Active airway bypass system

Abstract

Engine intake assembly comprising: an air chamber (118) with an integrated charge air cooler (CAC) (120); a first header seal (223) disposed around a periphery of a first CAC header (222); and a first rotary seal defined in a bypass channel (604) between the sides of a CAC body (220) and the air chamber (118) and coupled to the first header seal (223) via sliding contact, the first rotary seal varying the air flow through the bypass channel (604).

Description

Area

[0001] This refers to an intake system with an integrated intercooler. Background / Summary

[0002] Many engines use compressors in the intake system to boost the engine, increasing the pressure in the combustion chamber and thus increasing the engine's power output. Some engines also use an exhaust gas recirculation (EGR) circuit to reduce engine emissions and / or improve fuel consumption. The EGR circuit can be either a high-pressure (HP) circuit, where EGR is extracted before the turbine and injected after the compressor, or a low-pressure (LP) circuit, where EGR is extracted after the turbine and injected before the compressor. For both scenarios, the compressor and EGR circuit increase the temperature of the intake air supplied to the cylinders, reducing the density of the air supplied to the cylinder. As a result, combustion efficiency is reduced.To reduce the temperature of the intake air, intercoolers can be positioned in the intake system. On some engines, the intercooler can be positioned in a line downstream of the compressor and upstream of a throttle as part of the front cooling module, since the intercooler is typically air-cooled. In other applications, the intercooler can be water-cooled and mounted in the engine compartment. Recently, progress has been made in integrating the intercooler into the intake system. For example, US 2013 / 0 220 289 A1 discloses an intake system including an air plenum and the throttle body with an intercooler integrated within the air plenum. The integration of the intercooler into the intake system makes it possible to increase the overall compactness of the intake system while providing charge air cooling for the intake air.Furthermore, US 2012 / 0 285 423 A1 discloses an intake system with an integrated charge air cooler, comprising static seals to ensure the effectiveness of the charge air cooler. DE 10 2010 063 602 A1 discloses an air plenum with an integrated charge air cooler, a first header seal arranged around a periphery of a first CAC header, and a first seal defined in a bypass passage between the sides of a CAC body and the air plenum, the first seal blocking air flow through the bypass passage. US 6 868 840 B2 discloses a charge air intake system for an internal combustion engine. DE 10 2008 061 759 A1 discloses an intake manifold housing with an integrated heat transfer block. DE 10 2011 078 454 B4 discloses an internal combustion engine with charge air cooling.

[0003] Additionally, condensate may form within the integrated charge air cooler (CAC) when the ambient air temperature drops, or during humid or rainy weather conditions where the intake air cools below the water dew point temperature. If the charge air entering the CAC is supercharged (e.g., an inlet pressure and boost pressure are greater than atmospheric pressure), condensate may also form when the CAC temperature drops below the dew point temperature. As a result, condensate may collect at the bottom of the CAC or in the CAC's internal passages. When torque is increased, such as during acceleration, the increased mass air flow can dislodge condensate from the CAC, drawing it into the engine and increasing the likelihood of engine misfire and combustion instability.

[0004] Other attempts to address engine misfires due to condensate ingestion include preventing condensate buildup by incorporating a bypass to allow charge air to bypass the CAC. However, the present inventors have recognized potential problems with such methods. In particular, it may not be possible to incorporate such bypass ducts into the integrated CAC system described above. For example, adding a bypass duct may require additional piping and valves external to the CAC and an intake plenum that are integrated with each other, thereby defeating the purpose of an integrated CAC of reducing engine footprint.

[0005] In one example, the problems described above may be addressed by an engine intake assembly including a plenum with an integrated charge air cooler (CAC), a first header seal disposed around a perimeter of a first CAC header, and a first rotatable seal defined in a bypass passage between the sides of a CAC body and the plenum and connected via sliding contact to the first header seal, wherein the first rotatable seal varies the air flow through the bypass passage. As one example, the plenum may be coupled between a compressor and an engine.Additionally, the first rotatable seal is adjustable between a first position in which charge air flowing through the plenum flows through the bypass passage and at least partially bypasses the CAC, and a second position in which charge air flowing through the plenum flows through the CAC and not the bypass passage. In both the first position and the second position, the first rotatable seal may remain in sealing contact with the first header seal and a second header seal disposed around a periphery of a second CAC header, the second CAC header being at an opposite end of the CAC from the first CAC header. Further, an engine controller may actively position the first rotatable seal to the first position or the second position in response to charge air temperature.In this way, CAC condensate can be reduced in a CAC and intake plenum that are integrated with each other, while maintaining a compact engine layout and adequate sealing of the CAC within the plenum. Maintaining the seal between the CAC and the plenum can also reduce air leaks and increase CAC efficiency.

[0006] It should be understood that the above summary is intended to introduce, in simplified form, a selection of concepts further described in the detailed description. It is not intended to identify key features or essential features of the claimed subject matter, the scope of which is defined solely by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that resolve any of the disadvantages noted above or elsewhere in this disclosure. Brief description of the drawings Fig. 1 shows a schematic representation of an exemplary vehicle including an engine, an intake system, and an exhaust system. Fig. 2-8 show an integrated charge air cooler and intake plenum of an engine intake assembly. Fig. 9 shows a flow diagram of a method for adjusting the air flow through a charge air cooler integrated into an intake assembly. Detailed description

[0007] The following description relates to systems and methods for adjusting the flow of intake air through a charge air cooler integrated into a plenum of an intake assembly. In a supercharged turbo engine as in Fig. As shown in Figure 1, a supercharger may be used to compress the intake air and provide more power to the engine. However, compressing the intake air can increase the temperature of the intake air. Increased intake air temperature can lead to engine knock and cause engine damage. An intercooler may be used to cool the air before it enters the engine cylinder. In some cases, the intercooler may be integrated into a plenum of the intake assembly, which has the advantages of reduced package size and improved fuel consumption. However, it may not always be desirable to pass the intake air through the intercooler. In some cases, if the temperature of the intake air is low enough, condensate may form in the intercooler as the air is forced through it.The condensate can then be introduced into the engine cylinders, which can cause engine misfire and / or engine damage. Fig. Figures 2-8 show an integrated intercooler with rotatable seals that can be adjusted to regulate the flow of intake air through the intercooler. In a first position, the seals can allow air to bypass the intercooler, and in a second position, they can force air through the intercooler. Fig. Figure 9 shows a method for determining when to move the seals to the first and second positions depending on the intake air temperature. Thus, the intake air temperature can be maintained within a favorable operating range by regulating the intake air flow through the integrated charge air cooler.

[0008] Fig. 1 shows a schematic representation of a vehicle 100 including an engine 102, an intake system 104, an exhaust system 106, and an exhaust gas recirculation (EGR) system 108. The intake system 104 is configured to supply intake air to the cylinders 110 in the engine 102. The engine is illustrated as having four cylinders arranged in an in-line configuration. However, it should be understood that the number of cylinders and / or the configuration of the cylinders may be changed in other embodiments. For example, the engine 102 may include six cylinders arranged in a V configuration. The intake system 104 is configured to direct intake air to the cylinders, and the exhaust system 106 is configured to remove exhaust gas from the cylinders. In addition, each of the cylinders 110 may include an ignition device 112 configured to ignite an air-fuel mixture in the cylinders 110.Additionally or alternatively, compression ignition may be used to ignite the air-fuel mixture in cylinders 110. Furthermore, engine 102 includes at least one intake and exhaust valve per cylinder.

[0009] The intake system includes a compressor 114. The compressor 114 may be included in a turbocharger with a turbine 116 in the exhaust system 106. The compressor 114 and the turbine 116 are rotationally coupled via a shaft. In other examples, however, the compressor 114 may be rotationally coupled to a transmission in the vehicle, providing what is known as mechanical boosting.

[0010] The intake system 104 also includes a plenum plenum 118 with a charge air cooler (CAC) 120 integrated therein. The charge air cooler 120 may be used to cool the intake air, which may be heated by the operation of the compressor 114 and by the EGR gas supplied to the intake system 104 upstream of the plenum plenum 118. In this way, the boost volume provided to the engine 102 is reduced. Reducing the boost volume enables an increase in combustion efficiency within the engine. Furthermore, reducing the boost volume enables better control of low-pressure exhaust gas recirculation (LP-EGR), which is discussed in more detail herein. When the charge air cooler 120 is integrated into the plenum plenum 118, the throttle volume is further reduced compared to an intake system with a charge air cooler remote from (e.g., separate from) the plenum plenum.As a result, throttle response is improved. The plenum 118 includes an inlet 119 in fluid communication with the compressor 114. The plenum 118 further includes a plenum shroud 121. The cross-sectional area of ​​the plenum shroud 121 perpendicular to the general airflow direction increases in the downstream direction. Thus, the plenum shroud 121 includes an extension, and the volume of an plenum shroud expands in the downstream direction. The specific geometric features of the plenum 118 are discussed in more detail herein with reference to FIGS. 2-5. As shown in FIG. Fig. 1, the charge air cooler 120 may be a water-to-air charge air cooler and may use coolant to cool the intake air. The charge air cooler 120 includes a coolant inlet 122 configured to receive coolant and a coolant outlet 124 configured to discharge coolant. However, in other examples, the charge air cooler 120 may be an air-to-air charge air cooler and may use ambient air to cool the intake air. Thus, coolant inlets 122 and 124 may not be integrated into the charge air cooler 120 if the charge air cooler 120 is configured as an air-to-air charge air cooler. Arrow 123 indicates coolant flow into the charge air cooler 120, and arrow 125 indicates coolant flow out of the charge air cooler 120. The coolant in the charge air cooler 120 may be circulated in a coolant channel 126, generally depicted as a box.The coolant inlet and outlet (122 and 124) are in fluid communication with a heat exchanger 127 and a pump 128. In the embodiment shown, the pump 128 is arranged downstream of the heat exchanger 127. However, other embodiments are also contemplated. For example, the heat exchanger 127 may be arranged downstream of the pump 128. The heat exchanger 127 is designed to remove heat from the coolant. In this way, heat can be removed from the intake system 104 via the charge air cooler 120. Thus, the temperature of the intake air delivered to the cylinders 110 is reduced, thereby increasing the air pressure and thus increasing combustion efficiency. The coolant passage 126, the heat exchanger 127, the pump 128, and the passages that enable fluid communication between the aforementioned components may be referred to as the coolant circuit 195.For example, the coolant inlet 122 and the coolant outlet 124 may be in fluid communication with a cooling circuit separate from the main engine cooling system configured to circulate coolant throughout the engine. This cooling circuit may also serve other heat exchangers, such as fuel, oil, air conditioning condensers, and / or EGR coolers, which require lower coolant temperatures than the main engine cooling system. In the example shown, the coolant circuit 195 is in fluid communication with an EGR cooler 196 positioned within the low-pressure EGR circuit 172. The EGR cooler 196 is configured to transfer heat from the EGR gas flowing through the low-pressure EGR circuit 172 to the coolant. Arrows 198 indicate coolant flow into and out of the EGR cooler 196.A parallel-flow configuration is shown, however, in other examples, the EGR cooler 196 may also be connected in series with the coolant circuit 195. Additionally or alternatively, the coolant circuit 195 may be in fluid communication with an EGR cooler 197 in the high-pressure EGR circuit 170. Furthermore, in another example, the coolant circuit 195 may not be coupled to the EGR cooler 196 and / or the EGR coolers (196 and / or 197) may not be included in the vehicle 100. A pressure sensor 127 may be disposed in a pressure sensor port of the plenum chamber 118.

[0011] The intake system 104 further includes a throttle body 130. The throttle body 130 is located adjacent to the charge air cooler 120. However, in other examples, the throttle body 130 may be spaced apart from the charge air cooler 120. When the throttle body 130 is positioned downstream of the charge air cooler 120, throttle responsiveness may be improved. The throttle body 130 includes a plurality of throttles (e.g., intake throttles) 132 positioned within a plurality of intake conduits 134. In particular, each of the intake conduits 134 has a single throttle positioned therein. Furthermore, each intake conduit 134 is in fluid communication with one of the cylinders 110. In this way, each cylinder has an individual throttle. Each throttle includes a throttle plate 136. Thus, in the illustrated embodiment, the throttle body 130 includes a throttle plate in each intake of the engine cylinders.However, in other embodiments, an alternative throttle body configuration may be used. The throttles 132 are configured to adjust the air flow through each of the conduits 134. It should be understood that the throttles 132 may be controlled synchronously. That is, the throttles 132 may be controlled via a single shaft extending through each of the throttle bodies. However, in other examples, each throttle may be controlled separately. A controller 150 included in the engine 102 may be used to control the operation of the throttles 132.

[0012] The compressor 114, the plenum 118, and the throttle body 130 may be included in an intake assembly 140. Each of the above components may be coupled directly downstream of one another. For example, the compressor 114, the plenum 118, and the throttle body 130 may be coupled directly downstream of one another without any additional components disposed between the successive components (e.g., the plenum is directly coupled to the throttle body without any additional components disposed between the plenum and the throttle body). However, in other examples, only the plenum 118 and the throttle body 130 may be included in the intake assembly 140.

[0013] The exhaust system 106 includes a plurality of exhaust conduits 142 in fluid communication with the cylinders 110 and an exhaust manifold 144. The turbine 116 is positioned downstream of the exhaust manifold 144 in the exhaust system 106. Furthermore, an emissions control device 146 is positioned downstream of the turbine 116. The turbine 116 is rotationally connected to the compressor 114. A shaft or other suitable component may be used to couple the turbine 116 and the compressor 114. However, in other examples, the turbine 116 may be omitted from the engine, and rotational energy from a transmission in the vehicle 100 may be used to provide rotational energy to the compressor 114. A pressure sensor 147 may be coupled to the exhaust manifold 144. An oxygen sensor 148 may be coupled upstream of the emission control device 146 with a pipe 149.

[0014] The EGR system 108 may include at least a high-pressure EGR circuit 170 and a low-pressure EGR circuit 172. The charge air cooler 120 allows for better control of the low-pressure EGR circuit 172 and improves cooling of the high-pressure EGR circuit 172. The high-pressure EGR circuit 170 includes an inlet 176 opening into the exhaust manifold 144 and an outlet 178 opening into a tube 180 that fluidly connects the compressor 114 to the plenum 118. In other examples, the tube 180 may be the outlet of the compressor 114. A valve 182 may be included in the high-pressure EGR circuit 170. The valve 182 is configured to allow gas flow through the high-pressure EGR circuit 170 in an open position. The valve 182 is designed such that, in a closed position, it substantially prevents gas from flowing through the high pressure EGR circuit 170.The low-pressure EGR circuit 172 includes an inlet 184 opening into pipe 149 and an outlet 186 opening into a pipe 188 upstream of the compressor 114 in the intake system 104. A valve 190 may be included in the low-pressure EGR circuit 172. It will be appreciated that the delay in the low-pressure EGR circuit 172 may be reduced when the charge air cooler 120 is integrated into the plenum chamber 118 because the distance between the outlet of the low-pressure EGR circuit 172 and the throttle body 130 is reduced. A throttle 192 may also be positioned in the pipe 188. The valve 190 is configured to allow gas flow through the low-pressure EGR circuit 172 in an open position. The valve 190 is designed such that, in a closed position, it substantially prevents gas from flowing through the low-pressure EGR circuit 172.In this way, gas may flow from the exhaust system 106 to the intake system 104 via the high-pressure EGR circuit 170 and the low-pressure EGR circuit 172. Coolers may be included in both the high-pressure EGR circuit 170 and the low-pressure EGR circuit 172 to provide initial EGR cooling before the mixed air and EGR gases pass through the charge air cooler.

[0015] The Controller 150 is in Fig. 1 as a conventional microcomputer, including a microprocessor unit 152, input / output ports 154, read-only memory 156, random access memory 158, sustain memory 160, and a conventional data bus. The controller 150 receives various signals from sensors 162 coupled to the engine 102, such as a pressure sensor 127, a pressure sensor 147, and an oxygen sensor 148. The controller 150 may be configured to send signals to the actuators 164, such as the throttles 132, the valve 182, the valve 190, and the throttle 192. In addition, instructions for performing various routines, such as those shown in Fig. 9 (described below) may be stored in the memory of the controller 150.

[0016] With reference to Fig. 2-8 are diagrams of an intake arrangement with an integrated intercooler (as in Fig. 1). In particular, Fig. 2-8 three-dimensional diagrams of an exemplary inlet arrangement of the Fig. Inlet arrangement 140 shown in Figure 1. Fig. 2-8 show the relative sizes and positions of the components within the inlet assembly 140. Fig. 2-8 are approximately to scale. The components of the intake assembly 140 can be Fig. 2-8 the same as those in Fig. 1. Thus, the components of the inlet assembly 140 described above with reference to Fig. 1 are not described in detail below. The inlet assembly 140 includes the charge air cooler 120, which is integrated into the air chamber 118. As shown in Fig. 2-8, the intake assembly 140 may additionally include the throttle body 130. In addition, in some examples, the intake assembly 140 may also include the compressor 114 shown in Fig. 1 shown.

[0017] Fig. 2-8 comprise an axis system 201 including the vertical axis 202, the horizontal axis 204, and the transverse axis 203. Hereinafter, "height" may be used to refer to the span of a component of the inlet assembly 140 along the vertical axis 202. Furthermore, "width" may be used to refer to the span of a component along the horizontal axis 204, and "length" may be used to refer to the span of a component along the transverse axis 203. Fig. 2 is a first schematic 200 showing a first isometric exploded view of the inlet assembly 140. Fig. 3 is a second schematic 300 showing a second exploded isometric view of the inlet assembly 140. Fig. 4 is a third schematic 400 showing a third isometric exploded view of the inlet assembly 140. Fig. 5 is a fourth schematic 500 showing a first plan view of the air chamber 118 of the inlet assembly 140. Fig. 6 is a fifth diagram 600 showing a first side view in cross section of the air chamber 118. Fig. 7 is a sixth diagram 700 showing a second side view in cross section of the air chamber 118. Fig. 8 is a schematic 800 showing a first isometric view of the inlet assembly 140.

[0018] The inlet arrangement 140 as in Fig. 2-8 includes six sides, each side including an inner surface (also referred to herein as an inner wall) adjacent to the inner components and an outer surface (also referred to herein as an outer wall).

[0019] The six sides include a front end 231 opposite a rear end 233 and a first transverse side 235 opposite a second transverse side 237. The six sides also include a top side 242 opposite a bottom side 244.

[0020] Fig. 2 shows a first schematic 200 illustrating a first isometric exploded view of the inlet assembly 140. The air chamber 118 includes the inlet 119. As in Fig. 1, the inlet 119 of the air chamber 118 is shown in fluid communication with the compressor 114. The inlet 119 is located at the front end 231 of the inlet assembly. In some examples, an outlet of the compressor 114 may be directly coupled to the inlet 119. However, in other examples, a tube may separate the compressor 114 and the air chamber 118.

[0021] The air chamber 118 also includes an air chamber housing 250 that defines the boundary of the pressure chamber enclosure 121, as shown in Fig. 4. Reinforcing ribs 240 may be included in the plenum housing 250. A portion of the reinforcing ribs 240 extend laterally across the entire length of the plenum housing 250. Another portion of the reinforcing ribs 240 extend vertically across the plenum housing 250. The reinforcing ribs 240 may provide increased rigidity to the plenum housing 250 to accommodate the additional forces exerted on the plenum housing 250 via the charge air cooler 120.

[0022] The air chamber 118 may be coupled to the throttle body 130. A suitable fastening technique such as welding, bolting, etc. may be used to couple the air chamber 118 to the throttle body 130. As shown in Fig. 8, the throttle body 130 may be bolted to the air chamber 118. The throttle body 130 may include a flange 205 that includes holes 206. The holes 206 may be aligned with corresponding holes 209 in the air chamber housing 250. Once the holes 206 and 209 are aligned, bolts may extend through the holes 206 and 209 to secure the throttle body 130 to the air chamber 118. The throttle body 130 additionally includes conduits 134. As previously mentioned, each of the conduits 134 may be in fluid communication with one of the engine cylinders 110. The throttle body 130 includes a downstream mounting flange 207 configured to support downstream components such as those shown in Fig. 1. The downstream mounting flange 207 includes mounting openings 208 configured to receive bolts or other fastening devices.

[0023] The charge air cooler 120 may include a body 220, which is a long rectangular prism that extends along the transverse axis 203 of the plenum 118 and fits into the interior of the plenum housing 250. At each end, the charge air cooler 120 may include a header plate 222. Thus, the two header plates 222 may define the length of the charge air cooler 120 along the transverse axis 203, and the body 220 may be completely contained between the header plates 222. The header plates 222 may be thin, flat, and rectangular, and concentrically larger than cross-sections along the vertical axis 202 of the body 220 of the charge air cooler 120. The header plates 222 may be referred to herein as headers of the CAC 120. As further described below with reference to Fig. 5, the header plates 222 may fit into the recesses 504 of the plenum housing 250. The recesses 504 may be positioned symmetrically on one of the lateral sides 235 and 237 of the plenum housing 250. Thus, in one example, there may be four recesses, with two positioned closer to the front end 231 of the inlet assembly 140 and two closer to the rear end 233 of the inlet assembly 140. Additionally, the recesses 504 may be positioned a distance from the ends 231 and 233 such that the header plates 222 may be separated from the interior walls of the ends of the plenum housing 250. Ledges 246, which may define the bottom of the recesses 504, may extend across the width of the plenum 118 between the sides 235 and 237. Thus, the charge air cooler 120 cannot extend completely from the front end 231 to the rear end 233 of the air chamber 118.The header seals 223 can fit around the circumference of the header plates 222, as shown in more detail in . Fig. 4, which is discussed further below.

[0024] A coolant flange 214 may extend from one of the header plates 222. Specifically, the coolant flange 214 may be physically coupled to the end of the charge air cooler 120 closest to the inlet 119 and the front end 231 of the inlet assembly 140. The coolant flange 214 may include the coolant inlet 122 and the coolant outlet 124. As previously discussed, the coolant inlet 122 and the coolant outlet 124 may be in fluid communication with a coolant channel 126 in the plenum 118. In some examples, the coolant may move inside the cooling plates 306, as shown in Fig. 3 within the charge air cooler 120, which cools the charge air flowing through the plenum 118. After assembly, the coolant flange 214 may be aligned with a backing plate 226 of the plenum housing 250 such that the coolant inlet 122 and the coolant outlet 124 of the coolant flange 214 are aligned with the openings 224 in the backing plate 226. The backing plate 226 may be embedded in the plenum housing 250 such that it may include relatively flat inner and outer surfaces that are respectively raised from the inner and outer surfaces of the plenum housing 250. The openings 224, the coolant inlet 122, and the coolant outlet 124 may be suitably sized to receive the tubes 218 so that coolant can be transported between the tubes 218 and the charge air cooler 120. The tubes 218 may be in fluid communication with the EGR cooler 196.A portion of each of the tubes 218 may extend through the openings 224 in the backing plate 226 and the coolant inlet 122 and the coolant outlet 124 in the coolant flange 214. Additionally, the holes 221 in the flange 214 and the holes 225 in the backing plate 226 may be aligned to receive bolts to secure the charge air cooler 120 to the plenum housing 250. Sealing rings 216 may be disposed between the coolant flange 214 and the inner surface of the backing plate 226 such that, on one side, the sealing rings 216 may be directly coupled to the backing plate 216, and on the other side, the sealing rings 216 may be directly coupled to either the coolant inlet 122 or the coolant outlet 124. Thus, the sealing rings 216 can be anything that separates the coolant inlet 122 and the coolant outlet 124 from the inner surface of the backing plate 216.The coolant flange 214 and the backing plate 216 can be bolted together to provide a compressive force between the coolant flange 214, the backing plate 216, and the sealing rings 216. This can create a seal against the external weather and / or atmosphere. In other words, the sealing rings 216 can provide a seal between the interior and exterior of the air chamber housing 250 at the point of contact between the coolant flange 214 and the backing plate 226.

[0025] How exactly in Fig. 5 and described further below, the charge air cooler 120 may be arranged centrally between the transverse sides 235 and 237 of the plenum housing 250. As such, relatively equal distances may separate the inner surfaces of the transverse sides 235 and 237 of the plenum 118 from the outer surfaces of the sides of the body 220 of the charge air cooler 120. Thus, after fitting into the plenum 118 as in Fig. 7, a bypass channel 604 may exist between the sides 235 and 337 of the plenum housing 250 and the outer surfaces of the body 220 of the charge air cooler 120. Dynamic, rotary-adjustable side seals 230 may be physically coupled to rotatable actuating rods 229 on the inside of the transverse sides 235 and 337. Actuators 228, which may be any suitable actuator (e.g., hydraulic, electric, pneumatic, etc.), may rotate the actuating rods to adjust the position 229 of the rotary-adjustable side seals 229 relative to the charge air cooler 120, as described in more detail below with reference to Fig. 5-7. Thus, the position of the side seals 230 can be actively adjusted by the actuator 228.

[0026] The plenum housing 250 of the plenum 118 may comprise a metal such as aluminum, steel, a composite material such as glass-fiber reinforced polymer, etc. Additionally, the throttle body 130 may comprise a polymer material due to the temperature reduction by the charge air cooler 120 in the plenum 118. In this way, the weight of the throttle body 130 is reduced compared to throttle bodies made of metal.

[0027] In Fig. 3, a schematic 300 is shown illustrating the second isometric exploded view of the intake assembly 140. As described above, the charge air cooler 120 may fit within the plenum 118. The charge air cooler 120 may not extend completely from the front end 231 of the plenum 118 to the rear end 233 of the plenum. In other words, the header plates 222 may not be in physical contact with the inner surfaces of the front and rear ends 231 and 233 of the plenum 118, respectively. Thus, the header plates 222, which define the ends of the charge air cooler 120, may be spaced from the plenum housing 250. Additionally, the body 220 of the charge air cooler 120 may be disposed between the header plates 222. The header seals 223 are shown detached from the header plates 222. The header seals 223 may be sized to fit around the circumference of the header plates 222.As previously discussed, the header seals may be static seals that provide a constant seal between portions of the plenum 118 located on either side of the header plates 222. Thus, gas flow in the plenum 118 may be restricted to the region of the plenum 118 located between the boundaries of the header plates 222 of the charge air cooler 120. The header seals 223 may include four sides: a top 305 and a bottom 307 relative to the vertical axis 202, and two transverse sides 309. All sides 305, 307, and 309 may be of similar width. The header seals 223 and header plates 222 may additionally include inner surfaces 301 facing each other and outer surfaces 303 facing outward toward the plenum housing 250. Notches 302 may be included at the inner corners of the header seals 223 where the transverse sides 309 and the top 305 meet.The head plates 222 may also include mating notches 304 located at the corners closest to the throttle body 130. In other examples, the notches 302 and 304 may be located at various corresponding positions of the header seals 223 and head plates 222. Collectively, the notches 302 and 304 may be configured as shown in FIG. Fig. 4, form an opening 402 through which the actuating rod 229 can extend, as shown in more detail in Fig. 5, as described below.

[0028] The throttle body 130 may include conduits 134 arranged in a conduit pack 306. The conduit pack 306 may span the length of the body 220 of the charge air cooler 120. Thus, the top surface 305 of the header seals 223 may come into direct sealing contact with the inner surface of the bottom surface 315 of the throttle body 130. Components referred to herein as being in sealing contact are in physical contact such that no air flows between the components in sealing contact. Thus, no air can flow between the top surface 305 of the header seals 223 and the inner surface of the bottom surface 315 of the throttle body 130. Header seals 223 may be in contact with the inner surface of the bottom surface 315 at the ends 311 and 313 of the conduit pack 306, with no additional components separating the header seals 223 from the bottom surface 315 of the throttle body 130.

[0029] Three sides of the header seals 223 may be in direct contact with the plenum housing 250. In particular, transverse sides 309 may be in sealing contact with the inner walls of transverse sides 235 and 237, and the bottom surface 307 may be in sealing contact with the ledges 246 of the plenum housing 250. Therefore, the header seals 223 may not extend all the way to the bottom surface 244 of the plenum 118. Instead, the header seals 223 may only span a portion of the height of the plenum housing 250. Specifically, there may be no additional components separating the transverse sides 309 of the header seals 223 from the transverse sides 235 and 237 of the plenum housing 250. Furthermore, there may be no additional components separating the bottom surface 307 of the header seals 223 from the ledges 246 of the plenum housing 250.Thus, the header seals 223 can provide complete 360-degree sealing contact with the plenum housing 250 and the throttle body 130. Therefore, the header seals 223 can provide a physical and fluidic seal between a portion of the plenum 118 that spans the length of the body 220 of the charge air cooler 120 and portions of the plenum 118 that do not include the body 220 of the charge air cooler 120. Thus, the header seals 223 can provide a sealed channel that provides fluid communication between the plenum 118 and the throttle body 130 and extends from one of the header seals 223 of the charge air cooler 120 to the other. Upon entering the plenum chamber 118 through the inlet 119, intake air and / or gas may be forced through a portion of the plenum housing 121 defined by the header seals 223 and into the conduit packs 134 of the throttle body 130.

[0030] Cutting plane 350 defines the Fig. 4 shown cross section.

[0031] In Fig. 4, a schematic 300 is shown illustrating the third isometric exploded view of the inlet assembly 140. A cross-section of the inlet assembly 140 is taken along the Fig. 3 and exposes the hollow plenum enclosure 121 defined by the plenum housing 250. As explained above, the charge air cooler 120 may be positioned within the plenum housing 250 such that the charge air cooler body 220 may be physically separated from the plenum housing 250. As such, the outer surfaces 408 of the body 220 may be separated (e.g., spaced apart) by a distance from the inner surfaces of the transverse sides 235 and 237 of the plenum housing 250. The space between the outer surfaces 408 of the charge air cooler body 220 and the transverse sides 235 and 237 of the plenum 118 may define a bypass channel 604, as shown in Fig. 6-7 is shown.

[0032] A plurality of cooling plates 406 may form the body 220 of the charge air cooler 120, which is defined between the two head plates 222. As illustrated, the charge air cooler 120 may be a water-to-air charge air cooler, and therefore each of the cooling plates 406 may have coolant tubes 606 arranged in Fig. 6-7, in fluid communication with the coolant inlet 122 and the coolant outlet 124, which are shown in Fig. 2. Although the cooling plates 406 are planar in the illustrated embodiment, they may be corrugated in other embodiments. Channels in the cooling plates 406 may conduct coolant from the Fig. 2 shown coolant inlet 122 and coolant into the coolant outlet 124, which is shown in Fig. 2. The cooling plates 406 may comprise a metal such as aluminum with a high thermal conductivity, etc.

[0033] As in Fig. 3, the openings 402 may be located at the corners of the interface between the inner edges of the header seals 223 and the header plates 222. The openings 402 may be sized to allow the actuating rods 229 to extend through the openings 402 while maintaining full sealing contact therebetween. Thus, the actuating rods may be in direct sealing contact with the inner edge of the header seals 223 and the outer edge of the header plates 222, so there may be no additional components separating the actuating rods 229 from the header seals 223 and header plates 222. Furthermore, the actuating rods may be rotated about the transverse axis 203 while maintaining sealing contact with the header seals 223 and the header plates 222 at the openings 402. As discussed above, the side seals 230 may be physically coupled to the actuating rods 229.In one example, the actuating rods 229 and side seals 230 may be positioned closer to the throttle body 130 than to the bottom 244 of the plenum 118 vertically within the plenum enclosure 121. However, in other examples, the actuating rods 229 and side seals 230 may be positioned closer to the bottom 244 of the plenum 118 than to the throttle body 130.

[0034] In Fig. 5, a schematic 500 is shown illustrating the first top view of the plenum 118. As described above, the charge air cooler 120 may be centrally located within the plenum 118. The ends of the charge air cooler 120, defined by the header plates 222 (not shown), which may be covered by the header seals 223, may fit into the recesses 504 of the plenum housing 250. As described above with reference to Fig. 4, header seals 223 may be physically in contact with the inner surfaces 404 of the transverse sides 235 and 237 of the plenum housing 250, as well as the ledges 246 of the plenum housing 250. Therefore, the header seals 223 may not only provide a seal between an inner portion 501 and outer portions 503 of the plenum enclosure 121, as described above, but they may also limit the relative movement of the charge air cooler 120 within the plenum housing 250. The inner portion 501 (also referred to herein as cavity 501) may thus be a sealed enclosure formed within the plenum enclosure 121 and defined by the two header seals 223 of the charge air cooler 120 and the transverse sides 235 and 237 of the plenum housing 250. The interior portion 501 may include the body 220 of the charge air cooler 120, which may include the cooling plates 406.

[0035] The actuating rods 229 can be moved through the head piece seals 223 via the Fig. 4 and may be physically coupled to actuators 228 at an end of the actuating rods 229 closest to the rear end 233 of the plenum 118. In one example, the plenum 118 may include two actuating rods 229, and each actuating rod 229 may be physically coupled to a side seal 230. Each actuating rod may be symmetrically disposed on opposite sides of the body 220 of the charge air cooler 120. Thus, each actuating rod 229 may be disposed close (e.g., proximate) to the inner surfaces 404 of the lateral sides 235 and 237 of the plenum 118. Thus, the actuating rods 229 may be positioned closer to the inner surface 404 of the lateral sides 235 and 237 of the plenum 118 than to the charge air cooler 120. Additionally, the actuating rods 229 may extend along the length of the plenum 118 past each of the header seals 223 of the charge air cooler 120.The actuating rods 229 may be directly coupled to the rotary side seals 230. The rotary side seals 230 may extend through a width of the actuating rods 229 along a portion of the length of the actuating rods 229. The actuators 228 may rotate the actuating rods about a rotational axis of the actuating rods 229, wherein the rotational axis is defined in a direction of the transverse axis 203. As such, the rotation of the actuating rods 229 may cause the simultaneous rotation of the rotary side seals 230. Specifically, the actuators 229, via the actuating rods 229, may rotate the rotary side seals 230 between an open first position 602 and a closed second position 702, as shown in FIG. Fig. 6-7 and is explained below. As shown in Fig. 5, the rotary adjustable side seals 230 are in the closed second position 702. The rotary adjustable side seals 230 include outer edges 508, inner edges 510, and end edges 512. In both the first and second positions, the end edges 512 may be physically in contact with the inner surface 301 of the header seals 223 and header plates 22, such that there may be no additional components separating the end edges 512 from the header seals 223 and header plates 222. Thus, the end edges 512 can always remain in contact with the inner surface 301 of the header seals 223 and header plates 222, even during adjustment and movement of the side seals 230 via the actuating rods 229. The pivotally adjustable side seals 230 can therefore span the length of the body 220 of the charge air cooler 120 between the header seals 223.The actuating rods may extend beyond the header seals 223 into outer portions 503 of the air chamber enclosure 121. Thus, the rotary adjustable side seals 230 may be directly coupled to the portion of the actuating rods 229 contained within the cavity 501.

[0036] Header channel plugs 502 can be fitted into the recesses 504 located closer to the front end 231 of the air chamber 118 to completely fill the recess 504. Thus, the header channel plugs 502 can ensure that the cavity 501 is completely sealed from other portions of the air chamber enclosure 121. The header channel plugs 502 can be positioned such that they are in physical contact with the inner surface 301 of the header seals 223, the outer edge 508 of the rotary side seals 230, and the inner surfaces of the recesses 504. Therefore, there can be no additional components separating the header plugs 502 from the header seals 223 or the recesses or the rotary side seals 230.

[0037] In addition, the header plugs 502 may extend vertically into the recesses 504 so that they span the height of the header seals 223. Thus, the header plugs 502 may be flush with the top 305 and bottom 307 of the header seals 223, which are in Fig. 3 are shown.

[0038] The cutting plane 530 defines the Fig. Cross section shown in Figures 6-7.

[0039] In Fig. 6, a fifth diagram 600 is shown, which is a side view which is a cross-section of the air chamber 118 taken along the section plane 530. As shown in Fig. 6, the rotary adjustable side seals 230 are in an open first position 602. In the open first position 602, the outer edges 508 of the side seals 230 may not be in sealing contact with the inner surfaces 404 of the lateral sides 235 and 237 of the plenum 118. Additionally, the inner edges 510 of the side seals 230 may not be in sealing contact with the outer surfaces 408 of the charge air cooler 120. As such, in the open second position, air entering the plenum 118 may bypass the charge air cooler 120. In particular, air may travel through the bypass passage 604 on each side of the charge air cooler 120. Flow arrows 608 show the direction of air flow through the plenum 118. The bypass channel 604 may include the space between the outer surface 408 of the charge air cooler 120 (e.g., outside the cooling plates) and the inner surface 404 of the plenum 118, spanning the height of the plenum 118.Thus, instead of flowing between the cooling plates 406 within an interior of the charge air cooler 120, charge air entering the plenum 118 may flow around the charge air cooler 120 and through the bypass passage 604 when the side seals 230 are in their second open position 602. Specifically, charge air may flow between the outer surface 408 of the charge air cooler 120 and the inner surfaces 404 of the transverse sides 235 and 237 of the plenum 118.

[0040] Coolant tubes 606 are shown within the cooling plates 406 of the charge air cooler 120. As described above, the coolant tubes 606 in the cooling plates 406 can carry coolant from the Fig. 2 shown coolant inlet 122 and coolant into the Fig. 2. Therefore, the coolant flow in the channels may be substantially perpendicular to the air flow through the plenum enclosure 121. In some examples, the coolant tubes 606 in the cooling plates 406 are connected in series. Therefore, the general direction of coolant flow in successive cooling plates may be opposite to each other. However, other flow patterns may also be used. For example, an upper half of the cooling channels may direct coolant across the plenum 118 in a first direction, and a lower half of the cooling channels may direct coolant across the plenum in an opposite direction.

[0041] With reference to Fig. 7, a sixth schematic 700 is shown illustrating a side view that is a cross-section of the plenum chamber 118 taken along section plane 530, in which the rotary adjustable side seals 230 are in a closed second position, as shown at 702. The side seals 230 may extend through a diameter of the actuating rods 229 such that, in the closed second position 702, the outer edges 508 of the side seals 230 are in sealing contact with the inner surfaces 404 of the lateral sides 235 and 237 of the plenum chamber 118. There may be no additional components separating the outer edge 508 from the inner surface 404. Additionally, the inner edges 510 of the side seals 230 may be in sealing contact with the outer surfaces 408 of the body 220 of the charge air cooler 120 when in the second closed position 702.No additional components may separate the inner edge 510 from the outer surface 408 when the side seal 230 is in its closed second position 702. Thus, when the side seals 2A29 are in their closed second position 702, air entering plenum 118 may be forced through the charge air cooler 120. Flow arrows 608 indicate the airflow through the plenum 118 and the charge air cooler 120. Air entering the plenum 118 may flow into the bypass passage 604 but may be stopped by the side seals 229 before flowing all the way through the bypass passage. Thus, the side seals may prevent air from flowing through the bypass passage 604 and may force air through the charge air cooler 120.In one example, all air entering the plenum 118 may be forced to flow between the inner cooling plates 406 of the charge air cooler 120 when the side seals 229 are in the closed second position 702. Thus, all air entering the plenum 118 may be directed through the interior of the body 220 of the charge air cooler 120.

[0042] It is also important to note that the position of the rotatable side seals 229 can be set to any position between the open first position 602 and the closed second position 702. Thus, the amount of air flowing through the bypass passage 604 and the charge air cooler 120 can be variably adjusted. As discussed above, there may be two side seals 229, each physically coupled to one of the rotating actuator rods 230 located on opposite sides of the charge air cooler body 220. Thus, there may be two bypass passages 604, one on each side of the charge air cooler 120 body 220 between the sides 235 and 237 of the plenum 118 and the charge air cooler 120 body 220. Each actuator rod 230 may be physically coupled to one of the actuators 228. In fact, each of the side seals 230 can be adjusted independently.Thus, one of the side seals 230 may be in the open first position 602 while another side seal 230 is in the closed second position 702, thereby changing the amount of charge air bypassing the charge air cooler 120.

[0043] In this way, charge air entering a plenum of an intake assembly can be variably routed through or around an integrated intercooler depending on the position of the rotary-adjustable side seals in the plenum 118. In other words, the air flow rate through the intercooler can be varied depending on the position of the side seals. In a first closed position, the side seals can be in sealing contact with outer surfaces of the intercooler and inner surfaces of the plenum, forcing the air to be routed between cooling plates in the intercooler. In a second open position, the side seal can be out of sealing contact with the intercooler and can therefore allow charge air to bypass the intercooler when flowing through the plenum.

[0044] Fig. Figure 8 shows an isometric view of the assembled intake assembly 140 including the plenum 118 and the throttle body 130. The throttle body 130 is shown bolted to the plenum 118. The charge air cooler 120 (not shown) may be contained within the plenum 118.

[0045] In this way, the inlet assembly 140 may include a set of static seals including seal rings 216, header seals 223, and channel plugs 502. The seal rings 216, header seals 223, and channel plugs 502 all ensure that the interior portion 501 of the plenum enclosure 121, including the charge air cooler body 220, is completely sealed from the external environment. Thus, the static seals may ensure that air entering the plenum 118 is forced through a portion of the plenum 118 that contains the body of the charge air cooler 120. The actively adjustable side seals 230 may be placed in the open first position 602, in which case air entering the plenum may travel around the charge air cooler 120. In the open first position, condensate levels in the charge air cooler 120 can thus be reduced.However, the side seals 230 may also be placed in a closed second position 702, in which the side seals are in sealing contact with the header seals 223, the inner walls of the plenum 118, and the outer surfaces of the body 220 of the charge air cooler 120. Therefore, in the closed second position 702, air entering the plenum 118 may be forced through the charge air cooler 120, and as a result, the intake air temperature may be reduced.

[0046] Fig. 9 shows a flowchart of a method 900 for adjusting the air flow rate through a charge air cooler integrated into an intake assembly. The intake assembly (e.g., intake assembly 140) may include an air plenum (e.g., air plenum 118) in which a charge air cooler (e.g., charge air cooler 120) may be positioned. The air plenum 118 may be in fluid communication with inlet conduits (e.g., conduit 134) of a throttle body (e.g., throttle body 130). Instructions for performing method 200 may be stored in a memory of an engine controller, such as the Fig. 1. Furthermore, the method 900 may be executed by the controller. In addition, the method 900 may include a method for operating the charge air cooler and the plenum, which are integrated with each other and as described above in Fig. 1-8. For example, the controller may be in communication with one or more actuators (e.g., actuators 228), each of which may be coupled to a rotatable actuating rod (e.g., rotatable actuating rod 229). The rotatable actuating rod may be directly connected to a dynamic first seal (e.g., side seal 230) and may extend along a length of the plenum. Thus, the controller may rotate the first seal between a first position (e.g., position 602) and a second position (e.g., position 702) using the one or more actuators. Additionally, the first seal may be in sealing contact with a static second seal (e.g., header seals 223) at each end of the charge air cooler.

[0047] Method 900 begins at 902, and the controller (e.g., controller 150) estimates and / or measures engine operating conditions based on feedback from a plurality of sensors (e.g., sensors 162). The engine operating conditions may include: intake air temperature, exhaust gas temperature, engine speed and load, intake air mass flow, manifold pressure, humidity, etc.

[0048] The controller then determines at 904 whether the temperature of the intake air in the plenum is higher than a threshold. The threshold temperature may be preset and may be based on engine knock and / or a temperature at which condensate may form in the charge air cooler. In alternative embodiments, the method at 904 may include evaluating additional or alternative operating conditions indicative of charge air cooler condensate. For example, the method at 904 may include determining whether condensate is forming or likely to form in the charge air cooler based on engine operating conditions, including intake air temperature upstream and downstream of the charge air cooler.

[0049] If the temperature of the air in the plenum is below the threshold, then method 900 proceeds to 906 and the controller sets a rotatable first seal (e.g., the rotatable side seal 230) to an open first position. In another example, if condensate is forming or likely to form within the CAC, the method may proceed to 906 to move the first seal to the open first position. The first position may be a position in which the first seal is not in sealing contact with an outer surface (e.g., outer surface 408) of the charge air cooler. Thus, the controller may move a first inner edge (e.g., inner edges 510) away from the outer surface of the charge air cooler and toward an inner surface of the plenum (e.g., inner surfaces 404). During rotating the first seal to the first position, the first seal may be in sliding and sealing contact with the second seal (e.g.,the header seals 223). Thus, it is possible that there are no additional components separating the first and second seals throughout the rotation of the first seal relative to the second seal. If the first seal is already in the first position, then the first seal can remain in the first position.

[0050] Method 900 may proceed to 908 and route charge air entering the plenum through a bypass passage around the charge air cooler (e.g., through bypass passage 604). In other words, when the first seal is in the first position, air entering the plenum may be routed around the charge air cooler between the outer surface of the charge air cooler and the inner surface of the plenum. Therefore, when the first seal is in the first position, air entering the plenum may not flow through the charge air cooler but may flow around the charge air cooler through a bypass passage (e.g., bypass passage 604). In another example, a portion of the charge air may still flow through the charge air cooler, but the majority of the charge air may flow through the bypass passage rather than an interior of the charge air cooler.Therefore, air entering the plenum chamber cannot be cooled by the charge air cooler when the first seal is in the first position. The method at 908 also includes directing air around the charge air cooler through the bypass passage present between the outer surface of the charge air cooler and the inner walls of the plenum chamber, over the first seal, and into the throttle body. The method may then return.

[0051] However, if the controller determines at 904 that the temperature of the air in the plenum is higher than the threshold, then method 900 continues at 910 and places the first seal in a closed second position (e.g., second position 702). The closed second position may be a position in which the first seal is in sealing contact with the outer surface of the charge air cooler. In the closed second position, the first seal may additionally be in sealing contact with the inner surface of the plenum. Thus, the controller may move the first inner edge of the first seal away from the inner surface of the plenum and toward the outer surface of the charge air cooler. In doing so, the controller may also move a second outer edge (e.g., outer edges 508) of the first seal toward the inner surface of the plenum. The second outer edge may be opposite the first inner edge of the first seal.During rotation of the first seal to the second position, the first seal may remain in sliding contact with the second seal (e.g., the header seals 223). Thus, it is possible that there are no additional components separating the first and second seals throughout the rotation of the first seal relative to the second seal. In the second position, the first seal may therefore be in sealing contact at all of its edges. At the inner edge, the first seal may be in sealing contact with the charge air cooler, the opposite second edge may be in sealing contact with the plenum, and two other edges may be in sealing contact with the second seal. If the first seal is already in the second position, the first seal may remain in the second position at 910.

[0052] Method 900 may proceed from 910 to 912 and direct air entering the plenum through the interior of the charge air cooler. In particular, air entering the plenum may be forced between the outer surfaces of the charge air cooler, causing air to flow between the cooling plates (e.g., cooling plates 406) of the charge air cooler. Thus, when the first seal is in the closed second position, air entering the plenum cannot flow through the bypass passage and can only flow through the charge air cooler. Therefore, air entering the plenum may be cooled by the charge air cooler. Thus, air entering the plenum cannot flow past the first seal into the bypass passage and can instead flow between the cooling plates of the charge air cooler. The method may then return.

[0053] The method 900 may also include routing coolant through tubes (e.g., the coolant tubes 606) disposed within the cooling plates of the charge air cooler. In particular, the coolant may be routed through a first coolant inlet of the plenum (e.g., the openings 224), through a second coolant inlet of the charge air cooler (e.g., the coolant inlet 122), and into the tubes of the cooling plates. Additionally, the coolant from the charge air cooler may be routed from the tubes through a first coolant outlet of the charge air cooler (e.g., the coolant outlet 124) and through a second coolant outlet (e.g., the openings 224) of the plenum. As described with reference to Fig.2, the first coolant inlet of the plenum and the second coolant inlet of the charge air cooler may be in sealing contact with each other through a first face seal (e.g., seal rings 216), and the first coolant outlet of the charge air cooler and the second coolant outlet of the plenum may be in sealing contact with each other through a second face seal (e.g., seal rings 216). In one example, coolant may continuously circulate through the charge air cooler. Thus, coolant may flow through the charge air cooler while method 900 is performed. In another example, coolant may only circulate through the charge air cooler when the first seal is in the closed second position and air entering the plenum is forced through the interior of the charge air cooler.

[0054] It should also be understood that although method 900 describes the controller being in communication with an actuator capable of adjusting the position of the first seal, in other examples, the controller may be in communication with more than one actuator. Therefore, there may be more than one actuator, and each actuator may be physically connected to an actuating rod, and each actuating rod may be physically coupled to a dynamic first seal. Thus, method 900 may additionally include adjusting the position of two or more first seals. Furthermore, since each of the first dynamic seals may be controlled by its own actuator, the controller may adjust the position of each of the first seals independently.

[0055] In this way, an engine intake assembly may include a charge air cooler integrated into an air plenum of the engine intake assembly. A body of the charge air cooler may extend along a length of the plenum and be closed at opposite ends by header plates. The body may be separated from the plenum on either side, thus forming bypass channels between the outer surfaces of the body of the charge air cooler and the inner surfaces of the sides of the plenum. The body may be comprised of a plurality of cooling plates spaced apart from one another to allow air to flow between them. Additionally, the cooling plates may include coolant tubes through which coolant may flow to cool air flowing through the cooling plates.Coolant may flow into the charge air cooler via a first coolant inlet located in the plenum and through a second coolant inlet located on the flange of one of the head plates. After flowing through the tubes, the coolant may flow out of the charge air cooler through a first coolant outlet located on the flange of one of the head plates. The coolant may then flow through a second coolant outlet located in the plenum. Sealing rings may be disposed between and in sealing contact with the first and second coolant inlets and between the first and second coolant outlets. A method for directing coolant into and out of the charge air cooler through the coolant inlets, outlets, and the tubes in the cooling plates may also be included.

[0056] A set of rotatably adjustable first seals may extend along the length of the intercooler body on both sides of the intercooler and may be positioned in the plenum bypass channels. The first rotatable seals may be coupled to actuating rods, each of which may be physically coupled to actuators that can rotate the actuating rods. Thus, the first seal may be adjusted between an open first position in which the first seals are not in sealing contact with the outer surface of the intercooler body, and a closed second position in which the first seals are in sealing contact with the outer surface of the intercooler body. In the second closed position, the first seals may also be in sealing contact with the inner surface of the sides of the plenum. A set of second static seals may be positioned around the perimeter of each of the head plates.The set of first seals may extend completely between the inner surfaces of the set of second static seals and may be in sealing contact therewith. Therefore, each of the first seals may be in sealing contact with both of the second static seals and remain in sealing contact therewith during adjustment between the first and second positions. Therefore, in the closed second position, the first seals may be in sealing contact with the inner surfaces of the plenum chamber, outer surfaces of the charge air cooler body, and inner surfaces of the set of second seals along their entire circumference.

[0057] When the first seals are in the first position, air entering the plenum may flow around the charge air cooler through the bypass passage positioned between the outer surfaces of the charge air cooler body and the inner surfaces of the plenum sides. In the second position, the first seals may reduce the amount of air flowing through the bypass passage. In some examples, when the first seals are in the second position, they may completely suppress airflow through the bypass passage. Therefore, the amount of air flowing between the cooling plates of the charge air cooler may be increased when the first seals are moved from the first position to their second position. In some examples, when the first seals are in their second position, all air entering the plenum may be forced through the interior of the charge air cooler.A method for adjusting the first seals between the first and second positions based on the temperature of the air entering the plenum may also be included. If the intake air is below a threshold, then the first seals may be moved to their first position so that air bypasses the charge air cooler. However, if the intake air is above a threshold, then the first seals are moved to their second position so that air is forced through the charge air cooler.

[0058] In this way, the technical effect of reducing condensate in the intercooler integrated within an intake assembly is achieved by adjusting the side seal so that the air flow through the intercooler can be varied depending on the intake air temperature. In addition, adjusting the side seals can help maintain an optimal charge air temperature for the air entering the engine cylinder. Without the adjustable first seals, air entering the plenum may be forced through the integrated intercooler. As a result, air can be cooled by the intercooler to a temperature at which condensate can begin to form in the intercooler. The condensate in the intercooler can enter the engine and cause engine misfires and / or degradation of performance.However, if the temperature of the intake air entering the plenum is below a threshold that can lead to condensation, the adjustable first seals can be moved to a position that allows intake air to bypass the intercooler. Thus, the mounting size of the intake assembly can be reduced by integrating the intercooler into the plenum of the intake assembly. Additionally, by incorporating adjustable seals that can regulate the air flow through the intercooler, the intake air temperature can be maintained at a suitable level for the engine to minimize engine degradation. In other words, intake air temperatures at levels that are harmful to the engine can be avoided with the adjustable side seals.

[0059] Thus, a system of static seals ensures the efficiency of an intercooler integrated into the intake assembly. In other words, a series of seals ensures that air entering the intake assembly is forced through the intercooler. Additionally, the adjustable side seals can allow air to bypass the intercooler in the intake assembly when intake air temperatures are low enough to cause condensate buildup in the intercooler, eliminating the need for an external bypass duct. Thus, the adjustable side seals allow an intercooler to be integrated into the intake assembly, reducing the installation size of the intake assembly and simultaneously further reducing condensate buildup in the intercooler. As a result, a smaller, more compact intake assembly is achieved with little or no loss in engine efficiency and durability.

[0060] It should be noted that the example control and estimation routines included herein are usable with various engine and / or vehicle system arrangements. The control methods and routines disclosed herein may be stored as executable instructions in non-volatile memory and may be executed by the control system, including the controller in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies, such as an event-driven strategy, an interrupt-driven strategy, multi-threading, multi-threading, and the like. Therefore, various operations, operations, and / or functions may be performed in the sequence illustrated, in parallel, or in some cases, omitted.Likewise, the processing order is not required to achieve the features and advantages of the embodiments described herein, but is provided merely for convenience of illustration and description. One or more of the illustrated acts, operations, and / or functions may be performed repeatedly depending on the particular strategy employed. Furthermore, the described acts, operations, and / or functions may graphically represent code to be programmed into non-transitory memory of the computer-readable storage medium in the engine control system, wherein the described acts are performed by executing the instructions in a system including various hardware components in combination with the electronic controller.

[0061] It is understood that the configurations and routines disclosed herein are exemplary, and that these specific embodiments are not to be considered limiting, as numerous variations are possible. For example, the above technology is applicable to V6, I4, I6, V12, horizontally opposed four-cylinder, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or characteristics disclosed herein.

[0062] The following claims particularly point out certain combinations and subcombinations that are considered novel and non-obvious. These claims may refer to "a" element or "a first" element, or the equivalent thereof. Such claims are to be understood as encompassing the inclusion of one or more of these elements, neither requiring nor excluding two or more of these elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by presenting new claims in this or a related application. Such claims, whether their scope is broader, narrower, the same, or different with respect to the original claims, are also considered to be included within the subject matter of the present disclosure.

Claims

[1] Engine inlet arrangement comprising: an air chamber (118) with an integrated charge air cooler (CAC) (120); a first headpiece seal (223) arranged around a circumference of a first CAC headpiece (222); and a first rotatable seal defined in a bypass channel (604) between the sides of a CAC body (220) and the air chamber (118) and coupled via sliding contact to the first head seal (223), wherein the first rotatable seal varies the air flow through the bypass channel (604). [2] Inlet arrangement according to claim 1, wherein the first rotatable seal is adjustable between a first position (602) in which the charge air flowing through the air chamber (118) flows through the bypass channel (604) and at least partially bypasses the CAC (120), and a second position (702) in which the charge air flowing through the air chamber (118) flows through the CAC (120) and not through the bypass channel (604). [3] Inlet arrangement according to claim 2, wherein the first rotatable seal remains in sealing contact with the first head seal (223) and a second head seal (223) arranged around a circumference of a second CAC head (222) in both the first position (602) and the second position (702), the second CAC head (222) being at an end of the CAC (120) opposite the first CAC head (222). [4] Inlet arrangement according to claim 3, wherein the first rotatable seal is directly coupled to a rotatable rod, wherein the rotatable rod is coupled to an actuator (228) in communication with a controller (150), wherein the rotatable rod extends along a length of the air chamber (118) from in front of the first head seal (223) to beyond the second head seal (223) and the first rotatable seal extends along the rotatable rod from the first head seal (223) to the second head seal (223). [5] Inlet arrangement according to one of claims 2 to 4, wherein a first end of the first movable seal is in sealing contact with an inner wall of the air chamber (118) when the first rotatable seal is in the second position (702), and wherein in both the first position (602) and the second position (702) the first rotatable seal remains in contact with the inner wall of the air chamber (118). [6] Inlet arrangement according to one of claims 2 to 5, wherein in the first position (602) the first rotatable seal is moved away from an outer wall of the CAC body (220) and is not in sealing contact with it, and in the second position (702) the first rotatable seal is in sealing contact with the outer wall of the CAC body (220). [7] Inlet arrangement according to one of claims 1 to 6, wherein the air chamber (118) is coupled between a compressor (114) and a power engine (102) and further comprises a throttle body (130) coupled to the air chamber (118), wherein the throttle body (130) comprises several inlet lines (134), each inlet line (134) being in fluid communication with a cylinder (110) of the power engine (102). [8] Inlet arrangement according to claim 7, wherein a circumference of the first head seal (223) is in sealing contact with inner walls of the air chamber (118) and the throttle body (130), so that air flowing from the air chamber (118) to the throttle body (130) flows between the first head seal (223) and a second head seal (223) positioned around a circumference of a second CAC head (222). [9] Inlet arrangement according to claim 8, wherein each of the second set of seals is independently adjustable between the first (602) and the second position (702). [10] Inlet arrangement according to any one of claims 1 to 9, wherein the charge air cooler (120) comprises a coolant inlet (122) and a coolant outlet (124) in fluid communication with a coolant channel (126) and cooling plates (306) extending into an air chamber enclosure (121) and coupled to the coolant channel (126), further comprising a third set of seals positioned between the sides of the coolant inlet (122) and the coolant outlet (124) and opposing surfaces of the air chamber (118), and wherein the cooling plates (306) comprise coolant lines for conveying coolant. [11] Inlet arrangement according to any one of claims 1 to 10, which further comprises channel plugs (502) arranged between inner walls of the air chamber (118) and the first head seal (223), wherein the channel plugs (502) are in sealing contact therewith and couple with a first end of the first movable seal when a second end of the first movable seal is in sealing contact with an outer wall of the CAC body (220). [12] Method comprising the following: Adjusting the position of a first seal arranged between an inner wall of an air chamber (118) and an outer wall of a charge air cooler (CAC) (120) to vary the airflow through the CAC (120), wherein the CAC (120) is integrated into the air chamber (118), the air chamber (118) being connected to engine cylinder inlet lines (134); and during adjustment, the first seal is moved past a second seal that is entirely arranged around a first CAC headpiece (222), while simultaneously maintaining contact with the second seal. [13] Method according to claim 12, wherein the adjustment is based on a temperature of charge air entering the CAC (120). [14] Method according to claim 13, wherein the adjusting comprises adjusting the position of the first seal to a first position (602) in which charge air bypasses the inner cooling tubes of the CAC (120) and flows around the outside of the CAC (120) when the charge air entering the air chamber (118) is below a threshold temperature, and adjusting the position of the first seal to a second position (702) in which charge air flows only through the inner cooling tubes of the CAC (120) and not through a bypass channel (604) arranged between the inner wall of the air chamber (118) and the outer wall of the CAC (120) when the charge air entering the air chamber (118) is above the threshold temperature. [15] Method according to claim 13 or 14, wherein adjusting the position of the first seal to the first position (602) comprises: Rotating the first seal in a first direction to move a first end of the first seal away from and out of seal contact with the outer wall of the CAC (120); and Directing charge air through the bypass channel (604) and past the first seal. [16] Method according to any one of claims 13 to 15, wherein adjusting the position of the first seal to the second position (702) comprises: Rotating the first seal in a second direction opposite to the first direction to move the first end of the first seal towards and into sealing contact with the outer wall of the CAC (120) and to move a second end of the first seal towards and into sealing contact with the inner wall of the air chamber (118), the second end being opposite to the first end relative to an axis of rotation of the first seal; and Route charge air only through the internal cooling pipes of the CAC (120) and not through the bypass channel (604). [17] A method according to any one of claims 12 to 16, further comprising guiding coolant through a first coolant inlet (122) of the air chamber (118), through a second coolant inlet of the CAC (120), through internal coolant tubes of the CAC (120), from the CAC (120) through a first coolant outlet (124) of the CAC (120) and from a second coolant outlet (124) of the air chamber (118), wherein the first coolant inlet (122) of the air chamber (118) and the second coolant inlet (122) of the CAC (120) are aligned with each other and in sealing contact by a first mechanical seal, and wherein the first coolant outlet (124) of the CAC (120) and the second coolant outlet (124) of the air chamber (118) are aligned with each other and in sealing contact by a second mechanical seal. [18] Method according to any one of claims 12 to 17, wherein the adjustment is performed by an actuator (228) coupled to a rotatable actuating rod (229), the rotatable actuating rod (229) being directly coupled to the first seal and extending along a length of the air chamber (118), the actuator (228) being in communication with a controller (150), and wherein sliding the first seal past the second seal while maintaining contact with the second seal comprises rotating the actuating rod (229) to rotate and slide a first edge of the first seal along an inner surface of the second seal and to rotate and slide a second edge of the first seal along an inner surface of a third seal, the third seal being arranged completely around a second CAC headpiece (222),wherein the first CAC headpiece (222) and the second CAC headpiece (222) are arranged at opposite ends of the CAC (120) and the air chamber (118). [19] Inlet arrangement in a power engine (102) comprising the following: a compressor (114); an air chamber (118) arranged downstream of the compressor (114), wherein the air chamber (118) has an integrated charge air cooler (CAC) (120); a throttle body (130) coupled to a downstream end of the air chamber (118) and comprising several inlet lines (134) coupled to the cylinders (110) of the engine (102); a first set of seals positioned around a circumference of the head end of the CAC (120); and a second set of seals positioned between outer surfaces of a body (220) of the CAC (120) and the air chamber (118) and coupled to the first set of seals via sliding contact, the second set of seals extending between a first head end of the CAC (120) and a second head end of the CAC (120), the second set of seals being adjustable between a first position (602) in which the charge air flowing through the air chamber (118) bypasses the CAC (120) and a second position (702) in which the charge air flowing through the air chamber (118) flows through the CAC (120). [20] Inlet arrangement according to claim 19, further comprising a controller (150) with computer-readable instructions for actively adjusting a position of the second set of seals based on a charge air temperature, wherein the adjustment comprises actuating a first actuator (228) to rotate a first rotatable rod and actuating a second actuator (228) to rotate a second rotatable rod, wherein the first and the second rotatable rod extend transversely across the air chamber from in front of the first head end of the CAC (120) to beyond the second head end of the CAC (120) on opposite sides of the CAC (120), wherein a first seal of the first set of seals is coupled to the first rotatable rod and a second seal of the second set of seals is coupled to the second rotatable rod.

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