DE102009051030B4 - Intake module for a V-type internal combustion engine with compressor supercharging - Google Patents

Abstract

Intake module for a V-type internal combustion engine with compressor charging, in particular in motor vehicles, which is composed of at least one manifold and several individual lines leading to the cylinder banks of the internal combustion engine, with a mechanically driven charger having rotors integrated into the intake module upstream of the manifold and connected to a is in turn connected upstream suction line, characterized in that a pivotable flow guide flap (52) is arranged in the suction line (32), by means of which an air flow sucked in by the suction module depending on defined suction parameters in a predetermined ratio on the rotors (24) of the Loader (20) is divided.

Description

The invention relates to an intake module for a V-type internal combustion engine with compressor supercharging, in particular for motor vehicles, according to the preamble of claim 1.

In known intake modules short and narrow deflections in the combustion air leading lines are unavoidable by integrated in a single component screw compressor with corresponding drive and transmission elements and structural constraints lines that uneven distribution of air to the opposite cylinder banks of the engine and increased flow resistance at least at different load conditions effect in the intake module.

From the DE 10 2005 017 970 A1 is already a supercharger module for an internal combustion engine with a mechanical supercharger and two the charger downstream intercoolers for cooling the compressed charge air known, the supercharger and the two intercoolers are used in a common housing, the charger and the two intercoolers at least at the bottom and surrounds on two opposite sides. The housing further encloses an air distributor arranged between the supercharger and the intercoolers, wherein the air distributor is arranged above the supercharger and the two intercoolers. Furthermore, the housing comprises a bypass for partial load control, which is also arranged above the loader. The housing itself is made of light metal in the sand casting process. As a result, a total of one supercharger module is to be produced, which is relatively easy to manufacture, without affecting the rigidity or structural strength of the supercharger module as a whole.

Next is from the US 2005/0045139 A1 an intake system for an internal combustion engine, in which an air intake system is attached to a mounting surface of an intake manifold, wherein a plurality of separate intake ports of the intake system to ensure a uniform distribution of the intake air to all parts of the intake manifold. In this case, each of the individual passages on a decreasing cross-sectional area along the flow direction of the intake air in order to increase the speed of the intake air sucked.

And finally is out of the US 7011079 B2 a suction device for an internal combustion engine, in which an air cleaning device for filtering the intake air has an air duct. This air duct is in fluid communication with a flow channel of an intercooler of a supercharger unit, in which case the supercharger intercooler unit is arranged at a lower end of the aircleaner.

The object of the invention is to improve an intake module with structurally simple means such that, inter alia, unequal air distributions are largely avoidable.

This object is achieved by the features of claim 1. Advantageous and particularly expedient developments of the invention are the subject of the dependent claims.

According to the invention, it is proposed to arrange a pivotable flow-guiding flap in the suction line, by means of which a flow of air sucked in by the suction module is divided in a predetermined ratio onto the rotors of the loader as a function of defined suction parameters. Preferably, the Strömungsleitklappe is articulated to a pivot axis and ends in the inflow region of the screw compressor, wherein it, for example, the air flow from a central position out increased deflected to one or the other rotor of the supercharger. With this relatively simple measure, it is possible to largely avoid unequal air distributions within the intake module. Defined load and speed conditions of the engine attributable positions of the flow damper can be determined empirically and thus optimally adapted to the specific design of the intake module, with the better distribution of combustion air advantages in terms of performance, efficiency, fuel consumption, etc. of the internal combustion engine can be achieved in particular in motor vehicles.

If the suction line located upstream of the supercharger has a rotatably mounted throttle valve, it has proven to be particularly advantageous in terms of flow dynamics that the flow guidance flap extends to the throttle flap, for example with a small gap spacing or immediately thereafter, up to the inflow region of the supercharger. Thus, the unevenly distributed by the throttle, in particular in the partial load range of the internal combustion engine, turbulent air flow over the Strömungsleitklappe be homogenized and fed specifically to the inflow region of the supercharger.

This is especially true when the suction line upstream of the supercharger has a curvature, in particular an approximately 90 degree curvature, in which case the flow-guiding flap arranged in the curvature is likewise correspondingly curved. The intake air is thus over the curved Strömungsleitklappe with lower wall friction and evenly Directed air flow to the loader or its inflow directed. Depending on the flow velocities, the variable position of the flow flap also makes it possible to adjust the air distribution to the desired extent.

In particular, the centrally aspirated supercharger can convey the intake air via an axially opposite outlet upwards and around both rotors and through integrated charge air cooler to two outlet channels opening into the collecting tube, wherein in the one flow path from the outlet of the intake air from the loader and / or order the one rotor around a bypass line is integrated with a bypass valve, which redirects the compressed intake air back into the inflow of the loader when the bypass flap is open. Even with this structurally favorable design, the changed flow conditions in the inflow region of the supercharger can advantageously be taken into account by the pivotable flow flap, so that unequal air distributions to the cylinder banks of the internal combustion engine can be compensated.

The pivotable Strömungsleitklappe may be adjustable in an advantageous development of the invention depending on operating parameters of the internal combustion engine such as load, speed, boost pressure, etc. in several, at least in three positions. The adjustment can be done by means of an electric servomotor, which is connected in accordance with the electronic engine management of the internal combustion engine.

The three positions of the Strömungsleitklappe can thereby preferably a 50: 50% basic or middle position and a position with a one-sided air distribution of 70 to 90% to 30 to 10%, most preferably from 80: 20%, in both directions from the center position be out.

Finally, depending on the position of the bypass flap in the bypass line, the flow-guiding flap can also be adjustable in order to compensate or even compensate for bypass flows in the inflow area of the loader.

The mechanically driven supercharger may be formed by a screw compressor or a screw compressor.

An embodiment of the invention is explained in more detail below with reference to the accompanying drawings. Show it:

1 roughly schematically a plan view of an intake module of a V-type internal combustion engine with a manifold, several leading to the cylinder banks individual lines and arranged above, integrated screw compressor with intercoolers, as well as arranged in the intake and in the inflow of the screw compressor, swiveling Strömungsleitklappe, and

2 in raumbildlicher view integrated in the intake screw compressor with bypass line and bypass valve and leading to the manifold flow channels, the better overview because of the Strömungsleitklappe according to 1 not shown.

The 1 shows a highly abstracted top view of a suction module 10 for a six-cylinder V-engine with two cylinder banks 12 . 14 to which the intake module 10 via cast-in single lines 16 connected.

The single lines 16 branches from a central manifold 18 from; it may optionally be provided two manifolds, in which the individual lines 16 to one or the other cylinder bank 12 . 14 lead.

Above the said lines 16 . 18 is in the intake module 10 a screw compressor 20 grown or integrated, consisting essentially of two in an inner housing 22 (compare also 2 ) rotatably mounted rotors 24 , two synchronizing their spur gears 26 and a drive wheel 28 composed. That's the one rotor 24 driving drive wheel 28 is connected to a belt drive of the internal combustion engine (not shown) and drives depending on the speed of the internal combustion engine, the screw compressor 20 at.

The screw compressor 20 sucks in at a central inflow area 30 Combustion air via a 90 ° curved intake pipe 32 and promote them (compare also 2 , the flow arrows shown) via an axially opposite discharge opening 34 upwards in an air duct 36 that between the inner housing 22 and an outer housing 38 is trained.

From the air duct 36 The now compressed combustion air flows on both sides around the inner housing 22 of the screw compressor 20 around and laterally down in two into the manifold 18 (in 2 not shown) outflow openings 40 , In the 2 is only the one outflow 40 can be seen, the other outflow 40 is arranged in mirror image.

In the air duct 36 are on both sides of the screw compressor 20 Intercooler 42 used, which are connected in a manner not shown with the cooling fluid system of the internal combustion engine and cool the compressed combustion air.

Furthermore, between the inner housing 22 and the outer housing 38 of the intake module 10 a bypass channel 44 with an integrated bypass flap 46 integrated. The bypass channel 44 connects with opened bypass flap 46 the air duct 36 with the inflow area 30 upstream of the screw compressor 20 , The bypass flap 46 depends among other things on the downstream of the screw compressor 20 controlled charge pressure.

In the intake pipe 32 is before the curvature portion of a load of the internal combustion engine controlling throttle 48 provided by an electric servomotor 50 is pressed. The servomotor 50 is driven in a known manner by an electronic engine control unit (not shown).

Downstream of the throttle 48 and at a slight distance therefrom is one here corresponding to the bend portion of the intake pipe 32 adapted, curved flow baffle 52 provided, on the one hand to a rotation axis 54 hinged and the other hand, near the inflow 30 of the screw compressor 20 ends. The rotation axis 54 is by means of another electric servomotor (not shown) adjustable in three predetermined positions, which in the 1 is indicated by the dashed lines, wherein the one position, which is shown by a solid line, represents the middle position, in which the inflow 30 of the screw compressor 20 is divided into two approximately cross-sectional areas.

The two dashed lines cover the inflow area 30 each with an air distribution of, for example, 70%: 30% to one or the other rotor 24 of the screw compressor 20 from. In full-load operation results in a 50:50 air distribution, that is, a middle or home position of the Strömungsleitklappe a number of advantages over the entire relevant speed range from 800 revolutions per minute to 6,500 revolutions per minute, namely in fuel consumption, exhaust emissions , in the pressure distribution in the intake bend, in the temperature distribution both in front of the intercooler and after the intercooler in the integrated supercharger module. Furthermore, there is a reduction in the drive line of the charger as well as an increase in efficiency in both the loader and the engine.

In a 70:30 distribution, where more air is directed to the cylinder bank, there are advantages in full load operation in acceleration and in overrun operation, namely in the temperature distribution of both pre-charge air cooler and intercooler. Furthermore, there were advantages in terms of the temperature distribution before compressor entry in the integrated compressor module, in particular when opening the control valve, as well as a better response.

With a 30:70 air distribution and more air on the side of the cylinder bank 14 In full-load operation, the main advantages were lower-speed benefits, which were particularly evident in lower fuel consumption.

In part-load operation at approx. 2,000 revolutions per minute, all three positions of the flow control flap 52 Advantages in terms of fuel consumption, exhaust emissions, pressure distribution in the intake manifold, temperature distribution before intercooler and after intercooler in the integrated compressor module, lowering the drive power of the compressor and efficiency increase both in the compressor and the engine, although the 70:30 Strömungsleitklappenstellung something stands out, with the more Air to the cylinder bank 12 is encouraged.

The same applies to the partial load operating point of 5,000 revolutions per minute, whereby the 50:50 center position stands out somewhat in all three positions.

The flow baffle 52 is electromotively in the said three positions depending on operating parameters of the internal combustion engine such as speed, load (throttle position), boost pressure or position of the bypass valve 46 , Temperature, etc. are controlled so that optimum air distribution to the individual cylinders or to the two cylinder banks 12 . 14 the internal combustion engine is controllable.

The invention is not limited to the illustrated embodiment. So the suction line 32 be executed without a curved portion, in which case the Strömungsleitklappe 52 is designed according to rectilinear.

Instead of three adjustable positions of the Strömungsleitklappe can also be provided stepless adjustment or adjustment in more or less than three positions.

Claims (11)

Intake module for a V-type internal combustion engine with compressor supercharging, in particular in motor vehicles, which is composed of at least one manifold and several leading to the cylinder banks of the engine individual lines, wherein in the intake module upstream of the manifold a rotors exhibiting, mechanical driven charger is connected, which is connected to a turn upstream suction line, characterized in that in the intake ( 32 ) a pivotable flow baffle ( 52 ) is arranged, by means of which a sucked from the suction air flow in dependence on defined intake parameters in a predetermined ratio to the rotors ( 24 ) of the loader ( 20 ) is divided. Intake module according to claim 1, characterized in that the Strömungsleitklappe ( 52 ) on a pivot axis ( 54 ) is pivotally mounted and in the inflow ( 30 ) of the loader ( 20 ) ends. Intake module according to claim 1 or 2, characterized in that the upstream of the loader ( 20 ) lying intake line ( 32 ) a rotatably mounted throttle valve ( 48 ) and that the flow guide flap ( 52 ) to the throttle valve ( 48 ), preferably with a gap spacing thereafter, up to the inflow region ( 30 ) of the loader ( 20 ). Intake module according to one of claims 1 to 3, characterized in that the upstream of the loader ( 20 ) lying intake line ( 32 ) has a curvature, in particular an approximately 90 degree curvature, and that the flow-guiding flap arranged in the curvature (FIG. 52 ) is also executed correspondingly curved. Intake module according to one of claims 1 to 4, characterized in that the centrally aspirating loader ( 20 ) the combustion air via an axially opposite outflow opening ( 34 ) up and around the rotors ( 24 ) and integrated intercoolers ( 42 ) through to two in the manifold ( 18 ) outflow openings ( 40 ) promotes. Intake module according to claim 5, characterized in that one of the outflow opening ( 34 ) of the combustion air from the loader ( 20 ) outgoing air duct a bypass line ( 44 ) with a bypass valve ( 46 ), which opens when the bypass flap ( 46 ) the compressed combustion air back into the inflow ( 30 ) of the loader ( 20 ). Intake module according to one of claims 1 to 6, characterized in that the pivotable Strömungsleitklappe ( 52 ) as a function of at least one operating parameter of the internal combustion engine, in particular as a function of load and / or speed and / or boost pressure and / or temperature, in a plurality of different, preferably adjustable in at least three positions. An intake module according to claim 7, characterized in that the plurality of positions of the flow guide flap a 50:50 air distribution to the rotors ( 24 ) include basic and / or middle position. Intake module according to claim 8, characterized in that additionally positions of the flow guide flap ( 52 ), the air distribution to the rotors ( 24 ) in the ratio of 70 to 90% to 30 to 10%. Intake module according to one of claims 1 to 9, characterized in that the Strömungsleitklappe ( 52 ) depending on the position of the bypass flap ( 46 ) in the bypass channel ( 44 ) is adjusted. Intake module according to one of the claims 1 to 10, characterized in that the loader ( 20 ) is formed by a screw compressor or a screw compressor.

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