Electronic pump / electronic compressor for an engine system

Abstract

System comprising: an engine system (34) of a power generating unit (30), wherein the engine system (34) comprises: an air supply system (46), an inlet manifold (66), and an exhaust manifold (74); an electronic compressor (86); a fuel supply system (50) having a fuel injection point upstream of the inlet manifold (66) of the engine system (34); an auxiliary inlet (90) coupled between the inlet manifold (66) and the electronic compressor (86) such that, when activated, the electronic compressor (86) provides a suction effect in the inlet manifold (66) to purge fresh air from the inlet manifold (66) and increase the mass flow of an air-fuel mixture flowing through the engine system (34); an auxiliary outlet (94) connected between (i) the electronic compressor (86) and (ii) the air supply system (46) or the exhaust manifold (74) is coupled;and a secondary valve (98) arranged in such a way that it can selectively prevent flow between the secondary inlet (90) and the secondary outlet (94) during a starting procedure.

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS

[0001] This application claims the priority and benefit of Indian patent application No. 201941049843 filed on December 4, 2019, which is hereby incorporated in its entirety into this document. TECHNICAL AREA

[0002] This disclosure relates to power generating sets. In particular, this disclosure relates to systems and methods for emergency power supply systems and systems for starting power generating sets. STATE OF THE ART

[0003] Power generating sets generally consist of a tractor engine and an AC generator, which is driven by the tractor engine to produce electrical energy. When a power generating set is started, a starter motor engages the tractor engine, and a fuel-air mixture is supplied to one or more combustion cylinders. Once the tractor engine has started, its speed is increased to an operating speed. The AC generator can then be synchronized with it, and a disconnect switch can be closed to connect the AC generator's output electrical power to a load. The load is then coupled into the output electrical power using a ramp function until the output electrical power reaches 100% and the load is fully consuming the output electrical power.Power generating units often contain additional components, including aftertreatment systems, gearboxes, silencer systems, etc. SUMMARY

[0004] One embodiment relates to a system comprising an electronic compressor, an auxiliary inlet coupled between a motor system of a power generating unit and the electronic compressor, an auxiliary outlet coupled between the electronic compressor and the motor system, and a valve arranged to selectively prevent flow between the auxiliary inlet and the auxiliary outlet during a start-up process.

[0005] Another embodiment relates to a method that includes opening an auxiliary valve connecting an engine system of a power generating unit to an electronic compressor, starting the electronic compressor to create a suction effect at an auxiliary inlet, purging fresh air from the engine system with the started electronic compressor, starting a starter motor after starting the electronic compressor, stopping the electronic compressor after the fresh air has been partially or completely purged, and closing the auxiliary valve after the electronic compressor has been stopped.

[0006] This summary serves only for illustration and is in no way intended to be limiting. Further aspects, features according to the invention, and advantages of the devices or processes described herein will become clear in the detailed description set forth herein in conjunction with the accompanying figures, where identical reference numbers refer to identical elements. List of characters Fig. Figure 1 is a graph showing the engine speed and engine power over time. Fig. Figure 2 is a graph showing the engine speed over time. Fig. Figure 3 is a graph showing the expected motor speed of four different motor configurations over time. Fig. Figure 4 is a schematic diagram of a power generating unit according to some embodiments. Fig. Figure 5 is a diagram of a control system for the power generating unit. Fig. 4 according to some embodiments. Fig. Figure 6 is a diagram of a power generating unit according to some embodiments. Fig. Figure 7 is a graph showing the engine crankshaft speed, the speed of the electronic compressor, and the valve position of the power generation unit. Fig. 4 shows the progression over time according to some embodiments. Fig. Figure 8 is a flowchart showing a procedure for operating the power generating unit. Fig. 4 according to some embodiments. Fig. Figure 9 is a flowchart that shows a procedure for operating the power generating unit. Fig. 4 according to some embodiments. Fig. Figure 10 is a schematic diagram of a power generating unit according to some embodiments. Fig. Figure 11 is a schematic diagram of a power generating unit according to some embodiments. Fig. Figure 12 is a schematic diagram of a power generating unit according to some embodiments. Fig. Figure 13 is a graph showing an arrangement of a first auxiliary valve of the power generating unit. Fig. 12 according to some embodiments. Fig. Figure 14 is a graph showing an arrangement of a second auxiliary valve of the power generating unit. Fig. 12 according to some embodiments. Fig. Figure 15 is a graph showing the power output of an electronic compressor of the power generating unit. Fig. 12 is supplied according to some embodiments. Fig. Figure 16 is a graph showing an arrangement of a first auxiliary valve of the power generating unit. Fig. 12 according to some embodiments. Fig. Figure 17 is a graph showing an arrangement of a second auxiliary valve of the power generating unit. Fig. 12 according to some embodiments. Fig. Figure 18 is a graph showing the power output of an electronic compressor of the power generating unit. Fig. 12 is supplied according to some embodiments. Fig. Figure 19 is a schematic diagram of a power generating unit according to some embodiments. DETAILED DESCRIPTION

[0007] The following are more detailed descriptions of various concepts and implementations of methods, devices, and systems for integrating an electronically driven compressor into an engine system. Before turning to the figures, which illustrate certain exemplary embodiments in detail, it should be noted that the present disclosure is not limited to the details or methods set forth in the description or illustrated in the figures. It is also understood that the terminology used herein serves only the purpose of description and should not be considered limiting.

[0008] With general reference to the figures, the various embodiments disclosed herein relate to systems, devices, and methods for using an electric compressor to improve the starting conditions of an engine. In particular, the disclosure relates to systems and methods for improving the starting process of an engine used in a power generating unit. The electric compressor can be used as an E-pump to draw air from one end of an intake manifold or to draw it in, in order to purge fresh air from the intake manifold and the lines. The E-pump fluid path is routed around the engine during an initial period (e.g., a few seconds) while the engine is spinning at low speed, thus constraining the airflow during starting.Once the fuel has reached the engine cylinders and the engine speed begins to increase, the electronic compressor can either be isolated and switched off or operated as an e-compressor, supporting the turbochargers in the engine system.

[0009] As in Fig. As shown in Figure 1, for power generating units (e.g., emergency generators), it is desirable to provide a fast start and a short synchronization time with the grid of, for example, between seven and ten seconds. Fast start and synchronization can be difficult (e.g., with larger power generating units). Some power generating units include a starter motor (e.g., a 24 V starter motor or a 64 V starter motor) that drives the engine at a starting speed. In some embodiments, the starting speed is 180 rpm. Power generating units that include piping and other fluid flow paths must be purged during the starting process before an air-fuel mixture can reach the cylinders and combustion can begin. The time the power generating unit takes to purge the fresh air can be referred to as the fuel transport delay time. As shown in Figure 1, the fuel transport delay time is a significant factor in the power generating unit's ability to start the engine. Fig. Figure 2 shows that in some engines a starting speed of 180 rpm can lead to a fuel transport delay time of five seconds (5 seconds) or more.

[0010] To shorten the fuel transport delay time, embodiments of this disclosure aim to increase the mass flow rate of the charge flowing through the engine. In other words, to increase the flow velocity of the fresh air from the system and of the air-fuel mixture into the system. Due to the increased mass flow rate of the charge (air-fuel mixture), the air-fuel mixture requires less time to reach the cylinders. The reduced fuel transport delay time allows combustion to begin earlier and reduces the overall time required to reach operating speed (e.g., engine and turbocharger inertia).

[0011] How Fig. As can be seen in section 3, the use of a more powerful starter motor and the use of the compressor as an electric pump are considered. Compared to an engine system operating without an electric pump element, the electric pump ensures a significant reduction in fuel delivery delay time.

[0012] How Fig. As can be seen from Figure 4, a power generating unit 30 includes an engine 34 which is coupled to a gearbox or transmission box 38 to drive an AC generator 42 for generating electrical energy. In some embodiments, the transmission box 38 is omitted. In some embodiments, the power generating unit 30 includes additional components (e.g., an aftertreatment system, a sound damping system, a cooling system, etc.). In principle, the engine 34 burns a combustible fuel (e.g., diesel, natural gas, etc.) to generate mechanical energy and rotate an input of the AC generator 42. The AC generator converts the mechanical energy into electrical energy for use in an electrical network or subsystem.

[0013] The engine 34 incorporates an air supply system 46, designed to draw in, filter, and regulate the flow of fresh intake air from the atmosphere. A fuel supply system 50 is designed to selectively inject fuel into the fresh intake air to create an air-fuel mixture. A compressor 54 draws in the air-fuel mixture and compresses it to provide boost. An aftercooler 58 receives the air-fuel mixture from the compressor 54 and reduces its temperature. A throttle valve 62 is located downstream of the aftercooler 58 and controls the flow of the air-fuel mixture to an intake manifold 66 on the engine 34. The intake manifold 66 distributes the air-fuel mixture to a bank of engine cylinders 70. The fuel supply system 50 also includes fuel injectors in selective fluid connection with the engine cylinders 70 for injecting fuel.After combustion in the engine cylinders 70, exhaust gas is drawn into the exhaust manifold 74 and fed to a turbine 78, which in turn provides power to the compressor 54. A boost pressure control valve 82 is arranged to bypass the turbine 78 and is designed and controlled to regulate the increased boost pressure provided by the compressor 54. In some embodiments, the fuel supply system 50 injects fuel into the intake manifold, a swirl chamber, or the like. In some embodiments, the fuel supply system provides direct injection (i.e., injection directly into the cylinders).

[0014] The motor 34 further includes a shunt system with an electronic compressor 86, which can function as an electric pump to generate a suction effect or as an electric compressor to generate pressure, as described in more detail below. In some embodiments, the electronic compressor 86 can function as both an electric pump and an electric compressor.

[0015] In the Fig. In the embodiments shown in Figure 4, the electronic compressor 86 is coupled to the intake manifold 66 via an auxiliary inlet 90. The electronic compressor 86 is designed to be electrically driven (e.g., by an electric motor) to provide a suction effect in the intake manifold 66. An auxiliary outlet 94 is coupled between the electronic compressor 86 and the air supply system 46. In some embodiments, the auxiliary outlet 94 communicates with the air supply system 46, which is located upstream of a fuel injection point from the fuel supply system 50. An auxiliary valve 98 is arranged in the auxiliary outlet 94 and is controlled to selectively allow or prevent flow through the auxiliary outlet 94.

[0016] A control unit 102 is configured to communicate with the air supply system 46, the fuel supply system 50, the throttle valve 62, the boost pressure control valve 82, the electronic compressor 86, and the auxiliary valve 98. The control unit 102 is also configured to receive sensor inputs from various sensor arrays associated with the power generation unit 30 and can be configured to control the operation of other aspects of the engine 34.

[0017] Since it has been shown that the components of Fig. Since the 4 components are contained in the power generation unit 30, the control unit 102 can be configured as one or more electronic control units (ECUs). The control unit 102 can be separate from or integrated within a transmission control unit, an exhaust aftertreatment control unit, a powertrain control module, an engine control module, a power generation unit control module, etc. The function and structure of the control unit 102 are described in more detail in Fig. 5 described.

[0018] Fig. 5 is a diagram of the control system 102 of the power generating unit 30. Fig. 4 according to an exemplary embodiment. How Fig. As can be seen from Figure 5, the control unit 102 includes a processing circuit 106 with a processor 110 and a storage device 114, a control system 118 with a starter circuit 122, which is designed to control the operation of a starter motor 124 of the engine 34, a compressor circuit 126, which is designed to control the operation of the electronic compressor 86, a valve circuit 130, which is designed to control the operation of any auxiliary valves (e.g., the auxiliary valve 98), an air-fuel circuit 134, which is designed to control the operation of the air supply system 46 and the fuel supply system 50, and a communication interface 138. In principle, the control unit 102 is designed to control the operation of the engine 34 during a starting process.The electronic compressor 86 is used as an E-pump to purge fresh air from the intake manifold 66, thus increasing the speed at which fuel enters the cylinders 70 and the engine 34 can start.

[0019] In one configuration, the starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134 are implemented as machine-readable or computer-readable media executable by a processor, such as processor 110. As described herein and in other uses, the machine-readable medium facilitates the performance of certain operations to enable the reception and transmission of data. For example, the machine-readable media can provide an instruction (e.g., a command, etc.) to, for instance, acquire data. In this context, the machine-readable media can include programmable logic that defines the frequency of data acquisition (or data transmission).The computer-readable medium can contain code written in any programming language, including but not limited to Java or similar languages, and all conventional procedural programming languages ​​such as C or similar languages. The computer-readable program code can be executed on one processor or multiple remote processors. In the latter case, the remote processors can be interconnected via any type of network (e.g., CAN bus, etc.).

[0020] In another configuration, the starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134 are implemented as hardware units, e.g., as electronic control units. As such, the starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134 can be implemented as one or more circuit components, including, among other things, processing circuits, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some embodiments, the starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134 can be implemented as one or more analog circuits, electronic circuits (e.g., integrated circuits (ICs), discrete circuits, system-on-a-chip (SOC) circuits), microcontrollers, etc.), telecommunications circuits, hybrid circuits, and any other type of “circuit.” In this respect, the starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134 may include any type of component for achieving or enabling the achievement of the operations described herein. A circuit such as described herein may, for example, include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, etc. The starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134 may also include programmable hardware devices, such as field-programmable gate arrays, programmable array logic, programmable logic devices, or the like.The starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134 may include one or more memory devices for storing instructions that can be executed by the processor(s) of the starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134. The one or more memory devices and the processor(s) may have the same definition as given below with respect to the memory device 114 and the processor 110. In some hardware unit configurations, the starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134 may be geographically distributed across separate locations within the power generating unit 30.Alternatively, and as shown, the starter circuit 122, the compressor circuit 126, the valve circuit 130 and the air-fuel circuit 134 can be implemented in or within a single unit / housing, which is represented as control 102.

[0021] In the example shown, the controller 102 includes the processing circuit 106 with the processor 110 and the storage device 114. The processing circuit 106 can be constructed or configured to execute or implement the instructions, commands, and / or control processes described herein with respect to the starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134. The illustrated configuration represents the starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134 as machine-readable or computer-readable media.As already mentioned, this illustration is not intended to be limiting, since other embodiments are also conceivable in the present disclosure, in which the starter circuit 122, the compressor circuit 126, the valve circuit 130 and the air-fuel circuit 134, or at least one circuit of the starter circuit 122, the compressor circuit 126, the valve circuit 130 and the air-fuel circuit 134, is configured as a hardware unit. All such combinations and variations are said to fall within the scope of the present disclosure.

[0022] The hardware and data processing components used to implement the various processes, operations, exemplary logics, logic blocks, modules, and circuits described in connection with the embodiments disclosed herein (e.g., processor 110) can be implemented or executed with a general-purpose single- or multi-chip processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof to perform the functions described herein. A general-purpose processor can be a microprocessor or any conventional processor or state machine. A processor can also be implemented as a combination of computing devices, e.g.,A combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors in conjunction with a DSP core, or another such configuration. In some embodiments, the one or more processor(s) can be shared by multiple circuits (e.g., the starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134 can comprise or otherwise share the same processor, which in some embodiments can execute instructions stored in or otherwise accessed from different memory locations). Alternatively or additionally, the one or more processors can be configured to perform certain operations independently of one or more co-processors.In other embodiments, two or more processors can be coupled via a bus to enable independent, parallel, pipelined, or multithreaded instruction execution. All such variations are said to fall within the scope of this disclosure.

[0023] The storage device 114 (e.g., memory, storage unit, storage device) may include one or more devices (e.g., RAM, ROM, flash memory, hard disk storage) for storing data and / or computer code for completing or enabling the various processes, layers, and modules described herein. The storage device 114 may be communicatively connected to the processor 110 to provide the processor 110 with computer code or instructions for executing at least some of the processes described herein. Furthermore, the storage device 114 may be or include physical, persistent memory or non-volatile memory.Accordingly, the storage device can include 114 database components, object code components, script components, or any other type of information structure to support the various activities and information structures described herein.

[0024] The starter circuit 122 is configured to receive a start input (e.g., a start command from a user interface) and activate the starter motor 124, causing the engine cylinders 70 to operate at a starting speed to initiate the operation of the engine 34. In some embodiments, the starter circuit 122 controls the starter motor 124 according to a starting profile that includes a stage function, a ramp function, or a time-controlled function, whereby the starter motor 124 operates for a predetermined starting time and / or the operation of the starter motor 124 is initiated after a starting start time.

[0025] The compressor circuit 126 is designed to control the operation of the electronic compressor 86 either as an electric pump or as an electric compressor. The compressor circuit 126 communicates with an electric motor that rotates the compressor wheel of the electronic compressor 86. In some embodiments, the compressor circuit 126 operates the electronic compressor 86 according to a compressor profile (e.g., a stage function, a ramp function, a timed function, etc.) to provide the desired system operation. In some embodiments, the compressor profile includes a predetermined operating time of the electric pump and / or a start time of the compressor.

[0026] The valve circuit 130 is designed to control the operation of the auxiliary valve 98 (or any other valves associated with the electronic compressor 86) such that flow to or from the electronic compressor 86 is selectively permitted or prevented. In some embodiments, the valve circuit 130 operates the auxiliary valve 98 according to a valve profile (e.g., a staged function, a ramped function, a timed function, etc.) to provide the desired system operation. In some embodiments, the valve profile includes a predetermined valve opening time and / or a valve opening start time.

[0027] The air-fuel circuit 134 is designed to control the operation of the air supply system 46 and the fuel supply system 50. In some embodiments, the air-fuel circuit 134 operates the air supply system 46 and the fuel supply system 50 according to an air-fuel profile in conjunction with other controls or control units to provide a fast-starting engine 34 and, after starting, a desired engine operation.

[0028] The controller 102 is responsible for operating the shunt system. In some embodiments, the shunt system can be arranged in alternative configurations, as discussed in more detail below. The controller 102 is designed to operate the shunt system in all configurations.

[0029] How Fig. As can be seen from Figure 6, the bypass system of the motor 34 is modified such that the auxiliary valve 98 is omitted and an auxiliary valve 142 is installed in the auxiliary inlet 90 between the electronic compressor 86 and the inlet manifold 66. The auxiliary valve 142 is arranged so that it isolates the electronic compressor 86 from the inlet manifold 66.

[0030] In principle, during a start-up process, a start signal is received from a user interface or the controller 102. Subsequently, the valve circuit 130 sends a valve opening signal via the communication interface 138 to the auxiliary valve 98 or 142. The auxiliary valve 142 or 98 then opens to establish a connection between the inlet manifold 66, the electronic compressor 86, and the auxiliary outlet 94. After the valve opening signal has been sent, the compressor circuit 126 sends a compressor activation signal via the communication interface 138 to the electronic compressor 86 to activate the electronic compressor 86 and create a suction effect at the inlet manifold 66. After the compressor activation signal has been sent, the starter circuit 122 sends a start signal via the communication interface 138 to the starter motor 124 to activate the starter motor 124 and start the engine 34.By activating the electronic compressor 86 as an electric pump, fresh air is drawn from the intake manifold 66, increasing the speed at which the air-fuel mixture enters the cylinders 70. This increased speed at which the charge reaches the cylinders 70 reduces the fuel transport delay time, thereby reducing the time the engine 34 needs to start and reach a desired operating speed.

[0031] How Fig. As can be seen in section 7, the engine start signal is given at t MotorStart received and the valve opening signal at t Ventiloffen sent. After the valve opening signal has been sent, the compressor start signal is sent at t AnlassermotorStart sent. After the compressor start signal has been sent, the start signal is sent at t AnlassStartsent. When the auxiliary valve 98 or 142 is open, the electronic compressor 86 is running as an electric pump, and the starter motor 124 is turning to start the engine, the air-fuel circuit 134 commands the air supply system 46 and the fuel supply system 50 (e.g., a fuel selector valve - FSV) at t FSVoffen to introduce fuel into the cargo. In some embodiments, t AnlassermotorStart = t AnlassStart , where t AnlassStart by the time at which v Motor > v Anlassmin is defined.

[0032] After a purge period, the compressor circuit sends 126 at t AnlassermotorAus A compressor shutdown signal is sent by valve circuit 130 at t Ventilgeschlossen A valve closing signal and the starter circuit 122 interrupt the operation of the starter motor 124 when the starter speed increases.

[0033] The transition time of the auxiliary valve 98 or 142 from open to closed (similar duration in reverse) is Δt ventilReaktion Similarly, the value of the starter motor of the electronic compressor is 86 Δt. AnlassermotorReaktion The time it takes for fuel to reach the bypass system is called the purge time Δt. diff In some embodiments, Δt diff Determined experimentally. In some embodiments, Δt diff Determined using a model and verified experimentally. The value of Δt diff This depends on the piping and routing of lines within the motor 34 and on the specific configuration of the motor 34. The control system of the motor 34 should meet the following requirement: Δtdiff+tFSVoffen>tVentilgeschlossen+ΔtVentilReaktion This requirement reduces the likelihood of fuel entering the electric pump circuit (i.e., the shunt system).

[0034] The valve closing time is preferably after the time at which the speed of the electronic compressor 86 is below a threshold speed at which the output pressure could be harmful to the system if the auxiliary valve 98 or 142 were closed. Anlassermotor < v SchwelleAnstieg Furthermore, the auxiliary valve 98 or 142 is closed as long as the pressure in the auxiliary inlet 90 is above a backflow pressure threshold in order to prevent backflow from the electronic compressor 86 to the inlet manifold 66.

[0035] Δt diff Δt can be influenced by the density and viscosity of the air in the electric pump circuit, the operating altitude, the fuel composition, and the operating temperature. AnlassermotorReaktion , Δt VentilReaktionThe power output can be influenced by the condition of the battery that drives the electric motor 86 and the auxiliary valve 98 or 142. For example, the state of charge and age of the battery pack can affect the power delivered. The resistance coefficient of the flow in the intake manifold 66, the operating altitude, the fuel composition, and the operating temperature can also affect Δt. AnlassermotorReaktion Δt VentilReaktion The backflow pressure threshold can be influenced by gas condition, operating altitude, fuel composition, and operating temperature.

[0036] In some embodiments, the control methodology is time-based. The starter motor 124 and the electronic compressor 86 start together, and the electronic compressor 86 is switched off after a predetermined time. The time for switching off the electronic compressor 86 depends on the time the fuel takes to reach the inlet manifold 66. This time depends on the flow in the engine 34 and the flow in the electronic compressor 86. One exemplary approach is to estimate the time as a combination of the number of engine cycles (flow in the engine) and the time (flow in the electronic compressor 86). Another exemplary approach involves replacing the time-based methodology with a model of the flow in the electronic compressor 86 as a function of the compressor motor speed and the limit pressures.

[0037] The control unit 102 is designed to receive information from the engine and peripheral systems. For example, the control unit 102 can use the starter motor engagement time or control command, the electronic compressor 86 start time or command, engine speed, intake manifold pressure and temperature, camshaft adjuster position, exhaust pressure, compressor motor speed, compressor inlet pressure, fuel supply start time, and other information.

[0038] Control unit 102 is designed to prevent the electronic compressor 86 from exceeding a desired speed due to changes in fluid resistance when the auxiliary valve 98 or 142 closes. Control unit 102 also manages the operation of the bypass system to prevent fuel from entering it, thus avoiding intake manifold overpressure (IMOP) and ensuring that the current air-fuel ratio control is not affected. Control unit 102 minimizes the delay caused by the fuel changeover valve opening time and provides a fallback sequence if the engine 34 is not started on the first attempt.

[0039] How Fig. As can be seen from Figure 8, a procedure 146 includes sending the motor start signal at step 150 and initializing the control unit 102 at step 154. MotorStartThe electronic compressor 86 is started at step 158, and the auxiliary valve 98 or 142 is opened at step 162. In some embodiments, the electronic compressor 86 is started after the auxiliary valve 98 or 142 has been opened. At step 164, the fuel delivery delay is determined based on the fuel delivery system at step 166, the air delivery system at step 170, the angular velocity of the engine 34 at step 174, and the angular velocity of the electronic compressor 86 at step 178. At step 182, the electronic compressor 86 is started at t AnlassermotorAus deactivated and the auxiliary valve 98 or 142 is at t Ventilgeschlossen closed. In some embodiments, at a time equal to t FCV + t Kraftstoffverzögerung The electronic compressor 86 is deactivated and the auxiliary valve 98 or 142 is closed. At step 186, the control unit 102 checks the motor speed and records a counter t. ArbeitszustandThe controller starts up when the motor speed reaches the operating speed. At step 190, it compares the counter t. Arbeitszustand with t Kraftstoffverzögerung If the counter t Arbeitszustand smaller than t Kraftstoffverzögerung The electric pump circuit runs until t Arbeitszustand equal to t Kraftstoffverzögerung is, and the electronic compressor 86 is deactivated at step 194 and the auxiliary valve 98 or 142 is closed at step 198. If t Arbeitszustand greater than t Kraftstoffverzögerung The electronic compressor 86 should already be switched off, as was checked in step 202. In step 206, the start-up process ends and normal operation of the motor 34 begins.

[0040] How Fig. As can be seen from Figure 9, lambda calculations can be performed for ideal operation of the engine 34 with regard to the effects caused by the operation of the shunt system. A procedure 210 begins at step 214 with a velocity density equation, which leads to an estimate of the desired charge at step 218. At step 222, the controller 102 receives inputs relevant for a mass air flow (MAF) of the electronic compressor 86, and at step 226 an exhaust MAF is determined. The exhaust MAF is the MAF present in the auxiliary exhaust 94 when the electronic compressor 86 is operating and the auxiliary valve 98 or 142 is open. The charge estimate and the exhaust MAF are combined, and at step 230 a transient filling dynamics model is updated, modeling the system dynamics including the effects of the electronic compressor 86 and the shunt system.Fuel supply rates at step 234 and stoichiometric air-fuel ratio data at step 238 are combined with the transient filling dynamics model at step 242, and a lambda calculation is performed at step 246. Controller 102 then uses the lambda calculation to determine a lambda control algorithm for the system at step 250.

[0041] How Fig. As can be seen from Figure 10, the bypass system can be configured to include the electronic compressor 86, a bypass inlet 90 coupled between the electronic compressor 86 and the inlet manifold 66, a bypass outlet 94 coupled between the electronic compressor 86 and the exhaust manifold 74, and a bypass valve 254 arranged in the bypass outlet 94 to selectively allow or prevent flow through it. Using the electronic compressor 86 as an electric pump creates a suction effect at the far end of the inlet manifold 66 to reduce the fuel transport delay time. The supply to the exhaust manifold 74 has the advantage of assisting the main turbine 78 in the turbocharger.

[0042] In some embodiments, the electronic compressor 86 is activated immediately upon receiving the start command and operates until the fuel reaches the furthest port (e.g., 3.5 to 4 seconds). Once the engine begins to produce mechanical power (the speed begins to increase), the power supply to the electronic compressor 86 is switched off and the auxiliary valve 254 is closed to prevent any cross-flow. The suction effect of the electronic compressor 86 increases the mass flow in the system, effectively reducing the fuel delivery delay time without the need to increase the engine starting speed.

[0043] How Fig. As can be seen from Figure 11, the bypass system can be configured to include the electronic compressor 86, a bypass inlet 90 coupled between the electronic compressor 86 and the outlet of the aftercooler 58 located upstream of the throttle valve 62, a bypass outlet 94 coupled between the electronic compressor 86 and the inlet of the compressor 54 located upstream of the injection point of the fuel supply system 50, and a bypass valve 258 arranged in the bypass outlet 94 in such a way as to selectively allow or prevent flow through it.

[0044] How Fig. As can be seen from Figure 12, the bypass system can be configured to include the electronic compressor 86, a bypass outlet 94 coupled between the electronic compressor 86 and the exhaust manifold 74, a first bypass inlet 266 coupled between the inlet of the compressor 54 located downstream of the fuel injection point and the electronic compressor 86, a first bypass valve 270 arranged in the second bypass inlet 266 in such a way as to selectively allow and prevent flow through it, a second bypass inlet 90 coupled between the electronic compressor 86 and the inlet manifold 66, and a second bypass valve 262 arranged in the bypass inlet 90 located upstream of the fuel injection point in such a way as to selectively allow and prevent flow through it.This arrangement allows the bypass system to operate as both an electric pump and an electric compressor.

[0045] In an exemplary operating procedure, as it exists in Fig. As shown in Figure 13, the first auxiliary valve 270 is initially closed and opens between 2.9 and 5.5 seconds. In other words, the first auxiliary valve 270 is open for 2.6 seconds. Fig. As can be seen from section 14, the second auxiliary valve 262 is open for 3 seconds and then closes. How Fig. As can be seen from page 15, the electronic compressor 86 operates at full power for 5.5 seconds. This is in Fig. 13 to Fig. The method 15 shown can provide an advantageous response during the increase in load by using the first auxiliary inlet 266 and the first auxiliary valve 270 after the fresh air has been purged from the inlet manifold 66.

[0046] In another exemplary operating procedure, as it is found in Fig. As shown in Figure 16, the first auxiliary valve 270 is open for 5.5 seconds and then closes. Fig. As can be seen from 17, the second auxiliary valve 262 is open for 3 seconds and then closes. How Fig. As can be seen on page 18, the electronic compressor 86 operates at full power for 5.5 seconds. This is in Fig. 16 to Fig. The method shown in Figure 18 can provide an advantageous response during the increase in rotational speed by using the first auxiliary inlet 266 and the first auxiliary valve 270 simultaneously with the second auxiliary inlet 90 and the second auxiliary valve 262.

[0047] How Fig. As can be seen from Figure 19, the bypass system can be configured as an E-compressor, which includes an electronic compressor 86, an auxiliary inlet 90 coupled between an inlet of the aftercooler 58 and the electronic compressor 86, a fuel injector 274 arranged for injecting fuel into the auxiliary inlet 90, an auxiliary outlet 94 coupling the electronic compressor 86 to the intake manifold 66, and an auxiliary valve 278 arranged in the auxiliary outlet 94 to selectively allow or prevent flow through it. The operation of the electronic compressor 86 as an E-compressor helps to increase the speed of the turbochargers. The charge generated by the compressors 54 is mixed with fuel from the valve 274, and the mixed charge is injected at the end of the intake manifold, which is why the front cylinders 70 can fire earlier.Any leakage through the bypass system flows back to the inlets of compressor 54. In some embodiments, the mixed charge is injected near cylinder two into a bank of cylinders 70. In some embodiments, fuel is mixed into the piping of the electronic compressor 86 using an injector object that aims for a lambda of 1 from 0 to 3.5 seconds and is then set to 1000 to simulate no fuel supply. In some embodiments, the power generating unit 30, which is located in . Fig. Figure 19 shows a reduction in the time to reach rotational speed of approximately 48.2 percent.

[0048] The disclosure presents a novel approach to controlling a circuit configuration for an electronic compressor. The circuit uses a compressor to accelerate air circulation in the intake manifold at the start of engine operation, thereby delivering the fuel-air mixture to the intake manifold more quickly. The control strategy proposes a solution for controlling the electric compressor's starter motor, estimating the fuel delivery delay to control the electronic compressor circuit, and adjusting the lambda control based on the added flow from the electronic compressor. During operation, the engine's throttle valve is wide open, and there is a negligible pressure drop in the intake manifold.

[0049] As used herein, the terms “approximately”, “about”, “essentially”, and similar terms are to be interpreted broadly, in accordance with the common and accepted usage of those skilled in the art who are familiar with the subject matter of this disclosure. Those skilled in the art reviewing this disclosure should be aware that these terms are intended to allow a description of certain described and claimed features without limiting the scope of those features to the specified precise numerical ranges. Accordingly, these terms should be interpreted as indicating that insignificant or unimportant modifications or changes to the described and claimed subject matter are to be considered to be within the scope of the disclosure, as specified in the accompanying claims.

[0050] It should be noted that the term "exemplary" and variations thereof, as used herein to describe different embodiments, are intended to indicate that such embodiments are possible examples, representations or illustrations of possible embodiments (and that such terms are not intended to imply that such embodiments are necessarily extraordinary or superlative examples).

[0051] The term "coupled" and variations thereof as used here means the connection of two elements directly or indirectly. Such a connection may be stationary (e.g., permanent or fixed) or movable (e.g., removable or detachable). Such a connection may be achieved by directly coupling the two elements, by coupling the two elements using one or more separate intermediate elements, or by coupling the two elements using an intermediate element formed integrally as a single, unified body with one of the two elements. When "coupled" or variations thereof are modified by an additional term (e.g., "directly coupled"), the general definition of "coupled" given above is modified by the specific meaning of the additional term (e.g.,"Directly coupled" means connecting two elements without a separate intermediate element, which leads to a narrower definition than the general definition of "coupled" given above. Such coupling can be mechanical, electrical, or fluidic. For example, circuit A can be "coupled" by communication with circuit B, meaning that circuit A communicates directly with circuit B (i.e., without an intermediary) or indirectly with circuit B (e.g., via one or more intermediaries).

[0052] References herein to the positions of elements (e.g., "above," "below," "over," "under") are used only to describe the orientation of the various elements in the FIGURES. It should be noted that the orientation of various elements may differ according to other exemplary embodiments, and it is intended that such differences are included in the present disclosure.

[0053] While in Fig. Since five different circuits with specific functionality are shown, it is understood that the controller 102 can include any number of circuits to perform the functions described herein. For example, the activities and functionalities of the starter circuit 122, the compressor circuit 126, the valve circuit 130, and the air-fuel circuit 134 can be combined in several circuits or as a single circuit. Additional circuits with additional functionality may also be present. Furthermore, the controller 102 can also control other activities that go beyond the scope of this disclosure.

[0054] As mentioned above and in one configuration, the "circuits" can be stored in a machine-readable medium for execution by various types of processors, such as the 110 processor. Fig.5. be implemented. An identified circuit of executable code may, for example, comprise one or more physical or logical blocks of computer instructions, which may be organized, for example, as an object, a procedure, or a function. However, the executable files of an identified circuit need not be physically located together, but may comprise different instructions stored in different locations which, when logically connected, comprise the circuit and achieve the stated purpose for the circuit. Indeed, a circuit of computer-readable program code may be a single instruction or many instructions and may even be distributed across several different code segments, different programs, and multiple storage devices.Similarly, operational data can be identified and implemented within circuits, existing in any suitable form and organized in any suitable type of data structure. The operational data can be captured as a single data set or distributed across different locations, including different storage devices, and can exist, at least partially, solely as electronic signals within a system or network.

[0055] Although the term "processor" is briefly defined above, the terms "processor" and "processing circuit" are to be interpreted broadly. In this respect, and as mentioned above, the "processor" may be implemented as one or more general-purpose processors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), digital signal processors (DSPs), or other suitable electronic data processing components configured to execute instructions provided by memory. The one or more processors may be in the form of a single-core processor, a multi-core processor (e.g., a dual-core processor, triple-core processor, quad-core processor, etc.), a microprocessor, etc. In some embodiments, the one or more processors may be located outside the device; for example, the one or more processors may be a remote processor (e.g., a remote control).a cloud-based processor). Alternatively or additionally, the one or more processors may be located in and / or locally with the facility. In this respect, a particular circuit or its components may be located locally (e.g., as part of a local server, a local computer system, etc.) or remotely (e.g., as part of a remote server such as a cloud-based server). To this end, a “circuit” described herein may have components distributed across one or more locations.

[0056] Embodiments within the scope of this disclosure include program products comprising machine-readable media on which machine-executable instructions or data structures are stored or stored. Such machine-readable media can be any available media accessible to a general-purpose or specialized computer or any other machine with a processor. For example, such machine-readable media can include RAM, ROM, EPROM, EEPROM, or other optical disk storage media, magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to contain or store desired program code in the form of machine-executable instructions or data structures and that is accessible to a general-purpose or specialized computer or any other machine with a processor.Combinations of the above are also included in the application area of ​​machine-readable media. Machine-executable instructions include, for example, instructions and data that cause a general-purpose computer, a specialized computer, or a specialized processing machine to perform a specific process or group of functions.

[0057] Although the figures and description may illustrate a particular sequence of process steps, the sequence of such steps may differ from the illustrations and descriptions unless otherwise stated above. Furthermore, two or more steps may be performed simultaneously or partially simultaneously unless otherwise stated above. Such deviations may depend, for example, on the software and hardware systems chosen, as well as on the designer's choices. All such variations are permissible within the scope of disclosure. Likewise, software implementations of the described procedures could be carried out using standard programming techniques with rule-based logic and other logic to realize the various connection, processing, comparison, and decision steps.

[0058] It is important to note that the design and arrangement of the power generating units 30, as shown in the various exemplary embodiments, serve only for illustrative purposes. Furthermore, any element disclosed in one embodiment can be incorporated into or used in any other embodiment disclosed herein. For example, aspects of the various shunt systems of the exemplary embodiments can be combined. It should be clear that other elements of the various embodiments can be incorporated into or used with any of the other embodiments disclosed herein. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] WO 201941049843

[0001]

Claims

[1] System comprising: an electronic compressor; a secondary inlet coupled between an engine system of a power generation unit and the electronic compressor; a secondary outlet coupled between the electronic compressor and the engine system; and a valve arranged to selectively prevent flow between the auxiliary inlet and the auxiliary outlet during a start-up operation. [2] The system of claim 1, wherein the auxiliary intake is coupled between an intake manifold and the electronic compressor. [3] The system of claim 1, wherein the secondary outlet is coupled between the electronic compressor and an inlet of a turbocharger compressor. [4] The system of claim 3, further comprising a fuel delivery system including a fuel injection point located between the secondary outlet and the turbocharger compressor. [5] The system of claim 1, wherein the valve is disposed in the secondary outlet. [6] The system of claim 1, wherein the secondary exhaust is coupled between the electronic compressor and an exhaust manifold of the engine system. [7] The system of claim 1, wherein the secondary inlet is coupled between an outlet of an aftercooler and the electronic compressor. [8] The system of claim 1, wherein the secondary exhaust is coupled between the electronic compressor and an intake manifold of the engine system. [9] The system of claim 1, wherein the auxiliary inlet is coupled between an outlet of a turbocharger compressor and an intake manifold of the engine system. [10] The system of claim 9, further comprising a fuel delivery system configured to selectively inject fuel into the secondary intake. [11] The system of claim 1, further comprising a circuit configured to: to receive an engine start command, to send a valve opening signal to the valve after receiving the engine start command, to send a start signal for the electronic compressor to the electronic compressor after receiving the motor start command, after receiving the engine start command, to send a start signal for the starter motor to a starter motor of the engine system, to send a stop signal for the electronic compressor to the electronic compressor after a predetermined period of time, and to send a valve closing signal to the valve at the same time or after the stop signal for the electronic compressor has been sent. [12] The system of claim 11, wherein the predetermined period of time is calibrated to be equal to the period of time required to purge fresh air from the engine system. [13] The system of claim 1, further comprising: an electronic compressor inlet coupled between an air handling system and the electronic compressor and configured to provide a mixed charge to the electronic compressor; and an E-compressor valve designed to selectively prevent flow through the E-compressor inlet, and wherein the valve is arranged in the secondary inlet. [14] The system of claim 13, further comprising a circuit configured to: to receive an engine start command, to send an E-pump opening signal to the valve after receiving the engine start command, to send a start signal for the electronic compressor to the electronic compressor after receiving the motor start command, after receiving the engine start command, to send a starter motor start signal to a starter motor of the engine system, and to send an E-compressor opening signal to the E-compressor valve after receiving the engine start command. [15] The system of claim 14, wherein the circuit is configured to send the E-compressor opening signal after a time delay of the E-pump. [16] Procedure comprising: Opening a secondary valve that connects a power generator engine system to an electronic compressor; Starting the electronic compressor to create suction at a secondary inlet; Purging fresh air from the engine system with the electronic compressor started; Turning a starter motor to start after starting the electronic compressor; Stopping the electronic compressor after the fresh air has been partially or completely purged; and Closing the bypass valve after the electronic compressor stops. [17] The method of claim 16, further comprising: Opening an electric compressor valve; and Providing a mixed charge to the electronic compressor via the E-compressor valve. [18] The method of claim 17, wherein the electric compressor valve is opened after a predetermined purge time. [19] The method of claim 16, wherein stopping the electronic compressor after the fresh air has been purged comprises determining a purge time Δt diff which satisfies the following equation: Δtdiff+tFSVopen>tValveclosed+ΔtValveReaction where t FSVoffenis the time at which fuel is supplied, t Ventilgeschlossen is the time at which a slave valve closing signal is sent, and Δt ventilReaktion is the time it takes for the slave valve to close. [20] Method according to claim 19, wherein the rinsing time Δt diff is determined experimentally.