EP2545265A1 - Moteur à combustion interne avec suralimentation à deux étages - Google Patents

Moteur à combustion interne avec suralimentation à deux étages

Info

Publication number
EP2545265A1
EP2545265A1 EP11708714A EP11708714A EP2545265A1 EP 2545265 A1 EP2545265 A1 EP 2545265A1 EP 11708714 A EP11708714 A EP 11708714A EP 11708714 A EP11708714 A EP 11708714A EP 2545265 A1 EP2545265 A1 EP 2545265A1
Authority
EP
European Patent Office
Prior art keywords
turbine
compressor
internal combustion
combustion engine
exhaust gas
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.)
Ceased
Application number
EP11708714A
Other languages
German (de)
English (en)
Inventor
Ekkehard Pott
Bernd Hahne
Robin Vanhaelst
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.)
Volkswagen AG
Original Assignee
Volkswagen 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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP2545265A1 publication Critical patent/EP2545265A1/fr
Ceased 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
    • F02B37/12—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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged 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
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged 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
    • F02B37/16—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
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • 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
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • 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
    • 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
    • F02M26/24—Layout, e.g. schematics with two or more coolers
    • 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
    • F02M26/27—Layout, e.g. schematics with air-cooled heat exchangers
    • 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
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • 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
    • F02M26/38—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with two or more EGR valves disposed in parallel
    • 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 an internal combustion engine, in particular of a motor vehicle, with a fresh air tract for supplying fresh air to working cylinder of the internal combustion engine, an exhaust tract for discharging exhaust gas from the working cylinders, a first exhaust gas turbocharger of a low-pressure stage (LP exhaust gas turbocharger), which arranged in the exhaust tract first Turbine (ND turbine) and arranged in the fresh air duct compressor (LP compressor), and at least a second exhaust gas turbocharger a high-pressure (HD exhaust gas turbocharger), which arranged in the exhaust system upstream of the first turbine second turbine (HP turbine) and a second compressor (HP compressor) arranged in the fresh air tract downstream of the first compressor, both turbines having an adjustable turbine geometry (VTG), according to the preamble of patent claim 1.
  • LP exhaust gas turbocharger low-pressure stage
  • HD exhaust gas turbocharger high-pressure
  • Known diesel engines with controlled two-stage supercharging have a circuit consisting of a wastegate or VTG high-pressure loader (VTG - variable turbine geometry), a bypass and a wastegate downstream wastegate loader.
  • VTG wastegate high-pressure loader
  • Such engines always have external exhaust gas recirculation (EGR), which has a separate EGR cooler.
  • EGR exhaust gas recirculation
  • the maximum EGR rate is influenced by the pressure ratio between the intake and exhaust side. For this reason, double-charged diesel engines usually have a throttle valve integrated in the intake manifold, with which the pressure gradient can be raised to the intake side. However, this increases the charge exchange work and the consumption increases. By means of exhaust-side throttling, the pressure gradient can also be increased as an alternative or in addition to intake manifold throttling. When VTG loaders with adjustable VTG blades are used, this is particularly easy because the VTG blades are not optimized for best turbine performance but optimized for the highest exhaust backpressure. In parallel with the VTG blades, an in-turbine bypass is possible, so that a limitation of the turbine speed is possible even without external bypass.
  • CONFIRMATION COPY From DE 198 51 028 C2 is a method for operating a charged
  • Internal combustion engine which has two exhaust gas turbochargers arranged in parallel, wherein in each case only one exhaust gas turbocharger is operated and is switched after predetermined time intervals between the two exhaust gas turbochargers. Both arranged in parallel
  • Exhaust gas turbochargers are each formed with a variable turbine geometry.
  • the invention is based on the object, an internal combustion engine og. To improve the type of emission and consumption as well as the system complexity
  • Compressor and upstream of the second compressor is fluidly connected, wherein the
  • HP-EGR high-pressure exhaust gas recirculation
  • Fresh air tract opens, wherein in the HP-EGR line, a cooler for recirculated exhaust gas (HP-EGR cooler) is arranged, wherein in the HP-EGR line, a valve for recirculated exhaust gas (HP-EGR valve) is arranged.
  • HP-EGR cooler for recirculated exhaust gas
  • HP-EGR valve for recirculated exhaust gas
  • Exhaust gas recirculation rate can be realized because by means of the VTG exhaust back pressure can be increased accordingly, so that there is an extended map range, in which the pressure in the exhaust system at the removal point for recirculating exhaust gas is greater than the pressure in the fresh air tract at the point of introduction of recirculating exhaust gas.
  • the controllability of the exhaust side counterpressure is maximized.
  • an engine braking effect can be realized by adjusting the VTG without additional equipment. It is achieved an extension of the control ability, in particular with regard to the boost pressure of the two-stage supercharging system.
  • the fact that the first and the second turbine each have a VTG results in addition to an enlarged control spectrum with regard to the exhaust backpressure.
  • a simultaneous reduction of pollutant emissions of the internal combustion engine is achieved in that upstream of the second turbine, a high-pressure exhaust gas recirculation (HP-AGR) line branches off from the exhaust tract and downstream of the second compressor in the
  • a third charge air cooler is arranged in the second compressor bypass duct.
  • a first charge air cooler is arranged downstream of the first compressor and upstream of the second compressor.
  • a reduction of pollutant emissions of the internal combustion engine is achieved in that downstream of the first turbine, a low-pressure exhaust gas recirculation (ND-EGR) line branches off from the exhaust tract and upstream of the first compressor in the fresh air tract or in the HD EGR cooler of the HD-EGR -Leitung opens.
  • ND-EGR low-pressure exhaust gas recirculation
  • recirculated exhaust gas a recirculated exhaust gas cooler (LP EGR cooler) and / or a recirculated exhaust gas valve (LP EGR valve) are arranged in the LP EGR passage.
  • LP EGR cooler a recirculated exhaust gas cooler
  • LP EGR valve a recirculated exhaust gas valve
  • a reduction of pollutant emissions of the internal combustion engine is achieved in that upstream of the first turbine and downstream of the second turbine, a medium-pressure exhaust gas recirculation (MD-EGR line) branches off the exhaust tract and opens downstream of the first compressor and upstream of the second compressor in the fresh air tract ,
  • MD-EGR line medium-pressure exhaust gas recirculation
  • recirculated exhaust gas is arranged in the MD-EGR line a recirculated exhaust gas cooler (MD-EGR cooler) and / or a valve for recirculated exhaust gas (MD-EGR valve).
  • MD-EGR cooler recirculated exhaust gas cooler
  • MD-EGR valve a valve for recirculated exhaust gas
  • a particularly functionally reliable fuel supply and a specifically controllable combustion are achieved in that the internal combustion engine has a direct fuel injection into at least one working cylinder, in particular according to the common rail system.
  • this has a rated speed of at least 3,000 revolutions per minute, in particular 3,500, 4,000, 4500, 5000 or 5,000 revolutions per minute, on.
  • At least one working cylinder has a displacement of less than or equal to 800 cc, in particular less than or equal to 700 cc, 600 cc, 500 cc, 400 cc or 350 cc.
  • At least one working cylinder is assigned at least one, in particular two or more, exhaust valves.
  • At least one working cylinder For supplying combustion air to the working cylinders from the fresh air tract at least one working cylinder at least one, in particular two or more, inlet valves are assigned.
  • a saving in space is achieved in that at least one first and second compressor are arranged in a common housing.
  • Fig. 1 shows a first known embodiment of an internal combustion engine in a schematic
  • Fig. 2 shows a second known embodiment of an internal combustion engine in a schematic
  • Fig. 3 shows a third known embodiment of an internal combustion engine in a schematic
  • Presentation, 4 shows a fourth known embodiment of an internal combustion engine in a schematic representation
  • Fig. 5 shows a fifth known embodiment of an internal combustion engine in a schematic
  • Fig. 6 shows a sixth known embodiment of an inventive
  • Fig. 7 shows a seventh known embodiment of an internal combustion engine in a schematic
  • Fig. 8 shows an eighth known embodiment of an internal combustion engine in a schematic
  • Fig. 12 is a graph of soot flow rate and NO x flow rate at a
  • FIG. 13 is a graph showing a boost pressure variation in an operating condition of FIG.
  • Fig. 14 is a graph of exhaust gas pressure before turbine without EGR in a
  • Fig. 15 is a graph of exhaust gas pressure before turbine with EGR at a
  • 17 is a graphical representation of a minimum achievable NO x emission at a
  • FIG. 18 is a graph showing a boost pressure variation in an operating condition of FIG.
  • FIG. 19 is a graph of soot flow rate and NO x flow rate in FIG.
  • FIG. 20 is a graph showing a boost pressure variation in an operating condition of FIG.
  • FIG. 21 is a graph of soot flow rate and NO x flow rate in FIG.
  • Internal combustion engine comprises working cylinder 10, a fresh air tract 12, an exhaust tract 14, a first exhaust gas turbocharger 16 (ND-ATL) of a first charging stage (low-pressure stage) and a second exhaust gas turbocharger 18 (HD-ATL) of a second charging stage (high-pressure stage).
  • the exhaust tract 14 includes an exhaust manifold 20 for collecting exhaust gas 21 discharged from the working cylinders 10, and an exhaust passage 22.
  • the fresh air tract 12 comprises a fresh air duct 44 in which, as seen in the flow direction, a first compressor 36 (LP compressor) of the first exhaust gas turbocharger 16, a second compressor 38 (HP compressor) of the second exhaust gas turbocharger 18, a second charge air cooler 40, a throttle valve 41 and a suction pipe 42, which opens into the working cylinder 10 via inlet valves (not shown). Furthermore, the fresh air tract 12 has a second compressor bypass passage 46, which the second compressor 38 of the second
  • the bypass channel 46 branches downstream of an outlet 48 of the first compressor 36 of the first exhaust gas turbocharger 16 and upstream of an inlet 50 of the second compressor 38 of the second exhaust gas turbocharger 18 from the fresh air duct 44 and opens downstream of an outlet 52 of the second compressor 38 of the second exhaust gas turbocharger 18 and upstream of the second charge air cooler 40 back into the fresh air duct 44th one.
  • a second compressor bypass valve 54 is arranged in the second compressor bypass passage 46.
  • This second compressor bypass valve 54 is passively mechanically or actively multi-stage or infinitely controllable.
  • the second compressor bypass valve 54 is designed as a throttle.
  • a third charge air cooler 56 is additionally arranged in the second compressor bypass duct 46.
  • the third intercooler 56 is arranged and designed so that it is only flowed through by that part of the charge air from the first compressor 36, which flows via the second compressor bypass passage 46.
  • a first charge air cooler 57 is arranged downstream of the first compressor 36 and upstream of the second compressor 38.
  • the first charge air cooler 57 is arranged and configured such that the entire charge air coming from the first compressor 36 flows through this first charge air cooler 57.
  • the first charge air cooler 57 in the fresh air passage 44 between the first compressor 36 and the second compressor 38 upstream or downstream of the branch of the second compressor bypass passage 46 is arranged.
  • an exhaust gas recirculation line 58 for high pressure recirculating exhaust gas (HD-EGR line) and opens downstream of the second intercooler 40 and downstream of the throttle valve 41 and upstream of
  • HP EGR passage 58 there is disposed a recirculated exhaust gas cooler 60 (HD EGR cooler) and a recirculated exhaust gas valve 62 (HP EGR valve).
  • an exhaust gas recirculation line 64 for low pressure recirculating exhaust gas (ND-EGR line) is provided, which branches off from the exhaust passage 22 of the exhaust tract 14 downstream of the first turbine 26 and flows upstream of the first compressor 36 into the fresh air duct 44 of the fresh air tract 12.
  • This LP EGR line 64 may also have an exhaust gas cooler (LP EGR cooler, not shown) and a valve (LP EGR valve, not shown) for the exhaust gas recirculated under low pressure.
  • the LP EGR line 64 enters the HP EGR cooler 60 of the HD EGR line 58.
  • an exhaust gas recirculation line 66 for be recirculated under medium "pressure exhaust is provided which is upstream of the exhaust passage 22 of the exhaust section 14 of the first turbine 26, and branches off downstream of the second turbine 24 and downstream of the first compressor 36 and upstream of the second compressor 38 in the fresh air line 44th the fresh air tract 12 opens.
  • This MD EGR line 64 may also have an exhaust gas cooler (MD EGR cooler, not shown) and a valve (MD EGR valve, not shown) for the exhaust gas recirculated under medium pressure.
  • the AGR-F * fade 58, 64, 66 are optionally provided with an optionally switchable air or water cooling, the water cooling, for example, from a separate
  • Low-temperature circuit or is supplied with coolant from the engine circuit.
  • both the first turbine 26 and the second turbine 24 are each equipped with an adjustable turbine geometry (VTG). Simultaneous is not at both turbines 24, 26
  • a wastegate is taken over by setting the VTG accordingly. It is merely a compressor-side bypass in the form of the second compressor bypass passage 46 is provided, which is passively or alternatively actively controlled with respect to the second compressor bypass valve 54. Due to the missing in particular at the HD turbine 24
  • Turbine bypass channel is to avoid overspeed of the HD-ATL 18
  • the pressure gradient between the exhaust tract 14 and the fresh air tract 12 is increased alternatively or additionally to the intake throttle by means of the throttle valve 41 by adjusting the VTG of the HP turbine 24 optimally by adjusting the exhaust gas back pressure and additionally adjusting the VTG of the LP turbine 26 by adjusting the exhaust back pressure.
  • EGR rate rate or the mass flow for recirculating exhaust gas
  • the EGR cooling capacity at this operating point is set to greater than or equal to 4%. , 4.6%, 5%, 6%, 8%, 10%, 13%, 18% or 25% of the rated engine power, which is technically achieved, for example, by a corresponding volume adjustment of the EGR cooler in downhill grades support of the service brake by the engine braking effect of importance.
  • Brake be set to maximize the exhaust back pressure, so that can be dispensed with a separate exhaust flap to support the engine brake.
  • the two-stage charging is used in vehicles that the
  • the charging is preferably used in vehicles in which the cumulative NO x tailpipe emissions in the dynamometer test by less than 40%, 30%, 20% or 10% are less than the cumulative NO x raw emissions of the engine, ie they do not have a highly active NO x exhaust aftertreatment and in particular no SCR system (SCR: Selective
  • the turbines 24, 26 are arranged in a common housing.
  • the compressors 36, 38 are arranged in a common housing, if no intercooling (intercooler 57) is provided or the turbines 24, 26 are not already arranged in a common housing. This saves costs and reduces the space requirement of the charging system.
  • intercoolers 40, 56, 57 described above and the exhaust gas recirculation lines 58, 64, 66 are preferred developments of an internal combustion engine according to the invention, as described below with reference to FIG. 9.
  • a second known embodiment of an internal combustion engine is shown, wherein functionally identical parts are designated by the same reference numerals, as in Fig. 1, so that reference is made to the explanation of the above description of FIG.
  • the intake manifold and the exhaust manifold having engine block is designated.
  • the HP turbine 24 has a VTG, as indicated by arrow 68, but not the LP turbine 26.
  • a second turbine bypass channel 72 (HD turbine bypass duct) with second turbine bypass valve 74 (HP turbine bypass valve) and a first wastegate 76 (LP wastegate) with first wastegate valve 78 (LP wastegate valve) provided.
  • the HD turbine bypass passage 72 optionally bypasses the first turbine 26 of the first exhaust gas turbocharger 16.
  • the HP turbine bypass valve 74 is actively pneumatically driven, for example, so that it selectively opens or closes the first exhaust gas bypass passage 28.
  • the ND wastegate 76 optionally bridges the first turbine.
  • the LP wastegate valve 78 is, for example, pneumatically operated and with a bearing feedback The ND wastegate valve 78 selectively opens or closes the second exhaust bypass passage 32.
  • the second compressor bypass valve 54 is controlled, for example mechanically or pneumatically.
  • FIG. 3 a third known embodiment of an internal combustion engine is shown, wherein functionally identical parts are designated by the same reference numerals, as in FIGS. 1 and 2, so that reference is made to the explanation of the above description of FIGS. 1 and 2. in the
  • the third known embodiment according to FIG. 3 has no HD turbine bypass duct 72 and no second compressor bypass duct 46. This results in a cost-effective variant, which nevertheless complies with all the required pollutant limits with respect to the exhaust gas.
  • This third known embodiment has the same below a motor speed of 3,000 min "1
  • Torque curve as the second known embodiment. Since the compressor and turbine bypass damper are missing, the nominal power range is driven purely in two stages. This provides a very cost-effective variant for internal combustion engines with a rated power of less than or equal to 150 kW available. The exhaust gas-relevant area does not change with respect to the second preferred embodiment. This system is inexpensive, almost application-neutral and EU6-capable.
  • FIG. 4 a fourth known embodiment of an internal combustion engine is shown, wherein functionally identical parts are designated by the same reference numerals, as in Fig. 1, 2 and 3, so that reference is made to the explanation of the above description of FIGS. 1, 2 and 3 becomes.
  • the fourth known embodiment according to FIG. 4 has no LP wastegate 76 on the LP turbine 26.
  • This system has the same characteristics as the third known embodiment. Since the boost pressure can not be reduced due to the lack of a wastegate, the power potential is below 140 kW. The torque curve below 3.000 min "1 , as well as the EU6 capability corresponds to the second embodiment.
  • FIG. 5 a fifth known embodiment of an internal combustion engine is shown, wherein functionally identical parts are designated by the same reference numerals, as in Fig. 1 to 4, so that reference is made to the explanation of the above description of FIGS. 1 to 4. in the
  • the fifth embodiment according to FIG. 5 also has a VTG in the LP turbine 26, as indicated by arrow 68.
  • the fifth embodiment provides the most thermodynamic
  • Fig. 6 a sixth known embodiment of an internal combustion engine is shown, wherein functionally identical parts are designated by the same reference numerals, as in Fig. 1 to 5, so that reference is made to the explanation of the above description of FIGS. 1 to 5.
  • the sixth known embodiment according to FIG. 6 also has a VTG in the LP turbine 26, as indicated by arrow 68.
  • the sixth known embodiment achieves a cost advantage over the fifth known embodiment because there is no second compressor bypass passage 46 and no second turbine bypass passage 72 (HD turbine bypass passage).
  • FIG. 7 a seventh known embodiment of an internal combustion engine is shown, wherein functionally identical parts are designated by the same reference numerals, as in Fig. 1 to 6, so that reference is made to the explanation of the above description of FIGS. 1 to 6. in the
  • the seventh known embodiment according to FIG. 7 has a VTG only in the LP turbine 26, as indicated by arrow 68.
  • FIG. 8 an eighth known embodiment of an internal combustion engine is shown, wherein functionally identical parts are designated by the same reference numerals, as in Fig. 1 to 7, so that reference is made to the explanation of the above description of FIGS. 1 to 7. in the
  • the eighth known embodiment according to FIG. 8 has a VTG only in the LP turbine 26, as indicated by arrow 68.
  • FIG. 9 a preferred embodiment of an internal combustion engine according to the invention is shown, wherein functionally identical parts are designated by the same reference numerals, as in Fig. 1 to 8, so that reference is made to the explanation of the above description of FIGS. 1 to 8.
  • the ninth preferred embodiment of the internal combustion engine according to the invention according to FIG. 9 additionally has a second wastegate 80 with a second wastegate valve 82.
  • a tenth known embodiment of an internal combustion engine is shown, wherein functionally identical parts are designated by the same reference numerals, as in Fig. 1 to 9, so that reference is made to the explanation of the above description of FIGS. 1 to 9.
  • the tenth known embodiment according to FIG. 10 has a VTG only at the LP turbine 26, as indicated by arrow 68.
  • the HD turbine 24, however, is formed without VTG. This achieves a cost advantage over the fourth known embodiment.
  • a different choice of material is advantageous in the case of separate design of the turbine housing.
  • a high-temperature resistant material such as
  • D-5S spheroidal graphite austenitic cast iron, EN-GJSA-XNiSiCr35-5-2, EN-JS3061; microstructure: austenitic matrix with chromium carbide and nodular graphite
  • ND turbine 26 is always at a lower temperature is applied, with a less high temperature resistant, cost-effective material, such as SiMoCr, can be equipped.
  • Vehicles with dual-supercharged, self-igniting engine according to the present invention when operating in the New European Driving Cycle, have NO x gross emissions of less than 300 mg / km, 280 mg / km, 235 mg / km, 200 mg / km, 180 mg / km or
  • NO x emissions of less than 140 mg / km, 120 mg / km, 100 mg / km, 80 mg / km, 60 mg / km or 40 mg / km exceed and simultaneously exceed Particulate matter emissions not exceeding 35 mg / km, 40 mg / km, 45 mg / km, 50 mg / km, 55 mg / km, 60 mg / km, 80 mg / km or 100 mg / km (EU6 compliance).
  • a rotational speed in [min "1 ] is plotted on a horizontal axis 110, and a mean pressure pme in [bar] is plotted on a vertical axis 112.
  • a first emission region 114 (MVEG region I) and a second emission region 116 (MVEG region II) .
  • the first emission region 114 extends for all rotational speeds 110 to about 6 bar pme 112 and the second emission region 116 extends for all rotational speeds 110 from about 6 bar pme 12 and higher explained first to tenth embodiment with a first conventional variant of an internal combustion engine with only one exhaust gas turbocharger with VTG (monoturbo ATL with VTG, not shown) and with a second conventional variant of an internal combustion engine with two-stage supercharging but without VTG on both turbines (Biturbo with HD-ATL as a fixed loader and ND-ATL as a wastegate, not shown) compared.
  • a NO x flow rate in [gib] is plotted on a horizontal axis 1 18, and a soot flow rate in [g / h] is plotted on a vertical axis 120.
  • 122 is an EU 6 area and 124 is an EU 5 area.
  • a dashed line 126 shows a curve of the ⁇ -throughput 1 18 for various EGR rates and in an operating condition of the internal combustion engine in the first emission range 1 14 with 1,500 min "1 and with a
  • Emission potential of the internal combustion engine i. minimum NOx emissions at compatible particulate emissions is only dependent on the EGR rate 126.
  • the maximum possible EGR rate 126 is largely determined by the charging system.
  • FIG. 13 a fresh air mass in [g / stroke] is plotted on a horizontal axis 128 and a boost pressure in [mbar] is plotted on a vertical axis 130.
  • a first graph 132 shows a plot of the boost pressure 130 over the fresh air mass 128 without EGR for all variants, i. for the first and second conventional embodiment and for the first to tenth known embodiment of FIGS. 1 to 8 and 10 and the preferred embodiment of the internal combustion engine according to the invention shown in FIG. 9.
  • a second graph 134 illustrates the course of the boost pressure 130 via the fresh air mass 128th with EGR for the first conventional embodiment of the internal combustion engine (monoturbo ATL with VTG)
  • a third graph 136 illustrates the course of the boost pressure 130 via the fresh air mass 128 with EGR for the second conventional embodiment of the internal combustion engine (biturbo with HD-ATL as a fixed loader and ND ATL as wastegate)
  • Embodiment of the internal combustion engine according to the invention shown in FIG. 9, the VTG initially closed without EGR stepwise.
  • the wastegate valve of the LP-ATL is gradually closed. This results in all embodiments, first, the first graph 132, depending on the embodiment with this mode of operation different high boost pressures can be achieved.
  • the maximum boost pressure of the second conventional embodiment of the Internal combustion engine is 1,350 mbar at point 140.
  • the maximum boost pressure of the preferred embodiment of the internal combustion engine according to the invention according to FIG. 9 is 1,620 mbar at point 142.
  • Embodiment of the internal combustion engine is 1,350 mbar at point 144.
  • reference numeral 34 denotes the respective result for the first conventional internal combustion engine embodiment (VTG monoturbo ATL), and reference numeral 136 denotes the respective result for the second conventional one
  • Embodiment of the internal combustion engine (Biturbo with HD-ATL as a fixed loader and ND-ATL as a wastegate) and the reference numeral 138, the respective result for the preferred
  • FIG. 15 is plotted on a vertical axis 146, an exhaust back pressure before turbine in [mbar].
  • Fig. 16 on a vertical axis 148, an EGR rate in [%] and in Fig. 17, NO x flow rate in [g / h] is plotted on a vertical axis 150.
  • Fig. 14 illustrates the exhaust pressure before turbine without EGR
  • Fig. 15 illustrates the exhaust pressure before turbine with EGR
  • Fig. 16 illustrates a maximum EGR rate
  • Fig. 17 illustrates an achievable minimum NO x emission.
  • the preferred embodiment of the internal combustion engine according to the invention according to FIG. 14 the preferred embodiment of the internal combustion engine according to the invention according to FIG. 14
  • the maximum EGR rate for the preferred embodiment of the internal combustion engine according to the invention according to FIG. 9 (bar graph 138) is 68%.
  • the maximum EGR rate for the first conventional embodiment of the internal combustion engine (bar graph 134, monoturbo ATL with VTG) is 58%. 12 results in the NO x potential, which is shown in Fig. 17, The NO x emission for the second conventional embodiment of the
  • Internal combustion engine (bar graph 136, biturbo with HD-ATL as a fixed loader and ND-ATL as a wastegate) is about 6 g / h.
  • Bar graph 134 monoturbo ATL with VTG is about 4 g / h.
  • Fig. 18 shows a boost pressure variation analogous to Fig. 13, but with the respective
  • the same reference numerals have the same meaning as in Fig. 13, so that their explanation to the above description of FIG 13.
  • the mode of operation for generating graphs 132, 134, 136 and 138 is analogous to that described above with reference to Fig. 13.
  • the maximum boost pressure of the second conventional embodiment of the internal combustion engine is 1850 mbar at point 140.
  • the maximum charge pressure of Preferred embodiment of the internal combustion engine according to the invention according to FIG. 9 is 2,150 mbar at point 142.
  • Embodiment of the internal combustion engine is 1.50 mbar at point 144. At maximum boost pressure, then, as in Fig. 13, the EGR valve is then opened stepwise. With the preferred embodiment of the internal combustion engine according to the invention according to FIG. 9, a higher charge pressure is achieved with a simultaneously higher EGR rate. This result will be further analyzed below with reference to FIG.
  • FIG. 19 shows a representation of values for the soot flow rate and NOx throughput analogous to FIG. 12.
  • the same reference numbers have the same meaning, so that reference is made to the above description of FIG. 12 for explanation thereof.
  • the results for the first conventional embodiment of the internal combustion engine are shown in the second graph 134.
  • the results for the second conventional embodiment of the internal combustion engine are shown in the third graph 136.
  • Wastegate high EGR rates are achieved only with low boost pressure, which leads to a high soot emissions with the same ⁇ -emission.
  • the first conventional embodiment of the internal combustion engine (monoturbo ATL with VTG) has a better NO x rate trade because of the higher boost pressures.
  • the preferred embodiment of the invention Internal combustion engine according to FIG. 9 has the highest emission potential in each case because of the step charging in combination with the VTG technology.
  • very high EGR rates can be driven with high boost pressures.
  • the high boost pressure ensures a high air mass in the cylinder.
  • the injected fuel mass in this case must heat a higher air mass than in the first and second conventional embodiment of the
  • FIG. 20 again shows a boost pressure variation analogous to FIGS. 13 and 8, but with the respective internal combustion engine (first conventional embodiment, second conventional embodiment or preferred embodiment according to FIG. 9) in the second
  • FIGS. 12 and 19 show a representation of values for the flow rate of soot and NOx throughput analogous to FIGS. 12 and 19.
  • the same reference numerals have the same meaning, so that their
  • FIG. 21 graphically illustrates the physical effects explained with reference to FIG. 20.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

La présente invention concerne un moteur à combustion interne, notamment pour un véhicule automobile, qui comprend un conduit d'air frais (12) pour l'alimentation en air frais de cylindres de travail (10) du moteur à combustion interne, un conduit de gaz d'échappement (14) pour l'évacuation du gaz d'échappement (21) hors des cylindres de travail (10), un premier turbocompresseur à gaz d'échappement (16) d'un étage basse pression (turbocompresseur à gaz d'échappement ND), qui présente une première turbine (26) (turbine ND) disposée dans le conduit de gaz d'échappement (14) ainsi qu'un compresseur (36) (compresseur ND) disposé dans le conduit d'air frais (12), et au moins un deuxième turbocompresseur à gaz d'échappement (18) d'un étage haute pression (turbocompresseur HD), qui présente une deuxième turbine (24) (turbine HD) disposée dans le conduit de gaz d'échappement (14) en amont de la première turbine (26) ainsi qu'un deuxième compresseur (38) (compresseur HD) disposé dans le conduit d'air frais (12) en aval du premier compresseur (36). Dans ce cas, au moins l'une des turbines (24, 26) présente une géométrie de turbine réglable (68) (VTG).
EP11708714A 2010-03-06 2011-03-04 Moteur à combustion interne avec suralimentation à deux étages Ceased EP2545265A1 (fr)

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DE102010010480A DE102010010480A1 (de) 2010-03-06 2010-03-06 Brennkraftmaschine mit zweistufiger Aufladung
PCT/EP2011/001074 WO2011110314A1 (fr) 2010-03-06 2011-03-04 Moteur à combustion interne avec suralimentation à deux étages

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CN105649756A (zh) * 2016-01-13 2016-06-08 中国重汽集团济南动力有限公司 一种带级间冷却器的双级增压发动机
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