Protection of a vehicle's internal combustion engine from damage caused by fluid ingestion.

Abstract

Method for protecting an internal combustion engine (12) of a vehicle (10) from damage caused by the intake of liquid, the method comprising: detecting whether liquid has entered the engine via a gas intake system (11); and causing a valve control device (44) to perform the following: causing a gas ejection from a combustion chamber (47) of the engine (12) during a gas compression stage of the combustion cycle of the combustion chamber (47), wherein the valve control device (44) comprises at least one actuator connected to a hydraulic circuit or an electromagnetic actuator to control at least partially the gas ejection from a combustion chamber (47).

Description

TECHNICAL AREA

[0001] The present disclosure relates to a method. In particular, but not exclusively, it relates to the protection of an internal combustion engine in a vehicle from damage caused by the ingress of liquid into the internal combustion engine.

[0002] Aspects of the invention relate to a method, a control system, a powertrain, an engine and a vehicle. BACKGROUND

[0003] If liquids from outside a vehicle, such as water, are allowed to enter the combustion chambers of an internal combustion engine, damage can occur. A mechanical engine failure can be caused by hydraulic lockup. Hydraulic lockup occurs when a volume of fluid greater than the volume of a combustion chamber at its minimum (at the end of the piston stroke, at or around top dead center) enters the cylinder. Because fluids are nearly incompressible, the piston cannot complete its travel without stopping the engine or causing a mechanical failure.

[0004] Water can enter the combustion chambers of the engine via the intake system (e.g., air). If a vehicle is driving through water or submerged in a flood, the intake system can become submerged, allowing water to be drawn into the combustion chambers. This can lead to hydraulic lock-up or at least increase the risk of engine knocking (pre-ignition).

[0005] Previous solutions involved closing a flap in the gas intake system upon detecting water entering the system. However, such solutions do not prevent water from being drawn in beyond the flap.

[0006] One objective of the present invention is to protect an internal combustion engine of a vehicle from damage caused by the intake of liquid. SUMMARY OF THE INVENTION

[0007] Aspects and embodiments of the invention constitute a method, a control system, a powertrain, an engine and a vehicle, as required in the attached claims.

[0008] According to one aspect of the invention, a method for protecting an internal combustion engine of a vehicle from damage caused by the action of liquid is provided, wherein the method comprises: Determine whether liquid has entered the engine's gas intake system; and Cause valve control devices to perform at least one or both of the following actions: Preventing gas from entering a combustion chamber of the engine during a gas intake stage of a combustion cycle of the combustion chamber; Causing a gas exhaust from a combustion chamber of the engine during a gas compression stage of the combustion chamber's combustion cycle wherein the valve control device comprises at least one hydraulic circuit or electromagnetic actuator for at least partially controlling the prevention of gas intake into a combustion chamber and / or at least one hydraulic circuit or electromagnetic actuator for at least partially controlling the gas ejection causing the combustion chamber.

[0009] Valves are engine valves for each combustion chamber, used to control combustion. This has the advantage that the engine does not attempt to compress fluid that has entered or is about to enter the combustion chamber. The hydraulic circuit and / or the electromagnetic actuator offer the advantage of a faster response, further reducing engine damage.

[0010] The gas discharge from a combustion chamber that causes the combustion process can include the opening of at least one exhaust valve (generally a poppet valve) of the combustion chamber. Opening the exhaust valve during the gas compression stage advantageously prevents the compression of the liquid in the combustion chamber and expels the liquid into the exhaust system rather than back into the intake system.

[0011] Additionally or alternatively, the causative gas ejection from a combustion chamber can include the delayed closing of an intake valve that is open during a gas intake stage of the combustion cycle. This lowers the effective compression ratio and reduces the likelihood of hydrolock.

[0012] Preventing gas from entering a combustion chamber can be performed as part of an engine shutdown process, in which the internal combustion engine is stopped, and / or as part of an engine restart, in which the internal combustion engine is started. Shutting down the engine refers to stopping the crankshaft rotation caused by combustion. Starting the engine refers to initiating the combustion-driven crankshaft rotation. Preventing gas from entering a combustion chamber can occur additionally or alternatively as part of the engine shutdown process. This has the advantage of preventing the compression of any fluids that may have entered the combustion chamber before, during, or after the engine is shut down.

[0013] Preventing gas from entering a combustion chamber can include preventing the opening of at least one intake valve (generally a poppet valve) of the combustion chamber. Preventing the intake valve from opening during the gas intake stage advantageously prevents the suction and thus the subsequent compression of the liquid that has passed through the gas intake system and is about to enter the combustion chamber.

[0014] Preventing gas from entering a combustion chamber can be carried out as part of an engine shutdown procedure, in which the internal combustion engine is stopped.

[0015] Valve control devices may include an active tappet. Active tappets are mechanisms for varying the total mass and / or timing of gas supply to a combustion chamber of an engine and / or the timing of gas exhaust from a combustion chamber of an engine. Active tappets can be considered to enable "stepless valve lift" (variable valve lift with essentially continuous lift adjustment) and / or "discrete variable valve lift" (variable valve lift with incremental lift adjustment). An active tappet may include a hydraulic circuit whose volume is controlled by an electrically actuated valve, such as a solenoid valve, which responds to a command from a control unit.

[0016] The valve control system can include a hydraulic circuit for controlling at least part of the prevention of gas intake into a combustion chamber and / or a hydraulic circuit for controlling at least part of the gas ejection from a combustion chamber. Each hydraulic circuit can define at least part of an active tappet. The active tappet can include at least one hydraulic circuit with a controllable accumulator to generate an effective cam profile that differs from a physical cam profile. This offers the advantage of a faster response and further reduces engine damage. The response delay, with or without an active tappet, for switching from allowing to preventing gas intake during the intake stages can be shorter than or nearly as short as a full combustion cycle.

[0017] The valve control system can include an electromagnetic actuator for controlling at least part of the prevention of gas intake into a combustion chamber and / or an electromagnetic actuator for controlling at least part of the gas exhaust from a combustion chamber. The electromagnetic actuator(s) can be designed to actuate each valve instead of a conventional camshaft acting on multiple valves. Electromagnetic actuators offer the advantage of faster response and further reduce the likelihood of engine damage. This is because valve lift and / or timing can be controlled at any time during a combustion cycle, not limited to a predetermined camshaft profile.

[0018] The valve control means may include camshaft control means for controlling at least part of the prevention of gas intake into a combustion chamber and / or camshaft control means for controlling at least part of the causative gas exhaust from a combustion chamber. The or each camshaft control device may include a double-lobe profile with an active tappet or similar means for controlling the extent of the resulting valve lift. In some examples, the camshaft control means may be a cam switch used to toggle between a variety of different physical camshaft profiles to control the extent of the resulting valve lift.

[0019] If the intake system includes a heat exchanger, detecting whether fluid has entered the intake system can depend on a signal indicating the fluid level in the intake system from a sensor located downstream of the heat exchanger. The heat exchanger may be an intercooler. This offers the advantage of detecting heat exchanger condensate and allowing the aforementioned procedure to be applied to prevent damage from the intake of this condensate.

[0020] Detecting whether liquid has entered the intake system can be based on a measurable parameter that uniquely identifies the presence of air in the water. Detection can, for example, rely on a measurable property that distinguishes water from air, such as electrical, chemical, or physical properties. Detecting liquid ingress can involve, for instance, detecting a cooling effect at a sensor and / or a change in electrical resistance at a sensor. The sensor can be an existing sensor used for other purposes, such as a mass airflow sensor (MAF). It can be a hot-film airflow sensor (HFM). It can be a hot-wire sensor. The sensor can be located upstream of the fuel injectors. The advantage is that no additional sensors are required.

[0021] According to another aspect of the invention, a method is provided which comprises: Comparing a signal indicating the fluid level in the intake system with a threshold value and / or with one or more other variables indicating the current operating status of one or more other vehicle systems besides the intake system; and wherein preventing gas intake into a combustion chamber during a gas intake stage of a combustion cycle of the combustion chamber by controlling a valve control device and / or causing gas ejection from a combustion chamber during a gas compression stage of the combustion cycle of the combustion chamber by controlling a valve control device is carried out depending on the comparison.

[0022] According to a further aspect of the invention, a control system is provided which includes means for carrying out the method of a preceding claim. The means can include at least one processor; and at least one memory containing computer program code; the at least one memory and the computer program code which are configured to cause the control system, together with the at least one processor, to carry out at least the method described herein.

[0023] According to a further aspect of the invention, a computer program is provided for protecting an internal combustion engine of a vehicle from damage caused by the action of liquid, wherein the computer program includes instructions which, when executed by one or more processors, cause a controller to carry out at least the method described herein.

[0024] According to a further aspect of the invention, a system is provided that includes the control unit and a sensor for detecting liquid in the gas intake system for functional coupling with the control unit. The system can include the gas intake system or a part thereof that is arranged to receive the sensor.

[0025] According to another aspect of the invention, a drive train is provided with the control system and an internal combustion engine.

[0026] According to another aspect of the invention, a vehicle is provided which includes the control system or the drive train.

[0027] According to a further aspect of the invention, a method for protecting an internal combustion engine of a vehicle from damage caused by the action of liquid is provided, wherein the method comprises: Determine whether fluid has entered the engine's gas intake system; and Causing an active plunger to perform at least one or both of the following steps: Preventing gas from entering a combustion chamber of the engine during a gas intake stage of a combustion cycle of the combustion chamber; Causing a gas emission from a combustion chamber of the engine during a gas compression stage of the combustion chamber's combustion cycle.

[0028] According to a further aspect of the invention, a method for protecting an internal combustion engine of a vehicle from damage caused by the action of liquid is provided, wherein the method comprises: Determine whether fluid has entered the engine's gas intake system; and Perform one or both of the following steps: Preventing gas from entering a combustion chamber of the engine during a gas intake stage of a combustion cycle of the combustion chamber; Causing a gas emission from a combustion chamber of the engine during a gas compression stage of the combustion chamber's combustion cycle.

[0029] Within the scope of this application, it is expressly provided that the various aspects, embodiments, examples, and alternatives set forth in the preceding paragraphs, in the claims, and / or in the following descriptions and drawings, and in particular their individual features, may be adopted independently or in any combination. That is to say, all embodiments and / or features of an embodiment may be combined in any way and / or combination, unless these features are incompatible. The applicant reserves the right to amend an originally filed claim or to file a new claim accordingly, including the right to amend an originally filed claim to be dependent on another claim and / or to include a feature of another claim, even if it was not originally claimed in this manner. List of characters

[0030] One or more embodiments of the invention will now be described by way of example only with reference to the accompanying drawings, in which: Fig. 1 illustrates an example of a vehicle; Fig. 2A illustrates an example of a controller; Fig. 2B illustrates an example of a computer-readable medium; Fig. 3 illustrates an example of a procedure; Fig. Figure 4 illustrates an example of a part of a powertrain; Fig. Figure 5 illustrates an example of a combustion cycle; and Fig. Figure 6 illustrates an example of valve control devices and an engine. DETAILED DESCRIPTION

[0031] The figures illustrate a process. 30 to protect an internal combustion engine 12 a vehicle 10to prevent damage from the suction of liquid, whereby the procedure 30 includes: recording of 31 , whether liquid via a gas intake system 11 for the engine 12 has penetrated; and causing that 32 Valve control device 44 Perform at least one or both of the following steps: Prevent gas from entering a combustion chamber 47 of the engine 12 during a gas intake stage 50 a combustion cycle of the combustion chamber 47 ; Causing the emission of gas from a combustion chamber 47 of the engine 12 during a gas compression stage 51 of the combustion cycle of the combustion chamber 47 .

[0032] Fig. 1 illustrates an example of a vehicle 10 , in which embodiments of the invention can be realized. In some, but not necessarily in all, examples, the vehicle 10A passenger car. Passenger cars typically have an unladen weight of less than 5000 kg.

[0033] In Fig. 1 includes the vehicle 10 a powertrain 14 The powertrain 14 from Fig. 1 includes an internal combustion engine 12 , hereinafter referred to as the engine 12 referred to. In some, but not necessarily all, examples, the engine 12 It is configured to operate with a high compression ratio, such as over 12:1, although other compression ratios would be appropriate in other examples. The higher the compression ratio, the greater the potential risk of engine knocking if fluid (e.g., water) enters the engine. 12 is sucked in. In some, but not necessarily all, examples, the engine 12 a four-stroke engine.

[0034] The powertrain 14 refers to the mechanism that transfers power from the engine 12a vehicle 10 transfers to its drive axles (not shown). The drivetrain 14 It can be designed for two-wheel drive and / or all-wheel drive.

[0035] The powertrain 14 It also includes a gas intake system. 11 , which is a gas path 401 from a gas inlet 402 outside the engine 12 all the way to the engine 12 provides for gas to be expelled outside the engine 12 into the engine 12 can be sucked in and burned internally.

[0036] The powertrain 14 It also includes an exhaust system. 13 , which is a gas path 401 from inside the engine 12 to a location outside the vehicle 10 provides.

[0037] Fig. 2A shows an example of a controller 20 of the powertrain 14 and / or the engine 12In some, but not necessarily all, examples, the control 20 an engine control unit (ECU).

[0038] For the purposes of this disclosure, it is to be understood that the control(s) described herein 20 Each is a control unit or computing device with one or more electronic processors. 21 can include a vehicle 10 and / or a system thereof may comprise a single control unit or an electronic controller, or alternatively, different functions of the control(s) may be performed in or housed within different control units or controllers. It may be a set of instructions 24Instructions are provided which, when executed, cause the controller(s) or control unit(s) to implement the control techniques (including the method(s)) described herein. The instruction set can be implemented in one or more electronic processors. 21 be embedded, or alternatively, the instruction set can be implemented as software. 23 be provided which are stored in at least one storage location 22 is stored and is processed by one or more electronic processors 21is executed. For example, a first controller can be implemented in software running on one or more electronic processors, and one or more other controllers can also be implemented in software running on one or more electronic processors, optionally on the same one or more processors as the first controller. However, it should be noted that other arrangements are also useful, and therefore the present disclosure is not intended to be limited to any particular arrangement. In any case, the instruction set described above can be stored in a computer-readable storage medium. 25 (e.g., a non-volatile storage medium) be embedded, as in Fig. 2B shown, which may include any mechanism for storing information in a form that can be read by a machine or electronic processor / computing device, including but not limited to: a magnetic storage medium (e.g., floppy disk); an optical storage medium (e.g., CD-ROM); a magnetic optical storage medium; a read-only memory (ROM); a random access memory (RAM); a erasable programmable memory (e.g., EPROM and EEPROM); flash memory; or an electrical or other type of media for storing such information / instructions.

[0039] The control 20 is configured to perform a procedure 30 to perform as in Fig. 3 shown.

[0040] The procedure 30 includes in block 31 Detecting whether liquid is passing through a gas intake system 11 for the engine 12has penetrated. In some, but not necessarily all, examples, this means that the fluid has entered the gas intake system. 11 itself is located. The procedure 30 It is optimized for the detection of water. In some examples, it is additionally or alternatively designed for the detection of other liquids. In some, but not necessarily all, examples, detection is positive if the presence or quantity of the detected liquid poses an unacceptably high risk of causing engine damage (e.g., through hydraulic locking and / or knocking) if the liquid were to enter the engine. 12 is sucked in.

[0041] The definition of an unacceptably high risk depends on one or more criteria. The definition of unacceptable can be fixed (a fixed threshold) or variable. For example, the control 20so that they provide a signal to indicate the presence of liquid in the gas intake system 11 The signal is compared to a fixed threshold. The signal can be an indicator of the presence of liquid or a quantity of liquid. In some, but not necessarily all, examples, the fixed threshold represents a fixed quantity of liquid, a fixed rate of change of the liquid with respect to time, or a fixed accumulation over time. If the threshold is exceeded, the detection is positive.

[0042] In some, but not necessarily all, examples, multiple signals indicate the presence of liquid at several points in the gas intake system. 11 The control 20It can be configured so that it only performs a positive detection if one or more criteria are met for each location. Alternatively, information from the multiple signals can be combined and the result compared with one or more criteria.

[0043] In an example of a variable definition of unacceptably high risk, the control 20 Query a lookup map. The lookup map can define a lookup to compare the signal with one or more other variables that indicate the current operating state of one or more other vehicle systems besides the gas intake system. 11Examples of other variables include: vehicle speed, engine speed, engine torque demand or output, detected engine knock, engine temperature, or a current vehicle mode such as a wading assist mode ("wading assist"). These additional variables provide information that allows for a more precise determination of the damage risk. If the engine 12 For example, if it is in a condition where it is prone to knocking, such as at low engine speed and high torque demand, the threshold is lower to reduce the knocking tendency caused by the intake of fluids.

[0044] In one example implementation, the risk is unacceptable if a measured airflow is implausible, e.g., due to a sudden high airflow measured relative to an unacceptability threshold. In another example implementation, an airflow measurement is significantly higher than the airflow modeled by other sensors monitoring the engine operating state (e.g., from a mass balance).

[0045] In relation to Fig. 3 and Fig. 4 carries out the procedure 30 with block 32 in response to a positive detection, as described above. Block 32 includes: causing the valve control means 44 Perform at least one or both of the following steps: Prevent gas from entering a combustion chamber 47 of the engine 12 during a gas intake stage 50 a combustion cycle of the combustion chamber 47; Causing the gas to be expelled from a combustion chamber 47 of the engine 12 during a gas compression stage 51 of the combustion cycle of the combustion chamber 47 .

[0046] In some examples, the operation of Block is described. 32 for all combustion chambers of the engine 12 carried out. This process may include the control 20 a control signal to the valve control unit 44 The control signal is transmitted to prevent gas intake and / or gas exhaust. In some, but not necessarily all, examples, the control signal is transmitted immediately upon positive detection.

[0047] The valve control unit prevents the transmission of the control signal. 44 the gas inlet into the combustion chamber 47 of the engine 12 during a gas intake stage 50 a combustion cycle of the combustion chamber 47no, and the valve control unit 44 does not cause any gas emission from the combustion chamber 47 of the engine 12 during a gas compression stage 51 of the combustion cycle of the combustion chamber 47 .

[0048] As soon as there is no more liquid in the gas intake system 11 The valve control unit prevents the detection of the detected event. 44 the gas inlet into the combustion chamber 47 of the engine 12 during a gas intake stage 50 a combustion cycle of the combustion chamber 47 no, and the valve control unit 44 does not cause any gas emission from the combustion chamber 47 of the engine 12 during a gas compression stage 51 of the combustion cycle of the combustion chamber 47 .

[0049] In some, but not necessarily all, examples, the control signal is an engine shutdown command signal to initiate an engine shutdown process, which involves preventing gas intake and / or causing gas exhaust. In some, but not necessarily all, examples, the engine shutdown process further includes turning off the ignition and / or stopping the fuel injection in response to the control signal. The effect of the engine shutdown process terminates the crankshaft rotation induced by combustion. In some examples, ignition and / or fuel injection may be reduced or delayed rather than reduced.

[0050] The engine 12 It is protected from damage because the valve control prevents hydraulic locking and / or knocking. Therefore, the engine shutdown process does not necessarily require stopping the crankshaft or even the vehicle.10 If the vehicle 10 For example, if it is a hybrid vehicle, the vehicle 10 It can still be powered by another drive motor, such as an electric motor. This advantageously allows the vehicle to be driven from a location where fluid enters the gas intake system. 11 This can occur, for example, in a flooded area. The vehicle's transmission (not shown) can even be left in gear, so that the crankshaft rotation continues while the vehicle is moving. 10 will be continued.

[0051] In some, but not necessarily all, examples, the procedure is 30 This occurs during an engine restart. In some, but not necessarily all, examples, the control signal is transmitted during the engine restart, triggering the gas ejection that causes the reaction. This ensures that any gas already present in the combustion chamber is expelled. 47fluid drawn in from the combustion chamber 47 ejected without causing damage, because the engine 12 is started by a driver.

[0052] In some, but not necessarily all, examples, the comparison of the signal with the threshold and / or the lookup map query described above is performed by the controller. 20 performed repeatedly, for example periodically, while the vehicle 10 The vehicle is in an ignition state ("key on") to continuously monitor whether an engine shutdown procedure is required. In some examples, the signal comparison is performed repeatedly, e.g., periodically, while the vehicle is moving. 10 in an ignition state (“key-off” state) to determine whether the gas ejection should be carried out during engine restart. For example, the procedure 30This process is performed during a vehicle wake-up procedure to supply vehicle systems with battery power, triggered by a vehicle key or key fob, while the vehicle is in motion. 10 is in a key-off state.

[0053] Fig. will be described in more detail. Fig. Figure 4 shows a system arranged to carry out the procedure 30 as in Fig. 3 described above.

[0054] The system includes a gas intake system. 11 The gas intake system 11 includes a housing 49 , which is a gas path 401 to the combustion chamber 47 provides a number of components along the gas path. 401 connected in series. In some, but not necessarily all, examples, the gas intake system includes 11 two or more enclosures, each enclosure 49 a gas path 401to a separate subset of the engine's combustion chambers 12 provides.

[0055] In Fig. 4 includes the housing or each housing 49 an open end that provides a gas inlet 402 defined. The gas inlet 402 It has a sufficient cross-sectional area so that gas (and also liquid) can flow freely into the gas intake system. 11 can enter. The next element in the series is a gas filter housing. 40 for a gas filter (e.g., air filter). In other examples, it is at the gas inlet. 402 of the case 49 An open gas filter is provided, so no gas filter housing is required. It is possible for liquid to bypass the gas filter.

[0056] In the example of Fig. 4 is, in addition to the series, an airflow sensor. 48 provided for. In some, but not necessarily all, examples, the airflow sensor is 48an air mass flow sensor for measuring the amount of gas flowing along the gas path 401 into the engine 12 flows. In other examples, the airflow sensor 48 additionally or alternatively provided at another point along the series, e.g. after a gas compressor 41 .

[0057] In some, but not necessarily all, examples, the airflow sensor 48 functional with the control system 20 coupled to measure the liquid in the gas intake system 11 to enable this. The measurement is transmitted to the controller via a signal. 20 transmitted, which performs the signal comparison described above.

[0058] Various types of airflow sensors can be used as liquid sensors. 48 can be used. In some, but not necessarily all, examples, the airflow sensor used as a liquid sensor is 48a hot-wire sensor. In one implementation, the airflow sensor includes an airflow sensor. 48 A hot wire forms the fourth resistor, completing a Wheatstone bridge. When liquid comes into contact with the hot wire, it cools down, leading to an abnormal reading compared to what would be possible if air were present in the intake system. 11 would be present. In some, but not necessarily all, examples, the aforementioned signal comparison by the controller includes 20 the detection of abnormal measurements caused by cooling.

[0059] The airflow sensor 48 This is an example of a sensor designed for multiple functions and not limited to liquid detection. The use of multifunctional sensors has the advantage that no additional sensors are needed for liquid detection.

[0060] In Fig. 4, but not necessarily in all examples, the next element in the series is a gas compressor. 41 such as a turbocharger or supercharger. Some powertrains incorporate a variety of turbochargers, in this case a variety of gas superchargers. 41 can be connected in series.

[0061] The next element in the series of Fig. 4 is a heat exchanger 42 In some, but not necessarily all, examples, the heat exchanger 42 An intercooler. Heat exchangers are optional, but are often offered in conjunction with turbochargers or superchargers.

[0062] In some, but not necessarily all, examples, the next element in the series is a downstream sensor. 43 The downstream sensor 43 is located downstream of the heat exchanger 42and is a liquid sensor positioned to detect the presence of liquid. The downstream sensor 43 is functional with the control system 20 coupled. The purpose of locating a liquid sensor or an additional liquid sensor downstream is to enable the detection of excess condensate that accumulates in the heat exchanger. 42 forms and into the engine 12 It can be drawn in. The condensate would be detected by a sensor in front of the heat exchanger. 42 , such as the airflow sensor 48 , can be measured. The downstream sensor can advantageously provide a more accurate determination of the amount of liquid entering the combustion chamber. 47 can get in, and / or the extent of liquid ingress along the gas intake system 11 make possible.

[0063] As a downstream sensor 43Various sensor types can be used. In some, but not necessarily all, examples, the downstream sensor is used. 43 a hot-wire sensor, as described above, or a sensor that detects a change in electrical resistance between electrodes caused by the presence of liquid between them. The control 20 can receive signals from the downstream sensor 43 received to detect the presence of liquid in the gas intake system 11 to determine.

[0064] Any number of intermediate elements can be included in the sequence between the elements mentioned above, including no intermediate elements at all.

[0065] The control 20 receives measurements from all available liquid sensors, such as one or both of the liquid sensors mentioned above, to determine the value in relation to Fig. 3 described procedures 30to carry out. In some examples, additional sensors can be provided. The control 20 is functional with the valve control unit 44 coupled so that a control signal is sent to the valve control unit 44 is being sent.

[0066] The valve control unit 44 refers to the hardware (in the cylinder head of the engine) 12 ), which provides engine intake valve control means and / or engine exhaust valve control means. Engine intake valves and engine exhaust valves are the valves that are actuated at controlled times during a combustion cycle to control the gas flow into and out of individual combustion chambers or to modulate combustion. The valve control device 44 Therefore, it controls the opening of at least one inlet valve. 45 and / or at least one exhaust valve 46 each combustion chamber 47 The valve control unit 44is arranged to include at least one inlet valve 45 to control the gas extraction from the gas intake system 11 into the combustion chamber 47 to open. The valve control unit 44 is arranged in such a way that it has at least one outlet valve 46 to control the gas flow from the combustion chamber 47 into the gas outlet system 13 opens.

[0067] With reference to valve timing control in Fig. For a four-stroke combustion cycle, it is common to use the intake valves. 45 the combustion chamber 47 only during the gas intake stage 50 of the combustion cycle in the combustion chamber 47 to open and the intake valves 45 during the gas expansion stage 52 not to open the combustion cycle. Both in the gas intake stage. 50 as well as in the gas expansion stage 52 A piston (not shown) moves in the combustion chamber 47from top dead center to bottom dead center. The valve timing 44 is configured to enable this conventional functionality.

[0068] It is also common to clean the exhaust valves. 46 only during the gas outlet stage 53 of the combustion cycle in the combustion chamber 47 to open and the exhaust valves 46 not during the gas compression stage 51 to open the combustion cycle. Both in the gas emission stage. 53 as well as in the gas compression stage 51 A piston (not shown) moves in the combustion chamber 47 From bottom dead center to top dead center. The valve timing. 44 is configured to enable this conventional functionality.

[0069] The valve control 44 is additionally arranged in such a way that it not only enables the conventional four-stroke operation of the engine 12 , but also the procedure 30from Fig. 3. In some, but not necessarily all, examples, the valve control is implemented. 44 able to perform one or more of the following interruptions of the conventional four-stroke process: preventing the intake valves from opening 45 during the gas intake stage 50 ; Opening the exhaust valves 46 during the gas compression stage 52 ; Delaying the closing of an inlet valve in response to receiving the control signal described above.

[0070] Preventing an inlet valve from opening 45 a combustion chamber 47 during a gas intake stroke 50 This means that the inlet valve 45 during the entire time between top dead center and bottom dead center of the gas intake stroke 50 The combustion chamber should remain closed or substantially closed. The aim is to prevent liquid from entering the combustion chamber. 47to prevent.

[0071] Opening an exhaust valve 46 a combustion chamber 47 during a gas compression stroke 52 This means that the exhaust valve 46 for at least part of the time interval between piston top dead center and piston top dead center of the gas compression stroke 52 It opens, optionally for almost the entire duration. The purpose is to prevent liquid from escaping the combustion chamber. 47 to enable.

[0072] In this example, the delayed closing of an inlet valve causes the following during a gas compression stroke: 52 Gas from the combustion chamber 47This is referred to herein as late intake valve closing (LIVC). LIVC can be achieved by phasing the opening and closing times of the valve together, or by phasing the closing time of the valve independently of the opening time, depending on the hardware. In a reciprocating engine, the closing time occurs after bottom dead center, which marks the beginning of the compression stroke. 52 defined, and before the next top dead center. In some implementations, the delayed closing time can occur more than 10 degrees or more than 30 degrees after the bottom dead center.

[0073] An example of suitable hardware for the valve control unit 44 is in Fig. 6 shown. Fig. 6 is a simplified representation of an engine 12 to demonstrate with only two combustion chambers and two valves per combustion chamber. Fig. However, 6 does not limit the valve control means. 44This refers to the number of combustion chambers, the number of controlled valves, or the type of valves. The valves can be intake or exhaust valves.

[0074] Fig. Figure 6 illustrates an example of a valve control device. 44 for controlling the valve lift of intake valves 45aa-45bb of the engine's combustion chambers 12 , wherein the valve control device 44 at least includes: a first main piston 61aa , which is arranged to provide a stroke of a first inlet valve 45aa a first combustion chamber 47a to control; a second piston 61ba , which is arranged to provide a lift to a second inlet valve 45ba the first combustion chamber 47a to control; a third piston 61ab , which is arranged to provide a stroke of a first inlet valve 45ab a second combustion chamber 47b to control; a fourth piston 45bb , which is arranged to provide a lift to a second inlet valve 45bb the second combustion chamber 47b to control; a first hydraulic circuit C1V1 , C2V1 , which is arranged to engage the first piston 61aa and the third piston 61ab to operate at different times, but not the second piston 61ba and the fourth piston 61bb ; and a second hydraulic circuit C1V2 , C2V2 , which is arranged to engage the second piston 61ba and the fourth piston 61bb to operate at different times, but not the first piston 61aa and the third piston 61ab .

[0075] The first piston 61aa , the second piston 61ba , the third piston 61ab and the fourth piston 61bb are arranged so that they move within slave piston cylinders (not shown) and their respective intake valves 45aa - 45bb depending on the application of fluid displacement via the respective hydraulic circuits C1V1 - C2V2 Press. The fluid can be oil or another hydraulic fluid.

[0076] In the example of Fig. 6 the first hydraulic circuit has two passes C1V1 , C2V1 up, which leads to the first piston 61aa or to the third piston 61ab lead, as illustrated by the lines, but no passages to the second piston 61ba and to the fourth piston 61bb The second hydraulic circuit has two passages. C1V2 and C2V2 up, which leads to the second piston 61ba or fourth piston 61bb lead, as illustrated by the pipes, but no passages to the first piston 61aa or to the third piston 61ab .

[0077] The fluid displacement in the first hydraulic circuit C1V1 , C2V1 is caused by the jamming of a first main piston 60acaused by a camshaft cone (not shown). The fluid displacement in the second hydraulic circuit C1V2 , C2V2 is caused by the jamming of a second main piston 60b caused by a camshaft cone (not shown). A double-bearing cam profile (or a one-piece cam profile of a camshaft with a 1:1 crankshaft rotation) means that fluid displacement is caused twice per combustion cycle in each pass. One or more suitable electrically actuated (not shown, solenoid-controlled) directional control valves can be used to control the volume of hydraulic fluid in each pass, allowing or preventing the opening of specific intake valves at different times in the combustion cycle. This "active" behavior means that the main pistons 60a , 60b , hydraulic circuits C1V1-C2V2 , Pistons 61aa-61bb and vent valves can be controlled together to create an "active tappet arrangement." The active tappet arrangement ensures that an effective camshaft profile can be controlled, which differs from a physical camshaft profile. In some, but not necessarily all, examples, the directional control valves used can be actuated at predetermined times to enable discrete variable valve lift operation. In other examples, the directional control valves are controllable so that they can be actuated at any desired time to enable stepless valve lift operation.

[0078] The selective prevention of the opening of the inlet valve by the aforementioned active tappets can be used to control the gas entry into the combustion chamber. 47 during the gas intake stage 50 to prevent. If the hardware of Fig. 6 for the exhaust valves 46When used, the exhaust valves can 46 during the gas compression stage 51 must be opened to allow gas to escape from the combustion chamber 47 during the gas compression stage 51 to cause.

[0079] Additional or alternative hardware Fig. is possible. In an alternative arrangement, each piston 61aa-61bb coupled with an independent control circuit, so that each piston 61aa-61bb is assigned its own separate main actuator, which can be, for example, hydraulic or electromagnetic. This alternative arrangement may require additional hardware such as additional vent (solenoid) valves, which may be controllable to allow stepless valve stroke.

[0080] For example, an electromagnetic valve actuator (not shown) is used as the master actuator. The electromagnetic valve actuator may include a solenoid mechanically coupled to the valve stem. A linear (piston) output of a solenoid can be used to push the valve stem. In some examples, a rotary output of the electromagnetic actuator can be used to move a short cam that, by locking, pushes against the valve stem. In some cases, electromagnetic actuators can be used in conjunction with the hardware of Fig. 6 instead of a conventional camshaft to actuate a large number of valves.

[0081] Additional or alternative hardware from Fig.This is possible. For example, one or more cam switches (not shown) can be used to physically move at least one camshaft along its axis. In one implementation, a cam switch could move a camshaft along its axis so that the main pistons 60a , 60b (or other cam tappets) are aligned with a camshaft base circle, instead of being aligned with camshaft lobes. This allows the main pistons to 60a , 60b They cannot be physically moved by the camshaft. This means that valves, such as the intake valves, cannot... 45 , during a gas intake stage 50 remain closed. In another implementation, a cam switch moves a camshaft along its axis so that the main pistons 60a , 60b(or other cam tappets) are aligned with a different camshaft cam than with a conventional camshaft cam. This can alter the timing of the main piston's movement. 60 , 60b The timing changes depending on the design of the various camshaft cones. This altered timing allows valves, such as exhaust valves, to open more quickly. 46 during a gas compression stage 51 .

[0082] Although the embodiments of the present invention have been described in the preceding paragraphs with reference to various examples, it should be noted that modifications to these examples can be made without deviating from the scope of the claimed invention. For example, it is also possible to detect whether liquid has entered a gas intake system by monitoring dynamic properties of the engine, e.g., by detecting an implausibly rapid deceleration in the angular velocity of a crankshaft or camshaft (e.g., using data from a crankshaft / camshaft position sensor) during a compression stroke.

[0083] Various embodiments of the disclosure could be adapted for rotary engines, two-stroke engines and other engine types.

[0084] The features described above can be used in combinations other than those expressly described.

[0085] Although functions have been described with reference to certain features, these functions can be performed by other features, regardless of whether they are described or not.

[0086] Although features have been described with reference to specific embodiments, these features may also be present in other embodiments, regardless of whether they are described or not.

[0087] Although the foregoing specification attempts to draw attention to those features of the invention which are deemed to be of particular importance, it is to be understood that the applicant claims protection for any patentable feature or patentable combination of features which are referred to and / or shown in the drawings, whether or not particular emphasis has been placed on them.

Claims

[1] Method for protecting an internal combustion engine of a vehicle from damage caused by the intake of liquid, the method comprising: Determine whether liquid has entered the engine's gas intake system; and Cause valve control devices to perform at least one or both of the following actions: Preventing gas from entering a combustion chamber of the engine during a gas intake stage of a combustion cycle of the combustion chamber; Causing a gas ejection from a combustion chamber of the engine during a gas compression stage of the combustion cycle of the combustion chamber, wherein the valve control device comprises at least one hydraulic circuit or electromagnetic actuator for at least partially controlling the prevention of gas intake into a combustion chamber and / or at least one hydraulic circuit or electromagnetic actuator for at least partially controlling the causing of gas ejection from a combustion chamber. [2] Method according to claim 1, wherein causing the gas ejection from a combustion chamber comprises opening at least one exhaust valve of the combustion chamber and / or the delayed closing of an inlet valve that is open during a gas inlet stage of the combustion cycle. [3] Method as claimed in a previous claim, wherein causing the gas emission from a combustion chamber is carried out as part of an engine shutdown process in which the internal combustion engine is stopped and / or as part of an engine restart in which the internal combustion engine is started. [4] Method as claimed in an earlier claim, wherein preventing the gas inlet to a combustion chamber comprises preventing the opening of at least one inlet valve of the combustion chamber. [5] Method as claimed in an earlier claim, wherein preventing the gas intake into a combustion chamber is carried out as part of an engine shutdown process in which the internal combustion engine is stopped. [6] Method as claimed in a previous claim, wherein the valve control device comprises camshaft control means for controlling at least partially the prevention of gas intake into a combustion chamber and / or camshaft control means for controlling at least partially the causing of gas ejection from a combustion chamber. [7] Method as claimed in an earlier claim, wherein the detection of liquid in the gas intake system depends on a signal indicating the liquid in the gas intake system from a sensor located downstream of a heat exchanger in the gas intake system. [8] Method as claimed in an earlier claim, wherein detecting whether liquid has entered through the gas intake system comprises detecting a cooling effect at a sensor and / or a change in electrical resistance at a sensor. [9] Method as claimed in an earlier claim, comprising: Comparing a signal indicating the fluid level in the intake system with a threshold value and / or with one or more other variables indicating the current operating status of one or more other vehicle systems besides the intake system; and where preventing gas from entering a combustion chamber and / or preventing gas from being expelled from a combustion chamber is carried out depending on the comparison. [10] Controller comprising at least one processor; and at least one memory comprising computer program code; wherein the at least one memory and the computer program code are configured to use the at least one processor to make the controller perform at least the following: Determine whether liquid has entered a vehicle's internal combustion engine via a gas intake system; and Cause valve control devices to perform at least one or both of the following actions: Preventing gas from entering a combustion chamber of the engine during a gas intake stage of a combustion cycle of the combustion chamber; Causing a gas emission from a combustion chamber of the engine during a gas compression stage of the combustion cycle of the combustion chamber, wherein the valve control device comprises at least one actuator from a hydraulic circuit or an electromagnetic actuator for at least partially controlling the prevention of gas intake into a combustion chamber and / or at least one actuator from a hydraulic circuit or an electromagnetic actuator for at least partially controlling the gas emission caused from a combustion chamber. [11] Computer program comprising instructions which, when executed by one or more processors, cause a controller to perform the following: Determine whether liquid has entered a vehicle's internal combustion engine via a gas intake system; and Cause valve control devices to perform at least one or both of the following actions: Preventing gas from entering a combustion chamber of the engine during a gas intake stage of a combustion cycle of the combustion chamber; Causing a gas emission from a combustion chamber of the engine during a gas compression stage of the combustion cycle of the combustion chamber, wherein the valve control device comprises at least one actuator from a hydraulic circuit or an electromagnetic actuator for at least partially controlling the prevention of gas intake into a combustion chamber and / or at least one actuator from a hydraulic circuit or an electromagnetic actuator for at least partially controlling the gas emission caused from a combustion chamber. [12] System comprising the control system according to claim 11 and a sensor for detecting liquid in the gas intake system for functional coupling with the control system. [13] System according to claim 12, comprising the gas intake system or a part thereof arranged to receive the sensor. [14] Powertrain comprising the control system according to claim 10 or the system according to claim 12 or 13 and an internal combustion engine comprising the combustion chamber according to claims 1 to 9. [15] Vehicle comprising the control system according to claim 10 or the system according to claim 12 or 13 or the powertrain according to claim 14.