WO2012113425A1 - Ensemble turbocompresseur à gaz d'échappement - Google Patents

Ensemble turbocompresseur à gaz d'échappement Download PDF

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Publication number
WO2012113425A1
WO2012113425A1 PCT/EP2011/006097 EP2011006097W WO2012113425A1 WO 2012113425 A1 WO2012113425 A1 WO 2012113425A1 EP 2011006097 W EP2011006097 W EP 2011006097W WO 2012113425 A1 WO2012113425 A1 WO 2012113425A1
Authority
WO
WIPO (PCT)
Prior art keywords
turbine
exhaust gas
internal combustion
combustion engine
generator
Prior art date
Application number
PCT/EP2011/006097
Other languages
German (de)
English (en)
Inventor
Siegfried Sumser
Manfred Stute
Paul Löffler
Original Assignee
Daimler 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 Daimler Ag filed Critical Daimler Ag
Publication of WO2012113425A1 publication Critical patent/WO2012113425A1/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
    • F02B37/005—Exhaust driven pumps being combined with an exhaust driven auxiliary apparatus, e.g. a ventilator
    • 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
    • F02B37/22—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

  • the invention relates to a turbine for an exhaust gas turbocharger
  • Exhaust gas turbocharger and a power turbine with an acted upon by the high-pressure exhaust gases of the engine high-pressure turbine, which with a
  • High-pressure compressor is in drive connection, with a high-pressure turbine in series downstream low-pressure turbine, which is conductively connected via a low-pressure exhaust gas line to the high-pressure turbine and with a high-pressure compressor via a low-pressure charge air line in series upstream low-pressure compressor in
  • DE 10 2009 013 040 A1 discloses an internal combustion engine for a motor vehicle having at least one first exhaust gas turbocharger, which has at least one first turbine and a first compressor, with at least one second exhaust gas turbocharger having at least one second turbine and at least one second compressor, wherein the first and second turbine in an exhaust line of the internal combustion engine with respect to an exhaust gas mass flow are arranged parallel to each other, wherein the first and the second compressor in a fresh air train of the internal combustion engine with respect to a fresh air mass flow are arranged parallel to each other, wherein at least one valve device is arranged and formed in the exhaust line such that this in Dependence on an operating state of the internal combustion engine
  • Exhaust gas mass flow through the second turbine selectively reduced and / or interrupts and at the same time allows the exhaust gas mass flow through the first turbine unrestricted, so that essentially only the first exhaust gas turbocharger generates a boost pressure. It is at the second exhaust gas turbocharger in addition to the second turbine
  • Fuel consumption of the internal combustion engine is enabled. It is another object of the present invention to provide a motor vehicle with an internal combustion engine and a method for operating such a motor vehicle, in which the internal combustion engine has a reduced fuel consumption.
  • Patent claim 5 and by a method for operating such a motor vehicle according to claim 10.
  • Advantageous embodiments with expedient and non-trivial developments of the invention are specified in the remaining claims.
  • the first aspect of the invention relates to a turbine for an exhaust gas turbocharger of an internal combustion engine.
  • the turbine comprises a turbine housing, in which a rotatable about an axis of rotation and with exhaust gas of the internal combustion engine
  • the turbine further comprises a bypass device, which has at least one bypass channel, via which the turbine wheel is to bypass exhaust gas.
  • By-pass device is associated with a further turbine, which can be driven by the turbine wheel via the bypass device immediate exhaust gas.
  • At least one adjusting device is associated with the further turbine, by means of which flow conditions of the further turbine for the exhaust gas are variably adjustable.
  • flow conditions of the further turbine for the exhaust gas are variably adjustable.
  • Internal combustion engine to be provided with relatively small flow cross-sections, via which a turbine wheel of the turbine of exhaust gas of the internal combustion engine is flown and / or via which the turbine wheel is discharged from the exhaust gas. This is the case in particular to meet requirements with regard to an agile driving behavior as well as with regard to required and stationary as well as high torques. It is starting from low speeds and / or loads towards higher
  • bypass device in which at least one bypass channel of the bypass device is at least partially fluidly releasable in certain operating points, so that the turbine can be flowed through by a particularly high amount of exhaust gas.
  • the exhaust gas flowing through the bypass channel bypasses the turbine wheel without acting on it and driving it.
  • By-pass means thus represents a blow-off device of the turbine, by means of which the throughput spread of the turbine according to the invention can be designed to be particularly large and which can be adjusted as required
  • the turbine preferably has a variable turbine geometry, by means of which flow conditions of the turbine for the turbine
  • Turbine geometry in particular along the entire full load line of the map is not sufficient, since the turbine or its turbine wheel a limited
  • bypass device serves to Exergievernichtung.
  • the bypass device is assigned the further turbine, by means of which the energy contained in the exhaust gas flowing through the at least one bypass channel can be recuperated and converted into mechanical energy by means of the further turbine.
  • the adjusting device assigned to the further turbine can have an adjustable
  • the flap in particular be flap pivotable about a pivot axis, by means of which, for example, a narrowest flow cross-section of the other turbine is variably adjustable.
  • the flap is adjustable or movable, for example, between a first and at least one second position. In the first position, the narrowest flow cross section defined by the flap, over which the exhaust gas driving the further turbine flows, has a first cross-sectional value. In the second position, the narrowest flow cross-section has a second cross-sectional value, which is lower than the first flow cross-section.
  • the narrowest flow cross-section can be variably adjusted.
  • the further turbine has a variable
  • Turbine geometry as having its associated adjusting device, by means of which flow conditions of the further turbine for the further turbine driving exhaust gas are variably adjustable. Due to the variable turbine geometry of the further turbine, this can have a particularly high throughput spread and its throughput parameter can be adjusted variably in a particularly wide range of the characteristic map, in particular almost the entire characteristic map of the internal combustion engine, and sent to the operation of the engine
  • a quantity of the exhaust gas bypassing the turbine wheel of the turbine and thus flowing through the bypass duct can be variably adjusted by means of the adjusting device assigned to the further turbine, in particular by means of the variable turbine geometry of the further turbine.
  • the further turbine thus acts as a valve device for adjusting the amount of exhaust gas bypassing the turbine wheel of the turbine by means of its adjusting device or variable turbine geometry.
  • An additional valve device for adjusting this amount is not provided and not needed, what the number of parts, the cost, the weight and the space requirement of
  • the number of parts has the advantage that the turbine according to the invention has a particularly high functional reliability and also over a long service life and at high loads. These loads are
  • the bypass channel by means of the adjusting device, in particular the variable
  • the further turbine advantageously at least substantially completely fluidically closed in the presence of small leaks, so that no exhaust gas can bypass the turbine wheel of the turbine and at least in
  • Turbine geometry of the other turbine to represent particularly large amounts of the turbine wheel of the turbine immediate exhaust gas.
  • These positions of the variable turbine geometry are, for example, end positions in one
  • Adjustment of the variable turbine geometry of the other turbine within which the variable turbine geometry is preferably continuously, in particular continuously variable, adjustable by the amount of the turbine wheel of the turbine bypassing the exhaust gas adjustable and adjusted as needed and adapted to different operating points of the internal combustion engine.
  • a graded setting is also possible.
  • the turbine is assigned to a generator drivable by the further turbine for the conversion of mechanical energy into electrical energy.
  • the further turbine includes, for example
  • Turbine housing in which a turbine wheel of the further turbine is rotatably received about an axis of rotation.
  • the turbine wheel is, for example, rotatably coupled to a shaft of the generator and acted upon by the turbine wheel of the turbine immediate exhaust gas and thus drivable.
  • the energy contained in the exhaust gas bypassing the turbine wheel of the turbine can first be converted into mechanical energy and finally into electrical energy.
  • the energy contained in the exhaust gas bypassing the turbine wheel of the turbine can also be recuperated and utilized if the turbine wheel of the turbine is bypassed by exhaust gas, which is referred to as blowing off.
  • the energy contained in the turbine wheel of the turbine exhaust gas can thus be recuperated during blowing.
  • the adjusting device or the variable turbine geometry of the further turbine has the advantage that thereby the further turbine to a plurality of different volume flows or mass flows of the turbine wheel of the turbine bypassing exhaust gas is adaptable, so that by means of the further turbine and by means of the generator In the exhaust gas contained energy can be converted efficiently and low-loss into electrical energy.
  • the generator is associated, for example, an electrical load to which the electrical energy obtained by means of the generator can be supplied to operate the consumer with electrical energy, in particular electrical current. It can be provided that the electrical energy to the consumer at least in
  • Storage device for example, in a battery, is supplied.
  • the electrical energy obtained by means of the generator can be used directly and efficiently to operate the electrical load.
  • the generator associated with the electrical load as a starter generator for starting the
  • the starter-generator is rotatably connected or coupled, for example via a coupling device, for example, with a crankshaft of the engine designed as a reciprocating engine, so that the crankshaft of the starter generator is driven to start the internal combustion engine, in at least one combustion chamber, in particular in a cylinder , the internal combustion engine, combustion processes can run and the internal combustion engine can be operated without the intervention of the starter-generator. This is called starting the internal combustion engine.
  • the starter-generator can also with a different output shaft than the other
  • Internal combustion engine trained internal combustion engine rotatably connected or be coupled to start the internal combustion engine.
  • starter-generator As a result of this rotationally fixed connection or connectivity of the starter-generator with the crankshaft, it is also possible to use the starter-generator as a generator, in particular in suitable operating points of the internal combustion engine to convert mechanical energy of the crankshaft into electrical energy.
  • Internal combustion engine are additionally loaded by the starter-generator, so that the internal combustion engine is then operated at an operating point with higher load, in which the internal combustion engine a better, i.
  • This load of the internal combustion engine additionally by means of the starter-generator load is then used to gain electrical energy by means of the starter-generator and this electrical energy can then, for example, in a suitable storage unit, in particular stored in a battery, in particular cached, and / / or at least in the
  • the generator associated with the further turbine is thermally insulated and / or can be cooled by means of a cooling medium, in particular a cooling liquid.
  • a cooling medium in particular a cooling liquid.
  • the generator is associated, for example, a cooling device, which has a cooling circuit with the cooling medium, in particular with the cooling liquid.
  • the cooling device comprises, for example, at least one heat exchanger, which can be flowed through by the cooling medium and by means of which the cooling medium itself can be cooled as a result of a corresponding heat transfer, in order subsequently to be able to cool the generator again efficiently.
  • the generator is to be cooled by means of the cooling medium as a result of heat transfer from the generator via walls thereof, for example, a housing of the generator to the cooling medium.
  • the generator is at least partially flowed through by the cooling medium.
  • the housing comprises, for example, at least one cooling channel through which the cooling medium can flow.
  • Heat exchanger flows through and / or around. After that the so cooled flows
  • the further cooling medium flows around the heat exchanger, for example, as a result of driving a motor vehicle, especially a passenger car, with the
  • the heat exchanger is to be arranged at suitable locations and / or suitable guide means are provided to supply the heat exchanger with the air, in particular the airstream.
  • the cooling device comprises at least one fan device, for example with an electric motor and with a fan driven by the electric motor, by means of which the heat exchanger is to be acted upon and supplied with the further cooling medium in the form of air.
  • the cooling medium and thus the generator can be cooled particularly efficiently, so that by means of the generator, the mechanical energy is particularly efficient to convert into electrical energy.
  • the electrical energy obtained by means of the generator in a suitable memory device for example in a battery or the like, stored, in particular cached, is. This makes it possible to use the electrical energy as needed and to use and in case of need of the
  • Turbine wheel of the other turbine arranged a swirl device, by means of which the exhaust gas bypassing the turbine of the turbine and the turbine of the other turbine flowing on the exhaust gas with a preferential movement, in particular a swirling motion is to be provided.
  • a swirl device is, for example, a swirl grating by means of which the preferential movement is to be imparted to the exhaust gas.
  • the other turbine is particularly efficient operable.
  • the amount of the turbine wheel bypassing the turbine exhaust gas is adjustable.
  • it acts Swirl device as the valve means for adjusting the amount of the turbine wheel of the turbine bypassing the exhaust gas, wherein the bypass channel, for example, at least substantially completely fluidly blocked and at least
  • variable turbine geometry of the further turbine is represented, for example, such that the turbine wheel of the further turbine comprises a hub body with at least one impeller blade held on the hub body, which is adjustable relative to the hub body, in particular rotatable about an axis of rotation.
  • the turbine wheel of the further turbine comprises a plurality of impeller blades, which are held on the hub body and movable relative to this, in particular rotatable about an axis of rotation rotatable. So the further turbine can be particularly flexible and
  • variable turbine geometry of the further turbine is represented by a so-called axial slide.
  • the further turbine includes
  • an upstream of the turbine wheel arranged Leitgitter by means of which the turbine wheel of the other turbine driving exhaust gas can be directed in a certain direction before it flows streamlined to the turbine wheel.
  • a movable in the axial direction of the turbine wheel, in particular displaceable, cover is provided by means of which the guide grid is at least partially coverable, said cover of the guide grid is adjustable by the cover by a movement of the cover in the axial direction.
  • a flow cross-section upstream of the turbine wheel can be variably adjusted, ie, released fluidically or, in contrast, fluidly blocked.
  • the throughput parameter of the further turbine is variably adjustable and at different operating points of the internal combustion engine customizable.
  • Other embodiments of the variable turbine geometry of the further turbine are additionally or alternatively possible.
  • the exhaust gas flowing through the turbine and the further turbine has particularly high temperatures.
  • the variable turbine geometry is to be adapted to these high exhaust gas temperatures in order to ensure a functionality of the variable turbine geometry and thus of the entire further turbine over a long service life and to be able to variably set the amount of exhaust gas bypassing the turbine wheel over this long service life ,
  • the turbine wheel of the further turbine is preferably formed at least substantially from a ceramic such as Si 3 N, for example.
  • a ceramic such as Si 3 N, for example.
  • Turbine geometry for example, the swirl device and / or the swirl grid and / or the guide grid and / or the cover and / or housing parts of the turbine and the other turbine at least substantially formed of ceramic.
  • the second aspect of the invention relates to a motor vehicle with an internal combustion engine, which has an exhaust tract in which a first turbine is arranged with a turbine wheel of an exhaust gas turbocharger that can be rotated about an axis of rotation and can be driven by exhaust gas of the internal combustion engine.
  • a bypass device is provided, which has at least one bypass channel over which the turbine wheel is to bypass exhaust gas. This means that exhaust gas of the internal combustion engine can at least partially flow through the bypass channel, whereby the turbine wheel is not acted upon by the exhaust gas flowing through the bypass channel and thus is not driven by this exhaust gas.
  • the bypass device is associated with a second turbine, which can be driven by the turbine wheel via the bypass device immediate exhaust gas.
  • a generator drivable by the second turbine is provided, by means of which mechanical energy can be converted into electrical energy.
  • the turbines are each assigned at least one adjusting device, by means of which a respective narrowest flow cross-section of the turbines adjustable and can be braked by regeneration and conversion of braking energy into electrical energy by the generator of moving vehicles.
  • the turbines of the motor vehicle according to the invention can thus be used, in particular in combination, to decelerate the motor vehicle via the internal combustion engine, the resulting braking energy, which in turn results from kinetic energy of the moving motor vehicle, being utilized and recovered via the internal combustion engine by means of the second turbine ( recuperated) and can be converted into electrical energy by the generator.
  • Advantageous embodiments of the first aspect of the invention are to be regarded as advantageous embodiments of the second aspect of the invention and vice versa.
  • the first turbine may be formed as the turbine of the first aspect of the invention.
  • the internal combustion engine of the motor vehicle according to the invention has a reduced fuel consumption, which is accompanied by reduced CO 2 emissions.
  • the exhaust gas from which the second turbine, in particular a turbine wheel of the second turbine, can be driven is, for example, an exhaust gas resulting from combustion of a fuel-air mixture in at least one combustion chamber, in particular a cylinder, of the internal combustion engine.
  • This exhaust gas is produced in a so-called fired operation of the internal combustion engine, in which a fuel-air mixture is compressed and ignited by auto-ignition or by means of a third-party ignition device and burned.
  • the exhaust gas which drives the second turbine, from the internal combustion engine or the at least one combustion chamber effluent and in particular unburned air and / or unburned fuel-air mixture.
  • the second turbine during braking of the motor vehicle in the exhaust gas (be it burned air or a burned Air-exhaust mixture, unburned air and / or an unburned air-exhaust mixture) are used and converted by the generator into electrical energy.
  • bypass device Motor vehicle by the bypass device possible, in which at certain operating points of at least one bypass channel of the bypass device is partially fluidly releasable.
  • the first turbine can be flowed through by a particularly high amount of exhaust gas. Exhaust gas flows through the bypass channel, bypassing the turbine wheel. Also, exhaust gas acts on and drives the turbine wheel of the first turbine.
  • the bypass device thus provides a
  • the motor vehicle according to the invention has the advantage that energy can be used and recovered (recuperated) when bypassing the turbine of the first turbine in the exhaust gas bypassing the turbine of the first turbine, since the second turbine or the turbine of the second turbine of the the turbine wheel of the first turbine bypassing exhaust gas can be driven.
  • energy contained in the exhaust gas can first be converted into mechanical energy, which is supplied to the generator.
  • the generator can then convert the mechanical energy supplied to it into electrical energy so as to be able to supply at least one electrical consumer with electrical energy as needed.
  • the aspects of the invention can be combined.
  • a motor vehicle can be created in which conventionally unused energy can be recuperated and utilized when blowing off and / or braking the motor vehicle. This keeps the fuel consumption and thus the C0 2 emissions especially low.
  • this car for example, when braking and the associated recuperation recuperated energy as electrical energy, in particular at least substantially directly, passed into the battery of the motor vehicle and stored there. The recuperated and thus stored electrical energy can then be used as needed, by being discharged from the battery and at least one electrical load is supplied.
  • the recuperated energy in particular at least substantially directly, ie without storage or intermediate storage in the battery, is supplied to at least one electrical load.
  • the electrical load is driven and can be operated at least almost without additional expenditure of fuel.
  • the second turbine has a variable as its associated adjusting device
  • Turbine geometry by means of which flow conditions of the second turbine for the exhaust gas and the narrowest flow cross-section of the second turbine are variably adjustable.
  • Turbine geometry can be arranged at least partially upstream and / or downstream of the turbine wheel of the second turbine to flow conditions at least substantially in a turbine wheel inlet area or in a
  • variable turbine geometry is one
  • Axial slide by means of which the narrowest flow cross-section of the second turbine is variably adjustable.
  • a so-called rotary vane or a tongue slider as the variable turbine geometry.
  • the tongue slider comprises at least one Versperranalysis, which is connected to an adjusting ring.
  • the Versperrintelligence is rotatable with the adjusting ring about an axis of rotation about which the turbine wheel of the second turbine is rotatable, whereby the
  • Flow cross section of the second turbine can be adjusted as needed.
  • Mass flow of the turbine wheel of the first turbine bypassing the exhaust gas is adaptable.
  • the energy contained in the exhaust gas can be efficiently and low-loss converted into electrical energy.
  • the first turbine as its associated adjusting device on a variable turbine geometry, by means of which flow conditions of the first turbine for the exhaust gas and the narrowest flow area of the first turbine are variable adjustable.
  • the description of the variable turbine geometry of the second turbine can apply analogously and in any combination to the variable turbine geometry of the first turbine.
  • the variable turbine geometry of the first turbine makes it possible to be able to set the first turbine to be particularly efficient in terms of demand and at least nearly in the entire characteristic map of the internal combustion engine at different operating points of the internal combustion engine. As a result, a particularly efficient and efficiency-optimal operation of the first turbine can be represented, resulting in efficient and energy-saving operation of the first turbine
  • At least one of the respective turbines of the second aspect of the invention associated adjusting device can also be arranged in the flow direction of the exhaust gas through the corresponding turbine upstream or downstream of the corresponding turbine and / or designed as a flap or other valve element, by means of which the narrowest flow cross-section is variably adjustable. This keeps the cost of the motor car low.
  • the first turbine is associated with a compressor drivable by the first turbine, by means of which the
  • the compressor includes
  • the exhaust gas turbocharger with the first turbine and the compressor associated therewith thus acts as a so-called turbo brake, by means of which the motor vehicle is braked, during braking the kinetic energy of the motor vehicle and thus the braking energy at least partially recuperable by means of the generator and can be converted into electrical energy.
  • This deceleration and the recovery (recuperability) of the kinetic energy or the braking energy is shown in the motor vehicle according to the invention in a simple and cost-effective manner.
  • the car according to the invention has a low weight, which the low fuel consumption and thus the low C0 2 emissions of
  • a combustion is carried out in the internal combustion engine.
  • fuel is introduced into the at least one combustion chamber, in particular into the cylinder.
  • a fuel-air mixture in the at least one combustion chamber which is preferably referred to a rotational position, which is referred to as degree crank angle [° CA], a rotating output shaft, in particular a crankshaft, the
  • a particularly early ignition point in particular ignition time angle
  • a spark-ignition device is preferably set in order to ignite the fuel-air mixture, for example by auto-ignition or by means of a spark-ignition device and thus, in particular by the combustion of the fuel-air mixture, the turbo brake and thus the Braking the motor vehicle to assist.
  • the implementation of a combustion when braking the motor vehicle means an increase of inlet temperatures of the second turbine, so that they are particularly high
  • Turbine services has. Thus, a particularly high amount of electrical energy can be obtained via the second turbine and the electric generator.
  • the generator is associated with at least one electrical load, which
  • the generator in particular at least substantially directly, i. without caching in a corresponding memory device, such as a battery, can be supplied with electrical energy of the generator.
  • the electrical energy obtained by means of the generator can be used directly and efficiently to operate the electrical load. It is not necessary and not intended to burn more fuel by the internal combustion engine to operate the consumer. This allows the fuel consumption and CO 2 emissions of the
  • the electrical load is designed, for example, as a starter generator for starting the internal combustion engine, which can be supplied with the electrical energy of the generator.
  • the starter-generator for example, with the output shaft, in particular the crankshaft, the internal combustion engine rotatably connected or coupled, for example via a coupling device, so that for starting the internal combustion engine, the output shaft of the starter-generator can be driven until run into the combustion chamber of the internal combustion engine combustion processes can and the internal combustion engine can be operated without the intervention of the starter-generator. This is called starting the internal combustion engine.
  • starter-generator As a result of this rotationally fixed connection or connectivity of the starter-generator with the output shaft, it is also possible to use the starter-generator as a generator, in particular in suitable operating points of the internal combustion engine to convert mechanical energy of the output shaft into electrical energy.
  • the internal combustion engine can be additionally loaded by the starter generator, so that the internal combustion engine is then operated at an operating point or load point with higher load, in which the internal combustion engine a better, i. lower, specific
  • Internal combustion engine additionally impressed by the starter generator load is then used to gain electrical energy by means of the starter-generator, and this electrical energy can then, for example, in a suitable storage device, for example in a battery, stored, in particular cached, and / / or at least substantially directly supplied to an electrical consumer to operate this consumer.
  • a particularly efficient operation of the internal combustion engine is possible, which is associated with a particularly low fuel consumption and low C0 2 emissions.
  • the starter generator is in preferably as
  • Electric motor used to supply the electrical energy obtained during the blow directly to the crankshaft of the engine.
  • the internal combustion engine is designed, for example, as a reciprocating piston engine with at least one cylinder acting as a combustion chamber, wherein a piston is received in a translationally movable manner in the cylinder.
  • the piston is articulated via a connecting rod with the crankshaft of the internal combustion engine, which converts translational movements of the piston in a rotational movement of the crankshaft.
  • the internal combustion engine is designed as a gasoline engine, diesel engine or Diesottomotor and is operable according to a liquid fuel.
  • the internal combustion engine is designed as a gasoline engine, diesel engine or Diesottomotor and is operable according to a liquid fuel.
  • the internal combustion engine is designed as a gasoline engine, diesel engine or Diesottomotor and is operable according to a liquid fuel.
  • Internal combustion engine is designed as a gas engine and is operable with an at least substantially gaseous fuel.
  • the motor vehicle according to the invention is designed for example as a passenger car or as a commercial vehicle and in particular as a hybrid vehicle, which
  • Turbine geometry of the second turbine an amount adjustable to the turbine of the first turbine exhaust gas adjustable.
  • a separate and additional adjusting device for example a valve device, for adjusting the exhaust gas bypassing the turbine wheel of the first turbine and thus flowing through the bypass channel is therefore not necessary and not provided. This keeps the number of parts, the cost and weight of the motor vehicle according to the invention low. Furthermore, the space requirement of the bypass device can thereby be kept to a minimum, which contributes to a solution and / or avoidance of package problems, in particular in a space-critical area such as an engine compartment of the motor vehicle.
  • At least one storage device in particular a battery
  • the electrical energy obtained by the generator can be stored in operating phases of the motor vehicle in which the electrical energy obtained is not used to operate the electrical consumer Operating phases, in which the at least one electrical load is to operate, from the storage device off and the consumer are supplied.
  • the electrical energy can be stored and does not have to be dissipated unused elsewhere in the operating phase in which it is not used.
  • the third aspect of the invention relates to a method for operating a motor vehicle with an internal combustion engine having an exhaust tract, in which a first turbine with a rotatable about an axis of rotation and exhaust gas of the
  • Internal combustion engine drivable turbine wheel of an exhaust gas turbocharger is arranged, as well as with a bypass device, which at least one
  • the bypass device is associated with a second turbine, which of the
  • Turbine is driven via the bypass device exhaust gas. According to the invention, it is provided that a generator of the second turbine
  • the moving motor vehicle is braked by corresponding settings of the adjusting devices, wherein the braking energy for braking the motor vehicle, which results from kinetic energy of the moving motor vehicle, recovered (recuperated) and thus can be used to the second Turbine, in particular a turbine wheel of the second turbine to drive, and so as to at least partially convert the braking energy or the electrical energy into electrical energy by the generator.
  • the narrowest flow cross section assigned to the first turbine is reduced by means of the adjusting device to such an extent that the internal combustion engine achieves a high engine brake output due to a high air delivery through a compressor which is assigned to the first turbine and can be driven by the first turbine.
  • a so-called turbo brake is shown, in which the compressor, in particular a compressor wheel of this compressor, is driven particularly strongly by the turbine.
  • the internal combustion engine is supplied with a particularly high volume flow or mass flow of compressed air, so that the internal combustion engine generates a high engine braking power.
  • the narrowest flow cross section of the second turbine by means of the second turbine associated adjusting device in
  • Flow cross section allows at least substantially optimal recuperation of the engine braking power and thus the braking energy, which then on the
  • the Electrical Energy is then stored in a storage device, for example in a battery, in particular temporarily stored, and / or supplied to an electrical load at least substantially directly.
  • Fig. 1 is a schematic diagram of a trained as a reciprocating engine
  • Internal combustion engine with an exhaust gas turbocharger which comprises a turbine with a turbine wheel driven by the exhaust gas of the internal combustion engine, wherein the turbine comprises a bypass device, which bypass the turbine wheel of exhaust gas, and wherein the bypass device is associated with a further turbine, of which the turbine wheel the first turbine bypassing exhaust gas is drivable;
  • Fig. 2 is a schematic longitudinal sectional view of an embodiment of
  • FIG. 1 shows an internal combustion engine 10 with four cylinders 12 designed as a reciprocating piston engine.
  • the internal combustion engine 10 serves for driving a motor vehicle, in particular a hybrid vehicle.
  • this air sucks from the environment, which is shown in Fig. 1 by a directional arrow 14.
  • the air first flows through an air intake 18 arranged in an intake tract 16 of the internal combustion engine 10, by means of which the air is purified. In the direction of flow of air through the
  • Intake tract 16 is downstream of the air filter 18 in the intake manifold 16, a compressor 20 of the internal combustion engine 10 associated exhaust gas turbocharger 22nd arranged.
  • the compressor comprises a compressor wheel 24, which is rotatable about a rotation axis 26.
  • the air is to be compressed from a first pressure level to a contrast higher pressure level. Accordingly, the air downstream of the compressor 20 has a pressure p 2 .
  • Directional arrows 27 indicate in FIG. 1 that the air continues to flow through the intake tract 16 to a throttle valve 28 arranged in the intake tract 16.
  • a torque of the internal combustion engine 10 which is indicated in FIG. 1 by a directional arrow 30 and is delivered by a crankshaft of the internal combustion engine 10 can be adjusted.
  • the throttle valve 28 serve to a Aufstau codo the internal combustion engine 10
  • the compressed and thereby heated air flows on to a charge air cooler 36 arranged in the intake tract 16, by means of which the heated air is again cooled. After cooling by the charge air cooler 36, the air has a boost pressure p 2s . After passing through the intercooler 36, the air, as indicated by directional arrows 38, flows on to a charge air distributor 40 arranged in the intake tract 16, by means of which the compressed and cooled air is distributed to the cylinders 12.
  • the internal combustion engine 10 is, for example, a direct-injection internal combustion engine 10. This means that the air that has flowed into and compressed into the cylinders 12 is supplied with fuel by directly injecting the fuel into the cylinders 12 by means of appropriate injection valves. This results in a fuel-air mixture, which is ignited, for example, by auto-ignition or by ignition by means of a third-party ignition device and burns.
  • the fuel-air mixture expands and moves in the cylinders 12 translationally received pistons whose translatory movement is converted into a rotational movement of the crankshaft 32 by means of the crankshaft 32 with which they are coupled.
  • the combustion results in exhaust gas which is conveyed from the cylinders by means of the pistons and collected by an exhaust manifold 44 arranged in an exhaust tract 42.
  • the internal combustion engine 10 includes an exhaust gas recirculation device 46 with an exhaust gas recirculation line 48, which at a branch point 50 with the exhaust tract 42 and at an introduction point 52 is fluidically connected to the intake tract 16.
  • an exhaust gas recirculation device 46 with an exhaust gas recirculation line 48, which at a branch point 50 with the exhaust tract 42 and at an introduction point 52 is fluidically connected to the intake tract 16.
  • Exhaust gas recirculation line 48 can thus be recirculated exhaust gas from the exhaust tract 42 to the intake manifold 16 and introduced into this.
  • the compressed air can be acted upon with recirculated exhaust gas, whereby the nitrogen oxide and particulate emissions of the internal combustion engine 10 can be kept low.
  • To adjust an amount of recirculating exhaust gas includes the
  • Exhaust gas recirculation device 46 an exhaust gas recirculation valve 54, which is at least partially disposed in the exhaust gas recirculation line 48.
  • an exhaust gas recirculation cooler 56 is arranged downstream of the exhaust gas recirculation valve 54 and upstream of the discharge point 52, by means of which the recirculated exhaust gas is to be cooled.
  • the bypass line 48 is also a
  • Pressure modulator 58 is provided, by means of which pressure oscillation excitations caused by exhaust pulsations of the internal combustion engine 10, in the
  • Exhaust gas recirculation line 48 are modulated so far that in the region of the inlet 52, at which the recirculated exhaust gas mixes with the compressed air, no or only very small effective excitation intensities are no longer present.
  • the pressure modulator 58 is arranged downstream of the exhaust gas recirculation cooler 56 and upstream of the entry point 52 and comprises a damping volume 60 and a matched effective and by a corresponding component, such as a diaphragm formed
  • Inflow cross section 62 and an adapted effective and by a
  • the first turbine 68 includes a turbine wheel 70 which is rotatably received about the rotation axis 26 in a turbine housing of the first turbine 68.
  • the first turbine 68 is, for example, a so-called
  • the first turbine 68 may be a so-called vario turbine with a variable turbine geometry.
  • the first turbine 68 can be adjusted and adapted to different operating points of the internal combustion engine 10 in a particularly demand-oriented manner and can therefore be operated particularly efficiently.
  • the variable turbine geometry of the first turbine 68 may
  • the tongue slider comprises at least one substantially tongue-shaped, i.
  • Versperranalysis which is connected to an adjusting ring.
  • the VersperrAvem is rotatable with and about the adjusting ring about the axis of rotation 26.
  • an effective flow cross-section upstream of the turbine wheel 70 can be set variably, which enables a variable adjustability of the throughput parameter ⁇ ⁇ , A n of the first turbine 68 of the exhaust gas turbocharger 62.
  • the exhaust gas can act on the turbine wheel 70 and thereby drive.
  • Turbine wheel 70 is rotatably connected to a shaft 72 of the exhaust gas turbocharger 72, with the shaft 72 and the compressor 24 of the compressor 20 is rotatably connected.
  • the compressor wheel 24 can be driven by the turbine wheel 70 via the shaft 72 and compress the air.
  • the first turbine 68 thus uses energy contained in the exhaust gas and converts this energy into mechanical energy.
  • the exhaust gas is expanded from a pressure p 3 prevailing upstream of the first turbine 68 to a pressure p 4 prevailing downstream of the first turbine 68.
  • the expanded exhaust gas flows through the exhaust tract 42 further to one located in the exhaust tract 42
  • Exhaust after-treatment device 76 by means of which the exhaust gas is purified before it flows to the environment, which is indicated by a directional arrow 78.
  • Exhaust after-treatment device 76 includes, for example, a catalyst, in particular an oxidation catalyst.
  • the first turbine 68 of the exhaust gas turbocharger 22 comprises one in FIG. 1 very
  • bypass device 80 by means of which the turbine wheel 70 of the first turbine 68 to bypass exhaust gas.
  • the bypass device 80 comprises a bypass channel 82, by means of which exhaust gas can be branched off at a branching point 84.
  • the branched off at the branching point 84 and the bypass channel 82 flowing through the exhaust gas can not act on the turbine wheel 70 and not drive.
  • the bypass device 80 is associated with a further turbine 86, hereinafter referred to as second turbine 86, which is fluidically connected to the bypass channel 82.
  • second turbine 86 the second turbine 86 comprises a further turbine wheel 88, which in a turbine housing of the turbine 86 is rotatably received about a rotation axis 90.
  • the exhaust gas flows, as indicated by a directional arrow 95, to a discharge point 97 in the exhaust gas tract 42, so that the exhaust gas is conducted to the exhaust gas aftertreatment device 76.
  • the second turbine 86 is associated with an adjusting device 87, which is formed in the illustrated embodiment in the form of a variable turbine geometry.
  • the adjusting device 87 could also be positioned upstream of the second turbine 86 in the bypass channel 82, for example in the form of a control flap.
  • Actuator 87 which a change of the exhaust gas flow to the other
  • Turbine wheel 88 result are also possible.
  • variable turbine geometry 87 flow conditions of the second turbine 86 for the exhaust gas flowing through the first turbine 86 are variably adjustable and thus at a multiplicity of different operating points
  • Second turbine 86 can thereby be adapted to a multiplicity of different volume flows or mass flows of the exhaust gas bypassing the turbine wheel 70 in order thus to be able to operate the second turbine 86 in a particularly efficient manner.
  • variable turbine geometry of the first turbine 68 For controlling the throttle valve 28, the exhaust gas recirculation valve 54, the variable turbine geometry of the first turbine 68 and the variable
  • Turbine geometry 87 of the second turbine 86 is a control device 92 is provided.
  • the controlling or regulating the described components is indicated by directional arrows 94.
  • variable turbine geometry 87 of the second turbine 86 Due to the variable turbine geometry 87 of the second turbine 86, a particularly high throughput spread of the second turbine 86 is realized, so that it can be operated in a particularly large area of the characteristic map of the internal combustion engine 10, in particular almost in the entire map of the internal combustion engine 10, with optimum efficiency. Furthermore, it is possible by means of the variable turbine geometry 87 of the second turbine 86 to set its throughput parameter .phi..sub.s variable and thus to adapt to different operating points of the internal combustion engine 10 and thus to different volume flows or mass flows of the exhaust gas flowing through the bypass channel 82.
  • variable turbine geometry 87 of the second turbine 86 it is possible by means of the variable turbine geometry 87 of the second turbine 86, to adjust the bypass passage 82 through the exhaust gas flowing and thus the amount of the turbine wheel 70 bypassing the exhaust gas without additional valve means and thus adjust as required the quantity and thus a mass m A bbiase of ,
  • the variable turbine geometry 87 of the second turbine 86 functions as a valve device.
  • a blow-off device of the second turbine 86 is shown, by means of which a particularly large throughput spread, an effective and flowed through by the exhaust gas of the internal combustion engine 10 flow cross-section, in particular a high load and / or speed range of the internal combustion engine 10, can be increased by the By-pass channel 82 is fluidly released by means of the variable turbine geometry 87 of the second turbine 86. If this enlargement of the flow cross section of the first turbine 68 is not desired, then the bypass channel 82 can at least essentially be fluidly blocked by means of the variable turbine geometry 87 of the second turbine 86, so that less or no exhaust gas flows through the bypass channel 82.
  • the turbine wheel 88 of the second turbine 86 is non-rotatably connected or can be coupled to a shaft 96 which is rotatable about the rotation axis 90 with the turbine wheel 88.
  • the shaft 96 is assigned to a generator 98, by means of which mechanical energy can be converted into electrical energy.
  • the electric generator 98 can be driven by the second turbine 86.
  • a generator 98 associated electronics 100 is provided, via which the recovered electrical energy of a battery 102 can be supplied to store the electrical energy.
  • an electrical load 106 is electrically connected to the battery 102 through a suitable line 104, so that the consumer 106 can be supplied with the electrical energy stored in the battery 102 in order to drive the load 106.
  • the consumer 106 is, for example, a so-called starter generator, which is non-rotatably connected to the crankshaft 32 or can be coupled.
  • torque is from the starter generator to the crankshaft 32 and thus in the internal combustion engine 10 can be introduced to the
  • the starter-generator can also be operated as a generator, by means of which mechanical energy is converted into electrical energy.
  • a torque can be introduced from the crankshaft 32 in the starter-generator, so that mechanical energy of the crankshaft 32 is converted into electrical energy. It can be provided that the electrical energy thus obtained is supplied via the line 104 of the battery 102 in order to store this electrical energy in the battery 102, in particular to buffer it.
  • the starter-generator as the electrical load 106, a hybridization of a motor vehicle, in particular a passenger car, with the internal combustion engine 10 is possible, wherein the starter-generator, for example, can act as an electric motor to that designed as a hybrid vehicle
  • the pistons in the cylinders 12 are also not by means of acting as an electric motor starter generator via the crankshaft 32nd
  • a coupling device is provided, so that a torque transmission from the starter-generator via the crankshaft 32 to the piston to interrupt.
  • the pistons are not driven by the starter-generator, but the electric generator can drive wheels of the motor vehicle and thus the car itself, which are driven in a fired operation of the internal combustion engine 10 via the crankshaft.
  • the turbines 68 and 86 can be operated in this way and used accordingly to the moving forward in particular in the forward direction
  • At least substantially decelerating motor vehicle (recuperation) of a braking energy i. E. to reduce in its speed.
  • the generator 98 to be driven by the second turbine 86 which can be described as a unit as an electric turbo-generator and which are capable of operating in the
  • Recover energy contained in the bypass passage 82 exhaust gas (zu Rekuper Schl), is also used for the recovery of braking energy to brake the motor vehicle.
  • kinetic energy of the moving motor vehicle is thus converted into electrical energy by means of the generator 98.
  • a narrowest flow cross-section assigned to the first turbine 68 is reduced by means of the variable turbine geometry of the first turbine 68 to such an extent that the internal combustion engine 10 generates high engine braking powers and thus high braking energy on the basis of the turbo brake thus illustrated due to high air delivery through the compressor 20.
  • the internal combustion engine 10 generates high engine braking powers and thus high braking energy on the basis of the turbo brake thus illustrated due to high air delivery through the compressor 20.
  • variable turbine geometry 87 of the second turbine 86 which is at least substantially optimal
  • recuperation of the braking energy allows, the so recuperated, i. recovered braking energy stored for example in the battery 102 and / or can be supplied to the electrical load.
  • Internal combustion engine 10 is supplied with compressed air, a ratio between a bypass flow 82 flowing through the mass flow m by pass of the exhaust gas and a first turbine 68 flowing through mass flow m A TL-Turt> ine of the first turbine 68 flowing exhaust gas due to a dependent engine back pressure of the Internal combustion engine 10 and the pressure p 3 upstream of both turbines 68 and 86 prevail. Also, the pressure p 3 upstream of the second turbine 86 is referred to as the turbine inlet pressure of the second turbine 86.
  • an engine brake flap 69 arranged in the exhaust tract 42 can optionally be provided, which is advantageously upstream of the first turbine 68 in the flow direction of the exhaust gas of the turbine wheel 70 or at least substantially directly downstream of the first turbine 68 or the turbine wheel 70 is arranged.
  • Motor brake flap 69 possible to set the corresponding mass flow m A TL turbine variable and needs.
  • the second turbine 86 does not have a variable turbine geometry 87, ie if the second turbine 86 is designed as a solid geometry turbine, a flap such as the engine brake flap 69 can be used analogously to the one described with respect to the first turbine 68. can fulfill the purpose of the variable turbine geometry 87. In this case, this flap is arranged, for example upstream of the second turbine 86 at least partially in the bypass channel 82.
  • this is an uncharged mode of operation of the internal combustion engine 10, in which an intake of the air through the internal combustion engine 10 in the range approximately below the ambient pressure.
  • the exhaust gas may be combustion gases resulting from combustion of a fuel-air mixture in the cylinders 12. This is in a fired operation of
  • Internal combustion engine 10 the case. In particular, it may be in the exhaust gas at Braking the motor vehicle by the representation of a motor brake by the
  • variable turbine geometry happens. If the first turbine 68 is designed as a solid geometry turbine, this closure can be achieved by means of the
  • the quotient Q ß rems in the amount of at least substantially 20%, or 20% of the total mass flow of the exhaust gas flowing through the second turbine 86, is linked to an optionally highly charged Turbo brake p 3 leads to high turbine inlet pressures and a service brake device of the motor vehicle, which is represented for example by a disc brake device, noticeably relieved when braking the motor vehicle.
  • the braking energy becomes the
  • crankshaft 32 Rotary position, which is referred to as degree crank angle, the crankshaft 32 is performed particularly early.
  • the thus induced ignition and a resulting expansion of the fuel-air mixture counteracts a movement of the pistons in the cylinders 12 and a compression of the fuel-air mixture, so that
  • the internal combustion engine 10 and the crankshaft 32 and the crankshaft 32 corresponding wheels of the motor vehicle can be braked.
  • the performance of combustion processes during braking of the motor vehicle in connection with the recuperation of the braking energy leads to an increase of turbine inlet temperatures of the turbine 68 and / or 86, which
  • Fig. 2 shows a possible embodiment of the second turbine 86 with the
  • Turbine 88 which is rotatably received in a turbine housing 108 of the second turbine 86 about the rotation axis 90.
  • the second turbine 86 is one, as shown in FIG. 1 as well as in FIG.
  • the compressor 20 is a centrifugal compressor.
  • the shaft 96 is rotatably connected to a rotor of the
  • Generator 98 which cooperates to convert mechanical energy into electrical energy with a stator of the generator 98. To drive the
  • a spiral channel 1 10 of the turbine housing 108 flows through exhaust gas, which is indicated by a directional arrow 112.
  • the exhaust gas has a pressure p 3t and a temperature T 3t upstream of the second turbine 86.
  • the exhaust gas flows through the turbine wheel 88 via a turbine wheel outlet region 14 and flows out of the turbine housing 108, which is indicated by a directional arrow 16. Downstream of the turbine wheel 88, the exhaust gas has the pressure p and the temperature T 4 .
  • variable turbine geometry 87 of the second turbine 86 is represented by a so-called axial slide, for example, which comprises a guide grid arranged upstream of the turbine wheel 88 and a cover element which can be displaced in the axial direction of the turbine wheel 88.
  • the displaceability of the cover in the axial direction is indicated by a directional arrow 118.
  • the cover serves to variably adjust an effective flow cross-section upstream of the turbine wheel 88 and to be able to variably set a cover of the guide grid by the cover element.
  • the flow area upstream of the turbine wheel 88 of the second turbine 86 is reduced to a minimum, particularly zero, so that no exhaust gas can flow through the second turbine 86 and drive the turbine 88.
  • the generator 98 can be supplied with water, wherein a housing 120 has a connection piece 122, via which cooling channels 123 of the housing 120 can supply the water for cooling the generator 98.
  • FIG. 3 shows a diagram 124, on the abscissa 126 of which a relative rotational speed n engine of the internal combustion engine 10 is plotted.
  • the diagram 124 shows n ⁇
  • a course 128 of the pressure p 2s which is a pressure upstream of gas exchange valves of the internal combustion engine 10, which is also referred to as a charge cycle pressure or as intake manifold pressure.
  • the diagram 124 shows a curve 130 of the pressure p 3 over the relative rotational speed, wherein the pressure p 3 is also referred to as turbine inlet pressure. Accordingly, plotted on an ordinate 132 of the graph 124 are the pressures p 3 and p 2s .
  • FIG. 4 shows a further diagram 134 on the abscissa 136 of which the above-described relative rotational speed n Molor of the internal combustion engine 10 is plotted, n M.iazx
  • m denotes Mot , ges the total amount of the exhaust gas of the
  • blow-off i. the bypass of the turbine wheel 70 by exhaust gas, even from a relative value of at least in
  • FIG. 4 also shows a power potential L of the blow-off quantity m A bbiase, which then by means of the second turbine 86 by means of the variable turbine geometry 87, which has a flow cross-section of the bypass passage 82 for a swirl flow of the exhaust gas, at least substantially directly upstream of the second turbine Turbine wheel 88 releases, can be used.
  • Turbine efficiency rj TU rt) of the second turbine 86 of eg 60% is at least substantially a mechanically recoverable power L, which corresponds to the turbine power P T , given by 20 KW, possibly to an additional net power at the nominal point between 5 to 10% of the rated power for example, designed as a gasoline engine internal combustion engine 10 with respect to a
  • Basic internal combustion engine with a blow-off device without recuperation of the energy contained in the exhaust gas (by the second turbine 86) corresponds.
  • Such an increase in power can be used, for example, in hybrid vehicles by feeding energy into an additional electric motor, which is designed, for example, as a wheel hub motor or as a suitably dimensioned starter generator for the electromotive mode of operation and serves to drive the hybrid vehicle.
  • Diagrams 124 and 136 show the onset of blowdown through a location 142 which, for example, is in a range of relative speeds of at least substantially including 0.2 to at least substantially 0.3, inclusive.

Abstract

L'invention concerne une turbine (68) pour un turbocompresseur à gaz d'échappement (22) d'un moteur à combustion interne (10), comprenant un carter de turbine dans lequel est logé au moins par endroits une roue de turbine (70) qui peut tourner autour d'un axe de rotation (26) et qui peut être soumise à l'action des gaz d'échappement du moteur à combustion interne (10). Ladite turbine comprend également un dispositif de dérivation (80) qui comporte au moins un canal de dérivation (82), par l'intermédiaire duquel les gaz d'échappement doivent contourner la roue de turbine (70). Le dispositif de dérivation (80) est associé à une autre turbine (86) qui peut être entraînée par les gaz d'échappement contournant la roue de turbine (70) par l'intermédiaire du dispositif de dérivation (80), l'autre turbine (86) étant associée à au moins un dispositif de réglage (87) permettant de régler de manière variable les conditions d'écoulement des gaz d'échappement de l'autre turbine (86). L'invention concerne également un véhicule automobile et un procédé servant à faire fonctionner un tel véhicule automobile.
PCT/EP2011/006097 2011-02-26 2011-12-06 Ensemble turbocompresseur à gaz d'échappement WO2012113425A1 (fr)

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DE102011012575A DE102011012575A1 (de) 2011-02-26 2011-02-26 Turbine für einen Abgasturbolader, Kraftwagen mit einer Verbrennungskraftmaschine sowie Verfahren zum Betreiben eines solchen Kraftwagens
DE102011012575.2 2011-02-26

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DE102013001662A1 (de) 2013-01-31 2014-07-31 Daimler Ag Verbrennungskraftmaschine für einen Kraftwagen
AT518259B1 (de) * 2016-02-19 2017-09-15 Avl List Gmbh Verfahren zum betreiben einer brennkraftmaschine
DE102018010043A1 (de) 2018-12-19 2020-06-25 Daimler Ag Abgastrakt für eine Verbrennungskraftmaschine

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DE3807372C2 (de) 1988-03-07 1996-12-12 Asea Brown Boveri Verbrennungsmotor mit zweistufigem Abgasturbolader und Nutzturbine
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EP2006507A1 (fr) * 2007-06-22 2008-12-24 ABB Turbo Systems AG Réglage d'un système de charge pour moteurs à combustion interne
EP2006506A1 (fr) * 2007-06-22 2008-12-24 ABB Turbo Systems AG Système de charge pour moteur à combustion interne
JP2009257097A (ja) * 2008-04-11 2009-11-05 Mitsubishi Heavy Ind Ltd 排気エネルギー回収装置
WO2010057910A1 (fr) * 2008-11-18 2010-05-27 Abb Turbo Systems Ag Système de suralimentation à deux étages pour recirculation de gaz d'échappement
US20100154414A1 (en) * 2008-12-18 2010-06-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Internal combustion engine with exhaust gas turbocharger
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DE3807372C2 (de) 1988-03-07 1996-12-12 Asea Brown Boveri Verbrennungsmotor mit zweistufigem Abgasturbolader und Nutzturbine
JPH06207522A (ja) * 1993-01-11 1994-07-26 Isuzu Motors Ltd ターボチャージャ制御装置
JP2000179348A (ja) * 1998-12-17 2000-06-27 Hino Motors Ltd ターボチャージャ
EP2006507A1 (fr) * 2007-06-22 2008-12-24 ABB Turbo Systems AG Réglage d'un système de charge pour moteurs à combustion interne
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JP2009257097A (ja) * 2008-04-11 2009-11-05 Mitsubishi Heavy Ind Ltd 排気エネルギー回収装置
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US20100154414A1 (en) * 2008-12-18 2010-06-24 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Internal combustion engine with exhaust gas turbocharger
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WO2017195516A1 (fr) * 2016-05-13 2017-11-16 株式会社デンソー Système de moteur pour véhicule

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