Variable heat capacity charge air cooler

Abstract

The present disclosure provides for "variable-thermal-capacity charge-air coolers." Methods and systems for a variable-thermal-capacity charge-air cooler (VTC-CAC) are provided. In one example, the VTC-CAC includes a plurality of cooling passages and an integrated bypass that diverts air around the cooling passages. The split of charge air between the cooling passages and the bypass is adjusted by the positioning of a dual-door mechanism, which is adjusted in response to manifold plenum temperature.

Description

Technical Field

[0001] This specification generally relates to methods and systems for use in a boosted air cooler configured to regulate airflow through the cooler. Background Technology

[0002] Turbocharged engine systems often include a charge air cooler to improve engine combustion efficiency. Intake air entering the engine can be compressed or boosted by the turbocharger compressor before combustion, resulting in an increase in air temperature. This warmed air is then directed through a charge air cooler (CAC) to cool it before being delivered to the intake manifold for subsequent mixing with fuel, which is then ignited in the engine cylinders. Cooling the charge air increases its density, allowing more air molecules per unit volume to be introduced into the cylinders, resulting in a proportional increase in engine power output from the combustion of the air-fuel mixture. Furthermore, cooling the charge air reduces NO emissions as a combustion byproduct. x The amount of [something] is reduced, and the possibility of engine knock, which could otherwise lead to engine performance degradation, is reduced.

[0003] A CAC (also known as an intercooler or aftercooler) is a heat exchange device made of a thermally conductive material such as aluminum or other types of metal. The CAC's surfaces are typically arranged perpendicular to the airflow generated during vehicle navigation within the vehicle's front compartment to facilitate air-to-air cooling of the pressurized air passing through the CAC. CACs are often configured with alternating rows of tubes and fins held together by two manifolds, with the housing welded to the manifolds. These tubes can be fluidly connected to one of the housings at either end, such that air delivered to the first inlet housing is guided through these tubes, combined at the second outlet housing, and released from the CAC to be delivered to the intake through the intake passage. The fins increase the surface area of ​​the CAC in contact with the cooling lateral airflow. Therefore, heat is transferred from the warm pressurized air to the cooler surfaces of the CAC tubes, which are then cooled by ram air and the engine cooling fan.

[0004] However, the cooling of the boosted air can lead to condensation problems. For example, in humid climates, the temperature of the relatively moist air cooled by the CAC can drop below the air's dew point. This can cause water droplets to condense in the CAC's passages, intake passages, or intake manifold. During periods of high boost demand that drive increased airflow through the CAC, these water droplets can be blown into the cylinders during the engine's intake cycle, potentially causing misfires or hydrolock at the cylinders.

[0005] Additionally, cooling the boosted air below a threshold (such as dew point) reduces the engine's manifold charging temperature. Lower charging air temperatures (e.g., the boosted air ignited at the engine cylinders) improve engine performance and reduce NO. x While emissions are reduced, the accompanying decrease in combustion temperature can lead to unwanted high levels of carbon monoxide and hydrocarbons being emitted from the engine exhaust.

[0006] Other attempts to address the overcooling of air flowing through the CAC include adapting the engine to have a bypass system to allow warmed air to reach the intake manifold. Tussing et al. illustrate an exemplary method in US7,007,680. In this method, a bypass line diverts pressurized air around the pressurized air cooler. The airflow through the bypass is controlled by a bypass valve actuated by a bypass controller. The bypass controller is configured to operate the bypass valve based on the intake manifold temperature, and the bypass valve includes a rotatable valve plate actuated by a device such as a solenoid or motor. The warmed air is diverted around the CAC and mixes with air leaving the CAC to maintain the intake manifold temperature above the dew point.

[0007] However, the inventors of this paper have recognized the potential problems of such systems. As an example, when at least a portion of the intake air is diverted to the bypass around the CAC, the amount of air passing through the CAC is proportionally reduced. Air is delivered to all passages of the CAC, which are exposed to ram air (and fan air) at ambient temperature. During low mass flow rates, the temperature difference between the bypass air and the cooled air can increase due to prolonged contact between air molecules and the cooled surfaces of the CAC passages, thereby reducing the modulating effect of the bypass air on the manifold charge temperature (MCT). Furthermore, airflow regulation between the bypass and CAC passages can introduce undesirable control complexity by requiring additional sensors and valves in the system. Summary of the Invention

[0008] In one example, the aforementioned problem can be addressed by an engine cooling system comprising: an intake passage configured to deliver pressurized air to the engine's intake manifold; a pressurized air cooler adapted to receive pressurized air from the intake passage via an inlet and return pressurized air to the intake passage via an outlet, the pressurized air cooler including an integrated bypass, multiple cooling passages, and a dual-door mechanism comprising a first door separating the integrated bypass from the multiple cooling passages and a second door dividing the multiple cooling passages into an open passage and a blocked passage, the blocked passage being fluidly blocked from receiving intake air. In this manner, the MCT can be adjusted by a single device actuated in response to the output of a sensor already present in the engine system.

[0009] As an example, the Variable Heat Capacity Boost Air Cooler (VTC-CAC) may be adapted with an integrated bypass and a dual-door mechanism that distributes airflow between the integrated bypass and the cooling passages of the VTC-CAC. The dual-door mechanism is arranged in the manifold housing of the VTC-CAC and includes a first sliding door that adjusts the number of cooling passages opened to the airflow and a second swing door that adjusts the opening to the bypass. Movement of the two doors is caused by a rotating screw that extends across the manifold housing and includes different pitches to achieve a difference in movement speed between the first and second doors (e.g., the first sliding door can move along a first section of the rotating screw with a first pitch, and the second swing door can move along a second section of the rotating screw with a second pitch different from the first pitch). By adapting the engine system to have the VTC-CAC, the MCT can be controlled using a single, inexpensive device, and the likelihood of condensation formation and / or buildup in the intake passages or intake manifold can be reduced.

[0010] It should be understood that the above description of the invention is provided to introduce a series of concepts in a simplified form, which are further described in the detailed embodiments. This does not imply identification of the key or essential features of the claimed subject matter, and the scope of the claimed subject matter is uniquely defined by the claims following the detailed embodiments. Furthermore, the claimed subject matter is not limited to implementations that address any of the shortcomings pointed out above or in any part of this disclosure. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of an exemplary engine system including a turbocharged air cooler.

[0012] Figure 2An example of a variable thermal capacity charge air cooler (VTC-CAC) including an integrated bypass and dual-door mechanism is shown.

[0013] Figure 3 The image shows a front view of the sliding door of the VTC-CAC.

[0014] Figure 4 A perspective view of the dual-door mechanism in the VTC-CAC is shown.

[0015] Figure 5 Perspective views of the dual-door mechanism in the VTC-CAC are shown from different angles.

[0016] Figure 6 A perspective view of a hinged door in a VTC-CAC is shown.

[0017] Figure 7A An example of a VTC-CAC with the dual-door mechanism in the first position is shown.

[0018] Figure 7B An example of a VTC-CAC with the dual-door mechanism in the second position is shown.

[0019] Figure 7C An example of a VTC-CAC with the dual-door mechanism in the third position is shown.

[0020] Figure 8 An exemplary procedure is shown for adjusting VTC-CAC in response to MCT.

[0021] Figures 2 to 7C Shown roughly to scale. Detailed Implementation

[0022] The following description relates to systems and methods for a variable heat capacity turbocharged air cooler (VTC-CAC) used to control the manifold charge temperature (MCT) and reduce the likelihood of condensation forming in the intake passage or intake manifold. VTC-CAC can be included in engine systems such as… Figure 1 The exemplary engine system shown. Figure 2 An embodiment of the VTC-CAC shown in the cross-sectional view may be configured with an integrated bypass and a dual-door mechanism, which is arranged in the manifold box of the VTC-CAC and actuated by a stepper motor. The dual-door mechanism includes a sliding door that controls the number of cooling passages opened to the airflow, and a hinged door that adjusts the airflow through the integrated bypass. Figure 3 The sliding door is shown in detail from the front view, and Figure 4 and Figure 5The image shows the positioning of the sliding door above the cooling passage of the VTC-CAC and its connection to the rotating screw that controls the movement of the sliding door from two different perspectives. Figure 4 and Figure 5 The image also shows the positioning of the hinged door. Figure 6 The image shows a perspective view of a hinged bypass door and a spherical bearing disposed in the hinged bypass door to provide self-alignment characteristics. Figures 7A to 7C The cross-sectional view of the VTC-CAC shows the movement of both the sliding door and the hinged door from the fully open position of the hinged door, through the partially open position, to the fully closed position of the hinged door. Figure 8 The method for adjusting the VTC-CAC in response to the MCT is described.

[0023] Figure 1 This is a schematic diagram illustrating an exemplary engine system 100 including an engine 10, which may be included in the propulsion system of a vehicle. The engine 10 is shown as having four cylinders 30. However, other numbers of cylinders may be used according to this disclosure. The engine 10 may be controlled at least in part by a control system including a controller 12 and input from a vehicle driver 132 via an input device 130. In this example, the input device 130 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. Thus, the pedal position signal can indicate pressing the accelerator pedal (e.g., a sudden increase in pedal position), releasing the accelerator pedal (e.g., a sudden decrease in pedal position or release of the accelerator pedal), and other driving conditions.

[0024] Each combustion chamber (e.g., cylinder) 30 of engine 10 may include a combustion chamber wall and a piston (not shown) positioned therein. The piston may be coupled to crankshaft 40 such that the reciprocating motion of the piston is converted into the rotational motion of the crankshaft. Crankshaft 40 may be coupled to at least one drive wheel 55 of the vehicle via intermediate drive system 150. In addition, a starter motor may be coupled to crankshaft 40 via flywheel to enable starting operation of engine 10.

[0025] Combustion chamber 30 may receive intake air from intake manifold 44 via intake passage 42 and may discharge combustion gases to exhaust passage 48 via exhaust manifold 46. Intake manifold 44 and exhaust manifold 46 may selectively communicate with combustion chamber 30 via corresponding intake and exhaust valves (not shown). In some embodiments, combustion chamber 30 may include two or more intake valves and / or two or more exhaust valves.

[0026] Fuel injector 50 is shown directly coupled to combustion chamber 30 to inject fuel directly into combustion chamber 30 in proportion to the pulse width signal FPW received from controller 12. In this manner, fuel injector 50 provides so-called direct fuel injection into combustion chamber 30; however, it should be understood that intake manifold injection is also possible. Fuel may be delivered to fuel injector 50 by a fuel system (not shown) including a fuel tank, fuel pump, and fuel rail.

[0027] The intake passage 42 may include a throttle valve 21 having a throttle plate 22 to regulate airflow entering the intake manifold. In this particular example, the position (TP) of the throttle plate 22 may be changed by the controller 12 to achieve electronic throttle control (ETC). In this way, the throttle valve 21 can be operated to change the intake air supplied to the combustion chamber 30 and other engine cylinders. In some embodiments, an additional throttle valve may be present in the intake passage 42, such as a throttle valve (not shown) located upstream of the compressor 60.

[0028] Additionally, in the disclosed embodiments, the exhaust gas recirculation (EGR) system can guide a desired portion of the exhaust gas from the exhaust passage 48 to the intake passage 42 via the EGR passage 140. The amount of EGR supplied to the intake passage 42 can be varied by the controller 12 via the EGR valve 142. Under certain conditions, the EGR system can be used to regulate the temperature of the air-fuel mixture within the combustion chamber. Figure 1 A high-pressure EGR system is shown, wherein the EGR is directed from upstream of the turbocharger's turbine to downstream of the turbocharger's compressor. In other embodiments, the engine may additionally or alternatively include a low-pressure EGR system, wherein the EGR is directed from downstream of the turbocharger's turbine to upstream of the turbocharger's compressor. When operable, the EGR system can cause condensation to form from the compressed air, particularly when the compressed air is cooled by a boost air cooler, as described in more detail below.

[0029] The engine 10 may also include a compression device (such as a turbocharger or supercharger) comprising at least one compressor 60 arranged along the intake manifold 44. In the case of a turbocharger, the compressor 60 may be at least partially driven by a turbine 62 via, for example, a shaft or other coupling arrangement. The turbine 62 may be arranged along an exhaust passage 48. Various arrangements may be provided to drive the compressor. In the case of a supercharger, the compressor 60 may be at least partially driven by the engine and / or an electric motor, and may not include a turbine. Therefore, the amount of compression supplied to one or more cylinders of the engine via the turbocharger or supercharger may be varied by the controller 12.

[0030] Furthermore, the exhaust passage 48 may include a wastegate 26 for diverting exhaust gas away from the turbine 62. Additionally, the intake passage 42 may include a compressor bypass valve (CBV) 27 configured to divert intake air around the compressor 60. The wastegate 26 and / or CBV 27 may be controlled to open by the controller 12 when, for example, a lower boost pressure is desired. For example, in response to compressor surge or a potential compressor surge event, the controller 12 may open CBV 27 to reduce the pressure at the outlet of the compressor 60. This may mitigate or stop compressor surge.

[0031] The intake passage 42 may also include a boost air cooler (CAC) 80 (e.g., an intercooler) to reduce the temperature of the intake air from turbocharged or supercharged systems. In some embodiments, the boost air cooler 80 may be an air-to-air heat exchanger. In other embodiments, the boost air cooler 80 may be an air-to-liquid heat exchanger. Hot charge air from the compressor 60 enters the inlet of the CAC 80, is cooled as it travels through the CAC 80, and then exits to pass through the throttle valve 21 and subsequently into the engine intake manifold 44. Ambient airflow from outside the vehicle may enter the engine 10 through the front of the vehicle and traverse the CAC 80 to help cool the charge air. Condensation may form and accumulate in the CAC 80 when the ambient air temperature decreases, or during humid or rainy weather conditions in which the charge air cools below the dew point. Condensation may also accumulate in the intake passage 42 downstream of the CAC 80 and in the intake manifold 44 due to the intake air being cooled below the dew point. Furthermore, the temperature of the charging air (e.g., compressed air cooled by CAC 80) can reduce the manifold charging temperature (MCT) to a level that could degrade engine performance. Therefore, CAC 80 can be adapted as described in this article. Figures 2 to 7C The variable heat capacity booster air cooler (VTC-CAC) is described.

[0032] Controller 12 in Figure 1The microcomputer shown in the image includes: a microprocessor unit 102, an input / output port 104, an electronic storage medium for executable programs and calibration values ​​(shown in this particular example as a read-only memory chip 106), a random access memory 108, a keep-alive memory 110, and a data bus. The controller 12 can receive various signals from sensors coupled to the engine 10 to perform various functions of operating the engine 10. In addition to the signals previously discussed, these signals include: a measurement of the intake mass air flow (MAF) from the mass air flow sensor 120; the engine coolant temperature (ECT) from the temperature sensor 112, schematically shown at a location within the engine 10; a profile ignition pickup signal (PIP) from the Hall effect sensor 118 (or other type of sensor) coupled to the crankshaft 40; the throttle position (TP) from the throttle position sensor as discussed; and the absolute manifold pressure signal (MAP) from the sensor 122 as discussed. The engine speed signal RPM can be generated by the controller 12 based on the signal PIP. The manifold pressure signal MAP from the manifold pressure sensor can be used to provide an indication of vacuum or pressure in the intake manifold 44. It should be noted that various combinations of the above-described sensors can be used, such as using a MAF sensor without a MAP sensor, and vice versa. During stoichiometric operations, the MAP sensor can provide an indication of engine torque. Furthermore, along with the detected engine speed, this sensor can provide an estimate of the charge (including air) introduced into the cylinders. In one example, sensor 118 (also used as an engine speed sensor) can generate a predetermined number of equidistant pulses per revolution of crankshaft 40.

[0033] Other sensors that can send signals to controller 12 include manifold charge temperature (MCT) sensor 124 located in intake manifold 44, and boost pressure sensor 126. Other sensors, not shown, may also be present, such as sensors for determining the intake air velocity at the inlet of the boost air cooler, sensors for measuring the charge air temperature at the CAC outlet, and other sensors. In some examples, storage medium read-only memory 106 is programmable with computer-readable data representing instructions executable by microprocessor unit 102 for implementing the methods described below and other anticipated but not explicitly listed variations.

[0034] In some examples, engine system 100 may be a hybrid vehicle having multiple torque sources available for one or more drive wheels 55. In other examples, engine system 100 may be a conventional engine system with only an engine, or an electric motor system with only one or more electric motors. In the illustrated example, engine system 100 includes an engine 10 and an electric motor 52. Electric motor 52 may be a motor or a motor / generator. When one or more clutches 56 are engaged, the crankshaft 40 of engine 10 and electric motor 52 are connected to the vehicle drive wheels 55 via a transmission 54. In the depicted example, a first clutch 56 is disposed between crankshaft 40 and electric motor 52, while a second clutch 56 is disposed between electric motor 52 and transmission 54. Controller 12 may send signals to the actuators of each clutch 56 to engage or disengage the clutch, thereby connecting or disconnecting crankshaft 40 from electric motor 52 and its connected components, and / or connecting or disconnecting electric motor 52 from transmission 54 and its connected components. Transmission 54 may be a gearbox, planetary gear system, or other type of transmission. The powertrain can be configured in various ways, including as a parallel, series, or series-parallel hybrid vehicle.

[0035] Motor 52 receives power from traction battery 58 to provide torque to wheel 55. Motor 52 can also operate as a generator to provide power, for example, during braking operations, to charge battery 58.

[0036] like Figure 1 As shown, the engine system may include a CAC (such as CAC 80) disposed downstream of the compressor to cool the boosted air before combustion at the cylinder. To reduce the likelihood of cooling the air below the dew point, resulting in an undesirable decrease in MCT and condensation in the CAC, intake passage, and intake manifold, the CAC may be adapted to a variable heat capacity CAC (VTC-CAC) to adjust a portion of the cooled air, thereby adjusting the MCT. An exemplary embodiment of VTC-CAC 200 is shown in... Figure 2 As described herein, it includes an integrated bypass 202 and a cooling passage 204. In order to... Figures 2 to 7C Comparisons between the views provided offer a set of reference axes 201 indicating the "y," "x," and "z" directions. In some examples, the "y" direction may be aligned with the vertical axis, the "x" direction with the horizontal axis, and the "z" direction with the lateral axis. However, other orientations are also contemplated. The VTC-CAC view is a sectional view taken along a plane formed by the "y" and "x" directions.

[0037] The external shape of the VTC-CAC 200 may resemble a parallelogram having rounded corners, a length greater in the y-direction than in the x-direction, but without any plane of symmetry. Figure 2 In the diagram, the VTC-CAC 200 is shown aligned with the "y" direction, such that the bypass 202 and cooling passage 204 are parallel to the "y" direction. The VTC-CAC 200 may have a first manifold 206 positioned at the top of the VTC-CAC 200 relative to the "y" direction. The first manifold 206 may be a first chamber therein into which pressurized air can enter through an inlet 208 adjacent to the bypass 202 and connected to an intake passage via a hose connected to the inlet 208. The first manifold 206 may have a top wall 210 angled relative to the "x" direction, such that the height 212 of the first manifold 206 at the first cold side 214 of the VTC-CAC 200 is less than the height 216 at the second warm side 218 of the VTC-CAC 200.

[0038] The first manifold 206 is fluidly connected at a first end 205 of the cooling passages 204 to each of the cooling passages 204, and is also fluidly connected to the bypass 202. The cooling passages 204 may be a plurality of hollow tubes extending in a "y" direction from the first manifold 206 to the second manifold 220, which is fluidly connected to the first manifold 206 at the end of the VTC-CAC 200 opposite to the first manifold 206. The internal volume of the cooling passages 204 is divided by tube walls 222. The tube walls 222 may be configured with air fins attached to a front surface (e.g., a surface in direct contact with ram air). The cooling passages 204 are arranged adjacent to each other, such that each cooling passage shares two pipe walls 222 and attached air fins with an adjacent cooling passage arranged on either side of the cooling passage, except for the outermost cooling passage 204 which shares a pipe wall and air fins with only one adjacent cooling passage. The outermost cooling passage 204 includes, for example, the cooling passage adjacent to the first sidewall 224 of the cold side 214 (which is also fitted with air fins), and the cooling passage adjacent to the bypass 202. The side-by-side cooling passages 204 extend from the first sidewall 224 and air fins of the VTC-CAC 200 to the inner wall 226 of the bypass 202.

[0039] Bypass 202 may also extend from the first manifold 206 to the second manifold 220, and fluidly connect the first manifold 206 to the second manifold 220. Bypass 202 may provide an alternative path for airflow, such that when bypass 202 is open to airflow, at least a portion of the air entering the VTC-CAC may be diverted from the cooling passage 204 and not cooled. The inner wall 226 and outer wall 254 of bypass 202 may be thicker than the pipe wall 222 to reduce heat transfer from the warmed air flowing through the bypass to the air flowing through the cooling passage 204. The inner wall 226 and outer wall 254 of bypass 202 may also be formed of a material with lower thermal conductivity than the cooling passage 204 of the VTC-CAC to provide insulation. The width of bypass 202 defined along the "x" direction may be greater than the width of one of the cooling passages 204, but significantly narrower than the cumulative width of all the cooling passages 204 of the VTC-CAC 200.

[0040] Bypass 202 can be configured to maintain a warm temperature for a portion of the mass of pressurized air flowing through VTC-CAC 200. A glow plug 258 can optionally be arranged within bypass 202 to increase the temperature of the bypass air. For example, during a cold engine start, glow plug 258 can increase the MCT to accelerate engine warm-up. As another example, when flowing warm air through a fully open bypass 202 does not sufficiently increase the temperature, glow plug 258 can help raise the MCT to the desired temperature.

[0041] At the outlet end of VTC-CAC 200, a second manifold 220 is connected to the second end 207 of cooling passage 204 and to bypass 202. The second manifold 220 is configured similarly to, but opposite to, the first manifold 206, having a bottom wall 228 that is angled such that the height of the warm side 218 of the second manifold 220, defined in the "y" direction and adjacent to the VTC-CAC 200, is less than the height of the adjacent cold side 214. The second manifold 220 includes an outlet 230, which can also be connected via a hose to an intake passage, such that the VTC-CAC is arranged as a section of the intake passage, for example, in series with the intake passage. Air flowing through cooling passage 204 and bypass 202 can combine in the second manifold 220 and exit the VTC-CAC 200 via outlet 230. The cooling passage 204 to the left of the sliding door 234, which blocks airflow, may include stagnant mixed air from the manifold 220, resulting in the air temperature in the blocked cooling passage 204 always being lower than the air temperature entering from the inlet 208.

[0042] Returning to the first manifold box 206 of the VTC-CAC 200, a double-door mechanism 232 may be provided to control the airflow division between the cooling passage 204 and the bypass 202. The double-door mechanism includes: a sliding door 234 that slides along an "x" direction across a first end 205 of the cooling passage 204; a hinged door 236 adapted to pivot at a hinge 238; a threaded screw 240 extending in the first manifold box 206 from the cold side 214 of the VTC-CAC 200 to the warm side 218; a stepper motor 242; and a brake drum 244 housing a helical spring surrounded by a brake band. Figure 2 (not shown in the image); and solenoid 246.

[0043] The movement of the sliding door 234 and the hinged door 236 can be actuated by a stepper motor 242 via a connection with a threaded screw 240, wherein, relative to Figure 2 In the view of the VTC-CAC 200, the rotational movement of the threaded screw 240 is converted into linear movement of the sliding door 234 in the "x" direction and pivoting of the hinged door 236 in the counterclockwise direction. The movements of the sliding door 234 and the hinged door 236, actuated by the rotation of the threaded screw 240, can occur simultaneously. Therefore, the double-door mechanism 232 can perform independent movements of either the sliding door 234 or the hinged door 236.

[0044] The stepper motor 242 may have a reduction gear, which is equipped with a one-way clutch. Figure 2(Not shown in the diagram) to reduce the possibility of the stepper motor freewheeling during the rotation of the threaded screw when the tension on the brake band is released, as further described below. The stepper motor 242 can drive the threaded screw 240 to rotate in a first direction (hereinafter referred to as the positive direction) that causes linear movement of the sliding door 234 toward the warm side 218 of the VTC-CAC 200, and simultaneously drive the hinged door 236 to open by pivoting it counterclockwise at the fixed hinge 238. As the threaded screw 240 rotates, the coil spring within the brake drum 244 is compressed, such that the continued rotation of the threaded screw 240, which moves the sliding door in the positive direction while increasing the opening of the hinged door 236, increases the tension of the coil spring. The coil spring can be at its maximum tension level when the hinged door 236 reaches the fully open position, pivoted about the hinge 238. The brake drum 244 can maintain the current tension on the coil spring and hold the sliding door 234 and hinged door 236 in position whenever the stepper motor 242 stops by engaging the brake band. The brake band can wrap around the coil spring and resist the tendency of the coil spring to reduce tension. The interaction with the brake band can also overcome any inflation air pressure effects during events where inflation air pressure can fluctuate and cause fluctuations in pressure on the coil spring. When the stepper motor 242 drives the rotation of the threaded screw 240, the solenoid 246 can be activated to allow the brake drum 244 to rotate together with the threaded screw 240.

[0045] By moving along the threaded screw 240 in the positive direction, the sliding door 234 reduces the overall volume of the VTC-CAC 200 through which pressurized air can flow and transfer heat with the surface of the cooling passage 204. This is achieved through the variable height of the sliding door 234 (see below). Figures 3 to 5 (As further described below) the sliding door 234 cuts off the internal volume of the first manifold box 206, such that when the sliding door 234 is driven forward by the rotation of the threaded screw 240, the volume of the first manifold box 206 fluidly connected to the intake passage through the inlet 208 is reduced. The forward movement of the sliding door 234 also controls the number of cooling passages 204 available for cooling the pressurized air. As the sliding door 234 slides in the forward direction, the number of cooling passages 204 opened to the airflow decreases.

[0046] The reduction in the volume of the VTC-CAC 200 available for cooling the pressurized air due to the movement of the sliding door 234 can be at least partially offset by opening the hinged door 236 to allow air to be diverted to the bypass 202. The opening of the hinged door 236 during the forward movement of the sliding door 234 is also actuated by the rotation of the stepper motor 242 and the threaded screw 240. (The following will explain...) Figures 4 to 6 The details of the configuration of the hinged door 236 are further described in the text.

[0047] The distance that the hinged door 236 can travel in the "x" direction per full rotation of the threaded screw 240 (e.g., 360-degree rotation) during pivoting of the hinged door 236 may be less than the distance traveled by the sliding door 234 per full rotation. This difference in travel distance can be established by configuring the threaded screw 240 with different pitches. A first portion 248 of the threaded screw 240 may have a first pitch size different from a second pitch size of the second portion 250 of the threaded screw 240. The first portion 248 of the threaded screw 240 may extend from the cold side 214 of the VTC-CAC 200 to a bypass opening 252 located at a point where the hinged door 236 can be in a fully closed position (e.g., parallel to the "y" direction). The second portion 250 of the threaded screw 240 extends across the width defined in the “x” direction of the bypass 202 from the inner wall 226 of the bypass 202 to the warm side 218 of the VTC-CAC 200.

[0048] The deviation in pitch size between the first size of the first portion 248 of the threaded screw 240 and the second pitch size of the second portion 250 can be determined based on computational fluid dynamics (CFD) simulations. The first pitch size can be larger than the second pitch size by a certain ratio (such as 10:1), which allows the sliding door 234 to travel a longer distance relative to the hinged door 236 in the "x" direction per full rotation of the threaded screw 240. Furthermore, the deviation in pitch size can be adapted to allow the fully open hinged door 236 to be consistent with the minimum number of cooling passages 204 maintained open under any engine operating condition, as controlled by the position of the sliding door 236. This full opening can be the maximum distance the hinged door 236 can travel in the positive direction during pivoting, which is stopped by contact between the hinged door 236 and the outer wall 254 of the bypass 202. In other words, adjusting the hinged door 236 to the fully open position (e.g., Figure 7A As shown, the rotation of the threaded screw 240 can be stopped, and thus the movement of the sliding door 234 along the first end 205 of the cooling passage 204 in the positive direction is stopped. This endpoint of the movement of the sliding door 234 can be the maximum distance that the sliding door 234 can travel in the positive direction, and therefore, the cooling passage 204 with an opening located in front of this position can always be open to airflow.

[0049] The pitch of the first portion 248 and the second portion 250 of the threaded screw 240 can be configured such that when the hinged door 236 is fully open, a minimum number of cooling passages 204 remain open to maintain the desired airflow distribution between the cooling passages 204 and the bypass 202. The minimum number of cooling passages 204 maintained open can also depend on the size and location of the inlet 208. For example, if the inlet 208 is shifted to a central region adjacent to the first manifold 206, the sliding door 234 can slide toward the cold side 218 of the VTC-CAC 200 to a maximum distance aligned with the leftmost edge of the inlet 208. This results in a larger number of cooling passages 204 being maintained open. This controlled distribution also conserves the pressure ratio between the inlet 208 and the outlet 230 across the VTC-CAC 200, thereby reducing the likelihood of pressure variations in the air passing through the VTC-CAC 200.

[0050] By driving the sliding door 234 forward and opening the hinged door 236 wider, more air is diverted to the bypass 202, and less air is cooled through the cooling passage 204. When the manifold charge temperature (MCT) is close to a threshold (such as the dew point), it may be desirable to increase the guidance of air through the bypass 202. However, when the MCT rises and it is desirable to increase the cooling of the pressurized air, the sliding door 234 can be moved from the warm side 218 to the cold side 214 of the VTC-CAC in the "x" direction in the opposite direction to the forward direction, and the opening of the hinged door 236 can be reduced by pivoting the hinged door 236 in the clockwise direction.

[0051] Movement of the sliding door 234 in the reverse direction and movement of the hinged door 236 in the clockwise direction can be provided by disengaging the stepper motor 242 and disengaging the brake band that holds the helical spring in the appropriate position within the brake drum 244 via the actuation solenoid 246. Movement of the sliding door 234 and the hinged door 236 in the opposite direction can also occur simultaneously (e.g., by rotational control of the threaded screw 240), although in opposite directions. The solenoid releases the brake band, and the tension on the helical spring causes it to unfold, thereby causing the threaded screw 240 to rotate in a second direction opposite to the first rotational direction imposed by the stepper motor 242. A one-way clutch in the stepper motor reduction gear allows the threaded screw 240 to rotate in the second direction without allowing the stepper motor 242 to rotate freely. The sliding door 234 and the hinged door 236 travel in the reverse and clockwise directions, respectively, until the desired air ratio between the cooling passage 204 and the bypass 202, determined based on the desired MCT, is achieved. When the sliding door 234 and the hinged door 236 are adjusted to the desired position, the deactivation of the solenoid 246 causes the brake band to re-engage with the coil spring, and the positions of the sliding door 234 and the hinged door 236 are maintained.

[0052] Furthermore, if the stepper motor 242 degrades, the double-door mechanism 232 can be configured to actuate the solenoid in response to the detected degradation, thereby releasing the brake band. With the sliding door 234 positioned against the outer wall 256 of the cold side 214 of the VTC-CAC 200, the hinged door 236 can pivot to a fully closed position (e.g., Figure 7C (As shown). When the performance of the stepper motor 242 degrades, this allows the maximum number of cooling passages 204 to open to the airflow, thereby providing maximum cooling to the pressurized air and reducing the likelihood of an increase in MCT. Therefore, the VTC-CAC 200 provides the strongest pressurized air cooling in its default position when the function of the stepper motor 242 is impaired.

[0053] In this way, the VTC-CAC achieves the desired MCT by dividing the airflow between the cooling passage and the bypass to alter the amount of cooling delivered to the engine intake. The cooling effect of the VTC-CAC is controlled by a single mechanism that adjusts the internal volume of the VTC-CAC, which cools the first portion of the air, and the opening of the bypass, which maintains a higher temperature in the second bypass portion of the air. The mixing of air in the second manifold at the VTC-CAC outlet generates a temperature falling between the individual temperatures of the first and second portions. By controlling the MCT via variable cooling, engine combustion efficiency can be improved while reducing emissions of carbon monoxide and hydrocarbons, as well as condensation within the engine intake.

[0054] It should be understood that, although Figures 2 to 7C The illustrated embodiments of the VTC-CAC and the components of the VTC-CAC are depicted as having certain geometries and numbers, but other shapes, sizes, and numbers are contemplated. For example, the external shape of the VTC-CAC may resemble a rectangle or square rather than a parallelogram; the arrangement of cooling passages and bypasses within the VTC-CAC may vary relative to the external geometry; the number of cooling passages may be more or less than those shown; the width of the bypasses may be wider or narrower than the bypasses shown, and so on. Therefore, it should be understood that such deviations from the illustrated exemplary embodiments should not depart from the scope of this disclosure.

[0055] The VTC-CAC 200 is given variable heat capacity by adjusting the positions of the sliding door 234 and the hinged door 236 so that the sliding door 234 blocks the airflow through the desired number of cooling passages 204. (Refer to...) Figures 3 to 5 To discuss various aspects of sliding door 234, we need to consider how it seals off a portion of cooling passage 204. Figure 2 The components described in the text are similarly numbered.

[0056] Figure 3The VTC-CAC 200 is shown from the direction providing the front view of the sliding door 234 (e.g., along the "z" direction), thus viewing the sliding door 234 along the "x" direction from the warm side 218 to the cold side 214 of the VTC-CAC 200. While the outer surfaces of the stepper motor 242, bypass 202, and inlet 208 in the first manifold 206 are shown, a cross-sectional view of the upper portion of the sliding door 234 housed within the first manifold 206 is shown in frame 300. The top edge 306 of the sliding door 234 contacts the inner surface of the top wall 210 across its entire depth, defined along the "z" direction. The side portion 308 of the sliding door 234 (coaxial with the "z" direction) contacts the inner surface of the first manifold 206 along its entire height, defined along the "y" axis. The top wall 210 of the first manifold 206 may be cast with a track 302 that protrudes from the side of the first manifold 206 and extends along the width of the manifold (defined in the "x" direction) to accommodate and enclose the high-temperature bearing 304 of the sliding door 234.

[0057] The high-temperature bearing 304 can be configured to allow the sliding door 234 to move in the "x" direction while maintaining contact between the top edge 306 of the sliding door 234 and the inner surface of the top wall 210 of the first manifold 206 via a nested section, as described further below. The high-temperature bearing 304 may be connected adjacent to the top edge 306 of the sliding door 234 and arranged along the side 308 of the sliding door 234. The high-temperature bearing 302 may protrude from the side 308 of the sliding door 234 for positioning and securing with a track 304. Thus, by rolling the high-temperature bearing 304 within the track 302 of the first manifold 206, the sliding door 234 can slide unimpeded in the first manifold 206 in the "x" direction. When the threaded screw 240 rotates, the sliding door 234 moves along the threaded screw 240 by the interaction between the first threaded insert 404 disposed in the sliding door 234 and the threaded screw 240, the first threaded insert 404 being as follows: Figures 4 to 5 As shown and described below, the high-temperature bearing 304 maintains the vertical (e.g., parallel to the "y" direction) alignment of the sliding door 234 while allowing the upper portion of the sliding door 234 to move in the "x" direction. The contact between the top edge 306 and side portion 308 of the sliding door 234 and the inner surface of the top wall 210 of the first manifold box 206 seals the portion of the internal volume of the first manifold box 206 between the sliding door 234 and the outer wall 254 of the bypass 202 in the "x" direction.

[0058] The high-temperature bearing 304 may be located in the warmest region of the top area of ​​the first manifold 206 of the VTC-CAC 200, from which the warmed, pressurized air first enters the VTC-CAC 200. In one example, the high-temperature bearing 304 may be formed of a material with high heat resistance (such as silicon nitride, zirconium oxide, or silicon carbide), which allows the high-temperature bearing 304 to move without lubrication. The sliding door 234 may also include a second set of bearings, which may also be configured to roll within a second set of tracks. The second set of bearings is arranged adjacent to the bottom edge of the sliding door 234 and cast into the side of the first manifold 206. The second set of tracks extends along the width of the VTC-CAC 200 (e.g., along the "x" direction). Figure 4 and Figure 5 The second set of bearings is shown in perspective views 400 and 500 of the VTC-CAC 200.

[0059] Figure 4 and Figure 5 Perspective views 400 and 500 show a VTC-CAC 200 with a double-door mechanism 232 arranged above a CAC core 402, which includes a cooling passage 204, a tube wall 222, and attached air fins. Figure 4 and Figure 5 The first manifold box 206 is omitted from the text, and Figure 4 Bypass 202 is omitted. The sliding door 234 of the double-door mechanism 232 may have a rectangular external shape, wherein the second set of bearings 406 is arranged along the side 308 of the sliding door 234 and adjacent to the bottom edge 408 of the sliding door 234, the bottom edge 408 being parallel to the top edge 306. The sliding door 234 may be formed of a rigid material (such as aluminum, carbon graphite, bronze, or composite material) with high heat resistance and minimal thermal expansion. However, it should be understood that the sliding door 234 is a non-limiting example, and other examples of sliding doors may include external shapes of different sizes and geometries (depending on the internal shape of the first manifold box) or be formed of other rigid materials.

[0060] The second set of bearings 406 functions similarly to the high-temperature bearing 304, thereby maintaining the upright position of the sliding door 234 while allowing the bottom edge 408 of the sliding door 234 to slide unimpeded along the width of the first manifold box 206 when pushed by the rotation of the threaded screw 240. The second set of bearings 406 can be enclosed in a track (similar to) provided on the side of the first manifold box 206. Figure 3 The track 302 is located within the track and can be formed of the same material as the high-temperature bearing 304.

[0061] The bottom edge 408 of the sliding door 234 can contact the upper surface 410 of the CAC core 402 along its entire depth defined in the "z" direction, and the first end 205 of the cooling passage 204 is disposed in the upper surface 410. One or more rows of cooling passages 204 (also defined in the "z" direction) can therefore be blocked by the sliding door 234. For example, returning to Figure 2 The sliding door 234 may have a thickness defined in the "x" direction that is at least equal to the diameter of the cooling passage 204 (measured in the "x" direction), and thus can completely block the row of cooling passages 204 when positioned directly above it. In other words, if the sliding door 234 is arranged in... Figure 2 Directly above the cooling passage 204a (representing a row of cooling passages 204), the cooling passages 204 in front of the sliding door 234, including all cooling passages 204 from the adjacent bypass 202 to cooling passage 204b (also representing a row of cooling passages 204), are unobstructed. Therefore, cooling passage 204b and all cooling passages 204 in front of cooling passage 204b are open to airflow, while cooling passage 204a and all cooling passages 204 behind (and including) cooling passage 204a are obstructed from airflow. In another example, the sliding door 234 may be positioned such that the thickness of the sliding door 234 extends partially across the diameter of cooling passage 204a and partially across the diameter of cooling passage 204b. In this position, cooling passage 204b and all cooling passages 204 in front of it are similarly open to airflow (although flow through cooling passage 204b may be restricted), while cooling passage 204a and all cooling passages behind it are obstructed.

[0062] Although the height of the first manifold box 206 is variable (e.g. Figure 2 (As shown), but the sliding door 234 can maintain a sealing interaction with the inner surface of the first manifold 206 by including sections nested within each other. Figure 4 and Figure 5In the sliding door 234, there are: a first section 412, which is the largest section of the sliding door 234, in which a first threaded insert 404 is centrally disposed; a second section 414, which is located above the first section 412; and a third section 416, which is located above the second section 414, and includes a top edge 306 of the sliding door 234 and a high-temperature bearing 304. The size of the second section 414 (including the thickness defined along the "x" direction and the depth defined along the "z" direction) may be smaller than the size of the first section 412, such that the second section 414 can fit within and be at least partially enclosed by the first section 412. In other words, the second section 414 may be adapted to be nested within the first section 412 and slide up and down relative to the first section 412 along the "y" direction. The upward sliding of all nested segments can be stopped at the end of their stroke by a locking pin (not shown) on either side of the "z" direction of each segment, which allows the uppermost third segment 416 to drive the vertical movement of the lower sliding segment (e.g., the second segment 414). Thus, the structural integrity of the assembly is maintained to conform to the cross-sectional area of ​​the first manifold 206 as the high-temperature bearing 304 slides in its respective track 302. However, the downward sliding of the second segment 414 can be stopped by contact with the flat-machined surface 411 in the first segment 412 of the sliding door 234. The third segment 416 can similarly be configured to nest within and slide vertically relative to the second segment 414, wherein the downward movement is stopped by contact with the flat-machined surface 413 of the second segment 414 (e.g., ...). Figure 5 (As shown).

[0063] In this way, when the sliding door 234 moves in the forward and reverse directions, its height 418 can be adjusted according to the height change of the first manifold box 206. The contact between the top edge 306 of the sliding door 234 and the inner surface of the top wall 210 of the first manifold box 206 is maintained by confining the high-temperature bearing 304 within the track 302 of the first manifold box 206. Figure 2As shown. When the height of the first manifold 206 varies along its width, the third section 416 can slide into and out of the second section 414, and the second section 414 can slide into and out of the first section 412 of the sliding door 234, thereby providing extension and retraction of the height 418. By matching the height 418 of the sliding door 234 to the height of the first manifold 206, the sliding door 234 can seal and block the internal volume of the VTC-CAC 200 (defined by the volume of the first manifold 206 behind the sliding door 234 and the plurality of cooling passages 204 behind the foremost cooling passage blocked by the sliding door 234 to prevent airflow), while controlling the number of cooling passages 204 available for cooling the boosted air. It should be understood that, although Figure 4 and Figure 5 The diagram shows three sections of sliding door 234, but different numbers of nested sections are also envisioned, such as two sections, four sections, or five sections. Furthermore, in embodiments where the first manifold box has a uniform height in the VTC-CAC 200, the sliding door may comprise a single section of constant height.

[0064] The first section 412 of the sliding door 234 may have a central hole extending through the thickness of the first section, in which a first threaded insert 404 is disposed. The first threaded insert 404 may be annular and have a threaded inner surface configured to mate with the pitch of the first portion 248 of the threaded screw 240. The first threaded insert 404 may be fixed to the first section 412 such that the first threaded insert 404 does not rotate. When the stepper motor 242 rotates the threaded screw 240, the threaded screw 240 remains in place during rotation; for example, the threaded screw 240 does not perform translational movement. Instead, the engagement of the threads in the inner surface of the first threaded insert 404 with the pitch of the first portion 248 of the threaded screw 240 converts the rotational movement of the threaded screw 240 into translational movement of the sliding door 234 in the positive direction.

[0065] The rotation of the threaded screw 240 can also drive the movement of the hinged door 236. The hinged door 236 may have a rectangular shape, such as... Figure 2 and Figure 4 as well as Figure 6Perspective view 600 shows the arrangement of hinged door 236 in VTC-CAC 200, with bypass 202 omitted. Hinged door 236 may have a depth defined along the "z" direction equal to the depth of the first manifold box 206, such that the side edge 504 of hinged door 236 contacts the side wall 502 of bypass 202. In one example, the height defined along the "y" direction of hinged door 236 may be slightly greater than the height of the first manifold box 206 at the point where the hinge 238 of hinged door 236 attaches to the side wall 502 of bypass 202. However, in other examples, hinged door 236 may have a different shape corresponding to the internal geometry of bypass 202. Unlike sliding door 234, hinged door 236 may not maintain a parallel alignment with the "y" direction during movement. When the sliding door 234 moves in the forward direction as guided by the threaded screw 240, the hinged door 236 can pivot counterclockwise at the hinge 238 to increase the bypass opening 252.

[0066] The angle of the hinged door 236 relative to the "y" direction can increase as the bypass opening 252 widens. This angle can vary between 0 degrees when the hinged door 236 is in the fully closed position and, in one example, 30 degrees when the hinged door 236 is in the fully open position and its bottom edge 420 contacts the outer wall 254 of the bypass 202. However, in other examples, the range of angles through which the hinged door 236 can pivot can vary depending on the width of the bypass defined along the "x" direction, the height of the hinged door 236, or the positioning of the second threaded insert 422 within the hinged door 236.

[0067] The second threaded insert 422 may be configured similarly to the first threaded insert 404, thus having an annular shape and including a threaded inner surface that mates with the pitch size of the second portion 250 of the threaded screw 240. The second threaded insert 422 may be fixed so that it does not rotate within the spherical bearing 424, which circumferentially surrounds the second threaded insert 422, such as... Figures 4 to 6As shown. The spherical bearing 424 can be modified such that the inner sphere of the spherical bearing 424, which receives the second threaded insert 422, is restricted from rotating in the same direction as the threaded screw 240 by inserting a small pin in the inner sphere, the small pin floating in a groove in the outer portion of the spherical bearing 424. The second threaded insert 422 and the spherical bearing 424 can be disposed in a hole extending through the hinged door 236 with a thickness defined in the "x" direction. As the hinged door 236 pivots further open and the angle of the hinged door 236 relative to the "y" axis increases, the angle between the plane of the hinged door 236 and the threaded screw 240 can decrease. The position of the second threaded insert 422 is fixed within the spherical bearing 424, so rotation of the threaded screw causes the spherical bearing 424 to rotate (as indicated by arrow 602). This rotation of the spherical bearing 424 then accommodates changes in the angle between the hinged door 236 and the helical screw 240 without imposing stress on either the hinged door 236 or the threaded screw 240. The hinge 238 is accommodated in a slightly oversized recess in the bypass 202 to allow for freedom of movement in the "y" direction when the hinged door 236 pivots from the fully closed position to the fully open position.

[0068] The spherical bearing 424 and the second threaded insert 422 may be centrally located within the hinged door 236. However, in other examples, the spherical bearing 424, the second threaded insert 422, and the first threaded insert 404 may be offset from the center of the hinged door 236 and the sliding door 234, respectively. The threaded screw 240 may be positioned at a higher position, a lower position, or offset to one side, and the holes in the hinged door 236 and the sliding door 234 may be adjusted accordingly. Furthermore, the first threaded insert 404, the second threaded insert 422, and the spherical bearing 424 may be formed of a heat-resistant material such as stainless steel.

[0069] A notch 426 may be provided adjacent to the bottom edge 420 of the hinged door 236 in the surface of the hinged door 236 facing the cold side 214 of the VTC-CAC 200. The thickness of the hinged door 236 may be reduced at the notch 426 to allow the hinged door 236 to form a sealing engagement with the CAC core 402 when the hinged door 236 is in the fully closed position. Figure 7C As shown, in the fully closed position of the hinged door 236, the cutout 426 can be in coplanar contact with the inner wall 226 of the bypass 202. The reduced thickness of the cutout 426 allows the hinged door 236 to be parallel to the "y" direction when closed and prevents air from flowing into the bypass 202 below the bottom edge 420 of the hinged door 236.

[0070] The hinged door 236 may be further sealed by a sealing strip 428 arranged along the top edge 430 of the hinged door 236 and extending across the depth of the hinged door 236. The sealing strip 428 may extend in the "y" direction from the top edge 430 of the hinged door 236 to the inner surface of the outer wall 254 of the bypass 202. The sealing strip 428 may be formed of a flexible, heat-resistant material (such as rubber or silicone), and the flexibility of the sealing strip 428 allows it to maintain a sealing contact between the top edge 430 of the hinged door 236 and the inner surface of the outer wall 254 of the bypass 202, regardless of the angle of the hinged door relative to the "y" direction. In this way, air in the first manifold 206 may enter the bypass 202 by flowing below the bottom edge 420 of the hinged door 236, rather than around the side edges 504 of the hinged door 236 or above its top edge 430.

[0071] When stepper motor 242 rotates threaded screw 240 to adjust flow through cooling passage 204 and bypass 202 of VTC-CAC 200, or when stepper motor 242 is deactivated and brake band is released to allow coordinated positioning of sliding door 234 and hinged door 236 in the reverse direction, the coordinated positioning is achieved by... Figures 7A to 7C The location shown is indicated. A cross-sectional view of the VTC-CAC 200, taken along a plane formed by the "y" and "x" directions, is depicted. Along with the first segment 412, the second segment 414, and the third segment 416, the sliding door 234 may include a fourth segment 710 positioned above and configured to nest with the third segment 416. Figures 7A to 7C In the middle section, the high-temperature bearing 304 can be attached to the fourth section 710 instead of the third section 416.

[0072] exist Figure 7AIn the first position 700, the sliding door 234 may be located at the first midpoint 702 of the first portion 248 of the threaded screw 240, which lies between the inner wall 226 of the bypass 202 and the outer wall 256 of the cold side 214 of the VTC-CAC 200. The hinged door 236 may be in a fully open position, for example, with the bypass opening 252 at its maximum and the bottom edge 420 contacting the outer wall 254 of the bypass 202. The pitch of the first portion 248 and the second portion 250 of the threaded screw 240 may be configured such that the fully open position of the hinged door 236 coincides with the forward movement of the sliding door 236 terminating at the first position 700, which maintains a minimum number of cooling passages 204 open to airflow. This, in addition to representing the maximum amount of air that can bypass the cooling passages 204, also represents a constant minimum amount of cooling provided by the VTC-CAC 200. In one example, the minimum number of cooling passages to be kept open can be set based on a calculated minimum warming effect imposed by the compressed intake air and the difference between the minimum warming effect and the desired MCT. In the example shown, when the double-door mechanism is in the first (e.g., fully open) position, less than half but more than a quarter of the cooling passages can be kept open. However, in other examples, the minimum number of open cooling passages 204 can be determined by physical constraints. As an example, the maximum distance the sliding door can travel in the positive direction is set by aligning it with the edge of the warm side 214 adjacent to the inlet 208 of the VTC-CAC200.

[0073] Figure 7B The diagram shows the second position 720 of the VTC-CAC's double-door mechanism 232. The second position 720 includes a partially open position of the hinged door 236, for example, between a fully open and fully closed position. The sliding door 234 may be located at a second midpoint 704 along the first portion 248 of the threaded screw 240. The second midpoint 704 is... Figure 7A The first midpoint 702 is closer to the cold side 214 of the VTC-CAC and corresponds to the hinge door 236. Figure 7A The fully open position is opened to a smaller position. The hinged door 234 forms a larger angle relative to the threaded screw 240 compared to the angle between the hinged door 234 and the threaded screw 240 in the first position 700, and the spherical bearing 424 in the hinged door 234 is rotatable to accommodate the change in angle. Figure 7A Compared to the first position of 700, in Figure 7B In the second position 720, a greater number of cooling passages 204 are open to airflow, and less air can be diverted through the bypass 202 due to the narrow bypass opening 252 in the second position 720.

[0074] Actuating the double-door mechanism 232 from the first position 700 to the second position 720 can occur when enhanced cooling of the intake air is requested, such as during an event that detects an increase in the MCT (e.g., an increase above a threshold temperature). Enhanced cooling of the pressurized air can be desired to lower the MCT temperature, and in response to the rise in MCT, the stepper motor 242 can be deactivated and the solenoid 246 actuated to release the brake band in the brake drum 244 that maintains tension on the helical spring. The release of tension on the helical spring allows the threaded screw 240 to rotate in a second direction, thereby driving the sliding door 234 in the reverse direction and the hinged door 236 in a clockwise direction until the number of open cooling passages 204 and the bypass opening 252 are determined to produce a distribution of warm and cold air to generate the desired reduction in MCT.

[0075] Conversely, actuating the double-door mechanism 232 from the second position 720 to the first position 700 can occur when a reduction in intake air cooling is requested, such as when a decrease in the MCT is detected (e.g., below a threshold). To increase the MCT, the stepper motor 242 can be activated to rotate the threaded screw in the first direction, thereby reducing the number of cooling passages 204 open to the airflow and widening the bypass opening 252 to divert more air to the bypass 202. In the first position 700, compared to the position obtained from the second position 720, the air mixture in the second manifold 220 can include a larger portion of warm air, thus delivering a warmer pressurized air mixture and increasing the MCT.

[0076] It should be understood that Figure 7B The second position 720 is a non-limiting example of a position between the fully open and fully closed positions of the hinged door 236 and a corresponding position of the sliding door 234. In other examples, the hinged door 236 and the sliding door 234 can be adjusted to any position between the fully open and fully closed positions of the hinged door 236 and a corresponding position of the sliding door 234 to change the airflow between the cooling passage 204 and the bypass 202. Therefore, continuous adjustment of the MCT can be achieved.

[0077] Figure 7CThe image depicts the fully closed position of the hinged door 236 in the third position 740 of the double-door mechanism 232. The hinged door 236 can be adjusted such that the cutout 426 of the hinged door 236 is in coplanar contact with the surface of the inner wall 226 of the bypass 202 facing the warm side 218 of the VTC-CAC 200. The fully closed position of the hinged door 236 corresponds to the sliding door 234 being moved to its maximum position towards the cold side 214 of the VTC-CAC 200. The sliding door can contact the outer wall 256 of the cold side 214, and all cooling passages 204 are open to airflow. By closing the bypass 202 and directing all intake air through the cooling passages 204, this position allows the VTC-CAC 200 to provide maximum cooling to the pressurized air.

[0078] Adjust the double-door mechanism 232 to Figure 7C The third position 740 can occur when the MCT is determined to be high enough to increase the likelihood of engine knocking. The stepper motor 242 is deactivated or remains deactivated, the solenoid 246 is actuated to release the brake band, and the release of tension on the coil spring drives the threaded screw 240 to rotate in the second direction. The sliding door 234 travels in the opposite direction and the hinged door 236 pivots clockwise until movement terminates between the sliding door 234 and the outer wall 256 of the cold side 214 of the VTC-CAC 200, and between the cutout 426 of the hinged door 236 and the surface of the inner wall 226 of the bypass 202. All air delivered through the intake passage is cooled by the cooling passage 204 of the VTC-CAC 200, resulting in a reduction in the MCT.

[0079] Alternatively, if a malfunction of the stepper motor 242 is detected, the double-door mechanism 232 can be adjusted to the third position 740. Although intake air undercooling may reduce combustion efficiency, engine components degrade more significantly during engine overheating than during undercooling. Therefore, by setting the fully closed position of the hinged door 236 as the default position when the stepper motor 242 cannot drive the sliding door 234 and the hinged door 236 in the forward direction, an increase in MCT is avoided.

[0080] Figures 1 to 7CExemplary configurations with the relative positioning of various components are shown. In at least one example, if such components are shown to be in direct contact with each other or directly connected, then such components may be referred to as being in direct contact or directly connected, respectively. Similarly, in at least one example, components shown to be connected to or adjacent to each other may be connected to or adjacent to each other, respectively. As an example, components laid in coplanar contact with each other may be referred to as being in coplanar contact. As another example, in at least one example, components positioned separately from each other and with only space between them and no other components are referred to as being in this position. As yet another example, components shown to be above / below each other, on opposite sides of each other, or to the left / right of each other may be referred to as being in this position relative to each other. Additionally, as shown, in at least one example, the topmost component or the highest vertex of the component may be referred to as the “top” of the component, while the bottommost component or the lowest point of the component may be referred to as the “bottom” of the component. As used herein, top / bottom, upper / lower, above / below may be relative to the vertical axis of the drawing and used to describe the positioning of the components in the drawing relative to each other. Thus, in one example, an component shown above other components is positioned above other components in the vertical direction. As yet another example, the shapes of the elements depicted in the figures may be described as having those shapes (e.g., such as being annular, straight, planar, curved, rounded, chamfered, angled, etc.). Additionally, in at least one example, elements shown as intersecting each other may be described as intersecting elements or intersecting with each other. Furthermore, in one example, an element shown inside another element or outside another element may be described as such.

[0081] The manifold charging temperature (MCT) can be adjusted to achieve the following: improved engine efficiency, reduced engine knock and the likelihood of condensation in the engine's intake area, and reduced emissions of carbon monoxide and hydrocarbons. MCT adjustment can be achieved through a configuration with an integrated bypass and dual-door mechanism (e.g., Figures 2 to 7C The variable heat capacity booster air cooler (VTC-CAC) of the double-door mechanism 232 (such as Figures 2 to 7C This is achieved using the VTC-CAC 200. Figure 8 The document provides a method 800 for operating an engine system including a VTC-CAC adapted with an integrated bypass and dual-door mechanism. Instructions for performing method 800 and the remaining methods included herein can be generated by a controller (such as...). Figure 1 The controller 12) executes based on instructions stored in the controller's memory and in conjunction with signals received from sensors such as those referenced above. Figure 1 The sensor is described. The controller can adjust engine operation using the engine actuators of the engine system according to the method described below.

[0082] At point 802, the method includes estimating and / or measuring the engine's operating conditions. These operating conditions may include, for example, conditions determined by a temperature sensor (such as...). Figure 1 The engine coolant temperature (ECT) is measured by temperature sensor 112, and by temperature sensors (such as those in the engine intake manifold) are used to measure the engine coolant temperature. Figure 1 The manifold inflation temperature (MCT) is detected by a temperature sensor 124. It can be detected by a pressure sensor (such as...). Figure 1 Temperature sensor 126) measures the pressure of the boosted air and compares it with that of another pressure sensor (such as Figure 1 The pressure is compared with the manifold absolute pressure (MAP) measured by the temperature sensor 122 to monitor pressure changes across the VTC-CAC. The position of the mechanism can be detected by a sensor arranged on the hinged door of the double-door mechanism or by an encoder mounted on a threaded screw. Alternatively, the encoder can be positioned at the stepper motor to detect the position of both the sliding and hinged doors at any time. Other operating conditions determined may include the mass airflow rate into the intake system, ambient temperature, ambient humidity, and atmospheric pressure.

[0083] At 804, the method determines whether the measured MCT has dropped below a first temperature threshold. In one example, the first temperature threshold could be the temperature at which the likelihood of engine knock and NOx emission release increases when the MCT rises above a second temperature threshold. Therefore, the first temperature threshold could be the upper boundary of the temperature range during which the engine operates at the desired combustion efficiency, fuel efficiency, and performance. This temperature threshold could be a value programmed into the controller's memory and could depend on the specific characteristics of the engine.

[0084] If the measured MCT is below the first temperature threshold, the method continues to 806, where the stepper motor is deactivated (e.g., turned off), or, if the stepper motor is already turned off, it remains deactivated. At 808, the solenoid connected to the stepper motor is activated to release the brake band, thereby allowing the tension on the helical spring to be relieved. The release of tension on the helical spring causes the threaded screw of the double-door mechanism to rotate in a direction that drives the sliding door to move linearly in the opposite direction, for example, from the warm side to the cold side of the VTC-CAC. The rotational direction of the threaded screw driving the sliding door to move in the opposite direction is relative to the above. Figures 2 to 7CThe second direction described. Simultaneously, the rotation of the threaded screw forces the hinged door to close, blocking the opening to the integrated bypass. At 810, when the double-door mechanism reaches the fully closed position of the hinged door, the sliding door also reaches the maximum distance it can travel across the VTC-CAC towards the cold side, and the solenoid is deactivated. At 812, intake airflow is allowed through all cooling passages of the VTC-CAC, and no intake airflow is allowed through the integrated bypass. The method can then return to 804 to measure the MCT again and compare the temperature to the first temperature threshold.

[0085] If the MCT is determined to be below a first temperature threshold, the method proceeds to step 814. At step 814, the MCT is compared to a second temperature threshold. The second temperature threshold can be a temperature inferred based on measured ambient temperature or based on environmental conditions such as humidity and atmospheric pressure as described above, at which or below which combustion efficiency may decrease. For example, when the MCT is below the second temperature threshold, the likelihood of condensation forming in the intake area (e.g., in the cooling passage of a VTC-CAC) increases. In another example, the second temperature threshold can be a temperature below which the release of combustion products (such as carbon monoxide and hydrocarbons) into the atmosphere increases.

[0086] If the MCT is not higher than the second temperature threshold, the method continues to 816 to activate the solenoid to release the brake band. At 818, the stepper motor is activated to rotate the threaded screw in a first direction (e.g., relative to the above). Figures 2 to 7C (As described). The rotation of the threaded screw in this direction drives the forward movement of the sliding door (e.g., from the cold side to the warm side of the VTC-CAC) and the opening of the hinged door to increase the intake airflow through the integrated bypass. The linear movement of the sliding door and the pivoting of the hinged door continue until the pivoting of the hinged door stops through contact between the hinged door and the outer wall of the bypass. At this position, a portion of the cooling passage representing the minimum amount of cooling provided by the VTC-CAC remains open, such as 25%, or other values ​​determined based on the geometry of the manifold box encapsulating the dual-door mechanism and CFD analysis. At 820, the stepper motor and solenoid are deactivated with the hinged door in the fully open position. At 822, the intake airflow is forced through a reduced number of open cooling passages and through the fully open bypass. The process can be returned to 814 to measure the MCT again and compare the temperature with a second temperature threshold.

[0087] If the MCT is determined to be above a second temperature threshold, the method continues to step 824 to estimate the target position of the dual-door mechanism based on current engine conditions. For example, the controller may calculate the MCT providing maximum combustion efficiency and engine power output based on the current engine speed and load, with the calculated MCT falling within a temperature range between a first and second temperature threshold. The controller may infer the position of the dual-door mechanism that would adjust the current MCT toward the target MCT. In another example, the controller may monitor the amount of condensate formed within the cooling passage of the VTC-CAC. The amount of condensate may be determined based on an inferred condensate formation value calculated based on airflow velocity from MAF measurements and / or based on the difference between the intake air dew point and the temperature of the VTC-CAC or MCT. In yet another example, the target position of the dual-door mechanism may be based on engine speed and engine load (e.g., the controller may access a lookup table plotting the target position of the dual-door mechanism for variations in engine speed and engine load), mass airflow, boost pressure, EGR amount, and / or other operating parameters.

[0088] At 826, the position of the dual-door mechanism can be adjusted based on the deviation from the estimated target position. If the current MCT is lower than the target MCT or the desired MCT, then the stepper motor and solenoid can be activated to increase the opening of the integrated bypass and decrease the number of open cooling passages until the target position is reached. Therefore, as indicated at 828, adjusting the position of the dual-door mechanism may include: activating the stepper motor and solenoid until the dual-door mechanism reaches the target position. On the other hand, if the current MCT is higher than the target MCT or the desired MCT, then the stepper motor is deactivated and the solenoid is activated to decrease the opening of the integrated bypass and increase the number of open cooling passages until the target position is reached. Therefore, as indicated at 830, adjusting the position of the dual-door mechanism may include: deactivating the stepper motor and activating the solenoid until the dual-door mechanism reaches the target position.

[0089] Alternatively, if it is determined that the condensation in the VTC-CAC has increased to a level exceeding a threshold (such as an amount that could cause cylinder misfire if purged into the intake manifold), the dual-door mechanism can be adjusted so that the hinged doors are fully open and a minimum number of cooling passages are open to the intake airflow, regardless of the position of the dual-door mechanism relative to the target location. This reduces the likelihood of introducing excess condensate into the combustion chamber. The dual-door mechanism can be maintained in this position until further steps are taken to remove the condensate, such as purging into a collection container.

[0090] At 832, the method includes: with the double-door mechanism adjusted to the target position, allowing intake airflow to pass through a subset of the cooling passage not blocked by the sliding door and through a bypass. The method can return to 814 to measure the MCT again and compare the temperature with a second temperature threshold.

[0091] In this way, the MCT can be adjusted by adapting the engine system to a variable heat capacity turbocharged air cooler (VTC-CAC). The VTC-CAC may include an integrated bypass that diverts air away from the VTC-CAC's cooling passage, and a dual-door mechanism that adjusts the air division between the cooling passage and the bypass. By configuring the VTC-CAC with a dual-door mechanism controlled by a single actuator including a stepper motor coupled to a solenoid, the MCT can be controlled without increasing the size or complexity of the turbocharged air cooler. Synchronous adjustment of the flow between the cooling passage and the bypass avoids pressure variations at the VTC-CAC's inlet and outlet, as well as variations in airflow through the VTC-CAC. Furthermore, by configuring the positioning of the dual-door mechanism to depend solely on the measured MCT, no additional control is introduced into the system. The MCT can be maintained within the desired range for improved combustion efficiency while reducing engine knock, condensation, and carbon monoxide and hydrocarbon emissions. The technical benefits of adjusting MCT via VTC-CAC are: improved engine performance and power output, while reducing engine knocking caused by high MCT and misfire caused by condensation.

[0092] It should be noted that the exemplary control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-transitory memory and can be implemented by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of regulation strategies (such as event-driven, intermittent-driven, multitasking, multithreading, etc.). Thus, the various actions, operations, and / or functions shown can be performed in the order shown, can be performed in parallel, or, in some cases, can be omitted. Similarly, the order of regulation 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 can be repeatedly performed according to the specific strategy used. Furthermore, the described actions, operations, and / or functions can be graphically represented as code to be programmed into a non-transitory memory of a computer-readable storage medium in an engine control system, wherein the described actions are implemented by executing the instructions in conjunction with an electronic controller in a system including various engine hardware components.

[0093] It should be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments should not be considered limiting, as many variations are possible. For example, the above techniques can be applied to V6, inline 4, inline 6, V12, opposed 4, and other engine types. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations disclosed herein, as well as other features, functions, and / or characteristics.

[0094] As one embodiment, a cooling system for an engine includes: an intake passage configured to deliver pressurized air to the intake manifold of the engine; and a pressurized air cooler adapted to receive pressurized air from the intake passage via an inlet and return pressurized air to the intake passage via an outlet, the pressurized air cooler including an integrated bypass, a plurality of cooling passages, and a dual-door mechanism, the dual-door mechanism including a first door separating the integrated bypass from the plurality of cooling passages and a second door dividing the plurality of cooling passages into an open passage and a blocked passage, the blocked passage being fluidly blocked from receiving intake air. In a first example of the system, the inlet is disposed in a first manifold box, and the outlet is disposed in a second manifold box, the second manifold box being located at the end of the pressurized air cooler opposite to the first manifold box, and wherein the plurality of cooling passages and the integrated bypass each fluidly connect the first manifold box to the second manifold box. A second example of the system may optionally include the first example, and further include the fact that the double-door mechanism is positioned in the first manifold box, and that the engine is coupled to a hybrid electric vehicle powertrain. A third example of the system may optionally include one or more of the first and second examples, and further include a stepper motor configured to actuate the double-door mechanism and drive the first door and the second door to move simultaneously, the stepper motor being disposed outside the first manifold box. The fourth example of the system may optionally include one or more of the first to third examples, and further includes, wherein the second door extends along the entirety of the first manifold from the top of the plurality of cooling passages in a first direction and from a first side of the first manifold to a second side of the first manifold in a second direction, and the open passages include each cooling passage located on the hot side of the first manifold, and the blocked passages include each cooling passage located on the cold side of the first manifold, the boundary between the hot side and the cold side of the first manifold is defined by the second door, the inlet is located on the hot side of the first manifold, and wherein the second door is configured to move laterally within the first manifold to simultaneously adjust the number of cooling passages including the open passages and the number of cooling passages including the blocked passages.

[0095] In another embodiment, a variable heat capacity booster air cooler (VTC-CAC) includes: an integrated bypass; a plurality of cooling passages arranged parallel to and adjacent to the bypass; a dual-door mechanism configured with a sliding door, a hinged door, and a threaded screw, the sliding door being positioned in a first manifold housing that fluidly connects an opening of the cooling passage to the inlet of the VTC-CAC, the hinged door being positioned across an opening of the integrated bypass, and the threaded screw being inserted through both the sliding door and the hinged door; and a stepper motor coupled to the threaded screw to drive rotation of the threaded screw. In a first example of the VTC-CAC, a brake drum is connected to the stepper motor, the brake drum housing a helical spring and a brake band surrounding the helical spring. A second example of the VTC-CAC optionally includes the first example and further includes wherein the helical spring is adapted to increase tension when driven by the stepper motor to rotate the threaded screw in a first rotational direction, and wherein the brake band is configured to maintain the tension of the helical spring when the stepper motor is deactivated. A third example of the VTC-CAC may optionally include one or more of the first and second examples, and further includes a method in which rotating the threaded screw in the first rotational direction drives the sliding door to linearly move across the opening of the cooling passage toward the bypass, and simultaneously drives the hinged door to pivot to increase the opening of the bypass. A fourth example of the VTC-CAC may optionally include one or more of the first to third examples, and further includes a method in which the threaded screw has a first portion having a first pitch size that engages with the sliding door, and a second portion having a second pitch size that engages with the hinged door. A fifth example of the VTC-CAC may optionally include one or more of the first to fourth examples, and further includes a method in which the first pitch size is different from the second pitch size, such that the sliding door travels a greater distance than the hinged door per revolution of the threaded screw. The sixth example of the VTC-CAC may optionally include one or more of the first to fifth examples, and further includes, wherein the hinged door has a threaded insert held in a spherical bearing, the threaded insert being adapted with a thread that engages with the second pitch size of the second portion of the threaded screw, so as to convert rotation of the threaded screw into pivoting of the hinged door, while rotation of the spherical bearing adapts to angular changes of the hinged door relative to the threaded screw.A seventh example of the VTC-CAC may optionally include one or more of the first to sixth examples, and further includes wherein the sliding door has a threaded insert adapted to have a thread that matches the first pitch size of the first portion of the threaded screw and engages with the threaded screw to convert rotation of the threaded screw into linear motion of the sliding door. An eighth example of the VTC-CAC may optionally include one or more of the first to seventh examples, and further includes wherein the sliding door comprises a plurality of stacked segments, each of the plurality of stacked segments being configured to have a smaller size than an adjacent segment below, such that each segment nests within and slides into and out of the adjacent segment below. A ninth example of the VTC-CAC may optionally include one or more of the first to eighth examples, and further includes wherein the top segment of the plurality of segments includes a high-temperature bearing adapted to constrain movement of the sliding door along the opening of the cooling passage and maintain a sealing contact between the top segment and the upper surface of the VTC-CAC.

[0096] As another embodiment, a method includes: adjusting a first flow volume of the VTC-CAC based on a manifold inflation temperature, while also adjusting the intake flow rate through an integrated bypass of the VTC-CAC. In a first example of the method, adjusting the first flow volume and adjusting the intake flow rate includes: actuating a dual-door mechanism of the VTC-CAC by a single actuation action to adjust both the first flow volume and the intake flow rate. A second example of the method optionally includes the first example, and further includes wherein the VTC-CAC includes a plurality of cooling passages, and wherein adjusting the first flow volume includes: adjusting the number of cooling passages fluidly connected to the inlet of the VTC-CAC, and further includes: increasing the intake flow rate through the integrated bypass of the VTC-CAC as the number of cooling passages fluidly connected to the intake passage decreases. A third example of the method optionally includes one or more of the first and second examples, and further includes wherein adjusting the number of cooling passages includes: adjusting the position of a sliding door of the dual-door mechanism by rotating a threaded screw, the threaded screw engaging a threaded insert disposed in the sliding door. A fourth example of the method may optionally include one or more of the first to third examples, and further includes increasing the intake volume bypassing the cooling passage by: adjusting the position of the hinged door of the double-door mechanism by rotating the threaded screw, the threaded screw engaging a threaded insert and a spherical bearing disposed in the hinged door.

[0097] In another representation, a method for controlling manifold charge temperature includes adjusting the position of a dual-door mechanism of a variable heat capacity booster air cooler (VTC-CAC) based on the MCT. This includes: increasing the MCT in response to the MCT decreasing below a first threshold by activating a stepper motor coupled to the dual-door mechanism to move the sliding door of the dual-door mechanism along a plurality of cooling passages of the VTC-CAC in a first direction and opening the hinged door of the dual-door mechanism, and allowing intake airflow through only a subset of the plurality of cooling passages and through an integrated bypass of the VTC-CAC; and decreasing the MCT in response to the MCT increasing above a second threshold by deactivating the stepper motor and actuating a solenoid coupled to the stepper motor to move the sliding door in a second direction and close the hinged door, and allowing intake airflow through each cooling passage without passing through the integrated bypass. In a first example of the method, adjusting the position of the dual-door mechanism further includes rotating a threaded screw that engages with a threaded insert disposed in both the sliding door and the hinged door. A second example of the method may optionally include the first example, and further includes adjusting the dual-door mechanism to allow airflow through each cooling passage and closing the hinged door when stepper motor degradation is detected.

[0098] The following claims specifically point to certain combinations and sub-combinations that are considered novel and not obvious. These claims may refer to an “a” element or a “first” element or its equivalent. Such claims should be understood to include a combination of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or characteristics may be claimed by amending these claims or by presenting new claims in this application or related applications. Such claims are also considered to be included within the subject matter of this disclosure, whether they are broader, narrower, identical, or different in scope compared to the original claims.

[0099] According to the present invention, a cooling system for an engine is provided, comprising: an intake passage configured to deliver pressurized air to the intake manifold of the engine; and a pressurized air cooler adapted to receive pressurized air from the intake passage via an inlet and return pressurized air to the intake passage via an outlet, the pressurized air cooler including an integrated bypass, a plurality of cooling passages, and a dual-door mechanism, the dual-door mechanism including a first door separating the integrated bypass from the plurality of cooling passages and a second door dividing the plurality of cooling passages into an open passage and a blocked passage, the blocked passage being fluidly blocked from receiving intake air.

[0100] According to one embodiment, the inlet is arranged in a first manifold box, and the outlet is arranged in a second manifold box, the second manifold box being located at the opposite end of the booster air cooler from the first manifold box, and wherein the plurality of cooling passages and the integrated bypass each fluidly connect the first manifold box to the second manifold box.

[0101] According to one embodiment, the double-door mechanism is located in the first manifold box, and the engine is connected to the hybrid electric vehicle powertrain.

[0102] According to one embodiment, a further feature of the invention is a stepper motor configured to actuate the double-door mechanism and drive the first door and the second door to move simultaneously, the stepper motor being disposed outside the first manifold box.

[0103] According to one embodiment, the second door extends along the entirety of the first manifold from the top of the plurality of cooling passages in a first direction and from a first side of the first manifold to a second side of the first manifold in a second direction, wherein the open passages include each cooling passage located on the hot side of the first manifold, and the blocked passages include each cooling passage located on the cold side of the first manifold, the boundary between the hot side and the cold side of the first manifold is defined by the second door, the inlet is located on the hot side of the first manifold, and wherein the second door is configured to move laterally within the first manifold to simultaneously adjust the number of cooling passages including the open passages and the number of cooling passages including the blocked passages.

[0104] According to the present invention, a variable heat capacity booster air cooler (VTC-CAC) is provided, comprising: an integrated bypass; a plurality of cooling passages arranged parallel to and adjacent to the bypass; a double-door mechanism configured with a sliding door, a hinged door, and a threaded screw, the sliding door being positioned in a first manifold housing that fluidly connects the opening of the cooling passage to the inlet of the VTC-CAC, the hinged door being positioned across the opening of the integrated bypass, and the threaded screw being inserted through both the sliding door and the hinged door; and a stepper motor coupled to the threaded screw to drive the rotation of the threaded screw.

[0105] According to one embodiment, a further feature of the above invention is a brake drum connected to the stepper motor, the brake drum housing a helical spring and a brake band surrounding the helical spring.

[0106] According to one embodiment, the helical spring is adapted to increase tension when driven by the stepper motor to rotate the threaded screw in a first rotational direction, and wherein the brake band is configured to maintain the tension of the helical spring when the stepper motor is deactivated.

[0107] According to one embodiment, a further feature of the above invention is that rotating the threaded screw in the first rotational direction drives the sliding door to move linearly across the opening of the cooling passage toward the bypass, and simultaneously drives the hinged door to pivot to increase the opening of the bypass.

[0108] According to one embodiment, the threaded screw has a first portion having a first pitch size that engages with the sliding door, and a second portion having a second pitch size that engages with the hinged door.

[0109] According to one embodiment, the first pitch size is different from the second pitch size, such that the sliding door travels a greater distance than the hinged door with each rotation of the threaded screw.

[0110] According to one embodiment, the hinged door has a threaded insert held within a spherical bearing, the threaded insert being adapted with a thread that matches the second pitch size of the second portion of the threaded screw, so as to convert rotation of the threaded screw into pivoting of the hinged door, while rotation of the spherical bearing adapts to changes in the angle of the hinged door relative to the threaded screw.

[0111] According to one embodiment, the sliding door has a threaded insert adapted to have a thread that matches the first pitch size of the first portion of the threaded screw and engages with the threaded screw to convert the rotation of the threaded screw into linear motion of the sliding door.

[0112] According to one embodiment, the sliding door includes a plurality of stacked segments, each of the plurality of stacked segments being configured to have a smaller size compared to the adjacent segments below, such that each segment is nested within the adjacent segments below and slides in and out of the adjacent segments below.

[0113] According to one embodiment, the top section of the plurality of sections includes a high-temperature bearing adapted to constrain the movement of the sliding door along the opening of the cooling passage and maintain a sealing contact between the top section and the upper surface of the VTC-CAC.

[0114] According to the present invention, a method for a variable heat capacity booster air cooler (VTC-CAC) is provided, comprising: adjusting a first flow volume of the VTC-CAC based on the manifold charge temperature, while also adjusting the intake flow rate of an integrated bypass through the VTC-CAC.

[0115] According to one embodiment, a further feature of the above invention is that the adjustment of the first flow volume and the adjustment of the intake airflow include: actuating the dual-door mechanism of the VTC-CAC by a single actuation action to adjust both the first flow volume and the intake airflow.

[0116] According to one embodiment, the VTC-CAC includes a plurality of cooling passages, and wherein adjusting the first flow volume includes: adjusting the number of cooling passages fluidly connected to the inlet of the VTC-CAC, and further includes: increasing the intake flow rate through the integrated bypass of the VTC-CAC as the number of cooling passages fluidly connected to the intake passage decreases.

[0117] According to one embodiment, adjusting the number of cooling passages includes adjusting the position of the sliding door of the double-door mechanism by rotating a threaded screw, the threaded screw engaging a threaded insert disposed in the sliding door.

[0118] According to one embodiment, a further feature of the invention is that increasing the intake volume bypassing the cooling passage includes adjusting the position of the hinged door of the double-door mechanism by rotating the threaded screw, the threaded screw engaging a threaded insert and a spherical bearing disposed in the hinged door.

Claims

1. A variable heat capacity booster air cooler, namely VTC-CAC, comprising: Integrated bypass; Multiple cooling paths are arranged parallel to and adjacent to the bypass; A dual-door mechanism comprising a sliding door, a hinged door, and a threaded screw, wherein the sliding door is positioned in a first manifold housing that fluidly connects the opening of the cooling passage to the inlet of the VTC-CAC; the hinged door is positioned across the opening of the integrated bypass; and the threaded screw is inserted through both the sliding door and the hinged door. A stepper motor is connected to the threaded screw to drive the rotation of the threaded screw.

2. The VTC-CAC of claim 1, further comprising: A brake drum, connected to the stepper motor, the brake drum housing a helical spring and a brake band surrounding the helical spring.

3. The VTC-CAC of claim 2, wherein the helical spring is adapted to increase tension when driven by the stepper motor to rotate the threaded screw in a first rotational direction, and wherein the brake band is configured to maintain the tension of the helical spring when the stepper motor is deactivated.

4. The VTC-CAC of claim 3, wherein rotating the threaded screw in the first rotational direction drives the sliding door to move linearly across the opening of the cooling passage toward the bypass, and simultaneously drives the hinged door to pivot to increase the opening of the bypass.

5. The VTC-CAC as claimed in claim 1, wherein the threaded screw has a first portion having a first pitch size that engages with the sliding door, and a second portion having a second pitch size that engages with the hinged door.

6. The VTC-CAC as claimed in claim 5, wherein the first pitch size is different from the second pitch size, such that the sliding door travels a greater distance than the hinged door for each revolution of the threaded screw.

7. The VTC-CAC of claim 6, wherein the hinged door has a threaded insert held within a spherical bearing, the threaded insert being adapted with a thread that engages with the second pitch size of the second portion of the threaded screw, so as to convert rotation of the threaded screw into pivoting of the hinged door, while rotation of the spherical bearing adapts to angular changes of the hinged door relative to the threaded screw.

8. The VTC-CAC of claim 6, wherein the sliding door has a threaded insert adapted to have a thread that matches the first pitch size of the first portion of the threaded screw and engages with the threaded screw to convert rotation of the threaded screw into linear motion of the sliding door.

9. The VTC-CAC of claim 1, wherein the sliding door comprises a plurality of stacked segments, each of the plurality of stacked segments being configured to have a smaller size than an adjacent segment below, such that each segment is nested within the adjacent segment below and slides in and out of the adjacent segment below.

10. The VTC-CAC of claim 9, wherein the top section of the plurality of stacked sections includes a high-temperature bearing adapted to constrain the movement of the sliding door along the opening of the cooling passage and maintain a sealing contact between the top section and the upper surface of the VTC-CAC.

11. A method for a variable heat capacity booster air cooler, i.e., a VTC-CAC, comprising: The first flow volume of the VTC-CAC is adjusted based on the manifold inflation temperature, while the intake flow rate through the integrated bypass of the VTC-CAC is also adjusted. The adjustment of the first flow volume and the adjustment of the intake flow rate include: actuating the dual-door mechanism of the VTC-CAC by a single actuation action to adjust both the first flow volume and the intake flow rate.

12. The method of claim 11, wherein the VTC-CAC comprises a plurality of cooling passages, and wherein adjusting the first flow volume comprises: Adjusting the number of cooling passages fluidly connected to the inlet of the VTC-CAC in the plurality of cooling passages, and further comprising: increasing the intake flow rate through the integrated bypass of the VTC-CAC as the number of cooling passages fluidly connected to the intake passage decreases.

13. The method of claim 12, wherein adjusting the number of cooling passages comprises: The position of the sliding door of the double-door mechanism is adjusted by rotating a threaded screw, which engages with a threaded insert disposed in the sliding door.

14. The method of claim 13, wherein increasing the intake flow bypassing the cooling passage comprises: The position of the hinged door of the double-door mechanism is adjusted by rotating the threaded screw, which engages with a threaded insert and a spherical bearing disposed in the hinged door.

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