WO2005035955A1 - Suralimentation par impulsions - Google Patents

Suralimentation par impulsions Download PDF

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Publication number
WO2005035955A1
WO2005035955A1 PCT/EP2004/011109 EP2004011109W WO2005035955A1 WO 2005035955 A1 WO2005035955 A1 WO 2005035955A1 EP 2004011109 W EP2004011109 W EP 2004011109W WO 2005035955 A1 WO2005035955 A1 WO 2005035955A1
Authority
WO
WIPO (PCT)
Prior art keywords
flap
pulse
cylinder
impulse
internal combustion
Prior art date
Application number
PCT/EP2004/011109
Other languages
German (de)
English (en)
Inventor
Reiner Wohlberg
Original Assignee
Fev Motorentechnik 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 Fev Motorentechnik Gmbh filed Critical Fev Motorentechnik Gmbh
Publication of WO2005035955A1 publication Critical patent/WO2005035955A1/fr

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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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/08—Modifying distribution valve timing for charging purposes
    • F02B29/083—Cyclically operated valves disposed upstream of the cylinder intake valve, controlled by external means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1005—Details of the flap
    • F02D9/1025—Details of the flap the rotation axis of the flap being off-set from the flap center axis
    • F02D9/103—Details of the flap the rotation axis of the flap being off-set from the flap center axis the rotation axis being located at an edge
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an internal combustion engine with at least one intake and one exhaust valve, which are assigned to a cylinder, and with at least one pulse flap, which is arranged in front of the intake valve 1.
  • the invention further relates to a method for controlling the pulse flap.
  • DE 37 37 824 A1 shows the arrangement of an impulse flap in front of an inlet valve.
  • the impulse flap which is referred to there as an additional valve, is switched such that combustion air can freely enter a combustion chamber at the beginning of a suction phase of the cylinder.
  • the additional valve should be controlled so that there is no backflow of combustion air entering the combustion chamber.
  • a closing phase of the additional valve is intended to create a jam in front of the additional valve, while a suction is to occur behind the additional valve.
  • the duration of a closing phase of the additional valve is intended to control the dynamization of the effect of suction and traffic jam.
  • the object of the present invention is to achieve an increase in a cylinder charge using an impulse flap.
  • An internal combustion engine with at least one intake and one exhaust valve, which are assigned to a cylinder, and at least one impulse flap, which is arranged in an intake manifold between a collector and the intake valve and has a control, has the control in such a way that this one Implemented multiple opening of the pulse flap in one suction stroke of the cylinder.
  • This enables several short inlet mass flow pulses to be generated. This is ⁇ diei-ylinderladun ⁇ g ⁇ increased: O ⁇ intake stroke of the cylinder repeatedly opened and then closed again.
  • the pulse flap thus does not generate a single inlet mass flow pulse. Rather, it generates several mass flow pulses, which are generated separately from one another during one suction stroke of the cylinder.
  • the generation of a plurality of inlet mass flow pulses arranged one behind the other allows a reduction in the height of the mass flow pulse compared to conventional opening methods. In this way, the flow losses generated by a triggered mass current pulse can be reduced. This allows the intake mass integral to be increased. In particular, multiple inlet mass flow pulse generation allows a minimization of flow losses compared to a comparable single inlet mass flow pulse.
  • the generation of a plurality of short inlet mass flow pulses arranged in series allows an increase in a differential pressure change applied to the pulse flap.
  • the differential pressure In the case of a single mass flow pulse during an intake phase of the cylinder, the differential pressure must be limited in order not to exceed a critical pressure ratio across the pulse valve and, in particular, a supercritical pressure ratio via the pulse valve.
  • the differential pressure can be controlled so that a short mass flow pulse is triggered before such a critical or supercritical pressure ratio is established.
  • a pressure that subsequently builds up also in the form of, for example, strong pressure vibrations, can be used again to be able to use the pressure conditions via the then closed impulse flap.
  • the control allows the pulse flap to be opened so that subcritical flow is made possible. This limits the otherwise occurring losses via the pulse flap.
  • the multiple opening of the pulse flap during the suction phase in particular allows use in internal combustion engines in which there are strong pressure fluctuations in the intake manifold, which have hitherto not made it possible to use such means.
  • a further development provides that after the impulse flap is opened for the first time, it is closed again.
  • the closing can take place completely. However, it can also be done only in part, in particular in such a way that a pressure difference can build up again via the impulse flap. Openings and closings of the pulse flap can also be controlled differently, in particular as a function of a pressure difference that lies above the pulse flap.
  • this pressure difference is determined directly or indirectly, a circuit of the pulse flap being derived from the pressure difference.
  • the impulse flap is opened when an applied dynamic pressure reaches a size, when a trigger is triggered. pulse mass flow achieves an increase in charge without the energy to be used for this, for example for opening the impulse flap and possible flow losses, exceeding a limit value.
  • the limit value can be preset. However, it can also be calculated.
  • a configuration defines a critical pressure ratio up to which the pulse flap is opened. If the pressure ratio is above this, the impulse flap is not opened. According to a further embodiment, it is provided that a bandwidth of a pressure ratio is specified, within which the pulse flap is switched.
  • the term “impulse flap” is not to be understood as limiting the geometry or shape of this component. Rather, the flap can have one or more components, in particular be subdivided, at least in sections being round, angular and / or curved, over the entire length Extend cross-section or even only partially over it, have one or more materials, are in connection with one or more adjusting means, which for example may have springs and / or spring-like means, magnets, in particular electromagnets, mechanical devices and the like open centrally or on the edge, open and close or open and close like a panel.
  • the intake manifold in which the pulse flap is arranged can also be adapted accordingly to the internal combustion engine, its operating areas and to the control of the pulse flap.
  • a map for a control device is stored, which has a shifting opening and closing of the pulse flap depending on an operating range of the internal combustion engine.
  • One or more characteristic diagrams can be used here, and several dependencies can also be recorded here.
  • the operating range of the internal combustion engine is detected, for example, via a rotational speed of the internal combustion engine. However, a load can also be detected.
  • the control device is preferably integrated in an engine control.
  • the control unit can also be present separately from the engine control and can be controlled by it. In this case, for example, the engine control system can have the corresponding characteristic map as a higher-level control unit.
  • the control unit which is separate from the engine control unit, has one or more characteristic maps stored.
  • a further development provides that a period of time for the opening of the pulse flap depends on the operating range of the internal combustion engine. In particular when the number of revolutions becomes lower, the duration of the opening of the impulse flap can decrease. Preferably, at a lower rotational speed, a multiple impulse flap opening is created, which has one or more openings than an operating range of the internal combustion engine with higher rotational speeds.
  • the internal combustion engine is designed as a long-stroke engine.
  • the impulse charging achieved thereby enables the cylinders to be filled particularly well.
  • Forced control of the pulse flap is preferably carried out not only during opening but also for closing. According to a further development, it is provided that the impulse flap is permanently subjected to a restoring force when it is in an open position. If an opening force is interrupted, the restoring force returns to a closed position.
  • the use of the pulse flap in connection with a control enables use in internal combustion engines that have strong pressure fluctuations and / or pressure fluctuations in the intake manifold.
  • the internal combustion engine preferably has a further possibility of charging the internal combustion engine.
  • the control of the pulse flap is provided in combination with a combined supercharging.
  • the pulse charging made possible by the pulse flap acts as a charging device in an operating range of the internal combustion engine. machine, while another charging system is active in another operating area.
  • the control of the pulse flap is provided in the form of a hybrid charge.
  • the pulse flap is used as an additional charging system that reinforces charging by another system.
  • Exhaust gas turbochargers and mechanical superchargers can be used as additional charging systems.
  • the filling of the cylinder can also be improved by means of dynamic charging by changing the length of the intake manifold.
  • wastegate superchargers, VTG superchargers and / or VST superchargers can be used as exhaust gas turbochargers.
  • Mechanical displacers with internal compression such as, for example, reciprocating piston loaders or screw loaders or without internal compression, such as with the Roots loader, are used as mechanical loaders.
  • a pressure wave charger such as a Comprex charger can also be used.
  • the additional charging can take place, for example, in the form of a register charging and / or in the form of a two-stage regulated charging.
  • the pulse charging by means of the switchable pulse flap can also be integrated into this.
  • the charging system is switched via a control unit, wherein the control unit can be integrated in the engine control.
  • the structure of the control allows the pulse flap to be used for two, four-cylinder engines or other numbers of cylinders. Since resonance systems could only be used with three cylinders and multiples of this cylinder sequence due to the firing order, the present invention permits an expansion of combined supercharging systems to other cylinder number ratios.
  • the impulse flap can be used in both gasoline and diesel internal combustion engines. It can be used in stationary operation as well as in non-stationary internal combustion engines.
  • the impulse flap and its control can also be switched in such a way that valve overlap between the inlet and outlet valves is also supported.
  • the pulse flap is switched, for example, in such a way that a flushing pressure gradient is used.
  • Another embodiment provides that a pressure storage between the pulse flap and the inlet valve is generated, which can be used in particular for purging residual gas.
  • the pulse flap is preferably switched in coordination with the openings of the inlet and outlet valves.
  • the pulse charging by means of the pulse flap can also be carried out in coordination with the switching of an EGR valve in order to support exhaust gas recirculation.
  • a method for controlling a pulse flap is provided, the pulse flap being arranged in front of an inlet valve of a cylinder of an internal combustion engine in an intake manifold, for increasing a cylinder charge, the pulse flap being at least in an operating range during a suction stroke of the cylinder is opened at least twice.
  • the method preferably provides that the pulse flap is opened and closed at least twice during the suction stroke of the cylinder.
  • a pulse-like intake blockage is generated in front of the pulse flap several times during a suction stroke of the cylinder.
  • a further development provides that a multiple inlet mass flow pulse is generated, the integral of which is greater than the inlet mass flow compared to a single inlet mass flow pulse of the same duration.
  • pressure storage is used in an antechamber between the impulse flap and the inlet valve.
  • the pulse flap is preferably opened when an outlet valve assigned to the inlet valve is open. In this way, valve overlap can be supported by means of pulse charging.
  • FIG. 1 shows a schematic view of a cylinder with a pulse flap arranged in front of an inlet valve
  • 3 shows a profile of a pulse flap opening in a second operating area
  • 4 shows a course of an impulse flap actuation in a third operating range
  • FIG. 5 shows a first pressure curve between an impulse flap and an inlet valve and a second pressure curve of a cylinder pressure in an operating range corresponding to that from FIG. 3,
  • FIG. 7 shows a course of a pulse flap actuation corresponding to the pressure course from FIG. 5 and the mass flow compensation from FIG. 6.
  • the internal combustion engine 1 shows a schematic view of an internal combustion engine 1 with at least one cylinder 2, which has at least one intake valve 3 and one exhaust valve 4.
  • a pulse flap 6 is arranged upstream of the inlet valve 3 in an intake manifold 5.
  • the impulse flap 6 can be opened in a controlled manner and also preferably closed in a controlled manner.
  • the internal combustion engine 1 has, for example, an actuating device 7.
  • the actuating device 7 is controlled according to the illustrated embodiment of the internal combustion engine 1 via a control device 8.
  • the control unit 8 can be integrated in an engine control unit 9. However, the control unit 8 can also be present separately from the engine control unit 9.
  • the engine control unit 9 can have one or more characteristic maps 10 stored, via which the actuating device 7 is controlled.
  • the characteristic diagrams cover the operating areas of the internal combustion engine 1 and are in particular designed such that at least multiple opening of the pulse flap 6 is ensured during a suction stroke of the internal combustion engine 1.
  • the rotational speed of the internal combustion engine 1 is determined, for example, by means of a sensor (not shown in more detail). This value is entered into the engine control unit 9, so that a state of the pulse flap 6 can be inferred from this and any further values. For example, this state can be "closing" or "opening".
  • a map control takes place via the control unit 8, which has the maps required for this stored.
  • the engine control unit 9 can carry out a comparison with the control unit 8 in order to ensure a time sequence and checking.
  • the engine control unit 9 can also be designed redundantly to the control unit 8: in the event of a failure of the control unit 8
  • the engine control unit 9 takes over the further operation of the impulse flap 6.
  • the control unit 8 can also have further functions, for example serving as a valve control unit in the case of electro-magnetic valves or other actuated valves.
  • a charging device 11 is provided in the intake manifold 5.
  • the charging device 11 can be arranged in front of a collector in which two or suction pipes have an opening.
  • the collector is not shown here.
  • the charging device 1 can, however, also be arranged after a collector.
  • the charging device 11 is preferably such that it can be operated in a coordinated manner with the pulse charging by means of the pulse flap 6.
  • FIG. 2 shows a profile of a pulse flap opening in a first operating range of a 4-cylinder internal combustion engine. This is operated at 2000 revolutions / minute. It is shown that after passing through the top dead center of the charge exchange (LWOT) at 360 ° crank angle, the intake stroke begins, in the course of which the pulse flap is opened twice to generate mass pulses and is switched accordingly.
  • the course of the flap opening as well as the flap closing is preferably straight as shown. However, the course can also follow a different shape, which for example has a curved course, in particular a hyperbolic course.
  • the flap opening and the flap closing can each have a different course. There is also the possibility that a course of an opening or closing of the pulse flap has a plateau. In such a case, for example, the pulse flap is not completely opened or closed.
  • the opening time of the impulse flap can vary.
  • the opening duration preferably takes place as a function of a pressure drop across the impulse flap and its dismantling after the latter has opened. Since a decrease in pressure gradient also depends in particular on the flow conditions in the cylinder, the individual opening times of the impulse flap can also have different lengths. For example, according to a first embodiment, a first opening period is shorter than a subsequent second one. According to a second embodiment, the situation is reversed. Furthermore, the distance between two opening times of the pulse flap can be shortened in such a way that this distance is less than the opening time of the pulse flap. The gradient of the opening and thus the speed of the opening as well as the closing of the impulse flap can also be different.
  • the impulse flap can be closed at a time when the piston is still in the suction phase.
  • the actual closing process also takes place at a point in time at which the piston reverses movement and has ended its suction phase.
  • the impulse flap can still be opened even if, for example, the piston has already passed bottom dead center. Further opening options and closing options also appear from the following figures.
  • FIG. 3 shows a course of an impulse flap opening in a second operating range of the internal combustion engine known from FIG. 2.
  • the internal combustion engine is operated at 1500 revolutions / minute.
  • a sufficient pressure drop is achieved earlier.
  • the distance between two openings is also larger in comparison to the distance in FIG. 2.
  • a standardized flap opening is indicated on the Y axis. This is related to a 100% open pulse flap. This makes it possible to compare different valve geometries with one another.
  • FIG. 4 shows another course of an impulse flap actuation in a third operating range of the internal combustion engine from FIG. 2.
  • the impulse flap experiences three opening and closing controls.
  • the first opening takes place at a time when the piston is not yet completely at the top dead center of the charge change.
  • a first opening of the impulse flap can therefore already be achieved at a point in time at which the suction phase has not yet begun by reversing the movement of the piston.
  • 4 also shows that the second pulse mass flow is conducted through the pulse flap shortly after the first pulse mass flow into the cylinder.
  • the subsequent third pulse mass flow only takes place with a further, longer crankshaft offset.
  • it can be advantageous if, for example, a first short pulse mass flow is triggered, followed by a larger pulse mass flow and then a smaller pulse mass flow.
  • FIG. 5 shows a first pressure curve P1 between a pulse flap and an inlet valve and a second pressure curve P2 of a cylinder pressure in an operating range of an internal combustion engine corresponding to that from FIG. 3.
  • Both pressure curves P1, P2 indicate the respective influence by opening and closing the impulse flap. If the inlet valve is opened in the area of top dead center when the charge is changed, i.e. at a crank angle of 360 °, and the impulse flap is also opened shortly afterwards, a pressure build-up in front of the impulse flap is released.
  • the first pressure curve P1 also drops and balances itself out with the second pressure curve P2 in the cylinder.
  • the mass flow pulse occurs in such a way that this compensation takes place within a few crank angle degrees, in particular within less than 40 ° crank angle revolution, preferably less than 30 ° crank angle revolution. Because the outlet valve is already open before the impulse flap is opened, the pressure curve P2 has an oscillation-like, slowly decreasing curve into which the first pressure curve P1 enters.
  • the first mass flow pulse enables the pressure in the cylinder to be charged. This is followed by the pressure in the intake manifold up to the impulse flap.
  • the impulse flap begins to close at around 405 ° crank angle rotation, the pressure peaks again, although the piston is in the suction phase due to its downward movement and the combustion chamber volume increases steadily.
  • the impulse flap is closed at about 420 ° crank angle rotation, the pressure drops again.
  • the pressure drop is very steep and only breaks off when the impulse flap is opened again. This happens at about 495 ° crank angle rotation. It should be noted here that the pressure drop across the pulse flap has built up in such a way that a renewed pulse charge causes the pressure curves P1, P2 to rise again despite the further increase in the combustion chamber due to the piston moving downward.
  • the second pulse charge has such a strength that a pressure value corresponding to the first pressure peak is thereby achieved.
  • a pressure which is above the ambient pressure in particular above 1.3 bar, and preferably at least 1.5 bar.
  • FIG. 6 shows a mass flow curve corresponding to the pressure curve from FIG. 5 in the same operating range.
  • the mass flow that flows through the intake valve into the cylinder is recorded.
  • a mass flow of current begins through the opening of the inlet valve.
  • this mass flow flow decreases again, since at this point the mass between the impulse flap and the inlet valve has already largely flowed into the cylinder.
  • the mass flow is increased again by the first mass pulse flow due to the opening of the pulse flap. If the impulse flap is closed again, an oscillation occurs between it and the cylinder. However, this oscillation with decreasing amplitude further leads to a mass flow flowing into the cylinder.

Abstract

La présente invention concerne un moteur à combustion interne (1) comportant respectivement au moins une soupape d'admission (3) et une soupape d'échappement (4) logées dans un cylindre (2), ainsi qu'un clapet à impulsions (6) logé dans une tubulure d'admission (5) entre un collecteur et la soupape d'admission (3). Ledit clapet d'admission est soumis à une commande provoquant plusieurs ouvertures du clapet à impulsions (3) dans la course d'admission du cylindre (2). L'invention concerne également un procédé de commande du clapet à impulsions (6).
PCT/EP2004/011109 2003-10-06 2004-10-05 Suralimentation par impulsions WO2005035955A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10346830.7 2003-10-06
DE10346830A DE10346830B4 (de) 2003-10-06 2003-10-06 Impulsaufladung

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Publication Number Publication Date
WO2005035955A1 true WO2005035955A1 (fr) 2005-04-21

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WO (1) WO2005035955A1 (fr)

Cited By (3)

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EP1840352A2 (fr) * 2006-03-31 2007-10-03 Mahle International GmbH Système d'alimentation d'air frais et méthode d'opération pour un moteur à piston
FR2909130A1 (fr) * 2006-11-27 2008-05-30 Peugeot Citroen Automobiles Sa Procede de commande perfectionne du fonctionnement d'un ensemble de cylindre de moteur a combustion interne.
DE102009032890A1 (de) 2009-07-13 2011-01-20 Volkswagen Ag Brennkraftmaschine mit Lufttaktventilen

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DE10309730B4 (de) * 2003-03-06 2012-02-16 Mahle Filtersysteme Gmbh Verfahren zur Impulsaufladung einer Brennkraftmaschine

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Publication number Priority date Publication date Assignee Title
EP1840352A2 (fr) * 2006-03-31 2007-10-03 Mahle International GmbH Système d'alimentation d'air frais et méthode d'opération pour un moteur à piston
EP1840352A3 (fr) * 2006-03-31 2010-03-31 Mahle International GmbH Système d'alimentation d'air frais et méthode d'opération pour un moteur à piston
FR2909130A1 (fr) * 2006-11-27 2008-05-30 Peugeot Citroen Automobiles Sa Procede de commande perfectionne du fonctionnement d'un ensemble de cylindre de moteur a combustion interne.
DE102009032890A1 (de) 2009-07-13 2011-01-20 Volkswagen Ag Brennkraftmaschine mit Lufttaktventilen

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