EP3004586A1 - Système de compression d'un moteur - Google Patents

Système de compression d'un moteur

Info

Publication number
EP3004586A1
EP3004586A1 EP14739222.9A EP14739222A EP3004586A1 EP 3004586 A1 EP3004586 A1 EP 3004586A1 EP 14739222 A EP14739222 A EP 14739222A EP 3004586 A1 EP3004586 A1 EP 3004586A1
Authority
EP
European Patent Office
Prior art keywords
engine
air
turbine
turbo
charging system
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
EP14739222.9A
Other languages
German (de)
English (en)
Inventor
Flavio FERRANTI
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Priority claimed from PCT/IB2014/000890 external-priority patent/WO2014195777A1/fr
Publication of EP3004586A1 publication Critical patent/EP3004586A1/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
    • 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
    • F02B29/02—Other fluid-dynamic features of induction systems for improving quantity of charge
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • 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 present invention relates to a turbo-charging system of an engine .
  • the present invention relates to a turbo-charging system of an engine, of the type connected to the intake phase of the engine .
  • the internal combustion engines having piston can be distinguished in: - compression ignition diesel engine, characterized by the introduction of the finely atomized fuel at the end of the compression and therefore at its power on, which occurs spontaneously; - gasoline carburetion engine with carburetor or injection and having spark ignition and subsequent flame propagation.
  • the directly or indirectly injection has several advantages compared to carburetion by carburetor: 1) increasing the volumetric efficiency, for the increased size of the supply pipes 2) elimination of backfiring danger, because the pipes are fuel free 3) improvement of dead space washing, which is carried out with air and can therefore be prolonged without wasting fuel during exhaustion 4) fuel economy because a good combustion is possible 5) more vivid acceleration, because the fuel does not have to travel long pipes 6) greater ease of design of the engine, since the position of the injection system (pump, any distributor, regulator, injectors) is not strictly bound to that of the motor.
  • An operation cycle shown in Figure 1, consists of the following four phases: - The intake phase, in which, when the piston is lowered from the top deadlock to bottom deadlock, and draws in the cylinder, through the appropriate intake valve open, an air current which, passing through the carburetor, is enriched of fuel (section AB - isovolumic transformation) ; - The compression phase, in which the piston, moving from the bottom deadlock to the top deadlock, compresses the air / fuel mixture in the cylinder, the valves being closed (segment BC transformation ideally adiabatic isentropic) ; - The expansion phase, which represents the useful work done by the engine, in which the expansion produced by the combustion of the air / fuel mixture, pushes the piston from top deadlock to bottom deadlock; - The combustion phase, in which shortly before the piston has reached the top deadlock the spark between the electrodes occurs by kindling the mixture that surrounds them, so the combustion propagates, with rapid increase of pressure, to
  • the power delivered by the engine may be increased in several known ways .
  • the expansion of the cylinder capacity allows a power output increase, becuase more air is available in a larger combustion chamber as more fuel / air mixture can be burnt.
  • This expansion can be achieved by increasing the number of cylinders or the volume of each individual cylinder. In general, this results in larger and heavy engines .
  • Another possibility to increase the power output of the engine is to increase its speed. This is possible by increasing the number of ignition strokes per unit of time.
  • a turbocharger coupled to a vehicle engine consists of a turbine and a compressor connected by a common shaft supported on a bearing system.
  • the turbocharger converts the energy lost by the exhaust gas into compressed air pushed into the engine and this allows the engine to produce more power and torque .
  • the engine operates as a naturally aspirated engine.
  • the combustion air is drawn into the cylinder during the intake phase and is sucked from the external environment, which has a pressure equal to the environmental pressure.
  • the combustion air is conditioned by the altitude as the oxygen decreases with increasing altitude.
  • the combustion air is compressed. Consequently, at fixed altitude, a greater amount of air and, therefore, oxygen can enter the combustion chamber. This involves the combustion of a greater quantity of combustion air, and the increase of the engine output power proportionally to the cylinder capacity.
  • the combustion air is compressed by a compressor driven directly from the engine, by means of mechanical organs, such as belts, gear trains, etc.
  • mechanical organs such as belts, gear trains, etc.
  • the growth of the output power is partially attenuated by the dispersion caused by the compressor operation.
  • the power required for operating a mechanical compressor needs a part of the power delivered by the engine .
  • the energy of the exhaust gas which would normally be lost, is in part used to drive a turbine.
  • a compressor mounted on the same axis of the turbine, that compresses the combustion air and then supplies it to the engine, without any mechanical connection to the engine, as already described.
  • the body of the turbine comprises two components: the “blades wheel” of the turbine and the “enclosure / housing” .
  • the exhaust gas is guided into the turbine wheel from the housing and the energy present in the exhaust gas let the turbine rotate. Once the gas has passed through the blades of the turbine wheel comes out from the exhaust exit.
  • the revolutions of the turbine wheel are determined by the speed of the engine, so if the engine is at a minimum mode the wheel rotates at a minimum speed. Due to the pressure on the accelerator, the wheel starts to spin faster due to the passage of a greater amount of air through the housing of the turbine.
  • the system of the compressor is constituted by a housing body and an impeller. , , ⁇ , U V J) (J jj y
  • the impeller of the compressor, or "wheel” of the compressor is connected to the turbine by a forged steel axis .
  • the combustion air is guided into the compressor wheel from the housing. Once compressed, the air leaves the body from the output of the compressor and flows into the engine cylinders. At its entry into the compressor, the air has a temperature equal to the atmospheric one but, due to a phenomenon of thermal transmission, it comes out at a temperature higher than 200° G.
  • the temperature increase is determined by the contact of the combustion air with the body of the turbine, crossed by the exhaust gas at high temperature that drive the turbine, and, for the same volume, the temperature increase causes the decrease in the amount of oxygen present in the air, thus lowering the stoichiometric ratio.
  • the temperature increase of the air can be counteracted by cooling the same, downstream of its exit from the compressor, by means of a heat exchanger called " intercooler" .
  • a fixed geometry turbocharger comes into operation when the force provided by the exhaust gas is such as to let the turbine rotates, depending on the number of engine revolutions. Therefore, the fixed geometry turbochargers are good to use for the low, medium, or high engine revolutions .
  • a more effective but more complex .. method of turbocharging is the variable geometry method, which consists in the use of a turbine, which has the ability to capture, thanks to a system of movable blades, all the exhaust gas from a minimum condition of engine operating at low speed to a maximum condition of high speed.
  • the turbochargers currently used have various problems such as weight or size; require the installation of exhaust manifolds for each specific engine for connecting the same to the turbocharger; determine problems of negative environmental impact resulting from the failure emptying of the combustion chamber after a combustion cycle and the consequent accumulation of combustion residues in the subsequent cycles, caused by the need to restrict the cross section of the exhaust manifold in order to increase the speed for starting the turbine.
  • the high temperature of the exhaust gas reaches 800/1000° C, it is required the use of snails of the turbine made with materials resistant to high temperatures, such as cast iron.
  • relatively to the volumetric compressor a problem is constituted by the absorption of power of the engine caused by the need of the engine to drag all its the mechanical components.
  • this device is not able to send the fluid to the impeller in a certain direction and cannot collect the fluid discharged from the first impeller conveying it in a suitable direction to the second impeller.
  • a solution does include neither means which can send the fluid to the impeller in a given direction nor means collecting and guiding the fluid from the first to the second impeller, then most of the energy of the air is dispersed.
  • the air once crossed the first turbine at the ignition, the air goes partly through the second turbine and partly bumps on the turbine blades interfering in the rotation of the device, which can not exert work on the air.
  • a pulsing pressure is determined during the alternating operation of the cylinders, at the time of the air intake in the intake high volume manifold. For these reasons and for the fact that the device described above is positioned very close to the valves, this device has not a good efficiency. Furhtermore, a certain overpressure can be produced with such a device, due to the fact that the increase of air is dependent only on the ratio between the diameters of the two turbines.
  • the positioning of the device between the carburetor and the engine, in an engine with carburetor causes the following disadvantages: increased danger of backfiring, because the system is connected to the carburetor; and greater difficulty of the engine design, because the position of the system is closely linked to the position of the engine.
  • EGR solenoid or hydraulic valve
  • this solution has several problems. Since it is a turbocharger driven by exhaust gases, it's performance is compromised, not only for the variability of the characteristic ratio of the turbine operation, but also for the interference of the various discharges from different cylinders and also from the same cylinder, due to its inertia. Therefore, this method should be used such as the distributors of the turbine are reached separately by discharges of the various cylinders or such that the same sector of the distributor is reached only by the gas of cylinders whose exhaust phases do not overlap.
  • Purpose of the present invention is to provide a turbo-charging system of an engine, having characteristics such as to overcome the limitations which still affect the systems previously described with reference to the known technique .
  • a turbo-charging system of an engine is provided, as defined in claim 1.
  • Figure 1 shows the working cycle of the ideal carburetor four-stroke engine, according to the prior art
  • FIG. 2 shows a schematic view of a turbo-charging system placed between the air filter and the throttle unit of an engine, according to the invention
  • FIG. 3a-3b show schematic views respectively of a central body and of oil-lubricated bearings of the central body of the turbo-charging system, according to the invention
  • FIG. 4a-4b show schematic views respectively of a central body and a speed multiplier of the turbo-charging system, according to the invention
  • FIG. 5 shows a schematic view of the path taken from the air, leaving the air filter, within the turbo- charging system, according to the invention
  • FIG. 6 shows a three-dimensional schematic view of an intake manifold of an internal combustion engine comprising the turbo-charging system, according to the invention.
  • turbo-charging system 100 of an engine is interposed between the air filter 120 of the engine and the throttle unit 130 of the engine and comprises: a central body 101 on which a turbine 102 and a compressor 103 are mounted keyed on the same shaft 104; two Venturi tubes 105 comprised in the central body 101 and terminating with nozzles 106; rolling / sliding bearings 107 supporting the turbine 102; an oiler 108 and a speed multiplier 109 mounted on the central body 101, respectively shown in the figures 3 and 4; two flange diffusers 110; an air-circulation valve 111; a valve 112 for discharging the air to the outside; an air recirculation pipe 113 connected to the air recirculation valve 111; a connection flange 114 for connecting to the recirculation valve 111, for one of the two flange diffusers 110; connecting means 115 for
  • Figure 3a shows in more details the central body 101, highlighting the oil-lubricated bearings 107, and figure 3b shows a magnified image of the bearings 107 with the oiler 108.
  • Figure 4a shows in more details the central body 101, highlighting the speed multiplier 109, and figure 4b shows a magnified image of the speed multiplier 109.
  • figure 5 shows the system 100 of figure 2 highlighting the path followed by the air flow coming from the air filter 120, entering in the system 100 and exiting toward the throttle unit 130. More specifically, when the engine is started, the air coming from the intake phase of the engine, through the filter 120, is conveyed, via the first diffuser 110, in correspondence of the compressor 103 in the Venturi pipes 105. Thereafter, the air, coming out from the nozzles 106, is fed into the turbine 102 keyed on the same shaft 104 of the compressor 103. So, the turbine 102 is activated and consequently determines movement of the compressor 103, which starts to supercharge the engine. During the acceleration phase, in which the throttle unit 130 is opened, the air flow increases therefore increasing the supercharging of the engine .
  • the air recirculation valve 111 has the function of decreasing the air pressure between the turbine 102 and the throttle unit 130, safeguarding the integrity of the throttle valve when it is closed, out of phase acceleration, putting back the air into circulation in the air recirculation pipes 113, or alternatively, expelling the air to the outside through the air vent valve 112.
  • the turbocharger can be made with light metals.
  • the turbocharging system 100 is comprised within each intake air-box of the intake manifold of an internal combustion engine 150, for example an injection engine.
  • an injection engine favors the increase of the volumetric efficiency, for the possible greater size of the supply conduits, the elimination of the danger of backfiring, because the conduits are devoid of fuel and the greater ease of design of the engine, since the position of the injection system (pump, any distributor, regulator, injectors) is not strictly bound to the position of the engine.
  • a number of such systems 100 may be positioned within the intake air-boxes of the intake manifold after the throttle valve, near the intake valves, one for each engine cylinder.
  • the pressure waves in the intake conduit are used to increase the filling of each cylinder at low and medium/low rotation speed of the engine.
  • the turbocharging system 100 doesn't receive the intake air it continues to rotate by inertia and the excess air is discharged to the outside through the exhaust valve 112 or fed back into the circuit from the valve 111, shown in figures 2 and 5.
  • the use of the fittings 113 of the turbocharging system 100 or the installation of tanks of appropriate size can be used as accumulators of compressed air and the valves 111, by means of electronic control, can download the most appropriate moment a greater volume of air in the cylinder.
  • the Applicant has performed a theoretical study of the thermodynamic efficiency of the turbine, of the transmission between the turbine and the compressor, and of the thermodynamic efficiency of the compressor. To do this, he is based on the consideration that the thermal engine transforms the highest part of the heat obtained from the burned combustible substances into mechanical work of the combustion products, thanks to the pressure exercised by the latter against the movable wall of a volumetric machine.
  • the Applicant considered that the for the thermodynamic analysis of the turbocharger driven by exhaust gases it is generally assumed that the transformations that affect the air and flue gas, respectively in the compressor and in the turbine, take place without exchanging heat with the machines.
  • the efficiency of the turbocharger increases with the increasing of the overall efficiency of the turbocharger itself, with the ratio between the temperature of the flue gas at the turbine inlet and the temperature of the air intake of the compressor, with the expansion ratio in the turbine.
  • the yield loss results from loss of discharge kinetic energy, due to non-use of part of the kinetic energy of the fluid discharged from the machine, by the friction in the fixed and mobile ducts, the passage from one blade to another blade having different speed, from the marginal leakage of the fluid from the joints.
  • thermodynamic efficiency of the turbine is lower than 1
  • mechanical efficiency of the transmission between the turbine and the compressor is lower than 1
  • thermodynamic efficiency of the compressor is lower than 1.
  • thermodynamics states that any system of particles can interact with the external environment in four different ways by absorbing heat from the environment, releasing heat, doing work on the environment, sustaining a work. Each of these interactions is equivalent to an exchange of energy between the system and the external environment and produces a change in the internal energy of the system. If the system loses heat, or do a work, its internal energy decreases; if it receives heat or sustains a work from the outside, its internal energy increases. Therefore, any phenomenon takes place due to changes in potential and kinetic energy.
  • turbochargers currently used by the automotive industry is based on the thermodynamic principles mentioned above, on the foregoing and on equal volumes emitted in the exhaust phase and sucked into the suction phase is based, as well as for the present invention.
  • the present invention uses pre-combustion air, connected to the intake system of the engine, which does release deposits neither on ducts nor on the turbine blades, resulting in advantages in terms of performance, thanks to the fact that the cylinders are filled with fresh air as much as possible.
  • the filling of the cylinder is influenced by the geometrical characteristics of the intake conduits and by the geometry of the discharge.
  • the use of the present invention increases the overall efficiency of the engine since it guarantees a supercharger and an optimum filling of the cylinder, not obstructing the outside exit of the exhaust gases.
  • the intake air has a lower temperature than those of the exhaust gases, for which, using the present invention, it is not necessary to install cooling systems, nor requires the use of heavy materials.
  • turbocharging system of an engine according to the invention being positioned between the air filter and the throttle unit of the engine, does not undergo overheating to which known turbocharging systems are subjected.
  • Another advantage of the turbocharging system of an engine according to the invention consists in the possibility of mounting on engines of the same category of cylinder capacity, directly on the intake pipe, eliminating the need for specific connections and resulting in reduced production costs.
  • turbocharging system of an engine according to the invention allows small volumes occupation and fast and quick installation.
  • turbocharging system of an engine according to the invention has a total weight reduced as the turbocharger can be made with light metals.
  • turbocharging system of an engine according to the invention allows to increase the efficiency of the engine, as it allows to totally empty the combustion chamber after a combustion cycle, eliminating the problem of the accumulation of combustion residues in the subsequent cycles affecting the known systems.
  • turbocharging system of an engine according to the invention allows to replace fixed geometry turbine with a variable geometry turbine to increase the efficiency of the turbo compression system.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un système de turbocompresseur (100) d'un moteur comprenant: - un corps central (101) sur lequel une turbine (102) et un compresseur (103) tous deux verrouillés sur un même arbre (104) sont montés; et - au moins deux diffuseurs de bord (110) raccordés à deux venturis (105) compris dans le corps central (101) et se terminant par des buses (106). Le système de turbocompresseur (100) est interposé entre le filtre à air du moteur (120) et l'unité de papillon des gaz du moteur (130), la turbine (102) recevant des buses (106) l'air d'admission du moteur au niveau de l'évacuation du filtre à air (120) dont l'écoulement détermine la manœuvre de la turbine (102) et, par le biais de l'arbre (104), du compresseur (103).
EP14739222.9A 2013-06-05 2014-05-28 Système de compression d'un moteur Ceased EP3004586A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT000012A ITCZ20130012A1 (it) 2013-06-05 2013-06-05 Sistema di turbocompressione di un motore
PCT/IB2014/000890 WO2014195777A1 (fr) 2013-06-05 2014-05-28 Système de compression d'un moteur

Publications (1)

Publication Number Publication Date
EP3004586A1 true EP3004586A1 (fr) 2016-04-13

Family

ID=48917599

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14739222.9A Ceased EP3004586A1 (fr) 2013-06-05 2014-05-28 Système de compression d'un moteur

Country Status (3)

Country Link
EP (1) EP3004586A1 (fr)
CN (1) CN105358802A (fr)
IT (1) ITCZ20130012A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112199834A (zh) * 2020-09-29 2021-01-08 国网新疆电力有限公司电力科学研究院 一种±1100kV特高压直流复合绝缘子缩比试验方法

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4537173A (en) * 1984-09-26 1985-08-27 Norris Claude R Free-running rotary induction system
FR2610672A1 (fr) * 1987-02-05 1988-08-12 Simo Piera Jose Turbocompresseur-melangeur pour moteurs a essence
JP5381653B2 (ja) * 2009-11-30 2014-01-08 株式会社デンソー 過給機付き内燃機関の制御装置

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
None *
See also references of WO2014195777A1 *

Also Published As

Publication number Publication date
ITCZ20130012A1 (it) 2014-12-06
CN105358802A (zh) 2016-02-24

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