EP1664502A1 - Dispositif pour comprimer de l'air de combustion - Google Patents

Dispositif pour comprimer de l'air de combustion

Info

Publication number
EP1664502A1
EP1664502A1 EP04738816A EP04738816A EP1664502A1 EP 1664502 A1 EP1664502 A1 EP 1664502A1 EP 04738816 A EP04738816 A EP 04738816A EP 04738816 A EP04738816 A EP 04738816A EP 1664502 A1 EP1664502 A1 EP 1664502A1
Authority
EP
European Patent Office
Prior art keywords
compressor
charge air
connecting means
compressing
air compressor
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Withdrawn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
EP04738816A
Other languages
German (de)
English (en)
Inventor
Michael Baeuerle
Carsten Reisinger
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1664502A1 publication Critical patent/EP1664502A1/fr
Withdrawn legal-status Critical Current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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • 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 device for compressing combustion air, in particular a device for compressing charge air for a motor vehicle internal combustion engine according to the preamble of claim 1.
  • the exhaust gas turbocharger has a turbine which is arranged in the exhaust gas flow of the internal combustion engine and operates a compressor which is arranged in the charge air supply of the internal combustion engine.
  • Electric motor as well as the possibility of generating a high electrical power requirement, which is necessary due to the large moment of inertia of the turbine of an exhaust gas turbocharger.
  • a bypass solution is used, for example, to feed the charge air directly to the exhaust gas turbocharger, bypassing the additional electrical compressor that is then not required.
  • the drive power is limited to a few kW due to the additional electrical system load. This is important in particular when the compressor wheel of an additional electrical compressor starts up, since the start-up time depends mainly on the available drive power and the mass moment of inertia of the rotor to be accelerated
  • the device according to the invention for compressing combustion air in particular for compressing charge air for a motor vehicle internal combustion engine with the features of claim 1, enables reduced electrical energy consumption when accelerating the additional electrical compressor.
  • the configuration of the device according to the invention, in particular the connecting means according to the invention, which make it possible to guide compressed charge air into the compression space of the electric charge air compressor, makes it possible to accelerate the start-up of the additional electrical compressor by means of pre-acceleration to allow the introduced, compressed air. This reduces both the required acceleration energy of the additional electric compressor and its response time until it reaches its maximum speed.
  • the upshifting process during an acceleration phase of the vehicle is generally preceded by a reduction in the boost pressure.
  • a so-called diverter valve has been opened to avoid the so-called “compressor pumping" when gas is removed from the boost pressure area.
  • the charge pressure carrying volume is evacuated to approximately ambient pressure. The pneumatic energy released by this measure was not used.
  • the device according to the invention it is possible to use the pneumatic energy of the charge air system to assist in accelerating the additional electric compressor. Since the upshifting process is usually preceded by a boost pressure reduction via the air recirculation valve during an acceleration phase of the vehicle, the air to be discharged can be used to accelerate the electric charge air compressor for the upcoming acceleration process of the motor vehicle. It is thus possible to realize the rebuilding of the boost pressure, which is important for the acceleration phase of the motor vehicle, with the support of the additional electric compressor much faster.
  • the pneumatic energy contained in the compressed charge air can be used effectively to pre-accelerate the electric auxiliary compressor.
  • the connecting means open into an annular channel of the housing of the electric charge air compressor.
  • the connecting means advantageously open on the low-pressure side of the compression space of the electric charge air compressor. Appropriate openings in the wall of the compressor chamber can achieve that a directed air flow strikes, for example, the compressor blades of the compressor wheel of the electric charge air compressor and thus supports the run-up of the compressor wheel.
  • the annular duct of the compressor, into which the connecting means open, advantageously has a plurality of inlet points for the compressed charge air distributed over its circumference.
  • the inlet points are to be designed in such a way that a jet-like air flow is formed to accelerate the compressor wheel.
  • the connecting means which make it possible to conduct compressed charge air into the compression space of the electric charge air compressor, has a valve which prevents the air from the electric charge air compressor from flowing back towards the second charge air compressor via these connecting means.
  • This valve or the valves can advantageously be designed as an electronically controllable diaphragm valve (s).
  • valve or the valves for preventing backflow can advantageously be integrated directly into the housing of the electric charge air compressor.
  • Figure 1 is a schematic representation of an embodiment of the device according to the invention in a detailed representation.
  • FIG. 1 shows an exemplary embodiment of a device according to the invention for compressing combustion air, in particular for compressing charge air for an automotive internal combustion engine, in a simplified, schematic detailed illustration.
  • the charge air to be compressed is fed to a first compressor 12 via an intake opening 10.
  • This first compressor 12 is an electrically operated, so-called additional compressor 14.
  • the additional electrical compressor 14 essentially consists of a compressor unit 16 and an electrical drive unit 18.
  • the charge air to be compressed is fed to the compressor chamber 22 of the additional electrical compressor 14 via an inlet opening 20.
  • a compressor wheel 24 is arranged in the compressor chamber 22 and is driven by the electric drive unit 18 via a shaft.
  • the charge air to be compressed is in the
  • the additional electrical compressor 14 of the device according to the invention is connected via connecting means 30 to a second charge air compressor 32, which in the exemplary embodiment according to FIG. 1 is designed as an exhaust gas turbocharger 34.
  • the exhaust gas turbocharger 34 has a compressor wheel 38 which is arranged in a compressor space 36 and is driven via a shaft 40 by a turbine 42 which in the exhaust gas stream of an internal combustion engine (not shown) Motor vehicle is arranged. In a known manner, the kinetic energy of the hot exhaust gas stream 44 serves to drive the turbine 42, which in turn can thus accelerate the compressor wheel 38 of the exhaust gas turbocharger 34.
  • the air pre-compressed by the electrical additional compressor 14 is in the
  • Compressor chamber 36 of exhaust-gas turbocharger 34 is further compressed and fed via connecting means 46 to the internal combustion engine (not shown in FIG. 1).
  • These connecting means 46 can also have, for example, a charge air cooler (not shown) or a throttle valve for the charge air flow.
  • a valve 48 which the volume flow of the exhaust gas through a
  • Bypass channel 50 regulates around the drive turbine of the exhaust gas turbocharger 34, the compressor output of the exhaust gas turbocharger can be controlled.
  • This two-stage device for compressing charge air makes it possible to largely avoid the so-called turbocharger hole, which occurs at low engine speeds and thus with a low exhaust gas flow 44.
  • turbocharger hole which occurs at low engine speeds and thus with a low exhaust gas flow 44.
  • the additional electric compressor 14 is turned on to achieve a desired pre-compression of the charge air.
  • This additional electrical compressor makes it possible to compensate for the disadvantage of a delayed and inadequate response behavior of an exhaust gas turbocharger.
  • the electrical auxiliary compressor is therefore only switched on for a short time due to its task and requires the fastest possible response characteristics. This process is typical of acceleration situations and occurs particularly practically with all gear changes (upshifting) of the vehicle. If you look at the switch-on behavior of the additional electric compressor, you can see that especially in the
  • the electric auxiliary compressor must be accelerated to approx. 60,000 rpm with every full load acceleration.
  • a mechanical rotational energy in the range of 400 to 500 watt seconds is absorbed, which must be made available by the electrical on-board system of the motor vehicle.
  • the upshift during one The acceleration phase is usually preceded by a boost pressure reduction via a so-called air recirculation valve. So far, to avoid compressor pumping, for example, when “taking gas off”, the boost pressure in the system has been reduced by opening the so-called diverter valve (dump valve). As a result, the boost pressure-carrying volume is evacuated to approximately ambient pressure used.
  • connecting means 52 are provided, which make it possible to direct already compressed charge air directly into the compression space of the electric charge air compressor, in order to enable the additional electric compressor to start up more quickly by pre-acceleration.
  • the connecting means 52 branch off from the connecting means 46, which connect the exhaust gas turbocharger to the internal combustion engine.
  • the connecting means 52 lead via a valve 54 directly into the compressor chamber 22 of the additional electrical compressor 14.
  • openings 56 can be provided, which target the compressed and branched off via the connecting means 52 charge air lead into the ring channel 26 and then onto the compressor blades of the compressor wheel 24.
  • This nozzle-shaped introduction of the compressed charge air onto the compressor blades of the compressor wheel of the electrical auxiliary compressor enables the auxiliary compressor to be pre-accelerated, which leads to faster startup, that is to say to a shorter response characteristic of the auxiliary compressor.
  • valve 14 integrated and can for example also include one or more valves, which avoids a backflow of the charge air to be compressed via the connecting means 52.
  • care must be taken to ensure that the charge air to be accelerated by the additional electrical compressor is discharged through the outlet opening 28 of the additional compressor and can thus be supplied to the downstream exhaust gas turbocharger 34. On Flow of the charge air compressed by the additional electrical compressor via the connecting means 52 must be prevented.
  • the connecting means 52 comprise a storage volume 58, into which compressed charge air is directed and then can be stored at high pressure.
  • the compressed charge air can then be emitted directly into the compressor chamber of the additional electrical compressor at a desired point in time.
  • the upshifting process during an acceleration phase is usually immediately preceded by a boost pressure reduction via a recirculation valve and then the boost pressure is rebuilt with the support of the additional electrical compressor.
  • the charge pressure reduction can be advantageous by the device according to the invention
  • the pneumatic energy of the charge air system includes even when considering a moderate efficiency to transfer its energy to the electrical
  • the device according to the invention is not limited to the exemplary embodiment shown in FIG. 1.
  • the device according to the invention is not limited to the use of an additional electrical compressor and an exhaust gas turbocharger.

Landscapes

  • 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 dispositif pour comprimer de l'air de combustion, en particulier un dispositif pour comprimer de l'air de suralimentation destiné à un moteur à combustion utilisé dans les véhicules automobiles. Ce dispositif comprend au moins un compresseur d'air de suralimentation (12, 14) électrique, lequel présente au moins une roue de compresseur (24) qui est disposée dans une chambre de compresseur (22) et entraînée par un moteur électrique (18), ainsi qu'au moins un second compresseur d'air de suralimentation (32, 34), monté en série avec ledit compresseur d'air de suralimentation (14) électrique, en particulier un turbocompresseur à gaz d'échappement (34), ces compresseurs d'air étant reliés mutuellement selon la technique des écoulements fluidiques par des moyens de liaison (30). Il est proposé, selon l'invention, que le dispositif comprenne des moyens de liaison (52) qui permettent de conduire de l'air de suralimentation déjà comprimé dans la chambre de compresseur (22) du compresseur d'air de suralimentation (14) électrique.
EP04738816A 2003-09-01 2004-06-30 Dispositif pour comprimer de l'air de combustion Withdrawn EP1664502A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10340142A DE10340142A1 (de) 2003-09-01 2003-09-01 Vorrichtung zur Verdichtung von Verbrennungsluft
PCT/DE2004/001370 WO2005026512A1 (fr) 2003-09-01 2004-06-30 Dispositif pour comprimer de l'air de combustion

Publications (1)

Publication Number Publication Date
EP1664502A1 true EP1664502A1 (fr) 2006-06-07

Family

ID=34223247

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04738816A Withdrawn EP1664502A1 (fr) 2003-09-01 2004-06-30 Dispositif pour comprimer de l'air de combustion

Country Status (5)

Country Link
US (1) US20070000481A1 (fr)
EP (1) EP1664502A1 (fr)
JP (1) JP2006524765A (fr)
DE (1) DE10340142A1 (fr)
WO (1) WO2005026512A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007012667A1 (de) * 2007-03-16 2008-09-18 Bayerische Motoren Werke Aktiengesellschaft Aufladevorrichtung für eine Brennkraftmaschine
DE102009033871A1 (de) 2009-07-17 2010-02-04 Daimler Ag Ansaugtrakt einer Verbrennungskraftmaschine
DE102011018570A1 (de) * 2011-04-26 2012-10-31 Audi Ag Anordnung mit Brennkraftmaschine und Turbolader sowie Verfahren zum Betreiben eines Turboladers
JP6128081B2 (ja) * 2014-09-02 2017-05-17 トヨタ自動車株式会社 内燃機関システム
DE102015216307A1 (de) * 2015-08-26 2017-03-02 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Antriebssystems mit einem Verbrennungsmotor
DE102016224192A1 (de) 2016-12-06 2018-06-07 Robert Bosch Gmbh Verfahren zum Betreiben eines Luftsystems mit elektrischem Verdichter
DE102017207878A1 (de) * 2017-05-10 2018-11-15 Bayerische Motoren Werke Aktiengesellschaft Aufladeeinrichtung für eine Verbrennungskraftmaschine eines Kraftfahrzeugs, sowie Verfahren zum Betreiben einer solchen Aufladeeinrichtung
DE102019205044A1 (de) 2019-04-09 2020-11-05 Volkswagen Aktiengesellschaft Verfahren und Vorrichtungen zum Betreiben einer Verbrennungskraftmaschine mit einem Aufladungssystem

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US4258550A (en) * 1979-06-11 1981-03-31 General Motors Corporation Engine charging system with dual function charge supplying and charge cooling blower
JPS56167813A (en) * 1980-05-28 1981-12-23 Nissan Motor Co Ltd Surge preventing apparatus for turbocharger
JPS60178931A (ja) * 1984-02-24 1985-09-12 Nissan Motor Co Ltd 排気タ−ボチヤ−ジヤの過給圧制御装置
SE502158C2 (sv) * 1993-12-08 1995-09-04 Saab Scania Ab Anordning vid - och förfarande vid start av förbränningsmotor
US5577385A (en) * 1995-09-11 1996-11-26 Kapich; Davorin D. Electropneumatic engine supercharger system
US6029452A (en) * 1995-11-15 2000-02-29 Turbodyne Systems, Inc. Charge air systems for four-cycle internal combustion engines
US5808460A (en) * 1997-09-29 1998-09-15 Texas Instruments Incorporated Rapid power enabling circuit
US6279550B1 (en) * 1996-07-17 2001-08-28 Clyde C. Bryant Internal combustion engine
US6079211A (en) * 1997-08-14 2000-06-27 Turbodyne Systems, Inc. Two-stage supercharging systems for internal combustion engines
DE10023022A1 (de) * 2000-05-11 2001-11-22 Borgwarner Inc Aufgeladene Brennkraftmaschine
DE10113308A1 (de) * 2001-03-20 2002-09-26 Bosch Gmbh Robert Elektrisch betriebener Ladeluft-Verdichter
DE10156839A1 (de) * 2001-11-20 2003-06-12 Schatz Thermo Engineering Verfahren zum Ladungswechsel bei einem Verbrennungsmotor der Kolbenbauart und zur Durchführung des Verfahrens geeignetes Ladungswechselsystem
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Title
See references of WO2005026512A1 *

Also Published As

Publication number Publication date
US20070000481A1 (en) 2007-01-04
DE10340142A1 (de) 2005-03-31
WO2005026512A1 (fr) 2005-03-24
JP2006524765A (ja) 2006-11-02

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