WO2018231099A1

WO2018231099A1 - Device for turbocharging an internal combustion engine

Info

Publication number: WO2018231099A1
Application number: PCT/RU2018/000382
Authority: WO
Inventors: Денис Валентинович НИКИШИН
Original assignee: Денис Валентинович НИКИШИН
Priority date: 2017-06-16
Filing date: 2018-06-07
Publication date: 2018-12-20
Also published as: RU2649714C1

Abstract

A device for turburcharging an internal combustion engine comprises a turbocharger (1), including a turbine (2) and a compressor (3), a charging air cooler (8), an air filter (14), a throttle valve (11), a relief valve (12), a bypass valve (16), an adjustable intake atmospheric air cooler (17), a control unit (20) and an intake atmospheric air temperature controller (22), linked by a common data bus (21). Temperature and pressure sensors (19) installed on the internal combustion engine (4) and on the throttle valve (11) input and an accelerator sensor (18) are connected to information inputs of the control unit (20). A control output of the control unit (20) is connected to the bypass valve (16), the relief valve (12) and the intake atmospheric air temperature controller (22), to the information inputs of which temperature and pressure sensors (19), installed on the input and output of the adjustable intake atmospheric air cooler (17) are connected, and to the control input of which the output of the intake atmospheric air temperature controller (22) is connected. The charging air cooler (8) has a first input (9), connected to the output of the compressor (3), a first output (10), connected to the input of the throttle valve (11), a second input (13), connected to the air filter (14), and a second output (15), connected to the adjustable intake atmospheric air cooler (17) and to the input of the bypass valve (16), the output of which is connected to the first output (10) of the charging air cooler (8) .

Description

TURBOCHARGER FOR INTERNAL COMBUSTION ENGINE

Technical field

The invention relates to mechanical engineering, in particular to internal combustion engines operating using gas turbine pressurization.

To increase the power of the internal combustion engine (ICE), it is necessary to create optimal conditions for the combustion of fuel, in particular, to enrich the air mixture with oxygen. For these purposes, modern ICEs use turbocharger. as a result of which the pressure of the intake air increases and its density increases, that. on the one hand, it provides an increase in oxygen content, and on the other hand, an increase in temperature, which can lead to rapid engine wear. Therefore, the issue of reducing the temperature of the charge air supplied to the internal combustion engine. It is very relevant to ensure long-term engine operation.

BACKGROUND OF THE INVENTION

Known turbocharging devices in internal combustion engines (“Tuning automobile engines” St. Petersburg, VN Stepanov, 2000 p. 55; International annual catalog “Global Sourcing Guide 2006”, p. 216), in which the increase in air supply the intake manifold is provided by using the energy of the exhaust gases to drive an air compressor. The use of turbocharging allows for the burning of more fuel, resulting in increased engine output compared to the power obtained under natural suction conditions. In addition to increasing power, turbocharging provides fuel savings per unit of power and reduced exhaust gas toxicity due to more complete combustion of the fuel.

A disadvantage of the known devices is the lack of automatic adjustment of the turbocharging value, which can lead to both thermal overload and even destruction of the turbine at high engine speeds, and to low efficiency at low speeds due to the presence of the so-called "Turboyama". Its presence is explained by the fact that at low speeds or immediately after a sharp depressing of the gas pedal, the pressure of the exhaust gases differs little from atmospheric pressure, as a result of which the rotation speed of the turbocharger impeller is not sufficient to compress the intake air to the desired volume. As a result of this there is a shortage of air in the combustible mixture and its component - oxygen, which reduces the engine throttle response.

Turbocharging devices are known, described, for example, in RF patent N “2425991 and patent application US20130152583, in which automatic adjustment of the degree of turbocharging is provided by changing the geometry of the turbocharger according to the corresponding commands of the control unit. In known devices, a change in the flow of exhaust gases entering the turbine blades is provided to optimize power for a given load.

At low engine speeds, the exhaust gas flow is small and does not spin the turbine fast enough for sharp acceleration. At this moment, at the signal of the control unit, the guide vanes of the turbine are shifted, which leads to an increase in the number of revolutions of the turbine and an increase in boost pressure. Thus, it is possible to increase the speed of rotation of the turbine without a sharp increase in the volume of exhaust gases.

At high engine speeds and at a high gas flow rate, at the signal of the control unit, the guide vanes of the turbine move apart, protecting from exceeding the speed and maintaining the boost pressure at the level required for the engine.

By changing the distance between the guide vanes with the help of a drive by means of a vacuum regulator or a stepping motor, you can control the speed of rotation of the turbine, and, as a consequence, the pressure of the charge air at the compressor outlet.

This technical solution makes it possible to control the flow of charge air entering the engine intake manifold, and as a result, minimize the “turbo-hole” effect and increase engine throttle response.

However, the above devices are characterized by insufficient reliability due to resource wear of moving parts, as a result, excessive backlash occurs in the blade control mechanism and deposits appear that violate the mobility of its parts. The presence of a large amount of carbon deposits leads to a decrease in the mobility of parts and their subsequent jamming. For this reason, the position of the guide vanes no longer corresponds to the control action or, as a last resort, the guide vanes do not rotate at all. As a result, the pressure of the charge air is no longer adequate for the stable operation of the engine.

Closest to the claimed invention is a turbocharged ICE device described in US patent 8,677,747.

The known turbocharger device comprises a turbocharger including a turbine, the inlet of which is connected to the output manifold of the internal combustion engine, and the outlet is connected to the atmosphere, and a compressor, the output of which is connected to the intake manifold of the internal combustion engine through the cooler and throttle, the air filter, the input of which is connected to the atmosphere, a bypass valve that is connected between the ICE exhaust manifold and the turbine output, a bypass valve that is connected between the throttle valve input and the compressor input, and the control unit phenomena, the information inputs of which are connected to sensors installed on the engine, accelerator pedals, as well as the inputs of the air filter and throttle, and the corresponding outputs are connected to the control inputs of the throttle, bypass valve and bypass valve.

An intercooler is used as a charge air cooler in the known device, which is a heat exchanger consisting of a system of thin tubes bent by a “snake” and plates located between them. The plates increase the surface area of the intercooler and provide better heat transfer from the charge air to the atmosphere.

In a known device for turbocharging an internal combustion engine, the intake air is filtered and compressed in a turbocharger to produce charge air, which is then cooled and fed to the intake manifold of the internal combustion engine. At the same time, the temperature and pressure of the charge air are measured, the values of which regulate the speed of rotation of the turbocharger by means of a controlled supply of part of the exhaust gases to the atmosphere, bypassing the turbocharger. The charge air is cooled by atmospheric air when passing through the intercooler.

This device provides control of the charge air in the intake manifold of the internal combustion engine, and, as a result, increase the dynamics of control of the internal combustion engine operation mode. At the same time, the throttle response of the internal combustion engine is improved, that is, the response time of the internal combustion engine operating mode to a control action is reduced, for example, pressing the accelerator pedal.

The control of the charge air flow entering the internal combustion engine intake manifold is carried out by the control unit by the signals of the accelerator sensor, as well as by the signals of the temperature and pressure sensors installed on the inlet and outlet pipes, the engine block, and at the compressor output, by changing the position of the throttle valve, bypass and bypass valves. At the same time, the programmed control algorithm ensures maximum approximation of the adjustment range to the previously selected upper and lower limits of the compressor shaft rotation speeds taking into account the temperature and pressure of the intake and charge air, as well as the internal combustion engine operating mode.

It should be noted that the known device in composition and essence is typical of a modern car, and the control is actually ensured by choosing an algorithm for controlling the charge air flow supplied to the ICE input manifold, which is embedded in the controller software.

However, the known device is characterized by insufficiently high dynamics of control of the flow of charge air, and, as a consequence, the mode of operation of the internal combustion engine. This is due to the use of an intercooler in a known device, which is an inertial link in the path of charge air to the intake manifold of the internal combustion engine. Before the charge air passes the path from the compressor to the intake manifold of the internal combustion engine, it must fill the entire system of tubes of the intercooler. The tubes curved by the “snake” increase the overall length of the heat exchanger and improve cooling of the charge air, however, each bend of the tube creates additional resistance to the flow of charge air passing through it, which generally reduces the speed of passage of charge air on the way from the compressor to the ICE intake manifold. Due to the fact that the intercooler creates resistance to the flow of charge air passing through it, the pressure at the outlet of the intercooler decreases, and therefore, to obtain a given pressure in the intake manifold of the internal combustion engine, it is necessary to increase the pressure at the compressor outlet, which leads to an additional increase in the temperature of the charge air.

When the car moves along difficult road sections (steep climb, rough terrain), the flow of external atmospheric air cooling the intercooler will be minimal, and the intercooler will practically not cool charge air. In this case, the pressure and temperature of the charge air at the compressor outlet and at the intake manifold of the internal combustion engine will not correspond to the required values.

Thus, the cooling of the charge air by atmospheric air and the implementation of the charge air cooler in the form of an intercooler leads in a known technical solution to reducing the dynamics of controlling the turbocharging of an internal combustion engine.

In addition, when starting and warming up a turbo engine in cold weather, it works for a long time as an ordinary atmospheric engine and, due to the low temperature of the intake air in the intake manifold, the quality of the mixture entering the cylinders decreases, which, according to information from technical sources, leads to a significant increase in harmful atmospheric emissions, exceeding several times the standard values, and there is an increased fuel consumption. At the same time, the load on the compressor bearings of the turbocharger also increases due to poor lubrication, which leads to increased wear.

A disadvantage of the known device is also the fact that when the bypass valve is activated, hot charge air enters the compressor inlet and raises the already high temperature at its outlet. That is, the effect of a closed ring occurs, leading to a significant increase in temperature and a decrease in the density of charge air, which ultimately also leads to a decrease in the dynamics of engine control.

SUMMARY OF THE INVENTION The basis of the invention is the development of a device for a turbocharged internal combustion engine, in which the organization of cooling the charge air in the operating mode of the engine, as well as heating the intake air during engine start-up and warm-up, would increase the dynamics of controlling the turbocharging of the internal combustion engine.

The problem is also solved by the fact that in a turbocharger of an internal combustion engine containing a turbocharger including a turbine, the inlet of which is connected to the output manifold of the internal combustion engine, and the exhaust is connected to the atmosphere, and a compressor, a cooler connected to the compressor output and the throttle valve with an input manifold of an internal combustion engine, an air filter, the input of which is connected to the atmosphere, an overflow valve installed between the output manifold of the engine internal combustion and turbine outlet, a bypass valve, the input of which is connected to the cooler output, and a control unit, the information inputs of which are connected to the accelerator sensor and to the temperature and pressure sensors of the internal combustion engine, and the corresponding outputs are connected to the control inputs of the throttle valve, bypass valve and According to the invention, the by-pass valve, the charge air cooler has a second input connected to the output of the air filter and a second output connected to the compressor input and, the device contains an adjustable intake air cooler installed between the compressor inlet and the second outlet of the charge air cooler, to which the bypass valve output is connected, an intake air temperature controller, the information inputs of which are connected to additional temperature and pressure sensors installed at the inlet and the output of the adjustable intake air cooler, as well as to the output of the control unit connected to the bypass control input first valve, the intake air temperature controller output is connected to the control input of the controlled cooling of the intake air, and the control unit and the controller of the intake air temperature are connected to data line.

In this case, it is preferable that the charge air cooler comprises a charge air duct made in the form of a long hollow a chamber having an inlet and outlet nozzles of a smaller cross section serving as the first inlet and outlet, respectively, of the inlet and outlet manifolds of the intake air, the inlet and outlet of which serve as the second inlet and outlet of the charge air cooler, while passing through the inlet manifold of the intake air the outlet pipe of the charge air duct, and through the output manifold of the intake air passes the inlet pipe of the charge air duct, accordingly, a group of inlet air inlet pipes mounted on the outer side surface of the charge air duct so that the inlet and outlet ends of each inlet air inlet pipe are connected to inlet and outlet air intake manifolds, respectively, and a group of cooling plates mounted on the inlet atmospheric inlets air.

The technical result of the claimed device for turbocharging an internal combustion engine is to increase the dynamics of control of a turbocharger, that is, reducing the reaction time of the engine to a control action. This is achieved due to the constructive implementation of the charge air cooler, in which the heat exchange between the inlet atmospheric and charge air is organized, and due to the controlled inlet air cooler, which provides cooling of the inlet atmospheric air before being fed to the turbocharger. The inlet air temperature controller introduced into the device provides the formation of a control signal for the controlled inlet air cooler in order to maintain a predetermined temperature of the atmospheric air at the compressor inlet.

The claimed constructive design of a charge air cooler, in which there is multidirectional once-through movement of inlet atmospheric and charge air along a common heat-conducting surface with simultaneous cooling of charge air, it can be argued that the compressor output is connected to the input manifold of the internal combustion engine without the presence of inertial elements and with the possibility of accumulation air in the duct charge air. Named constructive Features of the claimed device exclude pressure losses on the input manifold of the internal combustion engine and allow minimizing the effect of the "turbo hole".

An additional increase in the dynamics of control of the turbocharging of the internal combustion engine provides the implementation of cooling plates on the outer side surface of the charge air duct, which reduces the thermal resistance between the elements of the charge air cooler and the atmosphere, reduces the temperature of the charge air and increases its density at the inlet of the throttle valve.

During engine start-up and warm-up, the proposed device provides for the intake of atmospheric air due to heat exchange of the heated charge-air duct with the intake air ducts, which reduces the time for the engine to reach its nominal mode and reduces emissions of harmful substances into the atmosphere.

An additional effect of the declared cooler design is an automatic increase in heat removal from the charge air flow with an increase in engine load due to a corresponding increase in the intake air volume, which leads to an increase in the dynamics of turbocharged engine control and improved engine throttle response, reduced fuel consumption and increased engine reliability by increasing cooler service life.

DETAILED DESCRIPTION OF THE INVENTION

The invention is described in detail in the example below, which is not exclusive and unique in the framework of the patented invention, with reference to the accompanying figures, in which:

FIG. 1 depicts a functional diagram of a device for turbocharging an internal combustion engine according to the invention;

FIG. 2 is a longitudinal sectional view of a charge air cooler according to the invention.

The turbocharger device of the internal combustion engine includes a turbocharger 1, including a turbine 2 and a compressor 3, and an internal combustion engine 4 (ICE 4). ICE 4 includes an input manifold 5, an output manifold 6 and a cylinder block 7. The device contains a charge air cooler 8, the first input 9 of which is connected to the output of the compressor 3, and the first output 10 through the throttle

11 is connected to the inlet manifold 5 of the internal combustion engine 4. Bypass valve 12 is installed between the inlet and outlet of the turbine 2. According to the invention, the charge air cooler 8 has a second inlet 13 connected to the output of the air filter 14 and a second output 15 between which and the inlet of the throttle 11 installed bypass valve 16.

A distinctive feature of the present invention is the introduction to the circuit of the device of an adjustable air cooler 17, which is installed between the second output 15 of the charge air cooler 8 and the compressor inlet 3. The adjustable air cooler 17 can be either one of the nodes of the car air conditioning system an independent module with various execution of actuating elements, which is known, for example, from WO2013105152 A1. US20120085512 A1, US20100025125 A1, US20140223925 A1. As an example, the executive elements of the inlet air cooler 17 can be refrigerant tubes or Peltier elements placed on the air duct connecting the second outlet 15 of the cooler 8 to the compressor 3. Moreover, depending on the particular design of the adjustable inlet air cooler 17, the regulation the degree of cooling is carried out by both electrically controlled dampers and voltage regulators.

In addition, the device includes an accelerator sensor 18 and temperature and pressure sensors 19, which are installed on the inlet manifold 5, the outlet manifold 6 and the cylinder block 7 of the engine 4, as well as in front of the throttle valve 11 and the inlet and outlet of the adjustable intake air cooler 17.

The device also includes a control unit 20, the outputs of which are connected to the control inputs of the throttle valve 11, the bypass valve

12 and the bypass valve 16. The information inputs of the control unit 20 are connected to the accelerator sensor 18 and to the temperature and pressure sensors 19 installed on the inlet manifold 5, outlet manifold 6, engine block 7 of the engine and at the inlet of the throttle valve 11. By means of the information bus 21, the inlet air temperature controller 22 is connected to the control unit 20, the information inputs of which are connected to temperature and pressure sensors 19 installed at the inlet and outlet of the adjustable inlet air cooler 17. In addition, one of the information inputs of the intake air temperature controller 22 is connected to the output of the control unit 20, which, in turn, is connected to the control input of the bypass valve 16. The output of the intake air temperature controller 22 is connected to the control input of the adjustable atmospheric intake cooler 17 air.

According to the invention, the charge air cooler 8 comprises a charge air duct 23 (FIG. 2) made in the form of a hollow extended chamber with inlet and outlet nozzles 24, 25 of a smaller cross section connected to the chamber by means of adapters 26, 27. The inlet nozzle 24, which is the first input 9 of the cooler 8 is in communication with the compressor 3 (Fig. 1), and the output pipe 25, which is the first output 10 of the cooler 8, is in communication with the throttle valve 11.

It should be noted that in cross section the duct 23 may have a different shape, for example, round, oval, rectangular, which is determined by the design features and the proposed installation location of the cooler 8 in the car.

The charge air cooler 8 also includes an intake air inlet manifold 28, which is fixed to the output end of the charge air duct 23, and its inlet pipe serves as the second inlet 13 of the cooler 8. The output pipe 25 of the charge air duct 23 passes through the intake air manifold 28.

In addition, the cooler 8 contains an outlet manifold 29 of the inlet atmospheric air, mounted on the inlet end of the charge air duct 23 through a thermally insulating gasket 30. The outlet manifold 29 has an outlet pipe serving as the second outlet 15 of the cooler 8, which is in communication with the adjustable cooler 17 of the inlet atmospheric air ( figure 1). The cavity of the outlet manifold 29 is divided into chambers 31, 32, the first of which contains the inlet pipe 24 of the charge air duct 23. On the outer side surface of the charge air duct 23, a group of inlet atmospheric air pipes 33 is mounted, the inlet ends of which are connected to the inlet air manifold 28. The outlet ends of the inlet air inlet pipes 33 pass into the second chamber 32 of the outlet air inlet 29 of the inlet air through the gaskets preventing the “suction” of atmospheric air.

The number of inlet air nozzles 33 is determined by the design features of the particular cooler 8 and the intended installation location in the car so that the entire outer surface of the charge air duct 23 is coated with the surfaces of the respective nozzles 33. A common heat conducting material is formed between the contacting surfaces of the nozzles 33 and the charge air duct 23 surface through which heat is exchanged between charge air and the inlet farm air. For this, the nozzles 33 are placed on the side surface of the duct 23 in compliance with the lowest possible thermal resistance, for example, by laying on a layer of heat-conducting paste.

On each pipe 33, cooling plates 34 are fixed, which perform the function of radiators that reduce thermal resistance in the pipe section 33 — atmosphere. The shape and dimensions of the cooling plates 34 are calculated in terms of minimizing thermal resistance and the installation location of the cooler 8 in the car. An option of fixing additional cooling plates 34 directly to the duct 23 between the nozzles.

Device turbocharging an internal combustion engine operates as follows.

After starting the internal combustion engine 4 (Fig. 1), by the command of the control unit 20, the bypass valve 12 and the bypass valve 16 are closed, as a result of which all exhaust gases coming from the exhaust manifold 6 of the internal combustion engine 4 are directed to the turbine 2 of the turbocharger 1, untwisting it and the compressor 3, which is located on the same shaft with the turbine 2. At the same time, according to the command of the controller 22, the actuator (for example, tubes with refrigerant or Peltier elements) of the adjustable cooler 17 of the intake air is turned off and the air flow is unchanged temperature enters the inlet of the compressor 3, in which the stream of inlet atmospheric air is compressed, and its pressure and temperature increase as the speed of rotation of the turbine 2 increases, thereby forming a charge air stream. The charge air is directed to the first inlet 9 of the cooler 8, in which after the passage of the charge air duct 23 through the throttle valve 11, it enters the intake manifold 5 of the internal combustion engine 4. As the charge air duct 23 is heated, heat is transferred to the group of pipes 33, providing heating of the intake atmospheric passage passing through it air. An increase in the temperature of the intake air at the inlet of the compressor 3 leads to a proportional increase in the temperature at its outlet and, accordingly, in the input manifold 5 of the internal combustion engine 4. This ensures an accelerated (in comparison with the prototype) heating of the internal combustion engine 4 and its output to the nominal temperature mode, providing an adequate response to the signal from the accelerator sensor 18, that is, increasing the dynamics of control of the engine operating mode and reducing emissions to the nominal nominal level.

Information signals from sensors 19 installed at the inlet and outlet of the variable intake air cooler 17 are fed to the information inputs of the controller 22, which generates a control signal for the adjustable intake air cooler 17. In accordance with this signal, the temperature of the intake air at the inlet of the compressor 3 is stabilized within the specified limits both when the temperature and pressure of the atmospheric air change, and when the operating modes and vehicle speed are changed.

Upon receipt of a command from the control unit 20 to turn on the bypass valve 16, the controller 22 generates commands received at the control input of the adjustable intake air cooler 17 for forced temperature reduction to stabilize it within the specified limits at the inlet of compressor 3. In more detail, the process of cooling the charge air will be described below.

In the normal operation mode of the internal combustion engine 4, information signals about the operating mode of the internal combustion engine 4, in particular, the temperature and pressure of charge air, are received at the input of the control unit 20 from the sensors 19. The obtained values are processed by the control unit 20, compared with those programmed for a specific operating mode with values and in case of their difference, signals are generated that enter the control inputs of the bypass valve 12, the bypass valve 16 and the throttle valve 11, as a result of which the position of the said adjusting elements changes. Based on the signals from the sensors 19 installed at the inlet and outlet of the adjustable air cooler 17, the controller 22 generates a control signal for the regulated air cooler 17, which determines the degree of cooling required to achieve an acceptable range of temperature changes of the intake air at the compressor inlet 3. When controlling the parameters of the internal combustion engine 4 are also taken into account, information about which is supplied to the controller 22 from the control unit 20 via the information bus 21, through which the opposite direction receives information about the parameters of the intake air at the inlet of the compressor 3, including the gradient of the temperature change. It should be noted that the control unit 20 and the controller 22 can be generally implemented within a single on-board processor unit of a vehicle.

Inlet air flow through the inlet pipe, i.e. through the first inlet 13 (FIG. 2) it enters the intake manifold 28 of the intake air and then through the nozzles 33 into the chamber 32 of the exhaust manifold 29 of the intake air.

The charge air from the compressor 3 reaches the throttle valve 11, passing through the inlet pipe 24, the first adapter 26, the charge air duct 23, the second adapter 27 and the output pipe 25. The heat-insulating gasket 30 reduces the heat loss in the charge air supply to the duct 23.

According to the claimed invention, heat exchange between two oppositely directed flows — charge air and intake air is arranged in the charge air cooler 8. Due to the fact that the temperature of the charge air due to compression in the compressor 3 exceeds the temperature of the intake air, and the flows move towards each other, heat is transferred from the charge air to the intake air through a common heat-conducting surface. As a result, the charge air is cooled and, accordingly, heated intake air. Due to the low thermal resistance between the side surface of the charge air duct 23 and the nozzles 33 through which the intake air stream flows, the charge air is cooled with little heat loss.

In normal mode, to reduce the temperature of the heated intake air, it is cooled before being fed to the compressor 3 by means of an adjustable cooler 17 of the intake air. At the stage of starting and heating the internal combustion engine 4 at low ambient temperatures, the cold inlet atmospheric air is heated at the compressor inlet 3 in the charge air cooler 8 due to heat exchange between the charge air duct 23 and the nozzles 33.

In addition, in the claimed design, the cooling of the charge air is carried out by means of cooling plates 34, which transfer heat from the heated inlet atmospheric air to the atmosphere.

In the proposed device, the charge air enters the throttle valve 11 from the charge air duct 23, which is a chamber for storing and cooling the air, the shape and volume of which are determined by the specific design features of the car. This technical solution provides not only storage and cooling of air, but also allows you to accumulate the required amount of air in the duct to overcome the effect of "turbo holes", the duration of which is 0.5 - 2 seconds.

In the proposed invention, the volume of the charge air duct 23 is selected based on the possibility of accumulating the necessary amount of air to ensure the operation of the internal combustion engine 4, excluding the "turbo hole". As a result of this, when the accelerator pedal is pressed sharply into the intake manifold 5 of the internal combustion engine 4 through the open throttle 11 from the charge air duct 23, the required amount of accumulated air will be immediately delivered regardless of the speed of rotation of the compressor impeller 3 at the moment of pressing the accelerator pedal. This provides a sharp increase in the speed of the engine 4 to the desired value and a corresponding increase in temperature and pressure of the exhaust gases, increasing the speed of rotation of the impellers of the turbine 2 and compressor 3. The proposed constructive design of the charge air cooler 8, namely, the presence of parallel inlet pipes 33 of the inlet atmospheric air and the volume air duct 23 of the charge air acting as an integrator of the air flow, unlike the prototype device, practically does not impair the dynamic characteristics of the channel for supplying charge air to the intake manifold 5. The described structural solution of the charge air cooler 8 is significantly different from the known devices of similar designation. in which the widely used cooler coil, included at the inlet of the throttle valve, creates an additional delay in the air flow, thereby increasing the effect of the "turbo hole" in the engine.

It should also be noted that the presence of a volumetric charge air duct 23 reduces the frequency of switching on the bypass valve 16, through which hot charge air from the output of the compressor 3 is supplied to the throttle valve 11 and then to the intake manifold 5 of the ICE 4. In the proposed device, instead of turning on the bypass valve 16 the accumulation of charge air occurs in the duct 23 according to the signals of the sensor 19 installed at the inlet of the throttle valve 11, which allows to further reduce the temperature of the charge air directly at the entrance to the input manifold 5 ICE 4.

This statement applies equally to the switching frequency of the bypass valve 12. That is, while in the prototype these valves are turned on due to exceeding a predetermined level of charge air pressure at the inlet of the throttle valve due to the limited amount of air that can accumulate in the coil prototype cooler, in the proposed device, the air is "pumped" through the pipe 33 of the input atmospheric air into the duct 23 of charge air. Due to the design features of the charge air duct 23, it can contain a much larger volume of air compared to the cooler coil in the prototype until it reaches a predetermined pressure level of the charge air. This design solution reduces the requirements for resistance to air flow in the nozzles 33 of the input atmospheric air of the proposed device. For this reason, as noted above, the cross section of the nozzles 33 of the input atmospheric air in the proposed device to a much lesser extent affects the dynamics of the engine than the cross section of the cooler coil in the known device. The above arguments confirm that the proposed technical solution allows to improve the dynamics of the engine, virtually eliminating the effect of "turbo holes", which takes place in the known device used as a prototype.

In contrast to the known device adopted as a prototype, the claimed device lacks thin air ducts with high dynamic resistance, which leads to a delay in signal processing by the control air flow and to a loss of pressure of the charge air. On the contrary, in the claimed invention in the middle part of the duct 23 is made expanding section, which reduces the dynamic resistance to the flow of charge air.

An additional effect of the claimed performance of the charge air cooler 8 is an automatic increase in heat removal from the charge air flow when the engine load increases due to a corresponding increase in the amount of intake air that cools the charge air duct, resulting in an increase in the dynamics of control of the turbocharged engine. That is, when the car moves on difficult road sections (steep climb, rough terrain or city traffic with traffic jams), the flow of external atmospheric air cooling the charge air duct 23 will not decrease, unlike the device used as a prototype. In this case, the pressure and temperature of the charge air at the outlet of the compressor 3 and at the inlet manifold of the internal combustion engine 4 will correspond to the required values, which will always provide an adequate reaction of the internal combustion engine 4 to a change in the position of the accelerator pedal.

In the proposed ICE turbocharging device for cooling the charge air, the direct-flow counter-motion of the intake air and charge air along the common heat-conducting surface and the controlled cooling of the intake air are arranged before the turbocharger 1 is supplied to the compressor 3 by means of a controlled intake air cooler 17 and convection exchange with the atmosphere. In this case, the claimed device provides synchronization of the flow rate cooling air (intake air) and charge air temperature.

In known technical solutions in heavy road sections, with increasing temperature of charge air due to the low flow rate of atmospheric air flowing onto the intercooler-cooler, heat transfer at the intercooler-atmosphere section sharply decreases, which leads to an increase in the temperature of charge air. At the same time, the higher the temperature of the charge air, the smaller the volume can be supplied to the ICE cylinders, which impoverishes the combustible mixture and reduces the throttle response (control dynamics) of the engine. In contrast to the known technical solutions, in the claimed device, when the engine speed is increased, the intake air intake is proportionally increased, which in the proposed device is cooling for charge air, which leads to an automatic decrease in the charge air temperature.

Industrial applicability

The present invention may find application in mechanical engineering in the manufacture of turbocharged internal combustion engines.

Claims

CLAIM

1. Device for turbocharging an internal combustion engine, comprising a turbocharger including a turbine, the inlet of which is connected to the output manifold of the internal combustion engine, and the outlet is connected to the atmosphere, and a compressor, a charge air cooler, the first input of which is connected to the compressor output and the first output is connected to a throttle valve connected to the input manifold of the internal combustion engine, an air filter, the input of which is connected to the atmosphere, an overflow valve installed between the output lecturer of the internal combustion engine and turbine outlet, a bypass valve, the output of which is connected to the first output of the charge air cooler, and a control unit, the information inputs of which are connected to the accelerator sensor and to the temperature and pressure sensors of the internal combustion engine, and the corresponding outputs are connected to the control inputs of the throttle damper, bypass valve and bypass valve, characterized in that the charge air cooler has a second input in communication with the output of the air filter RA, and a second output communicated with the compressor inlet, the device comprising an adjustable inlet air cooler installed between the compressor inlet and the second outlet of the charge air cooler, to which the bypass valve output is connected, the inlet air temperature controller, the information inputs of which are connected to additional temperature and pressure sensors installed at the inlet and outlet of the adjustable intake air cooler, as well as to the output of the control unit a connection to the control input of the bypass valve, while the output of the intake air temperature controller is connected to the control input of the adjustable intake air cooler, and the control unit and the intake air temperature controller are connected by an information bus.

2. The device according to claim 1, characterized in that the charge air cooler comprises a charge air duct made in the form of a hollow extended chamber having an inlet and outlet nozzles of a smaller cross section serving as the first inlet and outlet, respectively, inlet and outlet intake air manifolds, the inlet and outlet nozzles of which serve as the second inlet and outlet of the charge air cooler, while the intake manifold of the charge air duct passes through the intake manifold of the intake air, and the input pipe of the charge air duct passes through the output manifold of the intake air, respectively, group of inlet air pipes mounted on the outer side surface of the charge air duct so that the input and output ends of each inlet pipe connected to the air inlet and outlet manifolds of the intake air, respectively, and a group of cooling plates attached to the connectors of the intake air.