WO2010057910A1 - Système de suralimentation à deux étages pour recirculation de gaz d'échappement - Google Patents

Système de suralimentation à deux étages pour recirculation de gaz d'échappement Download PDF

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Publication number
WO2010057910A1
WO2010057910A1 PCT/EP2009/065377 EP2009065377W WO2010057910A1 WO 2010057910 A1 WO2010057910 A1 WO 2010057910A1 EP 2009065377 W EP2009065377 W EP 2009065377W WO 2010057910 A1 WO2010057910 A1 WO 2010057910A1
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WO
WIPO (PCT)
Prior art keywords
turbine
exhaust gas
compressor
pressure
internal combustion
Prior art date
Application number
PCT/EP2009/065377
Other languages
German (de)
English (en)
Inventor
Alexander Mutter
Simone Bernasconi
Klaus Fussstetter
Ennio Codan
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
Priority claimed from EP08171209A external-priority patent/EP2196659A1/fr
Application filed by Abb Turbo Systems Ag filed Critical Abb Turbo Systems Ag
Priority to EP09756725A priority Critical patent/EP2356328A1/fr
Publication of WO2010057910A1 publication Critical patent/WO2010057910A1/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
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using kinetic energy
    • 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
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • 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
    • F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/07—Mixed pressure loops, i.e. wherein recirculated exhaust gas is either taken out upstream of the turbine and reintroduced upstream of the compressor, or is taken out downstream of the turbine and reintroduced downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/40—Engines with pumps other than of reciprocating-piston type with rotary pumps of non-positive-displacement type
    • 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
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • 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
    • 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 the field of supercharged internal combustion engines. More particularly, the invention relates to a supercharging system for an internal combustion engine, an internal combustion engine having such a supercharging system, a vehicle having such an internal combustion engine, a method for supercharging an internal combustion engine with a supercharging system, a program element, and a computer readable medium.
  • Exhaust gas recirculation is a well-known method for reducing NOx emissions in internal combustion engines.
  • the high pressure variant i. the removal of exhaust gas in front of the turbine of the turbocharger and the admixture of the gas after the compressor, the most energetically favorable variant. It is very common in the field of small engines, especially for cars and trucks. The reason for this is that the exhaust pressure upstream of the turbine is higher in wide ranges of the engine map than the pressure of the charge air after the turbocharger compressor.
  • a big problem with this reconditioning turbocharger is that the compressor has to process a relatively large mass flow with a very low pressure ratio and the turbine has to process the smallest possible mass flow with a high expansion ratio.
  • V / Dv2 volumetric flow.
  • Seff effective area of the turbine equivalent nozzle.
  • a supercharging system for an internal combustion engine which has a first turbocharger, a second turbocharger and a recirculation path.
  • the first turbocharger has a first turbine and a first compressor and the second turbocharger has a second turbine and a second compressor.
  • the two turbochargers are connected in series with each other.
  • the recirculation path serves to recirculate exhaust gas of the internal combustion engine from the exhaust or exhaust receiver of the internal combustion engine to an inlet or intake receiver of the internal combustion engine.
  • an exhaust gas compressor is arranged in the recirculation path, which serves to increase the pressure of the exhaust gas before it is fed back to the inlet of the internal combustion engine.
  • the charging system has a third turbine, wherein the third turbine is connected in parallel with the second turbine of the second turbocharger and an exhaust gas flow emerging from the third turbine is supplied to the first turbine of the first turbocharger.
  • the charge is made in two stages with the EGR turbocharger operating in parallel with the high pressure turbochargers.
  • the 2-stage charging brings an improvement in the Auflade Obersgrades, which also has the side effect that the EGR compressor has to overcome a higher pressure difference.
  • the exhaust gas compressor is the second compressor of the second turbocharger.
  • the EGR flow is taken from the outlet receiver and, after conditioning (cooling, cleaning, filtration, ...) mixed before entering the high-pressure compressor of the main flow.
  • the charging system has a third turbine for driving the exhaust gas compressor, wherein the third turbine is arranged in the recirculation path.
  • the EGR turbocharger is shorted.
  • the EGR flow is expanded to the next in the turbine of the recirculation charger, then the conditioning (cooling, cleaning, filtration, ...) and then the compression in the compressor of the recirculation charger.
  • the charging system further comprises a power turbine integrated in the recirculation path.
  • At least one of the turbines has a variable, controllable flow area.
  • the power turbine has a variable flow area.
  • a connection between the outlet of the EGR turbine and the outlet from the system for controlling the turbine power is provided. The regulation takes place via a corresponding regulator.
  • At least two turbochargers operate as low-pressure stages parallel to one another.
  • at least one of the low-pressure turbochargers has a capacity which approximately corresponds to the EGR rate and can be switched off by valves.
  • valve timing of the internal combustion engine are variable.
  • the variable valve timing of the internal combustion engine when operating with EGR achieves a smaller miller effect than during operation without EGR.
  • the system is designed such that the variable valve timing of the internal combustion engine when operating with EGR, a higher air flow, ie an increased purge is achieved as in operation without EGR.
  • the charging system further has a first variable bypass line for connecting an outlet of the second compressor to an inlet of the second turbine.
  • the charging system further has a second variable bypass line for connecting the outlet of the second compressor to an inlet of the first turbine.
  • the charging system has a third variable bypass line for connecting an outlet of the first compressor to an inlet of the first turbine.
  • the charging system has a fourth variable bypass line for connecting the inlet of the second turbine with an outlet of the second turbine.
  • the charging system has a fifth variable bypass line for connecting the inlet of the second turbine with an outlet of the charging system.
  • the charging system has a sixth variable bypass line for connecting the inlet of the first turbine with an outlet of the charging system.
  • the various variable bypass conduits may be provided individually or in various combinations with each other.
  • control valves or control valves are provided in, before or after the bypass lines.
  • the low-pressure compressor (first compressor) has a variable diffuser.
  • the low-pressure compressor on a controllable means for generating Vordrall.
  • the turbine of the recirculation charger (third turbine) has a controllable flow area.
  • the high-pressure turbine has a controllable flow area and according to a further exemplary embodiment of the invention, the low-pressure turbine has a controllable flow area.
  • the gas flow in the fourth bypass line is expanded in a power turbine.
  • this power turbine has a variable flow area.
  • the gas flow in the fifth bypass line is expanded in a power turbine.
  • this power turbine has a variable flow area.
  • the gas flow in the sixth bypass line is expanded in a power turbine.
  • this power turbine also has a variable flow area.
  • the high-pressure turbocharger (second turbocharger) has a mechanical connection for power transmission (power take-in / power take-out).
  • the low-pressure turbocharger (first turbocharger) has a mechanical connection for power transmission (power take-in / power take-out).
  • an internal combustion engine is specified with a charging system described above.
  • this internal combustion engine is a large engine, which is used for example for driving a ship or a locomotive or even for stationary power generation in a power plant.
  • a vehicle is specified with an internal combustion engine described above for driving the vehicle.
  • the vehicle is, for example, a ship, a locomotive or even a heavy road vehicle.
  • a method for charging an internal combustion engine with a supercharging system (as described above), in which the internal combustion engine is charged in two stages by means of two serially arranged turbochargers. Furthermore, recirculation of exhaust gas of the internal combustion engine from an outlet of the internal combustion engine takes place through a recirculation path to an inlet of the internal combustion engine.
  • a compressor is driven, which is arranged in the recirculation path. The compressor is driven by a turbine. By the compressor, the pressure of the exhaust gas is increased during recirculation.
  • the power of one or more of the turbines is regulated on the basis of a connection between an outlet of the turbine and an outlet of the charging system.
  • the target variables for the regulation of the charging system are: - The EGR quantity:
  • the amount of EGR can be practically in all cases through the control valve 23 or through the surface of the turbine 24 (the mass flow through the turbine determines the turbine power.) This results in the compressor power and then the recirculated exhaust gas amount. Exceptions: System of Fig. 2.
  • the control is carried out here by the valve 26, possibly by the Nutzturbinen Structure 202.
  • System of Fig. 3 Here, the valve 302 is needed, possibly only in the starting phase.
  • the boost pressure can be influenced or regulated by the register charging, by the variable flow areas of the turbines (7 and 15) or by the different wastegate or turbine versions.
  • the position of the operating point in the compressor map can be influenced or regulated by register charging, valve timing, variable compressor geometry, by-pass valves.
  • the two above sizes are not independent;
  • the shift of the operating points gives a variation of boost pressure
  • the variation of the boost pressure in particular by changing the pressure distribution between the stages, causes a shift in the maps.
  • the cylinder fill can be varied primarily by the variable timing. For example, when controlling all four control variables mentioned the four control loops can be separated and it can be a pure on / off control for one or some of these sizes.
  • a program element is specified which, when executed on a processor, instructs the processor to perform the method steps given above.
  • the computer program element may be part of a software that is stored on a processor of the vehicle management.
  • the processor can also be the subject of the invention.
  • this embodiment of the invention comprises a computer program element which already uses the invention from the beginning, as well as a A computer program element which causes an existing program to use the invention by an update.
  • a computer readable medium having stored thereon a program element which, when executed on a processor, instructs the processor to perform the method steps given above.
  • FIG. 1 shows a supercharging system with an EGR turbocharger in parallel with the high pressure supercharger according to an embodiment of the invention.
  • FIG. 2 shows a supercharging system with EGR compression in the high-pressure compressor according to a further exemplary embodiment of the invention.
  • FIG 3 shows a supercharging system with a shorted EGR turbocharger in parallel with the high pressure supercharger according to another embodiment of the invention.
  • FIG. 4 shows a supercharging system according to another embodiment of the invention with an EGR turbocharger in parallel with the high pressure supercharger with the ND charger in register.
  • Fig. 5 shows a charging system according to another embodiment of the invention with an EGR turbocharger in parallel to the high-pressure charger with first control options.
  • FIG. 6 shows a charging system according to a further exemplary embodiment of the invention with an EGR turbocharger in parallel to the high-pressure charger with second control options.
  • Fig. 7 shows two vehicles according to embodiments of the invention.
  • Fig. 8 shows a power plant with an internal combustion engine according to an embodiment of the invention.
  • FIG. 1 shows a turbocharger 100 having an EGR turbocharger 24, 34, 29 disposed in parallel with a high pressure loader 18, 33, 15.
  • An internal combustion engine 2 which has an air intake receiver 1 and an air outlet receiver or exhaust gas receiver 3. Via the line 5, a high-pressure gas turbine 15 of the high-pressure turbocharger is connected to the outlet receiver 3.
  • a control valve 23, via which the respective turbine can be switched off or regulated, and a gas turbine 24 for the EGR compressor 29 are connected via the lines 5, 22.
  • the EGR compressor 29 and an upstream module 27 for cleaning and cooling the EGR gas are also connected to the exhaust gas receiver 3, which in turn is preceded by a further control valve 26.
  • the exhaust stream is thus divided into three partial streams.
  • the first partial flow drives the high-pressure turbine 15 and is then fed via the line 16 to a second exhaust gas receiver (medium pressure) 4.
  • the second partial flow drives the recirculation turbine 24 and is also supplied via the line 25 to the second exhaust gas receiver.
  • the third partial flow is fed to the compressor 29 of the EGR turbocharger 24, 34, 29.
  • Reference numerals 33 and 34 designate corresponding drive shafts between the respective turbines and compressors.
  • the compressed exhaust stream is supplied via line 30 to an EGR cooler 31, which is optionally provided. Via the line 41, the resulting compressed exhaust gas stream is fed to the air receiver 1. For better reliability, a check valve 101 may be provided in the line 41.
  • the exhaust gas stream via the line 6 of the low-pressure turbine 7 is supplied and then discharged via the line 8 to the outside or handed over to a downstream system, such as a system for heat recovery, exhaust aftertreatment or a chimney.
  • a downstream system such as a system for heat recovery, exhaust aftertreatment or a chimney.
  • air is introduced into the system.
  • the conduit 9 supplies the air to the low-pressure compressor 10, which is connected via the connecting shaft 32 to the low-pressure turbine 7.
  • the air expelled from the compressor 10 is transferred to an air cooler 12, which passes the cooled resulting air via the line 11 to the high pressure compressor 18.
  • the discharged from the high-pressure compressor 18 air is passed via the line 19 to another air cooler 21 and then fed via the continuation of the line 19 to the air receiver 1.
  • An advantageous solution of the problem underlying the invention is to make the charging 2-stage and to let the EGR turbocharger operate in parallel to the high-pressure turbochargers.
  • the 2-stage charging brings an improvement in the Auflade Obersgrades, which also has the side effect that the EGR compressor has to overcome a higher pressure difference.
  • the EGR turbine operates at a lower expansion ratio because it expands the gas only from the pressure in the exhaust gas receiver to the pressure at the entrance of the low pressure turbines.
  • the system allows the engine to operate at high EGR rates while still maintaining high efficiency of charge and engine. This is due to the good efficiencies of the 2-stage charging and the good efficiency of the recirculation charger. The costs for the recirculation loader can also be reduced, because by disarming the running number problem, components already known could be used, whereas in the case of the single-stage charging new developments with extreme target values would be necessary.
  • the advantages of the 2-stage charging compared to the 1-stage need not be particularly explained here.
  • the 2-stage charging with intermediate cooling allows significantly higher pressure conditions of the charge with significantly higher Achieve efficiencies. For the engine, this generally means higher efficiencies but also potential for power increase, emission reduction specifically due to the Miller process and higher flexibility for the control. All these advantages are accessible with the proposed system. FIG.
  • FIG. 2 shows a supercharging system 100 with EGR compression in the high pressure compressor 18.
  • a conduit 28 is provided which supplies a portion of the exhaust gas flow from the exhaust gas receiver 3 to a utility turbine 202 via a valve 26 for shutting off the EGR path.
  • the exhaust gas flow then passes to a cleaning module 27, which is also used for cooling the EGR gas. Thereupon, the cleaned and cooled exhaust gas passes via the line 201 and the line 11 to the high-pressure compressor 18.
  • the compressor of the high-pressure supercharger is additionally used as a compressor for the recirculation flow.
  • the EGR flow is taken from the outlet receiver and mixed with the main flow after conditioning (cooling, cleaning, filtration ...) before entering the high pressure compressor.
  • the advantage of this design is that the EGR turbocharger is eliminated, thereby making the system easier.
  • the power turbine is not essential for the function of this design.
  • the expansion energy of the EGR gas from the inlet pressure of the high-pressure turbine to the inlet pressure of the high-pressure compressor remains unused: the gas is throttled only in the valve 26.
  • this expansion energy can not be negligible, therefore, the integration of a turbine in the EGR path is an interesting option.
  • the power turbine has a variable flow area.
  • FIG. 3 shows a supercharging system 100 with a short-circuited EGR turbocharger in parallel to the high-pressure supercharger 18, 33, 15.
  • the EGR supercharged by the module 27 (which is, for example, a so-called scrubber, cooler or heat exchanger) is cooled and cooled. Gas flow is supplied via the line 301 to the compressor 29. At the same time, a portion of the exhaust stream may be supplied to the outside via the valve 302 or to a connected, downstream system.
  • the recirculation turbocharger is shorted.
  • the EGR flow is next to the turbine of the Recirculation charger expands, then the conditioning (cooling, cleaning, filtration, ...) and then the compression in the compressor of the recirculation charger.
  • This design requires a higher pressure ratio of the EGR compressor, but the gas flow to drive the EGR turbine can be spared.
  • To start the engine and for power control it is opportune to provide the possibility to increase the mass flow of the turbine through a controllable blow-off valve 302.
  • a first option is to divide the entire capacity between several low-pressure turbochargers.
  • One of the low pressure turbochargers has a capacity that approximates the EGR rate and is only active in register when the EGR is turned off. In this case, charging may provide comparable levels of boost pressure and efficiency in both modes of operation.
  • the turbomachine flow surfaces are designed to provide the drive power to the compressors to produce the required boost pressure when operating with EGR.
  • the turbines In operation without EGR, the turbines get more mass and thus produce much more power. To reduce this performance, there are several possibilities:
  • variable turbine area allows to reduce the turbine power with the lowest efficiency losses. These losses are higher with the high-pressure wastegate and even higher with the other wastegate variants.
  • the superfluous waste gas energy in operation without EGR can be converted into a utility turbine if this utility turbine is integrated into a turbine bypass line. For better controllability of the system, it is also advantageous if the
  • turbocharger shaft Connection to the turbocharger shaft, it can also be used as power take-in, i. external power can be fed in as needed.
  • the compressors are designed for optimal operation with EGR, they will operate with too high a flow rate and high pressure during operation without EGR; This leads to worse efficiencies and possibly to exceeding the intake limit or the speed limit of the compressor. If the compressors are designed for optimum operation without EGR, they will operate with too low a flow rate and too little pressure when operating with EGR; This can lead to exceeding the surge limit.
  • a bypass line around the engine can help prevent pumping.
  • This bypass line can be represented as a connection:
  • variable compressor geometry is another way to move the optimal operating range of the compressor.
  • the advantage is that less energy is needed for compaction compared to the bypass variants.
  • variability is preferably to be applied to the low-pressure compressor and can be realized as follows:
  • FIG. 4 shows a supercharging system 100 with an EGR turbocharger connected in parallel with the high pressure supercharger, the low pressure supercharger 10, 32, 7 being in register.
  • a turbine 36 is connected to the second exhaust gas receiver 4 via the line 13 and the valve 14 (to turn off the respective cabin).
  • the discharged gas stream is discharged via line 37 to the outside world or a downstream system.
  • the turbine 36 is connected to the compressor 38.
  • the compressor 38 is supplied via the line 17 air that comes, for example, from the outside.
  • the compressed air is supplied from the compressor 38 via the valve 20 to the air cooler 40 and then fed via the line 39 and the line 11 to the high-pressure compressor 18.
  • the cooled air of the low-pressure compressor 10 generated via the air cooler is likewise fed via the line 11 to the high-pressure compressor 18.
  • FIG. 5 shows a supercharging system 100 with an EGR turbocharger in parallel with the engine
  • a plurality of variable bypass lines 501 to 506 are provided.
  • the bypass line 501 is between the
  • variable bypass line 502 is connected between the outlet of the high-pressure compressor 18 and the input of the low-pressure turbine 7.
  • variable bypass line 503 is connected between the outlet of the low-pressure compressor 10 and the inlet of the low-pressure turbine 7.
  • variable bypass line 504 is connected between the inlet of the high-pressure turbine 15 and its outlet.
  • the variable bypass passage 505 is connected between the inlet of the high-pressure turbine 15 and the outlet of the low-pressure turbine 7.
  • variable bypass line 506 is connected between the inlet of the low-pressure turbine and its outlet.
  • the variable bypass lines have corresponding control valves.
  • a control valve 507 is connected between a power turbine 508 and the second exhaust gas receiver 4.
  • a second power turbine 509 is connected via the variable line 510 with a corresponding control valve to the line 5.
  • variable bypass lines 504-506 are optional when the respective utility turbines are installed.
  • Fig. 6 shows a supercharging system 100 with an EGR turbocharger in parallel with the high pressure supercharger with second control possibilities.
  • the air is discharged from the utility turbine 509 to the outside (system exit) or to a downstream system and not supplied to the second exhaust gas receiver.
  • Reference numerals 601, 602 designate the power take-in / power take-out (PTI / PTO) connections of the two turbochargers 18, 33, 15 and 10, 32, 7.
  • Reference numeral 303 in Figs. 3, 5 and 6 denotes an exit from the system which leads to the outside or is connected to a downstream system.
  • the engine 2 has in the embodiments of Figures 5 and 6 variable timing.
  • Fig. 7 shows two vehicles according to embodiments of the invention.
  • the first vehicle 601 is a ship and the second vehicle 602 is a locomotive, each having a large engine with a charging system 100 according to the invention as a drive.
  • Fig. 8 shows a power plant 700 with a charging system 100, which is intended for a power plant large engine.
  • FIG. 9 shows a flow chart of a method according to an embodiment of the invention.
  • step 901 a two-stage charging of the internal combustion engine takes place through two serially arranged turbochargers.
  • Recirculation path is arranged by a turbine in step 902 is a
  • step 903 Internal combustion engine and in step 903, an increase of a pressure of the exhaust gas when recirculating through the compressor.
  • the register circuit of the low-pressure compressor is particularly advantageous. It should also be appreciated that features or steps described with reference to any of the above embodiments may also be used in combination with other features or steps of other embodiments described above. Prioritizing system efficiency or cost or complexity is critical to choosing the appropriate solution.

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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

Selon un exemple de réalisation, l'invention concerne un système de suralimentation pour un moteur à combustion interne, dans lequel la suralimentation est réalisée en deux étages, et le turbocompresseur à recirculation des gaz d'échappement fonctionne parallèlement aux turbocompresseurs à haute pression. La suralimentation à deux étages entraîne une amélioration du rendement de suralimentation, de sorte que le compresseur à recirculation des gaz d'échappement doit surmonter une plus grande différence de pression.
PCT/EP2009/065377 2008-11-18 2009-11-18 Système de suralimentation à deux étages pour recirculation de gaz d'échappement WO2010057910A1 (fr)

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EP09756725A EP2356328A1 (fr) 2008-11-18 2009-11-18 Système de suralimentation à deux étages pour recirculation de gaz d'échappement

Applications Claiming Priority (4)

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EP08169361 2008-11-18
EP08169361.6 2008-11-18
EP08171209A EP2196659A1 (fr) 2008-12-10 2008-12-10 Système de charge à deux niveaux pour la circulation de gaz d'échappement
EP08171209.3 2008-12-10

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WO2012113425A1 (fr) * 2011-02-26 2012-08-30 Daimler Ag Ensemble turbocompresseur à gaz d'échappement
US20130232972A1 (en) * 2010-10-27 2013-09-12 Mtu Friedrichshafen Gmbh Internal combustion engine
US8925317B2 (en) 2012-07-16 2015-01-06 General Electric Company Engine with improved EGR system
EP2921688A1 (fr) * 2014-03-20 2015-09-23 ABB Turbo Systems AG Système de chargement avec recyclage des gaz d'échappement
EP2639440A4 (fr) * 2010-11-09 2016-10-05 Mitsubishi Heavy Ind Ltd Dispositif de purification de gaz d'échappement d'un moteur
CN106285915A (zh) * 2015-06-29 2017-01-04 温特图尔汽柴油公司 空气供给装置、内燃机及其附加空气供给方法及改装方法
FR3053404A1 (fr) * 2016-06-30 2018-01-05 Valeo Systemes De Controle Moteur Ensemble de circulation de gaz d’echappement d’un moteur thermique
EP3587762A3 (fr) * 2018-06-27 2020-03-04 Borgwarner Inc. Turbocompresseur à plusieurs étages avec dérivation à un système de post-traitement
EP3981979A1 (fr) * 2020-10-07 2022-04-13 Volvo Truck Corporation Système de moteur à combustion interne

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DE102012009315B4 (de) * 2012-05-10 2021-04-22 MAN Energy Solutions, branch of MAN Energy Solutions SE, Germany Verbrennungsmotor

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DE102010043027B4 (de) * 2010-10-27 2019-08-14 Mtu Friedrichshafen Gmbh Brennkraftmaschine
US20130232972A1 (en) * 2010-10-27 2013-09-12 Mtu Friedrichshafen Gmbh Internal combustion engine
US9316180B2 (en) * 2010-10-27 2016-04-19 Mtu Friedrichshafen Gmbh Internal combustion engine
EP2639440A4 (fr) * 2010-11-09 2016-10-05 Mitsubishi Heavy Ind Ltd Dispositif de purification de gaz d'échappement d'un moteur
WO2012113425A1 (fr) * 2011-02-26 2012-08-30 Daimler Ag Ensemble turbocompresseur à gaz d'échappement
US8925317B2 (en) 2012-07-16 2015-01-06 General Electric Company Engine with improved EGR system
EP2921688A1 (fr) * 2014-03-20 2015-09-23 ABB Turbo Systems AG Système de chargement avec recyclage des gaz d'échappement
CN106285915A (zh) * 2015-06-29 2017-01-04 温特图尔汽柴油公司 空气供给装置、内燃机及其附加空气供给方法及改装方法
JP2017015071A (ja) * 2015-06-29 2017-01-19 ヴィンタートゥール ガス アンド ディーゼル リミテッド 給気装置、内燃エンジン、内燃エンジンの追加給気方法、及び内燃エンジンを改装するための方法
EP3112631A1 (fr) * 2015-06-29 2017-01-04 Winterthur Gas & Diesel Ltd. Agencement d'alimentation en air, moteur à combustion interne, procédé d'alimentation en air supplémentaire d'un moteur à combustion interne et procédé de rétrofit d'un moteur à combustion interne
FR3053404A1 (fr) * 2016-06-30 2018-01-05 Valeo Systemes De Controle Moteur Ensemble de circulation de gaz d’echappement d’un moteur thermique
EP3587762A3 (fr) * 2018-06-27 2020-03-04 Borgwarner Inc. Turbocompresseur à plusieurs étages avec dérivation à un système de post-traitement
EP3981979A1 (fr) * 2020-10-07 2022-04-13 Volvo Truck Corporation Système de moteur à combustion interne
US11692498B2 (en) 2020-10-07 2023-07-04 Volvo Truck Corporation Internal combustion engine system and method for reduced turbo lag

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KR20110086617A (ko) 2011-07-28

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