GB2045862A - Controlling the charging pressure of a turbo-charged internal combustion engine - Google Patents

Controlling the charging pressure of a turbo-charged internal combustion engine Download PDF

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Publication number
GB2045862A
GB2045862A GB8009073A GB8009073A GB2045862A GB 2045862 A GB2045862 A GB 2045862A GB 8009073 A GB8009073 A GB 8009073A GB 8009073 A GB8009073 A GB 8009073A GB 2045862 A GB2045862 A GB 2045862A
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GB
United Kingdom
Prior art keywords
exhaust gas
pipe
exhaust
internal combustion
combustion engine
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB8009073A
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GB2045862B (en
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Dr Ing HCF Porsche AG
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Dr Ing HCF Porsche AG
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Publication date
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Publication of GB2045862A publication Critical patent/GB2045862A/en
Application granted granted Critical
Publication of GB2045862B publication Critical patent/GB2045862B/en
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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

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

Abstract

The engine (9) has an exhaust gas by-pass pipe (16) leading from a portion (10) of the engine exhaust pipe positioned upstream of the turbine (11) to a portion (12) positioned downstream thereof. The by-pass pipe (16) is controlled by a valve (14) which opens by a charge overpressure so that a portion of the exhaust gas stream is led directly to an injector (18) positioned in a silencer (13), or in the exhaust pipe portion (12), or in the tail pipe (20). <IMAGE>

Description

SPECIFICATION Apparatus for controlling the charging pressure of a turbo-charged internal combustion engine The invention relates to apparatus for controlling the charging pressure in a turbo-charged internal combustion engine.
In known apparatus for controlling the charging pressure in a turbo-charged internal combustion engine, a portion of the exhaust gases is fed directly, by-passing the exhaust gas turbine, to a portion of the exhaust pipe located downstream of the exhaust gas turbine, when a predetermined charging pressure, e.g. 0.8 bar overpressure, has been reached, so that the speed and the charging pressure of the exhaust gas turbo-charger are maintained approximately constant (Porsche-Kundendienst Selbststudien-programm Turbo, Modell 75/76). In such a charging pressure control it has been found to be disadvantageous that the energy of the exhaust cases which by-pass the exhaust gas turbine and are exhausted into the atmosphere is not being utilised.
It is an object of the invention to utilise in a more optimum manner the exhaust gas energy of known apparatus of the kind referred to above for controlling the charging pressure in a turbo-charged internal combustion engine.
The present invention consists in apparatus for controlling the charging pressure in an internal combustion engine operated with an exhaust gas turbo-charger consisting of a charge blower and an exhaust gas turbine, said apparatus comprising a control valve which responds to the charging pressure of the blower and is arranged in a portion of the engine exhaust pipe positioned upstream of the turbine, the control valve controlling exhaust gas flow through a pipe which by-passes the turbine and returns the exhaust gases to a portion of the exhaust pipe located downstream of the turbine, the exhaust gases passing through the by-pass pipe load an ejector arranged in the portion of the exhaust pipe located downstream of the exhaust gas turbine.
By this use of the exhaust gases exhausted into the atmosphere after by-passing the exhaust gas turbine as a driving means for the purpose of conveying the exhaust gases along the exhaust pipe, the pressure in the portion of the exhaust pipe downstream of the turbine is lowered and thereby the pressure drop between the pressure upstream of and the pressure downstream of the exhaust gas turbine is increased, whereby the efficiency of the internal combustion engine is improved.
A particularly advantageous constructional example of the invention has been found to be an internal combustion engine having a silencer in the exhaust pipe and the ejector is arranged in the silencer itself.
The accompanying drawing illustrates an apparatus for controlling the charging pressure in a turbo-charged internal combustion engine according to the present invention.
In a known exhaust gas turbo-charged internal combustion engine, the engine draws in fresh air through an airfilter 1, carburettor 2 and induction pipe 3. The fresh air passes through an exhaust gas turbo-charger 5 to a pressure pipe 6, throttle valve housing 7, induction manifold 8 and thus to the internal combustion engine 9.
The exhaust gas from the internal combustion engine 9 is guided to atmosphere by means of an exhaust pipe having a portion 10 located upstream of the exhaust gas turbine 11 and a portion 12 located downstream of the exhaust gas turbine 11, a silencer 13 and the exhaust gas tail pipe 20. The exhaust gas turbine 11 is driven by the stream of exhaust gas and in turn drives the charge blower 4 which feeds the fresh air under pressure to the internal combustion engine 9.
A control valve 14 positioned in the exhaust pipe 10 controls the charging pressure of the blower 4 in that by way of a control pipe 15 the control valve 14 is opened by a charge overpressure and a portion of the exhaust gas stream leads directly, by-passing the exhaust gas turbine 11, through the exhaust gas by-pass pipe 16 to an ejector 18 arranged in the silencer 13. For the purpose of maintaining the speed of the blower, e.g. under load operation of the vehicle, or in order to obtain a rapid response of the internal combustion engine 9 during acceleration, a connecting pipe with a relief valve 17 is disposed between the induction pipe 3 and the pressure pipe 6.The relief valve 17 communicates with a further control pipe 19 and is opened by induction manifold depression when the throttle is closed, so that circulation of the fresh air stream around the blower 4 is produced and pumping by the charge blower is avoided.
The operation of the arrangement is as follows: Afterthe internal combustion engine 9 has been started, the exhaust gas turbine 11 and thus the charge blower 4 are driven by the exhaust gases of the engine. Due to the charging pressure being still relatively low, the control valve 14 is closed and all the exhaust gases are fed by the pipe portions 10 and 12, respectively, to the silencer 13.When the throttle valve of the internal combustion engine 9 is opened, the charging pressure of the blower 4 rises and upon attaining a predetermined value, the control valve 14 opens the exhaust gas by-pass pipe 16 and a portion of the exhaust gases is supplied to the ejector 18, the exhaust gas turbine 11 being by-passed, so that this portion of the exhaust gases operates as a driving means for the other portion of the exhaust gases fed to the silencer through the exhaust pipe portions 10 and 12, respectively, whereby the pressure beyond the exhaust gas turbine is reduced.
In a further embodiment of the invention, the ejector is arranged in the portion 12 of the exhaust pipe, or under certain circumstances in the exhaust gas tail pipe 20 which is connected to the silencer 13.
1. Apparatus for controlling the charging pressure in an internal combustion engine operated with an exhaust gas turbocharger consisting of a charge blower and an exhaust gas turbine, said apparatus comprising a control valve which responds to the
**WARNING** end of DESC field may overlap start of CLMS **.

Claims (3)

**WARNING** start of CLMS field may overlap end of DESC **. SPECIFICATION Apparatus for controlling the charging pressure of a turbo-charged internal combustion engine The invention relates to apparatus for controlling the charging pressure in a turbo-charged internal combustion engine. In known apparatus for controlling the charging pressure in a turbo-charged internal combustion engine, a portion of the exhaust gases is fed directly, by-passing the exhaust gas turbine, to a portion of the exhaust pipe located downstream of the exhaust gas turbine, when a predetermined charging pressure, e.g. 0.8 bar overpressure, has been reached, so that the speed and the charging pressure of the exhaust gas turbo-charger are maintained approximately constant (Porsche-Kundendienst Selbststudien-programm Turbo, Modell 75/76). In such a charging pressure control it has been found to be disadvantageous that the energy of the exhaust cases which by-pass the exhaust gas turbine and are exhausted into the atmosphere is not being utilised. It is an object of the invention to utilise in a more optimum manner the exhaust gas energy of known apparatus of the kind referred to above for controlling the charging pressure in a turbo-charged internal combustion engine. The present invention consists in apparatus for controlling the charging pressure in an internal combustion engine operated with an exhaust gas turbo-charger consisting of a charge blower and an exhaust gas turbine, said apparatus comprising a control valve which responds to the charging pressure of the blower and is arranged in a portion of the engine exhaust pipe positioned upstream of the turbine, the control valve controlling exhaust gas flow through a pipe which by-passes the turbine and returns the exhaust gases to a portion of the exhaust pipe located downstream of the turbine, the exhaust gases passing through the by-pass pipe load an ejector arranged in the portion of the exhaust pipe located downstream of the exhaust gas turbine. By this use of the exhaust gases exhausted into the atmosphere after by-passing the exhaust gas turbine as a driving means for the purpose of conveying the exhaust gases along the exhaust pipe, the pressure in the portion of the exhaust pipe downstream of the turbine is lowered and thereby the pressure drop between the pressure upstream of and the pressure downstream of the exhaust gas turbine is increased, whereby the efficiency of the internal combustion engine is improved. A particularly advantageous constructional example of the invention has been found to be an internal combustion engine having a silencer in the exhaust pipe and the ejector is arranged in the silencer itself. The accompanying drawing illustrates an apparatus for controlling the charging pressure in a turbo-charged internal combustion engine according to the present invention. In a known exhaust gas turbo-charged internal combustion engine, the engine draws in fresh air through an airfilter 1, carburettor 2 and induction pipe 3. The fresh air passes through an exhaust gas turbo-charger 5 to a pressure pipe 6, throttle valve housing 7, induction manifold 8 and thus to the internal combustion engine 9. The exhaust gas from the internal combustion engine 9 is guided to atmosphere by means of an exhaust pipe having a portion 10 located upstream of the exhaust gas turbine 11 and a portion 12 located downstream of the exhaust gas turbine 11, a silencer 13 and the exhaust gas tail pipe 20. The exhaust gas turbine 11 is driven by the stream of exhaust gas and in turn drives the charge blower 4 which feeds the fresh air under pressure to the internal combustion engine 9. A control valve 14 positioned in the exhaust pipe 10 controls the charging pressure of the blower 4 in that by way of a control pipe 15 the control valve 14 is opened by a charge overpressure and a portion of the exhaust gas stream leads directly, by-passing the exhaust gas turbine 11, through the exhaust gas by-pass pipe 16 to an ejector 18 arranged in the silencer 13. For the purpose of maintaining the speed of the blower, e.g. under load operation of the vehicle, or in order to obtain a rapid response of the internal combustion engine 9 during acceleration, a connecting pipe with a relief valve 17 is disposed between the induction pipe 3 and the pressure pipe 6.The relief valve 17 communicates with a further control pipe 19 and is opened by induction manifold depression when the throttle is closed, so that circulation of the fresh air stream around the blower 4 is produced and pumping by the charge blower is avoided. The operation of the arrangement is as follows: Afterthe internal combustion engine 9 has been started, the exhaust gas turbine 11 and thus the charge blower 4 are driven by the exhaust gases of the engine. Due to the charging pressure being still relatively low, the control valve 14 is closed and all the exhaust gases are fed by the pipe portions 10 and 12, respectively, to the silencer 13.When the throttle valve of the internal combustion engine 9 is opened, the charging pressure of the blower 4 rises and upon attaining a predetermined value, the control valve 14 opens the exhaust gas by-pass pipe 16 and a portion of the exhaust gases is supplied to the ejector 18, the exhaust gas turbine 11 being by-passed, so that this portion of the exhaust gases operates as a driving means for the other portion of the exhaust gases fed to the silencer through the exhaust pipe portions 10 and 12, respectively, whereby the pressure beyond the exhaust gas turbine is reduced. In a further embodiment of the invention, the ejector is arranged in the portion 12 of the exhaust pipe, or under certain circumstances in the exhaust gas tail pipe 20 which is connected to the silencer 13. CLAIMS
1. Apparatus for controlling the charging pressure in an internal combustion engine operated with an exhaust gas turbocharger consisting of a charge blower and an exhaust gas turbine, said apparatus comprising a control valve which responds to the charging pressure of the blower and is arranged in a portion of the engine exhaust pipe positioned upstream of the turbine, the valve controlling exhaust gas flow through a pipe which by-passes the turbine and returns the exhaust gases to a portion of the exhaust pipe located downstream of the turbine, the exhaust gases passing through the by-pass pipe load an ejector arranged in the portion of the exhaust pipe located downstream of the exhaust gas turbine.
2. Apparatus according to claim 1,wherein a silencer is arranged in the portion of the exhaust pipe located downstream of the exhaust gas turbine and said ejector is integrated with the silencer.
3. Apparatus for controlling the charging pressure in an internal combustion engine substantially as described with reference to, and as illustrated in, the accompanying drawing.
GB8009073A 1979-04-04 1980-03-18 Controlling the charging pressure of a turbo-charged internal combustion engine Expired GB2045862B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19792913488 DE2913488A1 (en) 1979-04-04 1979-04-04 DEVICE FOR REGULATING THE CHARGE PRESSURE IN AN INTERNAL COMBUSTION ENGINE OPERATING WITH EXHAUST GAS CHARGING

Publications (2)

Publication Number Publication Date
GB2045862A true GB2045862A (en) 1980-11-05
GB2045862B GB2045862B (en) 1983-05-11

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Family Applications (1)

Application Number Title Priority Date Filing Date
GB8009073A Expired GB2045862B (en) 1979-04-04 1980-03-18 Controlling the charging pressure of a turbo-charged internal combustion engine

Country Status (4)

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DE (1) DE2913488A1 (en)
FR (1) FR2453275A1 (en)
GB (1) GB2045862B (en)
IT (1) IT1150010B (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0293577A2 (en) * 1987-06-05 1988-12-07 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Exhaust device with silencer for internal combustion engines
US20230366331A1 (en) * 2020-01-13 2023-11-16 Polaris Industries Inc. Turbocharger Lubrication System For A Two-Stroke Engine
US12071857B2 (en) * 2023-07-24 2024-08-27 Polaris Industries Inc. Turbocharger lubrication system for a two-stroke engine

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3048933A1 (en) * 1980-12-24 1982-07-15 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart DEVICE FOR REGULATING THE CHARGING PRESSURE IN AN COMBUSTION ENGINE OPERATING WITH EXHAUST GAS CHARGING
EP0263806A3 (en) * 1986-10-08 1989-03-22 AVL Gesellschaft für Verbrennungskraftmaschinen und Messtechnik mbH.Prof.Dr.Dr.h.c. Hans List Device for blowing off compressed charging air or exhaust gas in internal combustion engines with exhaust turbo-supercharger

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0293577A2 (en) * 1987-06-05 1988-12-07 Dr.Ing.h.c. F. Porsche Aktiengesellschaft Exhaust device with silencer for internal combustion engines
EP0293577A3 (en) * 1987-06-05 1990-08-01 Dr.Ing.H.C. F. Porsche Aktiengesellschaft Exhaust device with silencer for internal combustion engines
US20230366331A1 (en) * 2020-01-13 2023-11-16 Polaris Industries Inc. Turbocharger Lubrication System For A Two-Stroke Engine
US12071857B2 (en) * 2023-07-24 2024-08-27 Polaris Industries Inc. Turbocharger lubrication system for a two-stroke engine

Also Published As

Publication number Publication date
FR2453275B3 (en) 1982-02-12
IT8020579A0 (en) 1980-03-13
FR2453275A1 (en) 1980-10-31
GB2045862B (en) 1983-05-11
DE2913488A1 (en) 1980-10-09
IT1150010B (en) 1986-12-10
IT8020579A1 (en) 1981-09-13

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PCNP Patent ceased through non-payment of renewal fee