What is throttle in the internal combustion engine

DE102014008931A1 - Dethrottling of the gasoline engine and recuperation of the exhaust gas energy at partial load through the use of an electrically assisted exhaust gas turbocharger - Google Patents

Dethrottling of the gasoline engine and recuperation of exhaust gas energy at partial load through the use of an electrically assisted exhaust gas turbocharger Download PDF

info

Publication number
DE102014008931A1
DE102014008931A1DE102014008931.2ADE102014008931ADE102014008931A1DE 102014008931 A1DE102014008931 A1DE 102014008931A1DE 102014008931 ADE102014008931 ADE 102014008931ADE 102014008931 A1DE102014008931 A1DE 102014008931A1
Authority
DE
Germany
Prior art keywords
internal combustion
combustion engine
exhaust gas
energy
load
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
DE102014008931.2A
Other languages
English (en)
Inventor
Applicant same
Original assignee
Richard Diepolder
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 Richard DiepolderfiledCriticalRichard Diepolder
Priority to DE102014008931.2ApriorityCriticalpatent / DE102014008931A1 / de
Publication of DE102014008931A1publicationCriticalpatent / DE102014008931A1 / de
Pendinglegal-statusCriticalCurrent

Left

  • 238000002485combustion reactionMethods0.000claimsabstractdescription31
  • 230000001052transientEffects0.000claimsabstract2
  • 230000001808couplingEffects0.000claimsdescription2
  • 238000010168 coupling processMethods0.000claimsdescription2
  • 238000005859 coupling reactionMethods0.000claimsdescription2
  • 239000000284extractSubstances0.000abstract1
  • 230000001133accelerationEffects0.000description4
  • 230000000875correspondingEffects0.000description4
  • 206010040003 Sensation of pressureDiseases0.000description1
  • 235000019577caloric intakeNutrition0.000description1
  • 238000007906 compressionMethods0.000description1
  • 230000003111delayedEffects0.000description1
  • 238000004146 energy storageMethods0.000description1
  • 238000000605extractionMethods0.000description1
  • 238000000034methodMethods0.000description1
  • 230000035484 reaction timeEffects0.000description1
  • 230000001105regulatoryEffects0.000description1
  • 230000002269spontaneousEffects0.000description1

Images

Classifications

    • F — MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01 — MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N — GAS FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5 / 00 — Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy
    • F01N5 / 04 — Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy the devices using kinetic energy
    • F — MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02 — COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B — INTERNAL COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37 / 00 — Engines characterized by provision of pumps driven at least for part of the time by exhaust
    • F02B37 / 04 — Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37 / 10 — Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurized fluid from a reservoir or an engine-driven pump
    • 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 characterized by provision of pumps driven at least for part of the time by exhaust
    • F02B37 / 12 — Control of the pumps
    • F02B37 / 14 — Control of the alternation between or the operation of exhaust drive and other drive of a pump, e.g. dependent on speed
    • F — MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02 — COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B — INTERNAL COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39 / 00 — Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33 / 00 - F02B37 / 00
    • F02B39 / 02 — Drives of Pumps; Varying pump drive gear ratio
    • F02B39 / 08-Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39 / 10 — Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • 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
    • F02B41 / 00 — Engines characterized by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41 / 02 — Engines with prolonged expansion
    • F02B41 / 10 — Engines with prolonged expansion in exhaust turbines
    • F — MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02 — COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D — CONTROLLING COMBUSTION ENGINES
    • F02D41 / 00 — Electrical control of supply of combustible mixture or its constituents
    • F02D41 / 0002 — Controlling intake air
    • F02D41 / 0007 — Controlling intake air for control of turbo-charged or super-charged engines
    • F — MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02 — COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D — CONTROLLING COMBUSTION ENGINES
    • F02D11 / 00 — Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11 / 06 — Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterized by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11 / 10 — Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterized by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • 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

Abstract

Description

  • The invention relates to the field of internal combustion engines and, more particularly, to load control of such engines. Modern combustion engines are characterized by the following features:
    • - The exhaust gas turbocharger to generate the required boost pressure, consisting of the compressor wheel (), turbine wheel (), bearing shaft () and bypass with wastegate ().
    • - The throttle valve (), by opening or closing the throttle valve (), more or less air is supplied to the combustion engine and thus serves as a load control element
    • - the boost pressure control, through the controlled opening of the bypass via the wastegate (), the exhaust gas mass flow is diverted unused to the turbine wheel ().
  • Load means the torque made available by the motor that must be available to operate the motor in the respective operating state (constant travel, acceleration, deceleration; on level ground, uphill or downhill) in order to be able to drive or accelerate at a constant speed.
  • The air supplied to the internal combustion engine is almost proportional to the torque it can deliver. In modern gasoline engines, the pre-compression of the intake combustion air, e.g. B. by an exhaust gas turbocharger, so much torque is already provided by the combustion engine in the lower partial load range that these vehicle engines can be operated at very low speeds. By designing the exhaust gas turbocharger for maximum boost pressure at maximum speed, the compressor wheel () generates too high a pressure in front of the throttle valve in part-load operation (city or rural areas) despite the wastegate being fully open (). The higher pressure in front of the throttle valve results from the better efficiency of the compressor wheel () compared to the turbine wheel () and the slightly higher exhaust gas mass flow through the turbine wheel () at these operating points. The load control element, the throttle valve (), is strongly throttled to reduce the pressure in the intake manifold (). This principle of load control leads to high throttle losses in partial load operation and thus to inefficient operation of the internal combustion engine. Please refer
  • Furthermore, solutions are known which greatly shorten the reaction time of the turbocharger in order to enable a spontaneous increase in the torque of the internal combustion engine. In this case, the turbocharger is electrically assisted in order to conceal what is known as the turbo lag, i.e. the delayed increase in torque of the internal combustion engine in the event of a sudden load change. The mode of operation is that the torque generated by the electric motor drives the rotor, i.e. H. the compressor wheel () with shaft () and turbine wheel () of the turbocharger accelerates. This solution is only effective when the vehicle accelerates moderately to strong. The arrangement of the electric drive on the turbocharger is irrelevant for the mode of operation; it can also be done independently of the exhaust gas turbine ().
  • Other solutions provide for the air supplied to the internal combustion engine to be throttled or pre-compressed via a turbine with a connection to an electrical machine in the intake system, as required. However, this system cannot recuperate any energy from the exhaust gas mass flow.
  • Solutions are also known which use a plurality of turbochargers which are arranged either in series and / or in parallel in the intake or exhaust system. Here, too, only one advantage is often cited, that with an electrically assisted design of a turbocharger, the increase in torque can be improved in the event of a sudden load change.
  • The invention proposes a method for operating such an internal combustion engine that it allows the internal combustion engine to be unthrottled, i. E. H. with open throttle valve (), to be operated in partial load operation. The load is no longer controlled via the throttle valve, but rather through the boost pressure made available.
  • Due to the design of the turbocharger with a corresponding compressor wheel () and a corresponding turbine wheel () and the associated differences in efficiency of the wheels () and (), a speed is generated by the exhaust gas mass flow through the turbine () that generates a corresponding speed on the directly driven compressor wheel () Boost pressure (pvdk) generated. In stationary or quasi-stationary part-load operation, this boost pressure (pvdk) too high for the operation of the internal combustion engine. This boost pressure (pvdk) on the air requirement of the combustion engine, d. H. on the required intake manifold pressure (ps), throttled.
  • The invention is characterized in that it eliminates this throttling in partial load operation and thereby minimizes the flow losses at the throttle valve (14). With the invention, energy is taken from the system in partial load operation by the electric machine () and the energy obtained is temporarily stored in an energy store ().
  • The invention is characterized in that it reduces the loss of efficiency at the throttle valve () by lowering the boost pressure (pvdk) to the necessary intake manifold pressure level (ps) eliminated by throttling the engine in partial load operation. This means that electrical energy is obtained from the enthalpy of the exhaust gas mass flow. This can be used again to operate the vehicle electrical system or to remove the turbo lag when accelerating.
  • The invention makes it possible to extract energy from the exhaust gas mass flow, to store it temporarily and to release it again when required. For example, in the case of a rapid increase in torque, e.g. B. during acceleration, energy can be fed back to the turbocharger system and thus to the internal combustion engine. It is also possible, with stationary or quasi-stationary partial load operation of the internal combustion engine, to feed energy into the on-board network of the vehicle, thereby relieving the load on the vehicle's generator and improving the efficiency of the overall system.
  • Intelligent regulation of the extraction and supply of energy from and into the turbocharger of the ATL is regulated by a control unit (e.g. engine control unit) and corresponding algorithms. The amount of energy to be drawn can be actively influenced by an additional targeted control of the wastegate position (). Active intervention by the driver can also be carried out with an actuating device.
  • A characteristic of the invention is that the regulated extraction of excess energy from the turbocharger's running gear by the electric machine () in part-load operation only builds up the boost pressure that is required for the stationary or quasi-stationary part-load operation of the internal combustion engine in the intake manifold () . The invention leads to the fact that the throttle valve () can be opened and thus the throttle losses decrease (see). Dethrottling the air path leads to a reduction in CO2Emissions.
  • As a result of the invention, the load control of the internal combustion engine takes over the charge pressure regulation in partial load operation with the aid of the electric machine (). In this way, the throttle valve () can be opened and the flow of fresh air mass to the internal combustion engine can be regulated via the electric machine.
  • The position and coupling of the electrical machine () with the bearing shaft () does not affect the functionality mentioned above.
  • The energy extracted from the exhaust gas mass flow, which has been converted into electrical energy by the electrical machine () and stored in an energy store (), can be fed into the vehicle electrical system immediately.
  • If you consider the power consumption of the turbine wheel () or the power output of the compressor wheel (), the following relationship emerges for the possible electrical power in the rotor:
  • The following applies to the performance of the compressor or turbine wheel:
    Pel > 0: energy output
    Pel <0: energy consumption
  • Pdoor
    = Power at the turbine wheel ()
    Pver
    = Power at the compressor wheel ()
    Pel
    = usable electrical power from the running gear
    T
    = Temperature before turbine / compressor
    ε
    = Turbine / compressor efficiency
    ms
    = Mass flow through turbine / compressor
    p2/ p1
    = Pressure ratio at turbine / compressor
    κ
    = Quotient from cp/ cv
    cp
    = specific heat capacity at constant pressure
    cv
    = specific heat capacity at constant volume
    x
    = Placeholder for index door or ver
    1
    Air filter;
    2
    Compressor wheel ATL;
    3
    Intercooler;
    4
    Throttle;
    5
    Suction pipe;
    6
    Exhaust manifold;
    7
    Turbine wheel ATL;
    8
    Energy storage;
    9
    electric machine ATL;
    10
    Bearing shaft ATL;
    11
    Internal combustion engine;
    12
    Bypass with wastegate
    • ps
      = Pressure in the intake manifold;
      pvdk
      = Pressure before throttle valve;
      wdk
      = Angle throttle valve

Claims (1)

  1. The invention is based on the use of an internal combustion engine and an electrical machine () that is directly coupled to the common bearing shaft () of the compressor () and turbine wheel () of an exhaust gas turbocharger (called ATL for short). By coupling the electrical machine () with the rotating parts of the ATL, energy can be taken from or supplied to the system. The dissipated energy is stored in an energy store (). The supplied energy is taken from an energy store (). The invention is characterized in that: a) the load control of the internal combustion engine in partial load operation takes place by regulating the boost pressure, b) the throttle valve can be opened and the internal combustion engine can thus be operated unthrottled, c) the efficiency of the internal combustion engine through the dethrottling in Partial load operation increases, d) the energy contained in the exhaust gas is converted into electrical energy by the electrical machine and thereby relieves the vehicle generator, which leads to a further increase in efficiency and e) the electrical machine can supply energy to the system again, which the Can support exhaust gas turbochargers in transient operation.
DE102014008931.2A2014-06-172014-06-17 De-throttling of the gasoline engine as well as recuperation of the exhaust gas energy at partial load through the use of an electrically assisted exhaust gas turbocharger PendingDE102014008931A1 (de)

Priority Applications (1)

Application NumberPriority DateFiling dateTitle
DE102014008931.2ADE102014008931A1 (de) 2014-06-172014-06-17Dethrottling of the gasoline engine and recuperation of exhaust gas energy at partial load through the use of an electrically assisted exhaust gas turbocharger

Applications Claiming Priority (1)

Application NumberPriority DateFiling dateTitle
DE102014008931.2ADE102014008931A1 (de) 2014-06-172014-06-17Dethrottling of the gasoline engine and recuperation of exhaust gas energy at partial load through the use of an electrically assisted exhaust gas turbocharger

Publications (1)

ID = 54706102

Family Applications (1)

Application NumberTitlePriority DateFiling date
DE102014008931.2APendingDE102014008931A1 (de) 2014-06-172014-06-17Dethrottling of the gasoline engine and recuperation of exhaust gas energy at partial load through the use of an electrically assisted exhaust gas turbocharger

Country Status (1)

Cited By (1)

Publication numberPriority datePublication dateAssigneeTitle
WO2019238297A1 (de) *2018-06-152019-12-19Robert Bosch GMBHMethod and control unit for operating a drive device, drive device

Citations (1)

Publication numberPriority datePublication dateAssigneeTitle
DE102010011027A1 (de) *2010-03-112011-09-15Bayerische Motoren Werke AktiengesellschaftCharging device for an internal combustion engine

Patent Citations (1)

Publication numberPriority datePublication dateAssigneeTitle
DE102010011027A1 (de) *2010-03-112011-09-15Bayerische Motoren Werke AktiengesellschaftCharging device for an internal combustion engine

Cited By (1)

Publication numberPriority datePublication dateAssigneeTitle
WO2019238297A1 (de) *2018-06-152019-12-19Robert Bosch GMBHMethod and control unit for operating a drive device, drive device

Similar documents

Legal events

DatecodeTitleDescription
R086Non-binding declaration of licensing interest
R012Request for examination validly filed
R163Identified publications notified
R016Response to examination communication