Hydrogen internal combustion engine device

Abstract

The present disclosure relates to a hydrogen internal combustion engine arrangement comprising: an internal combustion engine including a reciprocating piston connected to a crankshaft arranged in a crankcase and a combustion chamber, where the crankcase and the combustion chamber are arranged on respective sides in a reciprocating direction of the reciprocating piston; a combustion chamber pressure controller arranged in fluid communication with the combustion chamber and configured to control a pressure level in the combustion chamber; and a control unit comprising processing circuitry configured to: determine a pressure level in the combustion chamber, determine a pressure level in the crankcase, and determine a pressure level in the crankcase; and control the combustion chamber pressure controller in response to a difference between the pressure level in the combustion chamber and the pressure level in the crankcase being below a predetermined threshold limit.

Description

Technical Field

[0001] The present disclosure generally relates to internal combustion engines. In particular aspects, the present disclosure relates to an internal combustion engine arrangement for a vehicle. The present disclosure may be applicable to heavy vehicles such as trucks, buses, and construction equipment, as well as other vehicle types. Although the present disclosure may be described with respect to a particular vehicle, the present disclosure is not limited to any particular vehicle. Background Art

[0002] Internal combustion engines are traditionally used to propel vehicles. Conventional internal combustion engines use gasoline or diesel as fuel. However, alternative fuels have recently begun to gain attention because they are less harmful to the environment. One such alternative fuel is hydrogen.

[0003] Hydrogen fuel can be used as a combustible fuel in internal combustion engines, such as so-called hydrogen internal combustion engines. However, compared to conventional gasoline or diesel engines, hydrogen fuel is injected into the combustion chamber at a low pressure. In the case of low-pressure injection, the duration of the injection is longer compared to a high-pressure injection event. Therefore, the low-pressure injection needs to be started at a relatively early point in time. As a result, the period of time during which the fuel can react with, for example, residual oil, which can act as an ignition agent, is longer, which can lead to particulate emissions in the combustion gas exhaust. Therefore, it is desirable to further develop internal combustion engines in order to reduce the risk of oil residues leaking into the combustion chamber. Summary of the invention

[0004] According to a first aspect of the present disclosure, an internal combustion engine device for a vehicle is provided, the internal combustion engine device comprising: an internal combustion engine, the internal combustion engine comprising a reciprocating piston connected to a crankshaft arranged in a crankcase and a combustion chamber, wherein the crankcase and the combustion chamber are arranged on respective sides along a reciprocating direction of the reciprocating piston; a combustion chamber pressure controller, the combustion chamber pressure controller being arranged to be in fluid communication with the combustion chamber and being configured to control a pressure level in the combustion chamber; and a control unit, the control unit comprising a processing circuit, the processing circuit being configured to determine a pressure level in the combustion chamber, determine a pressure level in the crankcase, and control the combustion chamber pressure controller in response to a difference between a pressure level in the combustion chamber and a pressure level in the crankcase being lower than a predetermined threshold limit.

[0005] A first aspect of the present disclosure may seek to reduce particulate emissions from an internal combustion engine. Specifically, the present disclosure seeks to reduce particulate emissions from oil residues in a crankcase. By controlling a combustion pressure controller to maintain a higher pressure level in the combustion chamber than the pressure level in the crankcase, a technical advantage may be that the risk of residual oil in the crankcase leaking into the combustion chamber through the piston rings may be significantly reduced. Therefore, by controlling the pressure in the combustion chamber to be higher than the pressure in the crankcase, the oil will remain in the crankcase and will not mix or burn with the exhaust gas, which would otherwise result in particulate emissions. Therefore, a hydrogen internal combustion engine device may achieve a more environmentally friendly device.

[0006] The pressure level in the combustion chamber can be controlled by the above-mentioned combustion chamber pressure controller. As will be described below, the combustion chamber pressure controller can be one or both of the turbine and the compressor. As an alternative or in addition, the combustion chamber pressure controller can be a valve or throttle valve arranged at the inlet of the combustion chamber, and / or a throttle valve or valve arranged downstream of the exhaust outlet of the combustion chamber. The pressure level can be the instantaneous pressure level of each piston cycle, wherein the pressure level in each combustion chamber is maintained higher than the pressure level in the crankcase within each piston cycle. The pressure level in the combustion chamber can be the pressure level in the intake manifold of the internal combustion engine, that is, the pressure level in the intake duct. The pressure level can also be the average pressure of each cycle, wherein the average pressure level in the combustion chamber should be higher than the average pressure level in the crankcase. As a further alternative, the lowest pressure in any one of the combustion chambers can be determined. This can be achieved by measuring or determining the pressure level of at least one of the intake manifold or the exhaust manifold. The lowest pressure is then compared with the pressure level in the crankcase.

[0007] Optionally, in some examples, including at least one preferred example, the combustion chamber pressure controller can be a turbine and / or a compressor. Technical benefits can include that the pressure level in the combustion chamber can be controlled by controlling the speed of the turbine and / or the speed of the compressor. The pressure level can alternatively be controlled by using a so-called variable geometry turbine (VGT), where the throughput capacity of the VGT can be controlled by controlling the variable turbine nozzle position of the VGT, thereby controlling the pressure level in the combustion chamber.

[0008] Optionally, in some examples, including at least one preferred example, the combustion chamber pressure controller can be a turbine device comprising a turbine arranged to be fluidly connected to the exhaust port of the combustion chamber in downstream fluid communication and a compressor arranged to be fluidly connected to the intake port of the combustion chamber in upstream fluid communication.

[0009] Optionally, in some examples, including at least one preferred example, the turbine device may be an electronically controlled turbine device. Technical benefits may include that the speed of the electronically controlled turbine device may be quickly controlled, thereby quickly changing the pressure level in the combustion chamber.

[0010] Optionally, in some examples, including at least one preferred example, the electrically controlled turbine device may include an electric turbine motor between the turbine and the compressor. A turbine device using an electric turbine motor may also be referred to as an E-turbo. Technical benefits may include that the electric turbine motor may quickly control the speed of the turbine. Furthermore, in addition to controlling the flow rate of the combustion gases exhausted from the combustion chamber, the turbine device may also be controlled by an external element.

[0011] Optionally, in some examples, including at least one preferred example, the electric turbine motor may be operably coupled to the processing circuitry.

[0012] Optionally, in some examples, including at least one preferred example, the internal combustion engine may further include an auxiliary motor connected to the crankshaft. Technical benefits may include that the auxiliary motor may control the rotational speed of the crankshaft. For example, the auxiliary motor may increase torque on the crankshaft to compensate for potential loss of crankshaft torque due to controlling the pressure level in the combustion chamber. The auxiliary motor may be directly connected to the crankshaft, or indirectly connected to the crankshaft, such as through a gear stage, etc.

[0013] Optionally, in some examples, including at least one preferred example, the auxiliary motor can be an electric motor operably coupled to the processing circuit. Technical benefits can include that the electric motor can quickly respond to data signals received from the processing circuit. Thus, when the combustion chamber pressure controller controls the pressure level in the combustion chamber, if the torque exceeds the desired torque level or torque range, the electric motor can quickly control the torque on the crankshaft.

[0014] Optionally, in some examples, including at least one preferred example, the electric machine can operate as an electric motor and as a generator. Technical benefits can include that the electric machine can both apply torque to the crankshaft and generate electricity. Therefore, the electric machine can both increase the torque on the crankshaft and reduce the torque on the crankshaft.

[0015] Optionally, in some examples, including at least one preferred example, the electric motor can be electrically connected to the combustion chamber pressure controller, the electric motor being configured to supply power to the combustion chamber pressure controller. Technical benefits can include that the electric motor can supply power to the combustion chamber pressure controller when generating power. The combustion chamber pressure controller can thereby receive power from the electric motor to control the pressure level in the combustion chamber to be higher than the pressure level in the crankcase during low load operation, idle speed and / or negative torque transients.

[0016] Optionally, in some examples, including at least one preferred example, the processing circuit can also be configured to determine a desired output torque at the crankshaft, and in response to a difference between the current output torque and the desired output torque being above a predetermined torque threshold limit, control the auxiliary motor and the combustion chamber pressure controller simultaneously. Technical benefits can include maintaining a pressure level in the combustion chamber higher than a pressure level in the crankcase while maintaining a desired output torque at the crankshaft.

[0017] Optionally, in some examples, including in at least one preferred example, the auxiliary motor may be directly attached to the crankshaft. As described above, the auxiliary motor may alternatively be indirectly connected to the crankshaft, such as through a gear stage or the like.

[0018] Optionally, in some examples, including in at least one preferred example, the internal combustion engine arrangement may further include a first pressure sensor and a second pressure sensor. In addition to the first pressure sensor and the second pressure sensor, a third pressure sensor may also be used. Preferably, the third pressure sensor is arranged to detect the pressure level of the combustion gases exhausted from the combustion chamber.

[0019] Optionally, in some examples, including in at least one preferred example, the first pressure sensor may be configured to determine a first pressure value indicative of a pressure level in the combustion chamber.

[0020] Optionally, in some examples, including at least one preferred example, the second pressure sensor may be configured to determine a second pressure value indicative of a pressure level in the crankcase.

[0021] Optionally, in some examples, including at least one preferred example, the first pressure sensor and the second pressure sensor can be operably coupled to the processing circuit. Technical benefits can include that the first pressure sensor and the second pressure sensor can quickly transmit instantaneous pressure values ​​to the processing circuit.

[0022] Optionally, in some examples, including at least one preferred example, the processing circuit can be configured to determine the pressure level in the combustion chamber from a memory including a plurality of stored pressure levels for a plurality of stored engine operating conditions. Technical benefits can include that the processing circuit can determine the pressure level in the combustion chamber without using a pressure sensor.

[0023] Optionally, in some examples, including at least one preferred example, the internal combustion engine is a hydrogen internal combustion engine. Hydrogen internal combustion engines traditionally receive injected hydrogen at low pressure levels. In the case of low pressure injection, the duration of injection can be longer compared to high pressure injection events. Therefore, low pressure injection may need to be started at a relatively early point in time. Therefore, the time period during which the fuel can react with, for example, residual oil is longer, and the residual oil can serve as an ignition agent, which may cause particulate matter emissions in the combustion gas exhaust. Therefore, controlling the pressure level as described above may be particularly advantageous for hydrogen internal combustion engine devices.

[0024] According to a second aspect of the present disclosure, there is provided a vehicle comprising the internal combustion engine arrangement of any one of the examples of the first aspect.

[0025] According to a third aspect, a method for controlling an internal combustion engine device is provided, the internal combustion engine device comprising an internal combustion engine and a combustion chamber pressure controller arranged to be fluidically connected to a combustion chamber of the internal combustion engine, wherein the combustion chamber pressure controller is configured to control a pressure level in the combustion chamber, the method comprising determining a pressure level in a combustion chamber of the internal combustion engine, determining a pressure level in a crankcase of the internal combustion engine, and controlling the combustion chamber pressure controller in response to a difference between the pressure level in the combustion chamber and the pressure level in the crankcase being lower than a predetermined threshold limit.

[0026] The effects and features of the second and third aspects are largely similar to those described above with respect to the first aspect.

[0027] The disclosed aspects, examples (including any preferred examples), and / or the appended claims may be appropriately combined with each other, which is obvious to any person skilled in the art. Additional features and advantages are disclosed in the detailed description, claims, and drawings, and in part will be obvious to those skilled in the art or recognized by practicing the disclosure as described herein.

[0028] Also disclosed herein are computer systems, control units, code modules, computer-implemented methods, computer-readable media, and computer program products associated with the technical benefits discussed above. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Examples are described in more detail below with reference to the accompanying drawings.

[0030] Figure 1 is an illustrative illustration of a vehicle according to an example,

[0031] Figure 2 is an illustrative illustration of a hydrogen internal combustion engine arrangement according to an example,

[0032] Figure 3 is an illustrative illustration of a hydrogen internal combustion engine arrangement according to an example,

[0033] Figure 4 is an illustrative illustration of a hydrogen internal combustion engine arrangement according to an example,

[0034] Figure 5 is an illustrative illustration of a flow chart of a method of controlling a hydrogen internal combustion engine arrangement, and

[0035] Figure 6 is a schematic diagram of an illustrative computer system for implementing the examples disclosed herein, according to an example. DETAILED DESCRIPTION

[0036] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to practice the disclosure.

[0037] The disclosure described below may seek to reduce particulate matter emissions from an internal combustion engine. Specifically, the disclosure below may preferably reduce particulate matter emissions from oil residues in a crankcase, such as, for example, for a low-pressure injection engine. Thus, an advantage is that a more environmentally friendly internal combustion engine arrangement may be provided.

[0038] refer to Figure 1 , which is an illustrative illustration of a vehicle 1 according to an example. Figure 1 The vehicle 1 in is illustrated as a truck, but the following description can be provided in other vehicles (such as, for example, working machinery, buses, cars, etc.). The vehicle 1 includes an internal combustion engine device 100. Hereinafter, the internal combustion engine 100 will be referred to as the hydrogen internal combustion engine device 100. However, the present disclosure should not be construed as being limited to the hydrogen internal combustion engine device 100, which is merely used for the purpose of simplifying the understanding of those skilled in the art. The hydrogen internal combustion engine device 100 includes a hydrogen internal combustion engine 10, which is configured to receive hydrogen for combustion in its combustion chamber. In addition, the hydrogen internal combustion engine device 100 also includes a control unit 140. The control unit 140 includes a processor device configured to control the hydrogen internal combustion engine device 100, as will be described in further detail below.

[0039] To describe the internal combustion engine arrangement 100 in more detail, reference will now be made to Figure 2 , which is an illustrative diagram of a hydrogen internal combustion engine device 100 according to an example. Figure 2 As shown, the hydrogen internal combustion engine device 100 includes the above-mentioned hydrogen internal combustion engine 10. The hydrogen internal combustion engine 10 includes a plurality of combustion cylinders 102. Figure 2 In the example shown in FIG. 1 , four combustion cylinders 102 are illustrated, but this number should never be understood as the only number in the present disclosure. Figure 3As shown, each combustion cylinder is provided with a reciprocating piston connected to the crankshaft 104 via a piston rod. The hydrogen internal combustion engine 10 can be operated by utilizing all of the combustion cylinders 102. However, by not supplying fuel to one or more combustion cylinders (i.e., operating the internal combustion engine 10 by supplying fuel and air to only some combustion chambers (but not all combustion chambers)), the torque transmitted to the crankshaft can be reduced.

[0040] In addition, the hydrogen internal combustion engine device 100 includes a combustion chamber pressure controller 200. The combustion chamber pressure controller 200 is arranged to be connected to the combustion chamber of the hydrogen internal combustion engine 10 (see Figure 3 ) is fluidly connected and configured to control the pressure level in the combustion chamber. Figure 2 In the embodiment, the combustion chamber pressure controller 200 includes at least one of a turbine 202 and a compressor 204. Figure 2 In the depicted example, the combustion chamber pressure controller 200 includes both the turbine 202 and the compressor 204. Figure 2 In the example of FIG. 2 , the combustion chamber pressure controller 200 is a turbine device 206 and will be referred to as such hereinafter unless otherwise expressly stated. The turbine device 206 includes a turbine shaft 208 that mechanically connects the turbine 202 and the compressor 204 to each other.

[0041] The turbine 202 is arranged in fluid communication with an exhaust manifold 220 of the internal combustion engine arrangement 100 via a turbine inlet duct 222. Although not depicted in detail, the turbine 202 comprises turbine blades, whereby a rotational movement of a turbine shaft 208 is generated by the exhaust gas flow from the internal combustion engine 10. The exhaust gas from the internal combustion engine 10 is fed through an exhaust duct 224 after entering the turbine 202.

[0042] The compressor 204 includes an air inlet duct 210 configured to receive air. The compressor 204 is mechanically connected to the turbine 202 via the turbine shaft 208 described above. Therefore, the rotational movement of the turbine shaft 208 generates a rotation of the compressor 204, so that the compressor 204 pressurizes the air received through the inlet duct 210. The pressurized air is supplied to the inlet manifold 212 of the internal combustion engine device 100 via the compressor outlet duct 214. Therefore, the pressurized air is supplied to the combustion cylinder 102 of the hydrogen internal combustion engine 10.

[0043] Reference now Figure 3, which is an illustrative illustration of a hydrogen internal combustion engine 10 according to an example. As described above, the hydrogen internal combustion engine 10 includes a combustion cylinder 102 accommodating a reciprocating piston 302. The reciprocating piston 302 is connected to the crankshaft 104 via a piston rod 304. The piston rod 304 is arranged in a crankcase 306 of the hydrogen internal combustion engine 306. In addition, the piston 302 includes a piston ring 322. The piston ring 322 is arranged between the piston 302 and the inner surface 324 of the combustion cylinder 102 as a sealing element. In addition, a lubricating medium 308 is also provided in the crankcase 304. The lubricating medium 308 is preferably configured as oil to provide lubrication.

[0044] In addition, the hydrogen internal combustion engine 10 is illustrated as including an intake valve 310 configured to controllably guide air from the intake manifold 212 into the combustion chamber 312 of the hydrogen internal combustion engine 10, and an exhaust valve 314 configured to controllably exhaust the combusted gas to the exhaust manifold 220. The hydrogen internal combustion engine 10 also includes an injector 320 configured to inject a flow of hydrogen into the combustion chamber 312. Although not shown, the hydrogen internal combustion engine 10 may further include a spark plug.

[0045] like Figure 3 As depicted, crankcase 306 and combustion chamber 312 are disposed on respective sides of reciprocating piston 302 as viewed in a direction 326 of reciprocation of the piston.

[0046] The present disclosure is based on the insight that by controlling the hydrogen internal combustion engine arrangement 100 in such a way that the pressure level in the combustion chamber 312 is higher than the pressure level in the crankcase 306, the risk of the lubricating medium slipping over the piston ring 322 and eventually entering the combustion chamber 312 can be reduced. If this were to happen, residues of the lubricating medium would be discharged to the exhaust manifold 220 after the combustion process in the combustion chamber 312, which could result in particles that are not very environmentally friendly being discharged into the surroundings.

[0047] To mitigate this risk, the control unit 140 of the present disclosure determines the pressure level in the combustion chamber 312. The pressure level in the combustion chamber can be determined by receiving a signal indicating the pressure in the combustion chamber 312 through the first pressure sensor 330. Therefore, the first pressure sensor 330 is electrically connected to the control unit 140. The first pressure sensor 330 is illustrated as being arranged in the intake manifold 212, but other locations are also conceivable. However, the pressure level in the combustion chamber 312 can be determined without using the first pressure sensor 330. For example, the pressure level in the combustion chamber 312 can be determined based on a memory that includes a plurality of stored pressure levels for a corresponding plurality of stored engine operating conditions. These pressure values ​​and operating conditions can be obtained from previous driving operations of the vehicle or through testing, etc.

[0048] In addition, the control unit 140 determines the pressure level in the crankcase 306. The pressure level in the crankcase may be determined by receiving a signal indicating the pressure in the crankcase 306 via the second pressure sensor 332. Therefore, the second pressure sensor 332 is electrically connected to the control unit 140. The second pressure sensor 332 is illustrated as being arranged in the crankcase 306, but other locations are conceivable. However, the pressure level in the crankcase 306 may be determined without using the second pressure sensor 332. For example, the pressure level in the crankcase 306 may be determined based on a memory including a plurality of stored pressure levels for a corresponding plurality of stored engine operating conditions. These pressure values ​​and operating conditions may be obtained from previous driving operations of the vehicle or through testing, etc.

[0049] If the difference between the pressure level in the combustion chamber 312 and the pressure level in the crankcase 306 is below a predetermined threshold limit, the control unit 140 controls the combustion chamber pressure controller 200, i.e. Figure 2 The turbine device 206 is described. In further detail, the control unit 140 transmits a control signal 350 to the turbine device to adjust its operation. As an example, the turbine device 206 can be controlled to adjust its throughput capacity, which in turn can change the speed of the turbine shaft. Specifically, if the speed of the turbine shaft increases, the compressor will increase the pressure of the air, thereby increasing the air pressure in the intake manifold, and thus increasing the pressure level in the combustion chamber.

[0050] The predetermined threshold limit value may be a zero limit value, i.e. the control unit 140 controls the turbine device 206 when the pressure level in the combustion chamber 312 is equal to the pressure level in the crankcase 306. However, the predetermined threshold limit value may be higher than zero in order to continuously maintain a certain safety factor, i.e. the pressure in the combustion chamber is higher than the pressure level in the crankcase 306.

[0051] Reference now Figure 4 , which is an illustrative diagram of a hydrogen internal combustion engine according to an example. Figure 4 Examples include the above Figure 2 and Figure 3 The features described above, and in order to simplify the understanding of those skilled in the art, only the additional features beyond the above description will be described below.

[0052] exist Figure 4In the example depicted in , the combustion chamber pressure controller 200 also includes a throttle valve 420 located at the intake manifold, and a throttle valve / valve 430 located at the exhaust port of the turbine 202. The throttle valve / valve 430 may alternatively or additionally be arranged in the exhaust port upstream of the turbine. By controlling the throttle valve 420 at the intake manifold, the pressure level in the combustion chamber may be controlled. Specifically, reducing the amount of air supplied to the combustion chamber will reduce the pressure level in the combustion chamber. Therefore, before controlling the turbine device to increase the pressure level, the throttle valve may be opened to increase the pressure. The throttle valve / valve 430 at the exhaust port may be advantageously controlled during an engine braking operating mode or when it is necessary to increase the temperature level of the exhaust aftertreatment system of the internal combustion engine device. As Figure 4 As further depicted in the example of FIG. 3 , the turbine device 206 is an electrically controlled turbine device 206. Specifically, the electrically controlled turbine device 206 includes an electric turbine motor 402 arranged between the turbine 202 and the compressor 204. Specifically, the electric turbine motor 402 is arranged in the turbine shaft 208 or forms the turbine shaft 208. By means of the electric turbine motor 402, the speed of the turbine device can be controlled. In other words, the speed of the turbine 202 and the compressor 204 can be increased or decreased by the electric turbine motor 402. Therefore, the speed of the turbine 202 and the compressor 204 can be controlled by the exhaust gas flow from the combustion chamber 312 and by applying torque using the electric turbine motor 402.

[0053] The electric turbine motor 402 is operably coupled to the control unit 140. When the control unit 140 is operated to control the turbine arrangement in response to the difference between the pressure level in the combustion chamber and the pressure level in the crankcase being below a predetermined threshold limit, the control unit 140 may thus control the applied torque of the electric turbine motor 402, thereby increasing the pressure difference between the combustion chamber 312 and the crankcase 306.

[0054] Figure 4 The example of also includes an auxiliary motor 410 connected to the crankshaft 104. The auxiliary motor 410 is connected to the crankshaft 104 of the internal combustion engine device 100. By means of the auxiliary motor 410, the rotation speed of the crankshaft 104 can be controlled. In other words, by applying torque or generating electricity through the auxiliary motor 410, the rotation speed of the crankshaft 104 can be changed, that is, the rotation speed of the crankshaft can be increased or decreased. Although not depicted in the figure, the auxiliary motor 410 is preferably connected to a power source so as to receive electricity when applying torque. When the auxiliary motor 410 generates electricity by reducing the rotation speed of the crankshaft 104, electricity can be supplied from the auxiliary motor 410 to the power source. The power source can be a vehicle battery.

[0055] Therefore, the auxiliary motor 410 is preferably an electric machine that can operate both as an electric motor and as a generator. Figure 4As depicted in , the auxiliary motor 410 is operably coupled to the control unit 140. Figure 4 In the example of , the auxiliary motor 410 is also electrically connected to the combustion chamber pressure controller 200. More specifically, the auxiliary motor 410 is preferably electrically connected to the electric turbine motor 208 of the combustion chamber pressure controller 200. Thus, power can be supplied between the auxiliary motor 410 and the auxiliary motor 410.

[0056] During operation, and as described above, the combustion chamber pressure controller 200 is controlled so as to obtain a higher pressure level in the combustion chamber 312 compared to the pressure level in the crankcase 306. However, in order to obtain the desired operation of the internal combustion engine arrangement 100, the control unit 140 may determine a desired output torque of the crankshaft 104 and then control the auxiliary motor 410 and the combustion chamber pressure controller 200 simultaneously in response to the difference between the current output torque and the desired output torque being above a predetermined torque threshold limit. Thereby, the pressure level in the combustion chamber 312 will remain higher than the pressure level in the crankcase 306, while the output torque on the crankshaft 104 will be at approximately the desired level. The simultaneous control of the auxiliary motor 410 and the combustion chamber pressure controller 200 is based on the insight that when the combustion chamber pressure controller 200 is controlled alone to obtain a higher pressure level in the combustion chamber 312, the torque on the crankshaft may be negatively affected, i.e. undesirably increased or decreased.

[0057] In addition, the control unit may also be configured to control the fuel flow to the combustion chamber, and to control the air flow supplied to the combustion chamber. Thus, the torque on the crankshaft can be controlled. In addition, the internal combustion engine device may include an electronically controlled supercharger, i.e. an electronically controlled compressor, also referred to as an electronic supercharger. Such an electronic supercharger may be arranged at the intake manifold, or upstream of the intake manifold, to increase the pressure of the air supplied to the combustion cylinder. The electronic supercharger may be connected to the intake manifold via a bypass duct so as to controllably increase the air pressure when necessary. Obviously, such an electronic supercharger may preferably be operated by the above-mentioned control unit.

[0058] In summary, reference Figure 5 , which is an illustrative diagram of a flow chart of a method for controlling a hydrogen internal combustion device. Figures 2 to 4During operation of the internal combustion engine of the hydrogen internal combustion engine 10, the control unit 140 determines S1 the pressure level in the combustion chamber 312 of the hydrogen internal combustion engine 10. The control unit 140 also determines S2 the pressure level in the crankcase 306 of the hydrogen internal combustion engine 10. Thereafter, and in response to the difference between the pressure level in the combustion chamber 312 and the pressure level in the crankcase 306 being below a predetermined threshold limit, the control unit 140 controls the combustion chamber pressure controller 200, i.e. the turbine device 206. Thus, the turbine device 206 is controlled so as to obtain an increased difference between the pressure level in the combustion chamber 312 and the pressure level in the crankcase 306, wherein the pressure level in the combustion chamber 312 should be higher than the pressure level in the crankcase 306.

[0059] Now go to Figure 6 , which is a schematic diagram of a computer system 600 for implementing the examples disclosed herein. The computer system 600 is suitable for executing instructions from a computer-readable medium to perform these and / or any functions or processes described herein. The computer system 600 may be connected (e.g., networked) to other machines in a LAN, an intranet, an extranet, or the Internet. Although only a single device is shown, the computer system 600 may include any device collection that executes an instruction set (or multiple instruction sets) individually or jointly to perform any one or more of the methods discussed herein. Therefore, any reference to a computer system, a computing system, a computer device, a computing device, a control system, a control unit, an electronic control unit (ECU), a processor device, a processing circuit, etc. in the present disclosure and / or claims includes a reference to one or more such devices to execute an instruction set (or multiple instruction sets) individually or jointly to perform any one or more of the methods discussed herein. For example, the control system may include a single control unit or multiple control units connected to each other or otherwise communicatively coupled, so that any executed function can be distributed between the control units as needed. Furthermore, such devices may communicate with each other or other devices through various system architectures, such as directly or via a controller area network (CAN) bus, etc.

[0060] The computer system 600 may include at least one computing device or electronic device that can include firmware, hardware and / or execute software instructions to implement the functions described herein. The computer system 600 may include a processing circuit 602 (e.g., a processing circuit including one or more processor devices or control units), a memory 604, and a system bus 606. The computer system 600 may include at least one computing device with a processing circuit 602. The system bus 606 provides an interface for system components (including but not limited to the memory 604 and the processing circuit 602). The processing circuit 602 may include any number of hardware components for performing data or signal processing or for executing computer code stored in the memory 604. The processing circuit 602 may include, for example, a general-purpose processor, a special-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), a circuit containing a processing component, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic devices designed to perform the functions described herein, discrete gate or transistor logic, discrete hardware components, or any combination thereof. The processing circuit 602 may also include computer executable code that controls the operation of the programmable device.

[0061] The system bus 606 can be any of several types of bus structures, which can be further interconnected to a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any of a variety of bus architectures. The memory 604 can be one or more devices for storing data and / or computer code to complete or facilitate the methods described herein. The memory 604 can include a database component, an object code component, a script component, or other types of information structures for supporting various activities herein. Any distributed or local memory device can be utilized with the systems and methods of the present specification. The memory 604 can be communicatively connected to the processing circuit 602 (e.g., via a circuit or any other wired, wireless, or network connection) and can include computer code for performing one or more processes described herein. The memory 604 may include nonvolatile memory 608 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.) and volatile memory 610 (e.g., random access memory (RAM)) or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and that can be accessed by a computer or other machine having the processing circuit 602. A basic input / output system (BIOS) 612 may be stored in the nonvolatile memory 608 and may include the basic routines that help to transfer information between elements within the computer system 600.

[0062] The computer system 600 may also include or be coupled to non-transitory computer-readable storage media such as storage device 614, which may include, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), a HDD for storage (e.g., EIDE or SATA), flash memory, etc. The storage device 614 and other drives associated with computer-readable and computer-usable media may provide non-volatile storage of data, data structures, computer-executable instructions, etc.

[0063] The hard-coded or soft-coded computer code may be provided in the form of one or more modules. The module may be implemented as software and / or hard-coded in the circuit to implement the functions described herein in whole or in part. These modules may be stored in a storage device 614 and / or a volatile memory 610 that may include an operating system 616 and / or one or more program modules 618. All or part of the examples disclosed herein may be implemented as a computer program 620 stored on a temporary or non-temporary computer-available or computer-readable storage medium (e.g., a single medium or multiple media) such as a storage device 614, which includes complex programming instructions (e.g., complex computer-readable program code) that cause the processing circuit 602 to perform the actions described herein. Therefore, the computer-readable program code of the computer program 620 may include software instructions for implementing the functions of the examples described herein when executed by the processing circuit 602. In some examples, storage device 614 may be a computer program product (e.g., a readable storage medium) having computer program 620 stored thereon, wherein at least a portion of computer program 620 may be loadable (e.g., loaded into a processor) for implementing the functionality of the examples described herein when executed by processing circuit 602. Processing circuit 602 may serve as a controller or control system of computer system 600 for implementing the functionality described herein.

[0064] The computer system 600 may include an input device interface 622 configured to receive input and selections to be transmitted to the computer system 600 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices may be connected to the processor circuit 602 via an input device interface 622 coupled to the system bus 606, but may be connected via other interfaces such as a parallel port, an Institute of Electrical and Electronics Engineers (IEEE) 1394 serial port, a universal serial bus (USB) port, an IR interface, etc. The computer system 600 may include an output device interface 624 configured to forward output to a display such as a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 600 may include a communication interface 626 suitable for communicating with a network as appropriate or required.

[0065] The operational actions described in any exemplary aspect of this article are described to provide examples and discussions. These actions can be performed by hardware components, can be embodied in machine executable instructions so that a processor performs these actions, or can be performed by a combination of hardware and software. Although a specific order of method actions can be shown or described, the order of actions can be different. In addition, two or more actions can be performed simultaneously or partially simultaneously.

[0066] Example List

[0067] Example 1: An internal combustion engine device for a vehicle, the internal combustion engine device comprising: an internal combustion engine, the internal combustion engine comprising a reciprocating piston connected to a crankshaft arranged in a crankcase and a combustion chamber, wherein the crankcase and the combustion chamber are arranged on respective sides along a reciprocating direction of the reciprocating piston; a combustion chamber pressure controller, the combustion chamber pressure controller being arranged to be in fluid communication with the combustion chamber and being configured to control a pressure level in the combustion chamber; and a control unit, the control unit comprising a processing circuit, the processing circuit being configured to: determine a pressure level in the combustion chamber, determine a pressure level in the crankcase, and control the combustion chamber pressure controller in response to a difference between the pressure level in the combustion chamber and the pressure level in the crankcase being lower than a predetermined threshold limit.

[0068] Example 2. An internal combustion engine arrangement according to example 1, wherein the combustion chamber pressure controller is a turbine and / or a compressor.

[0069] Example 3. An internal combustion engine device according to any one of Examples 1 or 2, wherein the combustion chamber pressure controller is a turbine device, the turbine device comprising a turbine arranged to be fluidically connected to an exhaust port of the combustion chamber in a downstream direction and a compressor arranged to be fluidically connected to an intake port of the combustion chamber in an upstream direction.

[0070] Example 4. An internal combustion engine arrangement according to Example 3, wherein the turbine arrangement is an electronically controlled turbine arrangement.

[0071] Example 5. An internal combustion engine arrangement according to example 4, wherein the electronically controlled turbine arrangement comprises an electric turbine motor between the turbine and the compressor.

[0072] Example 6. The hydrogen internal combustion engine arrangement of Example 5, wherein the electric turbine motor is operably coupled to the processing circuit.

[0073] Example 7. An internal combustion engine arrangement according to any of the preceding examples, further comprising an auxiliary motor connected to the crankshaft.

[0074] Example 8. An internal combustion engine arrangement according to example 7, wherein the auxiliary motor is an electric machine operatively coupled to the processing circuit.

[0075] Example 9. A hydrogen internal combustion engine arrangement according to Example 8, wherein the electric machine is operable as an electric motor and as a generator.

[0076] Example 10. An internal combustion engine arrangement according to any one of Examples 8 or 9, wherein the electric motor is electrically connected to the combustion chamber pressure controller, the electric motor being configured to supply electric power to the combustion chamber pressure controller.

[0077] Example 11. An internal combustion engine arrangement according to any one of Examples 7 to 10, wherein the processing circuit is further configured to: determine a desired output torque on the crankshaft, and simultaneously control the auxiliary motor and the combustion chamber pressure controller in response to a difference between a current output torque and the desired output torque being higher than a predetermined torque threshold limit.

[0078] Example 12. A hydrogen internal combustion engine arrangement according to any one of Examples 7 to 11, wherein the auxiliary motor is directly attached to the crankshaft.

[0079] Example 13. An internal combustion engine arrangement according to any of the preceding examples, further comprising a first pressure sensor and a second pressure sensor.

[0080] Example 14. An internal combustion engine arrangement according to example 13, wherein the first pressure sensor is configured to determine a first pressure value indicative of a pressure level in the combustion chamber.

[0081] Example 15. An internal combustion engine arrangement according to any of Examples 13 or 14, wherein the second pressure sensor is configured to determine a second pressure value indicative of a pressure level in the crankcase.

[0082] Example 16. The hydrogen internal combustion engine arrangement of any of Examples 13 to 15, wherein the first pressure sensor and the second pressure sensor are operably coupled to the processing circuit.

[0083] Example 17. An internal combustion engine arrangement according to any of the preceding examples, wherein the processing circuit is configured to determine the pressure level in the combustion chamber from a memory comprising a plurality of stored pressure levels for a plurality of stored engine operating conditions.

[0084] Example 18. An internal combustion engine arrangement according to Example 17, wherein the processing circuit is further configured to determine the pressure level in the crankcase based on the memory, the memory also comprising a plurality of stored pressure levels in the crankcase for the plurality of stored engine operating conditions.

[0085] Example 19. An internal combustion engine arrangement according to any of the preceding examples, wherein the internal combustion engine is a hydrogen internal combustion engine.

[0086] Example 20. A vehicle comprising an internal combustion engine arrangement according to any of the preceding examples.

[0087] Example 21. A method for controlling an internal combustion engine device, the internal combustion engine device comprising an internal combustion engine and a combustion chamber pressure controller arranged to be fluidically connected to a combustion chamber of the internal combustion engine, wherein the combustion chamber pressure controller is configured to control a pressure level in the combustion chamber, the method comprising: determining a pressure level in the combustion chamber of the internal combustion engine, determining a pressure level in a crankcase of the internal combustion engine, and controlling the combustion chamber pressure controller in response to a difference between the pressure level in the combustion chamber and the pressure level in the crankcase being below a predetermined threshold limit.

[0088] The terms used herein are only for the purpose of describing specific aspects and are not intended to limit the present disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms "one", "a kind of" and "the" are intended to also include plural forms. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items. It should also be understood that the terms "including", "comprising" when used herein specify the existence of stated features, integers, actions, steps, operations, elements and / or components, but do not exclude the existence or addition of one or more other features, integers, actions, steps, operations, elements, components and / or their groups.

[0089] It should be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, without departing from the scope of the present disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0090] Relative terms such as "below" or "above" or "upper" or "lower" or "horizontal" or "vertical" may be used herein to describe the relationship of one element to another element, as shown in the figures. It should be understood that these terms and those discussed above are intended to cover different device orientations in addition to the orientations depicted in the figures. It should be understood that when an element is referred to as being "connected" or "coupled" to another element, the element may be directly connected or directly coupled to the other element, or there may be intervening elements. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements.

[0091] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those commonly understood by those skilled in the art to which the present disclosure belongs. It should also be understood that, unless otherwise clearly defined herein, the terms used herein should be interpreted as meanings consistent with their meanings in the context of this specification and the relevant art, and should not be interpreted in an idealized or overly formal sense.

[0092] It should be understood that the present disclosure is not limited to the aspects described above and shown in the accompanying drawings; rather, those skilled in the art will recognize that many changes and modifications may be made within the scope of the present disclosure and the appended claims. In the drawings and description, various aspects have been disclosed for illustrative purposes only and not for limiting purposes, and the scope of the present disclosure is set forth in the appended claims.

Claims

1. An internal combustion engine device for a vehicle, the internal combustion engine device comprising: An internal combustion engine comprising a reciprocating piston connected to a crankshaft arranged in a crankcase and a combustion chamber, wherein the crankcase and the combustion chamber are arranged on respective sides along a reciprocating motion direction of the reciprocating piston; a combustion chamber pressure controller disposed in fluid communication with the combustion chamber and configured to control a pressure level in the combustion chamber; and a control unit comprising a processing circuit configured to determine a pressure level in the combustion chamber, determine a pressure level in the crankcase, and control the combustion chamber pressure controller in response to a difference between the pressure level in the combustion chamber and the pressure level in the crankcase being below a predetermined threshold limit. 2 . The internal combustion engine arrangement according to claim 1 , wherein the combustion chamber pressure controller is a turbine and / or a compressor.

3. An internal combustion engine device according to any one of claims 1 or 2, wherein the combustion chamber pressure controller is a turbine device, the turbine device comprising a turbine arranged to be fluidically connected to the exhaust port of the combustion chamber in a downstream direction and a compressor arranged to be fluidically connected to the intake port of the combustion chamber in an upstream direction.

4. The internal combustion engine arrangement according to claim 3, wherein the turbine arrangement is an electronically controlled turbine arrangement.

5. An internal combustion engine arrangement according to claim 4, wherein the electronically controlled turbine arrangement comprises an electric turbine motor between the turbine and the compressor.

6. The internal combustion engine arrangement of claim 5, wherein the electric turbine motor is operatively coupled to the processing circuit.

7. An internal combustion engine arrangement according to any one of the preceding claims, further comprising an auxiliary motor connected to the crankshaft.

8. The internal combustion engine arrangement of claim 7, wherein the auxiliary motor is an electric machine operatively coupled to the processing circuit.

9. The internal combustion engine arrangement according to claim 8, wherein the electric machine is operable as an electric motor and as a generator.

10. The internal combustion engine arrangement according to any one of claims 8 or 9, wherein the electric motor is electrically connected to the combustion chamber pressure controller, the electric motor being configured to supply electric power to the combustion chamber pressure controller.

11. An internal combustion engine arrangement according to any one of claims 7 to 10, wherein the processing circuit is further configured to: determine a desired output torque on the crankshaft, and to simultaneously control the auxiliary motor and the combustion chamber pressure controller in response to a difference between a current output torque and the desired output torque being above a predetermined torque threshold limit.

12. An internal combustion engine arrangement according to any one of claims 7 to 11, wherein the auxiliary motor is directly attached to the crankshaft.

13. An internal combustion engine arrangement according to any one of the preceding claims, further comprising a first pressure sensor and a second pressure sensor. 14 . The internal combustion engine arrangement according to claim 13 , wherein the first pressure sensor is configured to determine a first pressure value indicative of a pressure level in the combustion chamber.

15. An internal combustion engine arrangement according to any one of claims 13 or 14, wherein the second pressure sensor is configured to determine a second pressure value indicative of a pressure level in the crankcase.

16. An internal combustion engine arrangement according to any one of claims 13 to 15, wherein the first pressure sensor and the second pressure sensor are operatively coupled to the processing circuit.

17. An internal combustion engine arrangement according to any one of the preceding claims, wherein the processing circuit is configured to determine the pressure level in the combustion chamber from a memory comprising a plurality of stored pressure levels for a plurality of stored engine operating conditions.

18. The internal combustion engine arrangement of claim 17, wherein the processing circuit is further configured to determine the pressure level in the crankcase from the memory, the memory further comprising a plurality of stored pressure levels in the crankcase for the plurality of stored engine operating conditions.

19. An internal combustion engine arrangement according to any one of the preceding claims, wherein the internal combustion engine is a hydrogen internal combustion engine.

20. A vehicle comprising an internal combustion engine arrangement according to any one of the preceding claims.

21. A method of controlling an internal combustion engine arrangement, the internal combustion engine arrangement comprising an internal combustion engine and a combustion chamber pressure controller arranged in fluid communication with a combustion chamber of the internal combustion engine, wherein the combustion chamber pressure controller is configured to control a pressure level in the combustion chamber, the method comprising: A pressure level in the combustion chamber of the internal combustion engine is determined, a pressure level in a crankcase of the internal combustion engine is determined, and the combustion chamber pressure controller is controlled in response to a difference between the pressure level in the combustion chamber and the pressure level in the crankcase being below a predetermined threshold limit.

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