EP2324226A1 - Système de moteur à collecteur d échappement intégré - Google Patents

Système de moteur à collecteur d échappement intégré

Info

Publication number
EP2324226A1
EP2324226A1 EP09781513A EP09781513A EP2324226A1 EP 2324226 A1 EP2324226 A1 EP 2324226A1 EP 09781513 A EP09781513 A EP 09781513A EP 09781513 A EP09781513 A EP 09781513A EP 2324226 A1 EP2324226 A1 EP 2324226A1
Authority
EP
European Patent Office
Prior art keywords
exhaust
exhaust gas
cylinder head
paths
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Withdrawn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
EP09781513A
Other languages
German (de)
English (en)
Inventor
Kai Kuhlbach
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Publication of EP2324226A1 publication Critical patent/EP2324226A1/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Withdrawn legal-status Critical Current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
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/243—Cylinder heads and inlet or exhaust manifolds integrally cast together
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/105—Other arrangements or adaptations of exhaust conduits of exhaust manifolds having the form of a chamber directly connected to the cylinder head, e.g. without having tubes connected between cylinder head and chamber
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/40—Cylinder heads having cooling means for liquid cooling cylinder heads with means for directing, guiding, or distributing liquid stream 
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4264—Shape or arrangement of intake or exhaust channels in cylinder heads of exhaust channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater

Definitions

  • the invention relates to a motor assembly according to the preamble of claim 1 and internal combustion engines according to the preambles of claims 12 and 13th
  • the European Commission has planned for the period 2012 C ⁇ 2 emission targets of 130g / km for the car fleet consumption. Compliance with these future limits is a major consideration for the planning of the drive portfolio of vehicle manufacturers.
  • the increased use of the charged area in these concepts requires special attention to avoidance of fuel enrichment for component protection and to ensure good dynamic response.
  • An avoidance of fuel enrichment can be avoided within certain limits by the use of particularly temperature-resistant materials, but this leads to increased production costs.
  • the provision of the required heating power in highly efficient small engines is becoming increasingly difficult.
  • the invention has for its object to improve an engine arrangement of the type mentioned or internal combustion engines to the effect that even in the charged area can be dispensed with fuel enrichment for component protection and / or the use of less temperature-resistant materials in the exhaust path is made possible, at the same time the Anspringveradosen an exhaust treatment system to be improved.
  • an exhaust manifold integrated in the cylinder head is not only particularly compact and material-saving. Rather, can be sufficiently efficient design of the liquid cooling in the cylinder head, the exhaust cool so effectively that the exhaust gas temperature on Output of the cylinder head is limited under all engine operating conditions to a maximum value, which is well below the maximum occurring exhaust gas temperatures in comparable internal combustion engines with conventional exhaust manifolds.
  • materials with lower temperature resistance can be used for the further exhaust system, in particular for the turbine and the turbine housing of a turbocharger adjoining the exhaust manifold, and / or artificial carbon dioxide temperature decreases due to mixture enrichment can otherwise be dispensed with.
  • vehicle specific group specific can either reduce the production costs or improve the consumption values or achieve an advantage with respect to both aspects.
  • the response to transient load changes is improved by the shortest possible exhaust gas paths up to a turbocharger.
  • a high area proportion of the exhaust gas paths is thus liquid-cooled from the valve seat of the exhaust valves.
  • the ratio of the total area of the inner walls of the liquid-cooled exhaust gas passages in the cylinder head, measured from the outlet openings to the outlet of the total exhaust gas line from the cylinder head, based on the sum of the inner walls of the exhaust gas paths, measured from the Auslönöffnun- up to a Reference element of the first exhaust gas flow-through device outside the cylinder head more than 50%, preferably more than 65%, more preferably more than 80% and most preferably more than 85%.
  • the first device through which the exhaust gas flows is preferably an exhaust-gas turbocharger, the reference element for determining the surface portions being the starting region of a spiral housing or a screw of the turbine of the turbocharger.
  • an exhaust gas turbocharger is proposed in the context of the present invention not only for diesel engines, but especially for gasoline engines.
  • This exhaust gas turbocharger is usually followed by an exhaust gas treatment device (catalytic converter, NOx catalyst, etc.).
  • the first device through which the exhaust gas flows may also be an exhaust gas purification device, the reference element then being the engine-side start of an exhaust gas purification substrate.
  • the Abgastageabbowkapaztician the liquid cooling in the cylinder head is dimensioned such that under all engine operating conditions, a limitation of the temperature of the exhaust gas at the outlet of the entire exhaust gas line the cylinder head can be achieved to a predetermined temperature value, so that downstream of the exhaust system downstream facilities must be less resistant to temperature and / or lack of Gemischanfettungen for exhaust gas temperature reduction in high load ranges, the sum of the surface of the liquid-cooled inner walls of the exhaust paths is dimensioned so small in that rapid starting of an exhaust gas treatment arrangement during cold starting of the internal combustion engine is preferably achieved without additional fuel-consuming measures for improving the light-off behavior.
  • the liquid cooling of the exhaust passages in the cylinder head is preferably further designed such that the temperature of the walls of the exhaust passages in the cylinder head under stationary full load conditions a limit of 250 0 C, preferably 180 0 C, does not exceed this limit without the need for a mixture enrichment to comply with this limit.
  • coolant passages are preferably provided in the cylinder head, which preferably surround the entire exhaust line between the collection point and the outlet of the entire exhaust line from the cylinder head preferably fully.
  • a supplementary liquid cooling can be provided in the exhaust paths outside the cylinder head.
  • the entire exhaust gas line between its exit from the cylinder head to the reference element of the first device through which exhaust gas flows may be completely or partially liquid-cooled.
  • the first device through which the exhaust gas flows-in particular a turbocharger-can also be designed to be completely or partially liquid-cooled.
  • an exhaust gas treatment arrangement is preferably arranged as directly behind the turbocharger as possible.
  • the exhaust manifold geometry is configured such that the total area of the inner walls of the liquid-cooled exhaust gas passages in the cylinder head in a four-cylinder gasoline engine with two exhaust ports per cylinder and a rated power of at least 100 kW with a mean diameter of the exhaust paths in the range of 25 to 30 mm less than 70,000 mm 2 , preferably less than 60,000 mm 2 , wherein simulations have shown that a possible optimum is in the range of about 50,000 mm 2 .
  • these values also depend on the channel diameter, and it has been found that a smaller channel diameter leads to greater heat dissipation.
  • the following approximate dependence with respect to the channel diameter D applies:
  • the liquid cooling of the exhaust paths in the cylinder head is preferably designed such that under stationary full load conditions, the exhaust gas temperature at the outlet of the cylinder head a predetermined limit of 1050 0 C, 970 0 C or 850 0 C, without the need for a mixture enrichment to meet this limit.
  • a predetermined limit of 1050 0 C, 970 0 C or 850 0 C without the need for a mixture enrichment to meet this limit.
  • Characteristic of the exhaust gas cooling in the context of the present invention is that in the higher load ranges a higher proportion of the combustion energy based on the mechanical power is dissipated in the cooling water than in known Abgaskrümmereueren.
  • the liquid cooling of the exhaust gas paths is designed such that in stationary partial and full load operation of the internal combustion engine above 80% of rated power and above a speed of 4400 min "1 at stoichiometric mixture, the ratio between the total output of the engine in the coolant heat output in Relative to the delivered mechanical power is not less than 50%, particularly preferably not less than 55% This has the additional advantage that a rapid warming up of the engine block (friction reduction) and efficient heating of the passenger compartment are made possible.
  • FIG. 2 shows a flow chart of the optimization process for a motor arrangement according to the invention
  • Fig. 3a, b show a flow velocity distribution of the coolant in a standard cylinder head (Fig. 3a) in comparison with an inventive cylinder head (Fig. 3b) at an engine speed of 5500 min "1 and completely open coolant thermostat;
  • Figure 4 shows a temperature distribution of the cylinder head according to the invention at an engine speed of 5500 min "1 , full load and fully open coolant thermostat.
  • FIG. 7a, b show a comparison of an exhaust manifold according to the prior art (FIG. 7a) in comparison to an integrated exhaust manifold according to the invention (FIG. 7b).
  • Fig. 8a, b are schematic diagrams with a comparison of Abgaswege- surfaces or equivalent Abgasweg-lengths to the turbine of the turbocharger in an equivalent exhaust pipe with a
  • FIG. 9 shows a diagram with a comparison of the exhaust gas temperature upstream of the turbine of the turbocharger in a known exhaust manifold and an integrated exhaust manifold according to the invention according to FIG.
  • FIG. 11 a, b is a diagram comparing the energy balances of an internal combustion engine according to the prior art (FIG. 11 a) in comparison with FIG an inventively designed internal combustion engine (Figure 11 b) in the partial load range;
  • FIG. 13 shows a diagram with a comparison of the response behavior with a transient load change of 1 bar BMEP at 1500 min -1 ;
  • FIG. 14 is a perspective view of a cylinder head according to the invention with an integrated exhaust manifold, partially in section,
  • the engine assembly according to the invention with an internal combustion engine has a cylinder block with at least two cylinders, each cylinder at least as shown in Fig. 14 has a selectively closable by an exhaust valve outlet opening 20 for discharging the exhaust gases.
  • the exhaust gases of the individual outlet openings 20 are guided through exhaust gas conduits 30, which predominantly unite within the cylinder head 100 to preferably an overall exhaust gas line 60, wherein the exhaust gas paths provided in the cylinder head 100 are liquid-cooled by coolant channels 40 provided in the vicinity of these exhaust gas paths.
  • the integrated on the cylinder head, excellent area 110 is also liquid-cooled and serves essentially the weight-saving formation of a pad for a first exhaust gas flowed through device.
  • the region 110 can also be less pronounced for enhanced liquid cooling.
  • the entire exhaust line 60 passes outside of the cylinder head 100 in a first exhaust gas flowed through device.
  • the inner walls 50 of the liquid cooled exhaust passages in the cylinder head 100, from the exhaust ports 20 to the exit 61 of the preferred one exhaust line 60 from the cylinder head 100 are
  • the cylinder head 100 has an integrated exhaust manifold 31 for discharging exhaust gases via an exhaust line 60 exiting from the cylinder head 100.
  • the turbine 200 has an inlet portion 70 for supplying the exhaust gases, the inlet portion 70 being immediately adjacent connected to the entire exhaust line 60 and 61 at the end thereof.
  • the exhaust gas via spiral housing 120 is supplied to the turbine 200 arranged downstream and about a rotational axis 500 rotatably mounted impeller 600.
  • the turbine 200 is an example of a radial turbine with a screw 700.
  • the reference element for determining this area ratio is the starting area of the spiral housing 120, ie the contour which represents the transition of the inlet area 70 into the spiral housing. 1 system description
  • the core of the design is the complete integration of the normally separately designed exhaust manifold in the aluminum cylinder head, especially for the turbo gasoline engine. It remains after exiting the cylinder head, a single pipe connection to the turbine, which also can be made even more compact, if the building site conditions allow, see Fig. 1.
  • the entire cylinder head only 32 mm wider than the standard cylinder head and only by 0.2 kg heavier.
  • the latter is due to the significantly reduced sealing surface, which typically has to be structurally reinforced.
  • thermo-mechanical loads which represent a particular challenge for the engine.
  • the assessment of the cylinder head design taking into account the changed load was - as for other structural components - by numerical simulation based on network, FEM (Finite Element Method) and CFD (Computed Fluid Dynamic) methods.
  • the workflow shown in FIG. 2 includes the simulations performed as well as their interactions. 2.2 Flow Calculations
  • the knowledge of the gas-side heat input is essential.
  • the flow in the combustion chamber as well as in the inlet and outlet channels was calculated with three-dimensional simulations and the gas-side boundary conditions for a stationary calculation are determined by suitable averaging with the equations for the time-averaged local heat transfer coefficients and reference gas temperatures:
  • thermocouples In order to verify the calculations discussed and to increase confidence in the following lifetime calculations, a cylinder head with integrated exhaust system was equipped with thermocouples. The maximum deviation between predicted and measured temperature is as shown in FIG of the order of 10 ° C. and is sufficiently good for a model which was not calibrated with regard to the gas-side heat transfer for this special application.
  • thermo-mechanical loads After calculating the wall and surface temperatures, an important next step is the acquisition of the thermo-mechanical loads and the prediction of the resulting component life.
  • Modern engine architectures are achieving ever higher specific performance and are no longer suitable in their development phase without far-reaching, computer-aided lifetime prediction methods. This applies in particular to the component cylinder head, since here both the level and the gradients of the thermal and mechanical loads can be particularly high locally.
  • the resulting from the casting process or the heat treatment residual stresses and the stresses due to mechanical entries, such as by screw and bias forces are superimposed by the stresses resulting from the thermo-mechanical, cyclic operating loads. These are thermal stresses generated by temperature gradients, as well as cyclic mechanical stresses due to gas and vibration forces.
  • the low cycle fatigue (LCF) calculation simulates the expansion processes due to component heating and cooling, as well as the resulting local plasticizations and their effect on the number of cold-hot cycles cycles.
  • the material mainly used for the cylinder head aluminum is ductile, ie tough plastic and the occurring local plastifications may be cyclically self-healing or destructive, depending on the degree of local mean stress and strain disability. Low-frequency phenomena are considered to be those with a frequency of less than 10,000 cycles.
  • the calculation of High Frequency Fatigue (HCF) simulates the additional high frequency alternating load during operation of the engine due to gas forces and vibration excitation, e.g. B. by the turbocharger and the exhaust system.
  • the boundary conditions for the calculation must be all specific material parameters of the alloy, taking into account any heat treatment that may be required.
  • the cylinder head should be modeled in its installation environment, and for the modeling of the complete composite, consisting of cylinder head, block, bolts, gasket and the turbocharger connection with exhaust system, be taken into account.
  • a local safety factor is calculated, which represents a composite quantity of the local mean voltage values and amplitudes.
  • both the HCF and LCF simulations showed safety factors greater than three in the entire area of the integrated manifold and only higher, but uncritical, stresses in the area of the cylinder head gland.
  • the vehicle radiator In contrast, there are only relatively small additional costs for the cylinder head and possibly a necessary extension of the vehicle radiator (see Table 1). If it is a downsizing gasoline engine architecture, the vehicle usually also the next larger cooler packages are available, for. For example, by the diesel engines in the same vehicle or, in principle, more powerful powertrains. As a rule, the radiator has the same installation dimension with only an increased depth (see also chapter 3.4, warm-up behavior).
  • Table 1 Exemplary cost reduction potential using an integrated exhaust manifold according to the invention 3.2 Catalyst Start Time / Emissions
  • the dominant factor for the catalyst start is the outlet side wall surface to the catalyst (see Fig. 8). It makes in the relevant catalyst heating time window until about 30 seconds after cold start only a negligible difference, whether this surface is water cooled or air cooled.
  • the invention achieves two effects in comparison with the prior art: on the one hand a reduction of the surfaces of approximately 30%, which is relevant for the cold start behavior and the response to load changes. On the other hand, the water-cooled surfaces are increased by about 50%, which is advantageous at high engine loads.
  • Integrating the exhaust manifold into the cylinder head significantly improves fuel economy after cold start and operation.
  • Fig. 11 illustrates the influence of the integrated exhaust system on the dissipated coolant heat flow in a part load operating point.
  • the direct flanging of the turbocharger to the cylinder head results in reduced sensitivity to boom noises caused by low frequency structural vibrations of the exhaust manifold in conventional designs.
  • the dominant side of the radiated noise in downsizing units is usually the outlet side.
  • the noise radiating surface is reduced, so that also a reduction of the noise level on the outlet side is to be expected.
  • Another advantage of the integrated design is, in addition to the omission of the classic exhaust manifold, in the significant reduction in the number or reducing the size of other parts.
  • High-temperature-resistant studs and their associated nuts can be saved in larger numbers, depending on the number of cylinders and the type of flanges. This not only has a positive effect on the parts costs, it also brings clear advantages in logistics, assembly and service. By eliminating the associated threaded holes in the cylinder head, can still be saved in modern CNC manufacturing cycle time.
  • the executed four-cylinder with integrated exhaust manifold showed the same torque and power curve as the standard version on the test bench, as well as the same lower speed when reaching full torque for the first time.
  • the reduced exhaust gas temperature upstream of the turbine with the engine at operating temperature in steady-state operation and the enthalpy in front of the turbine in this state are compensated or are not affected by the significant surface or volume reduction before the turbine. Similar to the situation after a cold start, the temperature before the turbine is then not or only slightly lower.
  • FIG. 16 shows the local distribution of the heat transfer coefficient (HTC) for an exemplary embodiment of an integrated exhaust manifold in a false color or gray level representation.
  • HTC heat transfer coefficient
  • the result is a value of approximately 2.6 cm 2 / ⁇ K, ie for a desired temperature reduction by one K. approx. 2.6 cm 2 additional water-cooled surface required.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)
  • Supercharger (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L’invention concerne l’intégration d’un collecteur d’échappement dans une culasse (100), pour la première fois pour une application turbo, et un concept de refroidissement associé, permettant d’obtenir des améliorations d’attributs significatives tout en réduisant nettement le coût du système. Par exemple, les avantages de cette application sont présentés à l’aide d’un moteur essence à quatre cylindres à injection directe et turbo-suralimentation. Les avantages incluent en particulier la réduction de consommation de carburant en pleine charge ou dans les plages de fonctionnement proches de la pleine charge, la réduction des émissions de CO2 dans le cycle de conduite européen, le démarrage plus rapide du catalyseur, un meilleur réchauffement du moteur ou un meilleur de chauffage de l’habitacle, ainsi qu’une forte diminution de la complexité du système grâce à la suppression du collecteur d’échappement classique, et donc, une importante réduction des coûts et des poids.
EP09781513A 2008-08-08 2009-08-05 Système de moteur à collecteur d échappement intégré Withdrawn EP2324226A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008036945 2008-08-08
PCT/EP2009/060149 WO2010015654A1 (fr) 2008-08-08 2009-08-05 Système de moteur à collecteur d’échappement intégré

Publications (1)

Publication Number Publication Date
EP2324226A1 true EP2324226A1 (fr) 2011-05-25

Family

ID=41205153

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09781513A Withdrawn EP2324226A1 (fr) 2008-08-08 2009-08-05 Système de moteur à collecteur d échappement intégré

Country Status (5)

Country Link
US (1) US20110132296A1 (fr)
EP (1) EP2324226A1 (fr)
JP (1) JP2011530666A (fr)
CN (1) CN102099558A (fr)
WO (1) WO2010015654A1 (fr)

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WO2010015654A1 (fr) 2010-02-11
CN102099558A (zh) 2011-06-15
US20110132296A1 (en) 2011-06-09
JP2011530666A (ja) 2011-12-22

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