 described in . Valve 337 is adjustable between a first position, in which oil flows only to passage 317 and not to passage 314, and a second position, in which oil flows only to passage 314 and not to passage 317. Valve 337 is adjustable to a plurality of positions between the first position and the second position.

[0070] The valve 338 may be adjusted to allow oil to bypass the boost device 213 and flow through the bypass passage 316. In one embodiment, the valve 338 may be an electrically actuated valve that may be controlled by a controller (e.g., as described above). Figures 1A to 2 314) to a first position in which oil flows only from passage 310 to boost device 213 and a second position in which oil flows only from passage 310 to bypass passage 316 without flowing through boost device 213. Valve 338 may be additionally adjusted to one or more positions between the first position and the second position to change the relative amount of oil flowing between boost device 213 and bypass passage 316. In another embodiment, valve 338 and bypass passage 316 may not be included, and thus any oil flowing through passage 314 may flow through boost device 312.

[0071] Oil may flow from supercharging device 213 and / or bypass passage 316 to engine 10. The oil may lubricate various rotating and / or moving parts in engine 10, such as a camshaft. The oil may then exit engine 10 and may flow back to oil sump 302 via passage 322.

[0072] As mentioned above Figures 1A to 2 As described above, when it is desired to warm the engine oil and / or the engine 10, the controller may energize the supercharging device 213 to warm the oil flowing through the supercharging device 213. When the supercharging device 213 is energized, it may generate heat, which may then be transferred to the engine oil as it passes through the supercharging device 213. In one example, the controller may additionally adjust the position of the valve 338 to increase the oil flowing through the supercharging device 213 relative to the bypass passage 316. In another example, the controller may additionally adjust the position of the valve 337 to increase the oil flowing through the supercharging device 213 relative to the passage 317. Thus, the controller may adjust the valve 337 toward the second position so that more of the oil pumped by the pump 308 is warmed by the supercharging device 213.

[0073] When warming of the engine and / or engine oil is not desired and / or when cooling of boost device 213 is not desired, controller may adjust valve 338 to allow oil to bypass boost device 213 via bypass passage 316 .

[0074] In one example, boost device 213 may be energized prior to engine start and may be used to heat the engine oil more quickly. By heating the engine oil more quickly prior to and / or during engine start, the oil may more effectively lubricate the rotating components of engine 10, thereby reducing wear on the engine components and extending the life of engine 10. Turning now to Figures 4 to 7 , which show a method for using heat generated by an intake air charging device of an engine driven at least in part by an electric motor to preheat an engine fluid (e.g., coolant and / or engine oil) and / or an engine (e.g., as described above in Figures 1A to 3 Flowchart of an exemplary method of an engine 10) described in FIG. Figure 4An overview of a method for warming up an engine under different engine operating conditions is shown, and Figures 5 to 7 The specific method of warming up the engine under each different engine operating condition is shown. For example, Figure 7 An exemplary method for warming up an engine prior to engine start is shown. Figure 5 An exemplary method for warming up an engine during engine starting is shown, and Figure 6 An exemplary method is shown for warming up an engine after an engine start while the engine is running (eg, during engine idling, during a vehicle operator tip-out, etc.).

[0075] For execution Figures 4 to 7 The instructions for the method described in the above may be stored in a controller (e.g., Figures 1A to 3 12) in a non-transitory memory of the controller 12 described in the specification. Therefore, Figures 4 to 7 The method described in the above may be performed by a controller based on stored instructions and in combination with instructions from an engine system (e.g., Figure 1A to Figure 1B 100) is performed by receiving a signal from a sensor of the engine system 100 described in the above reference Figure 1A to Figure 1B According to the method described below, the controller may use the engine actuator of the engine system to adjust the engine operation. Specifically, the controller may cause the intake boost device (e.g., Figure 1A The supercharger 13 described in Figure 1B The turbocharger 15 described in the electric motor (eg, Figure 1A The motor 108 described in Figure 1B The motor 118 described in FIG. 1 , etc., is energized to circulate engine fluid (eg, coolant and / or engine oil) through the intake boost device and then to the engine to warm the engine.

[0076] Now focusing on FIG. 4 , method 400 begins at 401 , which includes estimating and / or measuring engine operating conditions. Engine operating conditions may include: Figure 1A and Figure 1B The boost pressure of the intake air is estimated based on the output of the pressure sensor 56 described in Figure 1A and Figure 1B The mass air flow of the intake air is estimated by the output of the MAF sensor 57 described in FIG. 1 ; as based on information from the vehicle driver (e.g., Figure 1A and Figure 1B ) via an input device (e.g., Figure 1A and Figure 1BThe driver demand torque or expected engine torque estimated by the input of the input device 130 shown in FIG. 1 ; based on the input from the temperature sensor (e.g., Figure 2 272 described above); the temperature of the engine and / or engine fluid (e.g., coolant and / or engine oil) output by a temperature sensor 272 described in Figure 1A and Figure 1B as based on the position of the throttle valve 20 connected to the intake manifold (eg, Figure 1A and Figure 1B The pressure sensor in the intake manifold 22 shown in FIG. Figure 1A and Figure 1B Manifold absolute pressure (MAP) estimated by the output of pressure sensor 124 described in , etc.

[0077] Method 400 then continues from 401 to 402, which includes determining whether an engine start is in progress. If an engine start is in progress, then method 400 may continue from 402 to Figure 5 Thus, during engine starting, method 400 may continue to Figure 5 And executable Figure 5 That is, when an engine start is occurring, method 500 may be performed as a subroutine of method 400. The engine start may include an engine start procedure, which may include one or more of the following: utilizing a starter motor (e.g., as described above in Figure 1A and Figure 1B The motor 52 described in Figure 1A and Figure 1B The system battery 45 described in the above is used to rotate the starting engine; by one or more fuel injectors (described in the above Figure 1A and Figure 1B The fuel injector 66 described in the above) injects fuel into one or more engine cylinders (described in the above Figure 1A and Figure 1B The engine start may also include determining whether there is enough power to operate the electric supercharger when the engine is shut down, and if the available power drops below a certain value, then stop using the electric supercharger to add heat.

[0078] However, when an engine start does not occur (when the engine is off or has been running for a threshold duration), then method 400 may continue from 402 to 404, which includes determining whether a drive cycle is in progress. For example, a drive cycle may be in progress after the engine has been started and / or after the engine has been running for a threshold duration. In one example, once the vehicle driver has stepped on the accelerator pedal after the engine is started, the drive cycle may be in progress. If a drive cycle is in progress, then method 400 may continue from 404 to 406, which may include determining whether the driver torque demand is less than a threshold and / or whether there is a reduction in the driver torque demand. In one example, the reduction in the driver torque demand may include the vehicle driver releasing the accelerator pedal (fully releasing the accelerator pedal and / or stepping on the brake pedal). The reduction in the driver torque demand may include a reduction in the driver torque demand exceeding a threshold that may send the vehicle into DFSO and / or engine idle. For example, during a deceleration fuel cutoff mode (DFSO) in which fuel injection is turned off, the driver torque demand may be less than the threshold. In another example, the driver torque demand may be less than the threshold during engine idle.

[0079] If the driver torque demand is less than the threshold, method 400 may continue from 406 to Figure 6 Thus, when the engine is running and the driver torque demand is less than a threshold, such as during engine idling, method 400 may continue to step 602 of method 600. Figure 6 And executable Figure 6 4. Thus, method 600 may be performed as a subroutine of method 400 during engine idle and / or other engine operating conditions during which the driver torque demand is low enough that the temperature of the engine may be reduced to below a desired temperature. Thus, method 600 may be performed during operating conditions where the engine may be prone to running cold. That is, for example, when the engine temperature drops below a desired temperature (which may occur during engine idle), method 600 may be performed while the engine is running to warm the engine.

[0080] However, if the driver torque demand is not less than the threshold, and the engine is operating at a sufficiently high torque output level to maintain a desired engine temperature, engine warming may not be desired, and thus method 400 may continue from 406 to 410, which includes not utilizing an intake air boost device to warm the engine. In this way, engine warming may not be desired when the driver torque demand is greater than the threshold, because in this case, the engine may generate enough heat itself to maintain a desired engine temperature.

[0081] Method 400 may include, at 410, one or more of the following: not providing an intake boost device (e.g., Figure 1A The supercharger 13 described in Figure 1A and Figure 1B The turbocharger 15 described in Figure 1A The motor 108 described in Figure 1B 118 described in the foregoing description); and not utilizing the supercharger to warm the coolant and / or engine oil by not circulating the coolant and / or engine oil through the intake supercharger and / or near the outlet of the supercharger. For example, the engine controller may de-energize and / or reduce the power of the electric motor of the supercharger to reduce the amount of heat generated by the electric motor. The controller may additionally or alternatively open a supercharger bypass valve (e.g., as described above in Figure 2 The valve 221 described in and / or in Figure 3 Specifically, the controller may adjust the boost bypass valve to a second position in which coolant and / or engine oil flows only through the bypass passage (e.g., as described above in Figure 2 The bypass passage 222 described in and / or above Figure 3 The bypass passage 316 described in 400 flows around the supercharging device so that the coolant and / or engine oil does not flow through the supercharging device. The method 400 then returns.

[0082] Returning to 404, if a drive cycle is not in progress, method 400 may continue from 404 to 408, which includes determining whether an engine start is imminent. Determining whether an engine start is imminent may be based on a vehicle driver command. For example, when the vehicle driver unlocks the vehicle (e.g., above in Figures 1A to 2 In another example, an engine start may be imminent when a wireless key and / or a wireless key is detected entering within a threshold distance of the vehicle. In another example, an engine start may be imminent when the vehicle driver depresses a brake pedal and / or releases a parking brake and / or adjusts the position of their passenger seat. In another example, the vehicle driver may adjust one or more vehicle driver parameters from a software application on their mobile device, which may indicate an upcoming engine start. For example, the vehicle driver may initiate a cabin heating program from their mobile device that wirelessly communicates with the vehicle controller to pre-heat the cabin to a desired temperature before the driver enters the cabin. If it is determined that an engine start is imminent (the probability that the engine start will occur within a threshold duration is greater than a threshold), then method 400 may continue from 408 to Figure 7 Thus, before the engine is started, when the engine is turned off, method 400 may continue to Figure 7 , and executable Figure 7Method 700 described in is used to pre-warm the engine and / or engine oil before the engine is started.

[0083] In some examples, method 400 may proceed to 702 of method 700 only after an extended cold soak. That is, method 400 may proceed to 702 only if a duration has expired from a recent drive cycle and / or the temperature of the engine has dropped below a threshold while the engine was shut down. Thus, during a normal drive cycle of a start-stop vehicle, where the vehicle may perform repeated starts and stops, method 700 may not proceed to 702 of method 700 and may instead proceed to 410 of method 400, which includes not warming the engine with coolant and / or engine oil. This may be implemented in a start-stop vehicle because the engine may be shut down for only a short period of time during a drive cycle, and therefore the engine may not be cool enough to expect engine warming.

[0084] However, if an engine start is not imminent and / or a sufficiently long cold soak has not occurred since the most recent drive cycle, method 400 may continue from 408 to 410 and the engine may not be warmed with coolant and / or engine oil. Method 400 then returns.

[0085] Now turn to Figure 5 , a method 500 for warming an engine during an engine start is shown. If it is determined at 402 that an engine start is occurring, then the method 500 proceeds from Figure 4 402 of method 400 in 402 continues to 502, which includes determining whether engine warming is desired. In one example, engine warming may be desired when the temperature of the engine is less than a desired temperature, where the desired temperature may be a temperature between 90° C. and 100° C. In another example, engine warming may be desired when the temperature of the coolant and / or the temperature of the engine oil are less than corresponding thresholds.

[0086] If engine warming is not desired, method 500 may continue from 502 to 504 and may not proceed as described above. Figure 4The engine may be warmed using an engine boost device in the same or similar manner as described at 410 of method 400 in . Method 500 then returns. However, if engine warming is desired at 502, then method 500 may continue from 502 to 506, which includes energizing the electric motor of the boost device during engine starting and adjusting one or more of the CRV / ESBV and the intake throttle to limit MAP. In one example, the controller may provide full power to the motor of the boost device by, for example, providing a signal of 100% duty cycle to the motor of the boost device. Thus, the motor may be actuated to a maximum power level (e.g., 100% duty cycle). However, in other examples, the power of the motor may only be increased (not necessarily to maximum power) during engine starting to limit boost pressure.

[0087] In which the intake boost device is a mechanical supercharger driven by an electric motor (for example, Figure 1A In the example of a supercharger 13 described in , method 500 at 506 may include adjusting the ESBV (eg, Figure 1A 72) and / or an intake throttle to restrict airflow to a desired mass air flow during engine starting. In the case where the intake boost device is at least partially powered by an electric motor (e.g., Figure 1B An electrically assisted turbocharger (e.g., as described above in Figure 1B In the example of a turbocharger 15 described in , method 500 at 506 may include adjusting the CRV and / or the intake throttle to limit the MAP to a desired MAP during engine startup.

[0088] Specifically, the controller may adjust the CRV or ESBV to a more open position to increase the amount of air flowing through the valve. In some examples, the controller may adjust the CRV or ESBV to a fully open position. Additionally, the controller may adjust the intake throttle to a more closed position to further limit MAP. In this way, a desired MAP during engine starting may be maintained while powering the intake boost device.

[0089] From 506, method 500 may continue to 508, which includes utilizing the heat generated by the supercharging device to warm the coolant and / or the engine oil. Specifically, at 508, method 500 may include circulating the coolant and / or the engine oil through a fluid circuit (e.g., as described above in Figure 1A and Figure 1BThe controller may adjust the bypass valve of the supercharging device to a first position so that the coolant and / or engine oil only flows through the supercharging device and does not bypass the supercharging device. Therefore, in this example, the controller may adjust the bypass valve so that substantially all of the coolant and / or engine oil flowing to the engine flows through the supercharging device.

[0090] However, in other examples, the controller may adjust the position of the bypass valve relative to the bypass passage (e.g., Figure 2 The bypass passage 222 described in Figure 3 The bypass passage 316 described in the foregoing (described in detail in the foregoing) regulates the amount of coolant and / or engine oil flowing through the supercharging device so as to regulate the amount of heat transferred to the coolant and / or engine oil circulating to the engine. In this way, the amount of warming of the coolant and / or engine oil supplied to the engine, and thus the amount of warming of the engine, can be regulated based on the difference between the engine temperature and the desired temperature (the desired amount of warming).

[0091] For example, when less heating is required, the controller may adjust the bypass valve toward the second position to reduce the amount of coolant and / or engine oil flowing through the supercharging device. When more heating is desired, the controller may adjust the bypass valve toward the first position to increase the amount of coolant and / or engine oil flowing through the supercharging device.

[0092] The controller can, for example, power a coolant pump to cause the coolant to flow through the coolant circuit (e.g., Figure 2 The controller can circulate the coolant in the coolant passage 220, the pipes 282, 284 and 224 described in the above. The controller can circulate the coolant in the engine oil circuit (for example, the coolant passage 220, the pipes 282, 284 and 224 described in the above). Figure 3 The engine oil is circulated through the passages 306, 310, 322, etc. described in the drawings to circulate the engine oil.

[0093] In some examples, the controller may cause coolant and / or engine oil to circulate near the outlet of the compressor (e.g., Figure 1A In another example, the controller may circulate the coolant through the supercharging device and near the outlet of the supercharging device.

[0094] Method 500 may continue from 508 to 510, which includes circulating the heated coolant and / or engine oil through the engine. Specifically, the controller may continue to power the coolant pump and / or the engine oil pump so that the coolant and / or engine oil that has been heated by the operating intake supercharging device can then be circulated to the engine. By circulating the coolant and / or engine oil through the operating supercharging device and then to the engine, the heat generated by the motor of the supercharging device can be transferred to the engine via the coolant and / or engine oil. In some examples, method 500 may further include not enriching the air-fuel ratio at 510. Therefore, the air-fuel ratio can be maintained at approximately stoichiometric (e.g., 14.7:1) while warming up the engine to a desired temperature.

[0095] The method 500 may then continue from 510 to 512, which includes determining whether a vehicle launch exists and / or is imminent. A vehicle launch may occur when the vehicle driver depresses the accelerator pedal and / or requests more torque. Thus, after the engine is started, a vehicle launch may occur when the vehicle driver depresses the accelerator pedal and requests that the vehicle begin to move. If there is no vehicle launch, then the method 500 may continue from 512 to 514, which includes continuing to start control until the engine reaches a desired temperature. Thus, the method may continue to warm the engine via heat generated by the boost device in the manner described above at 506-510. The method 500 then returns.

[0096] However, if a vehicle launch is imminent and / or occurring at 512 (the vehicle driver is about to depress and / or is depressing the accelerator pedal), method 500 may continue from 512 to 516, which includes adjusting at least one engine operating parameter to limit excessive torque. In one example, the controller may retard the spark timing from the best torque minimum spark advance angle (MBT) to prevent the actual torque produced by the engine from exceeding the desired torque requested by the vehicle driver. In another example, the controller may increase the power provided by the alternator (e.g., above Figure 1A and Figure 1B The controller may adjust the alternator torque applied to the engine by the alternator 46 described in , to limit excessive torque. In yet another example, the controller may adjust the valve timing to limit excessive torque. In yet another example, the controller may adjust the throttle to a more closed position than would normally be commanded by an electronic throttle control (ETC) based on a torque demand requested by a vehicle operator. Method 500 then returns.

[0097] continue Figure 6, shows a method 600 for warming up the engine when the engine is running but the driver demand torque is low enough (such as during engine idling) that engine warming may be required. If it is determined at 406 that the driver torque demand is less than the threshold, then method 600 is moved from Figure 4 Method 400 in 406 continues to 602, which includes determining whether engine warming is desired. Figure 5 As described at 502 of method 500 in FIG. 1 , when the engine temperature is below the desired temperature, engine warming may be desired. If engine warming is not desired, then method 500 continues from 602 to 604, which includes not performing the above steps as described in FIG. Figure 5 The engine is warmed using the engine boost device in the same or similar manner as described at 504 of method 500 in FIG.

[0098] However, if engine warming is desired, method 500 may proceed from 602 to 605, which includes determining whether the vehicle is operating in a performance mode. The performance mode may be a vehicle operating mode in which maximum torque and / or traction is desired. Different performance modes may enable vehicle settings to be configured to improve the performance of a selected vehicle handling. In addition or alternatively, different performance modes may enable vehicle settings to be configured to improve the handling and drivability of the vehicle on a selected terrain. As an example, a driver may (e.g., via a button) select a performance mode for a supercharged vehicle, wherein the performance mode is suitable for a specific terrain or weather condition, such as a sand mode or a Baja mode or a snow mode. In response to the selection, one or more traction control settings of the vehicle may be adjusted to improve traction for the corresponding terrain. In addition, in order to improve the power output and supercharged engine response of the vehicle in the selected performance mode, the boost actuator settings may be adjusted.

[0099] If the performance mode has not been selected, then method 600 may continue from 605 to 606, which includes performing the following steps as described above. Figure 5 energize the electric motor of the boost device and adjust one or more of the CRV / ESBV and the intake throttle to limit the MAP to the desired MAP in the same or similar manner as described in 506 of method 500 in the example of FIG. 1 , except that when the engine is running, the electric motor of the boost device is energized and one or more of the CRV / ESBV and the intake throttle are adjusted to limit the MAP to the desired MAP. Figure 5 As shown, the expected MAP may be different when the engine is starting. In addition, method 500 may continue from 606 to 608 as described above. Figure 5 The heat generated by the supercharging device may be used to warm the coolant and / or engine oil in the same or similar manner as described at 508 of method 500 in FIG. 5. Method 500 may continue from 608 to 610 and proceed in the same manner as described above in FIG. Figure 5The warmed coolant and / or engine oil may be circulated through the engine in the same or similar manner as described at 510 of method 500 in FIG. 612 to 616 may also be described above in Figure 5 The method 600 is executed in the same or similar manner as described in steps 512 to 516 of the method 500. The method 600 then returns.

[0100] However, if the performance mode has been selected at 605, then method 600 continues from 605 to 618, which includes energizing the electric motor of the boost device and fully closing the CRV / ESBV to increase the manifold absolute pressure (MAP). Thus, the ESBV (in instances where the engine includes an electric supercharger) and / or the CRV (in instances where the engine includes an electrically assisted turbocharger) may be adjusted to their respective closed positions such that substantially all of the intake air is forced through the compressor of the supercharger and / or turbocharger. Method 600 at 618 may additionally include opening and / or fully opening the throttle. Method 600 at 618 may additionally include closing the turbocharger wastegate valve (e.g., as described above at Figure 1A and Figure 1B 92 described in the specification). In this way, MAP can be kept relatively high during the performance mode in anticipation of an upcoming tip-in. Additionally, the speed of the compressor of the supercharger and / or turbocharger can be kept relatively high during a vehicle operator tip-out so that the engine can respond more quickly to the increased torque demand when the vehicle operator tips in.

[0101] Method 600 then continues from 618 to 620, which includes performing the same steps as above. Figure 5 The heat generated by the supercharging device may be used to warm the coolant and / or engine oil in the same or similar manner as described at 508 of method 500 in FIG. 600 may then proceed from 620 to 622, which includes performing the same steps as described above in FIG. Figure 5 6. The method 600 may then proceed from 622 to 624, which includes deactivating one or more engine cylinders to limit excess torque. It should be understood that in some examples, the controller may perform one or more or all of steps 618 to 624 substantially simultaneously or in a different order than described.

[0102] Because the ESBV / CRV can be closed and the electric motor can be fully powered even when the driver releases the accelerator pedal in performance mode, the engine can provide too much torque unless one or more torque limiting strategies are employed. Therefore, deactivating one or more engine cylinders may include cutting off fuel injection to one or more of the engine cylinders to limit the amount of torque produced by the engine when the vehicle driver releases the accelerator pedal during performance mode. This can be accomplished by, for example, a controller sending a control signal to the fuel injector (e.g., as described above in Figure 1A and Figure 1B The number of cylinders to be deactivated may be determined based on the difference between the desired torque (as commanded by the vehicle driver) and the amount of torque produced or to be produced if all cylinders were activated. Thus, the controller may determine the number of cylinders that need to be deactivated to reduce the torque to the desired torque, wherein the number of cylinders to be deactivated increases as the difference between the actual torque output by the engine and the desired torque increases.

[0103] Method 600 may then continue from 624 to 626, which includes performing the same steps as above. Figure 5 512 of method 500 in the same or similar manner as described in 600 to determine whether there is a vehicle start. If there is no vehicle start, then method 600 may continue to warm up the engine in the manner described above at 618 to 624 of method 600 until the engine reaches the desired temperature. Method 600 then returns. However, if there is a vehicle start, then method 600 may continue from 626 to 630, which includes reactivating the cylinders that were deactivated at 624. Since one or more of the CRV / ESBV and the wastegate valve may have been closed (at 618) and / or the throttle may have been opened (at 618), the controller may not need to open the throttle or close the CRV / ESBV and / or the wastegate to increase MAP during vehicle start. Therefore, the engine can provide a more responsive acceleration during vehicle start in the performance mode. In addition, since the engine can heat up quickly when the driver steps on the accelerator pedal and initiates a vehicle start, the controller may no longer use a supercharging device to warm the coolant and / or the engine oil because engine warming may no longer be expected. Method 600 then returns.

[0104] Go to Figure 7 , which shows a method 700 for warming an engine and / or engine fluids (e.g., engine oil, coolant, etc.) prior to an engine start. If it is determined at 408 that an engine start is imminent, then method 700 proceeds from Figure 4408 of method 400 continues to 702, which includes determining whether engine warming is desired. For example, engine warming prior to engine start may be desired after a long cold soak, where the temperature of the engine has dropped to approximately ambient temperature or below a threshold. Therefore, when the engine has cooled after a relatively long cold soak (between driving cycles), it may be desirable to warm the engine prior to engine start. When the temperature of the engine oil is less than a threshold, engine warming may additionally or alternatively be desired prior to engine start. Therefore, engine warming may be desired prior to engine start to heat the engine oil so that it can more effectively lubricate rotating engine components during subsequent engine starts.

[0105] If engine warming is not desired at 702, method 700 may continue to 704, which includes not performing the same operation as above. Figure 5 The engine may be heated using an engine boost device in the same or similar manner as described at 504 of method 500 in 700. Method 700 then returns. However, if engine heating is desired at 702, method 700 may continue to 706, which includes energizing the electric motor of the boost device and opening the CRV / ESBV to circulate air around the compressor. Figure 5 As described in 506 of method 500 in , the electric motor may be energized at full maximum power. However, since the engine is not running, the CRV and / or ESBV may be fully open so that air may be continuously recirculated around the compressor (from outlet back to inlet) while the engine remains off.

[0106] The method 700 may further include, at 706, determining whether there is sufficient power to operate the electric supercharger when the engine is off. For example, when the engine is off, the controller may monitor the charge of the vehicle battery from which the electric supercharger obtains power. If the charge of the battery is greater than a threshold, then the controller may allow the supercharger to be powered. However, if the charge of the battery is less than a threshold, then the controller may shut down the supercharger to prevent the vehicle battery from being depleted to a level that will no longer be able to start the engine. Thus, the power provided to the motor of the supercharger when the engine is off may also be adjusted based on the charge level of the vehicle battery and may be limited to maintain a sufficient charge level in the vehicle battery.

[0107] Method 700 may then continue from 706 to 708, which includes performing the same steps as described above. Figure 5 The heat generated by the supercharging device can be used to warm the coolant and / or engine oil in the same or similar manner as described at 508 of method 500 in FIG. 7. In addition, method 700 can continue from 708 to 710 and can be used in the same or similar manner as described at 508 of method 500 in FIG. Figure 5500 at 510 in method 500 of 1994. However, in steps 706 to 710, the engine is not running, and therefore, the controller may energize the electric motor of the supercharging device and the coolant pump and / or engine oil pump via stored electrical energy. For example, the controller may energize the electric motor of the supercharging device and the coolant pump and / or engine oil pump via the vehicle battery or their own dedicated battery (e.g., as described above in Figure 1A The battery 105 described in the specification provides power to one or more electrical devices.

[0108] Method 700 then proceeds from 710 to 712, which includes determining whether the expected increase in engine temperature (e.g., the difference between the current engine temperature and the expected engine temperature) is greater than a threshold. Thus, the controller may periodically monitor the engine temperature via the engine temperature sensor when the engine is off. In the example of warming the coolant via a supercharging device, if the expected increase in engine temperature is greater than the threshold, then method 700 may continue from 712 to 714, which includes not utilizing a radiator (e.g., as described above in Figure 2 radiator 280 described in ) and a cabin heater (e.g., as described above in Figure 2 The coolant may be further cooled by one or more of the heater cores 255 described in the drawings. By not further cooling the coolant after it has warmed the engine and left the engine, the coolant may be heated more quickly by the supercharging device.

[0109] In one example, the controller may not further cool the coolant by bypassing the radiator and cabin heater after the coolant has flowed through the engine. For example, the controller may open the bypass valve (e.g., Figure 2 223) to allow coolant to pass through the bypass passage (e.g., as described above in Figure 2 224) directly back to the coolant pump without flowing through the radiator and / or cabin heater. In another example, once the coolant has left the engine, the radiator fan (e.g., above in Figure 2 291 described in) and the cabin heater fan (e.g., above in Figure 2 One or more of the fans 297 described in the above description may be turned off so that the controller may not further cool the coolant. For example, the controller may command that substantially no power (e.g., 0% duty cycle) be supplied to the actuators of the fans (e.g., described above in the above description). Figure 2 293 and 295 described in detail). Method 700 then returns.

[0110] However, if the desired increase in engine temperature at 712 is not greater than a threshold, then method 700 may optionally continue to 716, which includes determining whether cooling the supercharger is desired. For example, when operating the electric motor of the supercharger, the motor may overheat. In order to prevent and / or limit overheating of the electric motor, the controller may further cool the coolant after the coolant has left the engine to increase the cooling effect of the coolant on the electric motor as the coolant is circulated back through the supercharger. Therefore, when the temperature of the supercharger and / or the electric motor increases above a threshold, supercharger cooling may be desired. When cooling the supercharger is desired, method 700 may continue from 716 to 718, which includes adjusting the operation of one or more of the radiator and the cabin heater to increase cooling of the coolant.

[0111] Specifically, the controller may increase the amount of power supplied to the actuators of the radiator fan and the heater core fan. For example, the controller may energize the radiator fan and / or the cabin heater fan because they may be off prior to engine start. By energizing the radiator fan and / or the cabin heater fan, the temperature of the coolant may be further reduced after it leaves the engine and before it is recirculated back to the intake boost device. In this way, enhanced cooling of the boost device may be achieved when the engine is off and when the radiator and / or the heater core would normally be off. Method 700 then returns.

[0112] However, if supercharger cooling is not desired, method 700 may continue from 716 to 720, which includes maintaining operation of one or more of the radiator and the cabin heater. For example, the controller may maintain the motors of the radiator fan and the cabin heater fan off before the engine is started. Method 700 then returns.

[0113] In one representation, a method for an engine may include: energizing an electric motor of an intake supercharger to generate heat; absorbing heat from one or more of the supercharger and air compressed by the supercharger via one or more of a circulating coolant and a circulating engine oil; and after absorbing the heat, transferring the absorbed heat to the engine by flowing one or more of the circulating coolant and the circulating engine oil to the engine. In a first instance of the method, the absorbing heat from one or more of the supercharger and air compressed by the supercharger includes flowing one or more of the circulating coolant and the circulating engine oil through the supercharger by energizing one or more of a coolant pump and an engine oil pump. A second instance of the method optionally includes the first instance and further includes: wherein the absorbing heat from one or more of the supercharger and air compressed by the supercharger includes flowing one or more of the circulating coolant and the circulating engine oil through a conduit in direct thermal contact with an outlet of the supercharger and one or more of an intake conduit proximate to the outlet of the supercharger. The third example of the method optionally includes one or more of the first to second examples and further includes: before the engine is started, when the electric motor of the supercharging device is energized, a compressor recirculation valve (CRV) or an electric mechanical supercharger bypass valve (ESBV) is opened. The fourth example of the method optionally includes one or more of the first to third examples and further includes: when the engine is running, in addition to energizing the electric motor, absorbing heat, and transferring the absorbed heat to the engine, the CRV or ESBV is closed. The fifth example of the method optionally includes one or more of the first to fourth examples and further includes: when the engine is running and the desired torque output is less than a threshold, in addition to closing the CRV or the ESBV, energizing the electric motor, absorbing heat, and transferring the absorbed heat to the engine, the intake throttle valve is fully opened; the turbocharger wastegate valve is fully closed; and at least one engine operating parameter is adjusted to limit the amount of torque output by the engine. A sixth example of the method optionally includes one or more of the first to second examples and further includes: wherein the adjusting at least one engine operating parameter includes deactivating one or more cylinders of the engine by cutting off fuel to the one or more cylinders. A seventh example of the method optionally includes one or more of the first to sixth examples and further includes: when the engine is running and the desired torque output is greater than or equal to the threshold, reactivating the one or more engine cylinders that were deactivated.The eighth example of the method optionally includes one or more of the first to seventh examples and further includes: wherein the boost device includes a supercharger, the supercharger is at least partially driven by the motor and is positioned upstream of the turbocharger. The ninth example of the method optionally includes one or more of the first to eighth examples and further includes: wherein the boost device includes an electrically assisted turbocharger, the electrically assisted turbocharger is coupled to the motor for receiving power therefrom.

[0114] In another representation, a method for an engine includes: when the temperature of the engine is below a desired temperature, circulating one or more of a coolant and an engine oil through a supercharging device and the engine via one or more of a coolant pump and an engine oil pump, respectively; and in addition, before the engine is started: energizing a motor of the supercharging device; and opening a compressor bypass valve (CBV); and when the engine is running: maintaining full power operation of the motor; closing the CBV; and adjusting one or more engine operating parameters to limit torque output to a desired torque output level. In a first instance of the method, the method may also include wherein the following are performed in response to a reduction in driver torque demand: maintaining full power operation of the motor; closing the CBV; and adjusting one or more engine operating parameters to limit torque output to a desired torque output level when the engine is running. A second instance of the method may optionally include the first instance and further include: wherein the reduction in the driver torque demand includes a driver tipping out of an accelerator pedal. A third example of the method optionally includes one or more of the first and second examples and further includes one or more of the following: fully opening an intake throttle valve in response to a decrease in the driver torque demand; fully closing a turbocharger wastegate valve; and fully closing a turbocharger bypass valve. A fourth example of the method optionally includes one or more of the first to third examples and further includes: wherein adjusting the one or more engine operating parameters to limit the torque output to the desired torque output level includes deactivating one or more fuel injectors of one or more engine cylinders of the engine, and wherein the method further includes reactivating the one or more fuel injectors in response to an increase in the driver torque demand. A fifth example of the method optionally includes one or more of the first to fourth examples and further includes: in addition to circulating one or more of coolant and engine oil through the boost device and the engine when the temperature of the engine is less than the desired temperature, shutting off power to one or more of a radiator fan and a cabin heater fan when the temperature of the engine is less than the desired temperature by more than a threshold amount. A sixth instance of the method optionally includes one or more of the first to fifth instances and further includes: in addition to circulating one or more of the coolant and the engine oil through the supercharging device and the engine when the temperature of the engine is less than the desired temperature, circulating one or more of the coolant and the engine oil directly back to one or more of the coolant pump and the engine oil pump without circulating the one or more of the coolant and the engine oil through a radiator and a cabin heater when the temperature of the engine is less than a desired excess threshold amount.A seventh instance of the method optionally includes one or more of the first to sixth instances and further includes: circulating one or more of the coolant and the engine oil around the supercharging device when the temperature of the engine is not less than the desired temperature, and not circulating one or more of the coolant and the engine oil through the supercharging device when the temperature of the supercharging device is less than a threshold value.

[0115] In yet another representation, an engine system may include: an oil pump; a coolant pump; an engine block, the engine block being fluidly coupled to one or more of the coolant pump and the oil pump, the engine block including one or more engine cylinders; an intake boost device, the intake boost device being at least partially driven by an electric motor and being fluidly coupled to the engine and one or more of the coolant pump and the oil pump; a boost device bypass valve, the boost device bypass valve being in an open position to enable airflow around the intake boost device; and a controller having computer-readable instructions stored in a non-transitory memory of the controller, the computer-readable instructions being used to: power the electric motor of the intake boost device to generate heat; power one or more of the coolant pump and the oil pump to circulate one or more of coolant and engine oil through the intake boost device and the engine; open the boost device bypass valve when the engine is off; and close the boost device bypass valve when the engine is running. The first instance of the engine system may also include: wherein the controller also includes computer readable instructions stored in a non-transitory memory of the controller for performing the following operations: deactivating the one or more engine cylinders, closing a turbocharger wastegate valve, and opening an intake throttle valve of the engine system in response to a reduction in driver demand torque, while maintaining power to the electric motor and maintaining the boost device bypass valve closed.

[0116] In another representation, a method may include: when it is desired to warm the engine: providing full power to a motor of a supercharger device to generate heat; circulating one or more of a coolant and an engine oil through the supercharger device and then to the engine to transfer heat from the supercharger device to the engine without utilizing one or more of a radiator and a cabin heater to cool the one or more of the coolant and the engine oil; and when it is not desired to warm the engine: adjusting the amount of power supplied to the motor of the supercharger device to maintain a desired torque output; utilizing one or more of the radiator and the cabin heater to cool the one or more of the coolant and the engine oil. In a first example of the method, the method may also include wherein warming the engine is desired when one or more of the following occurs: a temperature of the coolant of the engine is less than a threshold; a temperature of the engine oil of the engine is less than a threshold; and a temperature of the engine is less than a threshold. A second example of the method may optionally include the first example and may further include wherein circulating one or more of the coolant and the engine oil through the supercharging device and subsequently to the engine without utilizing one or more of a radiator and a cabin heater to cool the one or more of the coolant and the engine oil includes bypassing one or more of the radiator and the cabin heater and not circulating the one or more of the coolant and the engine oil through the radiator and the cabin heater. A third example of the method may optionally include one or more of the first example and the second example and may further include wherein circulating one or more of the coolant and the engine oil through the supercharging device and subsequently to the engine without utilizing one or more of the radiator and the cabin heater to cool the one or more of the coolant and the engine oil includes turning off power to one or more of a fan of the cabin heater and a fan of the radiator. A fourth example of the method may optionally include one or more of the first to third examples and may further include wherein cooling one or more of the coolant and the engine oil using one or more of the radiator and the cabin heater includes: energizing one or more of a fan of the cabin heater and a fan of the radiator and circulating one or more of the coolant and the engine oil through the radiator and the cabin heater. A fifth example of the method may optionally include one or more of the first to fourth examples and may further include: when it is desired to warm the engine, opening a compressor recirculation valve (CRV) when the engine is not running; and closing a compressor recirculation valve (CRV) when the engine is running.The sixth instance of the method may optionally include one or more of the first to fifth instances and may further include: when it is desired to warm up the engine and the engine is running, when the torque output by the engine is greater than the driver demand torque, disabling one or more fuel injectors and cutting off fuel injection to one or more cylinders of the engine, wherein the number of disabled fuel injectors increases as the driver demand torque decreases. The seventh instance of the method may optionally include one or more of the first to sixth instances and may further include one or more of the following when it is desired to warm up the engine and the engine is running: when the torque output by the engine is greater than the driver demand torque, increasing the alternator torque, retarding the spark timing, and opening the wastegate valve of the turbocharger.

[0117] In this way, heating of the engine can be achieved without enriching the air-fuel ratio or while reducing the amount of enrichment required to warm the engine to a desired temperature. Specifically, by energizing the electric motor of the intake supercharging device and circulating the engine fluid (e.g., coolant, engine oil, etc.) through the supercharging device and the engine, the heat generated by the supercharging device can be transferred to the engine via the engine fluid to warm the engine, and air / fuel enrichment during engine warm-up can be minimized or completely eliminated. Therefore, heating of the engine can be achieved by running the motor of the supercharging device instead of enriching the air-fuel ratio. By reducing the amount of enrichment used to warm the engine and / or completely eliminating enrichment, the technical effect of reducing exhaust tailpipe emissions can be achieved. In addition, by minimizing and / or completely eliminating the enrichment of the air-fuel ratio, the technical effect of reducing engine wear and degradation can be further achieved because the fuel dilution of the engine can be reduced.

[0118] In addition, before the engine is started, the engine oil can be preheated by passing the engine oil through the operating supercharging device. The technical effect of reducing engine wear is achieved by heating the engine oil using the intake supercharging device. Specifically, by heating the engine oil before the engine is started, the lubrication effectiveness of the engine oil can be increased, thereby enhancing the lubrication and life of the rotating engine parts.

[0119] It should be noted that the exemplary control and estimation procedures included herein can be used with various engine and / or vehicle system configurations. The control methods and procedures disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system including a controller in combination with various sensors, actuators and other engine hardware. The specific procedures described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various actions, operations and / or functions shown can be performed in the order shown, in parallel, or omitted in some cases. Similarly, the processing order is not necessarily required to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the actions, operations and / or functions shown may be repeatedly performed according to the specific strategy used. In addition, the described actions, operations and / or functions may graphically represent the code in the non-transitory memory of a computer-readable storage medium to be programmed into the engine control system, wherein the described actions are performed by executing instructions in a system including various engine hardware components combined with an electronic controller.

[0120] It should be understood that the configurations and procedures disclosed herein are exemplary in nature, and these specific embodiments should not be viewed in a limiting sense, as many variations are possible. For example, the above-described techniques may be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0121] The following claims particularly point out certain combinations and subcombinations regarded as novel and non-obvious. These claims may refer to "an" element or "a first" element or the equivalent thereof. These claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are deemed to be included within the subject matter of the present disclosure.

[0122] According to the present invention, a method for an engine includes: energizing an electric motor of an intake supercharging device to generate heat; absorbing heat from one or more of the supercharging device and air compressed by the supercharging device via one or more of a circulating coolant and a circulating engine oil; and after absorbing the heat, transferring the absorbed heat to the engine by flowing one or more of the circulating coolant and the circulating engine oil to the engine.

[0123] According to one embodiment, said absorbing heat from one or more of said supercharging device and air compressed by said supercharging device comprises flowing one or more of said circulating coolant and said circulating engine oil through said supercharging device by powering one or more of a coolant pump and an engine oil pump.

[0124] According to one embodiment, absorbing heat from one or more of the supercharging device and air compressed by the supercharging device comprises flowing one or more of the circulating coolant and the circulating engine oil through a conduit in direct thermal contact with one or more of an outlet of the supercharging device and an intake conduit proximate to the outlet of the supercharging device.

[0125] According to one embodiment, the above invention is further characterized by opening a compressor recirculation valve (CRV) or an electric supercharger bypass valve (ESBV) when energizing the electric motor of the supercharging device before the engine is started.

[0126] According to one embodiment, the above invention is further characterized in that when the engine is running, in addition to energizing the electric motor, absorbing heat, and transferring the absorbed heat to the engine, the CRV or ESBV is closed.

[0127] According to one embodiment, the above invention is further characterized in that: when the engine is running and the desired torque output is less than a threshold, in addition to closing the CRV or the ESBV, energizing the electric motor, absorbing heat and transferring the absorbed heat to the engine, it also: fully opens the intake throttle valve; fully closes the turbocharger waste gate valve; and adjusts at least one engine operating parameter to limit the amount of torque output by the engine.

[0128] According to an embodiment, said adjusting at least one engine operating parameter comprises deactivating one or more cylinders of said engine by cutting fuel to said one or more cylinders.

[0129] According to one embodiment, the above invention is further characterized by reactivating the deactivated one or more engine cylinders when the engine is running and the desired torque output is greater than or equal to the threshold.

[0130] According to one embodiment, the boosting device comprises a supercharger, which is at least partially driven by the motor.

[0131] According to one embodiment, the boosting device comprises an electrically assisted turbocharger coupled to the motor for receiving electrical power therefrom.

[0132] According to the present invention, a method for an engine comprises: when the temperature of the engine is lower than a desired temperature, circulating one or more of a coolant and an engine oil through a supercharging device and the engine via one or more of a coolant pump and an engine oil pump, respectively; and in addition, before starting the engine: energizing a motor of the supercharging device; and opening a compressor bypass valve (CBV); and when the engine is running: maintaining full power operation of the motor; closing the CBV; and adjusting one or more engine operating parameters to limit torque output to a desired torque output level.

[0133] According to one embodiment, the maintaining full power operation of the motor; closing the CBV; and adjusting one or more engine operating parameters while the engine is running to limit torque output to a desired torque output level are performed in response to a reduction in driver torque demand.

[0134] According to one embodiment, the reduction in driver torque demand comprises a driver tipping out of the accelerator pedal.

[0135] According to one embodiment, the above invention is further characterized by one or more of: fully opening an intake throttle valve in response to said reduction in driver torque demand; fully closing a turbocharger wastegate valve; and fully closing a turbocharger bypass valve.

[0136] According to one embodiment, adjusting the one or more engine operating parameters to limit the torque output to the desired torque output level includes deactivating one or more fuel injectors of one or more engine cylinders of the engine, and wherein the method further includes reactivating the one or more fuel injectors in response to an increase in driver torque demand.

[0137] According to one embodiment, the above invention is further characterized by: in addition to circulating one or more of coolant and engine oil through the supercharging device and the engine when the temperature of the engine is less than the desired temperature, one or more of a radiator fan and a cabin heater fan are powered off when the temperature of the engine is less than the desired temperature by more than a threshold amount.

[0138] According to one embodiment, the above invention is further characterized in that: in addition to circulating one or more of the coolant and the engine oil through the supercharging device and the engine when the temperature of the engine is less than the desired temperature, when the temperature of the engine is less than a desired excess threshold amount, one or more of the coolant and the engine oil is directly circulated back to one or more of the coolant pump and the engine oil pump without circulating the one or more of the coolant and the engine oil through a radiator and a cabin heater.

[0139] According to one embodiment, the above invention is also characterized in that: when the temperature of the engine is not less than the desired temperature, one or more of the coolant and the engine oil are circulated around the supercharging device, and when the temperature of the supercharging device is less than a threshold value, one or more of the coolant and the engine oil are not circulated through the supercharging device.

[0140] According to the present invention, an engine system is provided, the engine system having: an oil pump; a coolant pump; an engine block, the engine block being fluidly connected to one or more of the coolant pump and the oil pump, the engine block including one or more engine cylinders; an intake boost device, the intake boost device being at least partially driven by an electric motor and being fluidly connected to the engine and one or more of the coolant pump and the oil pump; a boost device bypass valve, the boost device bypass valve being in an open position to enable airflow around the intake boost device; and a controller having computer-readable instructions stored in a non-transitory memory of the controller, the computer-readable instructions being used to: power the electric motor of the intake boost device to generate heat; power one or more of the coolant pump and the oil pump to circulate one or more of coolant and engine oil through the intake boost device and the engine; open the boost device bypass valve when the engine is shut down; and close the boost device bypass valve when the engine is running.

[0141] According to one embodiment, the controller further includes computer readable instructions stored in a non-transitory memory of the controller for deactivating the one or more engine cylinders, closing a turbocharger wastegate valve, and opening an intake throttle valve of the engine system in response to a reduction in driver demand torque while maintaining power to the electric motor and maintaining the boost device bypass valve closed.

Claims

1. A method for an engine, comprising: energizing an electric motor of an intake air boost device to generate heat; absorbing heat from one or more of the supercharging device and air compressed by the supercharging device via one or more of a circulating coolant and a circulating engine oil; and After absorbing the heat, the absorbed heat is transferred to the engine by flowing one or more of the circulating coolant and the circulating engine oil to the engine.

2. The method of claim 1 , wherein the absorbing heat from one or more of the supercharging device and the air compressed by the supercharging device comprises flowing one or more of the circulating coolant and the circulating engine oil through the supercharging device by powering one or more of a coolant pump and an engine oil pump.

3. The method of claim 1 , wherein the absorbing heat from one or more of the supercharger and the air compressed by the supercharger comprises flowing one or more of the circulating coolant and the circulating engine oil through a conduit in direct thermal contact with one or more of an outlet of the supercharger and an intake conduit proximate to the outlet of the supercharger.

4. The method of claim 1, further comprising: Before the engine is started, when the electric motor of the supercharging device is energized, a compressor recirculation valve CRV or an electric supercharger bypass valve ESBV is opened.

5. The method of claim 1, further comprising: When the engine is running, in addition to energizing the electric motor, absorbing heat, and transferring the absorbed heat to the engine, the CRV or ESBV is closed.

6. The method of claim 5, further comprising: When the engine is running and the desired torque output is less than a threshold, in addition to closing the CRV or the ESBV, energizing the electric motor, absorbing heat and transferring the absorbed heat to the engine, the following steps are performed: fully opening an intake throttle valve; fully closing a turbocharger wastegate valve; and adjusting at least one engine operating parameter to limit the amount of torque output by the engine. 7 . The method of claim 6 , wherein said adjusting at least one engine operating parameter comprises deactivating one or more cylinders of said engine by cutting fuel to said one or more cylinders.

8. The method of claim 7, further comprising: The deactivated one or more engine cylinders are reactivated when the engine is running and the desired torque output is greater than or equal to the threshold.

9. The method of claim 1, wherein the boosting device comprises a supercharger, the supercharger being at least partially driven by the motor.

10. The method of claim 1, wherein the boost device comprises an electrically assisted turbocharger coupled to the motor for receiving electrical power therefrom.

11. An engine system, comprising: Oil pump; Coolant pump; an engine block fluidly coupled to one or more of the coolant pump and the oil pump, the engine block including one or more engine cylinders; an intake air boost device driven at least in part by an electric motor and fluidly coupled to the engine and one or more of the coolant pump and the oil pump; a boost bypass valve that in an open position enables airflow around the intake boost; as well as A controller having computer readable instructions stored in a non-transitory memory of the controller, the computer readable instructions being for: supplying power to the electric motor of the intake air boost device to generate heat; powering one or more of the coolant pump and the oil pump to circulate one or more of coolant and engine oil through the intake plenum and the engine; When the engine is shut down, opening the boost device bypass valve; as well as The supercharging device bypass valve is closed when the engine is running.

12. The engine system of claim 11 wherein the controller further comprises computer readable instructions stored in a non-transitory memory of the controller for deactivating the one or more engine cylinders, closing a turbocharger wastegate valve, and opening an intake throttle valve of the engine system in response to a reduction in driver demand torque while maintaining power to the electric motor and maintaining the boost device bypass valve closed.

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