COOLING SYSTEM FOR TWO-STAGE CHARGED ENGINES

Technical Field

The present disclosure generally refers to two-stage charged internal combustion engines and more particularly to cooling systems for cooling the intake air prior to charging an internal combustion engine.

Background

Charged engines may comprise two-stage turbocharged systems having, for example, a low pressure stage turbocharger and high pressure stage turbocharger. The compressors of those turbochargers may be used to compress the intake air before charging the combustion chambers. For example, in a first step, the intake air may be pre-compressed by the low pressure stage turbocharger and, then, in a second step, the pre-compressed intake air may be further compressed by the high pressure stage turbocharger.

Compressing the intake air is accompanied by an increase in temperature of the intake air. To control that temperature increase, cooling systems with respective coolers may be provided.

Some internal combustion engines may apply exhaust gas recirculation (EGR), which adds exhaust gas to the intake air prior charging the combustion chambers of the engine. EGR may be applied, for example, to reduce NO _x emission.

An example of a two-stage charged engine is disclosed in EP 2 330 287 Al , whereby the exhaust gas is also subjected to a compressor stage for compressing the recirculated exhaust gas before it is recombined with the intake air. A cooling system with inter alia a super high temperature cooling circuit provides cooling of the recirculated exhaust gas.

[06] WO 201 1/073512 Al discloses a serial high temperature cooling circuit and a serial low temperature cooling circuit interacting with a common cooling liquid cooler. Another cooling system is disclosed in US 5,394,854.

[07] EP 2 106 999 B 1 discloses a cooling system for marine

applications including thermal energy recovery.

[08] The present disclosure is directed, at least in part, to improving or overcoming one or more aspects of prior systems.

Summary of the Disclosure

[09] According to a first aspect of the present disclosure, cooling

system for a two-stage turbocharged internal combustion engine may comprise a high temperature cooling circuit comprising a first pump for pumping a first coolant through the high temperature cooling circuit, a pre-compressed intake air high temperature cooler, a compressed intake air high temperature cooler, and a main high temperature cooler for cooling the first coolant, and a low temperature cooling circuit comprising a pre-compressed intake air sub-circuit with a pre- compressed intake air low temperature cooler and a compressed intake air sub- circuit with a compressed intake air low temperature cooler, wherein the pre- compressed intake air sub-circuit and the compressed intake air sub-circuit are configured as parallel circuits that share a second pump for pumping a second coolant through the pre-compressed intake air sub-circuit and the compressed intake air sub-circuit, and a main low temperature cooler for cooling the second coolant.

In another aspect of the present disclosure, methods for controlling the cooling performance of a cooling system of a two-stage turbocharged internal combustion engine may comprising determining a water content of an ambient air used as intake air, associating, for that water content, saturation temperatures for at least one pressure, for example the present intake air pressure, within a pressure range, determining at least one pressure value of intake air associated with a cooler of the cooling system, and controlling the cooling power of the cooler such that intake air leaving the respective cooler characterized by the determined pressure value has at least a temperature of the respective saturation temperature assigned to the respective pressure value. In some embodiments, the pressure of the intake air may be maintained at a preset value unless it is determined that the temperature of the intake air is lower than the saturation temperature (saturation temperature plus some temperature offset). In that case, the compression may be reduced, thereby decreasing the saturation temperature due to the reduced pressure of the intake air.

In another aspect of the present disclosure, a cooling system for a two-stage turbocharged internal combustion engine may comprise a high temperature cooling circuit that may comprise a first pump for pumping a first coolant through the high temperature cooling circuit and a pre-compressed intake air high temperature cooler for cooling pre-compressed intake air with the first coolant. The pre-compressed intake air may be generated by a first compressor of a low pressure stage turbocharger of the two-stage turbocharged internal combustion engine. The cooling system may further comprise a low temperature cooling circuit that may comprise a second pump for pumping a second coolant through the low temperature cooling circuit and a compressed intake air low temperature cooler for cooling compressed intake air with the second coolant. The compressed intake air may be generated by a second compressor of a high pressure stage turbocharger of the two-stage turbocharged internal combustion engine by compressing the pre-compressed intake air.

In another aspect, the cooling system may further be configured such that, for cooling the compressed intake air prior to cooling with the compressed intake air low temperature cooler, the high temperature cooling circuit of the cooling system may comprise a compressed intake air high temperature cooler positioned upstream (with respect to the intake air flow) of the compressed intake air low temperature cooler.

[13] In another aspect of the present disclosure, a cooled intake air system for a two-stage turbocharged internal combustion engine may comprise a low pressure stage turbocharger that may comprise a first compressor to provide pre-compressed intake air, a high pressure stage turbocharger that may comprise a second compressor for compressing the pre-compressed intake air to provide compressed intake air, and a cooling system as described above.

[14] In another aspect of the present disclosure, an internal combustion engine may comprise a crankshaft and a cooling system as described above, wherein the first pump and the second pump of the cooling system are driven by the crankshaft, e.g. via a reduction gear.

[15] The cooling systems disclosed herein may address specific issues of two-stage turbocharged engines. For example, the intake air temperature after the low pressure stage may be maintained above the dew point, e.g. in the range of 60 °C, thereby avoiding liquid condensation before the high pressure stage and, e.g., any potential condensate droplet damage of the compressor blade. Thus, in some embodiments, cooling via the low temperature cooling circuit before the high pressure stage may not be required. Moreover, the pressure ratio at the high pressure stage may be much lower than at the low pressure stage. This may lead to lower heating during the second compression, e.g. the compressed intake air may be a lower temperature than for a single-stage turbocharged engine.

Accordingly, in some embodiments there may be only a small contribution to waste heat recovery by cooling via the high temperature cooling circuit, so cooling via the low temperature cooling circuit after the high pressure stage may be sufficient.

[16] In some embodiments, providing cooling via the high temperature cooling circuit may provide for additional flexibility while maintaining a reduced amount of piping. Other features and aspects of this disclosure will be apparent from the following description and the accompanying drawings.

Brief Description of the Drawings

Fig. 1 is a schematic diagram of a two-stage charged internal combustion engine for illustrating the intake air flow and a first cooling system for cooling the intake air;

Fig. 2 is a schematic diagram of a two-stage charged internal combustion engine for illustrating the intake air flow and a second cooling system for cooling the intake air;

Fig. 3 is a schematic diagram of a two-stage charged internal combustion engine for illustrating the intake air flow and a third cooling system for cooling the intake air;

Fig. 4 is a schematic diagram of a two-stage charged internal combustion engine for illustrating a cooled exhaust gas recirculation system;

Fig. 5 is a schematic diagram of a cooling system comprising a low temperature cooling circuit and a high temperature cooling circuit;

Fig. 6 is a schematic diagram of a two-stage charged internal combustion engine based on a low temperature cooling circuit with parallel sub- circuits and a high temperature cooling circuit in a serial cooler configuration; and

Fig. 7 is a plot illustrating the pressure dependency of a minimum charge air temperature without condensation taking place.

Detailed Description

The following is a detailed description of exemplary embodiments of the present disclosure. The exemplary embodiments described herein and illustrated in the drawings are intended to teach the principles of the present disclosure, enabling those of ordinary skill in the art to implement and use the present disclosure in many different environments and for many different applications. Therefore, the exemplary embodiments are not intended to be, and should not be considered as, a limiting description of the scope of patent protection. Rather, the scope of patent protection shall be defined by the appended claims.

[20] The present disclosure may be based in part on the realization that, particularly for engine driven pumps of a cooling system, low and high temperature cooling circuits may each be configured to be driven by a single pump and provide cooling of pre-compressed intake air as well as a flexible cooling of the compressed intake air, to allow charging of the engine in a wide temperature range. The cooling systems disclosed herein may be operated with engine driven pumps, e.g. pumps driven by the engine's crankshaft via a reduction gear. The disclosed cooling systems may be realized in simple configurations, which in some embodiments may require a small amount of piping and, therefore, may be space, material, and cost saving.

[21 ] Moreover, providing cooling of the compressed intake air by the high and/or low temperature cooling circuits may enable operating the engine even without using the low temperature circuit, e.g., to avoid condensation prior to charging or to reduce soot emissions at certain engine operating points.

[22] Similarly, providing cooling of the pre-compressed intake air by the high and low temperature cooling circuits may enable the high pressure stage compressor to be provided with pre-compressed intake air at a low temperature, which may be advantageous for applications such as engines that are designed for lowest possible fuel consumption.

[23] Similarly, providing cooling of the pre-compressed intake air by the high and low temperature cooling circuits may enable providing the second stage compressor with pre-compressed intake air at a temperature above the dew point, which may be advantageous for applications operating under humid environment conditions (e.g. tropical conditions), where in general condensation of the pre-compressed air may occur if cooled down below the due point. [24] The present disclosure may be based further in part on the realization that, combining - in the a two-stage charging system - two parallel low temperature cooling circuits for cooling the pre-compressed and compressed intake air, respectively, and a serial high temperature cooling circuit with a pre- compressed intake air high temperature cooler and a compressed intake air high temperature cooler, which are arranged in an in-line configuration, may allow, in particular based on the parallel low temperature cooling circuits, controlling intake air to stay above a minimum temperature that represents the temperature at which condensation occurs (for example staying above some temperature offset). In addition, the in-line configuration allows a simple control of the high temperature cooling circuit. In contrast to a HT cooling circuit having to parallel circuits each cooling a subset of cylinder units, supplying all cylinder units by a single in-line temperature circuit, same temperatures of all cylinder units may be provided, thus being independent of the load of the internal combustion engine is operated and/or the ambient conditions such as ambient temperature and/or pressure. Moreover, as for the large amount of heat to be received at the low pressure stage a lower entrance temperature is provided, a larger temperature delta is available for the low pressure compressor that for the high pressure compressor, where such a large temperature delta may not be required..

[25] Fig. 1 shows a schematic diagram of an internal combustion

engine that may comprise combustion unit 10 with several cylinder units for performing the combustion process. Combustion unit 10 may, for example, be a diesel, heavy fuel, and/or gas powered combustion unit. Combustion unit 10 may comprise a plurality of cylinder units and a plurality of piston assemblies disposed within the cylinder units (not shown). The cylinder units may be disposed in an "in-line" configuration, a "V" configuration, or in any other configuration. [26] A fuel system (not shown) may provide liquid and/or gaseous fuel to the cylinder units and may be based, for example, on a common rail system or an FCT system.

[27] In Fig. 1 (as well as in Figs. 2, 3, and 6), thick dashed lines- indicate the intake air path and the exhaust gas path.

[28] As shown in Fig. 1, an intake air system with a low pressure stage turbocharger with a first compressor 12 and a high pressure stage turbocharger with a second compressor 14 may provide compressed charge air to the cylinder units. Specifically, first compressor 12 may be configured to compress ambient intake air to pre-compressed intake air at a first pressure range and second compressor 14 may be configured to compress the pre-compressed intake air to compressed intake air at a second pressure range for charging the cylinders.

[29] An exhaust gas system (not shown) may comprise, for example, turbines (not shown) for driving compressors 12 and 14. The exhaust gas system may further comprise exhaust gas treatment devices such as catalyst based devices. In some embodiments, some exhaust gas from the exhaust gas system may be redirected to the intake air system to provide an exhaust gas/intake air mixture to the cylinders (EGR). An exemplary fluid connection system for the exhaust gas from combustion unit 10 to the intake air system is described, for example, in connection with Fig. 4 below.

[30] During operation of the engine, cooling of the combustion unit 10, in particular the cylinder units, to dissipate the heat generated by the combustion processes may be performed. Cooling of the combustion unit may be performed by guiding a coolant through a channel system of of the combustion unit 10.

[31] In addition, compressing the intake air may result in heated pre- compressed and compressed intake air. To ensure proper engine operation, the intake air may also be cooled. [32] A control unit 16 may be used to control the cooling. In Fig. 1 (as well as in Fig. 2, 3, and 6), control connections from control unit 16 to various elements or between various elements are indicated by thin dotted lines.

[33] A cooling system for performing the cooling may comprise a high temperature (HT) cooling circuit 30 and a low temperature (LT) cooling circuit 50. In Figs. 1 to 3, coolant lines of the HT cooling circuit 30 and LT cooling circuit 50 are indicated by a thin line.

[34] In the embodiment shown in Fig. 1 , HT cooling circuit 30 may comprise a pump 32 for circulating the (HT) coolant (herein also referred to as first coolant) through a pre-compressed intake air high temperature cooler 34 (herein referred to as first cooler 34) and a compressed intake air high

temperature cooler 36 (herein referred to as second cooler 36) for cooling the intake air, and a main HT cooler 38 (herein also referred to as external HT cooler) for dissipating the heat acquired by the coolant and ensuring a stabilized lowest temperature of e.g. 64 °C of the coolant.

[35] As shown in Fig. 1 , first cooler 34 and second cooler 36 are

implemented in a pair of parallel cooling sub-circuits that share main HT cooler 38 and common pump 32 as components that are common to both sub-circuits. Thus, the common control of the two parallel sub-circuits results in essentially the same initial temperature of coolant provided to first cooler 34 and second cooler 36, for example, a temperature of 65 °C.

[36] For example, HT cooling circuit 30 may be configured to cool, in first cooler 34, pre-compressed intake air exiting compressor 12 of the low pressure stage turbocharger and, in second cooler 36, compressed intake air exiting compressor 14 of the high pressure stage turbocharger.

[37] Furthermore, HT cooling circuit 30 may circulate the first coolant from one or both of the first and second coolers 34, 36 through combustion unit 10 (e.g. its channel system comprised within cylinder specific water rings) to receive the heat of the combustion. Elements of the HT cooling circuit 30 may be bypassed via bypass lines 39 (shown exemplarily for first cooler 34 and main HT cooler 38). The flow through the by-pass line may be controlled via control valves 40, which are, for example, controlled by control unit 16 using temperature and/or pressure sensors. Temperature sensors may comprise intake air temperature sensors 42 (e.g. arranged in or close to the flow path of the intake air) and coolant temperature sensors 44 (e.g. arranged in or close to the flow path of the coolant). At the same locations as well as generally upstream or downstream of the various coolers also pressure sensors may be provided.

For example, valve 40 in the by-pass of main HT cooler 38 may be configured to direct all or only a part of the coolant to main HT cooler 38, thereby adjusting the amount of heat taken out of HT coolant circuit 30.

In the embodiment shown in Fig. 1 , LT cooling circuit 50 may comprise a pump 52 for circulating the (LT) coolant (herein also referred to as second coolant) through compressed intake air low temperature cooler 54 (herein referred to as third cooler 54) for cooling compressed intake air, and a main LT cooler 58 for dissipating the heat acquired by the coolant and ensuring a stabilized lowest temperature of e.g. 38 °C of the coolant.

For example, LT cooling circuit 50 may be configured further to cool the compressed intake air downstream of second cooler 36 of HT cooling circuit 30 for providing compressed charge air to combustion unit 10 at a temperature of e.g. 45 °C.

As in HT cooling circuit 30, various elements of LT cooling circuit 50 may be bypassed, whereby the amount of the bypassed coolant may be controlled via control valves 40, intake air temperature sensors 42, intake air pressure sensors, coolant temperature sensors 44, and generally control unit 16.

In general, LT cooling circuit 50 may provide an intake air temperature (prior charging) as low as feasible to provide a high density of the intake air (immediately prior charging referred to as compressed charge air) and correspondingly a high engine power. Cooling in-between the two turbocharger stages may increase the second compression efficiency.

In some embodiments, control unit 16 may be able to control one or both pumps 32 and 52 as indicated in Fig. 1 via small dotted lines. However, as explained in connection with Fig. 3, pumps 32 and 52 may be mechanically driven by the crankshaft of the engine e.g. via a reduction gear such that a control of the pump speed may depend on the speed of the engine (and the reduction gear).

In general, heat may be recovered from the high temperature cooling circuit via a heat recovery systme, for example, for preheating the fuel tank. In the configuration of Fig. 1, heat may be recovered from the cooling of the pre-compressed intake air as well as from cooling the compressed intake air.

Fig. 2 shows a modification of the cooling system shown in Fig. 1. Specifically, LT cooling system 250 may further comprise a pre-compressed intake air low temperature cooler 56 (herein referred to as fourth cooler 56) arranged downstream of first cooler 34 of HT cooling circuit 30 within the intake air path. In Fig. 2, by-pass configurations are indicated for some elements of HT cooling circuit 30 and LT cooling circuit 250 (for example, for third cooler 54 and fourth cooler 56). In Fig. 2, a control unit for controlling one ore more of the valves and pumps is not explicitly shown but may similarly be integrated as discussed with respect to the embodiments shown in Fig. 1 and Fig. 6.

As shown in Fig. 2 and similar to the HT cooling system 30, third cooler 54 and fourth cooler 56 are implemented in a pair of parallel cooling sub- circuits that share common main HT cooler 58 and common pump 52. The common heat control of the two parallel sub-circuits results in essentially the same initial temperature of coolant provided to third cooler 54 and fourth cooler 56, for example, a temperature of 38 °C. Although the initial temperature is the same, the amount of the second coolant provided to those coolers depends on how much second coolant is bypassed via control valves 40, which allows adjusting the temperature specifically for each of third cooler 54 and fourth cooler 56.

[48] In particular with respect to the embodiment o Fig. 2 and Fig. 6, providing fourth cooler 56 between the two stages of the two-stage turbocharged system may allow decreasing the temperature of the pre-compressed intake gas even further, thereby being more flexible in adapting the intake air system to specific conditions such as a dry environment where in general the dew point of the pre-compressed intake air is low, so cooling down the pre-compressed intake air to a temperature of, for example 45 °C, may be possible without condensation and may be advantageous for a high turbocharging efficiency and, thereby, a low fuel consumption.

[49] In particular, the configuration shown in Fig. 2 (as well as Fig. 6) may provide for a compact configuration with an efficient piping outlay of the cooling systems. For example, first cooler 34 (pre-compressed intake air high temperature cooler) and fourth cooler 56 (pre-compressed intake air low temperature cooler) may be configured as a pre-compressed intake air cooler unit. Similarly, second cooler 36 (compressed intake air high temperature cooler) and third cooler 54 (compressed intake air low temperature cooler) may be configured as a compressed intake air cooler unit.

[50] Fig. 3 shows a further modification of the cooling system shown in Fig. 1. Specifically, an HT cooling circuit 330 may only comprise first cooler 34, thus providing only second cooler 36 of an LT cooling circuit 350 for cooling the compressed intake air leaving second compressor 14.

[51] In Fig. 3, a control unit for controlling one or more of the valves is not explicitly shown but may similarly be integrated as discussed with respect to the embodiment shown in Fig. 1. Bypasses are indicated for some elements of HT cooling circuit 330 and LT cooling circuit 350 (for example, for main LT cooler 38 and main HT cooler 58). [52] In addition, Fig. 3 shows a configuration in which pumps 332 and

352 may be mechanically driven by the combustion engine. Specifically, Fig. 3 indicates schematically a crankshaft 370 interacting with pump 332 of HT cooling circuit 330 as well as pump 352 of LT cooling circuit 350.

[53] Such a pump configuration may be advantageously applied to any of the herein disclosed configurations.

[54] In particular, the pump and cooler configuration shown in Fig. 3 may provide for a compact configuration with an efficient piping outlay of the cooling systems. For example, shortcutting the pre-compressed intake air cooler unit described above for Fig. 2, e.g. fluidly connecting the first cooler 34 (pre- compressed intake air high temperature cooler) and the fourth cooler 56 (pre- compressed intake air low temperature cooler), may allow using the pre- compressed intake air cooler unit only for high temperature cooling. Similarly, shortcutting the compressed intake air cooler unit described above for Fig. 2, e.g. fluidly connecting second cooler 36 (compressed intake air high temperature cooler) and third cooler 54 (compressed intake air low temperature cooler), may allow using the compressed intake air cooler unit only for high temperature cooling.

[55] Referring to Fig. 1, a 'short cut' intake air cooler unit (as

described above for Fig. 3) for the cooling of the pre-compressed intake air and an intake air cooler unit (as described above for Fig. 2 with separate low and high temperature cooling systems) for the cooling of the compressed intake air may be used. Accordingly, the embodiments disclosed herein may be used with compact cooling units based on cooling units used for single stage turbocharged engines.

[56] Fig. 4 shows a two-stage charged internal combustion engine comprising a cooled exhaust gas recirculation system 400. Combustion unit 410 may comprise combustion chambers 420, an inlet manifold 422, and an exhaust gas manifold 424. During operation, hot exhaust gas generated in combustion chambers 420 may be directed to the high pressure and/or low pressure turbochargers (not shown) fiuidly connected to an exhaust gas outlet 426 of exhaust gas manifold 424 and drive their turbines.

[57] Exhaust gas manifold 424 may further be fiuidly connected to an exhaust gas line 430. Exhaust gas line 430 may comprise a first valve 435 and/or second valve 436. Both valves 435 and 436 may be connected to a control unit 416. Upstream of second valve 436 and downstream of first valve 435 an exhaust gas recirculation line 440 may branch off. An exhaust gas turbine 455 may be located upstream or downstream of second valve 436. Exhaust gas turbine 455 may be a component of an exhaust gas charger system 450. An exhaust gas compressor 460 may be driven via a shaft 465 by exhaust gas turbine 455.

Exhaust gas recirculation line 440 may be connected to a first exhaust gas cooler 470. An outlet of exhaust gas cooler 470 may be connected to a further exhaust gas recirculation line 475, which may supply the cooled exhaust gas to exhaust gas compressor 460.

[58] Another part of exhaust gas recirculation line 475 may connect exhaust gas compressor 460 and a second exhaust gas cooler 480 with each other. A third valve 485 may be arranged downstream of second exhaust gas cooler 480. First, second, and third valve 435, 436, 485 each may consist of a simple throttle operable to allow blocking or unblocking of the exhaust gas flow and the recirculation of exhaust gases via lines 440, 475. An end part 490 of the exhaust gas recirculation line may connect downstream of valve 485 to inlet manifold 422.

[59] In some embodiments of the cooling systems disclosed herein, first exhaust gas cooler 470 may be part of the HT cooling circuit, e.g. in line or parallel integrated with respect to first cooler 34 of the cooling systems of Figs. 1 to 3.

[60] Similarly, in some embodiments of the cooling systems disclosed herein, second exhaust gas cooler 480 may be part of the LT cooling circuit, e.g. in line or parallel integrated with respect to third cooler 54 of the cooling systems of Figs. 1 to 3 and 6.

Fig. 5 shows a generic schematic diagram of a cooling system 500 comprising an HT cooling circuit 530 and an LT cooling circuit 550. The - configuration in solid lines corresponds, for example, to the embodiment shown in Fig. 1. The configuration including the element indicated by a dotted-line box corresponds, for example, to the embodiment shown in Fig. 2. The configuration including the elements indicated by a dash-dotted line box corresponds, for example, to the embodiment shown in Fig. 4. The feature indicated by the dotted arrows relates to a configuration with fluidly connected cooling circuits.

HT cooling circuit 530 may comprise (starting at the pump) an HT pump 532, several elements for dissipating heat to a coolant (e.g. water) pumped through HT cooling system 530. Examples of those elements may comprise, e.g., first intake air cooler 534 (pre-compressed intake air high temperature cooler) and second intake air cooler 536 (compressed intake air high temperature) for transferring heat from the intake air to the coolant. Further examples may include a first exhaust gas cooler 570 for transferring heat from the exhaust gas to the coolant and an engine cooling system of a combustion unit 510 for transferring heat of the combustion process to the coolant. In addition, HT cooling circuit 530 may comprise a main HT cooler 538. For controlling the flow of the coolant through HT cooling circuit 530, several valves and temperature sensors may interact with a control unit (not shown).

Specifically, the coolant of HT cooling circuit 530 may be pumped by HT pump 532 through first and second intake air coolers 534 and 536 and combustion unit 510. The (lowest) temperature of the coolant measured by temperature sensor 544A may be e.g. about 69°C. The temperature of the coolant leaving first and second intake air coolers 534 and 536 may be e.g. about 80°C, which may be measured by a temperature sensor 544B. After the coolant is recirculated through combustion unit 510, its temperature may be e.g. about 90°C.

[64] A portion of the coolant circulating in HT cooling circuit 530 not flowing through main HT cooler 538 may be adjusted by a valve 540A, e.g. in dependency on the temperature detected by a temperature sensor 544A. Thereby, the lowest temperature of the circulating coolant may be adjusted to a desired value.

[65] Main HT cooler 538 may be part of an external cooling circuit 590 through which some or all heat acquired by the coolant in HT cooling circuit 530 may be dissipated. External cooling circuit 590 may comprise an external coolant, an external pump 533 for pumping the external coolant through main HT cooler 538, temperature sensors 546, and valves (not shown).

[66] For example, in land applications, air cooling of main HT cooler

538 may be applied, while in marine applications, sea water may be pumped by means of a sea water pump through main HT cooler 538.

[67] HT cooling circuit 530 may further be used to cool exhaust gas prior to exhaust gas recirculation via first exhaust gas cooler 570. First exhaust gas cooler 570 may be e.g. arranged in a parallel circuit as shown. In some embodiments, it may be connected in line (upstream or downstream) with one (or both) of first and second intake air coolers 534 and 536.

[68] The coolant temperature downstream of first exhaust gas cooler

570 may be e.g. around 80 °C as measured, for example, with a temperature sensor 544C.

[69] The advantage of supplying first exhaust gas cooler 570 with high temperature coolant may be to enable that at least the surfaces of first exhaust gas cooler 570 do not have a temperature below a dew point of a specific component, e.g. sulphur acid etc., of the exhaust gas to be cooled by first exhaust gas cooler 570. Thus, corrosion within first exhaust gas cooler 570 may be reduced or even prevented. In addition, it might be possible to reduce or even avoid corrosion in exhaust gas compressor 460 and at the entry of second exhaust gas cooler 480 (as shown in Fig. 4).

[70] LT cooling circuit 550 may comprise (starting at the pump) an LT pump 552 and several elements for dissipating heat to a coolant (e.g. water) pumped through LT cooling system 550. Examples of those elements may include, e.g., third intake air cooler 554 (compressed intake air low temperature cooler) and a fourth intake air cooler556 (pre-compressed intake air low temperature cooler) for transferring heat from the intake air to the coolant. A further example may be a second exhaust gas cooler 580 for transferring heat from the exhaust gas to the coolant. In addition, LT cooling circuit 550 may comprise a main LT cooler 558. For controlling the flow of the coolant through LT cooling circuit 550, several valves and temperature sensors may interact with a control unit (not shown).

[71] Specifically, the coolant of LT cooling circuit 550 may be pumped by LT pump 552 through third and fourth intake air coolers 554 and 556. The (lowest) temperature of the coolant measured by temperature sensor 544D may be e.g. about 38 °C. The temperature of the coolant leaving third and fourth intake air coolers 554 and 556 may be e.g. about 45 °C, which may be measured by a temperature sensor 544E.

[72] Main LT cooler 558 may also be part of external cooling circuit

590 through which some or all heat acquired by the coolant in LT cooling circuit 550 may be dissipated. External cooling circuit 590 may comprise an external coolant, an external pump 553 for pumping the external coolant through main LT cooler 558, temperature sensors 546, and valves (not shown).

[73] For example, in land applications, air cooling of main LT cooler

558 may be applied, while in marine applications, sea water may be pumped by means of a sea water pump through main LT cooler 558.

[74] LT cooling circuit 550 may further be used to cool exhaust gas prior to exhaust gas recirculation via second exhaust gas cooler 580. Second exhaust gas cooler 580 may be arranged in a parallel circuit as shown. In some embodiments, it may be connected in line (upstream or downstream) with one (or both) of third and fourth intake air coolers 554 and 556.

[75] The coolant temperature downstream of second exhaust gas cooler

580 may be e.g. around 40 °C as measured, for example, with a temperature sensor 544F.

[76] Cooling the recirculated exhaust gas via second exhaust gas cooler

580 using the low temperature coolant may allow maintaining the temperature of the charge air prior to injection at a desired value.

[77] Again, via a valve 540B the part of the coolant recirculated within the HT cooling circuit 500 not passing through main HT cooler 558 may be adjusted.

[78] Some embodiments may include main LT cooler 558 and main

HT cooler 538 of external cooling circuit 590 within a common external cooling circuit, e.g. by connecting those coolers fluidly, which may have the advantage of a reduced amount of pumps in external cooling circuit 590.

[79] In some embodiments, e.g. in marine applications, the heat

acquired in both of HT and LT cooling circuits 530 and 550 may be dissipated via main LT cooler 558 only. In that case, a coolant exchange between HT and LT cooling circuits 530 and 550 (indicated by dotted arrows 585 in Fig. 5) may allow transferring the heat acquired in HT cooling circuit 530 to LT cooling circuit 550 by mixing the coolants prior to dissipating the heat via main LT cooler 558.

[80] As illustrated by the different line types of the various features of

LT and HT cooling circuits, various configurations are represented in Fig. 5. In addition, configurations based on different combinations of the herein described cooling system features may include, for example, a combination of the configuration of Fig. 3 and Fig. 4. Such a combination may be represented by modifying Fig. 5 such that second cooler 536 may not be present in HT cooling circuit 530.

The in-line HT configuration of Fig. 6 is not explicitly shown in Fig. 5. Nevertheless various features explained in connection with Fig. 5 may also be applicable to the embodiment of Fig. 6 as will be apparent to the skilled person.

As a further exemplary embodiment, Fig. 6 discloses a two-stage charged internal combustion engine 600 having an HT cooling circuit 630 and an LT cooling circuit 650. While LT cooling circuit 650 is configured to include two parallel sub-circuits for the coolers of the two compressor stages,

respectively, HT cooling circuit 630 comprises the coolers of the two compressor stages in an in-line configuration.

Specifically, HT cooling circuit 630 comprises a pump 632 for pumping the first coolant there through. Beginning at pump 632, HT cooling circuit comprises - in flow direction - a first in-line cooler 634, the channel system of combustion unit 10, a second in-line cooler 636, and a main HT cooler 638. The structure of in-line coolers 634, 636 may be similar or identical to first cooler 34 and second cooler 36 of the configuration with parallel sub-circuits, respectively.

As described, for example, in connection with Fig. 1 , a bypass 639 of main HT cooler 638 may be provided. Temperature sensors may be provided within HT cooling circuit 630, for example, upstream of main HT cooler 638 as shown in Fig. 6.

In some embodiments, HT cooling circuit 630 may be controlled such that main HT cooler 638 cools the first coolant down to, for example, 65 °C. The coolant then exits first in-line cooler 634 at, for example, 75 °C, combustion unit 10 at, for example, 83 °C, and second in-line cooler 636 at, for example, 90 °C. [86] The in-line configuration of HT cooling circuit 630 may be controlled based on the coolant temperature such that a uniform thermal strain is provided at the cylinders of combustion unit 10 of internal combustion engine 600. To provide for an acceptable pressure decrease across HT cooling circuit 630, the respective components may be configured appropriately.

[87] The configuration of LT cooling circuit 650 relates to the

embodiment of LT cooling circuit 250 disclosed in connection with Fig. 2.

[88] LT cooling circuit 650 comprises a first sub-circuit 650A for supplying coolant to fourth cooler 56 (pre-compressed intake air low temperature cooler). Sub-circuit 650A includes a bypass of fourth cooler 56 and respective valve 40.

[89] LT cooling circuit 650 comprises further a second sub-circuit

650B for supplying coolant to third cooler 54 (compressed intake air low temperature cooler). Sub-circuit 650B includes a bypass of third cooler 54 and respective valve 40.

[90] As in Fig. 2, third cooler 54 and fourth cooler 56 are implemented in a pair of parallel cooling sub-circuits that share common main HT cooler 58 and common pump 52. Thus, the common control of the two parallel sub-circuits results in essentially the same initial temperature of coolant provided to third cooler 54 and fourth cooler 56, for example, a temperature of 38 °C. However, although the initial temperature is the same, the amount of the coolant provided to the cooler (depending on how much coolant is bypassed via control valves 40) allows adjusting the temperature specifically for each of third cooler 54 and fourth cooler 56.

[91] A control unit 616 is connected to valves 40 via control

connections 617 to control individually each of valves 40 of the respective sub- circuits and, thereby, adjust the amount of coolant provided to each of third cooler 56 and fourth cooler 54, respectively. [92] In some embodiments, low and high temperature coolers may be combined in a single structural unit. Referring exemplarily to Fig. 1, compressed intake air high temperature cooler 36 and compressed intake air low temperature cooler 54 may be configured as a single unit attached at one side of combustion unit 10. Similarly, referring exemplarily to Fig. 2 or Fig. 6, pre-compressed intake air high temperature cooler 34 and pre-compressed intake air low temperature cooler 56 may be configured as a single unit attached at the e.g. opposing side of combustion unit 10. Thereby, the configuration of the cooling system may be based on a compact piping configuration.

Industrial Applicability

[93] In the following, the basic operation of the above exemplary

embodiments of cooling systems implemented in a cooled intake air system of an internal combustion engine is described with reference to Figs. 1 to 6.

[94] During normal operation of an internal combustion engine, a continuous flow of intake air may be provided to engine unit 10, combusted therein, and released as exhaust gas. For compression of the intake air, the cooled intake air system may comprise a two-stage turbocharged system.

[95] During compression in the first stage (compressor 12), the intake air may be heated to 200 °C.

[96] Cooling elements of cooling system 50 may be arranged between the two stages. For example, first cooler 34 of HT cooling system 30 may cool the pre-compressed (i.e. compressed by the first stage of the tow-stage turbocharged system) down to e.g. about 70 °C. In some embodiments, third cooler 56 of LT cooling system 50 may cool the pre-compressed intake air further, e.g. down to 55 °C. In the presence of third cooler 56, first cooler 34 may cool down to a higher temperature, e.g. only 90 °C.

[97] During compression in the second stage (compressor 14), the pre- compressed intake air may be heated to e.g. 180 °C. Cooling elements of cooling system 50 may be arranged between the second stage and engine unit 10. For example, second cooler 36 of HT cooling system 30 may cool the compressed intake air (i.e. compressed by the second stage of the tow-stage turbocharged system) down to e.g. about 80-°C. Third cooler 54 may cool the compressed intake air further, e.g. down to 45 °C.

In some embodiments, second cooler 36 of HT cooling system 30 may not be applied and cooling of the compressed intake air may only be performed by third cooler 54 of LT cooling circuit 50.

Coolant of HT cooling circuit 30 (having a temperature of e.g. about 80 °C when leaving the first and/or second coolers 34 and 36) may then be supplied to cooling channels of engine unit 10 and leave engine unit 10 at a temperature of e.g. 90 °C. The coolant may then be reduced in temperature by e.g. main HT cooler 38 and/or by mixing with coolant of LT cooling circuit 50.

The coolant of LT cooling circuit having a temperature of about 45 °C when leaving the third and/or fourth coolers 54 and 56 may be reduced in temperature by e.g. main LT cooler 58.

Referring specifically to Figs. 4 and 5, the exhaust gas leaving engine unit 10 e.g. via an exhaust manifold may be used to drive turbines of the two-stage turbocharged system and, in the case of EGR, turbines of the EGR system.

For EGR, the exhaust gas may be recompressed by exhaust gas compressor 460. Prior to recompressing, the exhaust gas may be cooled in first exhaust gas cooler 570 of HT cooling circuit 530 down to e.g. 180 °C. During compression in exhaust gas compressor 460, the exhaust gas may be heated to e.g. 200 °C and may be then again cooled by second exhaust gas cooler 580 down to e.g. about 45 °C, before being mixed with the cooled and compressed charge air.

In some embodiments, the recycled exhaust gas may be cooled less (e.g. only with one exhaust gas cooler) or not at all and be intermixed with the intake air prior to or in between coolers 36 and 54, thereby being subjected to the cooling of the intake air.

[105] Referring to Fig. 4, guiding of the exhaust gas flow may be

performed such that if a specific portion of the exhaust gas may be guided through line 430 and the rest of the exhaust gases may be recirculated through lines 440 and 475, valves 435 and 485 may both receive a control signal from a control unit causing valves 435 and 485 to unblock the flowing path to some extent. Simultaneously, valve 436 may receive an appropriate control signal to partly block the passage of exhaust gas so that a specific portion of exhaust gas may flow through turbine 455 and the rest of the exhaust gas may be recirculated.

[106] In some embodiments of the present disclosure, first exhaust gas cooler 470 may be controlled such that the exhaust gas leaving exhaust gas cooler 470 has a temperature above the dew point of a component of the exhaust gas flow, e.g. sulphur or sulphured acid. Thereby, corrosion or other negative effects within the piping system up to exhaust gas compressor 460 or even up to second exhaust gas cooler 480 may be reduced or prohibited. Second exhaust gas cooler 480 may be controlled by a control unit such that the temperature of the exhaust gas leaving exhaust gas cooler 480 is relatively low, e.g. below the dew point of the component of the exhaust gas mentioned above.

[107] An exemplary control strategy is disclosed in connection with Fig.

6 and Fig. 7 with respect to two parallel sub-circuits of an LT cooling circuit.

[108] In some embodiments, a further aspect for the cooling system

configuration of internal combustion engine is the avoidance (or at least reduction) of water impact to a high pressure compressor as well as to the valves and combustion chambers. This may be achieved by the implementation of the control system as shown in Fig, 6 and the following control process.

[109] Control unit 616 is connected to a sensor arrangement 642 to

receive input data on the ambient air from which the intake air is taken. For example, sensor arrangement 642 may be configured to determine parameters of the ambient air such as pressure, temperature, and humidity. For that purpose and as indicated in Fig. 6, sensor arrangement 642 may comprise a temperature sensor, a pressure sensor, and a humidity sensor.

[1 10] Depending on the data received, control unit 616 may determine a minimum temperature of the intake air at which condensation within the intake air does not occur (saturation temperature of the ambient air). This is explained in connection with Fig. 7, which illustrates schematically for air the dependence of that minimum temperature Tmin [in ° C] (saturation temperature) from the pressure p [in bar].

[I l l] In plot 700, exemplarily, a set of curves is shown including a curve 710 for a water content in air of 12g/kg (being a typical maximum water content value for Europe) and a curve 720 for a typical maximum of water content in air of 30g/kg (being a typical maximum water content value for the tropical applications). Arrow 730 indicating increasing water content. For example, referring to curve 710, when compressing (intake) air with a water content of 12g/kg to a pressure of 4 bar and cooling of that compressed air below 40 °C will result in condensation and a potential water impact.

[1 12] During operation of the internal combustion engine, control unit

616 may perform the above analysis of the ambient air and determine the respective minimum temperature for a set of pressure values or as a functional representation in the range from, for example, 1 bar to 10 bar.

[1 13] To ensure that condensation does not take place, control unit may be configured to control valves 40 and thereby set the coolant volume flow through the coolers such that the intake air within the intake air system, specifically the compressed intake air exiting third cooler 54, is above that minimum temperature. For example, a temperature offset in the range from 1 °C to 10 °C or 2 °C to 5 °C, for example, of 3 °C may be added to the minimum temperature determined from the measured parameters of the ambient air. [1 14] Temperature sensors 42 may provide temperature data of the intake air, which has been achieved by cooling the pre-compressed/compressed intake air to control unit 616 as control parameter. At the same or similar positions, pressure values of the intake air may be obtained by pressure sensors or by considering the compressor performance characteristic.

[1 15] As described above, the temperature of the pre- compressed/compressed intake air may be controlled in dependence of the minimum temperature value determined for 100 % relative humidity (saturation temperature) and may include some temperature offset with respect to the saturation temperature. Thereby, condensation downstream of each compression stage (first compressor 12 and second compressor 14) may be avoided.

[1 16] In some embodiments of the control strategy, the compression performance of the two-stage charging system may be controlled such that the required no-condensation operation can be performed.

[1 17] For example, if the determined minimum temperature of the intake air is larger than a maximal allowed value of the intake air temperature (allowed by other aspects such as, for example, by the requirement to operate the engine in accordance with environmental regulations), the pressure of the pre- compressed/compressed intake air may be limited and accordingly the maximal power that can be provided under that conditions may be limited.

[1 18] Similarly, the pressure of the intake air may be increased if the saturation temperature is decreased due to "dry" ambient air and accordingly more power may be provided by internal combustion engine 600.

[1 19] The configuration of the two parallel sub-circuits 650A and 650B allows implementing the above control strategy due to the possibility of flexibly adjusting the cooling performance achieved at fourth cooler 56 and third cooler 54. [120] An advantage of cooling the exhaust gas may be that the efficiency of the combustion of the mixture of cooled and compressed exhaust gas and cooled and compressed intake air may be improved.

[121 ] In general, the control (e.g. control unit 16 of Fig.1 ) may be

configured to control operation of the combustion engine based on a required mechanical output and, in some systems, a required thermal output. The controller may be configured to receive inputs from temperature sensors. Using the inputs from sensors 40, 42, the controller may be configured to, for example, adjust valves 44 to increase or reduce the amount of coolant directed to elements of the cooling circuits or adjust the pump speed (in case of an adjustable e.g. electrically powered pump) until the desired intake air temperature has been reached.

[ 122] The controller may be a single microprocessor or plural

microprocessors that may include means for controlling, among others, an operation of combustion unit 10, LT and HT coolers 538, 558, and valves 40 as well as other components of the combustion engine. The controller may be a general engine control unit (ECU) capable of controlling numerous functions associated with the engine and/or its associated components. The controller may include all the components required to run an application such as, for example, a memory, a secondary storage device, and a processor such as a central processing unit or any other means known in the art for controlling the combustion engine and its various components. Various other known circuits may be associated with the controller, including power supply circuitry, signal-conditioning circuitry, communication circuitry, and other appropriate circuitry. The controller may analyze and compare received and stored data, and, based on instructions and data stored in memory or input by a user, determine whether action is required.

[123] While Figs. 1 to 3 and Fig. 6 (LT cooling circuit) show

exemplarily cooling circuits having coolers arranged in parallel loops, generally one or more coolers may be alternatively or additionally arranged in sequence as exemplary shown in Fig. 6 for the HT cooling circuit. The sequence may additionally include the cooling system of the combustion unit. In some embodiments, a high temperature circuit may comprise in series arranged a sequence of pre-compressed intake air cooler, combustion unit, and compressed intake air cooler (in direction of the coolant flow) as discussed in connection with the.

[124] While Figs. 1 to 3 and 6 indicate thermally decoupled LT and HT coolant circuits, in some embodiments, a main LT cooler may be provided to dissipate the heat of the LT coolant and exchanging LT coolant with HT coolant may be used to achieve the required initial coolant temperature in the HT circuit as disclosed, for example, in EP 2 106 999 Bl mentioned above. Accordingly, in some embodiments, the medium of the first coolant may be identical with the medium of the second coolant.

[125] LT and/or HT coolers may comprise (or be part of a circuit

comprising) components for utilizing the heat of the coolant, such as, for example, one or more heat exchangers (not shown) or other known components, e.g., components for fresh water generation.

[126] It should be appreciated that HT cooling circuits and LT cooling circuits disclosed herein may include additional valves, coolant lines, sensors, etc. that are not shown in the figures, which may be used to control operation of the respective cooling circuits. The operation of the cooling circuits and their various components may be controlled, for example, by controller 16.

[127] The temperatures of the coolant and the intake air indicated in the figures are for illustration purposes only and may deviate according to operation mode, type of application, type of fuel, etc.

[128] Herein, valves may be a standard two/three-way valve or any other type of controllable flow valve known in the art and may be connected to a controller and/or a controlling sensor via hard-wired communication lines or in any other appropriate manner. [129] In some aspects, the cooling system may comprise at least a first temperature sensor configured for measuring a temperature of one of the pre- compressed intake air upstream of the second compressor and/or a temperature of the compressed intake air downstream of the compressed intake air high - temperature cooler and/or at least one pressure sensor, wherein the first control valve is configured to regulate the coolant flow through the at least one of the intake air coolers based on the temperature measured by the first temperature sensor and/or the at least one pressure sensor.

[130] In some aspects, the cooling system may be configured to control the cooling power of the pre-compressed intake air low temperature cooler such that the temperature of the pre-compressed intake air downstream of the pre- compressed intake air low temperature cooler is in the range of around 40°C to around 60°C and/or of the compressed intake air low temperature intake air cooler to increase the temperature of the compressed intake air prior charging cylinders of the internal combustion engine.

[131 ] In some aspects of the cooling system, the high temperature

cooling circuit may include a first external cooler configured for cooling the coolant flowing in the high temperature cooling circuit, a second control valve configured for controlling the amount of coolant flowing through the first external cooler, and a second temperature sensor configured for measuring a temperature of the coolant in the high temperature cooling circuit upstream of the first external cooler, wherein the second control valve is configured to regulate the coolant flow through the first external cooler based on the temperature measured by the second temperature sensor.

[132] In some aspects of the cooling system, the low temperature

cooling circuit may include a second external cooler configured for cooling the coolant flowing in the low temperature cooling circuit, a third control valve configured for controlling the amount of coolant flowing through the second external cooler, and a third temperature sensor configured for measuring a temperature of the coolant in the low temperature cooling circuit downstream of the second external cooler, wherein the third control valve is configured to regulate the coolant flow through the second external cooler based on the temperature measured by the third temperature sensor.

[133] In some aspects, the internal combustion engine may comprise an engine block having a first end side and an opposing second end side, and wherein the first compressor and the pre-compressed intake air high temperature cooler (in some embodiments also the pre-compressed intake air low temperature cooler) are mounted as a first assembly at the first end side of the engine block, and the second compressor and the compressed intake air high temperature cooler (in some embodiments also the compressed intake air low temperature cooler) are mounted as a second assembly at the second end side of the engine block, and the first pump and the second pump are mounted at the first or second end side of the engine block to be driven by the crankshaft.

[134] Herein, the term "internal combustion engine" may refer to

internal combustion engines which may be used as main or auxiliary engines of stationary power providing systems such as power plants for production of heat and/or electricity as well as in ships/vessels such as cruiser liners, cargo ships, container ships, and tankers. Fuels for internal combustion engines may include diesel oil, marine diesel oil, heavy fuel oil, alternative fuels or a mixture thereof, and natural gas.

[135] In addition, the term "internal combustion engine" as used herein is not specifically restricted and comprises any engine, in which the combustion of a fuel occurs with an oxidizer to produce high temperature and pressure gases, which are directly applied to a movable component of the engine, such as pistons or turbine blades, and move it over a distance thereby generating mechanical energy. Thus, as used herein, the term "internal combustion engine" comprises piston engines and turbines. [136] Examples of internal combustion engines for the herein disclosed configurations of a cooling system include medium speed internal combustion diesel engines, like inline and V-type engines of the series M20, M25, M32, M43 manufactured by Caterpillar Motoren GmbH & Co. KG, Kiel, Germany, operated in a range of 500 to 1000 rpm.

[137] Although the preferred embodiments of this invention have been described herein, improvements and modifications may be incorporated without departing from the scope of the following claims.