RU153136U1 - CAPACITY FORMATION SYSTEM - Google Patents

Abstract

1. A system for forming a vacuum, comprising: an engine containing an intake manifold connected to a vacuum reservoir through a first channel; a compressor located in the intake channel upstream of the intake manifold; an intake choke upstream of the intake manifold and downstream of the compressor; an ejector located in the bypass parallel to the compressor and the inlet throttle, the ejector throat being connected to the vacuum reservoir via the second channel, and the ejector outlet connected to the vacuum reservoir and the intake manifold via the first channel; a boost flow control valve connected to the upstream bypass channel from the inlet of the ejector, a vacuum actuator connected to a forced flow control valve, the vacuum actuator being connected to the vacuum reservoir and to the outlet of the compressor; and a controller with machine-readable instructions for operating the engine system in the first mode with a drive flow control valve open to increase drive flow through the ejector; and operating the engine system in a second mode with the drive flow control valve closed to reduce drive flow. The system of claim 1, wherein the engine system operates in the first mode when the vacuum level in the vacuum reservoir is below the threshold level and the boost pressure is less than the threshold pressure, and operates in the second mode when the boost pressure is greater than the threshold pressure. The system according to claim 1, in which the engine system operates in the first mode when the vacuum level in the vacuum reservoir is below the threshold�

Description

Cross reference to related applications

This application is a partial continuation of application for US patent No. 13/802020, filed March 13, 2013, which claims the advantage and priority of provisional application for US patent No. 61/737004, filed December 13, 2012, the full contents of which are hereby incorporated by links for all kinds of purposes.

The technical field to which the utility model relates.

The present utility model relates to improving the efficiency of forming an ejector rarefaction attached to an engine system.

State of the art

Vehicle systems may include various vacuum consuming devices that are driven by vacuum. These, for example, may include a brake booster. The vacuum used by these devices can be provided by a special vacuum pump. In addition, in other embodiments, one or more ejectors may be coupled to an engine system that can accommodate engine airflow and use it to form a vacuum.

Essentially, the amount of vacuum generated on the ejector can be controlled by controlling the speed of the stimulating air flow through the ejector. In one example, this can be achieved through the use of a large electric solenoid valve located upstream of the ejector (see, for example, US 2011/132311, published 09.06.2011, IPC F02M 35/10). By controlling the opening of the solenoid valve, the magnitude of the speed and air flowing through the ejector can vary, thereby regulating the formation of a vacuum as the operating conditions of the engine change. However, the authors in the materials of the present description revealed that such solenoid valves can add significant costs to the components and operating costs of the engine system. As a result, the cost of incorporating the valve can reduce the benefits of vacuum control on the ejector. Essentially, if the air flow through the ejector is not regulated, the full potential of forming an ejector rarefaction may not be used. In addition, the loss of boost pressure may result from a reverse flow through the ejector, as can occur under high boost pressure conditions.

Utility Model Essence

Thus, in one example, the above problem can be at least partially overcome in a rarefaction system containing

an engine comprising an intake manifold connected to a vacuum reservoir through a first channel;

a compressor located in the inlet channel upstream of the intake manifold;

an intake throttle upstream of the intake manifold and downstream of the compressor;

an ejector located in the bypass channel parallel to the compressor and the inlet throttle, and the ejector neck is connected to the vacuum tank through the second channel, and the ejector outlet is connected to the vacuum tank and the intake manifold through the first channel;

motive flow control valve connected in the bypass channel upstream of the ejector inlet;

a vacuum actuator connected to the control valve of the stimulating flow, and the vacuum actuator is attached to the vacuum tank and to the outlet of the compressor; and

controller with machine readable instructions for

operating the engine system in a first mode with a motive flow control valve open to increase the motive flow through the ejector; and

operating the engine system in a second mode with a motive flow control valve closed to reduce motive flow.

In one embodiment, a system is proposed in which the engine system operates in the first mode when the vacuum level in the vacuum tank is below the threshold level and the boost pressure is less than the threshold pressure, and operates in the second mode when the boost pressure is greater than the threshold pressure.

In one embodiment, a system is proposed in which the engine system operates in the first mode when the vacuum level in the vacuum tank is below the threshold level and boost pressure is less than the threshold pressure, and operates in the second mode when the vacuum level is above the threshold value.

In one embodiment, a system is proposed in which operation in the first mode continues until the vacuum level becomes higher than the threshold value, and the controller contains additional commands for transferring the operation of the engine system from the first mode to the second mode after as the vacuum level becomes higher than the threshold value.

In one embodiment, a system is proposed in which a vacuum reservoir is connected to a brake booster.

Also proposed is a method of engine operation, which makes it possible to less costly control the vacuum on the ejector. The method includes adjusting a valve connected upstream of the inlet ejector based on boost pressure, the valve being adjusted to control the motive flow to the ejector from a location upstream of the compressor.

In addition, in some examples, the method may include the steps of opening the valve in response to a vacuum level in the vacuum reservoir in order to change the motive flow through the ejector, the valve connected parallel to the inlet throttle upstream (or downstream) ) from the ejector. Vacuum can be obtained on the ejector, and the resulting vacuum can accumulate in a vacuum tank. Thus, the stimulus flow can increase in response to the need to replenish the vacuum without sacrificing boost pressure.

For example, the engine system may include an ejector coupled in parallel to the intake throttle in the bypass duct. A vacuum actuated valve may be connected upstream of the ejector to vary the motive flow through the ejector. A valve with a vacuum actuator can be connected directly to the vacuum tank without a solenoid between them, and the valve can be connected to the outlet of the compressor. In such an embodiment, the opening or closing of a valve with a vacuum actuator can be controlled directly based on the vacuum level of the tank, and in addition, based on boost pressure. When the vacuum level in the tank is lower (for example, below a threshold value) and the boost pressure is lower (for example, below a threshold pressure), the valve may be forced to open to enhance the motive flow through the ejector. This increased motive flow results in a corresponding increase in the formation of vacuum on the ejector, which, in this case, can be used to replenish the vacuum tank. In contrast, when the vacuum level in the tank is higher (for example, above a threshold value) and / or the boost pressure is higher (for example, above a threshold value), the valve may be prompted to close to weaken the motive flow through the ejector and to prevent air from flowing out intake manifold to compressor inlet. This reduced motive flow results in a corresponding decrease in vacuum formation on the ejector. By providing a motive flow, only when the vacuum tank needs to be replenished, such a motive flow is less able to cause disturbances in the air flow, where the engine air flow is excessive relative to the required engine air flow. In addition, by merely allowing the induction flow when the boost pressure is low, the loss of boost can be reduced.

It will be appreciated that, in alternative embodiments, the ejector may be positioned so that the high pressure side of the ejector is downstream of the air filter, engine crankcase and at the outlet of the compressor. Similarly, alternative taps for the low pressure side of the ejector may be downstream of the air filter and the crankcase.

Thus, the induction flow through the ejector can be controlled based on the vacuum requirements, and in addition, based on boost pressure. By opening a vacuum-actuated valve connected in series with the ejector in response to a drop in vacuum levels in the vacuum reservoir, the motive flow on the ejector can be increased to replenish the reservoir. Then, as soon as the vacuum is sufficiently complete, the valve may close. In general, the efficiency of forming an ejector rarefaction and controlling the motive flow of an ejector is improved without significantly increasing the cost or complexity of the components. Additionally, the boost pressure can be maintained by closing the valve when the boost pressure exceeds a threshold value.

It should be understood that the essence of the utility model presented above is presented to familiarize with the simplified form of the selection of concepts, which are additionally described in the detailed description. It is not intended to identify key or essential features of the claimed subject matter of a utility model, the scope of which is uniquely determined by the utility model formula that accompanies the detailed description. Moreover, the claimed subject matter of the utility model is not limited to the options for implementation, which exclude any disadvantages noted above or in any part of this description.

Brief Description of the Drawings

The subject of this disclosure will be better understood by reading the following detailed description of non-limiting embodiments with reference to the accompanying drawings, in which:

FIG. 1 shows a schematic illustration of an engine system including a valve ejector;

FIG. 2-5 show alternative embodiments of an engine system including a valve ejector;

FIG. 6-8 show a detailed view of a valve with a vacuum actuator to control the motive flow through the ejector;

FIG. 9 shows an embodiment of an engine system in which the induction flow through the ejector is controlled using a vacuum throttle;

FIG. 10 shows a high-level flowchart illustrating a procedure that can be implemented to control the operation of a valve (or throttle) with a vacuum actuator to control the speed of the induction flow through the ejector;

FIG. 11 shows exemplary valve adjustments made to alter motive flow through and form a vacuum on an ejector;

FIG. 12 shows an alternative embodiment of an engine system including a valve ejector;

FIG. 13 is a flowchart illustrating a procedure for controlling the operation of a vacuum actuated valve of FIG. 12;

FIG. 14 shows exemplary valve adjustments made with respect to the vacuum actuated valve of FIG. 12, to change the motive flow through the ejector;

FIG. 15 shows exemplary parameters of a gradually controlled valve-mounted ejector.

Description of Preferred Embodiments of a Utility Model

Methods and systems are provided for controlling the motive flow through an ejector connected to an engine system, such as the engine systems of FIG. 1-5, 9 and 12, with low costs. The forced flow valve may be connected to the ejector, as shown in FIG. 1-5 and 12. The valve can be pneumatically controlled and be vacuum-driven, so that the motive flow through the valve equipped with an ejector can increase or decrease properly (Fig. 6-8). In some embodiments, as shown in FIG. 9, a vacuum-driven choke can be used to control the motive flow through the ejector. By attaching a vacuum-actuated valve (or throttle) to the vacuum reservoir of the engine system, the valve can be prompted to open or close based on replenishment needs. The controller may be configured to perform a control procedure, such as the example procedures of FIG. 10 and 13 to open the valve to increase the stimulating flow (and forming a vacuum) on the ejector when the presence of vacuum in the tank is low, along with closing the valve to reduce the stimulating flow (and forming the vacuum) on the ejector when the vacuum in the tank is replenished. Exemplary valve adjustments are described in FIG. 11 and 14. Thus, a low cost solution is provided for controlling the motive flow of the ejector.

FIG. 1 shows a first exemplary embodiment of an engine system including a valve ejector. FIG. 2-5 and 12 show alternative embodiments of an engine system. A further embodiment is shown in FIG. 9. Essentially, the components shown in FIG. 1 are numbered similarly in the following figures and are not re-presented.

Turning to FIG. 1, it shows an exemplary system 10

an engine including an engine 12. In the illustrated example, the engine 12 is a spark ignition engine of a vehicle, the engine includes a plurality of cylinders (not shown). Combustion events in each cylinder drive a piston, which in turn rotates the crankshaft, as is well known to those skilled in the art. In addition, engine 12 may include a plurality of engine valves for controlling the intake and exhaust of gases in the plurality of cylinders.

The engine 12 comprises an engine inlet 23, which includes an air inlet throttle 22 fluidly connected to the engine intake manifold 24 through the inlet duct 18. Air may enter the inlet duct 18 from the air intake system (AIS) including an air filter 33 in communication with the environment of the vehicle. The position of the inductor 22 may be controlled by the controller 50 by means of a signal output to the electric motor or drive enclosed by the inductor 22, a configuration that is usually referred to as an electronic inductor control (ETC). Thus, the throttle 22 can be driven to vary the intake air discharged into the intake manifold and the plurality of engine cylinders. The inlet 23 may include a throttle inlet pressure sensor 58 and a manifold air pressure sensor 60 for providing respective MAF and MAP signals to the controller 50.

In some embodiments, the engine system 10 is a supercharged engine system, wherein the engine system further includes a supercharger. In the present example, the intake duct 18 includes a compressor 90 for charging a charge of intake air received through the intake duct 18. A charge air cooler 26 (intercooler) is connected downstream of the compressor 90 to cool the boost charge before being fed to the intake manifold. In embodiments where the boost device is a turbocharger, compressor 90 may be coupled to and driven by a turbine driven by an exhaust system (not shown). In addition, compressor 90 may be at least partially driven by an electric motor or engine crankshaft.

A possible bypass channel 28 may be connected in parallel to the compressor 90 to divert part of the intake air compressed by the compressor 90 back upstream of the compressor. The amount of air discharged through the bypass channel 28 can be controlled by opening the compressor bypass valve 30 (CBV) located in the bypass channel 28. By controlling the CBV 30 and changing the amount of air discharged through the bypass channel 28, the boost pressure provided downstream can be controlled from the compressor. This makes it possible to regulate boost and smooth out ripples.

In some embodiments, the engine system 10 may include a crankcase ventilation (PCV) system (not shown) that is connected to the engine inlet so that gases in the crankcase can be vented from the crankcase in a controlled manner. There, in naturally aspirated conditions (when the manifold pressure (MAP) is less than the barometric pressure (BP)), air is drawn into the crankcase through a breather or ventilation pipe 64. The crankcase ventilation pipe 64 may be connected to the fresh air intake duct 18 upstream of the compressor 90. In some examples, the crankcase ventilation pipe 64 may be connected downstream of the air filter 33 (as shown). In other examples, the crankcase ventilation pipe may be connected to the inlet 13 upstream of the air filter 33. The pressure sensor 59 may be connected to the ventilation pipe 64 to evaluate the pressure in the crankcase ventilation pipe and the compressor inlet pressure.

A pipe 80 parallel to the air inlet 18 may be configured to divert part of the intake air received downstream of the air filter 33 and the compressor 90 to the intake manifold 24 through an ejector 160. The pipe 80 may be connected to the air inlet 18 to point downstream of the charge air cooler 26. The ejector 160 may be an ejector, an aspirator, an eductor, a diffuser, a jet pump, or a similar passive device. In the present example, an ejector is a three-hole device, including a motive inlet, a mixed flow outlet, and a neck / entrainment inlet. The ejector 160 has an upstream inlet of the motive flow through which air enters the ejector. The ejector 160 further includes a throat or engagement inlet communicating with the vacuum reservoir 38 through the first channel 82. The air flowing through the induction inlet can be converted to flow energy in the ejector 160, thereby creating a low pressure transmitted to the throat (or engagement inlet ) and getting a vacuum on the neck. The vacuum obtained at the neck of the ejector 160 is directed to the vacuum tank through the first shut-off valve 72 located in the first channel 82. The first shut-off valve 72 allows the vacuum tank 38 to accumulate any of its vacuum so that the pressure at the induction inlet of the ejector and in the vacuum tank are equalized . Although the illustrated embodiment shows the first shutoff valve 72 as a separate valve, in alternative embodiments of the ejector, the shutoff valve 72 or 74 may be integrated into the ejector.

The ejector 160 further includes a downstream outlet of the mixed stream through which air that has passed through the ejector 160 can exit and be directed to the intake manifold 24. Essentially, the intake manifold 24 is also connected to the vacuum reservoir 38 via the second channel 84. The pipeline 80 may alternatively or additionally be connected to one or more other high pressure assemblies higher in pressure than the low pressure assembly connected to the channel 84. The shut-off valve 74 in the second Nala 84 provides negative pressure formed in the intake manifold, guided into the vacuum tank 38, but does not allow air to flow from the intake manifold into the vacuum tank. In addition, under conditions where the air pressure in the intake manifold is higher, the shutoff valve 74 does not allow air to flow back through the ejector and into the pipe 80, from where air can be directed back to the inlet upstream of the compressor 90. Since the vacuum the tank 38 can receive a vacuum directly from the intake manifold 24, the second shut-off valve 74 allows the vacuum tank 38 to hold any of its vacuum so that the pressure in the intake is balanced ollektore 24 and the vacuum vessel. In some embodiments, the shutoff valve 74 may be referred to as a bypass path providing a high flow rate for air from the supercharger to the intake manifold. This duct prevails, while the pressure in the reservoir is higher than the pressure in the manifold. Essentially, the high pressure point in the illustrated system (compressor outlet) can always be connected to the inlet of the ejector, and the outlet point of the ejector can be directed to the lower pressure point (inlet valve). In an alternative embodiment, the outlet of the ejector may be directed to the low pressure point via shut-off valves. In a supercharged engine, the low pressure point can sometimes be the intake manifold, and sometimes it can be the compressor inlet. In addition, in other embodiments, actively controlled valves may be used in place of passive shutoff valves if it is cost-effective.

A vacuum reservoir 38 may be coupled to one or more engine rarefaction consumption devices 39. For example, the vacuum consuming device 39 may be a brake booster attached to the wheel brakes of the vehicle, the vacuum reservoir 38 being the vacuum cavity in front of the diaphragm of the brake booster. In this regard, the vacuum reservoir 38 may be an internal vacuum reservoir configured to increase the force exerted by the vehicle driver 130 through the brake pedal 134 for applying vehicle wheel brakes (not shown). The position of the brake pedal 134 may be monitored by the brake pedal sensor 132. In alternative embodiments, the implementation of the vacuum tank may be a low pressure storage tank included in the fuel vapor purge system, a vacuum tank attached to a turbine exhaust bypass damper, a vacuum tank attached to a charge motion control valve, etc. In some embodiments, the implementation, as shown, the negative pressure sensor 40 (or pressure sensor) can be connected to a vacuum tank 38 to provide an estimate regarding the level of vacuum in the tank.

A vacuum actuated valve 150 (herein referred to as an ejector motive flow control valve 150) may be connected upstream of an ejector 160 in a conduit 80. As specified in the materials of the present description with reference to FIG. 6-8, the opening of the valve 150 with a vacuum actuator can be adjusted based on the engine vacuum requirement, thereby

change the motive flow (value and / or speed) through the ejector. For example, opening may be adjusted based on the vacuum level of the vacuum reservoir 38 so that valve 150 opens (or increases opening) in response to a low vacuum state (for example, in response to a vacuum level in the vacuum reservoir that is lower than a threshold value). In addition, valve 150 may close (or open may decrease) in response to a high vacuum state (for example, in response to a vacuum level in a vacuum reservoir that is higher than a threshold value). By changing the motive flow through the ejector 160, the amount of vacuum obtained at the neck of the ejector can be modulated to satisfy the engine vacuum requirements.

The valve 150 with a vacuum actuator consists of a vacuum actuator 151 and a valve 152. The valve 150 with a vacuum actuator further includes a ventilation channel 153. The ventilation channel can be connected to the pipeline stimulating flow upstream or downstream of the valve. Alternatively, the ventilation duct may be connected to the atmosphere. The vacuum drive can be linear or rotary drive. The valve may be a rotary valve, a slide valve, a poppet valve, etc.

A vacuum actuated valve 150 may be coupled to the vacuum reservoir 38 directly or indirectly. For example, as shown in the embodiment of FIG. 1, the valve 150 is connected to the vacuum reservoir 38 through a vacuum solenoid 170. The vacuum solenoid 170 can be controlled by the controller 50 based on the level of vacuum in the vacuum reservoir 38. By controlling the vacuum solenoid to control the valve with a vacuum actuator the controller 50 may have almost complete control over the vacuum-actuated valve, thereby controlling the motive flow of the ejector. When the vacuum requirements are high due to the actuation of various consumers of engine rarefaction and, while the vacuum levels in the vacuum reservoir 38 are lower than the threshold value, the vacuum solenoid 170 can be positioned to direct atmospheric air (or any high gas pressure type) at 150 to ensure that the ejector motive flow control valve is open. As a result, the valve 150 with a vacuum actuator can be ventilated (through the ventilation duct 153) and exposed to atmospheric pressure. This opens the valve 150 with a vacuum actuator and enhances the motive flow of the ejector, thereby forming a larger vacuum on the ejector, which can be used by various consumers of vacuum. In comparison, when there is sufficient vacuum in the vacuum tank (for example, while the vacuum levels in the vacuum tank 38 are higher than the threshold value), the vacuum solenoid 170 can be positioned so that the available vacuum is applied to the pneumatic actuator 151 of the ejector valve, and it closed. As a result, the valve 150 with a vacuum actuator is exposed to high vacuum conditions of the tank. This closes the valve 150 with a vacuum actuator and reduces the motive flow of the ejector. Thus, the valve with a vacuum actuator can be controlled to give an ejector with a high speed of the stimulating flow, without impairing the ability of the intake throttle to set the idle air flow in idle conditions in a heated state.

Essentially, the engine has a very low airflow requirement when the engine is at operating temperature, the front accessory drive (FEAD) loads are low, and the torque converter loads are low. By opening the ejector valve on an on-demand basis, conditions where the motive flow of the ejector can cause airflow greater than required are reduced (e.g., minimized). Since air consumption greater than required leads to the injection of additional fuel, by reducing the likelihood of disturbances in the air flow, the performance and fuel economy of the engine are improved.

As shown in FIG. 1, the neck of the ejector 160 is connected to the vacuum reservoir 38 through the first channel 82, while the outlet of the ejector 160 is connected to the vacuum reservoir 38 through the second channel 84, and while the valve 150 with the vacuum drive is connected to the vacuum reservoir 38 through the third channel 102 through a vacuum release solenoid 170. Each of the first, second, and third channels can then be connected on the fourth channel 86 downstream (in the direction of flow) from the outlet of the vacuum reservoir. Each of the first and second channels includes respective shutoff valves for controlling the direction of flow to / from the tank. The second channel 84 further connects the vacuum reservoir 38 to the intake manifold 24 of the engine downstream (in the direction of flow) from the junction with the outlet of the ejector.

A second, alternative embodiment 200 is shown in FIG. 2. In the depicted embodiment, the valve 150 with a vacuum actuator is connected directly to the vacuum tank 38 without an intermediate solenoid valve. As shown, the neck of the ejector 160 is connected to the vacuum tank 38 through the first channel 82, while the outlet of the ejector 160 is connected to the vacuum tank 38 through the second channel 84, and while the valve 150 with a vacuum actuator is connected directly to the vacuum tank 38 on the third channel 102 without an intermediate vacuum release solenoid 170. Each of the first, second, and third channels can then be connected on the fourth channel 86 downstream (in the direction of flow) from the outlet of the vacuum reservoir. Each of the first and second channels includes respective shutoff valves for controlling the direction of flow to / from the tank. The second channel 84 further connects the vacuum reservoir 38 to the intake manifold 24 of the engine downstream (in the direction of flow) from the junction with the outlet of the ejector.

The illustrated embodiment results in opening a vacuum-actuated valve when the vacuum levels in the vacuum tank are low and closing the valve when the vacuum levels in the vacuum tank are high. As another example, a valve with a vacuum actuator can open in response to a low vacuum in the brake booster and close in response to a high vacuum in the brake booster. It will be appreciated that although the illustrated embodiments are described using a brake booster as a vacuum consumer, in alternative embodiments, an alternative engine vacuum consumer may be used instead. For example, a vacuum reservoir may be connected to one or more of a brake booster, a purge reservoir, a charge control valve, crankcase ventilation, and a turbine exhaust bypass damper. In addition, any vacuum tank can be used instead. Thus, by attaching the valve directly to the vacuum reservoir and adjusting the opening of the valve with the vacuum actuator based on the vacuum level of the vacuum reservoir, the ejector valve may be prompted to open at any time when the vacuum reservoir needs to be replenished.

A third, additional embodiment 300 is shown in FIG. 3. In the depicted embodiment, the vacuum actuated valve 150 is connected directly to the intake manifold 24 without an intermediate solenoid valve. In the configuration shown, the ejector neck is connected to the vacuum reservoir through the first channel 82, the ejector outlet is connected to the vacuum reservoir through the second channel 84, the second channel further connects the vacuum reservoir to the engine intake manifold downstream of the junction with the ejector outlet, each of the first and second The channel includes a shutoff valve. However, a valve with a vacuum actuator is connected through the third channel 302 to the vacuum reservoir and the intake manifold through the second channel 84. More precisely, the third channel 302 can be connected to the second channel 84 upstream from the junction of the second channel 84 with the ejector outlet.

The illustrated embodiment results in opening a valve with a vacuum actuator when the vacuum in the intake manifold is low, and closing the valve when the vacuum in the intake manifold is high. This configuration provides synergistic effects with throttle control and air flow control. More specifically, when the inlet throttle 22 is near the closed position and is at risk of exceeding control capabilities (i.e., falling into the closed end position), the vacuum in the intake manifold is high and no motive flow is required. During these very conditions, the valve with a vacuum actuator is closed, and the stimulating flow is not issued, thereby overcoming the distortion of the air flow and the associated disturbances. Thus, by attaching the valve directly to the vacuum reservoir and adjusting the opening of the valve with a vacuum actuator based on the vacuum level in the intake manifold, the ejector valve may be prompted to open at any time, the vacuum in the intake manifold must be replenished with additional vacuum.

In the illustrated configuration, the vacuum tank 38 is supplied with a vacuum mainly from the intake manifold through the shut-off valve 74. However, when this vacuum source is weakened, the ejector flow control valve 150 opens to supply a vacuum through the shut-off valve 72. Thus, there are reasons for a bypass throttle flow rates are minimized.

In an embodiment, the ejector motive flow control valve may be a gradual valve, which may include a plurality of valve positions between open and closed. This may be advantageous for regulating the air and may be less disturbing with respect to the air flow controlled by the throttle. For example, an ejector motive flow control valve may be configured to open under high load conditions (where the throttle is open and the vacuum in the intake manifold is low) and close in conditions where the throttle is closed and the vacuum in the intake manifold is high. However, when the throttle is between wide open and fully closed positions, the flow control valve may be partially open depending on the position of the throttle.

One example of the position of the flow control valve as a function of the pressure in the intake manifold for the progressive valve is shown in FIG. 15. FIG. 15 is a diagram 1300 illustrating the flow rate and the position of the flow control valve as a function of the vacuum in the intake manifold. As shown by curve 1304, when the pressure in the intake manifold is less than a threshold value (e.g., 40 kPa), the flow control valve is open. At threshold pressure, the flow control valve begins to close gradually. For example, it may close linearly with a change

pressure in the intake manifold. Then, at the second threshold pressure (for example, 70 kPa), the valve closes completely. Curve 1302 illustrates an approximate motive flow rate that results from the action of a gradual motive flow control valve connected in series with an ejector. When the valve is open, the flow rate rises to above a threshold value, such as 3 gallons / second. When the valve starts to close, the speed of the stimulating flow decreases linearly with a change in the position of the valve until a lower threshold speed (for example, 0.1 g / s) is reached, when the valve is completely closed. By incorporating a gradually opening / closing valve rather than a two-position valve, abrupt opening or closing of a valve due to changes in vacuum in the intake manifold can be avoided.

A fourth, further embodiment 400, is shown in FIG. 4. In the depicted embodiment, the vacuum actuated valve 150 is again connected directly to the vacuum reservoir 38 without an intermediate solenoid valve. However, in the configuration shown, the ejector neck is connected to the vacuum tank through the first channel 82, the ejector outlet is connected to the vacuum tank through the second channel 84, the second channel additionally connects the vacuum tank to the engine intake manifold downstream of the junction with the ejector outlet, each of the first and second channels includes a shutoff valve. In the materials of the present description, a valve with a vacuum actuator is attached to the throttle body in some way, known as a "window throttle. A channel is placed in the bore of the throttle so that, depending on the position of the throttle, the hole is exposed to either high pressure air before the throttle or low pressure air after the throttle. When the throttle is in the closed position (for example, as shown in 410), the hole is exposed to high vacuum and the ejector flow control valve closes. While it may be necessary to attach as large a drive flow as possible to this throttle bore, the required cross-sectional area of the drive flow is much larger than what is practically provided. This throttle hole is a small signal hole, and not a large channel, which provides a large ejector flow. When the throttle opens at 4 to 7 ° (for example, as shown in 412), the hole is exposed to high pressure air up to the throttle and the ejector flow control valve opens. The illustrated embodiment results in opening the valve with a vacuum actuator when the intake throttle angle is off, and closing the valve when the intake throttle is near the idle off position. This configuration also allows synergistic effects with throttle control and air flow control. More specifically, when the inlet throttle 22 is near the closed position and is at risk of being out of control (i.e., falling into the closed end position), the vacuum in the intake manifold is high and no motive flow is required. During these very conditions, the valve with a vacuum actuator is closed, and the stimulating flow is not issued, thereby overcoming the distortion of the air flow and the associated disturbances. In addition, by closing the valve with a vacuum actuator, throttle control capabilities are restored over low engine air flow rates.

Essentially, there may be problems that opening and closing the valve-mounted ejector can cause a disturbance that cannot be sufficiently attenuated by the controller 50. In order to respond to this, another further embodiment 500 can be implemented, as shown in FIG. . 5. In the illustrated embodiment, the vacuum actuated valve 150 is again connected directly to the vacuum reservoir 38 without an intermediate solenoid valve. The illustrated embodiment shows the valve in the open position after being subjected to low vacuum. In the configuration shown, a vacuum-actuated valve 150 may be connected to a vacuum reservoir through two vacuum channels 502 and 504, each of the channels 502, 504 including respective diaphragms 512, 514 for adjusting valve driving speeds. In particular, the first diaphragm 512, located in the first vacuum channel 502 downstream of the shut-off valve 92, can determine the opening time of the valve 150, while the second diaphragm 514, located in the second channel 504 upstream of the shut-off valve 94, causes closing time of the valve 150. By including in the diaphragm in the channels 502, 504 connected between the vacuum reservoir 38 and the valve 150 with a vacuum actuator, opening and closing the valve with a vacuum actuator can be slowed down. By acting in this way, air flow disturbances occurring during opening or closing of the ejector valve can be reduced.

It will be appreciated that although the illustrated embodiment uses diaphragms to adjust valve actuation speeds, in alternative embodiments, perturbations can be retaliated by incorporating a position sensor connected to a vacuum actuated valve. When included, the position sensor may be coupled to a vacuum valve actuator with a vacuum actuator (such as valve actuator 151 151 of FIG. 1). Alternatively, a position sensor may be coupled to a valve solenoid, such as the vacuum release solenoid 170 of FIG. 1. Regardless of the drive technology, the position sensor can be configured to provide data regarding the position of the valve to the engine controller so that air flow disturbances can be properly and more accurately compensated. This is because, with a position sensor, opening and closing the pneumatic stimulating flow control valve may not be recognizable, as it does based on the vacuum level of the vacuum reservoir. In other words, a vacuum measurement (eg, vacuum measurement in an amplifier) may be additionally required to determine the position of the vacuum actuated valve 150. In the materials of the present description, by having a position sensor connected to a vacuum release solenoid 170 or a vacuum actuator 151, the position sensor can be used by the air charge control system of the engine controller to be aware of the state of this duct in the intake manifold.

It should be noted that when included, the position sensor is also a reflection of the level of vacuum in the tank. For example, in cases where the reservoir is connected to a brake booster, the position sensor also reflects a vacuum in the brake booster, although with lower accuracy than a conventional vacuum gauge such as a vacuum gauge 40. However, the position sensor may still be capable of detecting essentially binary signals indicative of a first state where the vacuum-driven motive flow control valve is open due to insufficient vacuum in the brake booster, or a second state where the vacuum-driven motive control valve is closed due to sufficient vacuum in the brake booster. Although this data alone may not be sufficient to initiate hydraulic braking assistance (in the event that the vacuum braking assistance becomes inadequate), they can be used as quality-enhancing data in the vacuum model in the brake booster. In addition, although the example is explained in the context of a brake booster vacuum reservoir, the same can be applied to other vacuum reservoirs connected to alternative engine vacuum consumers, such as a charge motion control valve (CMCV) vacuum reservoir (as discussed in materials of the present description in Fig. 9).

In further embodiments, where the engine system includes each of a vacuum sensor disposed in a vacuum reservoir (such as a vacuum reservoir 40 connected to a brake booster) and a position sensor connected to a vacuum actuated flow valve 150, sensors can be used for diagnostic purposes. More precisely, it would lessen the need to logically infer the true position of the ejector motive flow control valve from the intake manifold pressure or fuel consumption in combination with fuel-air ratio feedback (AFR).

Essentially, adjustments for the speed of the induction flow through the ejector may not significantly affect the change in air flow. However, in all the illustrated embodiments, the settings regarding the speed of the induction flow through the ejector can be compensated by appropriate adjustments for the intake throttle 22. By making appropriate adjustments, the air flow to the intake manifold of the engine is maintained at the required level. As an example, in response to closing the valve with a vacuum actuator to reduce motive flow through the ejector, the opening of the inlet throttle can increase accordingly (for example, the inlet throttle can move to a more open position). Similarly, in response to opening a valve with a vacuum actuator to increase the induction flow through the ejector, the opening of the inlet throttle can be reduced accordingly (for example, the second throttle can be moved to a more closed position).

Sixth, in addition, a further embodiment 1000 is shown in FIG. 12. In the depicted embodiment, the vacuum actuated valve 150 is connected directly to the vacuum reservoir 38 without an intermediate solenoid valve. As shown, the neck of the ejector 160 is connected to the vacuum tank 38 through the first channel 82, while the outlet of the ejector 160 is connected to the vacuum tank 38 through the second channel 84, and while the valve 150 with a vacuum actuator is connected directly to the vacuum tank 38 on the third channel 102 without an intermediate vacuum release solenoid 170. Each of the first, second, and third channels can then be connected on the fourth channel 86 downstream (in the direction of flow) from the outlet of the vacuum reservoir. Each of the first and second channels includes respective shutoff valves for controlling the direction of flow to / from the tank. The second channel 84 further connects the vacuum reservoir 38 to the intake manifold 24 of the engine downstream (in the direction of flow) from the junction with the outlet of the ejector.

Additionally, instead of venting the valve 150 with a vacuum actuator into the atmosphere through the ventilation channel 153, as described in previous embodiments, in embodiment 1000, the implementation of the valve 150 with a vacuum actuator is vented to the inlet 18 through the ventilation channel 154. The ventilation channel 154 fluidly connects the valve 150 with a vacuum drive to the inlet 18 downstream of the compressor 90 and upstream of the charge air cooler 26 and the intake throttle 22.

The illustrated embodiment results in opening a vacuum-actuated valve when the vacuum levels in the vacuum tank are low and closing the valve when the vacuum levels in the vacuum tank are high. In addition, since the valve with a vacuum actuator is ventilated into the inlet channel downstream of the compressor, a high boost pressure also causes the closing of the valve with a vacuum actuator. As another example, a vacuum-actuated valve may open in response to a low vacuum in the brake booster and close in response to one or more of a high boost pressure and high vacuum in the brake booster. It will be appreciated that although the illustrated embodiments are described using a brake booster as a vacuum consumer, in alternative embodiments, an alternative engine vacuum consumer may be used instead. For example, a vacuum reservoir may be connected to one or more of a brake booster, a purge reservoir, a charge control valve, crankcase ventilation, and a turbine exhaust bypass damper. In addition, any vacuum tank can be used instead. Thus, by attaching the valve directly to the vacuum reservoir and adjusting the opening of the valve with the vacuum actuator based on the vacuum level of the vacuum reservoir, the ejector valve may be prompted to open when the vacuum reservoir needs to be refilled. In addition, under high boost pressure conditions, regardless of the vacuum level in the vacuum reservoir, the valve will close to reduce the loss of boost from the return flow through the ejector.

Returning to FIG. 1, the engine system 10 may also include a control system 46 including a controller 50, sensors 51, and actuators 52. Exemplary sensors include a mass air flow sensor 58, a manifold air pressure sensor 60, and a tube pressure sensor 59 crankcase ventilation and negative pressure sensor 40. Exemplary actuators include engine valves, CBV 30, intake throttle 22, and vacuum release solenoid 170. The controller 50 may further include physical memory with instructions, programs, and / or a control program for driving the engine. An exemplary procedure performed by the controller 50 is shown in FIG. 10 and 13. Next, with reference to FIG. 6-8, a cross-sectional view 600 of the vacuum actuated valve 150 of FIG. 1-5 and 12, which controls the motive flow through the ejector 160. The valve 150 includes a horizontal channel 602 with a converging inlet 601 connected to the inlet channel and configured to receive filtered air from downstream of the compressor and charge air cooler. The horizontal channel 603 further includes a divergent outlet 604 connected to the ejector, and then to the intake manifold 24 (or other low pressure assembly). The outlet 604 may be a gradually diverging conical section. In one example, outlet 604 may diverge at an angle in the range of 5 ° to 10 °. Valve 150 further includes a vertical channel 608 extending through a horizontal channel at the inlet and outlet junction 612 (which, alternatively, may be referred to as the gap between the inlet and the outlet). The diameter of the outlet 604 at the junction 612 may be slightly larger than or the same as the diameter of the inlet 601 at the junction 612. In one example, the inlet diameter at the junction may be 8.0 mm, and the outlet diameter at the junction may be 9 mm. In yet another example, the diameter of the inlet 601 may have a value of 12 mm, the diameter of the outlet 604 at the junction 612 may have a value of 8 mm, and the diameter of the horizontal channel may have a value of 8 to 12 mm. The valve may further include a ventilation duct 606 that connects the cylinder volume to the inlet 604. The ventilation duct exposes the piston bottom to an air pressure higher than the vacuum applied at 622. The ventilation duct can also be connected to 604 to the intake duct below downstream of the compressor, or the ventilation duct can be connected to the intake manifold. If attached to the inlet downstream of the compressor or to the inlet manifold, boost pressure in the inlet or manifold tends to apply high pressure to the piston bottom, which tends to close the valve. This may be useful to prevent backflow through valve 150 during boost operation. During an attempt to build up boost, such as when starting the vehicle from a stopped position, leakage of the boost is undesirable, as it may cause a delay in starting the vehicle. However, as soon as the boost is steady, a boost leak can add margin to surging at the compressor, which is desirable.

The valve 150 can be made in the form of a slide valve, along with the fact that its actuator can be made in the form of a piston or diaphragm. FIG. 6-8 shows the slide valve in the closed position. Optionally, instead of using the piston ring to seal with the cylinder wall, the piston is fully sealed only when it is in one of the extreme positions. As such, by not using the piston seal, the problems of the seal associated with the piston seal are reduced. In the illustrated example, the cross section of the gate valve tapers at a junction 612, like a diffuser, to reduce the opening force required when the valve is closed and when a high pressure drop (delta P) exists on the valve. By moderate and moderate constriction of the orifice, the pressure recovery of the geometry is about 100%, thus not causing a significant pressure drop on the valve when the valve is open. It will be appreciated that, in alternative embodiments, the gate valve may overlap the entire passage section without narrowing the passage section on the gate.

An actuator 613 connected to the vertical channel 608 controls the position of the gate 610, which is vertically extendable / retractable in the vertical channel. The actuator 613 includes a spring 616 in a compressed state. The actuator 613 further includes an opening in the vanes of the gate valve. Thus, by changing the compression of the spring 616, the position of the gate 610 and the opening 614 relative to the joint 612 can be changed. Since the valve is vacuum-driven, the actuator 613 can be connected to a vacuum source (such as a vacuum tank) through a vacuum hole 622. By attaching the actuator to a vacuum source through a vacuum hole 622, vacuum can be used to increase the compression of the springs 616, thereby moving the gate 610 further into the vertical channel 608 and closer to the junction 612 to close the valve 150. More precisely, when the vacuum force exceeds the spring force, the slide valve is retracted. O-rings 618 may be included in the vertical channel 608 immediately above and below the block 620, which surrounds the compression springs 616 to prevent leakage of the stimulus flow into the vacuum reservoir when the ejector is completely closed.

Essentially, gate valves tend to retract when there is a pressure differential across them. Resistance to movement (dry friction or adhesion) adds hysteresis to the movement of the valve, as shown in graph 650. In this regard, the steepness of the rarefaction of the position is bent due to the alternating force of the spring (as the spring compresses, its force increases). In some embodiments, friction can increase with the pressure drop across the valve, creating hysteresis behavior, as shown in graph 655. However, the resulting hysteresis behavior (as shown in graphs 650 or 655) is fortunate enough to minimize valve switching that otherwise, tend to wear the valve.

It will be appreciated that although the illustrated embodiment shows the valve 150 as a slide valve, in alternative embodiments, the valve may be a balanced valve. These, for example, may include throttles (rotary disks) and poppet valves with equal pressure on each side of the valve.

FIG. 9 shows an additional embodiment 700 of the engine system of FIG. 1, wherein the valve with a vacuum actuator includes a rotary vacuum actuator instead of a linear vacuum actuator (as used in the embodiments of FIGS. 1-5), the valve further including a rotary disk instead of a slide valve. In the materials of the present description, the valve with a vacuum actuator is a butterfly valve with a vacuum actuator.

In the embodiment of FIG. 9, valve 150 includes a first rotary vacuum actuator 704 coupled to throttle 702. Essentially, throttle 702 of valve 150 may be smaller in diameter than inlet throttle 22. For example, throttle 702 may have a diameter of 12 mm while the inlet throttle 22 has a diameter of 80 mm. As with other embodiments, throttle 702 and valve diaphragm 150 may cause the valve to close when exposed to high vacuum in the tank. When the vacuum opening of the first rotary vacuum actuator 704 is exposed to low vacuum levels of the vacuum reservoir 38, the throttle 702 opens, enhancing the motive flow through the ejector 160.

In addition to the first vacuum drive 704, the vacuum release solenoid 708 can also be connected to the vacuum tank 38. The vacuum release solenoid 708, however, may not be connected between the vacuum tank 38 and the first rotary vacuum drive 704. Rather, the vacuum release solenoid 708 may be connected via conduit 706 to a second rotary vacuum actuator 714. This second rotary vacuum actuator 704, in turn, can be connected to a charge motion control valve (CMCV) 716. The CMCV 716 includes a rod connected to multiple throttles 718, each throttle located inside a separate intake manifold opening. Thus, based on the rarefaction level of the reservoir, the vacuum release solenoid 7108 can drive a second rotary vacuum actuator 714, thereby adjusting the position of the CMCV 716. Essentially, by moving the CMCV 716, the amount of vacuum generated in the intake manifold can be changed. In addition, intake air flow adjustments can be made.

Next, with reference to FIG. 10, an exemplary procedure 800 for controlling a vacuum actuated valve of FIG. 1-9. The procedure allows the valve to be actuated in response to the engine vacuum needs to control the motive flow through the downstream ejector. By adjusting the valve to increase motive flow through the ejector under low vacuum conditions, a larger vacuum can be formed on the ejector for use by vacuum-consuming engine devices.

At 802, the procedure includes evaluating and / or measuring engine operating conditions. Such, for example, include engine speed, engine temperature, atmospheric conditions (temperature, BP, humidity, etc.), boost level, required torque, EGR, etc.

At 804, based on the estimated engine operating conditions, the vacuum level required for the operation of one or more vacuum-consuming devices can be determined. For example, the vacuum level required to assist in braking by the brake booster can be determined. As another example, the vacuum level required to actuate the exhaust gas bypass valve can be determined to control

boost As yet another example, the vacuum level required to completely purge the fuel tank can be determined. As a further example, the vacuum level required to actuate the CMCV can be determined.

At 806, it can be determined whether the vacuum level in the vacuum tank is sufficient to satisfy the vacuum requirement of the vacuum-consuming device. For example, a negative pressure level in a vacuum reservoir of a brake booster can be estimated and it can be determined whether there is sufficient negative pressure to provide assistance in braking. As another example, the vacuum level in the vacuum reservoir of the exhaust gas bypass valve can be determined and it can be determined whether the vacuum is sufficient to actuate the exhaust gas bypass valve for the turbine exhaust. As yet another example, a vacuum level in a vacuum reservoir attached to the CMCV can be estimated, and it can be determined if there is sufficient vacuum to drive the CMCV. Similarly, the vacuum level in various other consumers of engine vacuum can be estimated. In addition, in embodiments where the engine includes a common vacuum tank, the vacuum level of the common vacuum tank can be estimated.

Although the procedure depicts determining whether there is sufficient vacuum in the vacuum tank to satisfy the need for engine vacuum, in addition to other examples, the amount of vacuum in the intake manifold that is available under the prevailing operating conditions can also be estimated. In this regard, it can be determined whether there is sufficient vacuum in the vacuum tank to supplement the vacuum in the intake manifold while meeting the vacuum needs of various vacuum consumers.

If so, then at block 808, the procedure includes closing the valve with a vacuum actuator upstream of the ejector to reduce motive flow through the ejector. It will be appreciated that, in some embodiments, the motive flow control valve simply needs to be in series with the ejector. Thus, positioning the valve downstream would also work and, in the most idealized concept, would be functionally equivalent, although not particularly preferred. As a result of the reduced motive flow, lower vacuum can be obtained on the ejector. Closing a vacuum-actuated valve may include actuating a vacuum solenoid controller connected between the vacuum-actuated valve and the vacuum tank in response to high levels of vacuum in the tank. Alternatively, closing the valve may include closing the valve due to (direct) exposure to high levels of vacuum in the vacuum tank. In this regard, the vacuum applied to the valve by the vacuum reservoir can overcome the spring force of the valve compression springs, allowing the valve to close. Closing the valve may include closing the valve completely or moving the valve to a more closed position. Thus, in conditions of high vacuum, when the vacuum does not need to be replenished, the vacuum-controlled motive flow control valve located upstream of the ejector can be closed to reduce the motive flow through and the formation of the vacuum on the ejector.

Along with adjusting the closing of the control valve for the flow control in step 812, the procedure includes adjusting the inlet throttle based on the position of the valve with a vacuum actuator to reduce air flow disturbances and maintain air flow conditions. At step 814, the available vacuum, in this case, can be used to actuate and operate the vacuum-consuming devices (a) connected to the vacuum reservoir.

In comparison, if there is insufficient vacuum in the vacuum tank (at 806), then at 810, the procedure involves opening the valve with a vacuum actuator upstream of the ejector to enhance the motive flow through the ejector. As a result of the increased motive flow, a larger vacuum can be obtained on the ejector. Opening a valve with a vacuum actuator may include actuating a vacuum release solenoid connected between the vacuum valve and the vacuum reservoir in response to low levels of vacuum in the reservoir. Alternatively, opening the valve may include opening the valve due to (direct) exposure to low vacuum levels in the vacuum reservoir. In this regard, the vacuum applied to the valve by the vacuum reservoir may not overcome the spring force of the valve compression springs, allowing the valve to remain open. Opening the valve may include fully opening the valve or moving the valve to a more open position. Thus, in conditions of low rarefaction, when the vacuum needs to be replenished, the vacuum-controlled motive flow control valve located upstream of the ejector can open to increase the motive flow through and form the vacuum on the ejector.

In addition to adjusting the opening of the motive flow control valve, the inlet throttle can be adjusted (at 812) based on the position of the valve with a vacuum actuator to reduce air flow disturbances and maintain air flow conditions. Then, the vacuum formed on the ejector and accumulated in the tank can be used (at 814) to drive and operate the vacuum-consuming devices (a) connected to the vacuum tank.

In one example, adjusting the opening of a valve with a vacuum actuator includes increasing the opening of a valve with a vacuum actuator in response to a vacuum level in the attached vacuum tank that is lower than the threshold value, and obtaining a vacuum on the ejector until the vacuum level in the intake tank will not exceed a threshold value. Then, after the vacuum level in the vacuum tank is above a threshold value, the valve with a vacuum actuator may close. In this regard, adjusting the intake throttle along with adjusting the valve may include, while increasing the opening of the vacuum-driven valve, adjusting the opening of the intake throttle to maintain intake air flow.

An exemplary adjustment will now be described with reference to FIG. 11. The multidimensional characteristic 900 depicts depressing the brake pedal in graph 902, changing the vacuum level in the brake booster in graph 904, opening or closing the vacuum-controlled motive flow control valve in graph 906, and changes in the motive flow in the ejector in graph 908.

At t0, the vacuum level in the vacuum reservoir of the brake booster may be higher than the threshold value 903 for closing the valve. In response to a high vacuum level, a vacuum-driven motive flow control valve upstream of the ejector may be prompted to close (graph 906), thereby reducing the motive flow through the ejector (graph 908). Between t0 and t1, the brake pedal can be pressed multiple times (graph 902). Essentially, since the brake booster is a vacuum-driven device, each time the brake pedal is depressed, vacuum can be dissipated from the brake booster vacuum reservoir, for example to t1, the vacuum level in the reservoir is below the threshold for opening the valve 905. As depicted, the valve opening threshold value 905 may correspond to a lower vacuum level than the valve closing threshold value 903.

In response to a low vacuum level, at t1 a valve with a vacuum actuator may be prompted to open (graph 906). More specifically, a low vacuum may not be enough to overcome the compression force of the valve springs causing the valve to open. By opening the valve, the motive flow through the ejector can be enhanced, and vacuum can be formed on the ejector. Between t1 and t2, a vacuum can continue to be obtained, and the resulting vacuum can accumulate in the vacuum tank. That is, between t2 and t3 the reservoir can be replenished by vacuum.

At t2, the vacuum level in the tank may increase above the valve closing level 903. In response to a high vacuum level, a vacuum-actuated valve may be prompted to close (graph 906). More specifically, a high vacuum force can overcome the compression force of the valve springs causing the valve to close. By closing the valve, the motive flow through the ejector can be weakened, and the formation of vacuum on the ejector can be reduced (or stopped). Thus, the opening of a vacuum-actuated valve connected upstream of the ejector can be controlled to change the motive flow through the ejector, where the ejector is connected in parallel with the inlet throttle, the valve is connected to the vacuum reservoir.

In some embodiments, the vacuum actuated valve of FIG. 1-9 can open or close to

expose the engine system in different modes based on the requirements for the engine vacuum. As one example, an engine system may include an engine including an intake manifold, an intake manifold connected to a vacuum reservoir through a first channel; an intake throttle upstream of the intake manifold; an ejector located in the bypass channel parallel to the inlet throttle, the ejector neck is connected to the vacuum tank through the second channel, the ejector outlet is connected to the vacuum tank and the intake manifold through the first channel. The engine system may additionally include a valve with a vacuum actuator connected in the bypass channel upstream of the inlet of the ejector, a valve with a vacuum actuator is connected to a vacuum tank. The engine controller may be configured by machine-readable instructions to operate the engine system in the first mode with a valve with a vacuum actuator open to increase the motive flow through the ejector. The controller may further include instructions for operating the engine system in a second mode with a valve with a vacuum actuator closed to reduce motive flow. The engine system may undergo operation in the first mode when the vacuum level in the vacuum tank is below a threshold value, and undergo operation in the second mode when the vacuum is above the threshold value. Work in the first mode can continue as long as the vacuum level is higher than the threshold value. Then, the operation of the engine system can be transferred from the first mode to the second mode after the vacuum level is higher than the threshold level.

In yet another example, a method of controlling the motive flow through the ejector includes, when the vacuum level in the vacuum tank is lower than the threshold value, operating in the first mode with a valve with a vacuum actuator located upstream of the ejector, open to increase the motive flow; and when the vacuum level in the vacuum tank is higher than the threshold value, operation in the second mode with the valve with the vacuum actuator closed to reduce the stimulus flow. In this regard, operation in the first mode includes operation in the first mode until the vacuum level is not higher than the threshold value, the method further comprises switching to operation in the second mode after the vacuum level is higher than the threshold level.

Thus, the control valve of the stimulating flow can be controlled pneumatically to change the stimulating flow through the ejector. By actuating the valve using a vacuum source, the opening and closing of the valve can be adjusted based on the vacuum requirements. In particular, in conditions of low rarefaction, when the source of rarefaction needs to be replenished, a valve with a vacuum actuator can open to increase the stimulating flow in the ejector and to obtain greater vacuum from the ejector. Then, in conditions of high vacuum, when the source of vacuum does not need to be replenished, the valve with a vacuum actuator can be closed to reduce the motive flow in the ejector and to obtain less vacuum from the ejector. The approach allows the vacuum needs to be satisfied by changing the motive flow without compromising the ability of the inlet throttle to set a low air flow rate under idle conditions. In general, the efficiency of the formation of rarefaction increases with low cost or complexity of the components.

Next, with reference to FIG. 13, an exemplary procedure 1100 for controlling a vacuum actuated valve of FIG. 12. The procedure allows the valve to be actuated in response to engine vacuum needs to control the motive flow through the downstream ejector. By adjusting the valve to increase motive flow through the ejector under low vacuum conditions, a larger vacuum can be formed on the ejector for use by vacuum-consuming engine devices. In addition, the valve can also be actuated in response to the boost pressure of the engine to prevent loss of boost in conditions of high boost pressure.

At 1102, the procedure includes evaluating and / or measuring engine operating conditions. Such, for example, include engine speed, engine temperature, atmospheric conditions (temperature, BP, humidity, etc.), boost level, required torque, EGR, etc.

At 1104, based on the estimated engine operating conditions, the vacuum level required for the operation of one or more vacuum-consuming devices can be determined. For example, the vacuum level required for

assist in braking with the brake booster. As another example, the negative pressure level required to actuate the exhaust gas bypass valve to control boost pressure can be determined. As yet another example, the vacuum level required to completely purge the fuel tank can be determined. As a further example, the vacuum level required to actuate the CMCV can be determined.

At 1106, it can be determined whether the vacuum level in the vacuum tank is sufficient to satisfy the vacuum requirement of the vacuum-consuming device. For example, a negative pressure level in a vacuum reservoir of a brake booster can be estimated and it can be determined whether there is sufficient negative pressure to provide assistance in braking. As another example, the vacuum level in the vacuum reservoir of the exhaust gas bypass valve can be determined and it can be determined whether the vacuum is sufficient to actuate the exhaust gas bypass valve for the turbine exhaust. As yet another example, a vacuum level in a vacuum reservoir attached to the CMCV can be estimated, and it can be determined if there is sufficient vacuum to drive the CMCV. Similarly, the vacuum level in various other consumers of engine vacuum can be estimated. In addition, in embodiments where the engine includes a common vacuum tank, the vacuum level of the common vacuum tank can be estimated.

Although the procedure depicts determining whether there is sufficient vacuum in the vacuum tank to satisfy the need for engine vacuum, in addition to other examples, the amount of vacuum in the intake manifold that is available under the prevailing operating conditions can also be estimated. In this regard, it can be determined whether there is sufficient vacuum in the vacuum tank to supplement the vacuum in the intake manifold while meeting the vacuum needs of various vacuum consumers.

If so, then at step 1108, the procedure includes closing the valve with a vacuum actuator upstream of the ejector to reduce the motive flow through the ejector. It will be appreciated that, in some embodiments, the motive flow control valve simply needs to be in series with the ejector. Thus, in some embodiments, the motive flow control valve may be located downstream of the ejector. As a result of the reduced motive flow, lower vacuum can be obtained on the ejector. Closing the valve may include closing the valve due to (direct) exposure to high vacuum levels in the vacuum reservoir. In this regard, the vacuum applied to the valve by the vacuum reservoir can overcome the spring force of the valve compression springs, allowing the valve to close. Closing the valve may include closing the valve completely or moving the valve to a more closed position. Thus, in conditions of high vacuum, when the vacuum does not need to be replenished, the vacuum-controlled motive flow control valve located upstream of the ejector can be closed to reduce the motive flow through and the formation of the vacuum on the ejector. However, in some embodiments, closing the vacuum-actuated valve may include actuating a vacuum solenoid controller connected between the vacuum-actuated valve and the vacuum reservoir in response to high levels of vacuum in the reservoir.

In addition to adjusting the closure of the control valve for the flow control, in step 1114, the procedure includes adjusting the inlet throttle based on the position of the valve with a vacuum actuator to reduce air flow disturbances and maintain air flow conditions. At step 1116, the available vacuum, in this case, can be used to actuate and operate the vacuum-consuming devices (a) connected to the vacuum reservoir.

In comparison, if there is insufficient vacuum in the vacuum tank (at 1106), then at 1110 the procedure includes determining whether the boost pressure is higher than the threshold pressure. The boost pressure may be determined based on an exhaust signal from one or more engine sensors, such as a sensor 58 and / or a pressure sensor 60, and / or based on operating conditions (such as rotational speed and engine load, position of a bypass damper for turbine exhaust gas, and etc.). The threshold boost pressure level may be a pressure value in the inlet channel and / or inlet manifold, which would cause the air flow through conduit 80 to reverse direction. That is, the threshold pressure level may include pressure in the intake manifold, pressure in the inlet channel and / or compressor outlet pressure, which is greater than the compressor inlet pressure. This increased pressure drop across the compressor causes air from the intake manifold to flow through conduit 80 and ejector 160 before reaching the compressor inlet. Such air flow can reduce the increase in boost pressure.

Thus, if the boost pressure is greater than the threshold value, the procedure proceeds to step 1108 to close the vacuum-actuated valve, as explained above. The vacuum actuated valve according to the configuration of FIG. 12 may be exposed to air downstream of the compressor (e.g., at the outlet of the compressor). In pressurized conditions, the air at the compressor outlet may have a greater pressure than the spring force exerted on the valve, and thus the valve may be prompted to close. When the boost pressure is greater than the threshold value, the vacuum actuated valve may be prompted to fully close or partially close. Upon closing the valve, the procedure proceeds to step 1114, as explained above.

If the boost pressure is not higher than the threshold value (for example, if the engine is not pressurized, so that the pressure in the intake manifold is no higher than the barometric pressure), the procedure opens a valve with a vacuum actuator upstream of the ejector to enhance the induction flow through the ejector at 1112. As a result of the enhanced motive flow, a larger vacuum can be obtained on the ejector. Opening the valve may include opening the valve due to (direct) exposure to low vacuum levels in the vacuum reservoir. In this regard, the vacuum applied to the valve by the vacuum reservoir may not overcome the spring force of the valve compression springs, allowing the valve to remain open. Opening the valve may include fully opening the valve or moving the valve to a more open position. Thus, in conditions of low rarefaction, when the vacuum needs to be replenished, the vacuum-controlled motive flow control valve located upstream of the ejector can open to increase the motive flow through and form the vacuum on the ejector. In some embodiments, opening a vacuum-actuated valve may include actuating a vacuum solenoid controller connected between the vacuum-actuated valve and the vacuum reservoir in response to low levels of vacuum in the reservoir.

In addition to adjusting the opening of the motive flow control valve, the inlet throttle can be adjusted (at 1114) based on the position of the valve with a vacuum actuator to reduce air flow disturbances and maintain air flow conditions. Then, the vacuum formed on the ejector and accumulated in the tank can be used (at 1116) to drive and operate the vacuum-consuming devices (a) connected to the vacuum tank.

An exemplary adjustment will now be described with reference to FIG. 14. The multidimensional characteristic 1200 depicts similar parameters of interest, as in FIG. 11, including depressing the brake pedal in graph 1202, changing the vacuum level in the brake booster in graph 1204, opening or closing the motive flow control valve with a vacuum actuator in graph 1206, and changes in relation to the motive flow in the ejector in graph 1208. Additionally, graph 1210 shows changes in boost pressure.

At t0, the vacuum level in the vacuum reservoir of the brake booster may be higher than the threshold value for closing the valve 1203. In response to a high vacuum level, a vacuum-driven motive flow control valve upstream of the ejector may be prompted to close (graph 1206), thereby decreasing the motive flow through the ejector (graph 1208). Between t0 and t1, the brake pedal can be pressed multiple times (graph 1202). Essentially, since the brake booster is a vacuum-driven device, each time the brake pedal is depressed, the vacuum can be dissipated from the brake reservoir of the brake booster, for example to t1, the vacuum level in the reservoir is below the threshold for opening the valve 1205. As depicted, the valve opening threshold value 1205 may correspond to a lower vacuum level than the valve closing threshold value 1203. In addition, the boost pressure may be lower than the threshold pressure 1212, until time t1, as shown in graph 210.

In response to a low vacuum level and boost pressure below a threshold value, at t1 a valve with a vacuum actuator may be prompted to open (graph 1206). More specifically, a low vacuum may not be enough to overcome the compression force of the valve springs causing the valve to open. By opening the valve, the motive flow through the ejector can be enhanced, and vacuum can be formed on the ejector. Over a period of time after t1 to t2, a vacuum can continue to be obtained, and the resulting vacuum can accumulate in the vacuum tank. That is, between t1 and t2, the reservoir may begin to replenish by vacuum.

The boost pressure may begin to rise before time t2. At t2, boost pressure reaches a threshold pressure value 1212 (plot 1210). As a result of the increased boost pressure, the stimulating flow control valve closes at time t2 (graph 1206) to reduce the possible loss of boost through the ejector, even if the vacuum level of the brake booster is still below the threshold for closing the valve 1203. Due to the closing of the valve with a vacuum drive, the motive flow through the ejector decreases at time t2 (graph 1208), and the vacuum level of the brake booster stabilizes, that is, stops increasing (graph 12 04).

At t3, boost pressure recedes below threshold pressure 1212 (plot 1210). Since the vacuum level in the brake booster is still below the threshold for closing the valve 1203, the vacuum-controlled motive flow control valve reopens and the motive flow through the ejector increases and the vacuum continues to build up in the brake booster. At t4, the vacuum level in the tank may increase above the valve closing level 1203. In response to a high vacuum level, a vacuum-actuated valve may be prompted to close (graph 1206). More specifically, a high vacuum force can overcome the compression force of the valve springs causing the valve to close. By closing the valve, the motive flow through the ejector can be weakened, and the formation of vacuum on the ejector can be reduced (or stopped). Thus, the opening of a vacuum-actuated valve connected upstream of the ejector can be controlled to change the motive flow through the ejector, where the ejector is connected in parallel with the inlet throttle, the valve is connected to the vacuum reservoir.

In some embodiments, the vacuum actuated valve of FIG. 12 may open or close to expose the engine system to different modes based on engine vacuum requirements. As one example, an engine system may include an engine including an intake manifold, an intake manifold connected to a vacuum reservoir through a first channel; a compressor located in the inlet channel upstream of the intake manifold; intake throttle upstream of

intake manifold and downstream of the compressor; an ejector located in the bypass channel parallel to the compressor and the inlet throttle, the ejector neck is connected to the vacuum reservoir through the second channel, the ejector outlet is connected to the vacuum reservoir and the intake manifold through the first channel; motive flow control valve connected in the bypass channel upstream of the ejector inlet; a vacuum actuator connected to the control valve of the stimulating flow, a vacuum actuator is connected to the vacuum tank and to the outlet of the compressor; and a controller with machine-readable instructions for: operating the engine system in a first mode with a motive flow control valve open to increase the motive flow through the ejector; and operating the engine system in a second mode with a motive flow control valve closed to reduce motive flow. The vacuum reservoir can be connected to the brake booster.

In one example, the engine system operates in the first mode when the vacuum level in the vacuum reservoir is below the threshold level and the boost pressure is less than the threshold pressure, and the engine system operates in the second mode when the boost pressure is greater than the threshold pressure.

In yet another example, the engine system operates in the first mode when the vacuum level in the vacuum reservoir is below the threshold level and the boost pressure is less than the threshold pressure, and the engine system operates in the second mode when the vacuum level is above the threshold value.

Work in the first mode can continue as long as the vacuum level is higher than the threshold value. The controller may include additional commands for switching the operation of the engine system from the first mode to the second mode after the vacuum level is higher than the threshold value.

In an example, the method for controlling the forced flow through the ejector includes adjusting a valve connected upstream of the inlet ejector based on boost pressure, the valve is adjusted to control the driving flow to the ejector from a location upstream of the compressor. The valve may close in response to boost pressure that is higher than the threshold value. The valve can further be adjusted based on the vacuum level in the vacuum tank.

The method may include obtaining a vacuum on the ejector and accumulating the resulting vacuum in a vacuum tank. Adjusting the valve based on the vacuum level may include opening the valve in response to a vacuum level in the vacuum reservoir that is lower than a threshold value, and obtaining a vacuum may include receiving a vacuum in the ejector until the vacuum level in the vacuum reservoir is higher than the threshold values. After the vacuum level in the vacuum tank is above a threshold value, the valve may close. Additionally, along with opening the valve, the opening of the intake throttle can be adjusted to maintain the intake air flow rate. The valve may be a vacuum driven valve (rather than a solenoid valve).

In yet another example, the engine method comprises, when the vacuum level of the vacuum reservoir is lower than the threshold level and the boost pressure is less than or equal to the threshold pressure, opening a valve connected upstream of the ejector to draw the motive flow into the ejector from a location upstream from the compressor, the motive flow is discharged from the ejector to the intake manifold downstream of the intake throttle; and in response to one of the vacuum level of the vacuum reservoir, which is higher than the threshold level, and the boost pressure, which is higher than the threshold pressure, closing the valve. The threshold pressure may be barometric pressure.

The ejector neck can be connected to the vacuum reservoir along the first channel, the outlet of the ejector can be connected to the vacuum reservoir along the second channel, and the valve with the vacuum drive can be connected to the vacuum reservoir through the third channel. The first, second and third channels may be connected downstream of the outlet of the vacuum tank, each of the first and second channels includes a shut-off valve.

The second channel can additionally connect a vacuum tank to the engine intake manifold downstream of the junction with the ejector outlet. The valve with a vacuum actuator can be connected directly to the vacuum tank through the third channel. The valve with a vacuum actuator can optionally be connected to the inlet of the engine downstream of the compressor. A vacuum reservoir may be coupled to one or more vacuum consuming engine devices, such as one or more of a brake booster, a purge reservoir, and a forced flow control valve.

Thus, the control valve of the stimulating flow can be controlled pneumatically to change the stimulating flow through the ejector. By actuating the valve using a vacuum source, the opening and closing of the valve can be adjusted based on the vacuum requirements. In particular, in conditions of low rarefaction, when the source of rarefaction needs to be replenished, a valve with a vacuum actuator can open to increase the stimulating flow in the ejector and to obtain greater vacuum from the ejector. Then, in conditions of high vacuum, when the source of vacuum does not need to be replenished, the valve with a vacuum actuator can be closed to reduce the motive flow in the ejector and to obtain less vacuum from the ejector. The approach allows the vacuum needs to be satisfied by changing the motive flow without compromising the ability of the inlet throttle to set a low air flow rate under idle conditions. In general, the efficiency of the formation of rarefaction increases with low cost or complexity of the components.

Note that the exemplary control and evaluation procedures included in the materials of the present description can be used with various system configurations. The specific procedures described herein may be one or more of any number of processing strategies, such as event driven, interrupt driven, multitasking, multithreaded, and the like. As such, the various acts, operations or functions illustrated can be performed in the illustrated sequence, skipped in parallel, or in some cases. Similarly, a processing order is not necessarily required to achieve the features and advantages of the exemplary embodiments described herein, but is provided to facilitate illustration and description. One or more of the illustrated actions, functions or operations may be performed repeatedly, depending on the particular strategy used. In addition, the described operations, functions and / or actions may graphically represent a control program that must be programmed into a computer-readable storage medium in a control system.

In addition, it should be understood that the systems and methods disclosed herein are exemplary in nature and that these specific embodiments or examples should not be construed in a limiting sense, as numerous variations are contemplated. Accordingly, the present disclosure includes the latest and unobvious combinations of the various systems and methods disclosed herein, as well as any and all of their equivalents.

Claims (5)

1. A vacuum forming system comprising: an engine comprising an intake manifold connected to a vacuum reservoir through a first channel; a compressor located in the inlet channel upstream of the intake manifold; an intake throttle upstream of the intake manifold and downstream of the compressor; an ejector located in the bypass channel parallel to the compressor and the inlet throttle, and the ejector neck is connected to the vacuum tank through the second channel, and the ejector outlet is connected to the vacuum tank and the intake manifold through the first channel; motive flow control valve connected in the bypass channel upstream of the ejector inlet; a vacuum actuator connected to the control valve of the stimulating flow, and the vacuum actuator is attached to the vacuum tank and to the outlet of the compressor; and controller with machine readable instructions for operating the engine system in a first mode with a motive flow control valve open to increase the motive flow through the ejector; and operating the engine system in a second mode with a motive flow control valve closed to reduce motive flow. 2. The system of claim 1, wherein the engine system operates in the first mode when the vacuum level in the vacuum reservoir is below the threshold level and the boost pressure is less than the threshold pressure, and operates in the second mode when the boost pressure is greater than the threshold pressure. 3. The system according to claim 1, in which the engine system operates in the first mode when the vacuum level in the vacuum tank is below the threshold level and the boost pressure is less than the threshold pressure, and operates in the second mode when the vacuum level is above the threshold value. 4. The system according to claim 3, in which the operation in the first mode continues until the vacuum level becomes higher than the threshold value, while the controller contains additional commands for transferring the operation of the engine system from the first mode to the second mode after as the vacuum level becomes higher than the threshold value. 5. The system of claim 1, wherein the vacuum reservoir is connected to a brake booster.

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