METHOD AND SYSTEM FOR A VARIABLE LOAD MOTION SYSTEM OF A POWER MACHINE

Abstract

System that includes the following: a cylinder (30) with an inlet opening (140); a bladder (148) positioned in an opening in a bottom of the inlet opening (140) closest to the cylinder (30), wherein the bladder (148) is coupled to a bladder manifold (150) via a bladder inlet (324), and wherein the bladder manifold (150) is coupled to an outer wall of a cartridge (152), wherein the cartridge (152) is inserted into a partition between the inlet opening (140) and the cylinder (30), wherein the cartridge (152) further comprises the following: a front face with an outer wall and an inner wall; wherein the outer wall is coupled to the bladder bend (150); the inner wall is connected to a partition wall seal (414) which physically abuts the partition wall; and a hollow, Y-shaped channel (146) extending from the inner wall to the bubble (148), wherein the channel (146) is a single path (440) receiving the bubble inlet (324), and wherein the channel (146) forks to form a first and a second completely identical bubble (148).

Description

Area

[0001] The present description generally refers to methods and systems for controlling a vehicle's power engine to adjust a variable bubble in an intake air path. Background / Summary

[0002] Increased motion of the air and / or fuel charge injected into the combustion chamber of an engine can, under certain conditions, improve combustion efficiency. Charge motion can, for example, increase combustion effectiveness by introducing air velocity and turbulence in directions perpendicular to the flow direction. By introducing additional kinetic energy into the combustion chambers, an ignition front can traverse the combustion chamber volume more quickly and uniformly to interact with an increased amount of fuel before the heat energy is transferred to piston movement.Furthermore, the resulting turbulence can both increase the homogenization of the air-fuel mixture within the combustion chamber and increase the combustion rate, which is the time required for the air / fuel mixture to burn completely during the combustion process.

[0003] To improve the charge wobble and swirl parameters, various motion control devices can be coupled upstream of the engine cylinder inlet. By varying the charge motion of a cylinder, the combustion velocity of that cylinder can be varied. An exemplary motion control device is shown by Overbeck in US Patent US 4,928,638 A. In this device, a single variable bladder is arranged within an engine intake manifold. The bladder can be configured to have a variable cross-section, the cross-section being varied based on the engine's operating parameters. Specifically, a degree of bladder inflation is set to vary the degree of obstruction of the flow path available to an air-fuel mixture entering the intake manifold.

[0004] US Patent 5,165,374 A discloses a cylinder with inlet valves for opening and closing an opening of an inlet port. In one embodiment, an inflatable diaphragm is attached to a wall of the port, which is deflated and rests against the wall when the throttle valve is open to a large extent, and inflates when the throttle valve is open to a small extent to create a cylinder vortex.

[0005] German patent application DE 27 09 519 A1 discloses an internal combustion engine comprising a cylinder with a piston that can be moved back and forth within the cylinder, and an inlet port that terminates at a downstream end of the cylinder. The port has a vortex generator that causes the combustible charge passing through the inlet port to form a vortex in the cylinder, so that the charge enters the cylinder substantially tangentially to the cylinder wall.

[0006] German patent DE 198 09 052 A1 discloses an intake port for a reciprocating internal combustion engine. An expansion element is provided on one wall of the intake port, which rests against a support body of the expansion element when not pressurized and expands into the intake port as the pressure increases. German patent WO 92 / 003 645 A1 discloses a port arrangement of an internal combustion engine with a combustion chamber having an intake port and an exhaust port, wherein gas flows from the intake to the exhaust. A deformable diaphragm element projects into a port to reduce the cross-section and change the velocity of the gas flowing through it.

[0007] The inventors have identified potential problems with such devices. For example, the location of the variable bladder within the intake manifold (but upstream of the individual intake ports) can lead to a less than optimal charge mixture. While the charge mixture can be improved by generating turbulence and swirl downstream of the port intakes, such a position is too close to the cylinder head. In addition to the bladder being spatially restricted, it can be susceptible to thermal degradation in this location. Furthermore, the proximity to the hot cylinder head can affect the ability to control the amount of boost / drainage achieved. Heating of the bladder can, for example, lead to more boost than desired. This, in turn, can adversely affect the control of the air-fuel ratio during combustion.As another example, according to Overbeck, the bubble globally influences the charge movement to all cylinders, but it cannot regulate the charge movement of each cylinder individually. There may be conditions under which certain cylinders require more or less charge movement than others.

[0008] In one example, the problems described above can be at least partially addressed by a system comprising a cylinder with an intake port and a bladder positioned in an opening in the underside of the intake port, closest to the cylinder. In this way, individual cylinder combustion can be improved by providing charge motion for each cylinder at a location within the intake ports and closer to the cylinder head.

[0009] As an example, a variable-diameter bladder can be coupled to a cartridge that can be inserted into an engine bulkhead at a location immediately adjacent to the cylinder head, where the individual intake ports supply air to the respective cylinders. The bulkhead can be in fluid communication with a coolant channel (or channels) configured to circulate coolant. The cartridge can contain an internal air channel sealed from the coolant by an expansion element, with the internal air channel supplying air to the bladder to vary the degree of inflation. Based on the engine's operating conditions, such as the position of the air intake throttle valve, the amount of air supplied to each cartridge bladder can be varied. In this way, the bladder can be positioned within the small space available in the vicinity of the cylinder head.By coupling the variable bladder into a cylinder intake port of each cylinder of the engine, the wobbling effect generated by the bladder during inflation is increased. Simultaneously, positioning the cartridge adjacent to a coolant channel in the cylinder wall prevents thermal deterioration of the bladder. Furthermore, the inflation / deflation of the bladder can be controlled more precisely, regardless of its proximity to hot engine components.

[0010] The inventors recognized that the above approach could offer several advantages. For example, using one or more of the exemplary embodiments described above, it would be possible to change the intake air volumes of individual cylinders based on the existing operating parameter(s) of the engine. Another advantage is that the bladder can be easily installed and removed using the cartridge. The cartridge could, for example, comprise one or more variable bladders. The cartridge could be inserted into an opening in a partition between an engine cylinder and an intake port, with the cartridge extending through a section of a space within the partition. An engine coolant could flood the space within the partition, thereby surrounding the cartridge with coolant.A bladder manifold can be attached to the outside of the cartridge between the engine cylinder and an air intake manifold. This allows the bladder manifold and cartridge to be compact, saving engine space. An advantage is that the bladder improves fuel economy by optimizing the air / fuel mixture and ultimately increasing combustion efficiency.

[0011] The above discussion incorporates insights gained by the inventors that are not generally recognized as known. It should therefore be self-evident that the above summary is provided to introduce, in simplified form, a selection of the concepts further described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter, the scope of protection of which is clearly defined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that eliminate all the disadvantages mentioned above or in any part of this disclosure. Brief description of the drawings Fig. Figure 1 illustrates a power machine that includes a variable bladder. Fig. 2 represents a power engine comprising a cylinder head, an intake manifold and a bladder manifold. Fig. Figure 3 shows the cartridges that are inserted into the partition walls of the cylinder head. Fig. Figure 4 illustrates a detailed view of a cartridge withdrawn from the partition. Fig. 5A and 5B represent bubbles in an inlet opening, either in a deflated state or an inflated state. Fig. Figure 6 shows a top view of the cartridge inserted into the partition, with the cylinder head removed. Fig. Figure 7 shows a cross-sectional view of the inlet opening with a bubble inside it. Fig. 8A, Fig. 8B and Fig. Figure 8C represents various embodiments having three separate locations for a control valve that controls an air supply to the charge moving devices. Fig. Figure 9 demonstrates an exemplary procedure for adjusting a variable bubble in the inlet opening. Fig. Figure 10 demonstrates an exemplary procedure for setting two separately positioned bubbles in an inlet system of the power machine. Detailed description

[0012] The following description refers to systems and procedures for a variable bladder coupled to a power machine inlet system, such as in Fig. Figure 1 shows the bladder being positioned in a cartridge inserted into a power machine partition, as shown in the Fig. 2-7 is shown. Fig. Figures 8A-C represent different embodiments of the present disclosure. The bubble can be adjusted via a controller in coordination with an actuator and information from various applicable sensors. The controller can be programmed with instructions to execute a control routine, such as the routine according to Fig. 9. To inflate the bladder in response to a decreasing engine load (e.g., an inlet throttle valve closing further) by controlling the valves that supply compressed air to the bladder and / or vent air from the bladder to the atmosphere. The coordinated operation of a first and a second bladder located at different positions in the inlet port is described with respect to Fig. 10 discussed.

[0013] Fig. Figure 1 is a schematic graphic representation showing an exemplary embodiment of a cylinder of a multi-cylinder engine 10, which may be included in a propulsion system of a motor vehicle. The engine 10 is controlled at least partially by a control system, which includes a controller 12, and by input from an operator 132 of the vehicle via an input device 130. In this example, the input device 130 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. The combustion chamber (i.e., the cylinder) 30 of the engine 10 contains the walls 32 of the cylinder bore, in which a piston 36 is positioned. As shown, the piston 36 is coupled to a crankshaft 40, so that the reciprocating motion of the piston is converted into a rotary motion of the crankshaft.The crankshaft 40 can be coupled to at least one drive wheel of a vehicle via an intermediate gear system. Furthermore, a starter motor can be coupled to the crankshaft 40 via a flywheel to enable a starting operation of the engine 10.

[0014] As in the example after Fig. As shown in Figure 1, the combustion chamber 30 receives intake air from an intake manifold 44 via an intake port 42, while expelling the combustion gases via an exhaust port 48. The intake manifold 44 and the exhaust port 48 can each be selectively connected to the combustion chamber 30 via an intake valve 52 and an exhaust valve 54, respectively. In some embodiments, the combustion chamber 30 can contain two or more intake valves and / or two or more exhaust valves.

[0015] Upstream of the inlet valve 52, a charge-moving device (e.g., a variable bladder) 148 can be positioned in an opening in the bottom wall of an inlet port 140. The dashed line 142 represents a boundary between the inlet port 140 and the inlet manifold 44. In some examples, the bladder 148 can be spherical. In other examples, the bladder 148 can be elongated and can extend from the inlet port 140 to (and into) the inlet manifold 44. The bladder 148 can be positioned 10–40 mm from a section of the inlet valve 52 in contact with the bottom wall of the inlet port 140. In this position, when inflated, the bladder 148 can obstruct the air flowing to the inlet valve 52, thereby influencing airflow to create a wobbling effect for the charge entering the corresponding cylinder.The wobble can be defined as a vortex motion used to increase the homogeneity of the air / fuel mixture. A comparison of an inflated bladder and a deflated bladder is relevant in terms of... Fig. 5A and Fig. 5B shown.

[0016] The variable bladder(s) 148, located within the inlet opening 140, can be inflated or deflated in response to a sampled engine condition. For example, the bladder 148 can be at least partially inflated in response to a throttle position that closes further (e.g., a decreasing engine load). This may be due to a reduced effectiveness of the air / fuel mixture caused by a decrease in the airflow rate. To overcome this issue, the bladder 148 can be inflated to generate a wobble. Due to the proximity of the bladder 148 to a cylinder inlet valve 52 (the bladder may be located, for example, between 10 and 40 mm from a lower section of the inlet valve in contact with the inlet intake port), the wobble can be generated to increase the effectiveness of the air / fuel mixture.

[0017] The bladder 148 can be flush with the bottom wall of the inlet opening 140 after draining. In one example, when fully drained, the bladder 148 does not obstruct any part of the bore of the inlet opening 140. The bladder 148 can be coupled to a coolant seal located on a prong at one end of an expansion element 146. The expansion element can also be referred to as a channel. The channel 146 can be hollow and Y-shaped and connected to an inner wall of a cartridge 152. As described above, the combustion chamber 30 can contain two or more inlet valves. If the combustion chamber 30 contains two or more inlet valves, the channel 146 can branch to provide a bladder for each inlet valve. In this way, multiple variable bladders 148 and multiple inlet valves 52 can be present.Channel 146 can at least partially accommodate a bubble inlet path, whereby the path of the variable bubble can assume a shape similar to channel 146. The path of the variable bubble can extend from bubble 148 to a bubble bend 150. The path of the variable bubble is defined with respect to . Fig. 3 discussed in more detail.

[0018] In some embodiments, a second variable bladder 149 may be located additionally or alternatively within the outlet of the air intake manifold. The second variable bladder 149 may be elongated and larger than the variable bladder 148. The second variable bladder 149 may be located on the uppermost wall of the outlet of the air intake manifold furthest from the combustion chamber 30. That is, the engine 10 may contain two different bladders: a first variable bladder 148 located on the lowermost wall of an inlet opening 140 closest to the combustion chamber 30, and a second variable bladder 149 located on the uppermost wall of the outlet of the air intake manifold furthest from the combustion chamber 30. The first bladder 148 may be located closer to the combustion chamber compared to the second bladder 149 (the second variable bladder may, for example, be located 100–200 mm away from the inlet valve 52).The outlet of the air intake manifold can be discussed in more detail below. The second variable bladder 149 can be located upstream of a compressor 162 and downstream of the dashed line 142. The number of second variable bladders 149 present in the engine 10 can be equal to the number of combustion chambers 30.

[0019] For a power engine comprising four combustion chambers, each combustion chamber comprising two inlet valves, the power engine in one embodiment may include two variable bladders 148 in the inlet intake ports of the combustion chamber and a second variable bladder 149 in the outlet of the air intake manifold of the combustion chamber. That is, the described power engine may comprise a total of eight variable bladders 148 and four second variable bladders 149.

[0020] The second variable bladder 149 can globally influence the airflow to the intake valves 52 of all cylinders during inflation, rather than individually, whereas the variable bladder 148 can only influence a single cylinder intake valve 52 during inflation. Therefore, the second variable bladder 149 can at least partially obstruct the airflow to the combustion chamber 30 during inflation. When deflated, the second variable bladder 149 can be flush with the upper wall of the air intake manifold outlet, so that it does not obstruct a bore in the air intake manifold outlet.

[0021] An inflated second variable bladder can influence the airflow through the air intake manifold outlet, increasing the rate of airflow (e.g., velocity). In this way, air can be supplied to the combustion chamber 30 at an increased rate. A deflated bladder can allow an increased volume of air to flow through the air intake manifold outlet. The rate of airflow through a less inflated second bladder (e.g., a more deflated bladder) can be lower than the rate of airflow through a more inflated second bladder.

[0022] The second variable bladder 149 can include a second bladder manifold with a second bladder manifold path leading from a source of compressed air to the second bladder manifold. A second bladder control valve can be located between the second bladder manifold and the second bladder manifold path. The second bladder manifold can be fluidically coupled to the second bladder via a second bladder path. In this way, air can flow from the source of compressed air through the second bladder manifold inlet, through an open second bladder control valve, into the second bladder manifold, through the second bladder manifold path, and into the second bladder without flowing into / through the components of the first bladder, as described in more detail below. Additionally or alternatively, the second bladder manifold can include a second outlet control valve upstream of a second bladder manifold outlet.The second bladder manifold outlet can be connected to the same vacuum as the first bladder manifold outlet. By including the second control valve and the second discharge control valve, the second bladder can be inflated and / or deflated independently of the first bladder. The first bladder 148 can be located closer to the combustion chamber compared to the second bladder 149.

[0023] The cartridge 152 can comprise an inner wall and an outer wall. As described above, the inner wall of the cartridge 152 can be coupled to the channel 146. The bladder manifold 150 can be attached to the outer wall of the cartridge 152 via a projection. The cartridge 152 can be inserted into an opening in a partition located between the air intake manifold 44 and the cylinder 30. The bladder manifold 150 can be located in a space between a cylinder head and the air intake manifold 44 and be separated from the intake port by coolant channels. The intake port 140, the variable bladder 148, the second variable bladder 149, the channel 146, the cartridge 152, and the bladder manifold 150 are described with respect to the Fig. 2-5B discussed further.

[0024] The inlet valve 52 and the exhaust valve 54 are controlled by cam actuation via respective cam actuation systems 51 and 53. Each cam actuation system 51 and 53 can contain one or more cams and can employ a cam profile switching system (CPS system) and / or a variable cam timing system (VCT system) and / or a variable valve timing system (VVT system) and / or a variable valve lift system (WL system), which can be operated by the controller 12 to vary the valve operation. The positions of the inlet valve 52 and the exhaust valve 54 can be determined by the position sensors 55 and 57, respectively. In alternative embodiments, the inlet valve 52 and / or the exhaust valve 54 can be controlled by electric valve actuation. The cylinder 30 can, for example, be...Alternatively, it may include an inlet valve controlled by an electric valve actuator and an exhaust valve controlled by a cam actuator that incorporates CPS and / or VCT systems.

[0025] In some embodiments, each cylinder of the engine 10 can be configured with one or more fuel injectors to supply it with fuel. As a non-limiting example, it is shown that cylinder 30 contains a fuel injector 66, which is supplied with fuel from a fuel system. The fuel injector 66 is shown to be directly coupled to cylinder 30 to inject fuel directly into it in proportion to the pulse width of a signal FPW received from the controller 12 via an electronic driver 68. In this way, the fuel injector 66 provides what is known as direct injection of fuel into cylinder 30.

[0026] As in Fig. As shown in Figure 1, the intake port 42 contains a throttle valve 62, which has a throttle plate 64. In this particular example, the position of the throttle plate 64 can be varied by the controller 12 via a signal provided to an electric motor or actuator contained within the throttle valve 62, a configuration generally referred to as electronic throttle control (ETC). In this way, the throttle valve 62 can be operated to vary the intake air supplied to the combustion chamber 30 below the other engine cylinders. The position of the throttle plate 64 is provided to the controller 12, for example, by a throttle position signal TP. The intake port 42 also contains a mass airflow sensor 120 and a manifold absolute pressure sensor 122 to provide the signals MAF and MAP, respectively, to the controller 12.

[0027] The ignition system 88 can provide a spark to the combustion chamber 30 via a spark plug 92 in response to an ignition advance signal SA from the controller 12 under selected operating modes. Although spark ignition components are shown, in some embodiments the combustion chamber 30 or one or more other combustion chambers of the engine 10 can be operated in a compression ignition mode with or without a spark.

[0028] The engine 10 can further include a compression device, such as a turbocharger or a supercharger, which includes at least one compressor 162 arranged along the inlet manifold 44. For a turbocharger, the compressor 162 can be driven at least partially (e.g., via a shaft) by a turbine 164 arranged along the outlet channel 48. For a supercharger, the compressor 162 can be driven at least partially by the engine and / or an electric motor, and may not include a turbine. Consequently, the amount of compression (e.g., boost) supplied to one or more cylinders of the engine via a turbocharger or supercharger can be varied by the controller 12.

[0029] It is shown that an exhaust gas sensor 126 is coupled to the exhaust channel 48 upstream of an exhaust gas purification device 70. The sensor 126 can be any suitable sensor to provide an indication of the air / fuel ratio of the exhaust gases, such as a linear oxygen sensor or UEGO (universal or wide-range exhaust gas oxygen sensor), a dual-state oxygen sensor or EGO, a HEGO (heated EGO), or an NO sensor. x -, HC or CO sensor. It is shown that the exhaust gas purification device 70 is arranged along the exhaust channel 48 downstream of an exhaust gas sensor 126. The device 70 can be a three-way catalytic converter (TWC), a NO sensor, or a CO sensor. x-Trap, various other exhaust gas purification devices, or combinations thereof. In some embodiments, the exhaust gas purification device 70 can be periodically reset during the operation of the engine 10 by operating at least one cylinder of the engine within a specific air / fuel ratio.

[0030] The Controller 12 is in Fig. 1 is shown as a microcomputer comprising a microprocessor unit 102, input / output ports 104, an electronic storage medium for executable programs and calibration values, shown in this particular example as a read-only memory chip 106, a read / write memory 108, a hold memory 110 and a data bus.In addition to the signals discussed previously, the controller 12 can receive various signals from the sensors coupled to the engine 10, including the input mass airflow (MAF) measurement from the mass airflow sensor 120; the engine coolant temperature (ECT) from a temperature sensor 112 coupled to a cooling sleeve 114; a profile ignition response (PIP) signal from a Hall effect sensor 118 (or other type) coupled to the crankshaft 40; a throttle position (TP) signal from a throttle position sensor; and an absolute manifold pressure signal from sensor 122. An engine speed signal, RPM, can be generated by the controller 12 from the PIP signal. The manifold pressure signal, MAP, from a manifold pressure sensor can be used to provide an indication of the vacuum or pressure in the intake manifold.It should be noted that various combinations of the above sensors can be used, such as a MAF sensor without a MAP sensor, or vice versa. During stoichiometric operation, the MAP sensor can, for example, provide a reading of the engine torque. Furthermore, this sensor, together with the detected engine speed, can provide an estimate of the charge (including air) introduced into the cylinder. In one example, sensor 118, which is also used as an engine speed sensor, can generate a predetermined number of equally spaced pulses with each revolution of the crankshaft.

[0031] As discussed above, this illustrates Fig. 2 a more concise representation of the power unit 10 and the air intake manifold 44. Specifically, it represents Fig. 2 represents a spatial relationship between the power engine 10, the air inlet manifold 44 and the bubble manifold 150, which is to scale, although other relative dimensions may be used if desired. Fig. 2 is to scale.

[0032] The engine 10 can include a cylinder head 210, which can be fluidly coupled to the air intake manifold 44 via the intake ports 240 of the air intake manifold. The intake ports 240 of the air intake manifold extend and curve away from the cylinder head 210 into a plane parallel to a combustion chamber. In this way, a space can be located between the cylinder head 210 and the air intake manifold. A bladder manifold 150 can be located within the space between the air intake manifold 44 and the cylinder head 210, directly below the intake ports 240 of the air intake manifold. As mentioned above, the bladder manifold 150 is coupled to a cartridge (e.g., the cartridge 152) via pipe fittings 220. The number of pipe fittings 220 can correspond to the number of cartridges present in the cylinder head 210. In this way, each cartridge can be directly coupled to the bladder manifold 150.Additional details of the cartridge's structure are discussed in more detail below.

[0033] The blower manifold 150 can include a blower manifold outlet 250 downstream of a second control valve 260, which can discharge to an air intake system. The outlet 250 can be fluidically coupled to a vacuum source (not shown). The blower manifold outlet 250 can curve directly upstream of the second control valve 260. The blower manifold outlet 250 can curve away from the air intake manifold 44 towards the cylinder head 210. It is understood by a person skilled in the art that, based on the design of the cylinder head and the spatial constraints in the vicinity of the cylinder head (e.g., downwards in the direction of a cylinder), the blower manifold outlet 250 can curve in other possible directions. The second control valve 260 can be adjusted to regulate the amount of vacuum provided by the vacuum source. In this way, the drainage rate of a variable bladder (e.g.the variable bladder 148). If, for example, the second control valve 260 is in a more open position, the discharge rate may be increased compared to a second control valve 260 in a less open position.

[0034] The bladder manifold 150 can further include a bladder manifold air duct 280, which is coupled to a compressed air source 290. The compressed air source 290 can supply an airflow to the air inlet manifold 44 and / or to the bladder manifold 150 via a duct 270 of the air inlet manifold or a bladder manifold air duct 280. The airflow supplied to the air inlet manifold 44 from the compressed air source 290 can be adjusted via a variable valve 274 located between the air inlet manifold 44 and the compressed air source 290. Similarly, the airflow supplied to the bladder manifold 150 can be adjusted via a control valve located between the compressed air source 290 and the bladder manifold 150. Line 270 of the air intake manifold is located downstream of an intake duct 42.The compressed air can be generated by a compressor of the turbocharger of the engine and stored in a compressed air storage device (e.g. the source of 290 compressed air).

[0035] As illustrated, the engine 10 comprises four cylinders, with the air intake manifold 44 comprising four intake ports 240. Each intake port 240 of the air intake manifold can lead to an intake port 140. In this way, air can flow through an intake port (e.g., intake port 42) into the air intake manifold 44, through the outlets of the air intake manifold, and then through the individual ports / intake ports of the cylinders into a corresponding combustion chamber (e.g., a corresponding cylinder 30). As mentioned above, an intake valve (e.g., intake valve 52) can be actuated to adjust the amount of air received in the combustion chamber. Before reaching the combustion chamber, the airflow can be modified by a variable bladder (e.g., variable bladder 148) based on the degree of bladder inflation. By increasing the degree of inflation of the bladder, for example,The airflow may be restricted and the charge movement may be increased.

[0036] In some embodiments, a second variable bladder may be located additionally or alternatively within the outlet of the air intake manifold. The second variable bladder may be elongated. The second variable bladder may be located on the uppermost wall of the outlet of the air intake manifold furthest from a combustion chamber. That is, the power unit 10 may contain two bladders: a first bladder located on the lowermost wall of a cylinder opening closest to the combustion chamber, and a second bladder located on the uppermost wall of the outlet of the air intake manifold furthest from the combustion chamber.

[0037] The first and second bladders can both be coupled to the bladder manifold 150 and controlled together. Additionally or alternatively, the first bladder can be the only bladder coupled to the bladder manifold 150, while the second bladder can be coupled to a separate bladder manifold. In this way, the first and second bladders can be operated independently. For example, one bladder can be inflated while the other remains uninflated. Furthermore, the first and second bladders can be inflated and / or deflated at different rates. This allows the charge motion entering a cylinder to be varied at different locations, enabling improved tumbling and vortex control of the cylinder charge.

[0038] In Fig. Figure 3 shows a perspective view 300 of the cylinder head 210, with the air intake manifold 44 omitted to more accurately represent a space occupied by a bubble manifold 150. Fig. Figure 3 represents a cylinder head with cartridges 152 inserted into several partitions. The cartridges 152 are coupled to a bladder manifold 150, which can be used to inflate or deflate the variable bubbles coupled to a channel associated with each cartridge. As shown in Fig. As illustrated in Figure 2, there is a space between the cylinder head 210 and the air intake manifold 44. As shown in Fig. As shown in Figure 3, the spatial separation can advantageously be achieved by a bubble manifold 150, thereby enabling the bubbles to be contained despite the limited space available in the vicinity of the cylinder head. Furthermore, the specific location allows a coolant to circulate in the vicinity of the bubble, protecting it from thermal deterioration. Fig. 3 is to scale.

[0039] The cylinder head 210 can include multiple cylinder intake ports 140. As above regarding Fig. As mentioned in section 2, the inlet openings 140 can be coupled to an intake port of the air intake manifold (e.g., intake port 240 of the air intake manifold) or to an air intake manifold (e.g., air intake manifold 44). As illustrated, several cartridges 152 are located below the inlet openings 140. Specifically, a single cartridge 152 is inserted into a partition located below a single inlet opening 140. The partition can be located between a combustion chamber (e.g., cylinder 30) and the single inlet opening 140, and more specifically, between a cylinder head and the corresponding single inlet intake port.

[0040] The partition can have several tubular openings, each positioned below a corresponding inlet opening 140 and facing the air inlet manifold 44. Each opening extends along at least one section of the length of the cylinder head 210. The opening of the partition can be machined so that an inner wall of the cartridge 152 is aligned with an outer edge of the partition opening. In this way, any coolant located in a space within the partition cannot leak out of the partition space when the cartridge 152 is inserted into the partition. The partition space can extend from an opening of the partition to a combustion chamber wall (e.g., the combustion chamber wall 32) nearest to the air inlet manifold 44. The partition space can be large enough to accommodate the entire cartridge 152. The partition is designed with respect to Fig. 4 discussed in more detail.

[0041] Each cartridge 152 can include an outer end face 320. Each outer end face 320 can include a projection that attaches a single bladder manifold (e.g., the bladder manifold 150) to the outer end face 320 of the cartridge 152. The section of the bladder manifold 150 that communicates with the outer end face 320 can, in one example, be configured as a dowel pin. Similarly, in one embodiment, multiple tube fittings 220 can connect multiple outer end faces 320 to seal both a bladder actuation air path to the atmosphere and a cooling jacket of the engine cylinder head. The axis of the bladder manifold 150 is parallel to a side axis 332 (or an outer end face) of the cartridge 152. In this way, the number of connection points between the bladder manifold 150 and the cartridges 152 can be equal to the number of cartridges 152.As shown in the current example, four cartridges are located inside the cylinder head 210. Accordingly, there are four connection points between the cartridges 152 and the bladder manifold 150. In alternative embodiments, however, the number of cartridges and connection points can be larger or smaller.

[0042] Each cartridge 152 can be fastened to an outer flange of the partition by several screws 334. As shown, the screws 334 can be inserted opposite each other along a lateral axis 332 of the cartridge 152 (i.e., along the width of the cartridge along an axis parallel to the axis of the bladder manifold 150). The screws 334 can be inserted into corresponding holes located in the outer end face 320 of the cartridge 152, the holes being positioned symmetrically along the lateral axis 332 (along the longer plane) of the cartridge. In this way, each cartridge can occupy a space below a cylinder inlet port 140 between a cylinder head 210 and the cylinder. The channel and the partition are oriented with respect to Fig. 4 discussed in more detail.

[0043] The inlets 324 of the variable bladder can connect the bladder elbow 150 to an inner section of the cartridge, specifically to an inner channel of the cartridge (which is in Fig. (as described in section 4) are coupled fluidically. The inner channel can extend from one end of the inlets 324 of the variable bladder to a variable bladder (e.g., the variable bladder 148) located in the inlet opening 140. A section of the inlet 324 of the variable bladder can be at least partially contained by the channel. The section of the inlet 324 of the variable bladder contained by the channel can be located below the inlet openings 140 within a partition.

[0044] Extending from the outer end face 320, the inlet 324 of the variable bladder can be connected to the bladder elbow 150. The diameter of the inlet 324 of the variable bladder can be smaller than the diameter of the bladder elbow 150. The bladder elbow 150 can follow the axis 332 linearly and bend directly upstream of the second control valve 260. The bladder elbow 150 can supply air to the multiple inlets 324 of the variable bladder. The bladder elbow 150 can receive air via a bladder elbow air line 280, which fluidically couples the bladder elbow to a source of compressed air (e.g., the compressed air source 290). A first control valve 340 can be located along the bubble manifold air line 280 at a location near a bubble manifold inlet 342 of the bubble manifold 150 to control an amount of air supplied to the bubbles via the bubble manifold 150.As shown, the bubble manifold inlet 342 can be coupled to the bubble manifold 150 between the cartridges at their very center. Alternatively, the bubble manifold inlet 342 can be located directly adjacent to one of the outermost cartridges. Therefore, air from the compressed air source can flow into the bubble manifold 150 as long as the first control valve 340 is at least partially open. The first control valve 340 can be used to regulate the airflow into the bubble manifold 150. When the first control valve 340 is closed, the bubble manifold 150 cannot receive any air, which also means that the bubbles in the inlet openings 140 cannot receive any air.

[0045] The air in the bladder manifold 150 can flow out of the bladder manifold 150 via a bladder manifold outlet 250. The bladder manifold outlet 250 can be offset from a main axis of the bladder manifold 150. Specifically, the bladder manifold 150 can extend longitudinally along a length of the cylinder head 210 parallel to the lateral axis 332 of the cartridges and then past the last cartridge, with the axis of the bladder manifold curving or bending slightly to one side of the cylinder head 210. A second control valve 260 is positioned immediately after the bend in the bladder manifold along the bladder manifold 150. Air can flow through the bladder manifold outlet 250 if the second control valve 260 is at least partially open. The second control valve 260 can be used to adjust the outlet air flow rate from the bubble manifold 150 through the bubble manifold outlet 250.The bubble manifold outlet 250 can be coupled to a vacuum system, which can assist the outflow of air through the bubble manifold outlet 250 by applying a vacuum to the bubble manifold 150. In this way, air can be drawn out of the bubble manifold 150 via the vacuum. However, if the second control valve 260 is in a closed position, the bubble manifold 150 cannot experience the vacuum generated by the vacuum system, and air cannot flow through the bubble manifold outlet 250. If the second control valve 260 is in a closed position, the bubbles located in the inlet openings 140 cannot be released.

[0046] Fig. Figure 4 shows an exploded view of the cylinder head, illustrating an inlet port, a partition, and a cartridge of the cylinder head. As described above, the cylinder head can include a number of inlet ports, partitions, and cartridges, the number being equal to the number of combustion chambers. Fig. 4 is to scale.

[0047] The cylinder head 210 includes an inlet port 140 above a partition 410. The partition 410 may be located between the inlet port 140 and a combustion chamber (e.g., a cylinder 30). The partition 410 may be located on one side of the combustion chamber, closest to a blower manifold 150. A cooling jacket (not shown) containing coolant channels may be present, opening into spaces in the partition 410 so that coolant can flow through the spaces within the partition 410. Similarly, a partition gasket 414 may be positioned on an outer flange of a partition opening facing a space between the cylinder head 210 and the blower manifold 150. The partition opening may be located, for example, on the side of the cylinder head 210. B. to a space occupied by the bladder manifold 150, between the cylinder head 210 and an intake air manifold (e.g. the intake air manifold 44) ​​with respect to Fig. 2. be open. In this way, the partition seal prevents the coolant from escaping to the atmosphere.

[0048] The cartridge 152 is inserted into the partition 410. As shown, the cartridge 152 is designed so that its dimensions correspond to the dimensions of an opening in the partition 410, allowing the cartridge 152 to be fitted into the partition 410. When the cartridge 152 is inserted into the partition 410, an inner end face of the cartridge 152 is pressed against the partition seal 414, preventing coolant from escaping the partition 410. The cartridge 152 can be fastened to the partition 410 using the screws 334. The screws 334 can first be driven through the corresponding holes 418 in the cartridge 152 and then through the corresponding holes 422 in the outer surface of the partition 410. The corresponding holes 418 of the cartridge and the corresponding holes 422 of the partition are aligned when inserting the cartridge 152 into the partition 410.As mentioned above, the screws 334 can be positioned opposite each other along a lateral axis of the cartridge 152. The corresponding holes 418 of the cartridge and the corresponding holes 422 of the partition can be threaded so that the cartridge 152 can be precisely fitted to the partition 410 when the screws 334 are inserted and tightened through the corresponding holes 418 of the cartridge and the corresponding holes 422 of the partition.

[0049] A channel 146 extends from the inner end face of the cartridge 152 and occupies a portion of the space located within the partition 410. In this way, when the cartridge 152 is inserted into the partition 410, the channel 146 is surrounded by coolant. The channel 146 can be hollow and Y-shaped. A variable bladder 148 can be coupled to a seal 434 of the coolant / air passage, which is connected to each prong end of the channel 146. One end of the channel 146 can here be referred to as a prong. The channel can be Y-shaped to provide the bladder 148 to each inlet valve (e.g., the inlet valve 52) of a given combustion chamber. The channel 146 can, for example, be Y-shaped, as shown, to provide the two bladders 148 to the two separate inlet valves of a combustion chamber. In alternative examples, channel 146 can be linear and non-forking, with the combustion chamber including only one inlet valve.It is recognized by a specialist in the field that the channel 146 can be shaped in such a way as to provide a number of bubbles 148 equal to the number of intake valves of the cylinder.

[0050] When the cartridge 152 is inserted into the partition 410, the coolant / air passage seal 434 can be physically coupled to an outer surface of an opening located in the lowest wall of the inlet opening 140 closest to a combustion chamber. In this way, the coolant flooding the spaces within the partition 410 cannot enter the inlet opening 140, regardless of the degree of inflation of the variable bladder 148. Conversely, the air moving through the cylinder head openings cannot enter the water jacket. The opening can accommodate the bladder 148, so that the diameter of the opening is essentially equal to the diameter of the bladder 148. When the bladder 148 is deflated, it can be flush with the lowest wall of the inlet opening 140. In this way, a completely deflated bladder 148 cannot obstruct any channels within the inlet opening 140. Regarding Fig. 1. The distance between the bladder 148 and an inlet valve 52 can be between 10 and 40 mm. As mentioned above, this distance allows a partially inflated bladder to influence the airflow through the inlet opening 140 and, by at least partially obstructing the inlet opening 140, to generate a wobble. The wobble can be defined as a circular vortex motion that can increase the effectiveness of the air / fuel mixture.

[0051] The bladder 148 can be fluidically coupled to a bladder bend 150 via an inlet 324 of the variable bladder and a path 440 of the variable bladder. The path 440 of the variable bladder can be at least partially contained by the channel 146. The coolant that floods the partition 410 surrounds an outer portion of the channel 146 and is isolated from the path 440 of the variable bladder. As in Fig. As shown in Figure 4, channel 146 has a Y-shape, and therefore path 440 of the variable bubble can fork when channel 146 forks. In other words, path 440 of the variable bubble can assume a shape similar to the shape of channel 146.

[0052] The path 440 of the variable bladder can extend from the bottom of the bladder 148 to an outer wall of the cartridge 152. The path 440 of the variable bladder can connect to the inlet 324 of the variable bladder via a pipe fitting 220 and be fluidically coupled to the inlet 324 of the variable bladder. The pipe fitting 220 is screwed into the cartridge 152, the opposite end having a compression-type sealing arrangement that creates an airtight connection to the bladder elbow 150, thereby forming a sealed conduit between the bladder elbow 150 and the cartridge 152. The path 440 of the variable bladder is thus fluidly coupled to the inlet 324 of the variable bladder and connects to the inlet 324 of the variable bladder.

[0053] As described above, the degree of inflation of the variable bladder 148 can be set based on the operating conditions of the power machine. For example, the bladder 148 can be inflated so that it partially obstructs an air path within the inlet opening 140. Additionally or alternatively, the bladder 148 can be deflated so that it is flush with the bottom wall of the inlet opening 140 and does not obstruct the air path within the inlet opening 140. Fig. 5A and Fig. Figure 5B shows a bubble in its deflated and inflated states.

[0054] The Fig. 5A and Fig. Figure 5B represents a cylinder head 210 with an inlet opening 140 and a cartridge 152. The cartridge 152 can be attached to a partition (e.g., the partition 410) via screws 334 inserted into corresponding threaded holes. An outer wall can be attached to an inlet 324 of the variable bladder via a pipe fitting 220. An inlet 324 of the variable bladder can be fluidically coupled to the bladder manifold 150. It is recognized that, while the Fig. 5A-B represent the bladder in a completely deflated or inflated state; this is not meant to be restrictive, and alternative examples may show the bladders exhibiting any degree of inflation between the completely inflated and completely deflated states. Fig. 5A and Fig. Both 5B models are to scale.

[0055] In Fig. Figure 5A shows the bubbles 148 in a completely deflated state in the inlet opening 140. As described above, a completely deflated bubble in the inlet opening 140 can be flush with the bottom wall of the inlet opening 140, directly adjacent to the combustion chamber. In this way, the air flowing from an intake manifold (e.g., the intake manifold 44) ​​to the inlet opening 140 cannot be obstructed or affected by the bubbles 148. Deflation of the bubble can increase the rate of airflow to the corresponding cylinder.

[0056] The bubbles 148 can be released by blocking a source of compressed air (e.g., the source 290), by at least partially closing a control valve (e.g., the first control valve 340), by at least partially opening a second control valve (e.g., the second control valve 260), and by applying a vacuum. A release rate can be set by adjusting the second control valve and / or the applied vacuum pressure. For example, adjusting the second control valve to a more open position can increase the release rate while maintaining a constant vacuum. Similarly, increasing the vacuum introduced by the vacuum can also increase the release rate for a second control valve in a fixed, at least partially open position.

[0057] The completely drained bubbles 148, which in Fig. Figure 5A illustrates that the bubbles are flush with the bottom walls of the inlet opening 140. As mentioned, the completely deflated bubbles 148 cannot affect the airflow through the inlet opening 140. In this way, no wobbling can be generated and the airflow rate can be increased.

[0058] In Fig. Figure 5B shows the bubbles 148 in a fully inflated state in the inlet opening 140. As described above, a fully inflated bubble in the inlet opening can at least partially obstruct and influence the airflow passing through the inlet opening 140 into a combustion chamber. The bubbles 148 can be fully inflated to influence the airflow and create a turbulence, which can increase the mixing of an air / fuel mixture. This can increase fuel efficiency.

[0059] Additionally or alternatively, the bubbles can be partially inflated to influence the airflow and create a wobble. However, this wobble produced by the partially inflated bubbles may be less pronounced than that produced by a fully inflated bubble. Furthermore, the partially inflated bubble can provide a greater airflow to the combustion chamber compared to the airflow provided by the fully inflated bubbles.

[0060] The bubbles 148 can be at least partially inflated by blocking the vacuum, closing the second control valve 260, at least partially opening the first control valve 340, and starting the compressed air source. An inflation rate can be set by adjusting one or more of the control valves and the compressed air source. For example, adjusting the first control valve 340 to a more open position can increase the inflation rate. Similarly, increasing the pressure of the inflation air supplied by the compressed air source can increase the inflation rate.

[0061] Fig. Figure 6 represents an embodiment 600 illustrating a top view of the channel 146, the bladder(s) 148 and the outlet openings 610, with the cylinder head removed. Fig. Figure 7 shows a cross-sectional view, divided perpendicular to axis 332, of the inlet opening(s) 140, the channel 146, and the bladder 148. As shown, the inlet opening 140 extends downwards towards a cylinder, with one prong of the channel also having a downward slope corresponding to the slope of the inlet opening 140. In this way, the inlet opening 140 can more securely accommodate the bladder 148. Furthermore, upstream of a fork, where the channel 146 begins to slope downwards corresponding to the slope of the inlet opening 140 downstream of the fork, the channel 146 is essentially linear.

[0062] Fig. 8A, Fig. 8B and Fig. Figure 8C illustrates different possible locations for a control valve. Fig. Figure 8A illustrates an embodiment 802, which includes a control valve 340 located upstream of the bubble bend 150. In this way, the bubbles 148 can all receive a substantially equal amount of air. In this way, the bubbles 148 cannot be inflated independently of one another.

[0063] Fig. Figure 8B illustrates an embodiment 804 comprising a control valve 810 located downstream of an inner wall of the cartridge 152 and upstream of the bubbles 148. As shown, the bubbles 148A-D can be controlled independently. In this way, the bubbles 148A can receive a first inflation quantity while the bubbles 148 receive a second, higher or lower inflation quantity. As a result, a first cartridge can provide an air supply to the bubbles of the first cartridge that is not equal to an air supply to the bubbles of a second cartridge.

[0064] Fig. Figure 8C illustrates an embodiment 806, which depicts the control valves 840E and 840F downstream of an inner wall of the cartridge 152 and upstream of the bladders 148E and 148F. Bladder 148E can receive a first air supply that is higher or lower than a second air supply supplied to bladder 148F of the same cartridge. That is, a first bladder of a first cartridge can receive an air supply that is independent of an air supply supplied to a second bladder of the first cartridge or to a third bladder of a second cartridge.

[0065] The procedures and conditions for inflating / deflating the bubbles 148 are described below with regard to the Fig. 9 is described in more detail. Furthermore, the methods and the condition for an embodiment comprising a first bladder coupled to a cylinder opening and a second bladder coupled to an intake manifold are described with respect to Fig. 10 described.

[0066] Fig. Figure 9 illustrates an exemplary method 900 for adjusting the inflation of a bubble in an intake port of a cylinder head of an engine. The method may include conditions for at least partial inflation of the bubble due to a decreasing engine load to introduce / increase a wobble effect on the air / fuel mixture. Furthermore, the method may include conditions for at least partial deflation of the bubble due to an increasing engine load to provide wobble while allowing an increased rate of airflow.

[0067] Procedure 900 can begin at 902, where the controller estimates, measures, and / or determines the current operating parameters of the engine. The current operating parameters of the engine that are estimated may include, but are not limited to, the manifold airflow rate, vehicle speed, throttle position, manifold vacuum, engine speed, boost level, compressor speed, and the air / fuel ratio of combustion. An engine load can be determined from the vehicle speed and / or the throttle position and / or the manifold vacuum.

[0068] In 904, procedure 900 includes determining whether a current engine load is less than a first threshold. The first threshold can reflect a low engine load. For example, the current engine load may be less than the first threshold if the engine is idling and / or the throttle position is at least partially closed. When the throttle is in the mostly closed position, less airflow is supplied to the engine, reflecting that the current engine load is less than the first threshold.

[0069] If the engine load is not less than the first threshold, the procedure proceeds to 906 to determine whether the current engine load is decreasing. A decreasing engine load can be confirmed based on a throttle position decreasing with more than a threshold speed (e.g., commanded to a fully closed position), a decreasing vehicle speed, and an increasing manifold vacuum.

[0070] If the engine load (at 904) is less than the first threshold or the engine load (at 906) decreases, then the procedure 900 to 908 can proceed to inflate the bladder. At 908, inflating the bladder includes at least partially opening the control valve 910, closing the second control valve 912, and initiating the supply of air from a source 914 of compressed air. As mentioned above, the degree of bladder inflation can be set by adjusting one or more of the control valves and the pressure of the air supplied by the source of compressed air. Therefore, a target degree of bladder inflation can first be determined based on the engine load, with the degree of inflation being increased when the engine load decreases (e.g., below the first threshold).The opening of the control valve and / or the output of the compressed air source can then be adjusted based on the desired degree of bladder inflation. For example, if the engine load is less than the initial threshold and continues to decrease, the bladder can be kept fully inflated. Air from the compressed air source can flow through the bladder manifold inlet, through the at least partially open control valve into the bladder manifold, and then through the bladder manifold path into a bladder inlet and onward to the bladder.

[0071] As an example, a vehicle might transition from a high load to a medium load range. In response to the decrease in engine load, the controller may determine that the bladder should be inflated. However, based on the engine load being within a certain distance of the first threshold, the bladder cannot be fully inflated. If the engine load were to exceed this distance, the bladder could be fully inflated. By maintaining the less-than-fully inflated bladder in the medium load range, a target airflow rate can be provided under medium load conditions.

[0072] It is recognized that if the engine load is higher than the first threshold but lower than a second threshold (as elaborated below), the degree of inflation can be adjusted similarly based on the engine load. Specifically, if the engine load lies between the first and second thresholds, the bladder can be partially inflated, but not fully inflated or completely deflated.

[0073] If, returning to step 906, it is determined that the current engine load is not decreasing and that the engine load is less than the first threshold, then the procedure continues from step 900 to 916 to determine whether the current engine load is greater than the second threshold. As mentioned above, the second threshold can be a higher engine load. It can be determined that the engine load is greater than the second threshold if a throttle position is further open (e.g., with a wide-open throttle valve), the vehicle speed is high (e.g., greater than 64 km / h), and / or the manifold vacuum is low.

[0074] If the current engine load is not greater than the second threshold, then procedure 900 to 918 continues to determine whether the current engine load is increasing. It can be determined that the engine load is increasing if the throttle opening increases at a threshold speed (e.g., to a wide-open throttle), the vehicle speed increases, and / or the manifold vacuum decreases.

[0075] If procedure 900 determines that the engine load is greater than the second threshold or that the engine load is increasing, then procedure 900 can proceed to 920 and vent the bladder. It may be preferable to vent the bladder with increasing engine loads to enhance the air / fuel mixture at higher loads by providing an increased rate of airflow. Therefore, by venting the bladder to provide the increased rate of airflow while reducing charge tumbling, fuel efficiency can be improved. A degree of venting can be determined based on the engine load. Specifically, the degree of venting can be increased as the engine load increases (e.g., above the second threshold).

[0076] In the case of 920, the procedure 900 involves draining the bladder by closing a control valve 922 and / or opening a second control valve 924 and / or initiating the application of a vacuum to the bladder manifold 926. As discussed above, a drain rate can be adjusted by setting the opening of the second control valve and / or by adjusting the amount of vacuum provided by the vacuum source. For example, the drain rate can be increased by enlarging the opening of the second control valve. Similarly, the drain rate can be increased by increasing the vacuum applied by the vacuum source. In this way, air can flow out of the bladders at an increased rate to drain them.During the conditions for releasing the bubbles, air can flow from the bubble to the bubble inlet, through the bubble manifold path and into the bubble manifold, and then through a second control valve that is at least partially open and into the vacuum source. The process can then be terminated.

[0077] In an example, if the engine load is greater than the second threshold but within a threshold distance of it, the bladder can only be partially deflated. However, if the engine load is greater than the second threshold and beyond the threshold distance, the bladder can be completely deflated. This can be done due to a need for increased airflow and reduced wobble at the higher load. The completely deflated bladder cannot obstruct an intake port (e.g., a cylinder opening) and cannot affect airflow wobble. Deflating the bladder at higher engine loads can allow the target air requirement to be met.

[0078] If, upon returning to step 918, it is determined that the engine load is not increasing, then the procedure can proceed to step 928 and maintain the current operating parameters of the engine, which includes not adjusting the bladder. For example, an existing inflation / deflation state of the bladder can be maintained. The procedure can then end.

[0079] Method 900 therefore represents an exemplary method for adjusting the operation of a single, variable-speed bladder located in an intake port of a cylinder head. The bladder can be inflated when it is determined that an engine load is decreasing and deflated when it is determined that an engine load is increasing. In this way, combustion can be optimized at low engine loads by inflating the bladder to provide a swirl to increase the air / fuel mixture, and at higher engine loads by deflating the bladder to provide an increased airflow.

[0080] Fig.Figure 10 demonstrates a method 1000 that can be used to adjust both a first bubble in an intake port (e.g., a cylinder port) and a second bubble in an intake manifold upstream of the intake port. Method 1000 can be implemented independently of method 900. In the illustrated embodiment, both the first and second bubbles are coupled to a common cylinder. Similarly, the first and second bubbles can be present for each engine cylinder in the intake port and in the intake manifold's intake channel to allow the flow to each cylinder to be adjusted independently and individually.In alternative embodiments, however, each cylinder can have a first variable bladder in its corresponding intake port, while the second bladder can be a common bladder for all engine cylinders, positioned in the intake manifold upstream of the intake port inlets. Here, the first bladder can allow individual airflow settings for the cylinder, while the second bladder allows global (common) airflow settings for all engine cylinders.

[0081] The bubbles can be adjusted in response to a sampled operating parameter of the vehicle. As detailed below, the controller can operate the bubbles in at least three modes, with the bubbles in various inflation / deflation states. In the first mode, the controller can change the inflation state of the first variable bubble without affecting the second. In the second mode, the controller can change the inflation state of the second variable bubble without affecting the first. In the third mode, the controller can modify both the first and second variable bubbles. The first, second, and third modes can be mutually exclusive.

[0082] Procedure 1000 can begin at 1002, which includes estimating, measuring, and / or determining the operating parameters of the engine. The evaluated operating parameters of the engine may include, but are not limited to, measurements of air flow rate, vehicle speed, throttle position, manifold vacuum, engine speed, boost level, and air / fuel ratio. An engine load can be determined from the vehicle speed and / or throttle position and / or manifold vacuum.

[0083] In 1004, the procedure includes determining whether the conditions for entering the first mode are met. The conditions for entering the first mode can be based on the throttle position and / or the engine load and / or the airflow rate and / or the air / fuel mixture. In one example, the first mode can be entered in response to a need for increased air turbulence while meeting a specific engine airflow rate. In another example, the first mode can be entered in response to the second bubble being fully inflated while the engine load is decreasing (and a further decrease in airflow is required). In yet another example, the first mode can be entered in response to the second bubble being fully deflated while the engine load is increasing (and a further increase in airflow is required).

[0084] If the conditions for entering first mode are met, then procedure 1000 to 1006 can proceed to enter first mode. At 1008, working in first mode involves changing the inflation / deflation state of the first bladder without changing the second bladder (i.e., while maintaining the state of the second bladder). Changing only the first bladder may involve either inflating or deflating the bladder based on the sampled vehicle operation. For example, if an engine load decreases (e.g., the throttle position is closed further), then the change may involve increasing the degree of inflation of the first bladder. Conversely, if the engine load increases (e.g., the throttle position is opened further), then the change may involve increasing the degree of deflation of the first bladder.As described above, the first bubble can be selectively modified in the first mode while the second bubble remains unchanged. The second bubble, as such, can be completely deflated, partially inflated, or completely inflated when entering the first mode. Consequently, the first bubble can be modified in the first mode to be more inflated or more deflated than the second bubble. Then the process can end 1000.

[0085] If the entry conditions for the first mode are not met, then procedure 1000 to 1010 can proceed to determine whether the entry conditions for the second mode are met. The entry conditions for the second mode can be based on an inlet airflow rate (e.g., an airflow rate that differs from a set airflow rate), a changing engine load, and a manifold vacuum that differs from a set vacuum. In one example, the second mode can be entered in response to a need for increased airflow while maintaining a tumbling rate. In another example, the second mode can be entered in response to the first bubble becoming fully inflated while the engine load decreases (and a further decrease in airflow is required).In yet another example, in response to the first bubble being completely deflated while the load on the power engine increases (and a further increase in airflow is required), the second mode can be entered.

[0086] If the conditions for the second mode are met, then procedure 1000 proceeds to 1012 to enter the second mode. At 1014, during the second mode, procedure 1000 involves changing the inflation / deflation state of the second bladder without changing the inflation / deflation state of the first bladder (i.e., while maintaining the state of the first bladder). Changing only the second bladder can involve either inflating or deflating the bladder during the sampled vehicle operation.

[0087] As an example, the modification can involve increasing the degree of inflation of the second bladder if, for a given amount of tumbling, an increase in the airflow rate is desired. Conversely, if a decrease in the airflow rate is desired for a given amount of tumbling, then the modification can involve increasing the degree of deflation of the second bladder. As described above, the second bladder can be selectively modified in the second mode while the first bladder remains unchanged. The first bladder, as such, can be completely deflated, partially inflated, or completely inflated when entering the second mode. Consequently, the second bladder can be modified in the second mode to be more inflated or more deflated than the first bladder. Then the procedure can end.

[0088] If the entry conditions for the second mode are not met, then procedure 1000 to 1016 can proceed to determine whether the conditions for the third mode are met. The conditions for the third mode can be based on engine load, throttle position, or intake airflow. In one example, the third mode can be entered in response to a failure to meet a target oscillation and intake airflow. In another example, the third mode can be entered in response to a pedal release at low engine load or pedal pressure at high engine load, such as a pedal release to a closed throttle at low engine load or pedal pressure to wide open throttle (WOT) at high engine load.

[0089] If the entry conditions for the third mode are met, then procedure 1000 to 1018 can proceed to enter the third mode. In the third mode, procedure 1000 to 1020 involves changing both the first and second bladders. Changing both bladders can include inflating both bladders, deflating both bladders, or inflating one bladder while the other is deflating. Changing both the first and second bladders can be performed at the same rate or at different rates. For example, the first bladder can be inflated at a higher or lower rate and / or to a greater or lower degree of inflation than the second bladder. Likewise, the first bladder can be inflated at a higher or lower rate and / or to a greater or lower degree of inflation than the second bladder is deflated.In yet other examples, the inflation / deflation of the first bladder can be based on the inflation / deflation of the second bladder. For example, if the inflation of the first bladder is increased, the inflation of the second bladder can also be increased. In another example, if the inflation of the first bladder is increased, the inflation of the second bladder can be decreased. In alternative examples, the changes to the first and second bladders can occur at rates that are independent of each other.

[0090] If, back at 1016, the conditions for the third mode are not met, then procedure 1000 can proceed to 1022 to maintain the current operating parameters of the power machine, which involves not changing either the first or the second bladder. In other words, the first and second bladders can be maintained in their current inflation / deflation states. Then procedure 1000 can be modified.

[0091] In this way, a first bladder can be inflated to create a wobble or deflated to increase the airflow. Additionally, a second bladder can be present in the system and operated in conjunction with the first to provide synergistic benefits for the air-fuel mixture. Furthermore, the first and second bladders can be inflated to different degrees (e.g., the first bladder is 50% inflated, while the second is 25%). The technical effect of changing the first and second bladders is to increase the air / fuel mixture and thereby improve fuel economy. The first and second bladders can also be used to maintain a constant airflow or to adjust it to a target airflow rate.

[0092] By inserting the first bladder through an opening in a partition wall, via a cartridge, into an opening in the underside of the intake port closest to the cylinder, the bladder can be introduced in a compact design and protected from thermal degradation. Furthermore, the bladder can be adjusted based on the sampled engine operations to optimize the fuel efficiency of each individual engine cylinder.

[0093] In one embodiment, a system comprises a cylinder with an inlet port and a bladder positioned in an opening in the underside of the inlet port closest to the cylinder. The system additionally or alternatively further comprises a controller programmed with computer-readable instructions to inflate the bladder in response to an operating condition. The operating condition involves inflating the bladder in response to an inlet throttle valve being further closed. Additionally or alternatively, the bladder is coupled via a bladder inlet to a bladder manifold, and the bladder manifold is coupled to an outer wall of a cartridge.The cartridge is additionally or alternatively inserted into a partition between the inlet port and the cylinder, the cartridge further comprising an end face with an outer wall and an inner wall, the outer wall being coupled to the bladder manifold, the inner wall being connected to a partition gasket that physically abuts the partition, a hollow, Y-shaped channel extending from the inner wall to the bladder, and the channel being a single path receiving the bladder inlet, the channel branching to form a first and a second completely identical bladder. Additionally or alternatively, the partition gasket prevents engine coolant from leaking out of the partition, the engine coolant surrounding an outer section of the hollow, Y-shaped channel, a coolant gasket coupled to the bladder, and the bottom of the inlet port.The system further comprises, or alternatively, a cartridge, the cartridge containing a hollow, Y-shaped channel that includes a bladder inlet, the bladder inlet bifurcating as the hollow, Y-shaped channel bifurcates within an inner path of a partition. The cartridge is fastened to a partition by several screws, an inner wall of the cartridge being physically coupled to a partition gasket that is attached to an outer flange of an opening in the partition gasket. The bladder is inflated by a source of compressed air.

[0094] An embodiment of a cylinder head system comprising a cylinder head with an inlet opening above a partition, wherein the partition is fluidically connected to a coolant channel, and a cartridge inserted into the partition, which has an inner air channel sealed from the coolant by an expansion element, and a bladder coupled to one end of the cartridge and fluidically connected to the inner air channel. The cylinder head additionally or alternatively further comprises the partition, which is separated from the inlet opening by coolant channels and a coolant seal, and wherein the partition is located below the inlet opening between the cylinder and an upper part of the cylinder head. The bladder is additionally or alternatively further coupled to the coolant seal, which is coupled to the cartridge.The cylinder head additionally or alternatively comprises two bladders per cylinder, one bladder in each inlet port of the cylinder, the cylinder comprising two inlet ports. The bladder is flush with the bottom wall of the inlet port when deflated.

[0095] The cylinder head further comprises, or alternatively includes, a coolant that floods the partition wall, the coolant being supplied to or removed through the coolant channel, the coolant surrounding an outer part of the expansion element in the partition wall and being insulated from the inlet port by a coolant seal. The inlet port is additionally or alternatively fluidically coupled to an inlet manifold, the inlet manifold being spaced apart from the cylinder head, and the bladder manifold being located in the space between the inlet manifold and the cylinder head.

[0096] An embodiment of a method comprising adjusting both a first variable bladder in a cylinder intake port and a second variable bladder in an intake manifold in response to a sampled operating parameter of the vehicle. The method further comprises, additionally or alternatively, the adjustment including at least three modes, including a first mode involving the inflation of the first variable bladder without inflating the second variable bladder, a second mode involving the inflation of the second variable bladder without inflating the first variable bladder, and a third mode involving the inflation of both the first and second variable bladders. The adjustment of the vehicle operation is additionally or alternatively based on a throttle position and / or an engine load, wherein the first, second, and third modes are mutually exclusive.

[0097] It should be noted that the exemplary control and estimation routines contained herein can be used with various configurations of the power machine and / or vehicle system. The control procedures and routines disclosed herein can be stored as executable instructions in non-volatile memory and can be executed by the control system, including the controller, in combination with the various sensors, actuators, and other power machine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. As such, the illustrated various actions, operations, and / or functions can be executed in the illustrated order, in parallel, or, in some cases, omitted.Likewise, the processing sequence is not necessarily required to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated actions, operations, and / or functions can be performed repeatedly, depending on the specific strategy employed. Furthermore, the described actions, operations, and / or functions can graphically represent code to be programmed into the non-volatile memory of the computer-readable storage medium in the power machine control system, the described actions being executed by carrying out the instructions in a system that includes the various components of the power machine hardware in combination with the electronic controller.

[0098] It is clear 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. The above technique can be applied, for example, to V-6, I-4, I-6, V-12, Boxer-4, and other types of power engines. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

Claims

[1] System comprising the following: a cylinder (30) with an inlet opening (140); a bladder (148) positioned in an opening in a bottom of the inlet opening (140) closest to the cylinder (30), wherein the bladder (148) is coupled to a bladder manifold (150) via a bladder inlet (324), and wherein the bladder manifold (150) is coupled to an outer wall of a cartridge (152), wherein the cartridge (152) is inserted into a partition between the inlet opening (140) and the cylinder (30), wherein the cartridge (152) further comprises the following: a front face with an outer wall and an inner wall; wherein the outer wall is coupled to the bladder bend (150); the inner wall is connected to a partition wall seal (414) which physically abuts the partition wall; and a hollow, Y-shaped channel (146) extending from the inner wall to the bubble (148), wherein the channel (146) is a single path (440) receiving the bubble inlet (324), and wherein the channel (146) forks to form a first and a second completely identical bubble (148). [2] System according to claim 1, further comprising a controller (12) programmed with computer-readable instructions to inflate the bladder (148) in response to an operating condition. [3] System according to claim 2, wherein the operating condition includes the inflation of the bladder (148) in response to an inlet throttle valve (62) being further closed. [4] System according to claim 1, wherein the partition wall seal (414) prevents an engine coolant from leaking out of the partition, wherein the engine coolant surrounds an outer section of the hollow, Y-shaped channel (146), a coolant seal (434) coupled to the bladder (148), and the underside of the inlet opening (140). [5] System according to claim 1, further comprising a cartridge (152), wherein the cartridge (152) contains a hollow, Y-shaped channel (146) comprising a bubble inlet (324), wherein the bubble inlet (324) forks when the hollow, Y-shaped channel (146) forks within an inner path (440) of a partition. [6] System according to claim 5, wherein the cartridge (152) is attached to a partition wall via several screws (334), wherein an inner wall of the cartridge (152) is physically coupled to a partition wall seal (414) which is attached to an outer flange of an opening of the partition wall seal (414). [7] System according to claim 1, wherein the bladder (148) is inflated via a source (290) of compressed air. [8] Cylinder head system comprising the following: a cylinder head (210) which includes an inlet opening (140) above a partition, wherein the partition wall is fluidically connected to a coolant channel (146); and a cartridge (152) which is inserted into the partition and has an internal air channel which is sealed from the coolant by an expansion element (146), wherein a bladder (148) is coupled to one end of the cartridge (152) and is fluidically coupled to the inner air channel. [9] System according to claim 8, wherein the partition is separated from the inlet opening (140) via coolant channels (146) and a coolant seal (434), and wherein the partition is located between the cylinder (30) and an upper part of the cylinder head (210) below the inlet opening (140). [10] System according to claim 9, wherein the bladder (148) is further coupled to the coolant seal (434), which is coupled to the cartridge (152). [11] System according to claim 8, wherein the cartridge (152) forks near a terminal end of the cartridge (152), wherein the bladder (148) is coupled to an upper surface of a prong of the cartridge (152). [12] System according to claim 8, further comprising two bubbles (148) per cylinder (30), one bubble (148) in each inlet opening (140) of the cylinder (30), wherein the cylinder (30) comprises two inlet openings (140). [13] System according to claim 8, wherein the bubble (148) is flush with the bottom wall of the inlet opening (140) when the bubble (148) is deflated. [14] System according to claim 8, further comprising a coolant that floods the partition, wherein the coolant is supplied or removed through the coolant channel (146), wherein the coolant in the partition surrounds an exterior of the expansion element (146) and is isolated from the inlet opening (140) by means of a coolant seal (434). [15] System according to claim 8, wherein the inlet opening (140) is fluidly coupled to an inlet manifold (44), wherein the inlet manifold (44) is spaced apart from the cylinder head (210) and wherein the bladder manifold (150) is located in the space between the inlet manifold (44) and the cylinder head (210). [16] Method comprising the following: Adjusting both a first variable bladder (148) in a cylinder inlet port (140) and a second variable bladder (149) in an inlet manifold (44) in response to a sampled operating parameter of the vehicle, wherein the adjustment includes at least three modes which contain the following: a first mode which includes inflating the first variable bladder (148) without inflating the second variable bladder (149); a second mode which includes inflating the second variable bladder (149) without inflating the first variable bladder (148); and a third mode which includes the inflation of both the first and the second variable bladder (148, 149). [17] Method according to claim 16, wherein the adjustment of the vehicle operation is based on a throttle position and / or an engine load, wherein the first, second and third modes are mutually exclusive.

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