EP1828562A1 - Procede pour faire fonctionner un moteur a combustion interne comprenant un turbocompresseur a gaz d'echappement et une turbine de puissance - Google Patents

Procede pour faire fonctionner un moteur a combustion interne comprenant un turbocompresseur a gaz d'echappement et une turbine de puissance

Info

Publication number
EP1828562A1
EP1828562A1 EP05817998A EP05817998A EP1828562A1 EP 1828562 A1 EP1828562 A1 EP 1828562A1 EP 05817998 A EP05817998 A EP 05817998A EP 05817998 A EP05817998 A EP 05817998A EP 1828562 A1 EP1828562 A1 EP 1828562A1
Authority
EP
European Patent Office
Prior art keywords
exhaust gas
exhaust
turbine
internal combustion
combustion engine
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Withdrawn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
EP05817998A
Other languages
German (de)
English (en)
Inventor
Stefan Arndt
Igor Gruden
Christian Onnen
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Daimler 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 DaimlerChrysler AG, Daimler AG filed Critical DaimlerChrysler AG
Publication of EP1828562A1 publication Critical patent/EP1828562A1/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Withdrawn legal-status Critical Current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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/005—Exhaust driven pumps being combined with an exhaust driven auxiliary apparatus, e.g. a ventilator
    • 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
    • F01N3/023—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 using means for regenerating the filters, e.g. by burning trapped particles
    • 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust 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
    • F01N3/18—Exhaust 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 methods of operation; Control
    • F01N3/20—Exhaust 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 methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0412—Multiple heat exchangers arranged in parallel or in series
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/10—Engines with prolonged expansion in exhaust turbines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F02D9/06—Exhaust brakes
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • 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 for operating an internal combustion engine with an exhaust gas turbocharger and a power turbine and to an internal combustion engine.
  • the publication JP 08240156 A describes a supercharged internal combustion engine which, in addition to the exhaust gas turbocharger, comprises a compound utility turbine in the exhaust gas line, which is coupled to the crankshaft of the engine via a transmission.
  • the compound power turbine makes it possible to exploit the residual energy which the exhaust gas still has after flowing through the exhaust turbine and transmit it as a drive torque to the crankshaft of the engine.
  • the series connection of the exhaust gas turbine and the compound power turbine improves the overall efficiency of the internal combustion engine.
  • the internal combustion engine is equipped with an exhaust gas recirculation device, consisting of a return line which runs between the exhaust line upstream of the exhaust gas turbine and the intake downstream of a charge air cooler arranged there, and an adjustable shut-off valve.
  • the check valve can be opened in the return line, so that exhaust from the Exhaust line flows into the intake and the cylinders of the internal combustion engine is supplied. As a result, a reduction in nitrogen oxide emissions can be achieved.
  • the check valve is closed in the exhaust gas recirculation device, so that the exhaust gas flows through first the exhaust turbine and then the compound power turbine. In this way, the exergy of the exhaust gas can be exploited in the best possible way.
  • the pressure regulating device which is provided for exhaust gas back pressure adjustment between exhaust turbine and turbine, adjusted in the direction of its open position.
  • the exhaust gas back pressure in the line section is reduced downstream of the exhaust gas turbine and increases the pressure gradient across the exhaust gas turbine, so that the exhaust gas turbine can bring more power and the associated compressor in the intake can build a higher boost pressure.
  • the increasing exhaust gas backpressure in the line section between the exhaust gas turbine and the exhaust aftertreatment unit as a result of the clogging exhaust aftertreatment unit can be at least partially compensated by the pressure regulating device that opens, which offers advantages in particular in the event that the pressure regulation device is initially in a partially closed or partially open position starting from this central position, starting as soon as downstream of the exhaust gas turbine, a pressure increase due to the specializedden particulate filter is detected. hereby For example, a desired pressure drop across the exhaust turbine can be maintained despite the clogging filter.
  • control signals are generated as a function of the exhaust back pressure upstream of the exhaust aftertreatment unit, which are used to set the pressure regulating device, which is assigned to the power turbine.
  • the actuating signals cause the pressure regulating device to open, so that at least one partial exhaust gas stream either bypasses the useful turbine into a bypass or an adjustable variable turbine geometry, which is arranged in the turbine inlet cross section of the useful turbine, is displaced in the direction of the open position.
  • the exhaust gas back pressure is reduced downstream of the exhaust gas turbine and increases the pressure ratio across the exhaust gas turbine.
  • the pressure regulating device is designed as a bypass to the power turbine or as a variable turbine geometry for variable adjustment of the effective turbine inlet cross section in the power turbine. With both versions, a pressure regulation is feasible. Both versions can also be combined with each other.
  • the exhaust gas turbine which is part of the exhaust gas turbocharger assigned to the internal combustion engine, is also expediently equipped with a variable turbine geometry, which results in an additional degree of freedom for setting the pressure conditions over the exhaust gas turbine.
  • the variable turbine geometry of the exhaust gas turbine can be adjusted between a stowage position minimizing the effective turbine inlet cross section and a maximum opening position be set with the maximum opening position, especially at high load and speed, whereas the jam position in the lower load and speed range is preferred.
  • the exhaust backpressure upstream of the exhaust gas turbine is increased, so that between the remaining open flow cross sections in the variable turbine geometry high flow velocities are to be achieved, under which the exhaust impinges on the turbine wheel. In this way, even at low loads and speeds a rapid boost pressure build-up can be achieved.
  • variable turbine geometry of the exhaust gas turbine and the variable turbine geometry in engine braking operation comes into consideration.
  • the exhaust gas back pressure upstream of the exhaust gas turbine is increased by a corresponding adjustment of the variable geometries, so that the pistons in the cylinders have to afford against this increased exhaust back pressure.
  • the internal combustion engine 1 shown in the figure - in particular a diesel internal combustion engine, but possibly also a gasoline engine - is designed as a series six-cylinder engine, the cylinder 2 are supplied via a common air collector 3 with combustion air.
  • the exhaust gas of the cylinder 2 is discharged into a common exhaust manifold 5, which is part of the exhaust line 6 and opens into an exhaust pipe of the exhaust line.
  • the air collector 3 is Part of the intake tract 4 and is supplied via an air line of the intake with combustion air.
  • the internal combustion engine 1 is associated with an exhaust gas turbocharger 7, which comprises a compressor 8 in the intake tract 4 and an exhaust gas turbine 9 in the exhaust gas line 6.
  • the exhaust gas turbine 9 is equipped with a variable turbine geometry 10 for variable adjustment of the effective turbine inlet cross section, via which the turbine inlet cross section is to be adjusted between a minimum stowed position and a maximum open position.
  • the variable turbine geometry 10 is designed, for example, as an axially adjustable guide grid or as a fixed guide grid with adjustable guide vanes.
  • the rotational movement of the turbine wheel in the exhaust gas turbine 9 is transmitted via a shaft 11 to the compressor wheel in the compressor 8.
  • a compound power turbine 12 Downstream of the exhaust gas turbine 9, a compound power turbine 12 is arranged in the exhaust line 6, which flows through the exhaust gas and is driven.
  • the compound power turbine 12 is connected via its shaft 14 and a gear 15 to the crankshaft of the engine, so that the drive or braking torque generated in the compound power turbine 12 is transmitted to the crankshaft of the engine.
  • the utility turbine 12, like the exhaust gas turbine, is equipped with a variable turbine geometry 13, via which the effective turbine inlet cross section in the utility turbine 12 is to be adjusted between a minimum stowed position and a maximum open position.
  • This variable turbine geometry 13, for example, can be designed as an axially adjustable guide grid or as a fixed guide grid with adjustable guide vanes.
  • the power turbine 12 is associated with a bypass 16 with a control valve 17 disposed therein.
  • the bypass 16 bridges the power turbine 12, so that when the shut-off valve 17 is open, the entire exhaust gas or at least a large part of the exhaust gas, bypassing the power turbine 12, is conducted via the bypass
  • an exhaust gas aftertreatment unit 18 is arranged in the exhaust line 6, which comprises in particular a soot particle filter.
  • the exhaust aftertreatment unit 18 may also be associated with further purification devices, such as a catalytic converter.
  • the combustion air On the air side, the combustion air is sucked under pressure Px from the compressor 8 and compressed to the increased pressure p 2 , below which the combustion air is fed to the compressor 8 downstream charge air cooler 23. After cooling in the charge air cooler 23, the compressed combustion air flows under the boost pressure p 2 s into the air collector 3 and from there into the cylinders 2 of the internal combustion engine 1.
  • the expelled from the cylinders 2 exhaust gases are passed through the exhaust manifold 5 in the adjoining exhaust pipe of the exhaust line 6 and have in the Abgastechnischs- section between the cylinder outlet and the exhaust turbine 9, the exhaust back pressure p 3 .
  • the exhaust gases of the exhaust gas turbine 9 are supplied and expanded in the exhaust gas turbine 9 to the exhaust gas pressure p 4 , below which the exhaust gases at the entrance of the compound power turbine 12 abut.
  • the exhaust gases to the exhaust gas pressure p 5 below which the exhaust gases of the exhaust gas aftertreatment unit 18 are supplied.
  • the internal combustion engine 1 is also provided with an exhaust gas recirculation device 19, which comprises a recirculation line 20 with an adjustable shut-off valve 21 and an exhaust gas cooler 22 arranged therein.
  • the return line 20 branches off from the exhaust-gas line section upstream of the exhaust-gas turbine 9 and ends in the intake tract 4 between the compressor 8 and the intercooler 23.
  • the internal combustion engine 1 is associated with a control and control unit 24, are generated in the control signals for adjusting and regulating the internal combustion engine 1 and the engine associated with the units.
  • the control signals are generated as a function of state and operating variables that characterize the operating state of the internal combustion engine or the units.
  • variable turbine geometry 10 On the exhaust side four adjustment options for the regulation of the exhaust back pressure are available, namely the check valve 21 in the exhaust gas recirculation device 19, the variable turbine geometry 10, the variable turbine geometry 13 and the control valve 17 in the bypass 16.
  • the check valve 21 in the exhaust gas recirculation device 19 On the exhaust side four adjustment options for the regulation of the exhaust back pressure are available, namely the check valve 21 in the exhaust gas recirculation device 19, the variable turbine geometry 10, the variable turbine geometry 13 and the control valve 17 in the bypass 16.
  • the regulation of the variable Nutzturbinen- geometry 13th and the control valve 17 in the bypass 16 can be at least partially compensated for as a result of an entraining particulate filter increasing exhaust pressure p 4 and p 5 downstream of the exhaust turbine 9 and a concomitant reduction of the pressure gradient across the exhaust gas turbine.
  • the pressure regulating device associated with the useful turbine 12 - ie the variable turbine geometry 13 and / or the bypass 16 the control valve 17 - are adjusted starting from a closed position or a partial opening position in the direction of a larger open position.
  • the exhaust gas pressure p 4 in the line section between the exhaust gas turbine 9 and the utility turbine 12 drops and approaches the exhaust gas pressure p 5 in the line section immediately upstream of the exhaust gas aftertreatment unit 18.
  • the reduction of the exhaust gas pressure p 4 downstream of the exhaust gas turbine can also improve the transient operation of the Internal combustion engine can be exploited in the fired drive mode.
  • acceleration states at low speeds in which there is only a small exhaust back pressure p 3 between the cylinder exits and the turbine inlet in the exhaust turbine 9
  • by lowering the exhaust gas pressure p 4 downstream of the turbine increases the pressure drop across the turbine and thereby a rapid power consumption and a fast boost pressure build-up can be achieved.
  • the embodiment with the power turbine which is associated with a pressure regulating device, offers advantages in operation with the exhaust gas recirculation.
  • a high exhaust gas back pressure p 3 which promotes exhaust gas recirculation, can be set upstream of the exhaust gas turbine 9 at a high pressure drop across the exhaust gas turbine despite a particulate filter in the exhaust gas aftertreatment unit 18 being added.
  • an improvement of the operating behavior can be achieved.
  • Decisive for the level of engine braking power are the pressure conditions at the cylinder inlet and at the cylinder outlet of the internal combustion engine.
  • a high boost pressure generates a correspondingly high pressure level in the cylinders, whereby the pistons in the cylinders have to perform exhaust work against the high exhaust backpressure.
  • the high exhaust gas back pressure is achieved by an adjustment of the variable turbine geometry 10 in the direction of stowed position;
  • the exhaust gas flows through the remaining free flow cross-sections of the variable turbine geometry 10 on the turbine wheel and this puts a driving pulse, whereby the loader is brought to speed or held and compressor side can generate a high boost pressure.
  • the for the loader performance required pressure drop across the exhaust gas turbine is adjusted by means of the pressure regulating device of the power turbine 12, so by adjusting the variable turbine geometry 13 and / or the control valve 17 in the bypass 16.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

La présente invention concerne un procédé pour faire fonctionner un moteur à combustion interne (1) comprenant un turbocompresseur à gaz d'échappement et une turbine de puissance (12), ainsi qu'une unité de post-traitement de gaz d'échappement (18) disposée en aval de la turbine de puissance (12). Selon l'invention, en cas d'augmentation de la pression des gaz d'échappement, un dispositif de régulation de pression (13, 17) est déplacé en direction de sa position d'ouverture, afin de limiter la pression.
EP05817998A 2004-12-24 2005-12-09 Procede pour faire fonctionner un moteur a combustion interne comprenant un turbocompresseur a gaz d'echappement et une turbine de puissance Withdrawn EP1828562A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004062492A DE102004062492A1 (de) 2004-12-24 2004-12-24 Verfahren zum Betrieb einer Brennkraftmaschine mit einem Abgasturbolader und einer Nutzturbine
PCT/EP2005/013202 WO2006072339A1 (fr) 2004-12-24 2005-12-09 Procede pour faire fonctionner un moteur a combustion interne comprenant un turbocompresseur a gaz d'echappement et une turbine de puissance

Publications (1)

Publication Number Publication Date
EP1828562A1 true EP1828562A1 (fr) 2007-09-05

Family

ID=35898081

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05817998A Withdrawn EP1828562A1 (fr) 2004-12-24 2005-12-09 Procede pour faire fonctionner un moteur a combustion interne comprenant un turbocompresseur a gaz d'echappement et une turbine de puissance

Country Status (5)

Country Link
US (1) US20080000226A1 (fr)
EP (1) EP1828562A1 (fr)
JP (1) JP2008525690A (fr)
DE (1) DE102004062492A1 (fr)
WO (1) WO2006072339A1 (fr)

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DE102008064521B4 (de) * 2008-12-18 2021-05-20 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennkraftmaschine mit Abgasturbolader
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US20140331656A1 (en) * 2013-05-10 2014-11-13 Achates Power, Inc. Air Handling Constructions With Turbo-Compounding For Opposed-Piston Engines
US10905943B2 (en) * 2013-06-07 2021-02-02 Sony Interactive Entertainment LLC Systems and methods for reducing hops associated with a head mounted system
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