EP3625446A1 - Procédé servant à faire fonctionner une machine à combustion interne, dispositif, machine à combustion interne - Google Patents

Procédé servant à faire fonctionner une machine à combustion interne, dispositif, machine à combustion interne

Info

Publication number
EP3625446A1
EP3625446A1 EP18725464.4A EP18725464A EP3625446A1 EP 3625446 A1 EP3625446 A1 EP 3625446A1 EP 18725464 A EP18725464 A EP 18725464A EP 3625446 A1 EP3625446 A1 EP 3625446A1
Authority
EP
European Patent Office
Prior art keywords
compressor
engine
crankshaft
internal combustion
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP18725464.4A
Other languages
German (de)
English (en)
Inventor
G nther SCHMIDT
Ralf Speetzen
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP3625446A1 publication Critical patent/EP3625446A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/06—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different cycles, e.g. convertible from two-stroke to four stroke
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/04—Mechanical drives; Variable-gear-ratio drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using kinetic energy
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/12—Drives characterised by use of couplings or clutches therein
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/10—Engines with prolonged expansion in exhaust turbines
    • 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
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/06—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for pumps
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/005—Controlling engines characterised by their being supercharged with the supercharger being mechanically driven by the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for operating an internal combustion engine having an engine having a crankshaft, wherein a charge air flow supplied to the engine is compressed by means of a compressor via a second rotational movement and applied to a Nutzturbine for generating a first rotational movement with an exhaust gas stream discharged from the engine becomes.
  • the invention also relates to an internal combustion engine which is operated in accordance with the method and to a device for operating the internal combustion engine.
  • DE 10 2010 043 027 A1 describes an internal combustion engine with a compressor that can be driven by a drive that is separate from the internal combustion engine.
  • DE 10 2011 079 036 AI an internal combustion engine is described, comprising an internal combustion engine with an exhaust gas side and a Ladefluidseite and a charging system comprising a Abgasturbo loader for charging the internal combustion engine, with a compressor assembly on the charging fluid side and a turbine assembly on the exhaust side and a compressor, whose primary side is connected to the charging fluid side and whose secondary side is connected to the exhaust side.
  • a designed as a motor / generator electric machine is provided, which is coupled to the internal combustion engine, wherein the electric machine is driven as a generator of the internal combustion engine or can drive the engine as a motor and wherein the compressor is driven by a mechanical drive coupling directly from the electric machine.
  • US Pat. No. 7,421,981 describes a shift mechanism that can selectably switch between two-stroke operation and four-stroke operation of an engine, the shift mechanism being switchable between engagement with a first cam lobe for four-stroke operation and engagement with a second cam lobe for one Two-stroke operation.
  • This basically advantageous approach is characterized by a selective switchability between two-stroke operation and four-stroke operation depending on the boundary conditions and requirements during operation.
  • the invention begins, whose task is to provide a method in an improved manner, at least one of the above problems, in particular regarding a possibility of switching between two-stroke operation and four-stroke operation of a supercharged internal combustion engine, addressed.
  • the invention is based on a method for operating an internal combustion engine with an engine having a crankshaft, wherein a charge air flow supplied to the engine is compressed by means of a compressor via a second rotational movement and a power turbine for generating a first rotational movement with a discharged from the engine Exhaust gas flow is applied.
  • the method further comprises the steps of operating the internal combustion engine in four-stroke mode in a first operating mode, operating the internal combustion engine in two-stroke mode in a second operating mode.
  • crankshaft can be driven by the useful turbine via the first rotational movement
  • the compressor can be driven by the crankshaft via the second rotational movement, wherein the second rotational movement is achieved
  • Rotational movement for the compressor can set different from the first rotary movement of the power turbine.
  • the invention is based on the consideration that a possibility of switching between two-stroke operation and four-stroke operation during operation of an internal combustion engine is associated with significant advantages. These advantages relate in particular to the greater flexibility for achieving optimum operating states of the engine, in particular with regard to consumption, performance and pollutant emissions.
  • a two-stroke engine the real power with the same space and weight of the engine is up to about 70% higher than a four-stroke engine.
  • there are construction-related disadvantages of the two-stroke engine in particular the higher fuel consumption and higher pollutant emissions.
  • the advantages of both modes can be combined.
  • the invention has now further recognized that the use of suitable flushing in two-stroke operation, the engine of a supercharged internal combustion engine is advantageous for the implementation of both modes, namely four-stroke operation and two-stroke operation is suitable.
  • the invention has further recognized that different flushing pressures or purge gradients are required for both operating modes, namely two-stroke and four-stroke operation.
  • the purging gradient here denotes the pressure difference between compressed fresh or charge air after compression and the exhaust gas discharged from the engine before entering the power turbine.
  • a favorable purging gradient is usually higher, since the process of loading fresh gas into a cylinder and the process of ejecting exhaust gas from a cylinder is not - in contrast to the four-stroke operation - in separate cycles, but together during a tact.
  • the incoming fresh gas into the cylinder must in particular have a sufficiently high pressure be acted upon to displace the exhaust gas located in the cylinder in an effective manner. This applies - here listed only for example - especially for a particularly advantageous head reversal flushing.
  • the exhaust back pressure is further increased and the compression of the fresh gas must be further increased to ensure effective flushing of the cylinder.
  • crankshaft can be driven by the power turbine via the first rotational movement
  • compressor can be driven by the crankshaft via the second rotational movement, wherein the second rotational movement for the compressor can be different from the first rotational movement of the power turbine ,
  • the device for operating an internal combustion engine having a motor and a charger arrangement, wherein a charge air flow supplied to the engine is compressed by means of at least one compressor and at least one turbine can be acted upon by an exhaust gas flow discharged from the engine, in particular designed for carrying out a method according to the concept of the invention for operating an internal combustion engine, wherein the crankshaft of the power turbine is drivable via the first rotational movement, the compressor is driven by the crankshaft via the second rotational movement wherein the second rotational movement for the compressor is different from the can set the first rotary movement of the power turbine.
  • the internal combustion engine comprises a motor and a supercharger arrangement, wherein the supercharger arrangement comprises: a power turbine for converting energy of an exhaust gas stream of the engine into a rotary movement, a compressor for compressing a charge air flow for the engine, wherein the internal combustion engine is designed to carry out a method according to the concept of the invention and / or a device for operating an internal combustion engine.
  • the "indirect clutch” means that the utility turbine and compressor are coupled via the crankshaft (rather than directly and rigidly, for example via a turbocharger shaft); they are, so to speak, “mechanically decoupled” -that is, above all, “not directly mechanically interconnected” -. "Indirect” in this sense thus means that the turbine and compressor to the crankshaft of the engine are coupled mechanically and torque transmitting.
  • the energy recovered by the power turbine from the exhaust gas flow is thus not used directly, or not exclusively for compressing the charge air, but according to the concept of the invention, first by coupling the power turbine with the crankshaft of the engine in the form of a rotary motion and thus in the form of kinetic energy returned to the engine.
  • such aggregates also include, in particular, the compressor, which can be connected to the crankshaft by means of a compressor clutch.
  • the compressor which can be connected to the crankshaft by means of a compressor clutch.
  • the compressor of the power turbine is indirectly driven via a second rotational movement for the compressor in the sense that the second rotational movement for the compressor can be set differently from the first rotational movement of the power turbine.
  • the second rotational movement for the compressor can be adjusted independently of the first rotary movement of the power turbine or adjusts itself after the operation of the engine.
  • This second rotational movement is possibly provided by the crankshaft via their coupling to the compressor and / or the power turbine available.
  • the second rotational movement for the compressor is thus independent of the first rotary movement of the power turbine adjustable, for example, with a suitable gear ratio or free as a result of the current operation of the engine. This is particularly advantageous if a relatively high purging gradient is to be achieved for a two-stroke operation.
  • the concept preferably provides the basis for an engine operating in an improved manner, since the switchover possibility of two-stroke operation to four-stroke operation and the charger assembly according to the invention in a synergetic way and an efficient, in particular resource-efficient, operation without significant performance losses, in a conventional turbocharger would occur.
  • the kinetic energy obtained from the power turbine does not have to be converted into another form of energy, in particular electrical energy, as is the case with existing approaches for storage and later use, but directly, ie. H. is fed in kinetic form of the crankshaft.
  • conversion losses in the later reconversion in particular in electrical energy stores from electrical to kinetic energy, which do not occur in this approach according to the concept.
  • the crankshaft can be coupled to the compressor, in particular in the case of a spontaneous power requirement.
  • the compressor can be comparatively abruptly brought to nominal speed to meet the spontaneous power requirements - especially in comparison to a conventional, only by flow with Exhaust gas to be accelerated Abgasturbo loader.
  • the method further comprises the step of: switching from a four-stroke operation of the first operating mode to a two-stroke operation of the second operating mode.
  • this development includes in particular the switching during operation of a four-stroke operation in a two-stroke operation, in particular according to the concept of the invention in an advantageous manner to achieve a short time higher power of the engine. This is particularly advantageously possible, since despite the two-stroke operation, a sufficiently high scavenging gradient can be generated by the mechanical decoupling of power turbine and compressor according to the concept of the invention.
  • the method further comprises the step of switching from a two-stroke operation of the second operating mode to a four-stroke operation of the first operating mode.
  • this may mean that the engine of the internal combustion engine, after it has already been switched in a previous step of a four-stroke operation in a two-stroke operation, is switched back to a four-stroke operation.
  • the higher power of the two-stroke operation which is advantageously used in transient requirements such as during acceleration, is not needed in a current operating state of the engine.
  • the internal combustion engine can therefore be switched in accordance with the concept of the invention in favor of a lower fuel consumption and lower pollutant emissions in a four-stroke operation.
  • the power turbine can be coupled via a turbine clutch to the crankshaft of the engine.
  • the turbine coupling is designed as a hydrodynamic coupling, in particular as a filling-controlled hydrodynamic coupling.
  • the torque is not transmitted directly but by driving a fluid surrounding both coupling partners.
  • speed jumps of a clutch partner are transferred to the other clutch partner virtually without jerks by the continuous adjustment of the flow velocity of the fluid.
  • torsional vibrations are damped by a hydrodynamic transmission, which thus contributes positively to smoothness.
  • such a development includes in particular that the fluid for coupling both coupling partners in a controlled or regulated manner in the both clutch partner enclosing the clutch space of the hydrodynamic coupling can be filled or discharged from the clutch chamber.
  • the transmission power of the hydrodynamic coupling - and in particular the transmitted speed - can be continuously adjusted during operation in an advantageous manner.
  • the compressor can be coupled to the crankshaft of the engine via a compressor clutch.
  • this includes in particular that the drive connection between the crankshaft of the engine and compressor can be closed and opened as needed.
  • the power of the compressor and thus the degree of compression of the charge air depending on momentary requirements and currently prevailing operating conditions, in particular continuously or quasi-continuously in the manner of a control loop can be adjusted.
  • This is particularly advantageous compared to a conventional rigid drive connection between the turbine and compressor, in which such an adjustment is not readily possible.
  • the compressor clutch is designed as a hydrodynamic coupling, in particular as a filling-controlled hydrodynamic coupling.
  • this specifically means that a drive shaft of the compressor is connected via a hydrodynamic coupling with the crankshaft of the engine.
  • the torque is not transmitted directly but by driving a fluid surrounding both coupling partners.
  • speed jumps of a clutch partner are transferred to the other clutch partner virtually without jerks by the continuous adjustment of the flow velocity of the fluid.
  • torsional vibrations are damped by a hydrodynamic transmission, which thus contributes positively to smoothness.
  • the transmission power of the hydrodynamic coupling can be continuously adjusted during operation and in particular the speed of the compressor can be controlled or regulated during operation in an advantageous manner.
  • the fluid for coupling both coupling partners in a controlled or regulated manner in the both clutch partner enclosing the clutch space of the hydrodynamic coupling can be filled or discharged from the clutch chamber.
  • the transmission power of the hydrodynamic coupling can be continuously adjusted during operation and in particular the speed of the compressor can be controlled or regulated during operation in an advantageous manner.
  • the power turbine continues to be arranged via a power turbine transmission between the turbine clutch and crankshaft, with the crankshaft can be coupled.
  • the use of recovered exhaust gas energy in mechanical form is advantageously made possible by the direct transfer to the crankshaft of the engine.
  • the compressor is further arranged via a compressor transmission between compressor clutch and crankshaft, with the crankshaft can be coupled.
  • this includes in particular that the speed of the crankshaft of the engine by means of a compressor transmission changed, in particular increased, is to drive the compressor with an adapted, in particular for compressing the charge air sufficiently high speed.
  • a head reversal purge proves to be advantageous for use as a purge method in two-stroke operation in comparison to a two-stroke operation with a longitudinal purge; Particularly advantageous requires a head reversing flushing only minor constructive adjustments of the internal combustion engine.
  • the cylinders are flushed by a head reversal flush.
  • the piston, or any piston rings and / or piston seals are not stressed mechanically by the overflow of inlet slots which are arranged to implement other rinsing methods, such as, for example, a longitudinal rinse or DC rinse, in particular in the lower cylinder region.
  • other rinsing methods such as, for example, a longitudinal rinse or DC rinse, in particular in the lower cylinder region.
  • the clutch assembly is formed electromechanically, in particular that a rotational movement in a generator current or the generator current is convertible into a rotary motion.
  • this includes in particular that both turbine and compressor side an arrangement consisting of generator, controller and motor allows a conversion of kinetic, in particular rotational energy into electrical energy, further a regulation and a subsequent reconversion of electrical energy into kinetic energy.
  • By such a development can be carried out by the conversion of kinetic energy into electrical energy and vice versa particularly advantageous both turbine-side and compressor side, a speed conversion.
  • it is also possible to store the kinetic energy converted into electrical energy by means of suitable energy stores, in particular rechargeable batteries, and to migrate them back into kinetic energy at a later time.
  • the exhaust gas turbine drives a generator.
  • the power generated by this generator drives an electric motor, which is mechanically connected via a suitable transmission with the crankshaft of the engine.
  • the energy generated by the exhaust gas turbine is transmitted to the engine.
  • the electric motor By controlling the electric motor, the maximum available energy can be transmitted from the engine throughout the engine map.
  • the crankshaft of the engine mechanically drives a generator.
  • the power generated by this generator drives an electric motor, which is mechanically connected to the compressor via a suitable gear ratio.
  • the energy generated by the engine (regardless of the available exhaust gas enthalpy) is transferred to the compressor.
  • the electric motor By controlling the electric motor, the optimum speed for the compressor can be set throughout the engine map.
  • FIG. 1 A - B is a schematic representation of the sequence of a two-stroke combustion process
  • Fig. 2A - D is a schematic representation of the sequence of a four-stroke combustion process
  • 3 is a schematic representation of a development of a loader arrangement according to the concept of the invention, a schematic representation of an alternative implementation according to the concept of the invention, 5 is a schematic representation of a flushing of a cylinder in two-stroke operation according to the concept of the invention,
  • Fig. 6 is a motor map.
  • FIGS. 1A and 1B show a schematic representation of the sequence of a two-stroke combustion process.
  • a cylinder 420 is shown, in which a in the direction of the cylinder axis of the cylinder 420 translationally movable piston 424 is arranged.
  • the piston 424 is shown in the vicinity of a bottom dead center UT.
  • gas in particular a two-stroke charge air stream L2T, flows into the combustion chamber 432 formed essentially by a cylinder wall 422 of the cylinder 420 and the piston 424.
  • the charge air L2T is conveyed into the combustion chamber 432 by at least one inlet valve 426E.
  • the two-stroke charge air flow L2T is previously compressed by a compressor 300, which is driven according to the concept of the invention, to a sufficiently high pressure for the two-stroke operation.
  • a compressor 300 which is driven according to the concept of the invention, to a sufficiently high pressure for the two-stroke operation.
  • This exhaust gas leaves the combustion chamber in the form of a two-stroke exhaust gas flow A2T through at least one exhaust valve 426A, which is arranged here on the upper side of the cylinder 420 in the vicinity of a top dead center OT
  • the process illustrated in FIG. 1A thus includes charging the combustion chamber 432 with charge air L2T and virtually simultaneously discharging the exhaust gas A2T.
  • the piston 424 is in the vicinity of the top dead center OT, that is, that the combustion chamber 432 has reached almost its minimum volume. This means that the charge air L2T which has previously flowed into the combustion chamber 432 has been compressed by the upward movement of the piston 424 and thus the reduction of the combustion chamber 432.
  • the inlet valve 426E and the outlet valve 426A 426 are closed to prevent leakage of the charge air L2T.
  • the illustrated state is practically the end of the compression process.
  • FIGS. 2A to 2D show a schematic representation of the sequence of a four-stroke combustion process.
  • FIG. 2A shows the process of loading in a cylinder 420. Due to the position of a piston 424 near bottom dead center UT, the combustion chamber 432 practically has its largest possible volume.
  • a four-stroke charge air flow L4T flows, in particular by prior pressurization by a compressor 300 not shown here and / or by a negative pressure generated by the downward movement of the piston 424, through the open inlet valve 426E in the combustion chamber 432nd
  • the exhaust valve 426 A closed In contrast to the in FIG 1A illustrated two-stroke operation is in this case the exhaust valve 426 A closed.
  • Fig. 2B the piston 424 is near top dead center OT.
  • the intake valve 426E and the exhaust valve 426A are closed; the gas which has flowed in the previous step, represented in FIG. 2A, is thus already compressed at the instant represented here.
  • the state shown in Fig. 2B is practically the end of the compression.
  • FIG. 2C the piston 424 is again at bottom dead center UT. This state is preceded by an expansion by the ignition ZUE of the compressed gas, which in turn has taken place following the final state of compression shown in FIG. 2B.
  • the state shown in Fig. 2C thus represents practically the end of working or the working phase, in which in particular a drive movement of a motor 1200 is generated.
  • Fig. 2D finally, the discharge of an exhaust gas, which has arisen during the previous expansion or ignition.
  • the exhaust valve 426A is opened so that upon an upward movement of the piston 424 or at a reduction of the combustion chamber 432, the exhaust gas leaves the combustion chamber 432 in the form of a four-stroke exhaust stream A4T.
  • the supercharger arrangement 100 has in particular a utility turbine 200 and a compressor 300.
  • an exhaust gas flow A directed from an engine 1200 is conducted completely through the utility turbine 200, in which the energy of the exhaust gas is converted into kinetic energy, in particular into a first rotational movement RT.
  • the loader assembly 100 further includes a clutch assembly 150.
  • the rotational movement generated by the utility turbine is transmitted to a turbine coupling 250 via a turbine output shaft 202, which is preferably designed as a hydrodynamic coupling.
  • speed jumps can be adjusted without jerking or jerk-reducing, and torsional vibrations can advantageously be damped.
  • the rotational movement is further transmitted via a power turbine transmission drive shaft 204 to a power turbine gearbox 280, which serves in particular the rotational speed adjustment of the rotational movement generated by the power turbine 200.
  • the speed adjustment takes place in particular for reducing or reducing the generally higher speed of the power turbine 200 to a suitable for coupling into a crankshaft 400 of the engine 1200 speed.
  • Typical ratios for translation or reduction are between 25 and 30.
  • the reduced rotational motion is transmitted to the crankshaft 400 of the engine 1200.
  • the utility turbine transmission 280 further includes a freewheel to inhibit power flow in the event that the speed of the utility turbine transmission input shaft 204 is less than the speed of the crankshaft 400.
  • a compressor transmission 380 is further driven in accordance with the concept of the invention. The compressor gearbox 380 changes the rotational speed of the rotary motion emanating from the crankshaft 400 so that it is suitable for driving the compressor 300, in particular sufficiently high.
  • the corresponding translated rotational movement is then transmitted via a compressor transmission output shaft 304 from the compressor transmission 380 to a compressor clutch 350, which in turn provides a second rotational movement RV for the compressor 300, which is transmitted to the compressor via a compressor drive shaft.
  • the compressor clutch 350 has, analogous to the turbine clutch 250, the advantage that speed jumps are aligned in particular smoothly and torsional vibrations are damped by the operation of a hydrodynamic coupling.
  • an optimum rotational speed of the compressor 300 which is optimal for an instantaneous operating state of the engine 1200, can be regulated.
  • the compressor 300 which in the present case is designed as a flow compressor, is mechanically driven in this way by the rotational movement of the crankshaft 400.
  • the compressor 300 can advantageously compress a charge airflow L supplied to the engine 1200.
  • a device 900 for operating the internal combustion engine 1000 is shown schematically, which in the present case has a control and processing means 910.
  • This control and processing means 910 is signal-connected to the turbine clutch 250, the utility turbine transmission 280, the compressor clutch 350, and the compressor transmission 380, as shown in dashed lines herein.
  • the concept of the invention can be implemented, for example, in the sense of an automatic system or control circuit shown in this preferred embodiment.
  • the rotational movements that is, here the rotational movements RT and RV
  • These rotary movements RT and RV can be translated or reduced by activating the power turbine transmission 280 and / or the compressor transmission 380.
  • the transmission of the rotational movement can be interrupted or used by activating the turbine clutch 250 and / or the compressor clutch 350.
  • control and processor means 910 signal leading with a here only indicated, but not shown in detail, in particular parent control of the internal combustion engine 1000 in connection. It may additionally or alternatively be part of this to the method according to the concept of the invention, in particular the switching of Motors 1200 of the two-stroke operation in the four-stroke operation or the four-stroke operation in the two-stroke operation to implement.
  • Fig. 4 shows a schematic representation of an alternative implementation according to the concept of the invention. Shown is an internal combustion engine 1000 "with a supercharger arrangement 100", which has a utility turbine 200 "and a compressor 300". The utility turbine 200 "is acted upon by an exhaust gas flow A" coming from an engine 1200.
  • the kinetic energy or rotational movement RT generated in this way is transmitted via a generator drive shaft 212 to a turbine-side generator 220.
  • This turbine-side generator 220 converts the kinetic energy into electrical energy, which is transmitted via a turbine-side generator line 221, in particular in the form of a turbine-side generator current 242, to a turbine controller 240.
  • the turbine-side generator current 242 is regulated in accordance with setpoint values 241, which originate in particular from a higher-level control, in particular an engine electronics.
  • a turbine-side generator current 243 regulated in this manner is then transmitted via a turbine-side engine line 222 to a turbine-side engine 230.
  • the latter is torque-transmittingly connected to a crankshaft 400 "of the engine 1200", so that a rotational movement RM generated by the turbine-side engine 230 can be used to drive the crankshaft 400 ", in particular to support the rotational movement RK of the crankshaft 400".
  • crankshaft 400 is further connected according to the concept of the invention in this development torque transmitting with a compressor-side generator 224.
  • This compressor-side generator 224 converts the kinetic energy transmitted by the crankshaft 400 "in the form of a rotational movement into electrical energy, which is transmitted in particular in the form of a compressor-side generator current 246 via a compressor-side generator line 225 to a compressor controller 244 is the compressor-side generator current 246, according to set values 245 for the Compressor controller 244, regulated.
  • the setpoint values 245 likewise originate in particular from a higher-level control, in particular an engine electronics.
  • a regulated compressor-side generator current 247 is then passed via a compressor-side motor line 226 to a compressor-side motor 234.
  • This compressor-side motor 234 is torque-transmittingly connected to the compressor 300 "via a compressor drive shaft 312.
  • a charge air flow L "supplied to the engine 1200" is compressed.
  • FIG. 5 further shows the principle of purging a cylinder 420, especially in two-stroke operation.
  • the cylinder is shown in a state analogous to the state shown in Fig. 1A.
  • the combustion chamber 432 is practically greatest possible, ie the piston 424 is located practically at the bottom dead center UT.
  • a charge air flow L2T flows through at least one inlet valve 426E in the combustion chamber 432.
  • a charge air flow L is compressed according to the concept of the invention by a compressor 300 and a charge air cooler 440 and a distributor not shown here in at least one feed channel 434 passed.
  • the compressor 300 is not directly mechanically connected to the utility turbine 200, as would be the case with an exhaust-gas turbocharger in a figurative sense.
  • a torque-transmitted connection between the utility turbine 200 and the compressor 300 is essentially produced via a clutch arrangement 150, not shown here, and a crankshaft 400.
  • VH is the total stroke volume of the engine and i the number of cycles per revolution (0.5 for four-stroke, 1 for two-stroke operation).
  • the abscissa shows the engine speed nMot.
  • the isolines Bl - B7 respectively indicate operating points of the same effective engine power P e .
  • the operating point Bl corresponds to an engine power of 10%, the operating point B2 to an engine power of 20%, the operating point B3 to an engine power of 30%, the operating point B4 to an engine power of 50%, and the operating point B5 to an engine power of 70% , In these
  • Operating points Bl - B5 is according to the concept of the invention at any time a switch to the 2-stroke operation possible or useful, in particular to increase the engine power in the short term and to reach an operating point in a further right upper area in the diagram shown here.
  • the isolines B6 and B7 shown as solid lines show certain operating points of the engine.
  • the isoline B6 corresponds to an engine power of 80% and the isoline B7 to an engine power of 100%.
  • Such operating points are approached in particular in stationary operation, where operation in two-stroke operation is not advantageous.
  • a two-stroke operation is therefore always useful if - especially in transient range - fast performance leaps are to be achieved.
  • the area K further indicates the entire power range of the motor, which is limited by the limit G enclosing the power range K.

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

Abstract

L'invention concerne un procédé servant à faire fonctionner une machine à combustion interne comprenant un moteur qui comporte un vilebrequin. Un flux d'air de charge amené au moteur est condensé au moyen d'un compresseur par l'intermédiaire d'un deuxième mouvement de rotation, et une turbine de travail servant à générer un premier déplacement de rotation est soumise à l'action d'un flux de gaz sortant dévié du moteur. L'invention prévoit les étapes consistant à faire fonctionner dans un premier mode de fonctionnement la machine à combustion interne dans le mode à quatre temps, à faire fonctionner dans un deuxième mode de fonctionnement la machine à combustion interne dans le mode à deux temps. L'invention prévoit que le vilebrequin peut être entraîné par la turbine de travail par l'intermédiaire du premier déplacement de rotation, que le compresseur peut être entraîné par le vilebrequin par l'intermédiaire du deuxième déplacement de rotation, le deuxième déplacement de rotation pour le compresseur pouvant être réglé différemment du premier déplacement de rotation de la turbine de travail.
EP18725464.4A 2017-05-18 2018-05-15 Procédé servant à faire fonctionner une machine à combustion interne, dispositif, machine à combustion interne Withdrawn EP3625446A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017110855.6A DE102017110855B4 (de) 2017-05-18 2017-05-18 Verfahren zum Betreiben einer Brennkraftmaschine, Einrichtung, Brennkraftmaschine
PCT/EP2018/062535 WO2018210817A1 (fr) 2017-05-18 2018-05-15 Procédé servant à faire fonctionner une machine à combustion interne, dispositif, machine à combustion interne

Publications (1)

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EP3625446A1 true EP3625446A1 (fr) 2020-03-25

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EP18725464.4A Withdrawn EP3625446A1 (fr) 2017-05-18 2018-05-15 Procédé servant à faire fonctionner une machine à combustion interne, dispositif, machine à combustion interne

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US (1) US20200080471A1 (fr)
EP (1) EP3625446A1 (fr)
CN (1) CN110799738A (fr)
DE (1) DE102017110855B4 (fr)
WO (1) WO2018210817A1 (fr)

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DE102018131679A1 (de) * 2018-12-11 2020-06-18 Florian Köhler Verfahren zum Betreiben eines Turbo-Compound-Systems
ES2796959A1 (es) * 2019-05-29 2020-11-30 Paz Martin Prieto Juan Jose Motor con electrovalvulas
US11654780B2 (en) 2020-12-17 2023-05-23 Consolidated Metco, Inc. Vehicle electronic control unit and method

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Publication number Publication date
WO2018210817A1 (fr) 2018-11-22
DE102017110855A1 (de) 2018-11-22
CN110799738A (zh) 2020-02-14
DE102017110855B4 (de) 2019-10-17
US20200080471A1 (en) 2020-03-12

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