Patent Publication Number: US-2017362995-A1

Title: Vehicle air intake system

Description:
CROSS-REFERENCES TO RELATED APPLICATIONS 
     This patent application claims priority to U.S. Provisional Patent Application Ser. No. 62/351,043, filed Jun. 16, 2016 which is incorporated herein by reference in its entirety. 
    
    
     INTRODUCTION 
     The present disclosure relates to a vehicle air intake system. 
     BACKGROUND 
     A charge air cooler (CAC) is generally installed with an internal combustion (IC) engine to cool intake air that passes through a turbocharger and into an intake manifold. The charge air cooler passes the intake air through a heat exchanger that reduces the intake air temperature. Condensation may form within the intake air path of the heat exchanger or on the charge air cooler. 
     Accordingly, it is desirable to reduce or control condensation formation on the heat exchanger or on the charge air cooler. 
     SUMMARY 
     In one illustrative embodiment of the present disclosure, a vehicle is provided. The vehicle includes a turbocharger, a charge air cooler, an internal combustion engine, a bypass duct, a bypass valve, and a controller. The turbocharger has an inlet and an outlet. The charge air cooler has a charge air inlet in fluid communication with the outlet of the turbocharger and a charge air outlet. The internal combustion engine is provided with a throttle body, having a throttle body valve, in fluid communication with the charge air outlet. The bypass duct is connected between the charge air inlet and the charge air outlet. The bypass valve is operatively connected to the bypass duct. The controller is in communication with the throttle body and the bypass valve. The controller is configured to, in response to a temperature being less than a threshold, operate the bypass valve to facilitate bypass flow through the bypass duct. 
     In addition to one or more of the features described herein, the charge air inlet is defined by a first header that is disposed at a first end of a charge air cooler core that is in fluid communication with the outlet of the turbocharger through an intake duct and a charge air outlet that is defined by a second header that is disposed at a second end of the charge air cooler core. 
     In addition to one or more of the features described herein, the bypass duct has a first bypass duct end that is directly connected to the first header and a second bypass duct end that is directly connected to the second header. 
     In addition to one or more of the features described herein, the charge air cooler core includes a plurality of passages that extend between the first header and the second header. 
     In addition to one or more of the features described herein, the controller is further configured to, in response to the temperature being greater than the threshold, operate the bypass valve to inhibit bypass flow through the bypass duct. 
     In addition to one or more of the features described herein, the temperature is an ambient air temperature. 
     In addition to one or more of the features described herein, the temperature is provided to the controller by a mass airflow sensor positioned proximate the inlet of the turbocharger. 
     In addition to one or more of the features described herein, the first header defines a first bypass port that is directly connected to the first bypass duct end and the second header defines a second bypass port that is directly connected to the second bypass duct end. 
     In addition to one or more of the features described herein, the engine includes an engine intake manifold in fluid communication with the throttle body. 
     In addition to one or more of the features described herein, a manifold absolute temperature sensor is positioned to measure a manifold temperature of the engine intake manifold. 
     In addition to one or more of the features described herein, the controller is further configured to, in response to the manifold temperature exceeding a manifold temperature threshold, operate the bypass valve to inhibit bypass flow through the bypass duct. 
     In another illustrative embodiment of the present disclosure, a vehicle is provided. The vehicle includes a charge air cooler, a bypass duct, a bypass valve, and a controller. The charge air cooler has a charge air inlet in fluid communication with an outlet of a turbocharger through an intake duct. The charge air cooler has a charge air outlet in fluid communication with a throttle body having a throttle body valve that is operatively connected to an engine intake manifold through an outlet duct. The bypass duct has a first bypass duct end that is directly connected to the intake duct and a second bypass duct end that is directly connected to the outlet duct. The bypass valve is operatively connected to the bypass duct. The controller is in communication with the throttle body and the bypass valve. The controller is configured to operate the bypass valve to permit bypass flow through the bypass duct, in response to an environmental parameter. 
     In addition to one or more of the features described herein, the environmental parameter is provided by a mass airflow sensor that is positioned proximate an inlet of the turbocharger and in communication with the controller. 
     In addition to one or more of the features described herein, the environmental parameter is at least one of an ambient air temperature and an ambient air humidity. 
     In yet another illustrative embodiment of the present disclosure, an air intake system is provided. The air intake system includes a charge air cooler, an intake duct, an outlet duct, and a bypass duct. The charge air cooler has a charge air inlet that is disposed at a first end of a charge air cooler core and a charge air outlet that is disposed at a second end of the charge air cooler core. The intake duct extends between an outlet of a turbocharger and the charge air inlet. The outlet duct extends between the charge air outlet and a throttle body having a throttle body valve that is operatively connected to an engine intake manifold. The bypass duct has a bypass valve. The bypass duct is connected to the charge air inlet and the charge air outlet. The bypass valve is configured to selectively facilitate bypass flow through the bypass duct. 
     In addition to one or more of the features described herein, the bypass duct includes a first bypass duct end that is directly connected to the intake duct and a second bypass duct end that is directly connected to the outlet duct. 
     In addition to one or more of the features described herein, the charge air inlet is defined by a first header that is disposed at a first end of a charge air cooler core and the charge air outlet is defined by a second header that is disposed at a second end of the charge air cooler core. 
     In addition to one or more of the features described herein, the first header defines a first bypass port that is directly connected to the bypass duct and the second header defines a second bypass port that is directly connected to the bypass duct. 
     In addition to one or more of the features described herein, the bypass valve and the throttle body valve are in communication with a controller that is configured to operate the bypass valve to facilitate bypass flow through the bypass duct, in response to an ambient temperature being less than a threshold. 
     In addition to one or more of the features described herein, the controller is further configured to operate the bypass valve to inhibit bypass flow through the bypass duct, in response to a manifold temperature of the engine intake manifold being greater than a manifold temperature threshold. 
     The above features and advantages and other features and advantages of the present disclosure are readily apparent from the following detailed description of the present disclosure when taken in connection with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Other features, advantages and details appear, by way of example only, in the following detailed description of embodiments, the detailed description referring to the drawings in which: 
         FIG. 1  is a representative illustration of a vehicle including an internal combustion engine having an air intake system; 
         FIG. 2  is a schematic illustration of an air intake system according to a first embodiment of the present disclosure; and 
         FIG. 3  is a schematic illustration of an air intake system according to a second embodiment of the present disclosure. 
     
    
    
     DESCRIPTION OF THE EMBODIMENTS 
     The following description is merely illustrative in nature and is not intended to limit the present disclosure, its application or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. 
     Referring to  FIG. 1  a vehicle  10  is shown. The vehicle  10  includes a vehicle structure or body  12  that defines a passenger compartment  14  and an engine compartment  16 . The passenger compartment  14  may be separated from the engine compartment  16  by a barrier such as a structural wall or the like. 
     The vehicle  10  is provided with an engine system  20  (i.e. an internal combustion engine) and an air intake system  22  that is operatively connected to the engine system  20 . The engine system  20  and the air intake system  22  are disposed within the engine compartment  16 . 
     Referring to  FIGS. 1-3 , the engine system  20  includes an air inlet  30 , a turbocharger  32 , an engine intake manifold  34 , and an engine crank case  36 . 
     The air inlet  30  is configured to receive ambient intake air that is directed through an air inlet duct  40  through an air inlet housing  42  having a filter element  44  and ultimately through an air outlet duct  46 . A mass airflow sensor  50  is positioned relative to the air outlet duct  46  to measure mass airflow of the ambient intake air. The mass airflow sensor  50  is configured to monitor or measure environmental parameters such as ambient air temperature, ambient air humidity, or the like. 
     The turbocharger  32  is positioned downstream of the air inlet  30 . In at least one embodiment, the turbocharger  32  may be a supercharger. The turbocharger  32  includes an inlet  60  and an outlet  62 . The inlet  60  is fluidly connected and/or directly connected to the air outlet duct  46 . The turbocharger  32  is configured to compress intake air and provide the compressed intake air to the engine intake manifold  34 . 
     The engine intake manifold  34  may be provided with an engine throttle body  70  having a throttle body valve  72 , a manifold absolute pressure sensor  74 , and a manifold absolute temperature sensor  76 . The engine throttle body  70  is operatively connected to the engine intake manifold  34  and is configured to regulate an amount/volume of air flowing into the engine intake manifold  34 . The throttle body valve  72  is disposed within the engine throttle body  70 . The throttle body valve  72  is movable between a plurality of positions in response to a control signal provided by an electronic controller or an engine control unit or in response to a direct mechanical linkage to an accelerator pedal. The movement of the throttle body valve  72  between the plurality of positions adjusts or regulates an amount of intake air that is provided to the engine intake manifold  34  and ultimately to a combustion chamber of the internal combustion engine. The position of the throttle body valve  72  may be varied based on the position of the accelerator pedal. In at least one embodiment, a throttle position sensor may be provided that is positioned to measure a position of the throttle body valve  72 . 
     The manifold absolute pressure sensor  74  is positioned on or within the engine intake manifold  34  and is positioned to measure an absolute pressure of air or gases within the engine intake manifold  34 . The manifold absolute temperature sensor  76  is positioned on or within the engine intake manifold  34  and is positioned to measure an absolute temperature of air or gases within the engine intake manifold  34 . 
     The engine crank case  36  is operatively connected to the engine intake manifold  34 . A first conduit  80  is in fluid communication with the engine intake manifold  34  and the engine crank case  36 . The first conduit  80  extends between the engine intake manifold  34  and engine crank case  36  and is configured to admit or to permit the venting of gases or fluid from the engine crank case  36  into the engine intake manifold  34  when the engine manifold absolute pressure is less than an engine crank case pressure. A second conduit  82  is in fluid communication with the engine crank case  36  and the air outlet duct  46 . The second conduit  82  extends between the engine crank case  36  and the air outlet duct  46 . The second conduit  82  is configured to admit or permit the venting of gases or fluid from the engine crank case  36  into the air outlet duct  46  and ultimately into the turbocharger  32  when the manifold absolute pressure is greater than the engine crank case pressure. 
     The air intake system  22  is disposed between the outlet  62  of the turbocharger  32  and the engine throttle body  70  operatively connected to the engine intake manifold  34 . The air intake system  22  is configured to condition the air that exits the outlet  62  of the turbocharger  32  prior to the air entering the engine intake manifold  34 . 
     The air intake system  22  includes a charge air cooler  90  and a bypass system  92 . 
     The charge air cooler  90  is arranged to cool the compressed intake air that exits the outlet  62  of the turbocharger  32 . The charge air cooler  90  includes a charge air cooler core  100  that is disposed between a first header  102  and a second header  104 . The first header  102  is commonly referred to as a hot side of the charge air cooler  90  and the second header  104  is commonly referred to as a cold side of the charge air cooler  90 . 
     The charge air cooler core  100  includes a plurality of passages  110  that extend from a first end  112  of the charge air cooler core  100  to a second end  114  of the charge air cooler core  100 . The first end  112  of the charge air cooler core  100  is disposed proximate and is operatively connected to the first header  102 . The second end  114  of the charge air cooler core  100  is disposed proximate and is operatively connected to the second header  104 . 
     The plurality of passages  110  fluidly connect the first header  102  and the second header  104 . The plurality of passages  110  may be configured as a plurality of tubes having a plurality of fins, bars, or the like disposed between adjacent tubes to enhance heat transfer from the tubes. 
     Referring to  FIG. 2 , the first header  102  includes a charge air inlet  120  and a first bypass port  122 . The charge air inlet  120  and the first bypass port  122  may be defined by or may be integrally formed with the first header  102 . The charge air inlet  120  is in fluid communication with and is directly connected to the outlet  62  of the turbocharger  32  via an intake duct  124 . The intake duct  124  directs the compressed intake air from the turbocharger  32  to the charge air inlet  120 . 
     The first bypass port  122  is spaced apart from the charge air inlet  120 . In at least one embodiment, the first bypass port  122  is disposed substantially transverse to the charge air inlet  120 . 
     The second header  104  includes a charge air outlet  130  and a second bypass port  132 . The charge air outlet  130  and the second bypass port  132  may be defined by or may be integrally formed with the second header  104 . The charge air outlet  130  is in fluid communication with and is directly connected to the engine throttle body  70  that is operatively connected to the engine intake manifold  34  by an outlet duct  134 . The outlet duct  134  directs intake air that is cooled by the charge air cooler core  100  to the engine intake manifold  34 . 
     The second bypass port  132  is spaced apart from the charge air outlet  130 . In at least one embodiment, the second bypass port  132  is disposed substantially transverse to the charge air outlet  130 . 
     In at least one embodiment, a throttle inlet absolute pressure sensor  136  is positioned proximate the charge air outlet  130 . The throttle inlet absolute pressure sensor  136  is positioned to measure a pressure of the intake air that may be discharged from or through the charge air outlet  130 . 
     Operation of the vehicle  10  in cold climates (below 0° C.) may enable moisture present in the intake air to condense and subsequently freeze within the charge air inlet  120  and/or the heat exchanger of the charge air cooler core  100  during low flow, steady state internal combustion engine operation. When the intake manifold pressure is greater than the engine crankcase pressure (i.e. flow through the second conduit  82  is enabled) the flow of the engine crankcase ventilation air with bypass gases may cause ice or condensation to collect inside the charge air cooler  90  and cause a blockage within the charge air cooler  90  that inhibits airflow through the charge air cooler  90 . The condensation and the ice that may collect inside the charge air cooler  90  may be ingested by the internal combustion engine through the engine intake manifold  34  after a sudden acceleration event. 
     A sudden acceleration event may be a change in the throttle body valve  72  position of the engine throttle body  70  greater than a threshold position. The change in throttle body valve position may be within the range of 25% to greater than 50%. In at least one embodiment, a sudden acceleration event may be a change in internal combustion engine power output within the range of 25% to 50%. In further embodiments, a sudden acceleration event may be a change in accelerator pedal position greater than a threshold accelerator pedal position. 
     Condensation may also collect inside the charge air cooler  90  or ice may form on or inside at least one of the charge air cooler core  100 , the first header  102 , and the second header  104  of the charge air cooler  90  during operation of the vehicle  10  and a combination of at least two of the following: i) low ambient air temperature (ambient air temperatures less than 0° C.), ii) a manifold absolute pressure above an ambient atmospheric pressure, or iii) fluid or moisture flows into the turbocharger  32  or into the charge air cooler  90 . 
     The bypass system  92  is provided to reduce or inhibit the collection of condensation inside the charge air cooler  90  and/or reduce or inhibit ice formation on or inside at least one of the throttle inlet absolute pressure sensor  136 , the charge air cooler core  100 , the first header  102 , and the second header  104 . The bypass system  92  may facilitate or enable the compressed intake air to completely bypass the charge air cooler  90  to inhibit the condensation of moisture within the compressed intake air. The bypassed intake air may heat the first header  102  and/or the second header  104  to expose an iced area of the charge air cooler  90  to warmer air and melt or remove the ice formation. The compressed intake air that flows through the bypass system  92  is referred to as bypass flow. 
     The bypass system  92  includes a bypass duct  140  and a bypass valve  142 . Referring to  FIG. 2 , the bypass duct  140  is fluidly connected, or directly connected, to the first header  102  and the second header  104  of the charge air cooler  90 . The bypass duct  140  has a first bypass duct end  150  that is fluidly connected or directly connected to the first bypass port  122  and a second bypass duct end  152  that is fluidly connected or directly connected to the second bypass port  132 . 
     Referring to  FIG. 3 , in another embodiment, the bypass duct  140  is fluidly connected or directly connected to the intake duct  124  and the outlet duct  134 . The first bypass duct end  150  is directly connected to the intake duct  124  by a connector, a fitting, or the like and the second bypass duct end  152  is similarly directly connected to the outlet duct  134  by a connector, a fitting, or the like. 
     Referring to  FIGS. 2 and 3 , the bypass valve  142  is operatively connected to the bypass duct  140 . The bypass valve  142  is disposed between the first bypass duct end  150  and the second bypass duct end  152 . In at least one embodiment, the bypass valve  142  is positioned within the bypass duct  140 . The bypass valve  142  is movable between a first position that inhibits bypass flow through the bypass duct  140  and a second position that facilitates or permits bypass flow through the bypass duct  140 . The bypass valve may be a solenoid. 
     The mass airflow sensor  50 , the engine throttle body  70 , the manifold absolute pressure sensor  74 , the manifold absolute temperature sensor  76 , the throttle inlet absolute pressure sensor  136  and the bypass valve  142  may all be in communication with a controller  160 . The controller  160  is provided within input communication channels configured to receive signals indicative of an accelerator pedal position, an ambient air temperature, an ambient air humidity, an intake air mass flow rate, a throttle body valve position, a manifold absolute pressure, a manifold absolute temperature, and a throttle inlet absolute pressure. The controller  160  is provided with output communication channels configured to provide signals to the bypass valve  142  to control a position of the bypass valve  142 . 
     The controller  160  is provided with control logic or is programmed or configured to operate the bypass valve  142  to selectively facilitate bypass flow through the bypass duct  140  during conditions in which condensation and/or ice may form, as in cold weather having ambient temperatures less than 0° C. The controller  160  is configured to operate the bypass valve  142  to move from a closed position towards an open position to facilitate bypass flow through the bypass duct  140  in response to a sudden acceleration event or an ambient air temperature less than 0° C. 
     The controller  160  is further configured to operate the bypass valve  142  to move from the open position towards the closed position to inhibit bypass flow through the bypass duct  140  in response to a continuous high acceleration application in which a manifold temperature of the engine intake manifold  34 , measured by the manifold absolute temperature sensor  76 , exceeds a manifold temperature threshold or a cessation of the sudden acceleration event. The cessation of the sudden acceleration event may be based on the throttle body valve position becoming less than the threshold position, the internal combustion engine operating condition changing from a transient to a steady-state condition, or the accelerator pedal position becoming substantially constant. 
     In at least one embodiment, the controller  160  is configured to operate the bypass valve  142  to move from the open position towards the closed position to inhibit bypass flow through the bypass duct  140  in response to a temperature of the second header  104  becoming greater than a threshold header temperature. 
     The controller  160  may be provided as part of an engine control module, engine control unit, or may be provided as part of an overall vehicle monitoring system. The controller  160  may include a microprocessor or central processing unit (CPU) in communication with various types of computer readable storage devices or media that may include volatile and nonvolatile storage in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM), for example. 
     KAM is a persistent or non-volatile memory that may be used to store various operating variables while the CPU is powered down. Computer-readable storage devices or media may be implemented using any of a number of known memory devices such as PROMs (programmable read-only memory), EPROMs (electrically PROM), EEPROMs (electrically erasable PROM), flash memory, or any other electric, magnetic, optical, or combination memory devices capable of storing data, some of which represent executable instructions, used by the controller  160  and controlling the engine system  20  or the air intake system  22 . 
     Throughout this specification, the term “attach,” “attachment,” “connected”, “coupled,” “coupling,” “mount,” or “mounting” shall be interpreted to mean that a component or element is in some manner connected to or contacts another element, either directly or indirectly through at least one intervening element, or is integrally formed with the other element. 
     While the present disclosure has been described with reference to illustrative embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from the essential scope thereof. Furthermore, various elements of the illustrative embodiments may be combined to produce further illustrative embodiments without departing from the scope of the present disclosure. Therefore, it is intended that the present disclosure not be limited to the particular embodiments disclosed, but that the present disclosure will include all embodiments falling within the scope of the application.