WO2011138312A1 - Système d'entrée d'air pour un moteur à combustion interne - Google Patents

Système d'entrée d'air pour un moteur à combustion interne Download PDF

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Publication number
WO2011138312A1
WO2011138312A1 PCT/EP2011/057032 EP2011057032W WO2011138312A1 WO 2011138312 A1 WO2011138312 A1 WO 2011138312A1 EP 2011057032 W EP2011057032 W EP 2011057032W WO 2011138312 A1 WO2011138312 A1 WO 2011138312A1
Authority
WO
WIPO (PCT)
Prior art keywords
air
inlet system
turbine
vanes
adjustable vanes
Prior art date
Application number
PCT/EP2011/057032
Other languages
English (en)
Inventor
Michael Dirk Boot
Ruud Henricus Lambertus Eichhorn
Original Assignee
Progression-Industry B.V.
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 Progression-Industry B.V. filed Critical Progression-Industry B.V.
Priority to EP11716598.5A priority Critical patent/EP2567073B1/fr
Publication of WO2011138312A1 publication Critical patent/WO2011138312A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D15/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
    • F01D15/10—Adaptations for driving, or combinations with, electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D17/00—Regulating or controlling by varying flow
    • F01D17/10—Final actuators
    • F01D17/12—Final actuators arranged in stator parts
    • F01D17/14—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits
    • F01D17/16—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by means of nozzle vanes
    • F01D17/165—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by means of nozzle vanes for radial flow, i.e. the vanes turning around axes which are essentially parallel to the rotor centre line
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0283—Throttle in the form of an expander

Definitions

  • This invention relates to an air inlet system for an internal combustion engine, the air- inlet system comprising an air intake port, an air output port for providing air for a combustion chamber of the combustion engine and a turbine situated in between the air intake port and the air output port for turning kinetic energy from the air intake port to the air output port into mechanical energy, the turbine comprising at least one impeller blade and multiple adjustable vanes for controlling an air flow resistance of the turbine, the adjustable vanes being configurable in at least a first position and a second position, wherein in the first position, two adjacent adjustable vanes form a nozzle for directing the airstream towards the impeller blade and in the second position, the two adjacent adjustable vanes form a narrower nozzle for directing the airstream towards the impeller blade.
  • Such an air inlet system is known from the international patent application published as WO 2009/092670, wherein such a turbine in the air inlet is used for propelling one or more engine appendages, such as a steering pump which is usually driven by the crank shaft.
  • the cooled air from the turbine is also used in a heat exchanger which is part of a system for controlling a temperature inside the vehicle using the internal combustion engine.
  • An alternator is coupled to the turbine for converting the mechanical energy of the turbine into electrical energy.
  • WO 2009/092670 discloses a mechanism for influencing the air flow resistance of the turbine.
  • the turbine comprises adjustable vanes to control the air flow rate through the turbine.
  • the position of the vanes is adjusted to increase or decrease the air flow resistance of the turbine in conjunction with the engine load.
  • the vanes When the vanes are in an open configuration, the airstream easily flows through the relatively wide nozzle in a direction more parallel to the impeller blades.
  • the wide nozzle provides a large air flow area. This results in low air flow resistance and allows for high engine loads.
  • the vanes form a narrower nozzle (smaller air flow area) directing the airstream through the turbine in a direction more perpendicular to the impeller blades, the turbine delivers more mechanical energy and the air flow resistance is increased. High air flow resistance corresponds to reduced engine power situations.
  • this object is achieved by providing an air inlet system for an internal combustion engine, the air- inlet system comprising an air intake port, an air output port for providing air for a combustion chamber of the combustion engine, a turbine situated in between the air intake port and the air output port for turning kinetic energy from the air intake port to the air output port into mechanical energy, the turbine comprising at least one impeller blade and multiple adjustable vanes for controlling an air flow resistance of the turbine, the adjustable vanes being configurable in at least a first position, a second position and a third position, wherein in the first position, two adjacent adjustable vanes form a nozzle for directing the airstream towards the impeller blade, in the second position, the two adjacent adjustable vanes form a narrower nozzle for directing the airstream towards the impeller blade, and in the third position, the two adjacent adjustable vanes are essentially in one line, such that a flow area for the airstream between said adjacent adjustable vanes is minimal.
  • the inventors have found out that the turbine efficiency in low engine load situations can be improved by modifying the air inlet system of WO 2009/092670 in such a way that the vanes are free to move from an open configuration to a substantially closed configuration in which the vanes line up head to tail. In the known air inlet system this was not yet possible. Starting from the known air inlet system of WO 2009/092670, several improvements have been implemented in order to enable this free movement. In the known air inlet system, the freedom of movement for the vanes was limited to configurations ranging from open to half open. Further closing of the vanes was not possible because of, e.g., construction elements of the air inlet system obstructing further movement.
  • the vane can be rotated between the open and closed configurations over an angle of about 90° in order to optimize the working range of the turbine.
  • the adjustable vane may be provided as an airfoil shaped vane body mounted on a pivot for rotating the vane from the first to the third configuration and vice versa.
  • the pivot and the vane body are joined at the tail end of the vane body, which end faces the impeller blades.
  • the space between the vanes and the impeller blades is kept small in all configurations.
  • the vane bodies are longer than the distance between the pivots of two adjacent vanes.
  • Such long vane bodies overlap in the closed configuration, such that no air can pass between the two adjacent vanes.
  • the long vane bodies do still form a nozzle with sufficient ability to redirect the air stream towards the impeller blades.
  • the (almost) closed configuration reduces the nozzles to simple slits with no ability to redirect the airstream.
  • the adjustable vanes are included in the air inlet system in such a way that, in the closed configuration, only a small amount of air can leak towards the impeller blades. This may, e.g., be achieved by providing only little room between the vanes and the housing. As a result in the low engine load situation with an almost closed vane configuration, the greater part of the airstream is lead through the small nozzles and leakage of air into other directions is prevented.
  • VGT Variable Geometry Turbochargers
  • VNT Variable Nozzle Turbine
  • An example of an engine using a VGT is the Borg Warner BV35.
  • a turbine drives a compressor to increase the density of air entering the engine and to create more power.
  • the turbine is not used for driving a generator and there is no need for a turbocharger to function in situations of low engine power.
  • the design of the air inlet system of WO 2009/092670 is based on commercially available VGT engines and does therefore have low turbine efficiency in situations of low engine power. That problem is solved with the air inlet system according to the invention.
  • FIG. 1 schematically shows an internal combustion engine with an air inlet system according to the invention
  • Figure 2a and 2b show a turbine of an air inlet system according to the invention in two different configurations
  • FIGS 3 and 4 schematically show the air inlet system with the vanes in two different configurations
  • FIGS. 5 a and 5b show a close up of two vanes in two different configurations
  • Figures 6a and 6b show a close up of a preferred implementation of two vanes in two different configurations
  • Figure 7 shows an air inlet system using the preferred implementation of figure 6a and 6b
  • Figure 8 shows a cross section of an actuation system for the adjustable vanes
  • Figures 9a and 9b show a top view of part of the actuation system in two different configurations
  • Figures 10 and 11 show a top view of the actuation system in two different configurations.
  • FIG. 1 schematically shows a spark-ignition engine 200 with an air inlet system 10 according to the invention.
  • the engine 200 comprises a combustion chamber 202 which comprises a piston 206 connected to a crankshaft 210 via a connecting rod 208.
  • the engine 200 further comprises a spark plug 204 for providing a spark for igniting the air- fuel mixture and apply a force on the piston 206 which moves away from the spark-plug 204.
  • the movement of the piston 206 is converted via the piston rod 208 into a rotational movement of the crankshaft 210.
  • Known spark- ignition engines typically comprise a three-way catalyst (not shown) for reducing the emission of carbon monoxide and nitrogen oxides from the spark-ignition engine. This catalyst requires a substantially constant air-fuel ratio of approximately 14.7: 1 for proper operation.
  • the engine power in the known spark- ignition engines is typically regulated by regulating the air mass flow into the combustion chamber of the engine.
  • the air mass flow is generally varied by varying the air intake pressure near the cylinder of the known combustion engine using a valve between an air inlet of the combustion chamber and ambient air. Due to the pressure difference across the valve, the air expands after passing the valve.
  • the energy waste is reduced by replacing the valve by a turbine 40 in the air- inlet system 10.
  • the function of the turbine 40 is to convert (part of) the wasted energy of the expanding air into mechanical energy of the blade 44.
  • the mechanical energy is then reused.
  • the spark-ignition engine 200 comprises an air- inlet system 10 for controlling the air mass flow into the combustion chamber 202.
  • the air- inlet system 10 comprises a turbine 40 provided with an impeller hub 42 (see figures 2a, 2b) which comprises at least one blade 44 (figures 2a, 2b).
  • the air- inlet system 10 comprises an air intake port 20 through which the air enters the air- inlet system 10, and comprises an air output port 30 via which the air is provided to the combustion chamber 202 of the spark-ignition engine 200.
  • the air- inlet system 10 is configured to guide air from the air intake port 20 via the turbine 40 to the air output port 30.
  • a manifold 50 and fuel inlet means 212 may be provided between the air output port 30 and the combustion chamber 202 .
  • the turbine 40 enables to control the air mass flow into the combustion chamber 202 while using at least some of the pressure drop across the turbine 40 to drive the blade 44 of the turbine 40 for generating mechanical energy.
  • the mechanical energy of the blade 44 of the turbine 40 may, for example, be used to propel one or more engine appendages, for example, a power steering pump (not shown) or a generator (alternator or dynamo) 46 for converting the mechanical energy into electric energy.
  • One or more adjustable vanes 48 are provided for regulating the air- flow through the turbine 40. Below, with reference to figures 2a and 2b, it is elucidated how adjustment of the vane positions is used to control the air- flow resistance and therewith also the air intake pressure.
  • FIG. 2a and 2b show a turbine 40 of an air inlet system 10 according to the invention in two different configurations.
  • the turbine 40 comprises an impeller hub 42 with one or more impeller blades 44 which are driven by the air passing through the turbine 40.
  • the air enters the turbine 40 through air intake port 20 and leaves the turbine 40 at the air output port 30.
  • Air nozzles are formed by the surfaces of adjacent vanes 48. The direction and flow area of the nozzles depends on the orientation of the vanes 48.
  • the adjustable vanes 48 thus regulate the air- flow through the turbine 40 and determine the air- flow resistance.
  • FIG 2a a first orientation of the adjustable vanes 48 is shown in which the adjustable vanes 48 are adjusted such that the air can flow through the turbine 40 relatively easily, resulting in a relatively low air-flow resistance of the turbine 40.
  • This first orientation of the adjustable vanes 48 generally represents high engine loads and/or speed.
  • the vanes 48 as shown in the first orientation of the adjustable vanes 48 guide the air flow such that the air hits the blades 44 at the right angle. Additionally, the flow area for the air nozzle is large.
  • This orientation of the vanes 48 allows the air to flow through the turbine 40 relatively easily and results in a relatively low air- flow resistance.
  • This configuration is very suitable for high engine loads and leads to a reduced conversion of mechanical energy of the turbine 40 into electrical energy by the generator 46 (not shown).
  • Figure 2b shows a second orientation of the adjustable vanes 48 in which the adjustable vanes 48 are adjusted such that the air is guided to strike the blades 44 at a different angle, resulting in a relatively large force propelling the blades 44.
  • the flow area of the air nozzles is now very small, almost non-existing.
  • This second orientation of the adjustable vanes 48 causes a relatively high air-flow resistance in the turbine 40. This configuration is very suitable for low engine loads and leads to an increased conversion of mechanical energy of the turbine 40 into electrical energy by the generator 46 (not shown).
  • FIGs 3 and 4 schematically show the air inlet system 10 with the vanes 48 in two different configurations.
  • the vanes 48 are in an open configuration.
  • the vanes 48 comprise vane body 31 mounted on a pivot 32.
  • the vane body 31 may, e.g., be a rod or airfoil shape.
  • Each pair of adjacent vanes 48 together forms an air nozzle 37 which directs an incoming airstream 35 towards the impeller blades 44 of the turbine 40.
  • the vanes 48 have been rotated over an angle of about 40°. Due to this rotation, the shape of the air nozzle 37 is changed. Due to the different shape of the nozzle 37, the direction of the airstream 35 is also changed and is now more
  • the vanes 48 can be rotated from the open position of figure 3 to a closed position in which the vanes 48 are essentially in one line and the flow area is reduced to almost zero. In the closed position, the nozzles 37 are reduced to a simple slit. If the vanes are long enough, i.e. at least as long as the distance between the pivots 32 of two adjacent vanes 48, the ring of vanes 48 is completely closed and does not allow any air to pass. Going from the open configuration to the closed configuration requires a rotation over an angle of about 90°, which is only possible if the movement of the vane 48 is not restricted by any other part of the system.
  • FIGs 5a and 5b show a close up of two vanes 48 in two different configurations.
  • the closed configuration is shown.
  • the vanes 48 are essentially in one line. Only a very small opening between the ends of the vane bodies 31 allows air to pass. However, when the airstream 35 passes parallel to the vanes 48, there is no nozzle 37 to redirect the stream towards the blades 44 of the turbine and no air stream will be directed towards the blades 44 of the turbine 40. If the vanes 48 are longer than the distance between the corresponding pivots 32, the vane bodies 31 of adjacent vanes 48 will overlap when in the closed configuration and no air will pass between the two vanes 48. In figure 5b, the vanes 48 are in a more (not completely) open
  • the nozzle 37 is shaped as a narrow channel with walls formed by the vane bodies 31. The use of longer vane bodies 31 may improve the nozzle function.
  • FIGs 6a and 6b show a close up of a preferred implementation of two vanes 48 in two different configurations.
  • the main difference with the vanes 48 of figures 5a and 5b is that the pivot 32 is now mounted at one of the ends of the vane body 31.
  • the pivot 32 is closer to the impeller blades 44, but that does not alter the functioning of the air nozzle 37.
  • the vane bodies 31 in figure 6b are somewhat longer than in figure 5b, thereby improving the nozzle function.
  • Figure 7 shows an air inlet system using the preferred implementation of figure 6a and 6b. In this figure it can be seen how the preferred implementation of figure 6a leads to a small vaneless space 55.
  • Figure 8 shows a cross section of an actuation system for the adjustable vanes 48.
  • the vane body 31 is mounted on a pivot 32. When the pivot 32 is rotated, the vane body 31 also rotates.
  • the construction of the air inlet system is such that the vane body 31 is free to rotate over an angle of about 90° or more, such that the ring of vanes 48 (see figure 7) may be configured to be completely or almost closed or open. Also configurations in between completely closed and open are possible.
  • the pivot is rotated when an actuation ring 51 is rotated.
  • the actuation ring 51 is coupled to the pivot 32 via an actuation arm 52.
  • the space between the housing 53 and the vane 48 is small, in order to avoid leakage of air towards the impeller blades 44 in (completely or almost) closed configurations and to improve the nozzle function in more open configurations.
  • Figures 9a and 9b show a top view of part of the actuation system in two different configurations.
  • rotation of the actuation ring 51 leads to a rotation of the actuation arm 52, the pivot 32 and the vane body 31.
  • the actuation ring 51 is guided by a roller 63 which keeps the actuation ring 51 at the right position while rotating.
  • the roller 63 and the actuation arm 52 are mounted such that the actuation arm 52 is free to rotate over the angle required for moving between the closed and the open configuration. This can e.g. be done by using a small enough roller 63 or by mounting the roller 63 and the actuation arm 52 at different heights.
  • the roller 63 may be mounted at the outer side of the actuation ring 51.
  • Figures 10 and 11 show a top view of the actuation system in two different configurations. This shows how rotating the actuation ring 51 leads to a different configuration of the actuation arms 52 and therewith also to a different configuration of the adjustable vanes 48.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Turbines (AREA)

Abstract

L'invention concerne un système d'entrée d'air (10) pour un moteur à combustion interne (200). Le système d'entrée d'air comprend un port de prise d'air (20), un port de sortie d'air (30) destiné à amener l'air pour une chambre à combustion (202) du moteur à combustion (200), et une turbine (40). La turbine (40) se trouve entre le port de prise d'air (20) et le port de sortie d'air (30) et sert à transformer l'énergie cinétique d'un courant d'air allant au port de sortie d'air (30) en énergie mécanique. La turbine (40) comprend au moins une pale de turbine (44) et plusieurs aubes réglables (48) pour commander la résistance au flux d'air de la turbine (40), les aubes réglables (48) pouvant être configurées en au moins une première position, une deuxième position et une troisième position. Dans la première position, deux aubes réglables (48) adjacentes forment une buse (37) permettant de diriger le courant d'air en direction de la pale de turbine (44). Dans la deuxième position, les deux aubes réglables (48) adjacentes forment une buse (37) plus étroite permettant de diriger le courant d'air en direction de la pale de turbine (44). Dans la troisième position, les deux aubes réglables (48) adjacentes sont pratiquement alignées, de telle sorte que la zone d'écoulement pour le courant d'air entre lesdites aubes réglables (48) adjacentes est minimale.
PCT/EP2011/057032 2010-05-05 2011-05-03 Système d'entrée d'air pour un moteur à combustion interne WO2011138312A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP11716598.5A EP2567073B1 (fr) 2010-05-05 2011-05-03 Systeme d'entree d'air pour moteur a combustion interne

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP10162022 2010-05-05
EP10162022.7 2010-05-05

Publications (1)

Publication Number Publication Date
WO2011138312A1 true WO2011138312A1 (fr) 2011-11-10

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ID=44167189

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2011/057032 WO2011138312A1 (fr) 2010-05-05 2011-05-03 Système d'entrée d'air pour un moteur à combustion interne

Country Status (2)

Country Link
EP (1) EP2567073B1 (fr)
WO (1) WO2011138312A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0609674A2 (fr) * 1993-02-03 1994-08-10 Nartron Corporation Alternateur actionné par l'air d'admission et procédé pour convertir l'énergie de l'air de admission en énergie électrique
DE102007007197A1 (de) * 2007-02-09 2008-08-21 Robert Bosch Gmbh Leitschaufelverstelleinrichtung für ein Turbinenteil einer Aufladeeinrichtung
DE102007055224A1 (de) * 2007-11-19 2009-05-20 Bosch Mahle Turbo Systems Gmbh & Co. Kg Ladeeinrichtung
EP2083154A1 (fr) * 2008-01-23 2009-07-29 Technische Universiteit Eindhoven Système d'entrée d'air pour moteur à combustion interne, système de climatisation d'air et moteur à combustion comprenant le système d'entrée d'air

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0609674A2 (fr) * 1993-02-03 1994-08-10 Nartron Corporation Alternateur actionné par l'air d'admission et procédé pour convertir l'énergie de l'air de admission en énergie électrique
DE102007007197A1 (de) * 2007-02-09 2008-08-21 Robert Bosch Gmbh Leitschaufelverstelleinrichtung für ein Turbinenteil einer Aufladeeinrichtung
DE102007055224A1 (de) * 2007-11-19 2009-05-20 Bosch Mahle Turbo Systems Gmbh & Co. Kg Ladeeinrichtung
EP2083154A1 (fr) * 2008-01-23 2009-07-29 Technische Universiteit Eindhoven Système d'entrée d'air pour moteur à combustion interne, système de climatisation d'air et moteur à combustion comprenant le système d'entrée d'air
WO2009092670A1 (fr) 2008-01-23 2009-07-30 Technische Universiteit Eindhoven Système d'entrée d'air pour moteur à combustion interne, système de climatisation et moteur à combustion comprenant ledit système d'entrée d'air

Also Published As

Publication number Publication date
EP2567073A1 (fr) 2013-03-13
EP2567073B1 (fr) 2014-11-12

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