Engine reconditioning using ionized air

Abstract

Method for a motor vehicle, comprising: Introducing ionized air into a power engine cylinder while the engine is being rotated without fuel supply; Oxidizing organic substances in the cylinder using the introduced ionized air; and, wherein the introduction of ionized air and the non-fuel-supplied rotation of the engine is a response to an input from an operator, operator including a service technician.

Description

Area

[0001] The present application relates to methods and systems for refurbishing a power engine using a system that supplies ionized air to a power engine. Background and summary

[0002] Engine components (such as cylinders and valves) can deteriorate over time in various ways. For example, clogged throttle bodies can restrict airflow. Another example is carbon buildup on spark plugs, which increases knock limitation, and soot buildup on particulate filters, which can reduce engine performance due to increased back pressure. While engine control units may be configured to adjust engine operation based on the changing range of component performance, the range that can be compensated for can be quite narrow. Even within this range, there may be only a limited number of adjustments that can be made.As a result, either extensive cleaning or, from time to time, replacement of engine components may be necessary to maintain acceptable engine performance over an extended period. However, this can add unacceptable costs to vehicle operation, in addition to warranty issues. Overall, this can reduce customer satisfaction with their vehicle.

[0003] US 2014 / 0123924A1 relates to a method, systems and apparatus for injecting and igniting a fuel using a corona discharge for combustion, wherein the method for igniting a fuel in an engine includes the injection of ionized fuel particles.

[0004] US 5 992 397 A describes a gas device for an internal combustion engine in which recovered hydrocarbon gas vapors from the fuel tank and hydrocarbons with radical hydrocarbon gas vapors from the crankcase are mixed together with air and an alcohol-water solution and passed through an electronic ionizer.

[0005] WO 2015 / 185 914 A1 discloses a method for cleaning a surface inside a gas engine, wherein ozone is passed through an inlet to the engine and over the surface to remove any organic contaminants.

[0006] US 4 519 357 A relates to an air ionizer for installation in the air intake path of an internal combustion engine to introduce ozone and other oxidizing agents into the engine to improve combustion in the engine.

[0007] The inventors have recognized that ionized air can be advantageously used to reduce the deterioration of engine components. Specifically, a service technician can direct an ion-rich airflow through the air injection system of an engine to oxidize and remove organic matter from the engine system. In one example, a method for reducing the deterioration of engine components involves: introducing ionized air into an engine cylinder while the engine is running without fuel; and oxidizing organic matter within the cylinder using the introduced ionized air. In this way, the deterioration of engine performance due to the accumulation of soot and sludge on various components can be reduced.

[0008] For example, under non-combustion conditions, a service technician can connect an external source of ionized air to an engine intake, specifically to an air intake throttle valve or air intake system. Ionized air can then be blown from the air source through the engine intake to engine cylinders, where organic substances in the cylinders (e.g., hydrocarbons and oil) can be oxidized. The ionized air can then flow from the cylinder to the engine exhaust system, where organic exhaust substances (e.g., hydrocarbons, oil, soot, etc.) can be oxidized. The service technician can simultaneously connect a service tool to a diagnostic port (e.g., OBD port) on the vehicle.When connected to the diagnostic port, the service tool can be linked to a vehicle control system, allowing operator input received by the service tool to be translated into powertrain instructions. For example, based on operator input, while ionized air is being drawn in, an intake throttle valve can be fully open, an EGR valve can be fully open, and / or the intake and exhaust camshafts can be advanced. Furthermore, the engine can be rotated or turned, without fuel supply, to ensure that ionized air is supplied to all engine cylinders.

[0009] In this way, engine components can be cleaned and refurbished in a more cost-effective and simpler manner. By introducing ionized air into the engine, organic substances such as oil, sludge, hydrocarbons, and soot can be oxidized and easily removed from the engine system. Simultaneously rotating the engine without fuel supply allows ionized air to be delivered to each engine cylinder, enabling a more thorough cleaning. Since it is not necessary to disassemble the engine components for cleaning, costs, labor, and the time required for engine refurbishment are significantly reduced. Using ionized air for regular engine refurbishment can improve engine performance and extend the service life of the components. Overall, the engine warranty can be extended.

[0010] It is understood that the above summary is presented to introduce, in simplified form, a selection of concepts that are described in more detail in the full description. It is not intended to identify any important or essential features of the claimed subject matter, the scope of which is defined exclusively by the claims following the full description. Furthermore, the claimed subject matter is not limited to implementations that resolve any disadvantages mentioned above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 shows an example of a hybrid vehicle system. Fig. Figure 2 shows an exemplary internal combustion engine of the hybrid vehicle system. Fig. 1. Fig. Figure 3 shows a high-level flowchart of a process for reconditioning a power engine using a stream of ionized air during a service operating mode of the vehicle. Fig. Figure 4 shows an exemplary power engine cleaning using a stream of ionized air, according to the present disclosure. Detailed description

[0011] Methods and systems are provided to enable the repair and reconditioning of a power engine system coupled to a vehicle, such as the system of Fig. 1-2, using ionized air from an air source outside the vehicle. Ionized air can be introduced into a power unit by a service technician by connecting the power unit intake system to the ionized air source. The technician can also connect a service tool to the vehicle's diagnostic port, thereby linking the service tool to a power unit control system. Based on input from the service technician received through the service tool, a power unit control unit can be configured to execute a control routine during a power unit service mode, such as the routine of Fig. 3. To perform adjustments to one or more engine components while ionized air is being introduced, the ionized airflow can be accompanied by adjustments to throttle valve opening, EGR valve opening, and cam timing. Furthermore, the engine can be rotated and powered by an electric motor based on the service technician's input, allowing the ionized air to circulate through all engine cylinders. Organic matter present in the intake can be oxidized by the ionized air and expelled through the exhaust. Additionally, the ionized air can be directed through the engine exhaust to oxidize and expel any organic matter present there. An example cleaning procedure is described below. Fig. 4 shown. In this way, engine reconditioning can be carried out faster and at a lower cost.

[0012] Fig. Figure 1 represents a hybrid drive system 100 for a vehicle. In the illustrated embodiment, the vehicle is a hybrid electric vehicle (HEV). The drive system 100 includes an internal combustion engine 10 having a plurality of cylinders 30. Fuel can be supplied to each cylinder of the engine 10 from a fuel system (not shown) comprising one or more fuel tanks, one or more fuel pumps, and injectors 166.

[0013] A power unit 10 supplies power to the transmission 44 via the torque input shaft 18. In the example shown, the transmission 44 is a power-split transmission (or transaxle) containing a planetary gear set 22 and one or more rotating gear elements. The transmission 44 further includes an electric generator 24 and an electric motor 26. The electric generator 24 and the electric motor 26 can also be referred to as electric machines, since each can operate as either a motor or a generator. Torque is the output from the transmission 44 for driving vehicle traction wheels 52 via a power transmission gear 34, a torque output shaft 19, and differential and axle assembly 36.

[0014] The generator 24 is driven by the electric motor 26 such that both the electric generator 24 and the electric motor 26 can be operated using electrical energy from an electrical energy storage device, here represented as a battery 54. In some embodiments, an energy conversion device, such as an inverter, can be coupled between the battery and the motor to convert the DC output of the battery into an AC output for use by the motor. In alternative embodiments, the inverter can be configured in the electric motor. Due to the mechanical properties of the planetary gear set, the generator 24 can be driven by a power output element (on an output side) of the planetary gear set 22 via a mechanical connection 32, as described in more detail below.

[0015] The electric motor 26 can be operated in a regenerative mode, i.e., as a generator, to absorb energy from vehicle movement and / or the power unit and convert the absorbed kinetic energy into a form of energy suitable for storage in the battery 54. Furthermore, the electric motor 26 can be operated as a motor or generator as needed to amplify or absorb torque provided by the power unit, such as during transitions between different combustion modes (e.g., during transitions between a spark ignition mode and a compression ignition mode) of the power unit 10.

[0016] The planetary gear set 22 comprises a ring gear 42, a sun gear 43, and a planet carrier assembly 46. The ring gear and the sun gear can be coupled to each other via the carrier. A first input side of the planetary gear set 22 is coupled to the power machine 10, while a second input side of the planetary gear set 22 is coupled to the generator 24. An output side of the planetary gear set is coupled to vehicle traction gears 52 via the power transmission gear teeth 34, including one or more meshing gear elements 60-68. In one example, the meshing gear elements 60-68 can be step gears, with the carrier assembly 46 being able to distribute torque to the step gears. The gear elements 62, 64, and 66 are mounted on a countershaft 17, with gear element 64 meshing with an electric motor-driven gear element 70.The electric motor 26 drives the gear element 70, which acts as a torque input for the countershaft gear teeth. In this way, the planet carrier 46 (and consequently the power unit and the generator) can be coupled to the vehicle wheels and the engine via one or more gear elements. The hybrid drive system 100 can be operated in various configurations, including as a full hybrid system, in which the vehicle is driven by only the power unit and the generator working together, or by only the electric motor, or a combination thereof. Alternatively, auxiliary or mild hybrid configurations can also be used, in which the power unit is the primary torque source and the electric motor selectively adds torque under specific conditions, such as during a tip-in event.

[0017] The powertrain system 100 may also include a diagnostic port 204. For example, the diagnostic port could be an OBD port. The diagnostic port might be located, for instance, in the passenger compartment of the vehicle near the steering wheel or under the hood. By connecting a service tool to the diagnostic port, a service technician can obtain one or more diagnostic codes indicating the results of one or more diagnostic tests on the various vehicle components. Based on the obtained diagnostic codes, the service technician can determine which vehicle components need to be repaired or replaced.

[0018] As illustrated here Fig. 3. Under selected conditions, the motor 26 and / or the generator 24 can be used to rotate the power unit 10 without fuel. In particular, during conditions where the drive system 100 is operating in a service mode in which the power unit 10 is not combustion, ionized air can be supplied to the power unit while battery power can be used to operate the motor / generator to rotate the power unit without fuel. By rotating the power unit without fuel while ionized air is supplied to the power unit, ionized air can be efficiently supplied to all power unit cylinders, enabling more thorough cleaning of the power unit. During rotation, the service technician can connect a service tool to the diagnostic port 204, thereby coupling the service tool to the vehicle's control unit 12.Based on operator input received from the service technician via the service tool, one or more vehicle and engine system components can be adjusted to improve the flow of ionized air throughout the engine. For example, an intake camshaft can be fully advanced, and an intake throttle valve can be fully opened to increase the flow of ionized air to the cylinders. However, other adjustments can also be made.

[0019] It is understood that although the drive system is shown as a hybrid vehicle, in alternative embodiments the drive system may not be a hybrid electric vehicle, but rather a non-HEV vehicle powered solely by an internal combustion engine. In such an embodiment, the service technician can connect the service tool to the diagnostic port and rotate the engine without fuel supply, either via the engine's starter motor or its 12V battery. Rotation can be performed via the starter motor if a charging device is connected to the 12V battery to prevent battery depletion.The hybrid vehicle can be operated in a first power-machine-on mode, also referred to herein as the "power-machine" mode, in which the power-machine 10 operates in conjunction with the electric generator (which provides reaction torque to the planetary gear set and allows a net planetary output torque for propulsion) and is used as the primary torque source to supply power to the wheels 52 (the generator can also supply torque to the wheels if it is in engine mode). During the "power-machine" mode, the power-machine 10 can be supplied with fuel from a fuel tank via the fuel injector 166, so that the power-machine can rotate on fuel to provide the torque to propel the vehicle.

[0020] The vehicle can also be driven in an "assistance" mode, in which the power unit 10 operates as the primary torque source and is used to supply power to the wheels 52, and the electric motor is used as an additional torque source that works in conjunction with the power unit 10 and supplements the torque it provides. During the "assistance" mode, the power unit 10 is supplied with fuel so that it can rotate and provide torque to the vehicle wheels.

[0021] In yet another example, the vehicle can be driven in an engine-off mode, also referred to herein as electric-only mode, in which the battery-powered electric motor 26 is operated and used as the sole torque source to drive the wheels 52. In this respect, during the engine-off mode, no fuel may be injected into the engine 10, regardless of whether the engine is rotating or not. The engine-off mode can be used, for example, during braking, at low speeds, when stopping at traffic lights, etc.

[0022] The drive system 100 may further include a control system comprising the control unit 12, which is configured to receive information from a variety of sensors 16 (various examples of which are described herein) and to send control signals to a variety of actuators 81 (various examples of which are described herein). In one example, the sensors 16 may include various pressure and temperature sensors, a fuel level sensor, various exhaust gas sensors, etc. The various actuators may include, for example, the gear set, cylinder fuel injectors (not shown), an air intake throttle valve coupled to the engine intake manifold (not shown), etc.The control unit 12 can, based on instructions or code programmed into it, receive input data from the various sensors according to one or more routines, process the input data, and activate the actuators in response to the processed input data. An example control routine is described herein with reference to... Fig. 3 described.

[0023] Fig. Figure 2 represents an embodiment of a combustion chamber or cylinder of the engine 10 (from Fig. 1) The power unit 10 can receive control parameters from a control system, including the control device 12, and inputs from a vehicle operator 130 via an input device 132. In this example, the input device 132 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. In another example, an input can be received from the vehicle operator regarding a desired downhill driving mode, based on the position of the button 58, as previously described with reference to Fig. 1 discussed. The cylinder (hereinafter also referred to as "combustion chamber") 30 of the engine 10 can contain combustion chamber walls 136 with a piston 138 positioned therein. The piston 138 can be coupled to the crankshaft 140, so that the reciprocating motion of the piston is converted into a rotational motion of the crankshaft. The crankshaft 140 can be coupled to at least one drive wheel of the passenger vehicle via a transmission system. Furthermore, a starter motor can be coupled to the crankshaft 140 via a flywheel to enable the engine 10 to be started. For example, the generator 24 and / or motor 26 of the Fig. 1. coupled to the crankshaft to provide torque for turning the engine.

[0024] Cylinder 30 can receive intake air via a series of intake air channels 142, 144, and 146. Intake air channel 146 can communicate with other cylinders of the engine 10, in addition to cylinder 30. In some embodiments, one or more of the intake channels can contain a charging device, such as a turbocharger or a mechanical supercharger. For example, Figure 1 shows Fig. 2 The engine 10 is configured with a turbocharger comprising a compressor 174 located between the inlet ports 142 and 144, and an exhaust turbine 176 located along the outlet port 148. The compressor 174 can be powered, at least partially, by the exhaust turbine 176 via a shaft 180, with the charging device configured as a turbocharger. In other examples, such as when the engine 10 is equipped with a mechanical supercharger, the exhaust turbine 176 can optionally be omitted, with the compressor 174 being powered by a mechanical input from an engine or the engine itself. A throttle valve 20, including a throttle disc 164, can be provided along an inlet port of the engine for varying the flow velocity and / or pressure of the intake air supplied to the engine cylinders.For example, the throttle valve 20 can be located downstream of the compressor 174, as shown in . Fig. 2 shown, or alternatively can be provided upstream of compressor 174.

[0025] The exhaust port 148 can receive exhaust gases from other cylinders of the engine 10, in addition to cylinder 30. The exhaust gas sensor 128 is coupled to the exhaust port 148 upstream of an emission control device 178, as shown. The sensor 128 can be selected from various suitable sensors to provide an indication of the air / fuel ratio of the exhaust gases, such as a linear oxygen sensor or UEGO (a universal or wide-range exhaust gas oxygen sensor), a dual-state oxygen sensor or EGO (as shown), a HEGO (a heated EGO), a NOx, HC, or CO sensor. The emission control device 178 can be a three-way catalyst (TWC), a NOx trap, various other emission control devices, or combinations thereof.

[0026] In some embodiments, an exhaust gas recirculation (EGR) channel can be configured to recirculate at least a portion of the exhaust gas from the exhaust port to the intake port. The flow of recirculated exhaust gas (EGR) can be adjusted via an EGR valve coupled to the EGR channel. The EGR channel can be configured to provide low-pressure (LP-EGR), with exhaust gas from the exhaust port downstream of turbine 176 circulating to the intake port upstream of compressor 174. Alternatively, the EGR channel can be configured to provide high-pressure (HP-EGR), with exhaust gas from the exhaust port upstream of turbine 176 circulating to the intake port downstream of compressor 174. Furthermore, the engine can be configured to provide LP-EGR and HP-EGR via separate channels and valves.

[0027] The exhaust gas temperature can be estimated by one or more temperature sensors (not shown) located in the exhaust port 148. Alternatively, the exhaust gas temperature can be derived based on engine operating conditions such as engine speed, load, air-fuel ratio (AFR), ignition delay, etc. Furthermore, the exhaust gas temperature can be calculated by one or more exhaust gas sensors 128. It is understood that the exhaust gas temperature can alternatively be estimated by any combination of the temperature estimation methods listed herein.

[0028] Each cylinder of the power engine 10 can comprise one or more inlet valves and one or more exhaust valves. For example, cylinder 30 is shown with at least one inlet control valve 150 and at least one exhaust control valve 156 located in an upper region of the cylinder 30. In some embodiments, each cylinder of the power engine 10, including cylinder 30, can comprise at least two inlet control valves and at least two exhaust control valves located in an upper region of the cylinder.

[0029] The inlet valve 150 can be controlled by the control unit 12 via cam actuation through the cam actuation system 151. Similarly, the exhaust valve 156 can be controlled by the control unit 12 via the cam actuation system 153. The cam actuation systems 151 and 153 can each comprise one or more cams and can utilize one or more cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT), and / or variable valve lift (VVL) systems, which can be operated by the control unit 12 to vary the valve operation. The position of the inlet valve 150 and the exhaust valve 156 can be determined by valve position sensors 155 and 157, respectively. In alternative embodiments, the inlet and / or outlet valve can be controlled by electric valve actuation.For example, cylinder 30 can alternatively include an inlet valve controlled by electric valve actuation and an exhaust valve controlled by cam actuation, including CPS and / or VCT systems. In other embodiments, the inlet and exhaust valves can be controlled by a common valve actuator or actuation system, or by a variable valve timing actuator or actuation system.

[0030] Cylinder 30 can have a compression ratio that is the volume ratio when piston 138 is at bottom dead center and top dead center. Conventionally, the compression ratio is in the range of 9:1 to 10:1. However, in some cases, when different fuels are used, the compression ratio can be higher. This can occur, for example, when high-octane fuels or fuels with a higher latent heat of vaporization are used. The compression ratio can also be increased if direct injection is used, due to its effect on knocking.

[0031] In some embodiments, each cylinder of the engine 10 may include a spark plug 192 for initiating combustion. The ignition system 190 can provide a spark to the combustion chamber 30 via a spark plug 192 in response to an ignition timing signal SA from the control unit 12, according to selected operating modes. However, in some embodiments, the spark plug 192 may also be omitted if, for example, the engine 10 can initiate combustion by auto-ignition or by fuel injection, as may be the case with some diesel engines.

[0032] In some embodiments, each cylinder of the engine 10 can be configured with one or more injectors to provide a knock-suppressing or pre-ignition suppression fluid. In some embodiments, the fluid can be a fuel, with the injector also being referred to as a fuel injector. As a non-limiting example, cylinder 30 including a fuel injector 166 is shown. The fuel injector 166 is shown directly coupled to cylinder 30 to directly inject the fuel proportional to the pulse width of the FPW signal received from the control unit 12 via the electronic driver 168. In this way, the fuel injector 166 provides what is known as direct injection (hereafter also referred to as "DE") of the fuel into the combustion cylinder 30. Fig. Figure 2 shows the injector 166 as a side-mounted injector, but it can also be located above the piston, such as near the position of the spark plug 192. Such a position can improve mixing and combustion when the engine runs on an alcohol-based fuel, due to the lower volatility of some alcohol-based fuels. Alternatively, the injector can be located above and near the intake valve to improve mixing.

[0033] Fuel can be supplied to the fuel injector 166 from a high-pressure fuel system 8, including fuel tanks, fuel pumps, and a fuel distribution pipe. Alternatively, fuel can be supplied by a single-stage fuel pump at a lower pressure, in which case the timing of the direct fuel injection during the compression stroke may be more restricted than when a high-pressure fuel system is used. Furthermore, although not shown, the fuel tanks may include a pressure transmitter that provides a signal to the control unit 12. It is understood that in an alternative embodiment, the injector 166 is an inlet port injector that supplies fuel to the inlet port upstream of the cylinder 30.

[0034] As described above, shows Fig. 2. Only one cylinder of a multi-cylinder engine. Therefore, each cylinder can contain its own set of intake / exhaust valves, fuel injector(s), spark plug, etc., in a similar manner.

[0035] Fuel tanks in fuel system 8 can hold fuel of varying qualities, such as different compositions. These differences can include different alcohol content, different octane ratings, different heats of vaporization, different fuel blends and / or combinations thereof, etc.

[0036] The control unit 12 is in Fig. 2 shown as a microcomputer comprising a microprocessor unit 106, input / output ports 108, an electronic storage medium for executable programs and calibration values, shown in this specific example as a read-only memory chip 110, a direct access memory 112, a maintenance memory 114 and a data bus.In addition to the signals discussed above, the control unit 12 can receive various signals from sensors coupled to the engine 10, including a measurement of induced mass air flow (MAF) from the mass air flow sensor 122; an engine coolant temperature (ECT) from the temperature sensor 116, which is coupled to the cooling jacket 118; an ignition profile pickup signal (PIP) from a Hall effect sensor 120 (or another type) coupled to the crankshaft 140; a throttle position (TP) from a throttle position sensor; a manifold pressure signal (MAP) from sensor 124; a cylinder air / fuel ratio from the EGO sensor 128; and abnormal combustion from a knock sensor. A motor speed signal, rpm, can be generated by the control unit 12 from the PIP signal.

[0037] The read-only storage medium 110 can be programmed with computer-readable data representing instructions that can be executed by the processor 106 for carrying out the procedures described below, as well as other variants assumed but not specifically listed.

[0038] Therefore, the various engine components can experience different degrees and types of deterioration over time. For example, the throttle body can become clogged with sludge. A clogged throttle body can cause engine starting problems due to restricted airflow. In another example, engine valve deposits can cause deteriorated open-loop fuel trim accuracy, which in turn worsens fuel efficiency. In yet another example, carbon (e.g., soot) can accumulate on the spark plug, causing higher knock limits that worsen fuel efficiency. In yet another example, soot can build up on an exhaust particulate filter, worsening emissions and increasing exhaust backpressure. Even though regular filter regeneration can be performed to remove soot buildup, it may take some driving cycles (e.g.,The "granny" cycle, which can lead to excessive soot buildup, may be insufficient for regeneration alone. Furthermore, in hybrid vehicles with an engine operating on the Atkinson cycle, the engine may run cooler, resulting in faster spark plug fouling. The engine may also experience increased kickback due to delayed intake valve closing, leading to more throttle body sludge and greater fouling of upstream components, such as a hydrocarbon trap. In hybrid vehicles, the reliability of the engine pull-up must be highly repeatable and robust. Failed pull-ups due to aging factors such as sludged throttle bodies and spark plug fouling can adversely affect the warranty and reduce customer satisfaction.

[0039] Some of the problems discussed above may require cleaning or even replacing components to maintain acceptable operation of the power machine over an extended period. Furthermore, various sophisticated power machine control approaches can be used to compensate for and adjust to the fluctuating performance of the components.

[0040] The area that can be compensated for may be quite small. Frequent cleaning or replacement increases operating costs and causes warranty issues. Furthermore, the need to disassemble the power unit to clean or replace the component can incur additional time and labor costs, and there is a risk of further damage during disassembly / reassembly.

[0041] To solve these problems, an affordable and quick method for resetting the power unit to its optimal condition without disassembling it involves the use of ionized air. As demonstrated by... Fig. As described in section 3, ionized air can be introduced into an engine cylinder while the engine is running without fuel, thereby oxidizing and removing organic substances in the cylinder using the introduced ionized air. To achieve this, a source of ionized air 202 can be coupled to the engine's air intake system, such as the air inlet duct 142 and / or the inlet throttle valve 20, to supply a stream of ionized air to the engine cylinders. The source of ionized air can be an external air source, such as ionized factory air from an air compressor. Substances inherently change their state when energy is supplied to them; in particular, solids become liquids and liquids become gaseous. If even more energy is supplied to a gas, it becomes ionized and enters the high-energy plasma state.Plasma (or ionized air) can be generated by heating a gas (such as ambient air) or by exposing the gas to a strong electromagnetic field applied by a generator (such as a laser or microwave generator). This decreases or increases the number of electrons, producing positively or negatively charged particles or ions, and is accompanied by the dissociation of molecular bonds, if present. The source of ionized air can include an ionizer, which uses electrostatically charged plates to produce positively or negatively charged gas ions (for example, N₂- or O₂-) to which organic matter and particles adhere, an effect similar to static electricity.For example, ionized air can contain air in which an electrical charge has been imparted to the oxygen content. This charge can be negative due to the presence of one or more extra electrons per oxygen molecule, or positive due to the presence of fewer than the normal number of electrons per molecule. It is understood that the ionized air (hereafter also referred to as ionic air or plasma) produced by the ionized air source can be distinct from ozone (which contains a triple bond between oxygen molecules). The ionizer (or plasma generator or ionized air source) can use charged electrical surfaces or needles to generate electrically charged air or gas ions. These ions can attach themselves to particles, which are then oxidized or electrostatically attracted to a charged collecting plate. The ionizer may be fanless or may include a fan.For example, the ionizer can include a plasma source, such as the “Openair” (trademark) Plasma Surface Preparation System (manufactured by Plasmatreat, 2541 Technology Drive, Elgin, Illinois 60124).

[0042] The ionized air source 202 can be connected to the intake manifold and / or the throttle body by disconnecting the zipper tube from the throttle body and attaching the hose from the ionized air source to its designated location on the throttle body. Alternatively, the ionized air source could be connected to the intake air filter to ensure cleaning of the MAF sensor, if one is located next to the filter housing. Under certain conditions, the vehicle may be placed into service mode by a service technician (for example, when the vehicle is taken to a service center or dealer). During service mode, the engine must not be run. A service technician may connect the ionized air source 202 to the engine air intake or to the throttle body.Simultaneously, the service technician can connect a service tool to a diagnostic port 204 of the vehicle (such as an OBD port). By connecting the service tool to the diagnostic port, it can communicate with the vehicle's control system. The service tool can then interact with the engine and vehicle control units to perform one or more adjustments that improve the flow and delivery of ionized air to the engine cylinders. For example, based on input received from the service technician via the service tool, the control system can open the throttle body (e.g., fully open the intake throttle valve), advance the intake and exhaust camshafts as needed, open the EGR valve (e.g., fully open the EGR valve), and run the engine without fuel.The engine can be turned without fuel using the electric motor or generator of the hybrid electric vehicle. Alternatively, the engine can be turned without fuel using a starter motor from a non-hybrid vehicle.

[0043] After confirming that the throttle valve has been opened, the camshafts have been advanced, and / or the EGR valve has been opened, the ionized air source can be activated to force highly ionic air through the entire engine and exhaust system. The ionized stream oxidizes organic molecules in the engine intake, cylinders, and exhaust. This provides several benefits, including: cleaning engine deposits, which improves fuel economy; cleaning spark plugs, which reduces fouling; cleaning valve deposits, which restores proper flow characteristics; and cleaning the throttle body, which eliminates sludge buildup and related problems.Furthermore, carbon can be removed from fuel injectors and cylinder walls, and soot can be removed from the EGR valve, channels and an exhaust particulate filter.

[0044] The ionized air can be supplied for a predefined specific duration (e.g., 2 minutes). Afterward, the process can be stopped, and the equipment (including the ionized air source and service tools) can be removed. The engine can then be classified as reconditioned. A further reconditioning will only be required after another vehicle operating threshold has been reached (e.g., another 100,000 miles).

[0045] With reference to Fig. Section 3 now describes an exemplary routine 300 for performing a cleaning procedure of the engine using ionized air, according to the present disclosure. By introducing ionized air into the engine while the engine is rotated using engine torque and without fuel supply, and while the flow of ionized air through the cylinders is increased by opening the throttle valve and after early adjustment of the intake / exhaust cams, engine cleaning can be performed less invasively (e.g., without the need for disassembly) and essentially automatically. Furthermore, the time and labor required by a technician are reduced.

[0046] For error code 302, the routine includes an acknowledgment that a request for ionic recovery has been received by the vehicle. For example, the request for ionic recovery might be received by a service technician while the vehicle is in a key-off state (e.g., parked in a workshop). The service technician can request the recovery using a simple diagnostic tool that connects to the vehicle via a diagnostic port (or an alternative location on the vehicle's body). Alternatively, the request can be received by the service technician placing the vehicle into a service operating mode, such as via a touch-interactive display on the vehicle's instrument panel. The service mode can place the vehicle in a selected non-combustion power engine condition.

[0047] After confirming the ionic recovery request, the service tool connected to the diagnostic port at 304 can be paired with the vehicle's control system for communication. This allows one or more vehicle and engine components to be controlled and adjusted based on operator input (from the service technician) received via the service tool.

[0048] In 306, the routine involves rotating the unfueled engine based on operator input. Specifically, the engine can be rotated using engine torque from a battery-powered electric motor (or generator) of the vehicle's system. The electric motor can be, in one example, the electric motor / generator of a hybrid electric vehicle. In another example, the electric motor can be the starter motor of a non-hybrid electric vehicle. The rotation can be performed with the intake valve timing advanced and the intake throttle open, as discussed in 308-312. In particular, torque from the vehicle's electric motor / generator can be used to rotate the engine at an initial, higher engine speed (e.g., 1000 rpm) for an initial, shorter duration (e.g., 15 seconds).This initial rotation is used to reduce or eliminate compression friction variability resulting from a lack of oil film and, in the case of a power-driven oil pump, to build up sufficient oil pressure to assist in actuating the intake cams.

[0049] At 308, the intake throttle valve can be opened (e.g., fully opened). For example, the throttle body can be opened. At 310, the intake valve timing can be advanced (e.g., fully advanced) by advancing the intake camshafts. Furthermore, the exhaust valve timing can be advanced (e.g., fully advanced) by advancing the exhaust camshafts. At 312, the EGR valve can be opened (e.g., fully opened). By rotating the engine with at least the intake valve fully advanced and the intake throttle valve fully open, a quantity of ionized air can be circulated through the entire engine system to ionize and eliminate any organic matter within a reasonable timeframe, for example, 3 minutes.

[0050] At 314, while the engine continues to rotate without fuel, the procedure involves introducing ionized air into the engine (more precisely, into the engine cylinders). The ionized air can be received from an ionized air source connected to the engine's air intake system. This source can be located outside the engine and can be connected to the air intake system by the service technician during the vehicle's service operation, for example, at the intake manifold or intake throttle valve, to facilitate the ionization process. Thus, the introduction of ionized air and the rotation of the engine without fuel are performed in response to input from the operator (in this case, the service technician). A timer can be started simultaneously with the introduction of the ionized air.The control device can then allow further ionized air to flow through the rotating engine, with one or more conditions being met by a fully open intake throttle valve, a fully open EGR valve, and the fully advanced intake and exhaust cams for a predetermined duration.

[0051] In procedure 316, the routine includes the oxidation of organic matter in the engine intake, including in the engine cylinders, using the introduced ionized air. For example, sludge on the throttle body can be oxidized, carbon on the spark plugs can be oxidized, and sludge on the cylinder valves can also be oxidized. In procedure 318, the routine further includes the flow of ionized air from the engine intake and engine cylinders to the engine exhaust and the oxidation of organic matter in the exhaust using the ionized air. For example, soot on an exhaust emission control device, such as an exhaust particulate filter, can be oxidized.In this way, the ionized air can flow through the engine inlet and outlet, oxidizing organic substances in the engine before the ionized air and the oxidized substances are expelled into the atmosphere.

[0052] In one example, after the initial rotation of the power machine (before the ionized airflow is introduced), a second, lower speed (e.g., 1000 RPM down to 200 RPM) can be rotated for a second, longer duration (e.g., 30 seconds) while the ionized airflow is introduced. The second power machine speed can be lower than the first and can be reduced to the lowest achievable speed while still maintaining sufficient speed control. Furthermore, the second speed can be based on the battery's state of charge (SOC), with the speed increasing as the SOC rises.However, if the battery SOC falls below a threshold, ionic regeneration can be aborted and the engine can be run on fuel to recharge the battery SOC and avoid disabling the vehicle.

[0053] At step 320, it can be determined whether a threshold duration (e.g., 2 minutes) has elapsed since the timer was started and the ionized airflow was introduced into the engine. If not, the routine at step 322 includes continuing the flow of ionized air through the rotating engine. Otherwise, after the threshold duration has elapsed, the routine includes stopping the introduction of ionized air and disconnecting the service tool from the vehicle's control system. Afterward, no further engine adjustments may be made based on inputs received via the service tool.

[0054] In this way, the engine can be reconditioned using ionized air. Following ionic reconditioning, the engine may not require further ionic reconditioning until a threshold duration / distance of vehicle operation has elapsed. For example, the next reconditioning may not be necessary until after another 100,000 miles of vehicle operation.

[0055] Referring to Fig. 4, shows the Fig. An exemplary engine cleaning process using a stream of ionic air. This method allows organic substances, such as sludge and soot, to be removed from a vehicle's engine in a less penetrating way.

[0056] Fig.Diagram 402 represents the accumulation of organic matter on an engine. The organic matter level can represent an accumulation of organic matter on an engine component (such as a valve, spark plug, throttle body, or exhaust particulate filter) or a total accumulation of organic matter on the engine. Diagram 404 represents the supply (on or off) of ionized air from an ionized air source coupled to an engine intake system. Diagram 406 represents the state of charge (SOC) of a vehicle system battery. Diagram 408 represents the supply of fuel to the engine (on or off). Diagram 410 represents an intake throttle opening. Diagram 412 represents an intake cam timing control. Diagram 414 represents the engine rotational speed.

[0057] Before t1, the vehicle, including the engine, is switched off. There may be a significant accumulation of organic matter in the engine (Diagram 402). At t1, the engine can be switched to a service mode in response to an operator input (such as a service technician). For example, at t1, the operator can connect a service tool to a vehicle diagnostic port and connect a source of ionized air to the engine intake port. Once connected to the diagnostic port, the service tool can be linked to the vehicle's control system. Thus, based on the operator input at t1, the intake throttle valve can be opened, in this case, fully opened (Diagram 410). Furthermore, based on the operator input, between t1 and t2, the engine can be run without fuel using energy from a system battery (e.g.,(at 1000 - 2000 rpm), (Diagram 406). This initial rotation of the engine allows oil pressure to be built up for the cam actuation.

[0058] At t2, the built-up oil pressure is used to advance the intake camshaft from a set timing control (Diagram 412). Although not shown, the oil pressure can also be used to advance the exhaust camshaft. Engine rotation can continue at t2, but at a lower speed (e.g., 200–1000 rpm). Furthermore, a supply of ionized air can be introduced. For example, a pump or ionizer can be operated from the ionized air source to generate ionized air and supply it to the engine.

[0059] The supply of ionized air can continue for a predefined duration from t2 to t3. During this time, the ionized air can oxidize organic substances in the engine (e.g., in the engine intake, at the intake throttle valve, inside the cylinder, at the spark plug, at the cylinder valves, and in the engine exhaust) before the air is expelled through an exhaust pipe. Therefore, while the ionized airflow continues, the level of organic substances in the engine can decrease (Diagram 402).

[0060] At t3, the flow of ionized air can be stopped. Furthermore, the intake throttle valve can be returned to a closed position, and the cam timing can be reset to the setpoint. At a later time, t4, in response to an engine restart request, the engine's fuel supply can be resumed, and the engine can be run under fuel. Additionally, the throttle valve can be opened, and the cam timing can be adjusted based on engine operating conditions.

[0061] In one example, ionic recovery of a vehicle engine is achieved by a method for an engine coupled to a vehicle, wherein the method comprises: during a service operating mode of the vehicle in which the engine is not combustion, receiving an input from an operator via a service diagnostic tool coupled to the vehicle; and simultaneously receiving ionized air into an engine air intake system from an ionized air source coupled to the vehicle. Furthermore, based on the operator input, an engine control unit can adjust one or more of an intake throttle valve opening, an EGR valve opening, an intake cam timing control, and an exhaust cam timing control.The adjustment may include one or more of the following: fully opening the intake throttle valve, fully opening the EGR valve, and fully advancing the intake and exhaust cam timing. In one example, the vehicle is a hybrid vehicle containing an electric motor, and the procedure further includes, based on operator input, rotating the engine, without fuel supply, to a position using the electric motor, and holding the engine in that position using engine torque until operator input is received indicating that engine cleaning with ionized air is complete.The process may further include the inflow of the received ionized air into the engine cylinder to oxidize organic substances in the cylinders using ionized air, and then the flow of the received air to an engine outlet to oxidize organic substances in the outlet using ionized air.

[0062] In another example, a vehicle system comprises: a power engine containing an inlet, an outlet, and a plurality of power engine cylinders; a diagnostic port; and a control unit. The control unit can be configured with computer-readable instructions stored on non-volatile memory to: switch the vehicle into a service mode during selected non-combustion conditions when a service mode is requested by an operator; receive operator input via a service tool coupled to the diagnostic port, the service tool being communicatively coupled to a vehicle control system during service mode; and pass streams of ionized air, received from an external source of ionized air coupled to the power engine inlet, through the plurality of power engine cylinders while the power engine is rotated without fuel supply.The engine intake can include an intake throttle valve, and the control unit can contain further instructions for increasing the intake throttle valve opening based on operator input. The plurality of engine cylinders can each contain an intake valve operated by an intake cam and an exhaust valve operated by an exhaust cam, and the control unit can contain further instructions for fully advancing each of the intake and exhaust cams based on operator input. In one example, the vehicle system can be a hybrid vehicle system including an electric motor, with the control unit containing further instructions for non-fueled rotation of the engine via the motor based on operator input while ionized air is being drawn in.

[0063] In another representation, a vehicle system comprises: a power engine, which includes an inlet, an outlet, and a plurality of power engine cylinders; a diagnostic port; a starter motor for turning over the power engine during a start; and a control device.The control unit can be configured with computer-readable instructions stored in non-volatile memory to: switch the vehicle into a service mode during selected non-combustion conditions when a service mode is requested by an operator; receive operator input via a service tool connected to the diagnostic port, the service tool being communicatively coupled to a vehicle control system during service mode; and direct flows of ionized air, received from an external ionized air source coupled to the engine intake, through the plurality of engine cylinders while the engine is rotated without fuel. In particular, the starter motor can be operated based on operator input received via the service tool to rotate the engine without fuel.The engine can be run for an initial, shorter duration at a higher speed before the flow of ionized air is initiated using engine torque from the starter motor. The initial duration and speed can be adjusted to provide sufficient oil pressure to actuate the intake and exhaust cams. The engine can then be run for a second, longer duration at a lower speed using engine torque from the starter motor. The second duration and speed can be adjusted to allow a sufficient amount of ionized air to flow through the entire engine and oxidize organic matter from various engine components. The engine intake can include an intake throttle valve, and the control unit can provide further instructions for increasing the intake throttle valve opening (e.g.,The multiple engine cylinders can each include an intake valve operated by an intake cam and an exhaust valve operated by an exhaust cam, and the control unit can contain further instructions for the complete to advanced advancement of each of the intake and exhaust cams based on the operator input.

[0064] In this way, using an ionized airflow, engine reconditioning can be performed, reducing the time, labor, and complexity required for engine cleaning by a technician. By using ionized air introduced into the engine to oxidize soot, hydrocarbons, sludge, and other organic matter that has accumulated on various engine components, component deterioration is reduced, improving engine performance and minimizing warranty issues. Furthermore, the need to replace engine components is reduced. Reconditioning engine components without requiring engine disassembly minimizes damage to engine components during cleaning.Overall, the fuel economy of the engine can be improved, while problems with aging engine components can be reduced.

[0065] It should be noted that the exemplary control and estimation routines contained herein can be used with various power machine and / or vehicle system configurations. 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 control unit, 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. Therefore, various actions, operations, or functions shown can be executed in the sequence shown, in parallel, or, in some cases, omitted.The order of processing is not strictly necessary to achieve the features and benefits of the exemplary implementations described herein, but is intended to facilitate presentation and description. One or more of the illustrated actions, processes, and / or functions can be performed repeatedly, depending on the strategy employed. Furthermore, the described actions, processes, 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, whereby the described actions are carried out by executing the instructions in a system comprising the various power machine hardware components in combination with the electronic control unit.

[0066] It is understood that the configurations and routines disclosed herein are exemplary in nature, and that these specific embodiments should not be considered limiting, as numerous variations are possible. The above technology can, for example, be applied to V-6, I-4, I-6, I-3, V-12, Boxer-4, and other types of power machines. The scope of this disclosure includes all new and non-obvious combinations and sub-combinations of the various systems and configurations, and other features, functions, and / or properties disclosed herein.

Claims

[1] Method for a motor vehicle, comprising: Introducing ionized air into a power engine cylinder while the engine is being rotated without fuel supply; Oxidizing organic substances in the cylinder using the introduced ionized air; and, wherein the introduction of ionized air and the non-fuel-supplied rotation of the engine is a response to an input from an operator, operator including a service technician. [2] Method according to claim 1, wherein the introduction of ionized air comprises the introduction of ionized air from a source of ionized air outside the power engine. [3] Method according to claim 2, wherein the introduction of ionized air into the cylinder comprises receiving ionized air from the source of ionized air at a power engine air intake system and allowing the received ionized air to flow from the air intake system to the power engine cylinder. [4] Method according to claim 3, further comprising the flow of ionized air from the engine cylinder to an engine outlet and the oxidization of organic substances in the outlet using ionized air. [5] Method according to claim 1, wherein the operator input is received via a service tool coupled to a diagnostic port of the vehicle. [6] Method according to claim 5, further comprising the communicating coupling of the service tool to a control system of the vehicle. [7] Method according to claim 6, further comprising the complete opening of one or more of an inlet throttle valve and an EGR valve while the ionized air is introduced, based on operator input received via the service tool. [8] Method according to claim 6, further comprising the complete early adjustment of inlet and / or outlet cams while the ionized air is introduced, based on operator input received via the service tool. [9] Method according to claim 6, further comprising, after a threshold period, the termination of the introduction of the ionized air and the disconnection of the service tool from the control system of the vehicle. [10] Method according to claim 1, wherein the introduction comprises the introduction of ionized air during selected non-combustion engine conditions in which the vehicle has been placed in a service mode. [11] Method for a power machine coupled to a vehicle, comprising: during a service operating mode of the vehicle in which the engine does not burn fuel, Receiving input from an operator via a service diagnostic tool connected to the vehicle; and simultaneously the reception of ionized air in a power engine air intake system from a source of ionized air coupled to the vehicle. [12] Method according to claim 11, further comprising, based on operator input, adjusting one or more of an inlet throttle valve opening, an EGR valve opening, an inlet cam timing control and an exhaust cam timing control. [13] Method according to claim 12, wherein the adjustment comprises one or more of a complete opening of the intake throttle valve, complete opening of the EGR valve and complete early adjustment of the intake cam timing and exhaust cam timing. [14] Method according to claim 12, wherein the vehicle comprises an electric starter motor for turning over the engine during an engine start, wherein the method further comprises, based on the operator input, turning the engine without fuel via the electric starter motor into a position based on the operator input and holding the engine in the position via engine torque until an operator input is received indicating that the engine cleaning with ionized air is complete. [15] The method of claim 11, further comprising allowing the received ionized air to flow into engine cylinders to oxidize organic substances in the cylinders using the ionized air, and then allowing the received air to flow to an engine outlet to oxidize organic substances in the outlet using ionized air. [16] Vehicle system, comprising: a power engine comprising an inlet, an outlet, and a plurality of engine cylinders; a diagnostic port and a control device with computer-readable instructions stored on non-volatile memory for: Switching the vehicle to a service mode during selected non-combustion conditions when a service mode is requested by an operator; Receiving operator input via a service tool connected to the diagnostic port, wherein the service tool is communicatively coupled to a vehicle control system during service mode; and Flow of ionized air, received from an external source of ionized air coupled to the engine inlet, through the multitude of engine cylinders while the engine is rotated without fuel supply. [17] System according to claim 16, wherein the engine inlet includes an inlet throttle valve, and wherein the control device includes further instructions for increasing the opening of the inlet throttle valve based on operator input. [18] System according to claim 16, wherein the plurality of engine cylinders includes an inlet valve operated via an inlet cam and an exhaust valve operated via an exhaust cam, and wherein the control device includes further instructions for fully advancing the inlet cam and the exhaust cam respectively based on the operator input. [19] System according to claim 16, wherein the vehicle system is a hybrid vehicle system containing an electric motor, and wherein the control device contains further instructions for non-fuel-supplied rotation of the power unit via the motor based on operator input while ionized air is supplied.

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