초록 ▼

In an air handling system of a uniflow-scavenged, two-stroke cycle opposed-piston engine, one or more engine operating state parameters are sensed, numerical values of air handling parameters based on trapped conditions in a cylinder of the engine at the last port closing of an engine operating cycl

In an air handling system of a uniflow-scavenged, two-stroke cycle opposed-piston engine, one or more engine operating state parameters are sensed, numerical values of air handling parameters based on trapped conditions in a cylinder of the engine at the last port closing of an engine operating cycle are determined in response to the sensed parameters, the numerical values are evaluated, and one or more of the numerical values is adjusted in response to the evaluation. The adjusted numerical values are used to control charge air flow and EGR flow in the air handling system.

대표청구항 ▼

1. A uniflow-scavenged, opposed-piston engine equipped with an air handling system, comprising: at least one cylinder with a bore, axially-spaced exhaust and intake ports, and a pair of pistons disposed in opposition in the bore and operative to open and close the exhaust and intake ports during ope

1. A uniflow-scavenged, opposed-piston engine equipped with an air handling system, comprising: at least one cylinder with a bore, axially-spaced exhaust and intake ports, and a pair of pistons disposed in opposition in the bore and operative to open and close the exhaust and intake ports during operation of the engine;a charge air channel to provide charge air to at least one intake port;an exhaust channel to receive exhaust gas from at least one exhaust port;a supercharger operable to pump charge air in the charge air channel; and,a control mechanization operable to determine a value of a first trapped air handling parameter in response to an engine operating state and to adjust, based on the determined value of the first trapped air handling parameter, charge air flow in the charge air channel. 2. The opposed-piston engine of claim 1, in which the control mechanization is operable to adjust charge air flow based on the determined value of the first trapped air handling parameter by one of changing a speed of the supercharger and operating a first valve to shunt charge air flow from an output to an input of the supercharger. 3. The opposed-piston engine of claim 1, in which the engine includes an exhaust gas recirculation (EGR) loop having a loop input coupled to the exhaust channel and a loop output coupled to the charge air channel and the control mechanization is further operable to determine a value of a second trapped air handling parameter in response to the engine operating state and to adjust, based on the determined value of the second trapped air handling parameter, EGR flow in the EGR loop. 4. The opposed-piston engine of claim 3, in which the control mechanization is operable to: adjust charge air flow based on a determined value of the first trapped air handling parameter by one of changing a speed of the supercharger and operating a first valve to shunt charge air flow from an output to an input of the supercharger; andadjust EGR flow based on a determined value of the second trapped air handling parameter by operating a second valve to increase or decrease exhaust gas flow through the EGR loop. 5. The opposed-piston engine of claim 4, in which the control mechanization is operable to: calculate an actual value of the first trapped air handling parameter based on the current engine operating state;determine a desired value of the first trapped air handling parameter for the current engine operating state;determine an error value based upon a difference between the actual and desired values of the first trapped air handling parameter; and,adjust charge air flow by one of changing a fresh air flow into the charge air channel or changing an intake manifold pressure in response to the error value. 6. The opposed-piston engine of claim 2, in which the control mechanization is operable to: calculate an actual value of the first trapped air handling parameter based on the current engine operating state;determine a desired value of the first trapped air handling parameter for the current engine operating state;determine an error value based upon a difference between the actual and desired values of the first trapped air handling parameter; and,adjust charge air flow by one of changing a fresh air flow into the charge air channel or changing an intake manifold pressure in response to the error value. 7. An opposed-piston engine, comprising: at least one cylinder with a bore, axially-spaced exhaust and intake ports, and a pair of pistons disposed in opposition in the bore and operative to open and close the exhaust and intake ports during operation of the engine;a charge air channel to provide charge air to an intake port;an exhaust channel to receive exhaust gas from an exhaust port;a supercharger operable to pump charge air in the charge air channel; and,a control mechanization operable to: determine a value of a trapped air handling parameter in response to an engine operating state; and,adjust, based on the determined value, a flow of air provided to an inlet of the supercharger and a pressure of charge air pumped to the intake port. 8. The opposed-piston engine of claim 7, in which the control mechanization is operable to: calculate an actual value of the trapped air handling parameter based on the engine operating state;determine a desired value of the trapped air handling parameter for the engine operating state;determine an error value based upon a difference between the actual and desired values of the trapped air handling parameter; and,adjust the speed of the supercharger in response to the error value; oradjust the state of a valve coupling an output of the supercharger to an input of the supercharger. 9. An opposed-piston engine, comprising: at least one cylinder with a bore, axially-spaced exhaust and intake ports, and a pair of pistons disposed in opposition in the bore and operative to open and close the exhaust and intake ports during operation of the engine;a charge air channel to provide charge air to an intake port;an exhaust channel to receive exhaust gas from an exhaust port;an exhaust gas recirculation (EGR) loop having a loop input coupled to the exhaust channel and a loop output coupled to the charge air channel;a supercharger operable to pump charge air in the charge air channel;a valve in the EGR loop operable to regulate a flow of exhaust gas to the charge air channel; and,a control mechanization operable to: determine a value of a trapped air handling parameter in response to an engine operating state; andadjust, based on the determined value, a flow of exhaust gas through the EGR loop. 10. The opposed-piston engine of claim 9, in which the control mechanization is operable to: calculate an actual value of the trapped air handling parameter based on the engine operating state;determine a desired value of the trapped air handling parameter for the engine operating state;determine an error value based upon a difference between the actual and desired values of the trapped air handling parameter; and,adjust EGR flow based on a determined value of the second trapped air handling parameter by operating the valve to increase or decrease exhaust gas flow through the EGR loop.