Electric Turbo-Compounding Engine Control
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Solution Overview
Problem
Conventional engine technologies face challenges in efficiently controlling peak cylinder pressure and substitution ratio in dual fuel engines, leading to suboptimal efficiency, increased emissions, and susceptibility to knock, especially when operating at higher brake mean effective pressure levels.
Innovation Solution
A system and method that utilize an electric turbo-compounding system to control power output from engine cylinders and the turbo-compounding system, based on real-time operating parameters, to adjust peak cylinder pressure and substitution ratio, thereby optimizing engine operation and reducing emissions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If the substitution ratio of natural gas to diesel is increased to reduce fuel cost, then fuel consumption decreases, but the engine becomes more susceptible to knock and the allowable AFR range is reduced
Solution Approach 1:
The patent applies dynamics by transitioning from a fixed geometry turbocharger to a variable geometry turbocharger (VGT) system. The VGT allows dynamic adjustment of turbine vane angles to control exhaust gas flow and boost pressure in real-time, enabling the engine to maintain stable operation across a wider range of substitution ratios and AFR values, thereby reducing knock susceptibility while operating at higher natural gas blends
Solution Approach 2:
The patent utilizes parameter changes by implementing an after-cooler system that actively controls the temperature of charged air entering the cylinders. By lowering the intake air temperature, the system increases air density and allows for higher substitution ratios without exceeding knock limits, effectively expanding the usable AFR range at high natural gas operating conditions
2Device complexity
If a fixed geometry turbocharger is used to compress intake air, then the system is simpler, but it is difficult to control airflow efficiently to the engine under varying operating conditions
Solution Approach 1:
The patent replaces the fixed geometry turbocharger with a variable geometry turbocharger (VGT) system that incorporates adjustable turbine vanes. This dynamic configuration allows the turbocharger to optimize exhaust gas flow and boost pressure across the entire operating range of the engine, providing efficient airflow control from idle to maximum power while maintaining system simplicity through electronic control
3Use of energy by moving object
If attempts are made to decrease specific fuel consumption, then fuel efficiency improves, but various exhaust emissions increase
Solution Approach 1:
The patent applies parameter changes by implementing an after-cooler system that reduces the temperature of charged air before it enters the cylinders. This temperature reduction increases air density, allowing for more complete combustion and better utilization of the air-fuel mixture, thereby reducing unburned hydrocarbon emissions while maintaining the low specific fuel consumption achieved through high substitution ratios
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution enables improved engine efficiency, reduced emissions, and enhanced substitution ratio control, while maintaining constant overall power output, thereby reducing operational costs and minimizing knock susceptibility.
Implementation Method 1
a fuel injection system injects fuel (e.g. diesel fuel) into compressed air within each of the engine cylinders
Implementation Method 2
a fuel injection system injects fuel (e.g. diesel fuel) into compressed air within each of the engine cylinders
Implementation Method 3
create an air-fuel mixture that ignites due to the heat and pressure of compression
Data Source
AI summary
The method involves receiving a plurality of current operating parameters of an engine during operation of engine and determining at least one of a current substitution ratio and a current peak cylinder pressure based on the plurality of current operating parameters. The method also involves determining at least one of a target substitution ratio and a predefined peak cylinder pressure based on the plurality of current operating parameters and comparing at least one of the current substitution ratio with the target substitution ratio and the current peak cylinder pressure with the predefined peak cylinder pressure. The method also involves controlling a first power output from a plurality of engine cylinders and a second power output from an electric turbo-compounding system, based on the comparison of at least one of the current substitution ratio with the target substitution ratio and the current peak cylinder pressure with the predefined peak cylinder pressure.