EP2567073A1 - Air inlet system for an internal combustion engine - Google Patents

Air inlet system for an internal combustion engine

Info

Publication number
EP2567073A1
EP2567073A1 EP11716598A EP11716598A EP2567073A1 EP 2567073 A1 EP2567073 A1 EP 2567073A1 EP 11716598 A EP11716598 A EP 11716598A EP 11716598 A EP11716598 A EP 11716598A EP 2567073 A1 EP2567073 A1 EP 2567073A1
Authority
EP
European Patent Office
Prior art keywords
air
inlet system
turbine
vanes
adjustable vanes
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.)
Granted
Application number
EP11716598A
Other languages
German (de)
French (fr)
Other versions
EP2567073B1 (en
Inventor
Michael Dirk Boot
Ruud Henricus Lambertus Eichhorn
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.)
Progression-Industry BV
Original Assignee
Progression-Industry BV
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 Progression-Industry BV filed Critical Progression-Industry BV
Priority to EP11716598.5A priority Critical patent/EP2567073B1/en
Publication of EP2567073A1 publication Critical patent/EP2567073A1/en
Application granted granted Critical
Publication of EP2567073B1 publication Critical patent/EP2567073B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D15/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
    • F01D15/10—Adaptations for driving, or combinations with, electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D17/00—Regulating or controlling by varying flow
    • F01D17/10—Final actuators
    • F01D17/12—Final actuators arranged in stator parts
    • F01D17/14—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits
    • F01D17/16—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by means of nozzle vanes
    • F01D17/165—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by means of nozzle vanes for radial flow, i.e. the vanes turning around axes which are essentially parallel to the rotor centre line
    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0283—Throttle in the form of an expander

Definitions

  • This invention relates to an air inlet system for an internal combustion engine, the air- inlet system comprising an air intake port, an air output port for providing air for a combustion chamber of the combustion engine and a turbine situated in between the air intake port and the air output port for turning kinetic energy from the air intake port to the air output port into mechanical energy, the turbine comprising at least one impeller blade and multiple adjustable vanes for controlling an air flow resistance of the turbine, the adjustable vanes being configurable in at least a first position and a second position, wherein in the first position, two adjacent adjustable vanes form a nozzle for directing the airstream towards the impeller blade and in the second position, the two adjacent adjustable vanes form a narrower nozzle for directing the airstream towards the impeller blade.
  • Such an air inlet system is known from the international patent application published as WO 2009/092670, wherein such a turbine in the air inlet is used for propelling one or more engine appendages, such as a steering pump which is usually driven by the crank shaft.
  • the cooled air from the turbine is also used in a heat exchanger which is part of a system for controlling a temperature inside the vehicle using the internal combustion engine.
  • An alternator is coupled to the turbine for converting the mechanical energy of the turbine into electrical energy.
  • WO 2009/092670 discloses a mechanism for influencing the air flow resistance of the turbine.
  • the turbine comprises adjustable vanes to control the air flow rate through the turbine.
  • the position of the vanes is adjusted to increase or decrease the air flow resistance of the turbine in conjunction with the engine load.
  • the vanes When the vanes are in an open configuration, the airstream easily flows through the relatively wide nozzle in a direction more parallel to the impeller blades.
  • the wide nozzle provides a large air flow area. This results in low air flow resistance and allows for high engine loads.
  • the vanes form a narrower nozzle (smaller air flow area) directing the airstream through the turbine in a direction more perpendicular to the impeller blades, the turbine delivers more mechanical energy and the air flow resistance is increased. High air flow resistance corresponds to reduced engine power situations.
  • this object is achieved by providing an air inlet system for an internal combustion engine, the air- inlet system comprising an air intake port, an air output port for providing air for a combustion chamber of the combustion engine, a turbine situated in between the air intake port and the air output port for turning kinetic energy from the air intake port to the air output port into mechanical energy, the turbine comprising at least one impeller blade and multiple adjustable vanes for controlling an air flow resistance of the turbine, the adjustable vanes being configurable in at least a first position, a second position and a third position, wherein in the first position, two adjacent adjustable vanes form a nozzle for directing the airstream towards the impeller blade, in the second position, the two adjacent adjustable vanes form a narrower nozzle for directing the airstream towards the impeller blade, and in the third position, the two adjacent adjustable vanes are essentially in one line, such that a flow area for the airstream between said adjacent adjustable vanes is minimal.
  • the inventors have found out that the turbine efficiency in low engine load situations can be improved by modifying the air inlet system of WO 2009/092670 in such a way that the vanes are free to move from an open configuration to a substantially closed configuration in which the vanes line up head to tail. In the known air inlet system this was not yet possible. Starting from the known air inlet system of WO 2009/092670, several improvements have been implemented in order to enable this free movement. In the known air inlet system, the freedom of movement for the vanes was limited to configurations ranging from open to half open. Further closing of the vanes was not possible because of, e.g., construction elements of the air inlet system obstructing further movement.
  • the vane can be rotated between the open and closed configurations over an angle of about 90° in order to optimize the working range of the turbine.
  • the adjustable vane may be provided as an airfoil shaped vane body mounted on a pivot for rotating the vane from the first to the third configuration and vice versa.
  • the pivot and the vane body are joined at the tail end of the vane body, which end faces the impeller blades.
  • the space between the vanes and the impeller blades is kept small in all configurations.
  • the vane bodies are longer than the distance between the pivots of two adjacent vanes.
  • Such long vane bodies overlap in the closed configuration, such that no air can pass between the two adjacent vanes.
  • the long vane bodies do still form a nozzle with sufficient ability to redirect the air stream towards the impeller blades.
  • the (almost) closed configuration reduces the nozzles to simple slits with no ability to redirect the airstream.
  • the adjustable vanes are included in the air inlet system in such a way that, in the closed configuration, only a small amount of air can leak towards the impeller blades. This may, e.g., be achieved by providing only little room between the vanes and the housing. As a result in the low engine load situation with an almost closed vane configuration, the greater part of the airstream is lead through the small nozzles and leakage of air into other directions is prevented.
  • VGT Variable Geometry Turbochargers
  • VNT Variable Nozzle Turbine
  • An example of an engine using a VGT is the Borg Warner BV35.
  • a turbine drives a compressor to increase the density of air entering the engine and to create more power.
  • the turbine is not used for driving a generator and there is no need for a turbocharger to function in situations of low engine power.
  • the design of the air inlet system of WO 2009/092670 is based on commercially available VGT engines and does therefore have low turbine efficiency in situations of low engine power. That problem is solved with the air inlet system according to the invention.
  • FIG. 1 schematically shows an internal combustion engine with an air inlet system according to the invention
  • Figure 2a and 2b show a turbine of an air inlet system according to the invention in two different configurations
  • FIGS 3 and 4 schematically show the air inlet system with the vanes in two different configurations
  • FIGS. 5 a and 5b show a close up of two vanes in two different configurations
  • Figures 6a and 6b show a close up of a preferred implementation of two vanes in two different configurations
  • Figure 7 shows an air inlet system using the preferred implementation of figure 6a and 6b
  • Figure 8 shows a cross section of an actuation system for the adjustable vanes
  • Figures 9a and 9b show a top view of part of the actuation system in two different configurations
  • Figures 10 and 11 show a top view of the actuation system in two different configurations.
  • FIG. 1 schematically shows a spark-ignition engine 200 with an air inlet system 10 according to the invention.
  • the engine 200 comprises a combustion chamber 202 which comprises a piston 206 connected to a crankshaft 210 via a connecting rod 208.
  • the engine 200 further comprises a spark plug 204 for providing a spark for igniting the air- fuel mixture and apply a force on the piston 206 which moves away from the spark-plug 204.
  • the movement of the piston 206 is converted via the piston rod 208 into a rotational movement of the crankshaft 210.
  • Known spark- ignition engines typically comprise a three-way catalyst (not shown) for reducing the emission of carbon monoxide and nitrogen oxides from the spark-ignition engine. This catalyst requires a substantially constant air-fuel ratio of approximately 14.7: 1 for proper operation.
  • the engine power in the known spark- ignition engines is typically regulated by regulating the air mass flow into the combustion chamber of the engine.
  • the air mass flow is generally varied by varying the air intake pressure near the cylinder of the known combustion engine using a valve between an air inlet of the combustion chamber and ambient air. Due to the pressure difference across the valve, the air expands after passing the valve.
  • the energy waste is reduced by replacing the valve by a turbine 40 in the air- inlet system 10.
  • the function of the turbine 40 is to convert (part of) the wasted energy of the expanding air into mechanical energy of the blade 44.
  • the mechanical energy is then reused.
  • the spark-ignition engine 200 comprises an air- inlet system 10 for controlling the air mass flow into the combustion chamber 202.
  • the air- inlet system 10 comprises a turbine 40 provided with an impeller hub 42 (see figures 2a, 2b) which comprises at least one blade 44 (figures 2a, 2b).
  • the air- inlet system 10 comprises an air intake port 20 through which the air enters the air- inlet system 10, and comprises an air output port 30 via which the air is provided to the combustion chamber 202 of the spark-ignition engine 200.
  • the air- inlet system 10 is configured to guide air from the air intake port 20 via the turbine 40 to the air output port 30.
  • a manifold 50 and fuel inlet means 212 may be provided between the air output port 30 and the combustion chamber 202 .
  • the turbine 40 enables to control the air mass flow into the combustion chamber 202 while using at least some of the pressure drop across the turbine 40 to drive the blade 44 of the turbine 40 for generating mechanical energy.
  • the mechanical energy of the blade 44 of the turbine 40 may, for example, be used to propel one or more engine appendages, for example, a power steering pump (not shown) or a generator (alternator or dynamo) 46 for converting the mechanical energy into electric energy.
  • One or more adjustable vanes 48 are provided for regulating the air- flow through the turbine 40. Below, with reference to figures 2a and 2b, it is elucidated how adjustment of the vane positions is used to control the air- flow resistance and therewith also the air intake pressure.
  • FIG. 2a and 2b show a turbine 40 of an air inlet system 10 according to the invention in two different configurations.
  • the turbine 40 comprises an impeller hub 42 with one or more impeller blades 44 which are driven by the air passing through the turbine 40.
  • the air enters the turbine 40 through air intake port 20 and leaves the turbine 40 at the air output port 30.
  • Air nozzles are formed by the surfaces of adjacent vanes 48. The direction and flow area of the nozzles depends on the orientation of the vanes 48.
  • the adjustable vanes 48 thus regulate the air- flow through the turbine 40 and determine the air- flow resistance.
  • FIG 2a a first orientation of the adjustable vanes 48 is shown in which the adjustable vanes 48 are adjusted such that the air can flow through the turbine 40 relatively easily, resulting in a relatively low air-flow resistance of the turbine 40.
  • This first orientation of the adjustable vanes 48 generally represents high engine loads and/or speed.
  • the vanes 48 as shown in the first orientation of the adjustable vanes 48 guide the air flow such that the air hits the blades 44 at the right angle. Additionally, the flow area for the air nozzle is large.
  • This orientation of the vanes 48 allows the air to flow through the turbine 40 relatively easily and results in a relatively low air- flow resistance.
  • This configuration is very suitable for high engine loads and leads to a reduced conversion of mechanical energy of the turbine 40 into electrical energy by the generator 46 (not shown).
  • Figure 2b shows a second orientation of the adjustable vanes 48 in which the adjustable vanes 48 are adjusted such that the air is guided to strike the blades 44 at a different angle, resulting in a relatively large force propelling the blades 44.
  • the flow area of the air nozzles is now very small, almost non-existing.
  • This second orientation of the adjustable vanes 48 causes a relatively high air-flow resistance in the turbine 40. This configuration is very suitable for low engine loads and leads to an increased conversion of mechanical energy of the turbine 40 into electrical energy by the generator 46 (not shown).
  • FIGs 3 and 4 schematically show the air inlet system 10 with the vanes 48 in two different configurations.
  • the vanes 48 are in an open configuration.
  • the vanes 48 comprise vane body 31 mounted on a pivot 32.
  • the vane body 31 may, e.g., be a rod or airfoil shape.
  • Each pair of adjacent vanes 48 together forms an air nozzle 37 which directs an incoming airstream 35 towards the impeller blades 44 of the turbine 40.
  • the vanes 48 have been rotated over an angle of about 40°. Due to this rotation, the shape of the air nozzle 37 is changed. Due to the different shape of the nozzle 37, the direction of the airstream 35 is also changed and is now more
  • the vanes 48 can be rotated from the open position of figure 3 to a closed position in which the vanes 48 are essentially in one line and the flow area is reduced to almost zero. In the closed position, the nozzles 37 are reduced to a simple slit. If the vanes are long enough, i.e. at least as long as the distance between the pivots 32 of two adjacent vanes 48, the ring of vanes 48 is completely closed and does not allow any air to pass. Going from the open configuration to the closed configuration requires a rotation over an angle of about 90°, which is only possible if the movement of the vane 48 is not restricted by any other part of the system.
  • FIGs 5a and 5b show a close up of two vanes 48 in two different configurations.
  • the closed configuration is shown.
  • the vanes 48 are essentially in one line. Only a very small opening between the ends of the vane bodies 31 allows air to pass. However, when the airstream 35 passes parallel to the vanes 48, there is no nozzle 37 to redirect the stream towards the blades 44 of the turbine and no air stream will be directed towards the blades 44 of the turbine 40. If the vanes 48 are longer than the distance between the corresponding pivots 32, the vane bodies 31 of adjacent vanes 48 will overlap when in the closed configuration and no air will pass between the two vanes 48. In figure 5b, the vanes 48 are in a more (not completely) open
  • the nozzle 37 is shaped as a narrow channel with walls formed by the vane bodies 31. The use of longer vane bodies 31 may improve the nozzle function.
  • FIGs 6a and 6b show a close up of a preferred implementation of two vanes 48 in two different configurations.
  • the main difference with the vanes 48 of figures 5a and 5b is that the pivot 32 is now mounted at one of the ends of the vane body 31.
  • the pivot 32 is closer to the impeller blades 44, but that does not alter the functioning of the air nozzle 37.
  • the vane bodies 31 in figure 6b are somewhat longer than in figure 5b, thereby improving the nozzle function.
  • Figure 7 shows an air inlet system using the preferred implementation of figure 6a and 6b. In this figure it can be seen how the preferred implementation of figure 6a leads to a small vaneless space 55.
  • Figure 8 shows a cross section of an actuation system for the adjustable vanes 48.
  • the vane body 31 is mounted on a pivot 32. When the pivot 32 is rotated, the vane body 31 also rotates.
  • the construction of the air inlet system is such that the vane body 31 is free to rotate over an angle of about 90° or more, such that the ring of vanes 48 (see figure 7) may be configured to be completely or almost closed or open. Also configurations in between completely closed and open are possible.
  • the pivot is rotated when an actuation ring 51 is rotated.
  • the actuation ring 51 is coupled to the pivot 32 via an actuation arm 52.
  • the space between the housing 53 and the vane 48 is small, in order to avoid leakage of air towards the impeller blades 44 in (completely or almost) closed configurations and to improve the nozzle function in more open configurations.
  • Figures 9a and 9b show a top view of part of the actuation system in two different configurations.
  • rotation of the actuation ring 51 leads to a rotation of the actuation arm 52, the pivot 32 and the vane body 31.
  • the actuation ring 51 is guided by a roller 63 which keeps the actuation ring 51 at the right position while rotating.
  • the roller 63 and the actuation arm 52 are mounted such that the actuation arm 52 is free to rotate over the angle required for moving between the closed and the open configuration. This can e.g. be done by using a small enough roller 63 or by mounting the roller 63 and the actuation arm 52 at different heights.
  • the roller 63 may be mounted at the outer side of the actuation ring 51.
  • Figures 10 and 11 show a top view of the actuation system in two different configurations. This shows how rotating the actuation ring 51 leads to a different configuration of the actuation arms 52 and therewith also to a different configuration of the adjustable vanes 48.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Turbines (AREA)

Abstract

An air inlet system (10) for an internal combustion engine (200) is provided. The air- inlet system comprises an air intake port (20), an air output port (30) for providing air for a combustion chamber (202) of the combustion engine (200), and a turbine (40). The turbine (40) is situated in between the air intake port (20) and the air output port (30) for turning kinetic energy from the air intake port (20) to the air output port (30) into mechanical energy. The turbine (40) comprises at least one impeller blade (44) and multiple adjustable vanes (48) for controlling an air flow resistance of the turbine (40), the adjustable vanes (48) being configurable in at least a first position, a second position and a third position. In the first position, two adjacent adjustable vanes (48) form a nozzle (37) for directing the airstream towards the impeller blade (44). In the second position, the two adjacent adjustable vanes (48) form a narrower nozzle (37) for directing the airstream towards the impeller blade (44). In the third position, the two adjacent adjustable vanes (48) are essentially in one line, such that a flow area for the airstream between said adjacent adjustable vanes (48) is minimal.

Description

Air inlet system for an internal combustion engine
Field of the invention
This invention relates to an air inlet system for an internal combustion engine, the air- inlet system comprising an air intake port, an air output port for providing air for a combustion chamber of the combustion engine and a turbine situated in between the air intake port and the air output port for turning kinetic energy from the air intake port to the air output port into mechanical energy, the turbine comprising at least one impeller blade and multiple adjustable vanes for controlling an air flow resistance of the turbine, the adjustable vanes being configurable in at least a first position and a second position, wherein in the first position, two adjacent adjustable vanes form a nozzle for directing the airstream towards the impeller blade and in the second position, the two adjacent adjustable vanes form a narrower nozzle for directing the airstream towards the impeller blade. Background of the invention
Such an air inlet system is known from the international patent application published as WO 2009/092670, wherein such a turbine in the air inlet is used for propelling one or more engine appendages, such as a steering pump which is usually driven by the crank shaft. The cooled air from the turbine is also used in a heat exchanger which is part of a system for controlling a temperature inside the vehicle using the internal combustion engine. An alternator is coupled to the turbine for converting the mechanical energy of the turbine into electrical energy.
WO 2009/092670 discloses a mechanism for influencing the air flow resistance of the turbine. The turbine comprises adjustable vanes to control the air flow rate through the turbine. The position of the vanes is adjusted to increase or decrease the air flow resistance of the turbine in conjunction with the engine load. When the vanes are in an open configuration, the airstream easily flows through the relatively wide nozzle in a direction more parallel to the impeller blades. The wide nozzle provides a large air flow area. This results in low air flow resistance and allows for high engine loads. When the vanes form a narrower nozzle (smaller air flow area) directing the airstream through the turbine in a direction more perpendicular to the impeller blades, the turbine delivers more mechanical energy and the air flow resistance is increased. High air flow resistance corresponds to reduced engine power situations.
It is a disadvantage of the air inlet system of WO 2009/092670 that the efficiency of the turbine is only satisfying when the engine delivers high power. The turbine efficiency quickly diminishes when the engine power engine is reduced. The known turbine does not function very well in frequently occurring situations, such as driving with a constant speed below 80 km/h.
Object of the invention
It is an objective of the invention to provide an air inlet system as described in the opening paragraph, with an improved efficiency in situations requiring low engine power.
Summary of the invention
According to a first aspect of the invention, this object is achieved by providing an air inlet system for an internal combustion engine, the air- inlet system comprising an air intake port, an air output port for providing air for a combustion chamber of the combustion engine, a turbine situated in between the air intake port and the air output port for turning kinetic energy from the air intake port to the air output port into mechanical energy, the turbine comprising at least one impeller blade and multiple adjustable vanes for controlling an air flow resistance of the turbine, the adjustable vanes being configurable in at least a first position, a second position and a third position, wherein in the first position, two adjacent adjustable vanes form a nozzle for directing the airstream towards the impeller blade, in the second position, the two adjacent adjustable vanes form a narrower nozzle for directing the airstream towards the impeller blade, and in the third position, the two adjacent adjustable vanes are essentially in one line, such that a flow area for the airstream between said adjacent adjustable vanes is minimal.
The inventors have found out that the turbine efficiency in low engine load situations can be improved by modifying the air inlet system of WO 2009/092670 in such a way that the vanes are free to move from an open configuration to a substantially closed configuration in which the vanes line up head to tail. In the known air inlet system this was not yet possible. Starting from the known air inlet system of WO 2009/092670, several improvements have been implemented in order to enable this free movement. In the known air inlet system, the freedom of movement for the vanes was limited to configurations ranging from open to half open. Further closing of the vanes was not possible because of, e.g., construction elements of the air inlet system obstructing further movement.
In the completely closed configuration, substantially no air is directed to the impeller blades of the turbine, but in a nearly closed configuration the remaining small nozzle directs the airstream towards the impeller blades more efficiently. This results in higher turbine efficiency in the nearly closed configuration. Due to the high air flow resistance in this configuration, it is not very suitable for high engine load situations requiring a lot of air to be sucked into the combustion chamber. The closed or nearly closed configuration is however very suitable for low engine load situations, where the air flow resistance should be much higher. By allowing the adjustable vane to move freely between the closed and the open configurations, the working range of the turbine is enlarged to much lower engine loads and vehicle speeds. The air inlet system according to the invention even makes it possible to use the turbine in an idling engine.
Preferably, the vane can be rotated between the open and closed configurations over an angle of about 90° in order to optimize the working range of the turbine.
For further improving the efficiency of the turbine in low engine load situations the adjustable vane may be provided as an airfoil shaped vane body mounted on a pivot for rotating the vane from the first to the third configuration and vice versa.
Preferably the pivot and the vane body are joined at the tail end of the vane body, which end faces the impeller blades. With the pivot at the tail of the vane body, the space between the vanes and the impeller blades is kept small in all configurations. When the space between the vanes and the impeller blades (= vaneless space) is too large, the redirected air stream loses strength on its way to the impeller blades. A too large vaneless space results in decreased turbine efficiency, particularly in the closed or nearly closed configurations.
Preferably, the vane bodies are longer than the distance between the pivots of two adjacent vanes. Such long vane bodies overlap in the closed configuration, such that no air can pass between the two adjacent vanes. In the almost closed configuration, the long vane bodies do still form a nozzle with sufficient ability to redirect the air stream towards the impeller blades. When shorter vane bodies are used, the (almost) closed configuration reduces the nozzles to simple slits with no ability to redirect the airstream.
In a further embodiment of the air inlet system according to the invention, the adjustable vanes are included in the air inlet system in such a way that, in the closed configuration, only a small amount of air can leak towards the impeller blades. This may, e.g., be achieved by providing only little room between the vanes and the housing. As a result in the low engine load situation with an almost closed vane configuration, the greater part of the airstream is lead through the small nozzles and leakage of air into other directions is prevented.
Turbine systems with adjustable vanes are also known from Variable Geometry Turbochargers (VGT) (also called Variable Nozzle Turbine (VNT)). An example of an engine using a VGT is the Borg Warner BV35. In known VGT engines, a turbine drives a compressor to increase the density of air entering the engine and to create more power. In such a VGT engine the turbine is not used for driving a generator and there is no need for a turbocharger to function in situations of low engine power. The design of the air inlet system of WO 2009/092670 is based on commercially available VGT engines and does therefore have low turbine efficiency in situations of low engine power. That problem is solved with the air inlet system according to the invention.
These and other aspects of the invention are apparent from and will be elucidated with reference to the embodiments described hereinafter.
Brief description of the drawings
In the drawings:
Figure 1 schematically shows an internal combustion engine with an air inlet system according to the invention,
Figure 2a and 2b show a turbine of an air inlet system according to the invention in two different configurations,
Figures 3 and 4 schematically show the air inlet system with the vanes in two different configurations,
Figures 5 a and 5b show a close up of two vanes in two different configurations,
Figures 6a and 6b show a close up of a preferred implementation of two vanes in two different configurations,
Figure 7 shows an air inlet system using the preferred implementation of figure 6a and 6b,
Figure 8 shows a cross section of an actuation system for the adjustable vanes, Figures 9a and 9b show a top view of part of the actuation system in two different configurations, and
Figures 10 and 11 show a top view of the actuation system in two different configurations.
Detailed description of the invention
Figure 1 schematically shows a spark-ignition engine 200 with an air inlet system 10 according to the invention. The engine 200 comprises a combustion chamber 202 which comprises a piston 206 connected to a crankshaft 210 via a connecting rod 208. The engine 200 further comprises a spark plug 204 for providing a spark for igniting the air- fuel mixture and apply a force on the piston 206 which moves away from the spark-plug 204. The movement of the piston 206 is converted via the piston rod 208 into a rotational movement of the crankshaft 210.
Known spark- ignition engines typically comprise a three-way catalyst (not shown) for reducing the emission of carbon monoxide and nitrogen oxides from the spark-ignition engine. This catalyst requires a substantially constant air-fuel ratio of approximately 14.7: 1 for proper operation. The engine power in the known spark- ignition engines is typically regulated by regulating the air mass flow into the combustion chamber of the engine. The air mass flow is generally varied by varying the air intake pressure near the cylinder of the known combustion engine using a valve between an air inlet of the combustion chamber and ambient air. Due to the pressure difference across the valve, the air expands after passing the valve. However, in the known spark- ignition engines the expansion process of the air coincides with frictional heating of the expanding air which results in a substantially isenthalpic process in which the reduction of the air temperature due to the expansion is annulled by the heating of the air due to friction. This results in energy being wasted.
In W0 2009/092670 the energy waste is reduced by replacing the valve by a turbine 40 in the air- inlet system 10. The function of the turbine 40 is to convert (part of) the wasted energy of the expanding air into mechanical energy of the blade 44. The mechanical energy is then reused. In such a spark-ignition engine 200, the spark-ignition engine 200 comprises an air- inlet system 10 for controlling the air mass flow into the combustion chamber 202. The air- inlet system 10 comprises a turbine 40 provided with an impeller hub 42 (see figures 2a, 2b) which comprises at least one blade 44 (figures 2a, 2b). The air- inlet system 10 comprises an air intake port 20 through which the air enters the air- inlet system 10, and comprises an air output port 30 via which the air is provided to the combustion chamber 202 of the spark-ignition engine 200. The air- inlet system 10 is configured to guide air from the air intake port 20 via the turbine 40 to the air output port 30. Between the air output port 30 and the combustion chamber 202 a manifold 50 and fuel inlet means 212 may be provided. The turbine 40 enables to control the air mass flow into the combustion chamber 202 while using at least some of the pressure drop across the turbine 40 to drive the blade 44 of the turbine 40 for generating mechanical energy.
The mechanical energy of the blade 44 of the turbine 40 may, for example, be used to propel one or more engine appendages, for example, a power steering pump (not shown) or a generator (alternator or dynamo) 46 for converting the mechanical energy into electric energy. One or more adjustable vanes 48 are provided for regulating the air- flow through the turbine 40. Below, with reference to figures 2a and 2b, it is elucidated how adjustment of the vane positions is used to control the air- flow resistance and therewith also the air intake pressure.
Figure 2a and 2b show a turbine 40 of an air inlet system 10 according to the invention in two different configurations. The turbine 40 comprises an impeller hub 42 with one or more impeller blades 44 which are driven by the air passing through the turbine 40. The air enters the turbine 40 through air intake port 20 and leaves the turbine 40 at the air output port 30. Air nozzles are formed by the surfaces of adjacent vanes 48. The direction and flow area of the nozzles depends on the orientation of the vanes 48. The adjustable vanes 48 thus regulate the air- flow through the turbine 40 and determine the air- flow resistance.
In figure 2a a first orientation of the adjustable vanes 48 is shown in which the adjustable vanes 48 are adjusted such that the air can flow through the turbine 40 relatively easily, resulting in a relatively low air-flow resistance of the turbine 40. This first orientation of the adjustable vanes 48 generally represents high engine loads and/or speed. The vanes 48 as shown in the first orientation of the adjustable vanes 48 guide the air flow such that the air hits the blades 44 at the right angle. Additionally, the flow area for the air nozzle is large. This orientation of the vanes 48 allows the air to flow through the turbine 40 relatively easily and results in a relatively low air- flow resistance. This configuration is very suitable for high engine loads and leads to a reduced conversion of mechanical energy of the turbine 40 into electrical energy by the generator 46 (not shown). Figure 2b shows a second orientation of the adjustable vanes 48 in which the adjustable vanes 48 are adjusted such that the air is guided to strike the blades 44 at a different angle, resulting in a relatively large force propelling the blades 44. The flow area of the air nozzles is now very small, almost non-existing. This second orientation of the adjustable vanes 48 causes a relatively high air-flow resistance in the turbine 40. This configuration is very suitable for low engine loads and leads to an increased conversion of mechanical energy of the turbine 40 into electrical energy by the generator 46 (not shown).
Figures 3 and 4 schematically show the air inlet system 10 with the vanes 48 in two different configurations. In figure 3, the vanes 48 are in an open configuration. The vanes 48 comprise vane body 31 mounted on a pivot 32. The vane body 31 may, e.g., be a rod or airfoil shape. Each pair of adjacent vanes 48 together forms an air nozzle 37 which directs an incoming airstream 35 towards the impeller blades 44 of the turbine 40. In figure 4, the vanes 48 have been rotated over an angle of about 40°. Due to this rotation, the shape of the air nozzle 37 is changed. Due to the different shape of the nozzle 37, the direction of the airstream 35 is also changed and is now more
perpendicular to the blades 44 of the turbine 40. Furthermore the flow area 36 of the air nozzles 37 is decreased, which leads to a higher air flow resistance.
According to the invention, the vanes 48 can be rotated from the open position of figure 3 to a closed position in which the vanes 48 are essentially in one line and the flow area is reduced to almost zero. In the closed position, the nozzles 37 are reduced to a simple slit. If the vanes are long enough, i.e. at least as long as the distance between the pivots 32 of two adjacent vanes 48, the ring of vanes 48 is completely closed and does not allow any air to pass. Going from the open configuration to the closed configuration requires a rotation over an angle of about 90°, which is only possible if the movement of the vane 48 is not restricted by any other part of the system.
Figures 5a and 5b show a close up of two vanes 48 in two different configurations. In figure 5a, the closed configuration is shown. The vanes 48 are essentially in one line. Only a very small opening between the ends of the vane bodies 31 allows air to pass. However, when the airstream 35 passes parallel to the vanes 48, there is no nozzle 37 to redirect the stream towards the blades 44 of the turbine and no air stream will be directed towards the blades 44 of the turbine 40. If the vanes 48 are longer than the distance between the corresponding pivots 32, the vane bodies 31 of adjacent vanes 48 will overlap when in the closed configuration and no air will pass between the two vanes 48. In figure 5b, the vanes 48 are in a more (not completely) open
configuration and the airstream 35 is directed through the air nozzle 37 towards the impeller blades 44. The nozzle 37 is shaped as a narrow channel with walls formed by the vane bodies 31. The use of longer vane bodies 31 may improve the nozzle function.
Figures 6a and 6b show a close up of a preferred implementation of two vanes 48 in two different configurations. The main difference with the vanes 48 of figures 5a and 5b is that the pivot 32 is now mounted at one of the ends of the vane body 31. In the open configuration of figure 6b, that does not really give a different situation than already described for figure 5b. The pivot 32 is closer to the impeller blades 44, but that does not alter the functioning of the air nozzle 37. The vane bodies 31 in figure 6b are somewhat longer than in figure 5b, thereby improving the nozzle function.
However, in the nearly closed configuration of figure 6a two separate advantages are observed. First, the use of a vane body 31 that is longer than the distance between two adjacent pivots 32 improves the nozzle function, because it enlarges the surface area that redirects air towards the blades 44 of the turbine 40. In figure 5 a, the vane bodies 31 are shorter and the 'nozzle' is only a small opening that cannot direct the airstream towards the turbine blades 44.
In addition, because the pivots 32 in figure 6a can be placed closer to the impeller blades 44, the airstream is lead directly from the nozzle 37 onto the impeller blades 44. The 'vaneless space' 55 is very small. In the situation of figure 5a, with the pivot 32 mounted at the center of the vane body 31 , the air has to travel some distance after passing the vanes 48 and before hitting the impeller blades 44. Along the way, the airstream may break up and become weaker.
Figure 7 shows an air inlet system using the preferred implementation of figure 6a and 6b. In this figure it can be seen how the preferred implementation of figure 6a leads to a small vaneless space 55.
Figure 8 shows a cross section of an actuation system for the adjustable vanes 48. The vane body 31 is mounted on a pivot 32. When the pivot 32 is rotated, the vane body 31 also rotates. According to the invention, the construction of the air inlet system is such that the vane body 31 is free to rotate over an angle of about 90° or more, such that the ring of vanes 48 (see figure 7) may be configured to be completely or almost closed or open. Also configurations in between completely closed and open are possible. The pivot is rotated when an actuation ring 51 is rotated. The actuation ring 51 is coupled to the pivot 32 via an actuation arm 52. When multiple (or all) vanes 48 are coupled to the actuation ring 51 , rotating the actuation ring 51 will lead to simultaneous rotation of the multiple vanes 48. Preferably, the space between the housing 53 and the vane 48 is small, in order to avoid leakage of air towards the impeller blades 44 in (completely or almost) closed configurations and to improve the nozzle function in more open configurations.
Figures 9a and 9b show a top view of part of the actuation system in two different configurations. Here it can be seen how, in this embodiment, rotation of the actuation ring 51 leads to a rotation of the actuation arm 52, the pivot 32 and the vane body 31. In this embodiment, the actuation ring 51 is guided by a roller 63 which keeps the actuation ring 51 at the right position while rotating. The roller 63 and the actuation arm 52 are mounted such that the actuation arm 52 is free to rotate over the angle required for moving between the closed and the open configuration. This can e.g. be done by using a small enough roller 63 or by mounting the roller 63 and the actuation arm 52 at different heights. Alternatively, the roller 63 may be mounted at the outer side of the actuation ring 51.
Figures 10 and 11 show a top view of the actuation system in two different configurations. This shows how rotating the actuation ring 51 leads to a different configuration of the actuation arms 52 and therewith also to a different configuration of the adjustable vanes 48.
It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design many alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. Use of the verb "comprise" and its conjugations does not exclude the presence of elements or steps other than those stated in a claim. The article "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the device claim enumerating several means, several of these means may be embodied by one and the same item of hardware. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.

Claims

CLAIMS:
1. An air inlet system (10) for an internal combustion engine (200), the air- inlet system comprising:
an air intake port (20),
- an air output port (30) for providing air for a combustion chamber (202) of the combustion engine (200), and
a turbine (40) situated in between the air intake port (20) and the air output port (30) for turning kinetic energy of an airstream from the air intake port (20) to the air output port (30) into mechanical energy, the turbine (40) comprising at least one impeller blade (44) and multiple adjustable vanes (48) for controlling an air flow resistance of the turbine (40), the adjustable vanes (48) being configurable in at least a first position, a second position and a third position, wherein
in the first position, two adjacent adjustable vanes (48) form a nozzle (37) for directing the airstream towards the impeller blade (44),
- in the second position, the two adjacent adjustable vanes (48) form a narrower nozzle (37) for directing the airstream towards the impeller blade (44), and in the third position, the two adjacent adjustable vanes (48) are essentially in one line, such that a flow area for the airstream between said adjacent adjustable vanes (48) is minimal.
2. An air inlet system (10) as claimed in claim 1, wherein the adjustable vanes (48) comprise a vane body (31) mounted on a pivot (32) for enabling rotational movement of the vane body (31) between the first and the third position, the second position lying in between the first position and the third position.
3. An air inlet system (10) as claimed in claim 2, wherein the vane body (31) and the pivot (32) are mounted such that the adjustable vane (48) is free to rotate from the first position to the third position and vice versa over an angle of about 90°.
4. An air inlet system (10) as claimed in claim 2, wherein the vane body (31) is airfoil shaped.
5. An air inlet system (10) as claimed in claim 2, wherein the vane body (31) and the pivot (32) are joined at an end of the vane body (31), which end is closest to the impeller blade (44) when the adjustable vane (48) is in the first position.
6. An air inlet system (10) as claimed in claim 3, wherein the vane body (31) and the pivot (32) are joined at a tail of the airfoil shaped vane body (31), which tail is closest to the impeller blade (44) when the adjustable vane (48) is in the first position.
7. An air inlet system (10) as claimed in claim 2, wherein a length of the vane body (31) is substantially equal to a distance between the pivots (32) of the two adjacent adjustable vanes (48).
8. An air inlet system (10) as claimed in claim 2, wherein a length of the vane body (31) is longer than a distance between the pivots (32) of the two adjacent adjustable vanes (48).
9. An air inlet system (10) as claimed in claim 2, wherein the pivots (32) of the multiple adjustable vanes (48) are coupled to a common actuation ring (51), the actuation ring (51) being arranged to rotate the multiple adjustable vanes (48)
simultaneously.
10. An air inlet system (10) as claimed in claim 9, wherein the pivots (32) of the multiple adjustable vanes (48) are coupled to a common actuation ring (51), such that the actuation ring (51) is arranged to rotate the multiple adjustable vanes (48) over an angle of about 90°.
EP11716598.5A 2010-05-05 2011-05-03 Air inlet system for an internal combustion engine Not-in-force EP2567073B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP11716598.5A EP2567073B1 (en) 2010-05-05 2011-05-03 Air inlet system for an internal combustion engine

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP10162022 2010-05-05
PCT/EP2011/057032 WO2011138312A1 (en) 2010-05-05 2011-05-03 Air inlet system for an internal combustion engine
EP11716598.5A EP2567073B1 (en) 2010-05-05 2011-05-03 Air inlet system for an internal combustion engine

Publications (2)

Publication Number Publication Date
EP2567073A1 true EP2567073A1 (en) 2013-03-13
EP2567073B1 EP2567073B1 (en) 2014-11-12

Family

ID=44167189

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11716598.5A Not-in-force EP2567073B1 (en) 2010-05-05 2011-05-03 Air inlet system for an internal combustion engine

Country Status (2)

Country Link
EP (1) EP2567073B1 (en)
WO (1) WO2011138312A1 (en)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE69409984T2 (en) * 1993-02-03 1999-01-28 Nartron Corp., Reed City, Mich. Intake air powered alternator and method for converting intake air energy to electrical energy
DE102007007197B4 (en) * 2007-02-09 2013-11-14 Bosch Mahle Turbo Systems Gmbh & Co. Kg Guide vane adjusting device for a turbine part of a charging device
DE102007055224A1 (en) * 2007-11-19 2009-05-20 Bosch Mahle Turbo Systems Gmbh & Co. Kg Loading device i.e. exhaust gas turbocharger, for motor vehicle, has adjusting ring with external teeth extending in circumferential direction and merging with complementarily designed teeth of operation unit of guide vane adjusting unit
EP2083154A1 (en) 2008-01-23 2009-07-29 Technische Universiteit Eindhoven Air-inlet system for internal combustion engine, air-conditioning system and combustion engine comprising the air-inlet system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2011138312A1 *

Also Published As

Publication number Publication date
EP2567073B1 (en) 2014-11-12
WO2011138312A1 (en) 2011-11-10

Similar Documents

Publication Publication Date Title
US7461507B2 (en) High response compact turbocharger
US10294856B2 (en) VTG turbocharger with wastegate controlled by a common actuator
JP2016211571A (en) Turbine engine with variable pitch outlet guide vanes
KR20140119128A (en) Mixed-flow turbocharger with variable turbine geometry
JP4571072B2 (en) Device for imparting a swirling motion to an air flow to provide a turbocharged internal combustion engine
US20160160756A1 (en) Turbocharger combining axial flow turbine with a compressor stage utilizing active casing treatment
KR20060046675A (en) Variable geometry turbine
US10385722B2 (en) Adjustment ring damper
EP2150684A2 (en) Passively controlled turbocharger
US10458318B2 (en) Method for adjusting exhaust gas temperature and turbine with bypass arrangement
CN101663472B (en) Variable turbine geometry turbocharger
CN108884721A (en) Turbocharger with compressor with variable deburring
US20150152741A1 (en) Turbocharger with variable turbine geometry having grooved guide vanes
CN105626167B (en) Variable Turbine Geometry Blades with Single-Axis, Self-Centering Pivot Feature
JP2011111988A (en) Supercharging engine system
KR20150102096A (en) Variable pivot center vtg vanes and vane pack assembly
US9140134B2 (en) Guide vane for a turbo-compressor, guide vane arrangement, turbo-compressor, motor vehicle and method
KR102102334B1 (en) Integrated vane stops for variable-geometry turbocharger mechanism
EP2567073B1 (en) Air inlet system for an internal combustion engine
KR20150050673A (en) Variable geometry turbo system
JP2008019748A (en) Turbocharger
JP2010209867A (en) Variable-displacement-type supercharger of internal combustion engine
CN107109953A (en) Variable geometry turbocharger turbine
JP2008196336A (en) Internal combustion engine with a supercharger

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20121205

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20140219

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20140728

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

RIN1 Information on inventor provided before grant (corrected)

Inventor name: BOOT, MICHAEL, DIRK

Inventor name: EICHHORN, RUUD, HENRICUS, LAMBERTUS

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 695911

Country of ref document: AT

Kind code of ref document: T

Effective date: 20141115

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602011011298

Country of ref document: DE

Effective date: 20141224

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20141112

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 695911

Country of ref document: AT

Kind code of ref document: T

Effective date: 20141112

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20150312

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20150212

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20150312

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20150213

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602011011298

Country of ref document: DE

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20150813

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20150503

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150531

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150531

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150503

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20110503

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 8

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20141112

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20210525

Year of fee payment: 11

Ref country code: DE

Payment date: 20210527

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20210527

Year of fee payment: 11

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602011011298

Country of ref document: DE

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20220503

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220531

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220503

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20221201