WO2005119882A1 - Abgasturbolader für eine brennkraftmaschine und verfahren zum betrieb eines abgasturboladers - Google Patents
Abgasturbolader für eine brennkraftmaschine und verfahren zum betrieb eines abgasturboladers Download PDFInfo
- Publication number
- WO2005119882A1 WO2005119882A1 PCT/EP2005/003097 EP2005003097W WO2005119882A1 WO 2005119882 A1 WO2005119882 A1 WO 2005119882A1 EP 2005003097 W EP2005003097 W EP 2005003097W WO 2005119882 A1 WO2005119882 A1 WO 2005119882A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- gas turbocharger
- exhaust gas
- flywheel
- pole structure
- disk
- Prior art date
Links
Classifications
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- 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
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
- F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
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- 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
- F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
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- 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
- F02B37/14—Control of the alternation between or the operation of exhaust drive and other drive of a pump, e.g. dependent on speed
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- 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
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- 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 an exhaust gas turbocharger for an internal combustion engine and a method for operating an exhaust gas turbocharger according to the preamble of claim 1 and claim 15, respectively.
- Exhaust gas turbochargers are used in both spark-ignited and self-igniting internal combustion engines to increase the cylinder charge.
- the increase in cylinder charge leads to an increase in the combustion air ratio and thus in auto-ignition internal combustion engines to a reduction in soot formation in the lower and medium load and speed range and, depending on the combustion temperature, can result in a reduction in nitrogen oxide emissions.
- Exhaust gas turbochargers generally consist of two turbomachines coupled via a fixed shaft, a turbine which is acted upon by the expanding exhaust gas mass flow of the internal combustion engine and a compressor which is driven by the turbine via the fixed shaft and compresses the air drawn in. Since turbomachines have a different operating behavior than internal combustion engines, the exhaust gas turbocharger and / or its periphery should be considered Design that the exhaust gas turbocharger provides sufficient air for the desired operating behavior of the internal combustion engine, both in the low and in the upper load and speed range.
- the exhaust gas turbocharger Due to its moment of inertia, the exhaust gas turbocharger responds with a delay when the load and / or speed of the internal combustion engine suddenly increases. This delayed response is known under the common name "turbo lag" and is characterized in that the exhaust gas turbocharger of the internal combustion engine provides too little air for the corresponding operating point. In addition to insufficient acceleration, the poor response behavior in transient operation of the internal combustion engine results in high fuel consumption, which can be reduced by eliminating the poor response behavior.
- the exhaust gas turbocharger is designed for the nominal power point of the internal combustion engine, it is usually too large for a quick response in the lower and medium load and speed range and, due to its moment of inertia, delivers unsatisfactory results of the operating behavior of the internal combustion engine with regard to engine torque, agility and consumption , Different approaches attempt to improve the response behavior of the exhaust gas turbocharger in the range mentioned.
- One of the approaches is the coupling of the exhaust gas turbocharger with an electrical machine.
- the electrical machine is rigidly connected to the exhaust gas turbocharger and accelerates it if necessary.
- the power required for a four-cylinder engine, for example, is around 1-2 kW.
- Current vehicle electrical systems are reaching their performance limits.
- a large part of the energy fed in serves the self-acceleration of the electrical machine.
- the rotor of the electrical machine connected to the exhaust gas turbocharger reduces the dynamics of the exhaust gas turbocharger in the unsupported operating range due to its moment of inertia.
- An exhaust gas turbocharger for an internal combustion engine emerges from the generic EP 0 345 991 B1.
- the exhaust gas turbocharger has an exhaust gas turbine and a compressor.
- the turbine and the compressor are rotatably connected to each other via a shaft.
- the exhaust gas turbocharger has an electrical machine that can be connected to it via a clutch.
- the exhaust gas turbocharger includes a generator which can be operated by the internal combustion engine via a clutch located between the generator and the internal combustion engine.
- the electrical energy generated is supplied to the rotating electrical machine, which then works as an electric motor and drives the exhaust gas turbocharger.
- the compressor is operated in a map area in which it provides the internal combustion engine with the operating points adapted and sufficient amounts of air.
- the generator is connected to the crankshaft of the internal combustion engine via a clutch, so that an increased torque occurs on the crankshaft of the internal combustion engine. The consequence of this is an increase in consumption while the effective mean pressure of the internal combustion engine remains the same.
- the object of the invention is to couple an exhaust gas turbocharger to an electrical machine in such a way that the exhaust gas turbocharger is accelerated with a low energy requirement and has a small installation space. Furthermore, the transient response behavior of the exhaust gas turbocharger is to be improved and excess energy of the exhaust gas turbocharger is to be used.
- the exhaust gas turbocharger can be driven by a disk-shaped flywheel.
- the power required to accelerate the exhaust gas turbocharger does not have to be applied by an electrical machine, since the energy required to accelerate the exhaust gas turbocharger is transmitted to the exhaust gas turbocharger by the rotational energy of the flywheel with a high power density. If necessary, the connection between the flywheel and the exhaust gas turbocharger is established or released via the clutch.
- the clutch is composed of a disk connected in a rotationally fixed manner to a shaft of the exhaust gas turbocharger, a pole structure, a yoke and a coil.
- the flywheel can be driven by an electrical machine.
- the electrical machine compensates for the friction losses that occur on the flywheel. If necessary, it can accelerate the flywheel or generate energy. The occurring The power required to compensate for the frictional losses or to accelerate the flywheel mass is low, so that the load on the vehicle electrical system is negligible.
- the flywheel comprises the pole structure to increase the effective flywheel mass.
- the pole structure forms part of the clutch, via which the exhaust gas turbocharger can be coupled to the flywheel or the electrical machine.
- the pole structure has at least two disks for a functionally reliable clutch.
- the disks of the pole structure are constructed in a ring shape for weight reasons. If the exhaust gas turbocharger is accelerated by the centrifugal mass, a large centrifugal mass is desirable. However, the flywheel itself must be accelerated before it can accelerate the exhaust gas turbocharger. In contrast, a small mass is desired in this process. Therefore, a ring shape, as it has the pole structure, is the advantageous weight-favorable design.
- a disk is arranged as a component of the clutch between the disks of the pole structure and is connected non-rotatably to the shaft of the exhaust gas turbocharger.
- the disks of the pole structure have a tooth structure with teeth and tooth gaps, the teeth of one disk being opposite the tooth gaps of the other disk.
- the tooth structure and In particular, the opposite positioning of the teeth and the tooth gaps are necessary for the design of a functionally reliable coupling, since an induced magnetic flux can be divided and deflected in the disk positioned between the two disks of the pole structure due to this configuration and exerts a torque on the disk due to the deflection ,
- the two disks of the pole structure are held together by means of a non-magnetizable tension band. Due to the centrifugal forces that occur during a rotational movement, a deformation of the two disks can occur. A functionally reliable coupling could not be guaranteed without a strap.
- the non-magnetizable tensioning strap holds the two disks together, even at high speeds, so that the two disks are at a parallel distance from one another. This ensures a reliable coupling.
- the flywheel is composed of a rotor of the electrical machine, a disk, a piece of pipe and the pole structure.
- the pole structure is rotatably connected to the rotor of the electrical machine via the disk and the pipe section.
- the clutch between the compressor and the turbine of the exhaust gas turbocharger is arranged to advance the electrical machine high temperatures and to protect the compressor from oil ingress.
- the clutch is a vortex power clutch or a hysteresis clutch. This offers the advantage that wear-free operation and good electrical controllability can be achieved.
- the flywheel mass is kept as possible at a minimum speed, which corresponds to a nominal speed, via the electrical machine or via the exhaust gas turbocharger, in order to ensure sufficient rotational energy of the flywheel mass when the exhaust gas turbocharger is accelerating.
- the electric machine does not become active for driving the flywheel mass, but takes up the excess energy on the exhaust gas turbocharger as a generator and feeds it the energy obtained, for example, in a motor vehicle electrical system, the drive of the flywheel being maintained via the exhaust gas turbocharger.
- Exhaust gas turbocharger speed is less than the nominal speed of the flywheel, the electric machine for accelerating the flywheel is only used when the speed of the flywheel falls below its nominal speed to become one to ensure sufficient rotational energy of the flywheel later.
- the flywheel mass is accelerated by the exhaust gas turbocharger when the clutch is closed in operating areas in which the exhaust gas turbocharger speed corresponds to at least the nominal speed of the flywheel mass, so that the electrical machine can be switched off for energy-saving measures.
- the exhaust gas turbocharger is driven by the flywheel in operating ranges in which the exhaust gas turbocharger speeds are lower than the flywheel mass speeds.
- Fig. 3 is a perspective section of a pole structure of the exhaust gas turbocharger
- FIG. 4 shows a development of the pole structure with magnetic flux lines and magnetic poles that appear during operation with a coil through which current flows.
- 1 shows an exhaust gas turbocharger 1 of an internal combustion engine (not shown in more detail), for example an Otto or a diesel engine.
- the internal combustion engine which is preferably used in motor vehicle construction, has an intake tract, not shown, with, for example, inlet valves via which air is fed to a combustion chamber of the internal combustion engine, which is not shown in detail.
- the air is used to burn fuel, which is either added to the air outside the combustion chamber or inside the combustion chamber.
- the fuel-air mixture in the combustion chamber is then burned.
- the combustion of the fuel-air mixture produces exhaust gas, which passes from the combustion chamber into an exhaust tract, not shown, for example, through exhaust valves (not shown). Part of the exhaust gas energy can now be used to increase the air supply to the combustion chamber by installing the exhaust gas turbocharger 1 in the air circuit of the internal combustion engine.
- a turbine 3 of the exhaust gas turbocharger 1 is provided downstream of the exhaust valves in the exhaust tract of the internal combustion engine, and a compressor 2 of the exhaust gas turbocharger 1 is accommodated downstream of the intake valves in the intake tract of the internal combustion engine.
- the turbine 3 is driven by the exhaust gas of the internal combustion engine and drives the compressor 2 via a shaft 4, so that air can be sucked in and compressed by the compressor 2.
- the shaft 4 has an axis of rotation 40.
- the rotating components of the exhaust gas turbocharger 1, such as the compressor 2, the turbine 3 and the shaft 4 are supported in a housing of the exhaust gas turbocharger 1 (not shown in more detail) by means of bearings (not shown in more detail).
- an electrical machine 20 Arranged on the shaft 4 between the compressor 2 and the turbine 3 are an electrical machine 20, a clutch 5 connecting the electrical machine 20 to the shaft 4 of the exhaust gas turbocharger 1 and a flywheel 10 driving the exhaust gas turbocharger 1.
- the electrical machine 20 is rotatably connected to the clutch 5.
- the electrical machine 20 is composed of a cylindrical rotor 21 and a stator 23 surrounding the rotor 21.
- the axis of rotation 40 of the shaft 4 corresponds to a axis of rotation 41 of the rotor 21.
- a bearing 50 is provided, for example a plain bearing, which enables the rotor 21 to rotate independently of a speed of the shaft 4 Rotating speed different from the speed of shaft 4.
- the electrical machine 20 is connected to a motor vehicle electrical system 100 of the internal combustion engine.
- the clutch 5 arranged on the compressor side is composed of a first disk 11 connected in a rotationally fixed manner to the shaft 4 of the exhaust gas turbocharger 1, a pole structure 31 delimiting the first disk 11, a yoke 15 encasing the pole structure 31 and a coil 30 accommodated in the yoke 15.
- the pole structure 31 can also be referred to as a rotating element of the clutch 5.
- Rotating parts of the coupling 5 are disc-shaped, so that only tensile stresses can arise in the material due to the centrifugal force.
- the shaft 4, the clutch 5 and the rotor 21 have the same axis of rotation 40.
- the yoke 15 sheathing the pole structure 31 consists of two round, disk-shaped covers, a first cover 151 and a second cover 152, the covers 151, 152 having a first collar 155 and a second collar 156 arranged perpendicular to a plane of the cover.
- a first round opening 153 or a second round opening 154 for receiving the shaft 4 is made in the center of the covers 151, 152.
- the covers 151, 152 are positioned in mirror image relative to one another, so that a first end face 157 of the first collar 155 borders a second end face 158 of the second collar 156.
- the mutually facing end faces 157, 158 are firmly connected to one another after assembly, for example by welding or soldering.
- the yoke 15 is made in two parts for assembly reasons. It could also be designed in such a way that the two openings 153 and 154 of the covers 151, 152 have a diameter in the order of the diameter of the shaft 4 for the friction-free reception of the shaft 4. Bearings of the shaft 4 could also be integrated in the openings 153, 154 of the yoke 15.
- the yoke 15 receives the pole structure 31.
- the pole structure 31 is constructed in three parts.
- a first part of the pole structure 31 forms a first annular disk 32 having a tooth structure 44 with an outer diameter D R ⁇ and a cavity 37 with a diameter Du shown in more detail in FIG. 1.
- a second part of the pole structure 31 shown in FIG. 2 forms a second ring disk 36 with an outer diameter D R2 , which also has the tooth structure 44.
- the first disk 11, which is non-rotatably connected to the shaft 4, is arranged between the first annular disk 32 and the second annular disk 36.
- the first ring disk 32 and the second ring disk 36 are held together on their periphery by a third part of the pole structure 31, a non-magnetizable tensioning band 38, such that their disk surfaces are arranged parallel to one another. If the tension band 38 were not present, centrifugal forces occurring during operation of the clutch 5 could deform the two ring disks 32, 36, so that the coupling function of the clutch 5 could no longer be guaranteed.
- a radial indentation 13 is provided in the tension band 38 opposite the first disk 11.
- the outside diameter D Ri of the first ring disk 32 and the outside diameter D R2 of the second ring disk 36 correspond to the outside diameter D s of the first disk 11.
- An inside diameter D JOCh of the yoke 15 is larger than an outside diameter D Po ⁇ of the pole structure 31, so that an annular space 18 remains recessed in the yoke 15.
- This existing annular space 18 is provided for receiving the coil 30.
- the coil 30 accommodated in the yoke 15 serves to generate a magnetic field. For this purpose, the coil 30 is supplied with power by the motor vehicle electrical system 100.
- An air gap 52 is present between the rotatable pole structure 31 and the yoke 15 and between the tension band 38 rotating with the pole structure 31 and the coil 30.
- the air gap 52 prevents friction between the pole structure 31 and the yoke 15 or between the tension band 38 and the coil 30.
- the electrical machine 20 is connected to the clutch 5 by a second disk 35 that receives the shaft 4 and a tube piece 34 receiving the shaft 4 and connected to the second disk 35 in a rotationally fixed manner.
- One end of the pipe section 34 facing the electrical machine 20 is connected in a rotationally fixed manner to the rotor 21.
- One end of the pipe section 34 facing the coupling 5 is connected in a rotationally fixed manner to the second disk 35.
- the second washer 35 is connected to the first washer 32 in a rotationally fixed manner, such that the first washer 32 receives the second washer 35 in its cavity 37.
- the second disk 35 has an opening 49 for receiving the shaft 4.
- the rotationally fixed reception of the second disk 35 in the cavity 37 of the first ring disk 32 can take place, for example, by positive locking.
- the first washer 32 and the second washer 35 could also be made in one piece and the second washer 35 could then also have the tooth structure 44 corresponding to the first washer 32.
- the tooth structure 44 on the second disk 35 would have no function since there would be no tooth structure 44 on the second ring disk 36, but this would be easier to manufacture than a disk with a toothed ring having the toothed structure 44 and a surface surrounded by the toothed ring without a toothed structure 44th
- An air gap 51 is formed between the first disk 11 and the pole structure 31.
- the air gap 51 on the one hand prevents friction between the annular disks 32, 36 and the first disk 11 or between the tensioning band 38 and the first disk 11 and on the other hand serves as a carrier of a magnetic flux 54 induced by the coil 30.
- the pole structure 31 could also be constructed in one or two parts. The mounting options of the first disk 11 arranged between the annular disks 32, 36 must be observed.
- a section of the pole structure 31 of the exhaust gas turbocharger 1 is shown in FIG. 3.
- the first and the second annular disk 32, 36 have a tooth structure 44 with teeth 45 and tooth gaps 46 adjacent to the teeth 45 on their surfaces respectively facing the first disk 11.
- the teeth 45 have a tooth height H z axially and a tooth length L z in the circumferential direction.
- the tooth structure 44 of the first and second annular disk 32, 36 is designed such that the teeth 45 of the first annular disk 32 lie opposite the tooth gaps 46 of the second annular disk 36.
- FIG. 4 shows a development of the pole structure 31 with the magnetic flux 54 and magnetic poles 53 that occur during operation when the coil 30 is current-carrying.
- the magnetic flux 54 is induced by the current-carrying coil 30, not shown.
- the magnetic poles 53 form in the teeth 45 of the first ring disk 32 and the second ring disk 36. Due to the direction of flow of the magnetic flux 54, the poles 53 can be divided into north and south poles, identified by N and S in FIG. 4. If the coil 30 does not flow through current, no magnetic flux 54 is induced.
- the north pole is formed in the first ring disk 32 and the south pole in the second ring disk 36.
- the first disk 11 positioned between the two ring disks 32, 36 is flowed through by the magnetic flux 54.
- the first disk 11 rotates at a rotational speed which is different from a rotational speed of the annular disks 32, 36 of the pole structure 31
- a change in the magnetization (remagnetization) of the first occurs Disc 11 on.
- the first disk 11 consists of semi-hard material which has a pronounced hysteresis loop in a flux density B - field strength H diagram, abbreviated to B-H diagram.
- the pole structure 31 is made of soft magnetic material, for example iron. Due to the offset teeth 45 of the pole structure 31, the magnetic flux 54 flowing through each pole 53 is divided into two parts and partly crosses the first disk 11 in the tangential direction.
- the first disk 11 made of the magnetically semi-hard material is magnetized. Ideally, the directions of the two partial flows originating from a pole 53 are offset from one another by 180 degrees.
- the magnetic flux 54 flows through the point which has just been magnetized in the first disk 11 in exactly the other direction.
- the first disc 11 is magnetized in the opposite direction.
- the work done due to the magnetization corresponds to the area of a hysteresis loop and is called magnetization work.
- an electrically conductive material such as iron, copper or aluminum must be used for the first disk 11.
- a locally induced magnetic field of the magnetic flux 54 is changed in its strength and in its direction.
- the eddy currents induced locally by the changes in the magnetic field and perpendicular to the magnetic field in turn build up magnetic fields which are directed in the opposite direction to the applied magnetic field.
- the clutch 5 is closed.
- the torque that is set depends on the relative speed of the first disk 11 and the pole structure 31, that is to say that no speed adjustment of the first disk 11 and the pole structure 31 is possible.
- the material used in eddy current clutches is advantageously more resistant to speed than the material of the hysteresis clutches.
- the coil 30 and the stator 23 are arranged at rest and the magnetic flux 54 is transmitted into the pole structure 31 via the air gap 52.
- the first ring disk 32 and the second ring disk 36 which are connected to the rotor 21 via the pipe section 34 and the second disk 35, are held together by the tensioning band 38 and are subjected to a pure tensile stress due to the centrifugal force acting through the rotation.
- the rotatable rotor 21, which is excited by the electrical machine 20 to produce a permanent rotary movement, the rotatable pole structure 31 and the parts which represent the rotationally fixed connection between the rotor 21 and the pole structure 31, the pipe section 34 and the second section which is connected in a rotationally fixed manner to the pipe section 34 Disc 35 represent the flywheel mass 10.
- the flywheel mass 10 is connected to the exhaust gas turbocharger 1 via the clutch 5 if necessary.
- the electrical machine 20 has to produce a power of approximately 100 W, which, in contrast to the prior art, significantly reduces the electrical power requirement Accelerating the exhaust gas turbocharger 1 is achieved.
- a further reduction in the energy requirement can be achieved by reducing, for example, the friction losses in the bearings (not shown in more detail) and / or reducing the air resistance of the flywheel mass 10.
- the decrease in air resistance of the Inertia 10 can be achieved, for example, by filling the tooth gaps 46 of the pole structure 31 with non-magnetizable material. By filling the tooth gaps 46 with non-magnetizable material, the noise emission can be kept low.
- the clutch 5 is opened and the exhaust-gas turbocharger 1 is not coupled to the electric machine 20th Because of the low frictional losses and the high rotational energy stored in the flywheel 10, the flywheel 10 rotates at speeds that are greater than a nominal speed n K of the flywheel 10. The flywheel 10 is not coupled to the electrical machine 20, that is, it rotates without energy supply from the electrical machine 20.
- the electric machine 20 drives the flywheel 10.
- the power to be applied by the electrical machine 20 must be sufficient to overcome bearing friction losses and air resistance.
- the flywheel 10 When the internal combustion engine is operating at a high partial load L Te ii h and a low speed nki e i n , the flywheel 10 is connected to the exhaust gas turbocharger 1 via the then closed clutch 5 coupled and is operated at the corresponding speed of the exhaust gas turbocharger 1 n ATD .
- the electrical machine 20 is switched off in this case.
- the internal combustion engine is in an operation with high part load L Te iih with high speeds n large or at full load Lv o ii 10 is coupled to the turbocharger 1, the flywheel mass and is compared with the corresponding speed ATL n of the turbocharger 1 is operated.
- the speed n ATL of the exhaust gas turbocharger 1 is greater than the continuous nominal speed n account of the flywheel 10, such that energy is obtained via the electrical machine 20 and is fed, for example, into the vehicle electrical system 100.
- the clutch 5 is closed and the flywheel mass 10 accelerates the exhaust gas turbocharger 1.
- the nominal speed n ⁇ ont s of the flywheel mass 10 can decrease until the electric machine 20 drives the flywheel mass 10 again, so that the nominal speed n ⁇ nt s of the flywheel 10 is reached again.
- the flywheel mass 10 is decoupled from the exhaust gas turbocharger 1.
- the flywheel 10 In the overrun mode of the internal combustion engine at high speeds, the flywheel 10 first rotates freely and is driven by the electric machine 20 after a certain time, as soon as its speed n s is below the nominal speed n K ⁇ n t s, such that the flywheel mass 10 has the nominal speed n cont s. '
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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)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2007513704A JP2008501882A (ja) | 2004-06-02 | 2005-03-23 | 内燃機関用の排気ターボチャージャー及びその制御方法 |
DE112005001255T DE112005001255A5 (de) | 2004-06-02 | 2005-03-23 | Abgasturbolader für eine Brennkraftmaschine und Verfahren zum Betrieb eines Abgasturboladers |
US11/607,823 US20070101714A1 (en) | 2004-06-02 | 2006-12-02 | Exhaust gas turbocharger for an internal combustion engine and method of operating an exhaust gas turbocharger |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004026796.0 | 2004-06-02 | ||
DE102004026796A DE102004026796A1 (de) | 2004-06-02 | 2004-06-02 | Abgasturbolader für eine Brennkraftmaschine und Verfahren zum Betrieb eines Abgasturboladers |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/607,823 Continuation-In-Part US20070101714A1 (en) | 2004-06-02 | 2006-12-02 | Exhaust gas turbocharger for an internal combustion engine and method of operating an exhaust gas turbocharger |
Publications (1)
Publication Number | Publication Date |
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WO2005119882A1 true WO2005119882A1 (de) | 2005-12-15 |
Family
ID=35454853
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2005/003097 WO2005119882A1 (de) | 2004-06-02 | 2005-03-23 | Abgasturbolader für eine brennkraftmaschine und verfahren zum betrieb eines abgasturboladers |
PCT/EP2005/005716 WO2005119027A1 (de) | 2004-06-02 | 2005-05-27 | Abgasturbolader für eine brennkraftmaschine und verfahren zum betrieb eines abgasturboladers |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2005/005716 WO2005119027A1 (de) | 2004-06-02 | 2005-05-27 | Abgasturbolader für eine brennkraftmaschine und verfahren zum betrieb eines abgasturboladers |
Country Status (4)
Country | Link |
---|---|
US (1) | US20070101714A1 (de) |
JP (1) | JP2008501882A (de) |
DE (2) | DE102004026796A1 (de) |
WO (2) | WO2005119882A1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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US20220235695A1 (en) * | 2021-01-28 | 2022-07-28 | Caterpillar Inc. | Annular disk for turbocharger speed control |
Families Citing this family (19)
Publication number | Priority date | Publication date | Assignee | Title |
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JP4648347B2 (ja) | 2007-02-23 | 2011-03-09 | 三菱重工業株式会社 | ハイブリッド排気タービン過給機 |
ATE498061T1 (de) * | 2007-05-24 | 2011-02-15 | Lindenmaier Gmbh | Turbolader |
GB0723996D0 (en) * | 2007-12-07 | 2008-01-16 | Ricardo Uk Ltd | A flywheel |
WO2009148918A2 (en) * | 2008-06-02 | 2009-12-10 | Borgwarner Inc. | Inertially-assisted electric supercharger |
GB0905345D0 (en) | 2009-03-27 | 2009-05-13 | Ricardo Uk Ltd | A flywheel |
GB0905344D0 (en) | 2009-03-27 | 2009-05-13 | Ricardo Uk Ltd | A flywheel |
GB0905343D0 (en) | 2009-03-27 | 2009-05-13 | Ricardo Uk Ltd | A flywheel |
EP2491606A1 (de) * | 2009-10-20 | 2012-08-29 | Ricardo Uk Limited | Energiesteuerung |
DE102009060181A1 (de) * | 2009-12-23 | 2011-06-30 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH, 80809 | Abgasturbolader für eine Verbrennungskraftmaschine mit einer Frischgasversorgungsvorrichtung und eine entsprechende Anordnung |
DE102010023188A1 (de) | 2010-06-09 | 2011-12-15 | D. Brown Traktoren Gmbh | Lader für Verbrennungsmotoren |
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- 2005-03-23 DE DE112005001255T patent/DE112005001255A5/de not_active Withdrawn
- 2005-03-23 JP JP2007513704A patent/JP2008501882A/ja not_active Abandoned
- 2005-05-27 WO PCT/EP2005/005716 patent/WO2005119027A1/de active Application Filing
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US11668230B2 (en) * | 2021-01-28 | 2023-06-06 | Caterpillar Inc. | Annular disk for turbocharger speed control |
Also Published As
Publication number | Publication date |
---|---|
US20070101714A1 (en) | 2007-05-10 |
WO2005119027A1 (de) | 2005-12-15 |
DE112005001255A5 (de) | 2007-07-05 |
JP2008501882A (ja) | 2008-01-24 |
DE102004026796A1 (de) | 2005-12-29 |
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