DE102012219432A1 - Motor car, has combustion engine whose workspace is filled with compressed gas that is restored from compressed gas tank, and auxiliary unit fixed with compressed gas tank and operating bypass flap - Google Patents

Motor car, has combustion engine whose workspace is filled with compressed gas that is restored from compressed gas tank, and auxiliary unit fixed with compressed gas tank and operating bypass flap Download PDF

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Publication number
DE102012219432A1
DE102012219432A1 DE201210219432 DE102012219432A DE102012219432A1 DE 102012219432 A1 DE102012219432 A1 DE 102012219432A1 DE 201210219432 DE201210219432 DE 201210219432 DE 102012219432 A DE102012219432 A DE 102012219432A DE 102012219432 A1 DE102012219432 A1 DE 102012219432A1
Authority
DE
Germany
Prior art keywords
compressed gas
gas tank
combustion engine
motor vehicle
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.)
Withdrawn
Application number
DE201210219432
Other languages
German (de)
Inventor
Hermann Sebastian Rottengruber
Christian Dönitz
Jens Adrian Röth
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke 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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Priority to DE201210219432 priority Critical patent/DE102012219432A1/en
Publication of DE102012219432A1 publication Critical patent/DE102012219432A1/en
Withdrawn legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/46Vacuum systems
    • B60T13/52Vacuum systems indirect, i.e. vacuum booster units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01LCYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/04Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for starting by means of fluid pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B21/00Engines characterised by air-storage chambers
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • B60K2006/123Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator for driving pneumatic motors
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30Arrangements for supply of additional air
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D9/00Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • Y02A50/2322
    • Y02T10/146
    • Y02T10/6208

Abstract

Motor vehicle with an internal combustion engine with a compressed gas tank, which is filled from at least one working space of the internal combustion engine with compressed gas, wherein the compressed gas from the compressed gas tank in the at least one working space is traceable, wherein an accessory of the motor vehicle with the compressed gas from the compressed gas tank can be acted upon ,
The inventive design of the motor vehicle can advantageously account for a vacuum pump for an accessory.

Description

  • The invention relates to a motor vehicle having an internal combustion engine with a compressed gas tank having the features of the preamble of patent claim 1.
  • From the PCT patent application with the International Publication Number WO 2009/036992 A1 and the PCT patent application with international publication number WO 2011/015336 A1 In each case, a reciprocating internal combustion engine is known in which at least one cylinder, but preferably all cylinders are connected via a valve directly to a compressed air reservoir. These charging valves can be controlled such that they can be opened during (preferably towards the end) a compression phase of the respective cylinder or during a coasting phase of the motor vehicle and thus can fill the pressure tank. With the help of the stored gas, it is now possible by feeding back the compressed air into the cylinder, for example to bridge a so-called "turbo lag" or to "boost" the reciprocating internal combustion engine during a drive, ie more spontaneously more force via the pistons to the crankshaft transfer or to obtain a jump start or support.
  • Next is from the translation of the European patent specification DE 60 2005 002 267 T2 , from which the present invention proceeds, a method for operating an internal combustion engine known. The internal combustion engine has a cylinder with a piston reciprocating in the cylinder. Further, the cylinder has first and second inlet ports for drawing gas from an ambient air source, with first and second inlet valves respectively disposed between a respective inlet port and the cylinder, with a check valve provided in the second of the inlet port in FIG is arranged at a distance from the second inlet valve and is oriented so that the gas flows only to the cylinder. Furthermore, the internal combustion engine has an adjustable valve actuation system for controlling the opening and closing of at least the second inlet valve.
  • The proposed method is characterized in that in at least one mode of operation of the internal combustion engine, the second intake valve is opened and closed when the cylinder is completely shut off from the ambient air so as to allow gas transfer between the cylinder and a sub-chamber temporarily from a part the second inlet port is formed, which is between the second inlet valve and the check valve, wherein the second inlet valve is opened at a time when the pressure in the auxiliary chamber is greater than the ambient air pressure, so that no gas can flow through the check valve.
  • The thus stored compressed air can then be used later in the hybrid engine in several ways, for. As for starting and restarting the engine in the start-stop operation, to increase the performance of the internal combustion engine by a rapid impact of compressed air into the cylinder during acceleration to shorten the conditional by the exhaust gas turbocharger response time (turbo lag) Injection of secondary air into the exhaust system of the internal combustion engine for rapid achievement of the operating temperature of the catalyst and regeneration of a particulate trap and for driving the internal combustion engine under certain driving conditions at a constant speed.
  • Although the hitherto known prior art has no fundamental disadvantage, the object of the invention is to utilize the compressed gas in the compressed gas tank for further tasks in order to save fuel or to reduce CO 2 emissions.
  • This object is achieved by the feature in the characterizing part of patent claim 1. By using the compressed gas tank according to the invention, for example, a vacuum pump can be dispensed with.
  • Preferably, the ancillaries according to claims 2, 3 and 5, a brake booster or an actuator for actuating a flap or a steering assistance.
  • The flap is preferably provided according to claim 4 for an exhaust system or for example for a bypass valve in an exhaust gas turbocharger.
  • Due to the embodiment of the invention, for example, a brake booster in its design can be made smaller, since a higher pressure level, usually 6 to 12 bar, applied, as in the use of a vacuum pump. In addition, an actuator for a steering assistance or for operating a flap can be reduced. These advantages lead to the discharge of the electrical system of the motor vehicle, which saves fuel and CO 2 emissions are reduced.
  • Another advantage of the invention results from the fact that it will also be important in future emission guidelines which emissions the motor vehicle causes outside the operating points of the new European driving cycle (NEDC), ie even at maximum power output of the internal combustion engine. There is currently for reasons of component protection usually enriched (combustion with a fuel surplus, λ <1), which has a poor emissions balance in the case of high performance result. With additionally introduced air into the exhaust system, the lambda can be corrected to 1 again by subsequent reactions and thus the emission regulations can be adhered to. This can lead to the catalyst becoming too hot, especially in catalyst systems close to the engine. The already known air injection into the exhaust system can therefore be used when the catalyst is far enough away from the internal combustion engine. The heating of the catalyst during the starting phase could then take place electrically, for example, in contrast to the prior art.
  • The invention thus relates to a motor vehicle having an internal combustion engine with a compressed gas tank which can be filled with compressed gas from at least one working chamber of the internal combustion engine, wherein the compressed gas from the compressed gas tank can be returned to the at least one working chamber. According to the invention, the motor vehicle is characterized in that an accessory of the motor vehicle with the compressed gas from the compressed gas tank can be acted upon.
  • In a first embodiment variant, the auxiliary unit is a brake booster. In a further embodiment, the auxiliary unit is an actuating element for actuating a flap, in particular an exhaust flap or a flap for an exhaust gas turbocharger. In a further embodiment, the accessory may also be a steering assistance.
  • Due to the higher pressure levels in the compressed gas tank, which is usually between 6 and 12 bar, the actuators or ancillaries can be made significantly smaller. Thus, in comparison with the prior art, for example, a vacuum pump can advantageously be dispensed with. In addition, due to the higher pressure levels, the reduction of the brake booster and the reduction of a steering assistance. The inventive design is relieved by the elimination of an electric vacuum pump, the electrical system of the motor vehicle. This leads advantageously to the saving of fuel or to lower CO 2 emissions.
  • Another advantage of the invention results from the fact that in future emission guidelines it will also depend on which emissions the motor vehicle causes outside the operating points of the new European driving cycle (NEDC), thus also at maximum power output of the internal combustion engine. There is currently for reasons of component protection usually enriched (fuel surplus, λ <1), which has a poor emissions balance in the case of high performance result. With additionally introduced air into the exhaust gas system, the lambda can be corrected to 1 again by means of post-reactions and thus the emission regulations can be adhered to. This can lead to the catalyst becoming too hot, especially in catalyst systems close to the engine. The already known air injection into the exhaust gas line can therefore be used when the catalyst is far enough away from the internal combustion engine. The heating of the catalyst during the starting phase could then take place electrically, for example, in contrast to the prior art.
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • WO 2009/036992 A1 [0002]
    • WO 2011/015336 A1 [0002]
    • DE 602005002267 T2 [0003]

Claims (5)

  1. Motor vehicle with an internal combustion engine with a compressed gas tank, which is filled from at least one working space of the internal combustion engine with compressed gas, wherein the compressed gas from the compressed gas tank in the at least one working space is traceable, characterized in that an accessory of the motor vehicle with the compressed gas from the Pressurized gas tank can be acted upon.
  2. Motor vehicle according to claim 1, characterized in that the auxiliary unit is a brake booster.
  3. Motor vehicle according to claim 1, characterized in that the accessory is an actuating element for actuating a flap.
  4. Motor vehicle according to claim 3, characterized in that the flap is provided for an exhaust system or an exhaust gas turbocharger.
  5. Motor vehicle according to claim 1, characterized in that the accessory is a steering assistance.
DE201210219432 2012-10-24 2012-10-24 Motor car, has combustion engine whose workspace is filled with compressed gas that is restored from compressed gas tank, and auxiliary unit fixed with compressed gas tank and operating bypass flap Withdrawn DE102012219432A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE201210219432 DE102012219432A1 (en) 2012-10-24 2012-10-24 Motor car, has combustion engine whose workspace is filled with compressed gas that is restored from compressed gas tank, and auxiliary unit fixed with compressed gas tank and operating bypass flap

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201210219432 DE102012219432A1 (en) 2012-10-24 2012-10-24 Motor car, has combustion engine whose workspace is filled with compressed gas that is restored from compressed gas tank, and auxiliary unit fixed with compressed gas tank and operating bypass flap

Publications (1)

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DE102012219432A1 true DE102012219432A1 (en) 2014-04-24

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DE201210219432 Withdrawn DE102012219432A1 (en) 2012-10-24 2012-10-24 Motor car, has combustion engine whose workspace is filled with compressed gas that is restored from compressed gas tank, and auxiliary unit fixed with compressed gas tank and operating bypass flap

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2848438A1 (en) * 2013-08-12 2015-03-18 Bayerische Motoren Werke Aktiengesellschaft Air suspension device for a vehicle with a combustion engine
FR3023817A1 (en) * 2014-07-17 2016-01-22 Chassis Brakes Int Bv Braking system for hydraulic hybrid vehicle

Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4467758A (en) * 1982-10-22 1984-08-28 Toyota Jidosha Kabushiki Kaisha Split engine
US5695430A (en) * 1994-09-21 1997-12-09 Moyer; David F. Hybrid internal combustion engine
US6363723B1 (en) * 1996-10-07 2002-04-02 Guy Nègre Method and device for reacclerating a vehicle equipped with high-pressure air compressors
FR2831609A1 (en) * 2001-10-31 2003-05-02 Peugeot Citroen Automobiles Sa Motor vehicle power system with i.c. engine has pressurised gas accumulator connected to engine exhaust
DE10221269A1 (en) * 2002-05-14 2003-11-27 Antoni Slawomir Stys Device on brake system of IC engines to recover secondary energy during braking process, store it in accumulator, and use compressed air energy as vehicle fuel
GB2400138A (en) * 2003-04-01 2004-10-06 Visteon Global Tech Inc Cooling an i.c. engine turbocharger using an electrically driven supercharger
GB2403772A (en) * 2003-03-12 2005-01-12 Thomas Tsoi Hei Ma Regenerative air hybrid engine comprising an internal combustion engine connected to a compressed air storage tank via shut-off valves
US20050182553A1 (en) * 2004-02-17 2005-08-18 Miller Kenneth C. Dynamically reconfigurable internal combustion engine
WO2007058524A1 (en) * 2005-11-18 2007-05-24 De Gooijer Autotechniek B.V. Internal combustion engine, vehicle and a method of operating them
DE602005002267T2 (en) 2004-05-21 2008-05-29 Brunel University, Uxbridge Method for operating an internal combustion engine
WO2009036992A1 (en) 2007-09-22 2009-03-26 Eth Zurich Pneumatic hybrid internal combustion engine on the basis of fixed camshafts
WO2011015336A1 (en) 2009-08-03 2011-02-10 Eth Zurich Turbocharged reciprocating piston engine having a connected pressure tank for bridging turbo lag, and method for operating said engine
US7958871B2 (en) * 2004-12-03 2011-06-14 Koenigsegg Automotive Ab Combustion air supply arrangement
WO2012164177A1 (en) * 2011-05-27 2012-12-06 Peugeot Citroen Automobiles Sa Hybrid pneumatic-combustion engine

Patent Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4467758A (en) * 1982-10-22 1984-08-28 Toyota Jidosha Kabushiki Kaisha Split engine
US5695430A (en) * 1994-09-21 1997-12-09 Moyer; David F. Hybrid internal combustion engine
US6363723B1 (en) * 1996-10-07 2002-04-02 Guy Nègre Method and device for reacclerating a vehicle equipped with high-pressure air compressors
FR2831609A1 (en) * 2001-10-31 2003-05-02 Peugeot Citroen Automobiles Sa Motor vehicle power system with i.c. engine has pressurised gas accumulator connected to engine exhaust
DE10221269A1 (en) * 2002-05-14 2003-11-27 Antoni Slawomir Stys Device on brake system of IC engines to recover secondary energy during braking process, store it in accumulator, and use compressed air energy as vehicle fuel
GB2403772A (en) * 2003-03-12 2005-01-12 Thomas Tsoi Hei Ma Regenerative air hybrid engine comprising an internal combustion engine connected to a compressed air storage tank via shut-off valves
GB2400138A (en) * 2003-04-01 2004-10-06 Visteon Global Tech Inc Cooling an i.c. engine turbocharger using an electrically driven supercharger
US20050182553A1 (en) * 2004-02-17 2005-08-18 Miller Kenneth C. Dynamically reconfigurable internal combustion engine
DE602005002267T2 (en) 2004-05-21 2008-05-29 Brunel University, Uxbridge Method for operating an internal combustion engine
US7958871B2 (en) * 2004-12-03 2011-06-14 Koenigsegg Automotive Ab Combustion air supply arrangement
WO2007058524A1 (en) * 2005-11-18 2007-05-24 De Gooijer Autotechniek B.V. Internal combustion engine, vehicle and a method of operating them
WO2009036992A1 (en) 2007-09-22 2009-03-26 Eth Zurich Pneumatic hybrid internal combustion engine on the basis of fixed camshafts
WO2011015336A1 (en) 2009-08-03 2011-02-10 Eth Zurich Turbocharged reciprocating piston engine having a connected pressure tank for bridging turbo lag, and method for operating said engine
WO2012164177A1 (en) * 2011-05-27 2012-12-06 Peugeot Citroen Automobiles Sa Hybrid pneumatic-combustion engine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2848438A1 (en) * 2013-08-12 2015-03-18 Bayerische Motoren Werke Aktiengesellschaft Air suspension device for a vehicle with a combustion engine
FR3023817A1 (en) * 2014-07-17 2016-01-22 Chassis Brakes Int Bv Braking system for hydraulic hybrid vehicle

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