WO2009034278A2 - Method for controlling the opening of a dual duct intake for reducing the inlet noise contrast at the end of the regeneration of an exhaust gas post treatment system - Google Patents

Method for controlling the opening of a dual duct intake for reducing the inlet noise contrast at the end of the regeneration of an exhaust gas post treatment system Download PDF

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Publication number
WO2009034278A2
WO2009034278A2 PCT/FR2008/051514 FR2008051514W WO2009034278A2 WO 2009034278 A2 WO2009034278 A2 WO 2009034278A2 FR 2008051514 W FR2008051514 W FR 2008051514W WO 2009034278 A2 WO2009034278 A2 WO 2009034278A2
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WO
WIPO (PCT)
Prior art keywords
engine
intake
air
regeneration
duct
Prior art date
Application number
PCT/FR2008/051514
Other languages
French (fr)
Other versions
WO2009034278A3 (en
Inventor
Jean-Yves Der Matheossian
Fabien Sorel
Original Assignee
Renault S.A.S
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 Renault S.A.S filed Critical Renault S.A.S
Priority to EP08830973A priority Critical patent/EP2193267A2/en
Publication of WO2009034278A2 publication Critical patent/WO2009034278A2/en
Publication of WO2009034278A3 publication Critical patent/WO2009034278A3/en

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Classifications

    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • 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
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10013—Means upstream of the air filter; Connection to the ambient air
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10157—Supercharged engines
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10295—Damping means, e.g. tranquillising chamber to dampen air oscillations
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/12—Intake silencers ; Sound modulation, transmission or amplification
    • F02M35/1205—Flow throttling or guiding
    • F02M35/1222—Flow throttling or guiding by using adjustable or movable elements, e.g. valves, membranes, bellows, expanding or shrinking elements
    • 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
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a control method for an internal combustion engine comprising an intake circuit comprising a main intake duct and a secondary intake duct and an exhaust system which comprises a gas after-treatment system. exhaust system, the engine being able to operate in a regeneration phase to regenerate the post-treatment system during which the intake circuit is gutted by an intake flap and a normal phase without valve.
  • the dimensions of the intake duct are modified, in particular its diameter or its length, but this is done to the detriment of the performances respectively. engine under heavy loads or good operation of the turbocharger at altitude.
  • the invention aims to improve the systems of the prior art mentioned above and proposes to overcome their drawbacks, in particular to limit the perceived noise contrast, generally in steady state and under partial loads, at the moment of return to operation. normal engine after a regeneration phase.
  • control method for an internal combustion engine comprises one or more of the following characteristics: the secondary intake duct is closed off by the closure means under the operating conditions of the engine for which a regeneration phase can be employed, and the secondary intake duct is maintained at least partially open under the operating conditions of the motor for which a regeneration phase is not used;
  • the shutter means When the engine is subjected to heavy loads, the shutter means is maintained open to unclog the secondary intake duct, so as to admit air into the engine through the main and secondary intake ducts;
  • the closure means is kept at least partially closed in such a manner as to admit air into the engine, predominantly or totally, through the main duct, and under heavy loads, the means of shutter open to allow maximum air to be admitted into the engine through the main and secondary ducts.
  • the sealing means is constituted by a flap.
  • Another object of the invention is an internal combustion engine comprising an intake circuit comprising a main intake duct and a secondary intake duct and an exhaust system which comprises a system for the after-treatment of the exhaust gases.
  • the engine can operate in a regeneration phase to regenerate the after-treatment system during which the intake circuit is vanned by an intake flap and a normal phase without valve by this component implementing the process according to the invention.
  • FIG. 2 represents the variations in intake noise as a function of time for several throttle parameters in the different modes of operation of an engine not implementing the invention
  • FIG. 3 represents the variations of intake noise as a function of time for several valve parameters in the different modes of operation of the engine according to the invention.
  • Winnowing means the action of reducing the passage section of a gas which is introduced into a conduit, for example by annealing an air intake circuit by placing an intake flap at the inlet of the duct; intake plenum to reduce the air passage section.
  • regeneration phase designates the mode of operation of the engine in which an internal regeneration of the post-treatment systems is performed with a winnowing.
  • the engine 1 comprises an air intake circuit 2 and an exhaust circuit 3.
  • the intake circuit 2 has a first air inlet 4, called “main” and a second inlet mouth of air 4a, called “secondary”, by which between the air which is brought to an air filter 6 by respectively a first intake duct 5 upstream of the air filter 6, called “main intake duct” and a second intake duct 5a upstream of the air filter 6, called “secondary intake duct”.
  • the air continues its path, through an upstream compressor duct 7, to a compressor 8, driven by a turbine 9 set in motion by exhaust gases.
  • the air is compressed there and sent to a charge-cooler 1 1 via an upstream duct of the cooler 10.
  • the air is brought by a duct situated downstream of the cooler 12 to an intake air distributor 13
  • the flow of air entering the distributor 13 is then modulated by an intake flap 14. In normal mode, this flap 14 is generally kept wide open to limit the consumption of the engine 1.
  • the air admitted into the engine 1 contributes to the internal combustion producing the exhaust gases that are discharged into the exhaust system 3 by an exhaust manifold 15.
  • the exhaust gases make it possible to actuate the turbine 9 and then pass through an exhaust line 18 comprising an exhaust after-treatment system 19.
  • the opening of the shutter 14 causes an increase in the level of intake noise which designates the noise of the mouth, to which is added a noise radiated by the components of the circuit 2, in particular by the walls of the ducts, generated by the propagation of pulsed excitations going up from the valves of the engine 1, and more generally any vibratory excitation propagating in the intake circuit 2.
  • FIG. 2 represents the variations in intake noise as a function of time for several throttle parameters in the various modes of operation of an engine not implementing the invention. The readings are made for steady speed and load of the engine 1.
  • the intake noise level is important, and amounts to a value N 1.
  • the intake noise level is lowered and only rises to a value R1.
  • a threshold line S which corresponds to the maximum level of intake noise that is inaudible inside the passenger compartment for the occupants.
  • the level N 1 is greater than the threshold S and the level R1 is placed below the threshold S, thus signaling the occupants the passages between the normal phase and the regeneration phase.
  • there is a shutter 20 in the secondary intake duct 5a for modulating the flow of air flowing therethrough, so as to allow satisfactory filling of the engine 1 outside the regeneration phases and allow weak acoustic disturbances in the regeneration phases.
  • the shutter 20 is at least partially kept closed so as to admit air into the engine 1 in majority or in totality through the main intake duct 5.
  • this main duct 5 makes it possible to lower the noise level in normal phase to a level N 2 and the noise level in the regeneration phase to a level R2 at a level lower than that of the threshold S as represented in FIG. the occupants do not perceive then the transition between the normal phases and the regeneration phases during the movements of the intake flap 14.
  • the skilled person will adapt the geometric dimensions such as length and diameter and the material of the main intake duct 5, to achieve a compromise that allows in a normal phase, to maintain the performance of the engine 1 under partial loads, and to generate an intake noise of a level that contributes only negligibly to the interior noise perceived by the occupants of the vehicle.
  • the shutter 20 Under heavy loads of the engine 1, the shutter 20 is kept open, so as to allow the maximum air to be admitted into the engine 1 by the main ducts 5 and 5a secondary.
  • the skilled person will adapt the geometric dimensions such as the length and the diameter of the secondary intake duct 5b so that with the main inlet duct, the filling air is compatible with the performance objectives of the engine 1 under heavy loads and under other conditions in which a regeneration phase is not planned.
  • the intake noise contrast is reduced without having to retain a residual valve during operation of the engine 1 at full load, which has the disadvantage of significantly disturbing the flow of air in the intake circuit 2 and therefore to burden the performance of the engine 1. It is understood that the invention does not apply to the single engine in relation to which the invention has been described.
  • the shapes of the shutter 20 are not limited to the embodiment described.
  • the flap 20 may in particular rotate or rotate along other axes. More generally, it will be possible to adopt other sealing means accessible to those skilled in the art for modulating the passage of the intake air in this secondary conduit 5a.
  • the closure of the secondary duct has been described by a shutter during the regeneration phases, it is understood that this duct may also be closed outside the regeneration phases when the engine operating conditions do not require the admission of a substantially maximum amount of air to reduce the intake noise.
  • the closure solution of the secondary duct makes it possible not to disturb the flow of air since the flap intake is kept open outside the regeneration phases at an angle below the set threshold of approximately 20 degrees or more generally at an angle at which the airflow and engine noise are not significantly altered .

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Supercharger (AREA)
  • Characterised By The Charging Evacuation (AREA)

Abstract

The invention relates to a control method for an internal combustion engine (1) including an inlet circuit (2) comprising a main inlet duct (5) and a secondary inlet duct (5a), and an exhaust circuit (3) that comprises an exhaust-gas post-treatment system (19), the engine being capable of operation in a regeneration phase for regenerating the post-treatment system (19), in which the inlet circuit is shut with an inlet flap (14) and a normal phase without shutting with said flap (14), characterised in that the air passage section in the secondary inlet duct (5a) is adapted by a blocking means (20) for reducing the air-inlet noise contrast between the regeneration phases and the normal phases.

Description

PROCEDE DE CONTROLE DE L'OUVERTURE D'UNE ADMISSION A DOUBLE CONDUIT POUR DIMINUER LE METHOD OF CONTROLLING THE OPENING OF A DUAL-DUCT INLET TO REDUCE THE
CONTRASTE DE BRUIT D'ADMISSION EN FIN DE REGENERATION DU SYSTEME DE POST-TRAITEMENT DES GAZ D'ECHAPPEMENTADMISSION NOISE CONTRAST AT THE END OF REGENERATION OF THE EXHAUST GAS POST-TREATMENT SYSTEM
L'invention concerne un procédé de contrôle pour un moteur à combustion interne comprenant un circuit d'admission comprenant un conduit d'admission principal et un conduit d'admission secondaire et un circuit d'échappement qui comprend un système de post-traitement des gaz d'échappement, le moteur pouvant fonctionner dans une phase de régénération pour régénérer le système de post-traitement au cours de laquelle le circuit d'admission est vanné par un volet d'admission et une phase normale sans vannage.The invention relates to a control method for an internal combustion engine comprising an intake circuit comprising a main intake duct and a secondary intake duct and an exhaust system which comprises a gas after-treatment system. exhaust system, the engine being able to operate in a regeneration phase to regenerate the post-treatment system during which the intake circuit is gutted by an intake flap and a normal phase without valve.
Pour répondre aux normes antipollution, les moteurs à combustion interne sont dotés de systèmes de post-traitement qui permettent de piéger et de transformer certains composants chimiques contenus dans les gaz d'échappement. Certains systèmes de post-traitement utilisent une phase de régénération interne pendant laquelle le fonctionnement du moteur est modifié afin de placer le système de post-traitement dans des conditions thermiques et chimiques favorables. Ces conditions particulières favorisent la transformation des composants chimiques qui ont été piégés dans le système de post-traitement.To meet anti-pollution standards, internal combustion engines have after-treatment systems that trap and transform certain chemical components contained in the exhaust gas. Some post-treatment systems use an internal regeneration phase during which the operation of the engine is modified in order to place the post-treatment system under favorable thermal and chemical conditions. These particular conditions favor the transformation of the chemical components that have been trapped in the post-treatment system.
Ces conditions favorables sont généralement obtenues en dégradant le rendement du moteur par obturation partielle du circuit d'admission d'air, ce qui augmente, notamment, la température des gaz d'échappement. La phase de régénération passée, on cherche à ouvrir le circuit d'admission d'air au plus vite pour limiter la surconsommation de carburant et la production transitoire de certains composants chimiques contenus dans les gaz d'échappement.These favorable conditions are generally obtained by degrading the efficiency of the engine by partially occluding the air intake circuit, which increases, in particular, the temperature of the exhaust gas. After the regeneration phase, we try to open the air intake circuit as soon as possible to limit the overconsumption of fuel and the transient production of certain chemical components contained in the exhaust gas.
Cependant, pour des raisons d'efficacité, ces stratégies de régénération emploient des degrés d'obturation des conduits d'admission importants qui créent une diminution significative du bruit du circuit d'admission d'air pendant toute la durée du processus mais y perturbent également de manière importante l'écoulement d'air à l'admission . A la fin de la régénération, en désobturant rapidement les conduits d'admission, le bruit redevient soudainement important sans que le conducteur ait modifié la consigne d'accélération du véhicule, ce qui nuit au confort sonore des occupants et risque de monopoliser leur attention.However, for reasons of efficiency, these regeneration strategies employ significant intake duct sealing degrees which create a significant decrease in the noise of the air intake circuit throughout the process but also disturb the air intake circuit noise. importantly the intake air flow. At the end of the regeneration, by quickly unscrewing the intake ducts, the noise suddenly becomes important without the driver having changed the acceleration of the vehicle, which affects the sound comfort of the occupants and may monopolize their attention.
Pour limiter le bruit à l'admission, on utilise parfois des systèmes du type de celui décrit dans le document JP61 190159, qui présentent des conduits additionnels formant résonateur dont les dimensions conditionnent l'atténuation du bruit d'admission sur des plages de fréquences prédéterminées. Cependant l'utilisation de ces résonateurs se révèle inefficace lorsqu'il s'agit de masquer le contraste audible du bruit d'admission . En effet, la plage de fréquence pour laquelle ces résonateurs sont efficaces est étroite, le niveau de bruit reste élevé en charges partielles du moteur et le contraste audible au moment de la régénération n'est pas ou peu modifié.To limit noise on admission, systems of the type described in JP61 190159, which have additional resonator ducts whose dimensions condition the attenuation of the intake noise over predetermined frequency ranges, are sometimes used. . However the use of these resonators is ineffective when it comes to hide the audible contrast of the intake noise. Indeed, the frequency range for which these resonators are effective is narrow, the noise level remains high partial loads of the engine and the audible contrast at the time of regeneration is not changed or little changed.
Dans d'autres systèmes, on modifie les dimensions du conduit d'admission, notamment son diamètre ou sa longueur mais ceci se fait au détriment respectivement des performances du moteur sous fortes charges ou du bon fonctionnement du turbocompresseur en altitude.In other systems, the dimensions of the intake duct are modified, in particular its diameter or its length, but this is done to the detriment of the performances respectively. engine under heavy loads or good operation of the turbocharger at altitude.
D'autres solutions comme l'augmentation du volume du filtre à air ou du nombre et/ou du volume des résonateurs permettent de diminuer le bruit d'admission mais au détriment de l'encombrement.Other solutions, such as increasing the volume of the air filter or the number and / or volume of the resonators, make it possible to reduce the noise of admission but to the detriment of the bulk.
L'invention vise à améliorer les systèmes de l'art antérieur précédemment cités et se propose de remédier à leurs inconvénients, notamment de limiter le contraste de bruit perçu, généralement en régime stabilisé et sous des charges partielles, au moment du retour à un fonctionnement normal du moteur après une phase de régénération .The invention aims to improve the systems of the prior art mentioned above and proposes to overcome their drawbacks, in particular to limit the perceived noise contrast, generally in steady state and under partial loads, at the moment of return to operation. normal engine after a regeneration phase.
C'est un objet de la présente invention que de proposer un procédé de contrôle de moteur dans lequel on adapte la section de passage de l'air dans le conduit d'admission secondaire par un moyen d'obturation pour diminuer le contraste de bruit d'admission d'air entre les phases de régénération et les phases normales.It is an object of the present invention to provide an engine control method in which the air passage section in the secondary intake duct is adapted by a shutter means to reduce the noise contrast of the engine. air intake between the regeneration phases and the normal phases.
Par ce procédé, on parvient à supprimer le contraste de bruit présent à l'admission au moment des passages entre les phases de régénération et les phases normales.By this method, it is possible to suppress the noise contrast present at the admission at the time of the passages between the regeneration phases and the normal phases.
Suivant des modes particuliers de réalisation, le procédé de contrôle pour un moteur à combustion interne comporte l'une ou plusieurs des caractéristiques suivantes : - on obture le conduit d'admission secondaire par le moyen d'obturation dans les conditions de fonctionnement du moteur pour lesquelles une phase de régénération peut être employée, et on maintient au moins partiellement ouvert le conduit d'admission secondaire dans les conditions de fonctionnement du moteur pour lesquelles une phase de régénération n'est pas employée ;According to particular embodiments, the control method for an internal combustion engine comprises one or more of the following characteristics: the secondary intake duct is closed off by the closure means under the operating conditions of the engine for which a regeneration phase can be employed, and the secondary intake duct is maintained at least partially open under the operating conditions of the motor for which a regeneration phase is not used;
- lorsque le moteur est soumis à de fortes charges, on maintient le moyen d'obturation ouvert pour désobturer le conduit d'admission secondaire, de manière à faire admettre l'air dans le moteur par les conduits d'admission principal et secondaire ;- When the engine is subjected to heavy loads, the shutter means is maintained open to unclog the secondary intake duct, so as to admit air into the engine through the main and secondary intake ducts;
- sous des charges partielles, on maintient au moins partiellement fermé le moyen d'obturation de manière à faire admettre l'air dans le moteur en majorité ou en totalité par le conduit principal, et sous de fortes charges, on maintient le moyen d'obturation ouvert de manière à permettre au maximum d'air d'être admis dans le moteur par les conduits principal et secondaire. le moyen d'obturation est constitué par un volet.under partial loads, the closure means is kept at least partially closed in such a manner as to admit air into the engine, predominantly or totally, through the main duct, and under heavy loads, the means of shutter open to allow maximum air to be admitted into the engine through the main and secondary ducts. the sealing means is constituted by a flap.
Un autre objet de l'invention est un moteur à combustion interne comprenant un circuit d'admission comprenant un conduit d'admission principal et un conduit d'admission secondaire et un circuit d'échappement qui comprend un système de post-traitement des gaz d'échappement, le moteur pouvant fonctionner dans une phase de régénération pour régénérer le système de post-traitement au cours de laquelle le circuit d'admission est vanné par un volet d'admission et une phase normale sans vannage par ce volet mettant en œuvre le procédé suivant l'invention .Another object of the invention is an internal combustion engine comprising an intake circuit comprising a main intake duct and a secondary intake duct and an exhaust system which comprises a system for the after-treatment of the exhaust gases. exhaust, the engine can operate in a regeneration phase to regenerate the after-treatment system during which the intake circuit is vanned by an intake flap and a normal phase without valve by this component implementing the process according to the invention.
D'autres caractéristiques et avantages de l'invention apparaîtront clairement à la lecture de la description suivante du mode de réalisation non limitatif de celle-ci, en liaison avec les dessins annexés sur lesquels : - la figure 1 est un schéma structurel d'un moteur sur lequel est mis en œuvre l'invention ;Other characteristics and advantages of the invention will become clear from reading the following description of the nonlimiting embodiment thereof, in conjunction with the appended drawings in which: - Figure 1 is a structural diagram of an engine on which the invention is implemented;
- La figure 2 représente les variations de bruit à l'admission en fonction du temps pour plusieurs paramètres de vannage dans les différents modes de fonctionnement d'un moteur ne mettant pas en œuvre l'invention ; la figure 3 représente les variations de bruit à l'admission en fonction du temps pour plusieurs paramètres de vannage dans les différentes modes de fonctionnement du moteur selon l'invention .FIG. 2 represents the variations in intake noise as a function of time for several throttle parameters in the different modes of operation of an engine not implementing the invention; FIG. 3 represents the variations of intake noise as a function of time for several valve parameters in the different modes of operation of the engine according to the invention.
Dans la description qui va suivre, il est entendu que leIn the description that follows, it is understood that the
« vannage » désigne l'action de réduire la section de passage d'un gaz qui est introduit dans un conduit, par exemple en vannant un circuit d'admission d'air en plaçant un volet d'admission au niveau de l'entrée du plénum d'admission pour réduire la section de passage de l'air. Par ailleurs, on désigne par la « phase de régénération », le mode de fonctionnement du moteur dans lequel une régénération interne des systèmes de post-traitement est réalisée avec un vannage."Winnowing" means the action of reducing the passage section of a gas which is introduced into a conduit, for example by annealing an air intake circuit by placing an intake flap at the inlet of the duct; intake plenum to reduce the air passage section. Furthermore, the term "regeneration phase" designates the mode of operation of the engine in which an internal regeneration of the post-treatment systems is performed with a winnowing.
On observe empiriquement que l'écoulement d'air et le bruit de bouche d'un moteur sont peu modifiés lorsque le volet d'obturation est positionné avec un angle de fermeture inférieur à environ 20 degrés par rapport à l'axe du conduit pris dans le sens anti-géométrique. Une « phase normale » désigne alors un mode de fonctionnement du moteur dans lequel il n'y a pas de régénération ni de vannage avec un angle de fermeture supérieur à une valeur modifiant l'écoulement d'air et le bruit de bouche d'une moteur, par exemple 20 degrés. Sur la figure 1 , est représentée la structure d'un moteur 1 , donné à titre d'exemple non limitatif, sur lequel est mise en œuvre l'invention .It is empirically observed that the air flow and the mouth noise of an engine are little changed when the shutter is positioned with a closing angle less than about 20 degrees from the axis of the duct taken in the anti-geometric sense. A "normal phase" then designates a mode of operation of the engine in which there is no regeneration or winnowing with a closing angle greater than a value modifying the air flow and the mouth noise of a motor, for example 20 degrees. In Figure 1, is shown the structure of a motor 1, given by way of non-limiting example, on which the invention is implemented.
Le moteur 1 comprend un circuit d'admission d'air 2 et un circuit d'échappement 3. Le circuit d'admission 2 présente une première bouche d'admission d'air 4, dite « principale » et une deuxième bouche d'admission d'air 4a, dite « secondaire », par laquelle entre l'air qui est amené à un filtre à air 6 par respectivement un premier conduit d'admission 5 en amont du filtre à air 6, dit « conduit d'admission principal » , et un deuxième conduit d'admission 5a en amont du filtre à air 6, dit « conduit d'admission secondaire » . Du filtre à air, l'air poursuit son trajet, par un conduit amont de compresseur 7, jusqu'à un compresseur 8, entraîné par une turbine 9 mise en mouvement par des gaz d'échappement. L'air y est comprimé et envoyé vers un refroidisseur de suralimentation 1 1 via un conduit amont du refroidisseur 10. Après refroidissement, l'air est amené par un conduit situé en aval du refroidisseur 12 à un répartiteur d'air d'admission 13. Le débit d'air entrant dans le répartiteur 13 est alors modulé par un volet d'admission 14. En mode normal, ce volet 14 est généralement maintenu grand ouvert pour limiter la consommation du moteur 1 .The engine 1 comprises an air intake circuit 2 and an exhaust circuit 3. The intake circuit 2 has a first air inlet 4, called "main" and a second inlet mouth of air 4a, called "secondary", by which between the air which is brought to an air filter 6 by respectively a first intake duct 5 upstream of the air filter 6, called "main intake duct" and a second intake duct 5a upstream of the air filter 6, called "secondary intake duct". From the air filter, the air continues its path, through an upstream compressor duct 7, to a compressor 8, driven by a turbine 9 set in motion by exhaust gases. The air is compressed there and sent to a charge-cooler 1 1 via an upstream duct of the cooler 10. After cooling, the air is brought by a duct situated downstream of the cooler 12 to an intake air distributor 13 The flow of air entering the distributor 13 is then modulated by an intake flap 14. In normal mode, this flap 14 is generally kept wide open to limit the consumption of the engine 1.
L'air admis dans le moteur 1 participe à la combustion interne produisant les gaz d'échappement qui sont rejetés dans le circuit d'échappement 3 par un collecteur d'échappement 15. Les gaz d'échappement permettent d'actionner la turbine 9 puis passent dans une ligne d'échappement 18 comprenant un système de post-traitement des gaz d'échappement 19.The air admitted into the engine 1 contributes to the internal combustion producing the exhaust gases that are discharged into the exhaust system 3 by an exhaust manifold 15. The exhaust gases make it possible to actuate the turbine 9 and then pass through an exhaust line 18 comprising an exhaust after-treatment system 19.
En actionnant le volet d'admission 14 pour que son angle de fermeture soit sensiblement supérieur à 20 degrés, on réalise le vannage du circuit d'admission 2 qui permet de passer de la phase normale à la phase de régénération .By actuating the intake flap 14 so that its closing angle is substantially greater than 20 degrees, one performs the throttling of the intake circuit 2 which allows to go from the normal phase to the regeneration phase.
En fin de régénération, l'ouverture du volet 14 provoque une augmentation du niveau de bruit d'admission qui désigne le bruit de bouche, auquel s'ajoute un bruit rayonné par les composants du circuit 2, notamment par les parois des conduits, généré par la propagation d'excitations puisées remontant à partir des soupapes du moteur 1 , et plus généralement toute excitation vibratoire se propageant dans le circuit d'admission 2.At the end of the regeneration, the opening of the shutter 14 causes an increase in the level of intake noise which designates the noise of the mouth, to which is added a noise radiated by the components of the circuit 2, in particular by the walls of the ducts, generated by the propagation of pulsed excitations going up from the valves of the engine 1, and more generally any vibratory excitation propagating in the intake circuit 2.
Cette augmentation est d'autant plus pénalisante que l'on ouvre le circuit 2 rapidement pour limiter la surconsommation et l'émission de certains polluants. La transition est alors nettement signalée aux occupants à la fin de la phase de régénération, affectant leur confort sonore.This increase is even more penalizing as we open the circuit 2 quickly to limit overconsumption and the emission of certain pollutants. The transition is then clearly signaled to the occupants at the end of the regeneration phase, affecting their sound comfort.
La figure 2 représente les variations de bruit à l'admission en fonction du temps pour plusieurs paramètres de vannage dans les différents modes de fonctionnement d'un moteur ne mettant pas en œuvre l'invention . Les relevés sont réalisés pour un régime et à une charge du moteur 1 stabilisés.FIG. 2 represents the variations in intake noise as a function of time for several throttle parameters in the various modes of operation of an engine not implementing the invention. The readings are made for steady speed and load of the engine 1.
Lorsque le moteur 1 fonctionne en phase normale, sans vannage, le niveau de bruit d'admission est important, et s'élève à une valeur N 1 . En phase de régénération, le niveau de bruit d'admission est abaissé et ne s'élève plus qu'à une valeur R1 . Sur ce graphique, est tracé une ligne seuil S, qui correspond au niveau maximum de bruit d'admission qui est inaudible à l'intérieur de l'habitacle pour les occupants. Sur ce graphique, le niveau N 1 est supérieur au seuil S et le niveau R1 est placé au dessous du seuil S, signalant ainsi aux occupants les passages entre la phase normale et la phase de régénération . Selon l'invention, on dispose un volet d'obturation 20 dans le conduit d'admission secondaire 5a pour moduler le débit d'air y circulant, de manière à permettre un remplissage du moteur 1 satisfaisant en dehors des phases de régénération et permettre de faibles perturbations acoustiques dans les phases de régénération.When the engine 1 operates in normal phase, without valve, the intake noise level is important, and amounts to a value N 1. In the regeneration phase, the intake noise level is lowered and only rises to a value R1. On this graph, is drawn a threshold line S, which corresponds to the maximum level of intake noise that is inaudible inside the passenger compartment for the occupants. In this graph, the level N 1 is greater than the threshold S and the level R1 is placed below the threshold S, thus signaling the occupants the passages between the normal phase and the regeneration phase. According to the invention, there is a shutter 20 in the secondary intake duct 5a for modulating the flow of air flowing therethrough, so as to allow satisfactory filling of the engine 1 outside the regeneration phases and allow weak acoustic disturbances in the regeneration phases.
Sous des charges partielles du moteur 1 , le volet d'obturation 20 est au moins partiellement maintenu fermé de manière à faire admettre l'air dans le moteur 1 en majorité ou en totalité par le conduit principal d'admission 5.Under partial loads of the engine 1, the shutter 20 is at least partially kept closed so as to admit air into the engine 1 in majority or in totality through the main intake duct 5.
Le dimensionnement de ce conduit principal 5 permet d'abaisser le niveau de bruit en phase normale à un niveau N2 et le niveau de bruit en phase de régénération à un niveau R2 à un niveau inférieur à celui du seuil S comme représenté sur la figure 3, les occupants ne percevant alors pas la transition entre les phases normales et les phases de régénération lors des mouvements du volet d'admission 14.The sizing of this main duct 5 makes it possible to lower the noise level in normal phase to a level N 2 and the noise level in the regeneration phase to a level R2 at a level lower than that of the threshold S as represented in FIG. the occupants do not perceive then the transition between the normal phases and the regeneration phases during the movements of the intake flap 14.
Pour cela, en fonction d'un volume donné de filtre à air 6, l'homme du métier adaptera les dimensions géométriques telles que la longueur et le diamètre ainsi que la matière du conduit d'admission principal 5, pour réaliser un compromis qui permette, dans une phase normale, de maintenir les performances du moteur 1 sous charges partielles, et de générer un bruit d'admission d'un niveau qui ne contribue que de façon négligeable au bruit intérieur perçu par les occupants du véhicule.For this, according to a given volume of air filter 6, the skilled person will adapt the geometric dimensions such as length and diameter and the material of the main intake duct 5, to achieve a compromise that allows in a normal phase, to maintain the performance of the engine 1 under partial loads, and to generate an intake noise of a level that contributes only negligibly to the interior noise perceived by the occupants of the vehicle.
Sous des fortes charges du moteur 1 , le volet d'obturation 20 est maintenu ouvert, de manière à permettre au maximum d'air d'être admis dans le moteur 1 par les conduits principal 5 et secondaire 5a. En fonction d'un volume donné de filtre à air 6, l'homme du métier adaptera les dimensions géométriques telles que la longueur et le diamètre du conduit d'admission secondaire 5b pour qu'avec le conduit d'admission principal, le remplissage en air soit compatible avec les objectifs de performances du moteur 1 sous fortes charges et dans d'autres conditions dans lesquelles une phase de régénération n'est pas prévue.Under heavy loads of the engine 1, the shutter 20 is kept open, so as to allow the maximum air to be admitted into the engine 1 by the main ducts 5 and 5a secondary. Depending on a given volume of air filter 6, the skilled person will adapt the geometric dimensions such as the length and the diameter of the secondary intake duct 5b so that with the main inlet duct, the filling air is compatible with the performance objectives of the engine 1 under heavy loads and under other conditions in which a regeneration phase is not planned.
Avec cette configuration du circuit d'admission 2, on combine une géométrie d'admission favorisant le remplissage sous fortes charges, telle qu'un conduit d'admission court et de gros diamètre, et une géométrie d'admission favorisant la réduction du bruit d'admission sous charges partielles telle qu'un conduit d'admission long et de petit diamètre.With this configuration of the intake circuit 2, one combines a geometry of intake favoring the filling under heavy loads, such as a short intake duct and large diameter, and an intake geometry favoring the reduction of the noise of d admission under partial loads such as a long inlet duct and small diameter.
Plus particulièrement, le contraste de bruit d'admission est réduit sans devoir conserver un vannage résiduel pendant le fonctionnement du moteur 1 à pleine charge, qui a le désavantage de perturber significativement l'écoulement de l'air dans le circuit d'admission 2 et donc de grever les performances du moteur 1 . I I est entendu que l'invention ne s'applique pas au seul moteur en relation avec lequel l'invention a été décrite.More particularly, the intake noise contrast is reduced without having to retain a residual valve during operation of the engine 1 at full load, which has the disadvantage of significantly disturbing the flow of air in the intake circuit 2 and therefore to burden the performance of the engine 1. It is understood that the invention does not apply to the single engine in relation to which the invention has been described.
De même, les formes du volet d'obturation 20 ne sont pas limitées à l'exemple de réalisation décrit. Le volet 20 peut notamment pivoter ou tourner selon d'autres axes. Plus généralement, on pourra adopter d'autres moyens d'obturation accessibles à l'homme du métier pour moduler le passage de l'air d'admission dans ce conduit secondaire 5a .Similarly, the shapes of the shutter 20 are not limited to the embodiment described. The flap 20 may in particular rotate or rotate along other axes. More generally, it will be possible to adopt other sealing means accessible to those skilled in the art for modulating the passage of the intake air in this secondary conduit 5a.
Enfin, bien que l'on ait décrit l'obturation du conduit secondaire par un volet d'obturation lors des phases de régénération, il est entendu que l'on peut également obturer ce conduit en dehors des phases de régénération lorsque les conditions de fonctionnement du moteur ne nécessitent pas l'admission d'une quantité sensiblement maximale d'air afin de réduire le bruit d'admission .Finally, although the closure of the secondary duct has been described by a shutter during the regeneration phases, it is understood that this duct may also be closed outside the regeneration phases when the engine operating conditions do not require the admission of a substantially maximum amount of air to reduce the intake noise.
Comparativement à une solution qui consisterait à vanner le volet d'admission 14 pour réduire le bruit d'admission en dehors des phases de régénération, la solution d'obturation du conduit secondaire permet de ne pas perturber l'écoulement d'air puisque le volet d'admission est maintenu ouvert en dehors des phases de régénération avec un angle inférieur au seuil fixé d'environ 20 degrés ou plus généralement à une angle pour lequel l'écoulement d'air et le bruit de bouche d'un moteur sont peu modifiés . Compared to a solution which consists of gutting the admission flap 14 to reduce the intake noise outside the regeneration phases, the closure solution of the secondary duct makes it possible not to disturb the flow of air since the flap intake is kept open outside the regeneration phases at an angle below the set threshold of approximately 20 degrees or more generally at an angle at which the airflow and engine noise are not significantly altered .

Claims

REVENDICATIONS
1 ) Procédé de contrôle pour un moteur à combustion interne (1 ) comprenant un circuit d'admission (2) comprenant un conduit d'admission principal (5) et un conduit d'admission secondaire (5a) et un circuit d'échappement (3) qui comprend un système de post-traitement des gaz d'échappement (19), le moteur pouvant fonctionner dans une phase de régénération pour régénérer le système de post-traitement (19) au cours de laquelle le circuit d'admission est vanné par un volet d'admission (14) et une phase normale sans vannage par ce volet (14) caractérisé en ce que l'on adapte la section de passage de l'air dans le conduit d'admission secondaire (5a) par un moyen d'obturation (20) pour diminuer le contraste de bruit d'admission d'air entre les phases de régénération et les phases normales.1) Control method for an internal combustion engine (1) comprising an intake circuit (2) comprising a main intake duct (5) and a secondary intake duct (5a) and an exhaust circuit ( 3) which comprises an exhaust aftertreatment system (19), the engine being operable in a regeneration phase to regenerate the post-treatment system (19) during which the intake circuit is hoisted by an inlet flap (14) and a normal phase without valveing by this flap (14), characterized in that the air passage section in the secondary intake duct (5a) is adapted by a means shutter (20) for decreasing the air intake noise contrast between the regeneration phases and the normal phases.
2) Procédé selon la revendication 1 caractérisé en ce que l'on obture le conduit d'admission secondaire (5a) par un moyen d'obturation (20) dans les conditions de fonctionnement du moteur (1 ) pour lesquelles une phase de régénération peut être employée, et en ce que l'on maintient au moins partiellement ouvert le conduit d'admission secondaire (5a) dans les conditions de fonctionnement du moteur (1 ) pour lesquelles une phase de régénération n'est pas employée.2) Method according to claim 1 characterized in that the secondary intake duct (5a) is closed by a closure means (20) under the operating conditions of the engine (1) for which a regeneration phase can it is used, and in that the secondary intake duct (5a) is kept at least partially open under the operating conditions of the engine (1) for which a regeneration phase is not used.
3) Procédé selon l'une des revendication précédentes caractérisé en ce que lorsque le moteur (1 ) est soumis à de fortes charges, on maintient le moyen d'obturation (20) ouvert pour désobturer le conduit d'admission secondaire (5a), de manière à faire admettre l'air dans le moteur par les conduits d'admission principal (5) et secondaire (5a).3) Method according to one of the preceding claim characterized in that when the engine (1) is subjected to high loads, the shutter means (20) is maintained open to unclog the secondary intake duct (5a), of in order to admit air into the engine through the main (5) and secondary (5a) intake ducts.
4) Procédé d'utilisation d'un moteur (1 ) selon l'une des revendications précédentes caractérisé en ce que sous des charges partielles, on maintient au moins partiellement fermé le moyen d'obturation (20) de manière à faire admettre l'air dans le moteur (1 ) en majorité ou en totalité par le conduit principal (5), et que sous de fortes charges, on maintient le moyen d'obturation (20) ouvert de manière à permettre au maximum d'air d'être admis dans le moteur (1 ) par les conduits principal (5) et secondaire (5a).4) A method of using a motor (1) according to one of the preceding claims characterized in that under partial loads, is maintained at least partially closed the closure means (20) so as to admit the air in the engine (1) in majority or in all through the main duct (5), and that under heavy loads, the closing means (20) is kept open so as to allow the maximum amount of air to be admitted into the engine (1) through the main (5) and secondary (5a) ducts.
5) Procédé selon l'une des revendications précédentes caractérisé en ce que le moyen d'obturation est constitué par un volet (20). 6) Moteur à combustion interne (1 ) comprenant un circuit d'admission (2) comprenant un conduit d'admission principal (5) et un conduit d'admission secondaire (5a) et un circuit d'échappement (3) qui comprend un système de posttraitement des gaz d'échappement (19), le moteur pouvant fonctionner dans une phase de régénération pour régénérer le système de post-traitement (19) au cours de laquelle le circuit d'admission est vanné par un volet d'admission (14) et une phase normale sans vannage par ce volet (14) mettant en œuvre le procédé suivant l'une quelconque des revendications précédentes. 5) Method according to one of the preceding claims characterized in that the closure means is constituted by a flap (20). 6) Internal combustion engine (1) comprising an intake circuit (2) comprising a main intake duct (5) and a secondary intake duct (5a) and an exhaust system (3) which comprises a exhaust aftertreatment system (19), the engine being operable in a regeneration phase to regenerate the aftertreatment system (19) during which the intake circuit is vanned by an intake flap ( 14) and a normal phase without being tripped by this flap (14) implementing the method according to any one of the preceding claims.
PCT/FR2008/051514 2007-09-14 2008-08-21 Method for controlling the opening of a dual duct intake for reducing the inlet noise contrast at the end of the regeneration of an exhaust gas post treatment system WO2009034278A2 (en)

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FR0757592A FR2921116B1 (en) 2007-09-14 2007-09-14 METHOD OF CONTROLLING THE OPENING OF A DUAL-DUCT INLET TO REDUCE THE ADMISSION NOISE CONTRAST AT THE END OF REGENERATION OF THE EXHAUST GAS POST-PROCESSING SYSTEM
FR0757592 2007-09-14

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FR3066547A1 (en) * 2017-05-17 2018-11-23 Renault S.A.S SUPPLY AIR INTAKE SYSTEM IN A MOTOR VEHICLE INTERNAL COMBUSTION ENGINE COMPRISING A NOISE MITIGATION MODULE

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KR101575278B1 (en) * 2014-10-20 2015-12-07 현대자동차 주식회사 Apparatus and method for learning air control valve of hybrid vehicle

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FR3066547A1 (en) * 2017-05-17 2018-11-23 Renault S.A.S SUPPLY AIR INTAKE SYSTEM IN A MOTOR VEHICLE INTERNAL COMBUSTION ENGINE COMPRISING A NOISE MITIGATION MODULE

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FR2921116B1 (en) 2009-10-23
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WO2009034278A3 (en) 2009-05-07

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