WO2009143883A1 - Système d'échappement - Google Patents

Système d'échappement Download PDF

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Publication number
WO2009143883A1
WO2009143883A1 PCT/EP2008/056493 EP2008056493W WO2009143883A1 WO 2009143883 A1 WO2009143883 A1 WO 2009143883A1 EP 2008056493 W EP2008056493 W EP 2008056493W WO 2009143883 A1 WO2009143883 A1 WO 2009143883A1
Authority
WO
WIPO (PCT)
Prior art keywords
shock
exhaust
shut
extension pieces
internal combustion
Prior art date
Application number
PCT/EP2008/056493
Other languages
English (en)
Inventor
Tetsushi Yoshikawa
Jozef Baets
Original Assignee
Abb Turbo Systems Ag
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 Abb Turbo Systems Ag filed Critical Abb Turbo Systems Ag
Priority to PCT/EP2008/056493 priority Critical patent/WO2009143883A1/fr
Publication of WO2009143883A1 publication Critical patent/WO2009143883A1/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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • 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
    • F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
    • 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

  • Subject matter disclosed herein relates generally to the technical field of internal combustion engines and, in particular, to an exhaust system for a turbocharged internal combustion engine.
  • Exhaust systems for turbocharged internal combustion engines serve to carry the exhaust gases from the internal combustion engine to the exhaust turbine of the turbocharger and, at the same time, to make optimum use of the available energy of the exhaust gases.
  • Known methods for turbocharging internal combustion engines are constant-pressure and shock-wave charging and the pulse-converter method.
  • the exhaust gases from all the cylinders of the engine are introduced into a common exhaust conduit and then fed to the exhaust turbine.
  • full-load operation of the engine i.e. in the case of a high expansion-pressure ratio of the exhaust turbine, particularly good use is made of the available energy of the exhaust gases.
  • the internal combustion engine is operated at reduced load or speed, i.e. predominantly in the part-load range, the turbine power in steady-state operation and the surplus power for the acceleration of the turbine rotor are very low.
  • shock-wave charging either one or more separate exhaust conduits are provided, to each of which two or more cylinders are connected. In all cases, only those cylinders are connected to one another whose exhaust opening times overlap only slightly or not at all.
  • the pressure energy in the cylinder is transmitted to the exhaust turbine by pressure waves and only slight pressure losses occur.
  • a high proportion of the available pressure energy is carried virtually without delay to the exhaust turbine by the pressure 2 08/045 waves as soon as a higher quantity of fuel is burnt in the engine.
  • the pressure energy is maintained in the exhaust lead owing to the narrowness of the exhaust conduits, for which reason it is possible to increase the energy available for the exhaust turbine, particularly at part load. Consequently, shock-wave charging of internal combustion engines is always preferred whenever good part-load behavior or dynamic behavior in the case of changes in load is required. However, poorer results are obtained with this method at full load.
  • DE-A1 39 40 992 has disclosed a solution which improves the full-load behavior in the case of a method for shock-wave charging.
  • the shock pipes leading to the exhaust turbine from a four-stroke internal combustion engine are connected to one another.
  • a shut-off element Arranged in the interconnection conduit is a shut-off element which can be adjusted between an open position for higher speeds and a closed position for low speeds.
  • the exhaust system thus operates in shock-wave mode at part load and with the shut-off element closed.
  • the shut-off element is open and, as a result, the behavior of the exhaust system approaches that of constant- pressure charging.
  • DE-C2-3200521 has disclosed a solution in which a switch from shock-wave charging to the pulse-converter method is possible.
  • the two previously parallel exhaust conduits converge until they reach a common conduit component.
  • Arranged rotatably in this conduit component is an intermediate wall.
  • shock-wave charging is implemented.
  • With the intermediate wall open charging of the internal combustion engine is by the pulse-converter method.
  • a disadvantage of this solution is that the constriction of the exhaust conduits required for the pulse-converter method is located in the main stream of the exhaust gases even in the case of the shock-wave mode. The main flow is thereby restricted and an energy loss thus occurs.
  • the wear problems already described above can also occur at the intermediate wall of the two exhaust conduits.
  • EP 0 770 769 has disclosed a solution in which the shock pipes leading to the turbine, are joined by a interconnection conduit which is placed on the opposite side of the turbine, and a constriction is placed in the interconnection conduit. Due to the constriction, the exhaust gas cannot pass easily between the shock pipes, leading to increased pressure in the shock pipes and higher fuel consumption.
  • US 2 674 086 has disclosed a solution in which a shut-off valve is used in a interconnection conduit between the shock pipes, placed at the side of the engine furthest away from the turbine.
  • a solution is shown with a rotary shot-off valve.
  • a rotary shut-off valve has a sliding motion between the shut-off elements, and exhaust gas deposits can prevent motion of the valve.
  • one object of the invention is to provide a novel, simple exhaust system with improved operational reliability and an increased service life for a turbocharged internal combustion engine, in which system both the advantages of shock-wave charging and those of the pulse converter are used, depending on the operating state of the internal combustion engine.
  • this is achieved by virtue of the fact that, in the case of a system in accordance with the preamble of claim 1 , extension pieces are formed for the 4 08/045 shock pipes and are arranged upstream of the connection line furthest away from the exhaust turbine. Each shock pipe is connected to a corresponding extension piece.
  • the interconnection conduit/s is/are arranged between the extension pieces. There is no constriction or orifice in the interconnection conduit between the ends of the extension pieces.
  • the mass flow of the exhaust gases passes directly from the cylinders of the internal combustion engine, via the shock pipes, directly into the exhaust turbine without loss of energy.
  • the interconnection conduit is arranged a relatively long way away from the exhaust turbine, it only causes pressure equalization between the shock pipes. Because of the flow losses in extension piece and interconnection conduit, only a small part of the quantity of exhaust gas is introduced into the adjacent shock pipe with each pressure surge of the cylinders, and, as a result, the cylinders connected there are not interfered with.
  • the pressure equalization leads to a reduced pressure in the shock pipes being supplied by one or more cylinders and to an increased pressure in the shock pipes or the other shock pipes. The pressure fluctuations in the shock pipes are thus reduced, leading to improved turbine efficiency.
  • one interconnection conduit can be used to connect all the extension pieces.
  • a cross-sectional constriction can be installed in the extension piece, preferably in the form of an orifice. It proves advantageous if a shut-off element which can be adjusted between an open position for high speeds of the internal combustion engine and a closed position for low speeds is arranged between the interconnection conduit and the ends of the extension pieces. It is thereby possible to achieve pure shock-wave charging at part load and with 5 08/045 the shut-off element closed. At full load, on the other hand, the shut-off element is opened, giving rise to pulse-converter charging.
  • the shut-off element is arranged upstream of the connection conduits of the internal combustion engine.
  • the thermal stressing is significantly lower than in the region between the entry of the connection lines and the exhaust turbine.
  • the shut-off element has a significantly longer service life. Even if it is damaged, its components cannot destroy the exhaust turbine since the latter is arranged a long way from it.
  • the interconnection conduit alone ensures effective operation of the internal combustion engine at full load, making it possible to continue operating the exhaust system even if the shut-off element were defective.
  • the shut-off element can be constructed in the form of a plate mounted on a shaft, in such a way that the plate covers the end of the extension piece in closed position and that the motion of the plate relative to the extension piece is perpendicular in near closed position. Because of the perpendicular motion, the plate and extension piece will not stick easily together, even when covered by exhaust gas deposits.
  • the shut-off element is closed at part load, and this will increase the charge air pressure. However, cylinder filling is reduced because the increased exhaust pressure increases the amount of residual exhaust gas in the cylinder. When a load step occurs, the shut-off element opens immediately which reduces the exhaust back pressure and residual exhaust gas content. Together with the high charge air pressure, the total amount of air going in the cylinder is maximised, which maximises the engine power during the load step
  • Fig. 1 shows a schematic representation of the exhaust system
  • Fig. 2 shows an enlarged representation of a detail of Fig. 1 in the region of the connecting line
  • Fig. 3 shows a representation corresponding to Fig. 2, in a second embodiment
  • Fig. 4 shows a representation corresponding to Fig. 2, in a third embodiment
  • Fig. 5 and 6 show a representation corresponding to Fig. 3, in a fourth embodiment
  • Fig. 7 shows a control diagram for the embodiment shown in Fig. 5 and 6.
  • Fig. 1 shows four cylinders 1 , 2, 3, 4 of an internal combustion engine designed as a four-stroke engine, which interact via an exhaust system with the exhaust turbine 5 of an exhaust turbocharger.
  • the exhaust system comprises two shock pipes 6, 7, which are each connected by two connection lines 8 and 9, respectively, to the corresponding cylinders 1 , 2 and cylinders 3, 4.
  • shock pipes 6, 7 each connect up to a separate gas inlet 10, 11 of the exhaust turbine 5.
  • An extension piece 12, 13 is formed for each shock pipe 6, 7 and arranged upstream of the connection line 8, 9 furthest away from the exhaust turbine 5.
  • Shock pipe 6 is connected to extension piece 12 and shock pipe 7 to extension piece 13.
  • An interconnection conduit 14 is formed between the two extension pieces 12, 13.
  • a first exemplary embodiment (Fig. 2) exhaust gases are introduced into the first shock pipe 6 from cylinders 1 and 2, for example, the majority is passed on to the gas inlet 10 of the exhaust turbine 5.
  • the other, smaller portion of the exhaust gases passes via extension piece 12, the interconnection conduit 14 into extension piece 13 and finally into the second shock pipe 7.
  • the pressure in the first shock pipe 6 is reduced and that in the second shock pipe 7 increased, i.e. certain pressure equalization takes place.
  • exhaust gas is now introduced into the second shock pipe 7 from the other cylinders 3 and 4
  • this shock pipe is not empty since exhaust gases are still present from the first shock pipe 6.
  • the pressure build-up is therefore relatively rapid, some of the exhaust gases passing via the interconnection conduit 14 into the first shock pipe 6. In this way, the pressure difference between the two shock pipes 6, 7 is reduced, resulting in smaller pressure fluctuations.
  • Owing to the more uniform 7 08/045 admission to the exhaust turbine 5 its efficiency increases, thereby improving the pressure-charging of the engine at full load.
  • a jump 16 in cross-section is formed at the transition from the extension pieces 12, 13 to the interconnection conduit 14, and the interconnection conduit 14 has an additional volume 17.
  • the pressure waves of the exhaust gases are damped, i.e. they act for longer. That portion of the exhaust gases which passes via the interconnection conduit 14 from the first shock pipe 6 into the second shock pipe 7 and vice versa requires more time for this. This further reduces the pressure fluctuations between the two shock pipes 6, 7, and the efficiency of the exhaust turbine 5 is further increased.
  • Fig. 4 shows a third exemplary embodiment for an engine with more than two shock pipes and extension pieces.
  • this embodiment there are three extension pieces 12, 13 and 15, connected by interconnection conduit 14.
  • the orifices 18, 19 and 20 in the extension pieces 12, 13 and 15 can be left out.
  • Fig. 5 shows a fourth exemplary embodiment with a shut-off element in the form of a plate 21 mounted on a shaft 22, covering the end of extension pipe 12 in closed position, mounted in such a way that the motion of the plate 21 relative to the end of extension pipe 12 is perpendicular in near-closed position.
  • a shut-off element in the form of a plate 21 mounted on a shaft 22, covering the end of extension pipe 12 in closed position, mounted in such a way that the motion of the plate 21 relative to the end of extension pipe 12 is perpendicular in near-closed position.
  • One plate 21 mounted on one shaft 22 can be used to close off the ends of all extension pieces 12, 13 and 15, as shown in Fig. 6.
  • Fig. 7 shows the control function of the shut-off element shown in Fig. 6 in case of a generator engine. At engine part load, the shut-off element is closed. When a load step occurs, the shut-off element opens immediately to a fully open or partially to an intermediate open position.

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

Abstract

L'invention concerne la création d'un système d'échappement simple ayant une meilleure fiabilité opérationnelle et une plus grande durée de vie pour un moteur à combustion interne turbocompressé, système utilisant à la fois les avantages de la charge par ondes de choc et ceux de la charge par convertisseur d'impulsions, en fonction de l'état de fonctionnement du moteur à combustion interne. Selon l'invention, ceci est réalisé en vertu du fait que des rallonges (12, 13) sont formées pour les tuyaux de choc (6, 7) et sont arrangées en amont de la conduite de connexion (8, 9) le plus loin possible de la turbine d'échappement (5). Chaque tuyau de choc (6, 7) est raccordé à une rallonge correspondante (12, 13). Le(s) conduit(s) d'interconnexion (14) est/sont formé(s) entre les rallonges (12, 13).
PCT/EP2008/056493 2008-05-27 2008-05-27 Système d'échappement WO2009143883A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2008/056493 WO2009143883A1 (fr) 2008-05-27 2008-05-27 Système d'échappement

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2008/056493 WO2009143883A1 (fr) 2008-05-27 2008-05-27 Système d'échappement

Publications (1)

Publication Number Publication Date
WO2009143883A1 true WO2009143883A1 (fr) 2009-12-03

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ID=40266116

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/056493 WO2009143883A1 (fr) 2008-05-27 2008-05-27 Système d'échappement

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WO (1) WO2009143883A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1164018A (en) * 1967-07-11 1969-09-10 Goetaverken Ab Improvements in or relating to Turbo-Driven Superchargers for Two-Stroke I.C. Engines
EP0247631A1 (fr) * 1986-05-30 1987-12-02 Mazda Motor Corporation Dispositif d'échappement pour moteurs à combustion interne
EP1498590A1 (fr) * 2003-07-15 2005-01-19 Institut Francais Du Petrole Moteur à combustion interne à quatre temps suralimenté avec dispositif d'échappement des gaz d'échappement à volume variable et procédé de fonctionnement d'un tel moteur

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1164018A (en) * 1967-07-11 1969-09-10 Goetaverken Ab Improvements in or relating to Turbo-Driven Superchargers for Two-Stroke I.C. Engines
EP0247631A1 (fr) * 1986-05-30 1987-12-02 Mazda Motor Corporation Dispositif d'échappement pour moteurs à combustion interne
EP1498590A1 (fr) * 2003-07-15 2005-01-19 Institut Francais Du Petrole Moteur à combustion interne à quatre temps suralimenté avec dispositif d'échappement des gaz d'échappement à volume variable et procédé de fonctionnement d'un tel moteur

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