EP3234337A1

EP3234337A1 - Air pipe for an intake tract of an internal combustion engine, in particular of a motor vehicle

Info

Publication number: EP3234337A1
Application number: EP15813023.7A
Authority: EP
Inventors: Martin Matt; Andrea Schuster; Michael Onischke; Vivak LUCKHCHOURA; Jan SCHÜSSLER; Marco CIGARINI
Original assignee: Mahle International GmbH
Current assignee: Mahle International GmbH
Priority date: 2014-12-19
Filing date: 2015-12-15
Publication date: 2017-10-25
Also published as: CN107002602A; KR20170097081A; US20190101084A1; DE102014019147A1; WO2016096813A1; JP2018503022A

Abstract

The invention relates to an air pipe (10) for an intake tract of an internal combustion engine, comprising at least one channel (12), through which air can flow and which conducts air to at least one compressor for compressing air mounted in the intake tract downstream of the air pipe (10), said air pipe (10) having an air conducting element (16) which allows a forward flow of air in the direction of the compressor to be influenced while reducing turbulences of the air.

Description

AIR LINE FOR AN INTAKE OF A COMBUSTION ENGINE,

PARTICULARLY OF A MOTOR VEHICLE

The invention relates to an air line for an intake of a

Internal combustion engine, in particular a motor vehicle, according to the preamble of claim 1.

Such air ducts for intake tracts of internal combustion engines,

especially for motor vehicles, are already well known from the general state of the art. Such an air duct comprises at least one air-flow channel, by means of which the air to at least one in the

Intake tract downstream of the air duct can be arranged or routed compressor for compressing the air. In other words, i'm complete

manufactured state of the internal combustion engine in the intake system the

Air duct arranged. Further, in the intake passage of the compressor is arranged, which is arranged with respect to the flow direction of the air through the air line downstream of the air line. During her operation, the sucks

Internal combustion engine on the intake air, this air the

Air line flows through and then compressed by means of the compressor, so that an efficient operation of the internal combustion engine can be displayed. Such an air line can also be found, for example, in DE 10 2010 047 823 A1 as known.

Internal combustion engines usually have a compact design in order to keep the space requirement of the internal combustion engines low. Due to this compact design, the air ducts, which are also referred to as clean air ducts, especially in the inflow of the compressor constructed with tight radii. It has been shown that despite optimal design of the air line, especially in the nominal load range of the internal combustion engine, flow-dependent detachments or turbulences in the air line can occur, which leads to a reduction of the compressor efficiency. The consequence is that the

basically maximum possible nominal power of the internal combustion engine is not reached. Object of the present invention is therefore to provide an air line of the type mentioned, by means of which a particularly efficient operation of the compressor and thus the internal combustion engine can be realized in total.

This object is achieved by an air line with the features of claim 1. Advantageous embodiments with expedient developments of the invention are specified in the remaining claims.

In order to create an air line specified in the preamble of claim 1 way, by means of which a particularly efficient operation of the compressor and thus the internal combustion engine can be realized in total, it is

According to the invention, provision is made for the air duct to have an air guiding device, by means of which a forward flow of the air extending in the direction of the compressor can be influenced while reducing swirling of the air. In other words, the air guiding device is not designed for influencing a backward flow of the air away from the compressor, but instead

Air guiding device serves to influence the forward flow of the air in the direction of the compressor. In particular turbulence disturbances in an inflow region to the compressor and in particular to a compressor wheel can be kept at least low by means of the louver device, so that a particularly high efficiency of the compressor can be realized, especially in nominal load operation of the internal combustion engine. In other words, it is possible by means of the louver, in particular in nominal load operation or

Nennlastfall a separation and turbulence of the flow of air in the air line, especially in the region of its smallest radius at least to minimize or prevent, so that a particularly advantageous pressure ratio between an area upstream of the compressor and a region downstream of the compressor in the

Intake tract can be realized. In particular, it is possible to realize a particularly advantageous power flow of compressor blades of the compressor, resulting in a particularly high pressure difference, which in turn results in a high

Efficiency of the compressor leads. In particular, an advantageous power flow from edge regions of the compressor blades can be realized. Overall, it is thus possible to realize a particularly high efficiency of the compressor and thus a particularly high possible power of the internal combustion engine. Preferably, it is provided that the air guiding device a plurality of at least partially delimiting the channel wall of the air line to the inside projecting and circumferentially of the air line spaced apart guide ribs for influencing the running in the direction of the compressor

Forward flow has. In this case, the number of guide ribs is preferably kept particularly low.

It has proven particularly advantageous if the air guiding device has not more than nine, preferably not more than four, guide ribs. By minimizing and optimizing the design of the guide ribs, in particular in the inflow region to the compressor, a possible pressure loss disadvantage can at least be avoided or overcompensated in comparison to an ideal routing without narrow radii. In particular, it is possible by targeted positioning of the guide ribs to keep in the case of load resulting separation phenomena and turbulence of the flow of air at least low or to avoid, so that a particularly high efficiency of

Compressor can be realized. At the same time, the air duct can be configured with very narrow radii, thereby keeping the overall space requirement of the air duct and thus the internal combustion engine with the intake tract as a whole particularly low. The fact that the number of guide ribs is kept particularly low, and an excessive pressure loss can be avoided, so that a particularly high performance of the internal combustion engine can be realized. It is preferably provided that the guide ribs are distributed unevenly in the circumferential direction of the air line.

Appropriately, it may be provided that the guide ribs are arranged at an outlet end of the channel. In particular, it can be provided that the guide ribs are arranged exclusively at this outlet end.

In another embodiment, the channel may have a curve shape such that it has a curve inside and a curve outside. The guide ribs are then preferably distributed so that they have a greater number on the inside of the curve of the channel and / or in the circumferential direction to each other at a smaller distance than on the curve outside of the channel. As a result, the distraction effect of

Balance curve form by means of the guide ribs in the air flow again.

Advantageous in terms of Druchströmungswiderstands is an embodiment in which the channel of an inlet port of the air line, through which the air in the

Channel can enter, up to an outlet port of the air line, through which the air can escape from the channel, extending continuously. According to a particularly advantageous embodiment, the channel may be formed by a tubular body of a shell body of the air duct in the

Surrounded circumferential direction, wherein a gap is formed radially between the tubular body and shell body. The tubular body can now have a perforation, through which the channel is connected Fludisch with the gap. In the simplest case, a silencer can be realized by means of the perforation and the gap. Then the gap forms an expansion chamber. If the intermediate space is also filled with a sound-absorbing material, that is to say with an absorber material, the intermediate space can also form an absorption chamber.

However, preferred is a development in which the gap in

Circumferentially distributed introduction of another gaseous fluid is used. Then, the shell body has a port for introducing a gaseous fluid into the air, which is fluidically connected to the gap, so that the fluid through the port, through the gap, through the perforation in the channel and can flow. As a result, a homogeneous admixture of the fluid to the air flow can be realized. The fluid is e.g. To exhaust gas, which is supplied as part of an exhaust gas recirculation of the air, or to blow-by gas, which is supplied as part of a crankcase ventilation of the air. In particular, therefore, the air line can be configured as a blow-by gas inlet device.

In another development, the tubular body can lead from an inlet connection formed on the shell body of the air duct to an outlet port formed on the shell body. This also results in a reduced flow resistance.

An inventive intake of an internal combustion engine, the

Supplying air to the internal combustion engine is suitable and determined, has an air line of the type presented above and a compressor to which the air line is connected on the outlet side. By means of the louver, the inflow to the compressor can be improved. The compressor is expedient part of an exhaust gas turbocharger. The intake section may include an air filter upstream of the air line. Further advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the drawing. The features mentioned above in the description and

Feature combinations as well as the features and feature combinations mentioned below in the description of the figures and / or shown alone in the figures are not only in the respectively indicated combination but also in others

Combinations or alone, without departing from the scope of the invention.

The drawing shows in:

Fig. 1 is a schematic perspective view of an air duct according to a first

Embodiment for an intake of a

Internal combustion engine, with at least one air-flow channel for guiding the air to at least one can be arranged in the intake tract downstream of the air line compressor for

Compressing the air, wherein the air duct has an air guiding device, by means of which a forward flow of the air extending in the direction of the compressor can be influenced by reducing the turbulence of the air;

2 shows a detail of a schematic perspective view of the air duct according to a second embodiment;

3 shows a detail of a schematic perspective view of the air duct according to a third embodiment;

4 shows a detail of a schematic perspective view of the air duct according to a fourth embodiment; and

Fig. 5 is a circuit diagram-like schematic diagram of an internal combustion engine with an intake, in which such an air line is arranged.

In the figures, identical or functionally identical elements are provided with the same reference numerals. FIG. 1 shows, in a schematic perspective view, an air duct 10 as a whole, according to a first embodiment, for an intake tract of an internal combustion engine designated by 46 in FIG. 5, which is designated by 48 in FIG. 5.

During its operation, the internal combustion engine 48 sucks air via the intake tract 46, which flows through the intake tract 46 and thus the air line 10. The air line 10 is also referred to as a clean air line. In the ready-made state of the internal combustion engine 48, a compressor 52 shown in FIG. 5 is arranged in the intake tract 46, the compressor 52 being arranged downstream of the air line 10 with respect to a flow direction S of the air through the intake tract 46. This means that the air first the air duct 10 and then the

Compressor 52 flows through, so that the air is guided or conducted by means of the air line 10 to the compressor 52. For this purpose, the air line 10 comprises a channel 12, through which the air can flow, by means of which the air is led to the compressor 52.

The air line 10 in this case has a connection region 14, via which

or in which the air line 10 - in the ready-made state of the intake tract 46 - fluidly connected to the compressor 52 and is connectable.

From Fig. 1 it can be seen that the air duct 10 has a curved course. For this purpose, the air line 10 is constructed with at least one radius. To the

Space requirement of the air line 10 and thus of the intake tract 46 to keep low overall, the radius is particularly low, so that the air line 10 is strongly curved. As a result of this curved configuration of the air line 10, the air is deflected or diverted by means of the air line 10 in comparison to a straight-line flow of the air. In that regard, the air duct 10 here has a curved course, wherein by the curve shape or curvature of a curve inside 28 and a

Curve outside 30 are defined.

The compressor 52, as shown in FIG. 5, a compressor housing 56 and a compressor 58, which in the compressor housing 56 about an axis of rotation relative to the

Compressor housing 56 is rotatably arranged. The compressor housing 56 has at least one air duct, which in the finished state of the

Intake tract 46 is fluidly connected to the channel 12. As a result, the air flowing through the channel 12 out of the channel 12 and into the channel of

Compressor housing 56 flow, so that the air through the channel of the Compressor housing 56 is guided to the compressor 58. The compressor wheel 58 has a plurality of compressor blades, which are impinged by the air. The air is compressed by means of the compressor wheel 58.

The compressor 52 is a component of an exhaust gas turbocharger 50, which also includes a turbine 54 arranged in an exhaust tract 60 of the internal combustion engine 48. The turbine 54 is driven by exhaust gas of the internal combustion engine 48, wherein the compressor 52 is driven by the turbine 54. As a result, energy contained in the exhaust gas can be used to compress the air. Demensprechend leads in Fig. 5, the intake manifold 46 to an engine block 62 of

Internal combustion engine 48, in which the combustion chambers are located while the exhaust duct 60 leads away from the engine block 62.

In order now to have a particularly efficient and therefore efficient operation of the compressor 52 and thus of the exhaust gas turbocharger 50 and the

Internal combustion engine 48 to be able to realize a total of, the air duct 10 a with respect to the flow direction S of the air upstream of the connection portion 14 arranged louver 16, by means of which, while reducing

Turbulence of the air in the air line 10 in the direction of the compressor

extending forward flow of the air can be influenced. In other words, the air guiding device 16 does not serve to influence a reverse flow of the air away from the compressor 52, but the said forward flow of the air is influenced by means of the air guiding device 16. The forward flow has the flow direction S, with which the air, the air duct 10 and its channel 12th

flows through.

In the first embodiment, the louver 16 has exactly one

through-going transverse rib 18, by means of which the forward flow of the air is influenced, whereby a detachment of the air from the air duct 10 as well

unwanted turbulence or turbulence of the air can be at least reduced or kept low.

It can be seen from FIG. 1 that the transverse rib 18 extends continuously over a flow cross-section through which the air can flow through the channel 12 and thus the air duct 10. In this case, the transverse rib 18 has a straight course and extends, for example, through the center of the preferably at least substantially Circular flow cross section, so that the channel 12 is at least substantially circular in shape at least in the region of the flow cross-section.

In the region of the flow cross-section of the channel 12 is a wall of the

Air line 10 is limited, wherein the wall is formed for example of a plastic. The transverse rib 18 extends continuously from one region of the wall to an opposite region of the wall, wherein it is preferably provided that the transverse rib 18 is formed integrally with the wall and therefore preferably made of a plastic.

Fig. 2 shows a second embodiment of the air duct 10. In the second

Embodiment, the louver 16, a plurality of guide ribs 20a-i, which project from the in Fig. 2 at 22 and the channel 12 at least partially delimiting wall of the air duct 10 inwardly. In this case, the guide ribs 20a-i are in the radial direction of the air duct 10 and the channel 12 inwardly from the wall 22 and are spaced from each other in the circumferential direction U of the air duct 10. To one caused by the louver 16

At least minimizing pressure loss, the number of guide ribs 20a-i is low.

In the present case, the air guiding device 16 comprises at most nine guide ribs 20a-i.

In the second embodiment, the guide ribs 20a-i each have an in

Circumferential direction U of the air duct 10 extending width of 2.5 millimeters, extending in the radial direction of the air duct 10 and the channel 12 height of 5.75 millimeters and in the flow direction S of the air or in the longitudinal direction of the air duct 10 extending length of 15 millimeters The length is also referred to as the depth of the guide ribs 20a-i. Thus, in the second embodiment, the guide ribs 20a-i have a ratio of their width B to their height H of 2.5 to 5.75.

3 shows a third embodiment of the air line 10, wherein the air guiding device 16 comprises exactly four guide ribs 20a-d, which are unevenly distributed, for example, in the circumferential direction U of the air line 10. In the third embodiment, it is preferably provided that the guide rib 20a and the guide rib 20c each have a width of 2.5 millimeters, a height of 10 millimeters and a length

or have a depth of 15 millimeters. The guide ribs 20b and 20d preferably have a width of 2.5 millimeters, a height of 10 millimeters and a length or depth of 10 millimeters. This means that the guide ribs 20a-d of the third embodiment have a ratio of their width to their height of 0.25. It was surprisingly found that thereby the

Forward flow of the air can be influenced particularly advantageous.

It has proven to be advantageous if the respective guide ribs 20a-d have a length or depth in a range of up to and including 10 millimeters

including 50 millimeters, wherein the forward flow of air at a depth or length of 15 millimeters particularly advantageous

can be influenced.

Fig. 4 shows a fourth embodiment of the air duct 10, which basically corresponds to the third embodiment. In Fig. 4, a central axis 24 of the narrowest

Inner radius of the air duct 10 shown. Based on this central axis 24, the outer guide ribs 20a and 20c are spaced at most 1 10 degrees. In other words, it is preferably provided that the outer guide ribs 20a and 20c with the central axis 24 of the narrowest inner radius of the air duct 10 include a respective angle α of at most 1 10 degrees.

In addition, the guide ribs 20a and 20b form a first Leitrippenpaar, wherein the guide ribs 20c and 20d form a second Leitrippenpaar. By means of the guide ribs 20c and 20d, it is illustrated that the respective guide ribs 20c and 20d or 20a and 20b of the respective guide rib pair are spaced apart by an angle β of 40 degrees. In other words, the guide ribs 20a and 20b or 20c and 20d are spaced apart by 40 degrees relative to the circumference of the air duct 10, whereby the forward flow of the air can be influenced in a particularly advantageous manner.

By means of the louver 16 flow separations with turbulence in front of the compressor 52, in particular the compressor inlet, can be kept at least low or avoided. In addition, turbulence in the compressor 52 itself can be avoided or minimized, so that a particularly efficient operation of the compressor 52 and the internal combustion engine 48 can be represented. At the same time, the air duct 10 with a particularly small radius, that is, with a strong curvature, be designed to keep their space requirements low. Compared to the air duct 10 without the guide ribs 20a-i or 20a-d, the guide ribs 20a-d lead to a higher pressure loss upstream of the compressor 52 and to a lower pressure loss downstream of the compressor 52 and thus to a higher one Pressure ratio and a higher efficiency. The boost pressure at the outlet of the compressor 52 is thus higher with simultaneous lower compressor power. Overall, therefore, the compressor 52 can be operated with a particularly high efficiency, so that a particularly efficient and fuel-efficient operation of the internal combustion engine 48 can be realized.

If the air duct 10 has a curve shape, as here, the guide ribs 20a-i are preferably distributed in the circumferential direction U such that a larger number of guide ribs 20a-i are arranged on the inside of the curve 28 than on the outside of the curve 30. Additionally or alternatively, too be provided that the guide ribs 20a-i are arranged on the inside of the curve 28 with a greater density, ie with kelieneren distances from one another in the circumferential direction U than on the outside of the curve 30. In particular, an embodiment is conceivable in which only at the

Curve inside 28 such baffles 20a. -i are arranged.

Furthermore, it is expedient for the guide ribs 20a-i to be preferred or

are arranged exclusively at an outlet end 26 of the air line 10.

As can be seen in the summary of FIGS. 1 to 4, it can be provided according to a particularly advantageous embodiment that the channel 12 through a

Tubular body 32 is formed, which is enclosed by a shell body 34 of the air duct 10 in the circumferential direction U. This is done so that radially between

Tube body 32 and shell body 34, a gap 36 is formed. The tubular body 32 is also provided with a perforation 40 through which the 12 channel is fludically connected to the gap 36.

The pipe body 32 expediently leads from an inlet connection 42 of the air duct 10 formed on the shell body 34 to an outlet connection 44 formed on the shell body 34. This also results in a reduced one

Flow resistance.

In the example shown, it is further provided that the gap 36 for in

Circumferential direction U distributed introduction of another gaseous fluid is used. Accordingly, the shell body 34 has a port 38 for introducing a gaseous fluid into the air, which is fluidly connected to the gap 36, so that the fluid through the port 38, through the gap 36, through the Perforation 40 in the tubular body 32 and in the channel 12 and can flow.

As a result, a homogeneous admixture of the fluid to the air flow can be realized. The fluid is e.g. to exhaust gas, which is supplied as part of an exhaust gas recirculation of the air, or to blow-by gas, in the context of a

Crankcase ventilation is supplied to the air. In the example of FIG. 5, such a crankcase ventilation is shown and designated 64. As can be seen, a blow-by-gas line 66 leads to the air line 10. In particular, therefore, the air line 10 can be designed as a blow-by gas inlet device. The crankcase breather 64 also has an oil mist separation, not shown here.

The intake tract 46 of the internal combustion engine 48, which is suitable and intended for supplying air to the internal combustion engine 48, contains the air line 10 and the compressor 52, to which the air line 10 is connected on the outlet side. The intake tract 46 includes an air filter 68 upstream of the air line 10.

Claims

claims

1 . Air line (10) for an intake tract (46) of an internal combustion engine (48), with at least one air-flow channel (12) for guiding the air to at least one compressor (52) which can be arranged downstream of the air line (10) in the intake tract (46). for compressing the air,

characterized in that

the air duct (10) has an air guiding device (16), by means of which a forward flow of the air running in the direction of the compressor (52) can be influenced by reducing the swirling of the air.

2. air line (10) according to claim 1,

characterized in that

the air guiding device (16) has a plurality of a wall (22) of the air line (10) which at least partially delimits the channel (12) inward

protruding and in the circumferential direction (U) of the air line (10) spaced apart guide ribs (20a-i).

3. air line (10) according to claim 2,

characterized in that

the louver (16) has at most nine, in particular four, guide ribs (20a-i).

4. air line (10) according to claim 2 or 3,

characterized in that

at least two of the guide ribs (20a-i) in the circumferential direction (U) of the air duct (10) are spaced apart by 40 degrees.

5. air line (10) according to one of claims 2 to 4,

characterized in that

at least one of the guide ribs (20a-i) is spaced from the central axis (24) of the narrowest inner radius of the air duct (10) by at most 1 10 degrees.

6. air line (10) according to any one of claims 2 to 5,

characterized in that

the guide ribs (20a-i) have a ratio of their in the circumferential direction (U) of the air duct (10) extending width to its in the radial direction of the air duct (10) extending height of 0.25.

7. air line (10) according to any one of claims 2 to 6,

characterized in that

the guide ribs (20a-i) have a length of at most 15 millimeters running in the flow direction (S) of the air.

8. air line (10) according to one of claims 2 to 7,

characterized in that

the guide ribs (20a-i) are arranged at an outlet end (26) of the channel (12).

9. air line (10) according to one of claims 2 to 8,

characterized in that

the channel (12) has a curve shape,

- The guide ribs (20a-i) on a curve inside (28) of the channel (12) a greater number and / or in the circumferential direction (U) to each other at a smaller distance than on a curved outer side (30) of the channel (12).

10. Air line (10) according to one of the preceding claims,

characterized in that

the channel (12) from an inlet port (42) of the air duct (10) through which the air can enter the channel (12) to an outlet port (44) of the air duct (10) through which the air from the Channel (12) can escape, extending continuously.

1 1. Air line (10) according to one of the preceding claims,

characterized in that

- The channel (12) is formed by a tubular body (32) of a

Shell body (34) is enclosed in the circumferential direction (U),

- radially between tube body (32) and shell body (34) has a gap (36) is trained,

- The tubular body (32) has a perforation (40) through which the channel (12) is connected to the gap Fludisch (36).

12. Air line (10) according to claim 1 1,

characterized in that

the shell body (34) having a port (38) for introducing a gaseous fluid into the air, which is fluidically connected to the intermediate space (37), so that the fluid through the port (38), through the gap (36) the perforation (40) can flow into the channel (12).

13. Air line (10) according to claim 12,

characterized in that

the air line (10) is designed as a blow-by gas inlet device.

14. Air line (10) according to any one of claims 1 1 to 13,

characterized in that

the tubular body (32) formed by a on the shell body (34)

Inlet port (42) of the air line (10) leads to an on the shell body (34) formed outlet port (44).

15. intake tract (46) of an internal combustion engine (48) for supplying air to the internal combustion engine (48),

- with an air line (10) according to one of the preceding claims,

- With a compressor (52) to which the air line (10) on the outlet side

connected.