DE102004030259A1 - Dual turbo charger system for IC engine with exhaust driven turbines has one turbine with variable geometry to better match the engine demands - Google Patents

Abstract

A dual turbo charging system for an IC engine has parallel compressors driven by separate exhaust turbines (9, 11). At least one of the turbines has a variable geometry control with a range of adjustment from a virtually closed setting to maximum flow. This eliminates the requirement for dump valves and provides an efficient turbine drive. A residual flow through the minimum setting ensures a rapid increase in speed for sudden torque changes. The two compressed air flows are ducted to two inlet manifolds (22, 32) and are connected by a cross flow duct (33).

Description

The The invention relates to a turbo-register charging device for an internal combustion engine with at least two exhaust gas turbochargers. The invention relates and a method for operating such a turbo-register charging device.

engine power and fast power delivery is a key criterion an internal combustion engine, especially when used in automotive engineering. The prior art therefore discloses various methods which increase the engine power of an internal combustion engine by charging, the So the combustion air with the expenditure of energy, for example under pressure, feed. For a long time known and proven are exhaust gas turbochargers in which the combustion exhaust gases of the Internal combustion engine inherent energy through a turbine to operate an air compressor is used and this air compressor the Supplying combustion air. At these devices is a delayed response during Accelerate, the so-called turbo-hole, as well as the always compromising Design of the loader size disadvantageous. Becomes a fast run-up of the exhaust gas turbocharger is desired, the turbine or to disassemble the supercharger of the loader, which has disadvantages due to of limited throughput in rated power operation. A Design of the turbocharger in favor of high rated power means generally a delayed, so unfavorable Response.

in the Prior art is of a high-class sports car a so-called Register charging known in the case of an internal combustion engine, two exhaust gas turbochargers assigned. At low speeds of the internal combustion engine Only one turbine with the entire exhaust gas of the engine flows through, and only the compressor coupled to this turbine performs the charging work for the entire engine (invitation operation). The second charger is turned off, so to speak. Because the loader is the only one active in the invitation mode, an increased throughput learns He works at a cheaper Efficiency as with flow Both loader at the same exhaust gas flow rate. In the range of higher speeds of Internal combustion engine, so if enough exhaust energy available is, the second exhaust gas turbocharger is switched on. The engine will then conventionally as a so-called biturbo in parallel arrangement of both Exhaust gas turbocharger or the exhaust gas turbocharger associated Operated compressor. The connection or disconnection of the second Exhaust gas turbocharger or compressor requires a compressor switch valve and a turbine shunt valve. In the invitation mode allows a Vent valve, after the charger to be switched off and before the compressor switch valve is arranged, the blowing off of residual air.

thereto is the high design effort and in particular the increased number disadvantageous of component groups.

task The invention therefore is a turbo-register charging device to provide that with few, especially with today familiar internal combustion engines already used components can be realized.

For this is provided that at least two exhaust gas turbochargers having turbo-register supercharger for an internal combustion engine at least an exhaust gas turbocharger having at least one such widely adjustable turbine geometry has that with appropriate Setting no significant contribution to cylinder charging the internal combustion engine delivers more. The invention is hereby take advantage of the fact that those known from the prior art Boost pressure control valves (so-called waste gates) increasingly by turbines be replaced with variable turbine geometry. Through a variable Turbine geometry, for example, by rotating vanes can be realized, which influence the flow of the turbine wheel is the turbine-side blowdown by boost pressure control valves superfluous. The The invention now provides such a known variable Turbine geometry in such a way that the adjustment in a sense a complete or at least almost complete close For example, the turbine inlet allows, so that a significant Performance is no longer developed. A remaining residual opening of the Turbine input and thus a residual application of the turbine with exhaust gas is quite desirable here, because a minor Operation of the turbine lubrication and their accelerated run-up (Prevention of mass inertia-related run-up problems from a standstill). decisive is only that the remaining in this Verstellzustand Turbinenleis device no significant contribution more to cylinder charging of the internal combustion engine makes, so that the turbine associated compressor not worth mentioning Air volume promotes more.

It is further provided that the turbo-register charging device be designed such that a first exhaust-gas turbocharging device has a first compressor and a second exhaust-gas turbocharging device having second compressor.

Further it is provided that the compressors are substantially similar, have in particular identical characteristics, in particular a similar one or identical delivery rate is meant. With that the compressors can take a parallel operation, is an identical or at least similar Design desirable.

It it is provided that the first compressor, a first charge air line and the second compressor downstream of a second charge air line is. This results in a clearly defined charge air duct and -zuordnung.

Of the first charge air line is a first cylinder group of the internal combustion engine and the second charge air line is a second cylinder group of the internal combustion engine assigned. For example, it is possible in an internal combustion engine with V-arrangement the cylinder banks assign each cylinder bank as a cylinder group a charge air line.

at a development of the invention is the first charge air line a first throttle and the second charge air line assigned to a second throttle.

The Charge air lines split downstream of the Throttles each in suction tubes, wherein the first cylinder group a first intake manifold and the second cylinder group a second Suction tube group is assigned. The intake manifold groups cause the feed the charge air into the combustion chambers of the individual cylinders of the internal combustion engine.

at A development of the invention is provided that the Saugrohrgruppen downstream of the Throttle over a charge air connection are connected together. This can be an exchange of charge air and a pressure equalization between the two Saugrohrgruppen occur.

To a development of the invention is provided that the downstream side of the first compressor with the upstream side of the second compressor via a Air connection is connected. This makes it possible that the charge air, despite approximately closed, so no delivery causing turbine geometry of the first exhaust gas turbocharger device promoted is, before the second compressor, which is operated at this time, is blown.

To a development of the invention is provided that the air connection a vent valve having. This is a controlled pressure equalization and / or a controlled removal or continuation of the subsidized by the first compressor Charge air before the second compressor possible.

It it is provided that the first cylinder group has a first exhaust gas line and the second cylinder group has a second exhaust line. The Exhaust treatment of both cylinder groups is therefore in separate Strands.

To A development of the invention is provided that the first exhaust gas turbocharger the first exhaust line and the second turbocharger the second exhaust line assigned. The operation of the respective exhaust gas turbocharger required exhaust energy is therefore taken from the respective cylinder group.

To a development of the invention is provided that the exhaust gas turbochargers upstream Sections of the exhaust strands via an exhaust connection connected to each other. This is a pressure and Volumenaugleich the exhaust gases of both cylinder groups in front of the exhaust gas turbochargers.

To a development of the invention is provided that the first Exhaust line over a first exhaust gas recirculation device with the downstream Side of the first throttle is connected, and that the second Exhaust line over a second exhaust gas recirculation device with the downstream Side of the second throttle valve is connected. Thus finds one Exhaust gas recirculation to each Cylinder group instead, from which the exhaust gases come. If appropriate Design is also an exhaust gas recirculation via a two exhaust gas lines common Exhaust manifold possible.

To a development of the invention is provided that the first exhaust gas recirculation device a first exhaust gas recirculation valve has or a first exhaust gas recirculation valve is, and that the second exhaust gas recirculation device a second exhaust gas recirculation valve or a second exhaust gas recirculation valve is.

The The invention further relates to a method for operating a Turbo Registeraufladevorrichtung for one Internal combustion engine, in particular according to one or more of the above described embodiments or an optional combination thereof, wherein it is provided that an adjustment of at least one exhaust gas turbocharger device takes place in such a way that these are not essential Contribute more to cylinder charging.

According to a development of the invention it is provided that the adjustment of at least one Exhaust gas turbocharger in response to at least one operating point and / or operating range and / or an operating parameter of the internal combustion engine and / or the turbo-register charging device takes place. For example, the adjustment can take place via a control and / or regulating device which detects at least one, but preferably a plurality of operating variables of at least one of the relevant devices for the power development of the internal combustion engine, processed and in a suitable manner as control and / or control signals for the purpose of adjustment the exhaust gas turbocharger further.

To a development of the invention, it is provided that the first Throttle depending on at least one operating point / range and / or operating parameter of the internal combustion engine and / or turbo-register charging device is adjusted. Consequently, the adjustment of at least first throttle dependent of factors that for the Power development of the internal combustion engine are relevant, and the above detected and processed suitable control and / or regulating devices and be prepared for the generation of control / regulating signals can.

To a preferred embodiment of the method is provided that the adjustment of the first throttle at least the range of the complete closing and / or full opening. This can be a quasi-binary Condition - in addition to regular, for example, stepless opening behavior - in the Type of on / off switch can be realized.

To a particularly preferred embodiment of the method is provided that as an operating parameter of the adjustment of the first throttle valve chosen a pressure difference that is between the upstream Area of the first throttle flap in the first charge air line and the downstream area the first throttle valve is determined. It is therefore the Pressure before the first throttle and the pressure after the second Throttle determined. approaches For example, the pressure before the first throttle the pressure after the first throttle valve (ie intake manifold pressure) on, so is the first throttle is opened. The engine is running now in parallel operation of both exhaust gas turbochargers, ie in so-called biturbo operation. In the invitation mode is the first throttle closed.

following the invention is based on an embodiment by means of a Figure described in more detail.

It shows

1 a schematic representation of a turbo-register charging device.

1 shows a turbo-register charging device 1 for an internal combustion engine 2 , the two cylinder banks 3 with cylinders 4 each having a first cylinder group 5 and a second cylinder group 6 form. The first cylinder group 5 assigned is a first exhaust gas turbocharger device 7 , The second cylinder group 6 assigned is a second exhaust gas turbocharging device 8th , The first exhaust gas turbocharger 7 consists of a first turbine 9 and one of these associated first compressor 10 , The second exhaust gas turbocharger 8th consists of a second turbine 11 and one of these associated second compressor 12 , The exhaust gas turbocharger devices are constructed mirror-inverted (following the fundamental structure of the internal combustion engine), so that, for the sake of clarity, initially only the one side, which is the first exhaust gas turbocharger device, is shown 7 is described. The description also applies mutatis mutandis to the other, the second exhaust gas turbocharger 8th exhibiting page. Deviations are particularly pointed out below. The first compressor 10 has an air supply upstream 13 on, through the not shown air filter devices, the combustion air L _{1 is} supplied. Downstream of the first compressor 10 beginning at the compressor outlet 14 , is a first charge air line 15 arranged, the first intercooler 16 having. At the downstream exit 17 of the first intercooler 16 is an air connection 18 arranged upstream of the second compressor 12 in the local air intake 13 opens, and in the course of a vent valve 19 is arranged. The first charge air line 15 has further downstream a first throttle 20 on, downstream of which the first charge air line 15 in suction pipes 21 splits, which is a first suction tube group 22 form. About the suction pipes 21 are the combustion chambers, not shown, of the cylinders 4 the first cylinder group 5 connected on the input side. On the output side of the cylinders 4 the first cylinder group 5 downstream is a first exhaust system 23 , downstream of which the first turbine 9 the first exhaust gas turbocharger device 7 is subordinate. The first turbine 9 has an adjustable turbine geometry, wherein the adjustment range is greater than that of the second turbine 11 , In particular, it is possible to use the first turbine 9 to adjust so that its first associated compressor 10 no significant contribution to the charging of the cylinder 5 supplies. The capacity of the compressor 10 is therefore negligible. The second turbine 11 also has an adjustable turbine geometry, but not in as wide a range as the first turbine 9 is adjustable. The second turbine 11 will, certainly measured analogously to the arrangement with respect to the first cylinder group 5 , from a second exhaust system 24 fed with exhaust gas, the cylinders 4 the second cylinder group 6 downstream (downstream) is downstream. Between the first exhaust system 23 and the second exhaust line 24 is on the first turbine 9 or the second turbine 11 upstream side of an exhaust connection 25 intended. The first exhaust system 23 further includes a first exhaust gas recirculation device 26 with a first exhaust gas recirculation valve 34 , the second exhaust system 24 has a second exhaust gas recirculation device 27 with a second exhaust gas recirculation valve 35 on. The first exhaust gas recirculation 26 connects the exhaust system 23 with the first throttle 20 downstream portion of the first charge air line 15 , ie in particular the intake manifold 22 , Accordingly, the second exhaust gas recirculation device connects 27 the second exhaust line 24 with a second throttle 28 a second charge air line 29 , the second compressor 12 downstream downstream. The connection or disconnection of the first turbine 9 and the first compressor coupled thereto 10 takes place via their adjustable turbine geometry. In this so-called invitation operation is on the exhaust connection 25 the second turbine 11 with the entire exhaust gas of the internal combustion engine 2 from all cylinders 4 both the first cylinder group 5 as well as the second cylinder group 6 applied.

The second turbine 11 and the second compressor coupled with it 12 can therefore by applying the entire exhaust of the engine 2 be operated in an optimum performance range for them. At the same time, only one turbine or a compressor coupled to it has to be accelerated, which leads to advantages in terms of mass inertia and run-up properties. The first turbine 9 and the first compressor coupled thereto 10 continue at low speed and negligible power. This be acts a continuous lubrication of these components and a rapid run-up when exposed to exhaust gas. The first compressor 10 At this negligible low power delivered amount of air, shown schematically via the arrow L ₁ , is after passing the first intercooler 16 by means of the air connection 18 via the vent valve 19 either blown off or in front of the second compressor 12 that is, on its upstream air intake 30 blown. The first throttle is closed in this invitation operation. The entire charge air, that of the internal combustion engine 2 is supplied by the second compressor 12 via a second intercooler associated therewith 31 in the second charge air line 29 on the opened according to the requirements second throttle 28 and one of these downstream second intake manifold 32 that have a charge air connection 33 with the first intake manifold group 22 connected to the cylinders 4 both the first cylinder group 5 as well as the second cylinder group 6 fed. At power demand, the turbine geometry becomes the first turbine 9 so far adjusted that the first turbine 9 is increasingly being exposed to exhaust gas. Exhaust gas is thus via the exhaust connection 25 both over the first exhaust system 23 as well as the second exhaust system 24 both the first turbine 9 as well as the second turbine 11 , which is already operated at rated load supplied. This will cause the first turbine to run up 9 and the compressor connected to it 10 causes, which promotes an increasing volume of air (again symbolically represented by the arrow L ₁ ). During startup of the first exhaust gas turbocharger 7 becomes increasingly from the first compressor 10 conveyed air but not yet in the first intake manifold group 21 initiated since the first throttle 20 closed is. Rather, this is the first compressor 10 conveyed air via the air connection 18 and the vent valve 19 on the upstream side, so the air supply 30 , the second compressor 12 blown and over this, the second charge air line 29 and the second throttle 28 with each other via the charge air connection 33 interconnected first and second intake manifold groups 22 respectively 32 fed. Is the pressure upstream of the first throttle 20 So in the first charge air line 15 downstream of the first compressor 10 approximately equal to the pressure in the first intake manifold 21 or the charge air connection 33 , becomes the first throttle 20 open, and that of the first compressor 10 Promoted charge air is now via the first throttle 20 the first intake manifold group 21 fed, but still with the second intake manifold 32 via the charge air connection 32 connected is. The internal combustion engine 2 works with the turbo-register charger 1 now in regular, parallel biturbo operation.

1.

Turbo Registeraufladevorrichtung

Second

Internal combustion engine

Third

cylinder bank

4th

cylinder

5th

First cylinder group

6th

Second cylinder group

7th

First Exhaust gas turbocharger device

8th.

Second Exhaust gas turbocharger device

9th

First turbine

10th

first compressor

11th

Second turbine

12th

second compressor

13th

air supply

14th

compressor outlet

15th

first Charge air train

16th

first Intercooler

17th

Downstream exit

18th

airlink

19th

vent valve

20th

First throttle

21st

suction tube

22nd

First Saugrohrgruppe

23rd

first exhaust gas line

24th

second exhaust gas line

25th

exhaust connection

26th

First Exhaust gas recirculation device

27th

Second Exhaust gas recirculation device

28th

Second throttle

29th

second Charge air train

30th

air supply

31st

second Intercooler

32nd

Second Saugrohrgruppe

33rd

Charge air connection

34th

first Exhaust gas recirculation valve

35th

second Exhaust gas recirculation valve

L ₁

air flow

L ₂

air flow

Claims (20)

Turbo register charging device for an internal combustion engine, having at least two exhaust-gas turbocharging devices, characterized in that at least one of the exhaust-gas turbocharging devices ( 7 . 8th ) has an at least so far adjustable turbine geometry that they no longer make a significant contribution to the cylinder charging of the internal combustion engine ( 2 ). Turbo-register charging device according to claim 1, characterized by a first exhaust-gas turbocharging device ( 7 ) with one of these associated first compressor ( 10 ) and a second exhaust gas turbocharger device ( 8th ) with one of these associated second compressor ( 12 ). Turbo-register charging device according to one or more of the preceding claims, characterized in that the compressors ( 10 . 12 ) substantially similar, in particular identical characteristics, in particular have similar or identical performance. Turbo register charging device according to one or more of the preceding claims, characterized in that the first compressor ( 10 ) a first charge air line ( 15 ) and the second compressor ( 12 ) a second charge air line ( 29 ) is subordinate. Turbo register charging device according to one or more of the preceding claims, characterized in that the first charge air line ( 15 ) of a first cylinder group ( 5 ) of the internal combustion engine ( 2 ) and the second charge air line ( 29 ) a second cylinder group ( 6 ) of the internal combustion engine ( 2 ) assigned. Turbo register charging device according to one or more of the preceding claims, characterized in that the first charge air line ( 15 ) a first throttle valve ( 20 ) and the second charge air line ( 29 ) a second throttle ( 28 ) having. Turbo register charging device according to one or more of the preceding claims, characterized in that the charge air strands ( 15 . 29 ) downstream of the throttle valves ( 20 . 28 ) each in suction tubes ( 21 ), where the first cylinder group ( 5 ) a first intake manifold ( 22 ) and the second cylinder group ( 6 ) a second intake manifold ( 32 ) assigned. Turbo-register charging device according to one or more of the preceding claims, characterized in that the intake manifold groups ( 22 . 32 ) downstream of the throttle valves ( 20 . 28 ) via a charge air connection ( 33 ) are interconnected. Turbo register charging device according to one or more of the preceding claims, characterized in that the downstream side of the first compressor ( 10 ) with the upstream side of the second compressor ( 12 ) via an air connection ( 18 ) connected is. Turbo register charging device according to one or more of the preceding claims, characterized in that the air connection ( 18 ) a vent valve ( 19 ) having. Turbo register charging device according to one or more of the preceding claims, characterized in that the first cylinder group ( 5 ) a first exhaust line ( 23 ) and the second cylinder group ( 6 ) a second exhaust line ( 24 ) having. Turbo register charging device according to one or more of the preceding claims, characterized in that the first exhaust gas turbocharging device ( 7 ) the first exhaust line ( 23 ) and the second exhaust gas turbocharger device ( 8th ) the second exhaust line ( 24 ) assigned. Turbo register charging device according to one or more of the preceding claims, characterized in that the exhaust gas turbocharger devices ( 7 . 8th ) upstream portions of the exhaust lines ( 23 . 24 ) via an exhaust connection ( 25 ) are interconnected. Turbo-register charging device according to one or more of the preceding claims, characterized in that the first exhaust gas line ( 23 ) via a first exhaust gas recirculation device ( 26 ) with the downstream side of the first throttle valve ( 20 ), and the second exhaust line ( 24 ) via a second exhaust gas recirculation device ( 27 ) with the downstream side of the second throttle valve ( 28 ) connected is. Turbo register charging device according to one or more of the preceding claims, characterized in that the first exhaust gas recirculation device ( 26 ) a first exhaust gas recirculation valve ( 34 ) and the second exhaust gas recirculation device ( 27 ) a second exhaust gas recirculation valve ( 35 ) or is. Method for operating a turbo-register charging device for an internal combustion engine, in particular according to one or more of the preceding claims, characterized by the adjustment of at least one exhaust-gas turbocharging device ( 7 . 8th ) such that it no longer provides a significant contribution to cylinder charging. Method according to claim 16, characterized by the adjustment of at least one exhaust gas turbocharger device ( 7 . 8th ) in dependence on at least one operating point / range and / or an operating parameter of the internal combustion engine ( 2 ) and / or turbo-register charging device ( 1 ). Method according to one or more of the preceding claims, characterized in that the first throttle valve ( 20 ) in dependence on at least one operating point / range and / or an operating parameter of the internal combustion engine ( 2 ) and / or turbo-register charging device ( 1 ) is adjusted. Method according to one or more of the preceding claims, characterized in that the adjustment of the first throttle valve ( 20 ) comprises at least the area of full closure and / or full opening. Method according to one or more of the preceding claims, characterized in that as an operating parameter of the adjustment of the first throttle valve ( 20 ) a pressure difference is selected between the upstream region of the first throttle valve ( 20 ) in the first charge air line ( 15 ) and the downstream portion of the first throttle ( 20 ) is determined.