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WO2009097889A1 - Système de suralimentation pour moteur à combustion interne et procédé de commande de ce système - Google Patents

Système de suralimentation pour moteur à combustion interne et procédé de commande de ce système Download PDF

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Publication number
WO2009097889A1
WO2009097889A1 PCT/EP2008/011047 EP2008011047W WO2009097889A1 WO 2009097889 A1 WO2009097889 A1 WO 2009097889A1 EP 2008011047 W EP2008011047 W EP 2008011047W WO 2009097889 A1 WO2009097889 A1 WO 2009097889A1
Authority
WO
WIPO (PCT)
Prior art keywords
fresh air
compressed air
pressure
combustion engine
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2008/011047
Other languages
German (de)
English (en)
Inventor
Stephan Bartosch
Alexander Wunsch
Markus Kley
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from PCT/EP2008/000949 external-priority patent/WO2008145202A1/fr
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of WO2009097889A1 publication Critical patent/WO2009097889A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B21/00—Engines characterised by air-storage chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
    • F02M23/06—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on engine speed
    • F02M23/065—Secondary air flow cut-off at high torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a charging system for an internal combustion engine, in particular a motor vehicle, and a method for controlling or regulating the same.
  • turbo lag in the turbocharging of internal combustion engines. This always occurs when the internal combustion engine is operated in an operating state in which it generates a small exhaust gas flow or exhaust gas flow with a low energy content and thus no or little exhaust gas energy is available to drive the arranged in the exhaust gas turbine, which is a fresh air compressor , which supplies the internal combustion engine a compressed fresh air stream for combustion, drives. More recently, various measures have been increasingly studied to reduce or avoid the turbo lag by supplying an additional mass flow on the fresh air side or the exhaust side of the engine.
  • references provide, either introduce a fresh air flow from the fresh air side into the exhaust gas flow upstream of the turbine or supply part of the exhaust gas flow to the fresh air side:
  • the compressed air by means of which the compressed air line is fed, can for example come from an additionally provided compressed air compressor, a separately provided compressed air reservoir or particularly advantageous from the vehicle compressed air system, which is already present on board each commercial vehicle.
  • the object of the present invention is to improve a charging system of the latter type in such a way that the fuel consumption values of the internal combustion engine, in particular of a diesel engine, and its emission values are further improved.
  • the charging system according to the invention has an internal combustion engine which generates an exhaust gas flow. Furthermore, a turbocharger is provided, comprising a turbine arranged in the exhaust gas flow and a fresh air compressor driven by the turbine. The turbine converts exhaust gas energy into drive power and, with this drive power, drives at least the fresh air compressor. Of course, it is also possible for the turbine to drive further units or the crankshaft of the internal combustion engine, in particular via an intermediate hydrodynamic coupling, which is designed to be controllable, for example, in their power transmission to drive.
  • the fresh air compressor is arranged in a fresh air line, which leads to the internal combustion engine for charging or combustion supplied fresh air flow. This fresh air flow is compressed by means of the fresh air compressor.
  • a compressed air line is provided, which opens in the fresh air line in the flow direction of the fresh air flow behind the fresh air compressor to charge the engine additionally with a guided through the compressed air line compressed air flow.
  • the mouth is positioned behind a designated intercooler.
  • any suitable channel is to be understood.
  • the compressed air stream for example, from an on-board compressed air system in the application of the invention in a motor vehicle, especially commercial vehicle, the compressed air line are supplied.
  • a compressed air tank for supplying compressed air to the compressed air line, or a corresponding compressed air compressor, which is provided in particular in addition to a compressed air compressor for the on-board compressed air system.
  • a control valve is arranged in the compressed air line, by means of which the pressure of the compressed air flow downstream of the control valve is variably adjustable within a predetermined pressure range, this adjustment can advantageously be carried out approximately or completely continuously over the predetermined pressure range.
  • Butterfly valve thus provides the control valve targeted a predetermined pressure of the Compressed air flow and interrupts not only the compressed air flow optional. Rather, a control or regulation of the pressure value can be performed by the control valve, in particular in specification of certain input variables that can be detected during operation of the charging system or can be calculated from stored characteristics or maps.
  • control valve in the compressed air line is particularly advantageously arranged such that the pressure of the compressed air flow downstream of the control valve can be adjusted continuously, for example by continuously changing a flow cross section for the compressed air flow, which is determined by the control valve.
  • the measured values are detected by a control device, wherein the control device then controls the control valve according to the detected measured values of the pressure sensor.
  • control variables depending on which the control valve could be controlled, wherein at least one of these control variables or combinations of these control variables can be used for driving, are the lambda value of the exhaust gas flow, the throttle position of the internal combustion engine, the position of an accelerator pedal or an electronic throttle , the output value of a knock slope map or a
  • Knock sensor the temperature or the humidity of the sucked Fresh air, the engine temperature, the engine speed, the ambient pressure, the exhaust pressure and / or the exhaust gas temperature, emission values of the exhaust stream, the current drive power of the engine or its torque, the speed of the fresh air compressor and / or the exhaust turbine and the air pressure of the compressed air line feeding compressed air system or a compressed air source.
  • the invention makes it possible to adjust the boost pressure of the internal combustion engine specifically and independently of unfavorable boundary conditions, such as, for example, a low exhaust gas pressure or a low exhaust gas energy, without the risk that an inconveniently high charging pressure is supplied to the internal combustion engine, for example if the air pressure of an air pressure source , which feeds compressed air into the compressed air line, is above the optimum charge air pressure in the internal combustion engine.
  • the control valve for example, throttle the excess air pressure, so that behind the control valve, the desired air pressure prevails.
  • Such an alternative utilization can be, for example, a utilization in another compressed air system, in particular the vehicle airborne compressed air system.
  • a compressor which compresses the compressed air for such a compressed air system, are charged by the air flow from the charging system, that is, its suction side, the pressurized air flow from the charging system is supplied.
  • the embodiment according to the invention not only to use either compressed air from the fresh air compressor or compressed air from the compressed air line for charging the internal combustion engine, but to mix both compressed air streams.
  • the transition from a compressed air supply The internal combustion engine via the compressed air line to a pure supply of the internal combustion engine with compressed air from the fresh air compressor can be made slid by increasing closing of the control valve in the compressed air line, which the skilled person calls blending.
  • the control valve in the compressed air line can be used to selectively exert pressure pulses on the internal combustion engine for charging or for combustion supplied compressed air flow.
  • pressure oscillations that occur in the intake manifold, that is to say in the fresh air line to the individual working cylinders of the internal combustion engine, balance or deliberately change in order to achieve optimum charging of the internal combustion engine.
  • the pressure pulses can be generated in such a way that, whenever an inlet valve of a certain cylinder opens, a positive amplitude of the pressure oscillation is applied to this inlet valve on the air side, ie a comparatively higher air pressure prevails.
  • control valve in the context of the present invention are not only valves whose valve body is moved to vary a flow cross-section, but any control that targeted a control or regulation of the air pressure over a predetermined
  • control valve is not designed as a flap or control flap, but has a displaceable or displaceable valve body, in particular piston, in order to release the flow cross-section more or less by this displacement or displacement.
  • the internal combustion engine 1 shows an internal combustion engine 1, in which a number (in the present case six) of working cylinders is indicated schematically, that is, the internal combustion engine 1 is a piston engine.
  • the internal combustion engine 1 By combustion of an air-fuel mixture, in particular air-diesel mixture, the internal combustion engine 1 generates drive power and discharges an exhaust gas stream 2.
  • the internal combustion engine 1 is charged by a turbocharger 3, wherein the turbocharger 3, as known, a turbine 4 in the exhaust stream 2 and a fresh air compressor 5 in a fresh air line 6, which leads to the internal combustion engine 1 and its fresh air side has.
  • the impeller of the turbine 4 and the impeller of the fresh air compressor 5 of a worn common shaft to produce a mechanical drive connection.
  • the drive connection could also be realized differently.
  • the fresh air compressor 5 compresses, driven by the turbine 4, a fresh air flow 7, which leads the fresh air line 6. After compression by the fresh air compressor 5, the fresh air stream 7 is passed through a charge air cooler 14 to divert the supplied during the compression in the fresh air stream 7 amount of heat.
  • a control valve 10 is provided in the compressed air line 8, which is set to variably adjust the pressure of the compressed air stream 9 downstream of the control valve 10 within a predetermined pressure range, that is not only optional release or interrupt, but according to a predetermined requirement with different pressure values For example, to provide between 2 and 12 bar.
  • the mouth of the compressed air line 8 could also be arranged behind the charge air cooler 14 in the flow direction of the fresh air flow.
  • a check valve 11 is provided in the fresh air line 6. Any suitable organ that prevents backflow is sufficient here.
  • a further control valve 16 is further provided, by means of which the pressure of the fresh air stream 6 behind the fresh air compressor 5 can be regulated.
  • the Check valve 11 could also be integrated into the control valve 16, barely it could be provided only the check valve 11 or only the control valve 16 in order to avoid an undesirable backflow of compressed air.
  • a pressure sensor 12 in the present case in the flow direction of the fresh air stream 7 in front of the check valve 11, is provided which detects the current pressure of the fresh air stream 7 behind the fresh air compressor 5 and a control device 13 supplies.
  • a control device 13 controls the control valve 15 as a function of the at least one input variable, in particular as a function of the measured value of the pressure sensor 12, in particular the position of a flow cross section for the compressed air flow 9 determining valve body thereof.
  • the air pressure is advantageously controlled by means of the control valve. If, however, the detected lambda value is greater than a predetermined limit value, pressure from the fresh air line is used for example for precharging a compressed air compressor of a pressure system by branching off a corresponding compressed air flow from the fresh air line and supplying it to the compressed air compressor on the input side. Of course, another use of the excess compressed air flow is possible.
  • the boost pressure of the internal combustion engine 1 can be optimized extremely accurately.
  • the turbine of the turbocharger in particular the geometry of the blading thereof, can be optimized for the upper speed range. This can avoid a problem that has occurred with conventional systems. If there the turbine was designed in such a way that even in the lower speed range sufficient
  • a second turbine stage may be omitted.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un système de suralimentation pour un moteur à combustion interne, en particulier un moteur de véhicule automobile, produisant un flux de gaz d'échappement, ce système comprend un turbocompresseur, lequel comprend une turbine placée dans le flux de gaz d'échappement, et transformant l'énergie des gaz d'échappement en puissance motrice, et un compresseur d'air primaire entraîné par la turbine à gaz d'échappement, le compresseur d'air primaire étant placé dans une conduite d'air primaire guidant un flux d'air primaire, de façon à comprimer l'air primaire envoyé au moteur, une conduite d'air sous pression qui débouche dans la conduite d'air primaire en aval du compresseur d'air primaire, afin de fournir au moteur à combustion interne un flux d'air sous pression pour la combustion, passant par une conduite d'air sous pression. L'invention est caractérisée en ce qu'une soupape de régulation est installée dans la conduite d'air sous pression et permet de varier la pression du flux d'air sous pression à l'intérieur d'une plage de pression prédéterminée en aval de la soupape de régulation.
PCT/EP2008/011047 2008-02-07 2008-12-22 Système de suralimentation pour moteur à combustion interne et procédé de commande de ce système Ceased WO2009097889A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
EPPCT/EP2008/000949 2008-02-07
PCT/EP2008/000949 WO2008145202A1 (fr) 2007-05-30 2008-02-07 Turbocompresseur à gaz d'échappement
DE102008026023.1 2008-05-30
DE102008026023A DE102008026023A1 (de) 2008-05-30 2008-05-30 Antriebsstrang und Verfahren zum Versorgen eines Druckluftsystems

Publications (1)

Publication Number Publication Date
WO2009097889A1 true WO2009097889A1 (fr) 2009-08-13

Family

ID=40910010

Family Applications (2)

Application Number Title Priority Date Filing Date
PCT/EP2008/011047 Ceased WO2009097889A1 (fr) 2008-02-07 2008-12-22 Système de suralimentation pour moteur à combustion interne et procédé de commande de ce système
PCT/EP2009/003845 Ceased WO2009144026A1 (fr) 2008-05-30 2009-05-29 Chaîne cinématique et procédé d’alimentation d’un système à air comprimé

Family Applications After (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/003845 Ceased WO2009144026A1 (fr) 2008-05-30 2009-05-29 Chaîne cinématique et procédé d’alimentation d’un système à air comprimé

Country Status (3)

Country Link
US (1) US20110081257A1 (fr)
DE (1) DE102008026023A1 (fr)
WO (2) WO2009097889A1 (fr)

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EP2295759A1 (fr) * 2009-09-11 2011-03-16 Ford Global Technologies, LLC Procédé et dispositif de commande d'un moteur à combustion interne
EP2341225A1 (fr) * 2009-12-23 2011-07-06 Iveco Motorenforschung AG Procédé de contrôle d'un moteur suralimenté du type turbo-compound

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EP2651735B2 (fr) 2010-12-17 2018-08-29 Volvo Lastvagnar AB Procédé pour commander un système de production d'air comprimé d'un véhicule automobile, système de production d'air comprimé conçu pour un tel procédé et véhicule automobile comprenant un tel système
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US9133759B2 (en) * 2012-06-27 2015-09-15 Cummins Inc. Systems, devices and methods for providing airflow to an air compressor
US9528518B2 (en) 2014-06-16 2016-12-27 Cummins Inc. System, apparatus and methods for diverting airflow to a pressure source
US9869240B2 (en) 2015-02-20 2018-01-16 Pratt & Whitney Canada Corp. Compound engine assembly with cantilevered compressor and turbine
US20160245162A1 (en) 2015-02-20 2016-08-25 Pratt & Whitney Canada Corp. Compound engine assembly with offset turbine shaft, engine shaft and inlet duct
US10371060B2 (en) 2015-02-20 2019-08-06 Pratt & Whitney Canada Corp. Compound engine assembly with confined fire zone
US10428734B2 (en) 2015-02-20 2019-10-01 Pratt & Whitney Canada Corp. Compound engine assembly with inlet lip anti-icing
US10408123B2 (en) 2015-02-20 2019-09-10 Pratt & Whitney Canada Corp. Engine assembly with modular compressor and turbine
US10533500B2 (en) 2015-02-20 2020-01-14 Pratt & Whitney Canada Corp. Compound engine assembly with mount cage
US10533492B2 (en) 2015-02-20 2020-01-14 Pratt & Whitney Canada Corp. Compound engine assembly with mount cage
DE102015207791B4 (de) * 2015-04-28 2018-11-15 Ford Global Technologies, Llc Kraftfahrzeug
US10054039B2 (en) * 2016-04-29 2018-08-21 Caterpillar Inc. Turbocharger system for an engine
US11773793B2 (en) * 2022-02-04 2023-10-03 Ford Global Technologies, Llc Method and system for compressed air supply
GB2617353A (en) * 2022-04-05 2023-10-11 Cummins Inc Heat exchanger assembly with vortex flow baffle

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Publication number Priority date Publication date Assignee Title
US3020901A (en) * 1961-01-24 1962-02-13 Thompson Ramo Wooldridge Inc Supercharger for internal combustion engines
JPS58113535A (ja) * 1981-12-26 1983-07-06 Hino Motors Ltd タ−ボチヤ−ジヤ
JPH06299879A (ja) * 1993-04-15 1994-10-25 Mitsubishi Motors Corp フリーアクセル時の排煙防止装置
JPH0791267A (ja) * 1993-09-24 1995-04-04 Kubota Corp ２サイクルエンジンの給気装置
WO1998021457A1 (fr) * 1996-11-15 1998-05-22 Lawson Thomas Towles Jr Systeme de moteur a turbocompresseur pourvu d'une alimentation d'air de recirculation et de reserve
DE10224719A1 (de) * 2002-05-30 2003-12-24 Iav Gmbh Einrichtung und Verfahren zum Speisen von Zylindern von aufgeladenen Verbrennungsmotoren
WO2005064134A1 (fr) * 2003-12-31 2005-07-14 Birgit Bergmann Compression assistee au moyen d'un accumulateur
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DE102004047975A1 (de) * 2004-10-01 2006-04-13 Knorr-Bremse Ag Verfahren und Vorrichtung zum Steigern eines Drehmoments einer Hubkolben-Verbrennungsmaschine, insbesondere eines Motors in Dieselausführung
WO2006089779A1 (fr) * 2005-02-24 2006-08-31 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Dispositif d'alimentation en air frais pour un moteur thermique a pistons a turbocompresseur et procede de fonctionnement associe

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2295759A1 (fr) * 2009-09-11 2011-03-16 Ford Global Technologies, LLC Procédé et dispositif de commande d'un moteur à combustion interne
EP2341225A1 (fr) * 2009-12-23 2011-07-06 Iveco Motorenforschung AG Procédé de contrôle d'un moteur suralimenté du type turbo-compound

Also Published As

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DE102008026023A1 (de) 2009-12-03
US20110081257A1 (en) 2011-04-07
WO2009144026A1 (fr) 2009-12-03

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