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WO2006066739A1 - Procede pour faire fonctionner un moteur a combustion interne presentant une suralimentation en air, et moteur a combustion interne - Google Patents

Procede pour faire fonctionner un moteur a combustion interne presentant une suralimentation en air, et moteur a combustion interne Download PDF

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Publication number
WO2006066739A1
WO2006066739A1 PCT/EP2005/013179 EP2005013179W WO2006066739A1 WO 2006066739 A1 WO2006066739 A1 WO 2006066739A1 EP 2005013179 W EP2005013179 W EP 2005013179W WO 2006066739 A1 WO2006066739 A1 WO 2006066739A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
compressor
additional
charge air
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/EP2005/013179
Other languages
German (de)
English (en)
Inventor
Ulrich-Dieter Standt
Wilfried Rhode
Uwe Scher
Axel Groenendijk
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.)
Volkswagen AG
Original Assignee
Volkswagen AG
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
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of WO2006066739A1 publication Critical patent/WO2006066739A1/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
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/12—Drives characterised by use of couplings or clutches therein
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/04—Mechanical drives; Variable-gear-ratio drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/38—Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount
    • 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 invention relates to a method of operating an internal combustion engine according to the preamble of claim 1 and a Verbrennungskräftmaschine according to the preamble of claim 5.
  • a remedy offers the delay of fuel enrichment, but with a reduction in performance and thus, for example, with an extension of the. Acceleration phase is connected.
  • the limitation of the fuel injection is therefore not a viable alternative to the charge air charge.
  • DE 39 06 312 C1 shows and describes an acceleration aid for a charged by means of exhaust, gas turbocharged internal combustion engine, in which the additional charge air is taken from a compressed air tank, which is supplied by a coupled with the internal combustion engine g ⁇ r compressor with compressed air.
  • a compressed air tank which is supplied by a coupled with the internal combustion engine g ⁇ r compressor with compressed air.
  • DE 199 34 606 A1 already discloses a device and a method for increasing the power of an internal combustion engine charged by means of an exhaust gas turbocharger, in which an additional compressor is provided, which is driven by a special electric machine drivingly connected to the internal combustion engine.
  • the additional compressor is arranged parallel to the compressor of ⁇ bgasturboladers and connectable via a system of valves and lines with the charge air line for the internal combustion engine.
  • the electric machine also has the function, if required, of driving the additional compressor, which supplies the additional charge air. For this purpose, the electric machine is brought to an extremely high speed required for the operation of the additional compressor via complicated control electronics.
  • the invention is therefore based on a method for operating an internal combustion engine with a Abgasturb ⁇ lader Lade Kunststoffetzlädung during normal operation and with an additional compressor or the like for blowing additional charge air during a phase of power increase or acceleration, as well as of an operating according to this method internal combustion engine, the The invention is, on the one hand, to improve the method described above in such a way that a power increase or acceleration without power limitation is possible to a value below the maximum possible power with simultaneous particle-poor combustion.
  • Another object is to provide an internal combustion engine that operates according to the method described above and solves the underlying task. , These objects are achieved by a method according to claim 1 or by an internal combustion engine according to claim 5. In the claims according to these claims, favorable embodiments of the invention are described.
  • the additional charge air injection is controlled so that a gross air ratio in the range of, ⁇ > 1, 2 is maintained;
  • the power requirement of the driver such as the accelerator pedal position
  • the control device receives the important information for the control process with respect to the increased amount of fuel at the same time as the power requirement 'by the driver, so that they can respond to it without delay.
  • the current ⁇ -value is constantly measured and / or calculated and as a further controlled variable in the control device is entered. This makes it possible to regulate the additional charge air quantity so that the desired ⁇ value is maintained.
  • the additional charger with the internal combustion engine is mechanically coupled directly. Due to the direct coupling of the supercharger with the internal combustion engine, the speed-dependent charging power always increases at the same time with a speed increase of the internal combustion engine, so that a delay-free injection of the additional charge air is ensured.
  • the additional charger with the internal combustion engine is selectively coupled or decoupled from this.
  • the loader can be completely decoupled during the operating phases in which no additional air injection is required, so that even an idle drive 'performance is eliminated.
  • the additional loader is arranged in series with the compressor of the exhaust gas turbocharger. It is possible to arrange the additional loader, for example, depending on the existing installation space in the flow direction of the charge air behind the compressor of the exhaust gas turbocharger; so that it further compresses the charge air precompressed by this compressor, or to arrange the loader upstream of the compressor in the flow direction, so that it supplies supercharged charge air to the compressor.
  • compressors For example, flow compressors or loader operating according to the displacement principle are considered, which are referred to below as compressors.
  • G-loaders known per se have proven to be particularly suitable.
  • Figure 1 is a block diagram of the basic arrangement of an engine associated with an exhaust gas turbocharger urtd 1 additional supercharger (compressor), the additional supercharger is arranged in the flow direction of the charge air behind the exhaust gas turbocharger.
  • Figure 2 is a view similar to Figure 1, with the additional loader (compressor), however, is arranged in front of the exhaust gas turbocharger.
  • FIG. 3 shows a schematic representation of the different functional elements of an internal combustion engine according to FIG. 1;
  • FIG. 4. in a schematic representation of the basic functional elements of an internal combustion engine according to FIG. 2.
  • FIG. 1 shows a verbn ⁇ nungskraftmaschine 2, for example, a self-ignition or spark-ignition engine whose exhaust gases represented by the arrow 4 of the turbine 6 as a whole with. 8 designated exhaust gas turbocharger be supplied. After the exhaust gases have passed through the turbine 6, they are cleaned in a filter 10 and then released into the environment.
  • a verbn ⁇ Vietnamesemaschine 2 for example, a self-ignition or spark-ignition engine whose exhaust gases represented by the arrow 4 of the turbine 6 as a whole with. 8 designated exhaust gas turbocharger be supplied. After the exhaust gases have passed through the turbine 6, they are cleaned in a filter 10 and then released into the environment.
  • the compressor 12 of the exhaust gas turbocharger 8 sucks fresh air represented by an arrow 14 and compresses it to the charge pressure intended for normal driving operation.
  • the compressed charge air indicated by the arrow 16 is passed around the compressor 18 and fed directly to the internal combustion engine 2.
  • the air compressed by the compressor 12 is supplied to and compressed by the compressor 18, so that the internal combustion engine 2 is supplied with a charge air amount corresponding to the increased fuel injection Measures that particle formation is largely prevented.
  • the possible ways of exhaust gas recirculation are designated. Accordingly, a part of the exhaust gases (arrow 4) can be discharged behind the internal combustion engine 2 and mixed with the compressed or recompressed charge air. Another possibility is to divert a portion of the exhaust gases behind the filter 10 and to mix the non-compressed charge air (arrow 14).
  • Fig. 2 shows an arrangement similar to Fig. 1, wherein like elements are provided with the same reference numerals.
  • the arrangement according to FIG. 2 differs from that of FIG. 1 essentially only in that the compressor 18 'is arranged upstream of the compressor 12 of the exhaust gas turbocharger 8 in the direction of flow of the charge air indicated, for example, by the arrow 14.
  • the uncompressed charge air (arrow 14) is guided around the compressor 18 'in normal operation and compressed in the compressor 12 of the exhaust gas turbocharger 8 to the intended for normal operation boost pressure.
  • the uncompressed charge air (arrow 14) is precompressed in the compressor 18 ', subsequently compressed in the compressor 12 of the exhaust gas turbocharger 8 and then supplied to the internal combustion engine 2.
  • FIG. 3 shows a more detailed schematic representation of an internal combustion engine arrangement, for example according to FIG. 1.
  • the exhaust gases of the internal combustion engine 24 are collected in an exhaust manifold 26 and fed to the turbine 28 of an exhaust gas turbocharger, designated as a whole by 30, which drives a compressor 32.
  • the compressor 32 sucks in fresh air via an air filter 34 and compresses it to a charge pressure intended for normal driving operation.
  • the compressed charge air is cooled in a Lädeluftkühjer 36 arranged, for example behind the compressor 32 and fed in normal driving over a Bypassve ⁇ til 38 of the internal combustion engine 24.
  • -
  • the bypass valve 38 is closed and the precompressed air is passed over the compressor 40 and subsequently recompressed therein, so that the internal combustion engine 24 receives the increased fuel injection correspond
  • the larger amount of charge air is supplied in such a way that particle formation is prevented.
  • the compressor 40 can be coupled, for example via a belt drive 42, to the combustion engine 24.
  • the compressor-side pulley 44 is associated with a controllable by means of a control device magnetic coupling 46, by means of which the compressor 40 is selectively coupled to the internal combustion engine 24 and decoupled from this.
  • Fig. 4 shows an arrangement similar to Fig. 3; the same elements are each provided with the same reference numerals.
  • FIG. 4 again differs from FIG. 3 only in that the compressor 40 'is arranged in front of the compressor 32 of the exhaust-gas turbocharger 30 in the flow direction of the charge. -,
  • the fresh air sucked in via the air filter 34 is supplied to the compressor 32 via the bypass valve 38.
  • the compressed air in the compressor 32 is supplied via the intercooler 48 of the internal combustion engine 24.
  • bypass valve 38 is closed, so that the fresh air in the compressor 40 'pre-compressed and then fed to the compressor 32, in which it is recompressed, so that the internal combustion engine 24 one of the increased fuel injection corresponding larger charge air quantity supplied and particle formation is prevented.
  • the compressor 40 ' is as in the example of FIG. 3 via a magnetic coupling 46 selectively coupled to the internal combustion engine 24 and can be uncoupled from this.

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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 procédé pour faire fonctionner un moteur à combustion interne, ainsi qu'un moteur à combustion interne (24) comprenant un turbocompresseur à gaz d'échappement (30) servant à la suralimentation en air, et un turbocompresseur supplémentaire (compresseur 40) servant à injecter de l'air de suralimentation supplémentaire pendant la phase d'accroissement de puissance ou d'accélération du moteur à combustion interne. L'injection d'air de suralimentation supplémentaire est régulée au moyen d'un dispositif de régulation, dans une large mesure simultanément à l'augmentation de la quantité d'injection de carburant, de manière qu'un rapport d'air brut ? (lambda) = 1,1 ne soit pas dépassé. Le turbocompresseur supplémentaire (compresseur 40) peut être accouplé directement de manière mécanique avec le moteur à combustion interne (24), par l'intermédiaire d'un embrayage magnétique (46), lorsque le conducteur demande un accroissement de puissance ou une accélération par l'intermédiaire de la pédale de l'accélérateur.
PCT/EP2005/013179 2004-12-17 2005-12-09 Procede pour faire fonctionner un moteur a combustion interne presentant une suralimentation en air, et moteur a combustion interne Ceased WO2006066739A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004061613.2 2004-12-17
DE102004061613A DE102004061613A1 (de) 2004-12-17 2004-12-17 Verfahren zum Betreiben einer Verbrennungskraftmaschine mit Ladeluftaufladung und Verbrennungskraftmaschine

Publications (1)

Publication Number Publication Date
WO2006066739A1 true WO2006066739A1 (fr) 2006-06-29

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PCT/EP2005/013179 Ceased WO2006066739A1 (fr) 2004-12-17 2005-12-09 Procede pour faire fonctionner un moteur a combustion interne presentant une suralimentation en air, et moteur a combustion interne

Country Status (2)

Country Link
DE (1) DE102004061613A1 (fr)
WO (1) WO2006066739A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009010145A1 (fr) 2007-07-17 2009-01-22 Volkswagen Aktiengesellschaft Moteur à combustion interne
WO2011036538A1 (fr) * 2009-09-22 2011-03-31 Eaton Corporation Procédé de commande de moteur pendant des modes de fonctionnement transitoire
WO2012045464A1 (fr) * 2010-10-07 2012-04-12 Daimler Ag Installation de compression d'air pour un véhicule à moteur et procédé de fonctionnement d'une installation de compression d'air de ce type
EP2295760A3 (fr) * 2009-09-11 2013-05-22 Delphi Technologies, Inc. Système d'amplification multichargé pour moteurs à combustion interne
CN103477047A (zh) * 2011-02-25 2013-12-25 邦迪克斯商用车系统有限责任公司 运行配备气动增压系统的车辆的方法
CN103502601A (zh) * 2011-02-25 2014-01-08 邦迪克斯商用车系统有限责任公司 运行配备气动增压系统的车辆的方法
US20150240826A1 (en) * 2012-09-11 2015-08-27 IFP Energies Nouvelles Method of determining a pressure upstream of a compressor for an engine equipped with double supercharging
US9840972B2 (en) 2011-05-25 2017-12-12 Eaton Corporation Supercharger-based twin charging system for an engine
EP2659114B1 (fr) * 2010-12-29 2018-05-30 Volkswagen Aktiengesellschaft Procédé et dispositif de commande d'un moteur à combustion interne

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101262506B1 (ko) 2011-05-11 2013-05-08 현대자동차주식회사 터보차저 기반 엔진시스템 및 이를 이용한 연비개선방법
WO2025114969A1 (fr) * 2023-11-29 2025-06-05 Eaton Intelligent Power Limited Systèmes de freinage et de suralimentation d'air de moteur pour moteurs à combustion interne à hydrogène

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DE3205721A1 (de) * 1982-02-18 1983-08-25 Volkswagenwerk Ag, 3180 Wolfsburg Aufgeladene brennkraftmaschine fuer fahrzeuge
FR2689180A1 (fr) * 1992-03-27 1993-10-01 Inst Francais Du Petrole Dispositif de suralimentation d'un moteur à combustion interne utilisant deux compresseurs en parallèles.
DE19905112A1 (de) * 1999-02-09 2000-08-10 Fev Motorentech Gmbh Verfahren zum Betreiben einer Kolbenbrennkraftmaschine mit Vorverdichtung der Verbrennungsluft und Kolbenbrennkraftmaschine zur Durchführung des Verfahrens
US6474323B1 (en) * 1997-12-16 2002-11-05 Servoject Products International Optimized lambda and compression temperature control for compression ignition engines
EP1489289A2 (fr) * 2003-06-20 2004-12-22 Volkswagen Aktiengesellschaft Procédé pour faire fonctionner un moteur diesel avec des émissions basses de particules

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GB2255595A (en) * 1991-05-06 1992-11-11 Volkswagen Ag Spiral bladed compressor.
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JP3952974B2 (ja) * 2003-03-17 2007-08-01 トヨタ自動車株式会社 内燃機関の制御装置

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DE3205721A1 (de) * 1982-02-18 1983-08-25 Volkswagenwerk Ag, 3180 Wolfsburg Aufgeladene brennkraftmaschine fuer fahrzeuge
FR2689180A1 (fr) * 1992-03-27 1993-10-01 Inst Francais Du Petrole Dispositif de suralimentation d'un moteur à combustion interne utilisant deux compresseurs en parallèles.
US6474323B1 (en) * 1997-12-16 2002-11-05 Servoject Products International Optimized lambda and compression temperature control for compression ignition engines
DE19905112A1 (de) * 1999-02-09 2000-08-10 Fev Motorentech Gmbh Verfahren zum Betreiben einer Kolbenbrennkraftmaschine mit Vorverdichtung der Verbrennungsluft und Kolbenbrennkraftmaschine zur Durchführung des Verfahrens
EP1489289A2 (fr) * 2003-06-20 2004-12-22 Volkswagen Aktiengesellschaft Procédé pour faire fonctionner un moteur diesel avec des émissions basses de particules

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SCHMITZ T ET AL: "POTENTIALE EINER MECHANISCHEN ZUSATZAUFLADUNG FüR NUTZFAHRZEUGMOTOREN", MTZ MOTORTECHNISCHE ZEITSCHRIFT, VIEWEG VERLAG, WIESBADEN, DE, vol. 55, no. 5, 1 May 1994 (1994-05-01), pages 308 - 313, XP000439564, ISSN: 0024-8525 *

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009010145A1 (fr) 2007-07-17 2009-01-22 Volkswagen Aktiengesellschaft Moteur à combustion interne
EP2295760A3 (fr) * 2009-09-11 2013-05-22 Delphi Technologies, Inc. Système d'amplification multichargé pour moteurs à combustion interne
WO2011036538A1 (fr) * 2009-09-22 2011-03-31 Eaton Corporation Procédé de commande de moteur pendant des modes de fonctionnement transitoire
CN102062011A (zh) * 2009-09-22 2011-05-18 伊顿公司 在瞬态工况期间控制发动机的方法
WO2012045464A1 (fr) * 2010-10-07 2012-04-12 Daimler Ag Installation de compression d'air pour un véhicule à moteur et procédé de fonctionnement d'une installation de compression d'air de ce type
EP2659114B1 (fr) * 2010-12-29 2018-05-30 Volkswagen Aktiengesellschaft Procédé et dispositif de commande d'un moteur à combustion interne
CN103477047A (zh) * 2011-02-25 2013-12-25 邦迪克斯商用车系统有限责任公司 运行配备气动增压系统的车辆的方法
CN103502601A (zh) * 2011-02-25 2014-01-08 邦迪克斯商用车系统有限责任公司 运行配备气动增压系统的车辆的方法
US9840972B2 (en) 2011-05-25 2017-12-12 Eaton Corporation Supercharger-based twin charging system for an engine
US20150240826A1 (en) * 2012-09-11 2015-08-27 IFP Energies Nouvelles Method of determining a pressure upstream of a compressor for an engine equipped with double supercharging
US9739281B2 (en) * 2012-09-11 2017-08-22 IFP Energies Nouvelles Method of determining a pressure upstream of a compressor for an engine equipped with double supercharging

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