• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an internal combustion engine (1) having a plurality of cylinders (Z), an exhaust gas recirculation system (2) having at least one exhaust gas recirculation line (19) between an exhaust system (3) and an intake system (4), one throttle valve (17) for throttling the fresh air intake system (4) has a first fresh air flow path (9a) which branches into a second (9b) and a third fresh air flow path (9c), and wherein the exhaust gas recirculation line (19) and the second fresh air flow path (9b) in an electrically operated compressor (22) having air / EGR flow path (30), wherein the second fresh air flow path (9b) and the air / EGR flow path (30) with at least one inlet channel (18) of a cylinder (Z), in particular all cylinders ( Z) is fluidly connected. In order to keep the number of components small and to reduce the control effort, it is provided that the throttle valve (17) in the first Frischluftströmungsweg (9a) upstream of the branching in the second and third fresh air flow path (9b, 9c) is arranged.
    公开号:AT518400A4
    申请号:T50082/2016
    申请日:2016-02-10
    公开日:2017-10-15
    发明作者:Paul Kapus Dr
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to an internal combustion engine having a plurality of cylinders, comprising an exhaust gas recirculation system having at least one exhaust gas recirculation line between an exhaust system and an intake system, wherein the intake system having a throttle for throttling the fresh air has a first Frischluftströmungsweg, which branches into a second and a third Frischluftströmungsweg, and wherein the exhaust gas recirculation line and the second fresh air flow path open into an air / EGR flow path having an electrically driven compressor, the second fresh air flow path and the air / EGR flow path being in fluid communication with at least one intake port of a cylinder, in particular all cylinders.
    From US 6,062,026 A an internal combustion engine with an exhaust gas recirculation system is known, wherein in an air / EGR flow path (EGR = Exhaust Gas Recirculation), an electric compressor is arranged. The electric compressor is bypassable via a by-pass valve having a bypass valve. In this case, a mixing valve is arranged in the region of a merger of the exhaust gas recirculation line and a fresh air flow path. The air / EGR flow path opens into the inlet header as the only inlet line. A cylinder-selective exhaust gas recirculation and supply of fresh air is therefore not possible. The mixing valve has the disadvantage that it must be designed for both high temperatures, as well as high exhaust gas / air flow rates, which adversely affects the manufacturing cost and cost. Since the mixing valve is traversed by the exhaust gas, it is exposed to heavy pollution, which has a very adverse effect on the life.
    EP 0 911 502 B1 discloses an internal combustion engine with an exhaust gas recirculation system, wherein the exhaust gas recirculation line opens into a distributor strip, from which in each case one distributor channel discharges into each case into one inlet channel. As a result, the same and high charge dilution can be achieved for all cylinders.
    WO 2007/083131 A1 discloses a supercharged diesel internal combustion engine in which an electric compressor is arranged in a bypassable air / EGR flow path. In this case, an adjustable throttle valve is arranged in the air / EGR flow path. Furthermore, to control the fresh air in the bypass line, as well as to control the amount of recirculated exhaust gas in the
    Exhaust gas recirculation line arranged adjustable valves. The large number of controllable valves requires a relatively high control effort.
    AT 512 890 B1 describes an internal combustion engine having an electric compressor arranged in an air / EGR flow path, wherein an exhaust gas recirculation line having an exhaust gas recirculation valve opens into the air / EGR flow path. The air / EGR flow path is divided into cylinder-selective feed channels downstream of the electric compressor, wherein at least one feed channel opens into an inlet channel per cylinder. A first fresh air flow path emanating from a compressor of an exhaust gas turbocharger is divided into second and third fresh air flow paths, wherein a fresh air valve is disposed in the second fresh air flow path and a throttle valve is disposed in the third fresh air flow path. The second and third Frischluftströmungsweg be alternatively or in parallel flows through fresh air. The second fresh air flow path and the exhaust gas recirculation line merge into the air / EGR flow path. The recirculated exhaust gas quantity is regulated via the exhaust gas recirculation valve, the fresh air via the fresh air valve. However, the positioning of the throttle valve and the fresh air valve in the second and third fresh air flow paths parallel to each other in flow are disadvantageous to the control effort. A further disadvantage is that after the air / EGR flow path has been operated only with recirculated exhaust gas, ie without fresh air, this flow path has to be purged, which in the short term-until the remaining amount of exhaust gas is flushed out-can cause a loss of performance.
    The object of the invention is to avoid the disadvantages mentioned and to reduce fuel consumption and emissions in an internal combustion engine of the type mentioned in the simplest possible way and with the lowest possible control effort.
    According to the invention, this is achieved by arranging the throttle valve in the first fresh air flow path upstream of the branching into the second and third fresh air flow paths.
    Characterized in that the throttle valve is arranged before the branching in the second and third Frischluftströmungsweg, this can be used to control the flowing in the first Frischluftströmungsweg total amount of fresh air.
    The regulatory effort is thus limited to the regulation of the exhaust gas recirculation valve and the throttle valve.
    The throttle valve thus also takes over the control of the amount of air in the third fresh air flow path and thus fulfills the functions of a known from the prior art AT 512 890 Bl, arranged in the second fresh air flow fresh air valve and arranged in the third flow path throttle.
    The invention is particularly well suited to high pressure exhaust gas recirculation systems, and can also be used for low pressure exhaust gas recirculation systems. High-pressure exhaust gas recirculation systems are exhaust gas recirculation systems in which the exhaust gas recirculation line branches off from the exhaust system upstream of the turbine of the exhaust gas turbocharger and opens into the intake system downstream of the compressor of the exhaust gas turbocharger. Low-pressure exhaust gas recirculation systems are exhaust gas recirculation systems in which the exhaust gas recirculation line branches off from the exhaust system downstream of the turbine of the exhaust gas turbocharger and opens into the intake system upstream of the compressor of the exhaust gas turbocharger.
    To save components, it is particularly advantageous if the second fresh air flow path has a fixed flow cross-section and is preferably valveless. This makes it possible to keep the number of components small.
    In a further embodiment of the invention it is provided that the third Frischluftströmungsweg emanates into a first plenum and the air / EGR flow path in a second plenum, wherein the first and the second plenum separate from each other and at least one cylinder leading first and second inlet flow paths.
    In an extremely preferred embodiment of the invention, it is provided that at least one inlet channel of a cylinder is divided into a first and a second subchannel by a channel partition extending in the longitudinal direction of the inlet channel, the first subchannel forming the first inlet flowpath and the second subchannel forming the second inlet flowpath.
    It is particularly expedient if the two sub-channels open into regions of the cylinder which are remote from the cylinder axis, wherein the sub-channels are preferably arranged one above the other, viewed in a meridian section of the cylinder, ie side by side in the direction of the cylinder axis. This makes it possible to generate a targeted tumble flow in the cylinder.
    The channel partition can be arranged at least in sections in the region of the central axis or of the upper third of the inlet channel. It divides the inlet channel into a cylinder facing away from the upper and a cylinder facing the lower channel portion.
    In order to keep the control effort as small as possible, it is advantageous if a designed as a simple control valve valve in the exhaust gas recirculation line of the exhaust gas recirculation system, preferably upstream of the electrically operated compressor, is arranged. Thus, an error-prone and costly high-temperature resistant fresh air / EGR mixing valve can be dispensed with.
    A particularly simple variant of the invention provides that at least one check valve is arranged in the second fresh air flow path. This prevents backflow in the second fresh air flow path and improves the accuracy of the control of the fresh air and recirculated exhaust gas amount.
    The invention will be explained in more detail below with reference to non-limiting exemplary embodiments shown in the following figures. In it show schematically:
    1 shows an internal combustion engine according to the invention,
    2 shows an intake system of an internal combustion engine according to the invention in a variant embodiment,
    3 shows an internal combustion engine according to the invention in a first application example,
    4 shows an internal combustion engine according to the invention in a second application example,
    5 shows an internal combustion engine according to the invention in a third application example,
    6 shows a control time diagram for a Miller-Atkinson cycle of the internal combustion engine according to the invention,
    7 is a timing chart for a Miller cycle of the internal combustion engine according to the invention,
    Fig. 8 is a pressure map with registered differential pressures in an internal combustion engine according to the invention with a low-pressure exhaust gas recirculation system and
    Fig. 9 is a pressure map with registered differential pressures in an internal combustion engine according to the invention with a high-pressure exhaust gas recirculation system.
    The engine 1 designed for a plurality of cylinders Z has an exhaust gas recirculation system 2 between an exhaust system 3 and an intake system 4. Reference numeral 5 denotes an exhaust-gas turbocharger whose exhaust-gas turbine 6 is arranged in the outlet branch 7 of the outlet system 3 and whose compressor 8 is arranged in the inlet branch 9 of the inlet system 4. Downstream of the turbine 6 of the exhaust gas turbocharger 5 exhaust gas purification devices 10 and muffler 11 are arranged.
    In the intake line 4, an air filter 12 is arranged upstream of the compressor 8 of the exhaust gas turbocharger 5, and a charge air cooler 13 is arranged downstream of the compressor 8. Reference number 14 denotes a lambda probe arranged downstream of the exhaust gas turbine 6 in the exhaust gas line 7, reference number 15 designates a boost pressure sensor arranged in the intake line 9 downstream of the compressor 8. The intake manifold 9 into an intake manifold 16. From the intake manifold 16, cylinder-specific intake ports 18 lead to the individual cylinders Z.
    The exhaust gas recirculation system 2 has an exhaust gas recirculation line 19, which starts from the exhaust line 7 and leads to the intake system 4. In the exhaust gas recirculation line 19, an exhaust gas recirculation cooler 20 and downstream of this designed as a simple control valve exhaust gas recirculation valve 21 is arranged.
    Reference numeral 22 denotes an electric compressor which is positioned in an air / EGR flow path 30 between the exhaust gas recirculation system 2 and the intake system 4 so as to selectively supply recirculated exhaust gas, fresh air, or a mixture of recirculated exhaust gas and fresh air. Downstream of the electric compressor 22 in the air / EGR flow path 30, an exhaust gas recirculation cooler 31 is arranged.
    The intake branch 9 has a first fresh air flow path 9a which branches into a second fresh air flow path 9b and a third fresh air flow path 9c. The second fresh air flow path 9b and the exhaust gas recirculation line 2 merge upstream of the electric compressor 22 driven by an electric motor to the air / EGR flow path 30. The third fresh air flow path 9c leads via the check valve 25 to the inlet header 16. The check valve 25 opens in the direction of the inlet header 16 and closes in the opposite direction.
    In the exemplary embodiment shown in FIG. 1, the exhaust gas recirculation system 2 is designed as a high-pressure exhaust gas recirculation system, with the exhaust gas recirculation line 19 branching off from the exhaust gas line 7 upstream of the exhaust gas turbine 6 and opening into the intake system 4 downstream of the compressor 8.
    The third fresh air flow path 9c opens into a first plenum 16a and the air / EGR flow path 30 into a second plenum 16b of the inlet header 16, wherein the two plenums 16a, 16b are separated by a partition wall 29a which continues as a longitudinal partition 29b Inlet channels 18 of each cylinder Z finds. By the longitudinal partition 29b each inlet channel 18, or at least one inlet channel 18 of each cylinder Z or at least one cylinder Z, divided into a first 18a and a second sub-channel 18b, wherein the first sub-channel 18a from the first plenum 16a and the second sub-channel 16b from the second Collection chamber 16b goes out. The longitudinal partition wall 29b extends into the valve space 20 of the respective inlet channel 18, so that the flow of each partial channel 18a, 18b is guided into the cylinder Z until just in front of the inlet opening 20a (FIG. 2). Denoted at la is the cylinder head of the internal combustion engine 1.
    In a meridian section of the cylinder Z indicated in FIG. 2, the second sub-channel 18b is arranged above the first sub-channel 18a, whereby the flows from the sub-channels 18a, 18b at different distances to the cylinder axis (not shown) of the cylinder Z open into its cylinder space , As a result, a targeted charge movement of the inlet flow in the cylinder Z is initiated, as indicated in FIG. 2 by the arrows S. In particular, a tumble motion T in the cylinder space Z is amplified or caused. When entering the cylinder Z thus different flow rates form, as indicated by the length of the arrows S. This results in the cylinder space Z a pronounced tumble movement T. In addition, a stratification of the recirculated exhaust gas in the combustion chamber can be generated via the directed supply.
    As shown in FIG. 1, a throttle valve 17 is disposed in the first fresh air flow path 9a upstream of the branch into the second and third fresh air flow paths 9b, 9c. The second Frischluftströmungsweg 9b is completely without any means for changing the flow cross-section, without any valves or flaps executed. The third Frischluftströmungsweg 9c contains - apart from the check valve 25 - also no controllable valve or a controllable flap.
    By controlling the exhaust gas recirculation valve 21 and the throttle valve 17 second valve 23, the electric compressor 22 promotes either fresh air from the fresh air line 9a of the intake system 4, or a mixture of recirculated exhaust gas and fresh air. About the throttle valve 17 thus takes place both the load control, as well as the mixture control. The exhaust gas recirculation valve 21 only needs to be designed for the maximum permissible recirculated exhaust gas quantity, but for high exhaust gas temperatures. The throttle valve 17 is thermally stressed little, but must be able to control large amounts of intake air. Thus, each of the two control members 17, 21 can be optimally designed for its respective intended use. Because the second fresh air flow path 9b can not be shut off, a minimum amount of fresh air corresponding to the position of the throttle flap is always introduced into the air / EGR flow path 30. An operation with 100% exhaust gas rate is thus not possible, a separate purging of the air / EGR flow path 30 can thus be completely eliminated.
    The electric compressor 22 serves both as a second charging stage, as well as a pump for recirculated exhaust gas. This makes it possible to carry out an exhaust gas recirculation with relatively high exhaust gas recirculation rates even under unfavorable pressure conditions. In areas of poor response, the electric compressor 22 (which may be located either before or after the compressor 8 of the exhaust gas turbocharger) acts as a second charging stage that can close the so-called "turbo lag". In areas of unfavorable pressure ratio, the electric compressor 22 acts as a pump for recirculated exhaust gas. The required electrical energy is thereby preferably generated by an improved generator (e.g., a belt-starter generator) in deceleration phases or in phases in which energy production is positive from the energy balance. Only in emergencies, the energy is generated at the time of consumption of the electric compressor 22.
    FIGS. 3 to 5 show application examples for the described internal combustion engine 1 shown in FIGS. 1 and 2 for driving a motor vehicle.
    The internal combustion engine 1 is in each case combined with an additional traction electric motor 40 (for example a 48 V electric motor), which is referred to as ISG or BSG at the input 41a (FIG. 3, 4) or output 41b (FIG. 5) of a manual transmission 41 (for example a 7-speed dual-clutch transmission) is arranged. With the traction electric motor 40 additional drive torque can be provided or - generator operation - applied a braking torque and electrical energy generated and other electrical consumers made available or stored in a secondary battery 42 a, 42 b. Reference numeral 42c denotes a voltage converter. Reference numeral 43 denotes a starter motor.
    With this traction electric motor 40, the motor vehicle at low load (up to about 5-6 kW) driven. The internal combustion engine 1 is thereby separated from the drive train via the clutch indicated by reference numeral 44.
    At high load demand of the traction electric motor 40 is overloaded (around 20 - 30 kW). The vehicle can accelerate immediately with this torque. In the overload phase, the internal combustion engine 1 is started via the separate starter motor 43 or over part of the torque of the traction electric motor 40. Only after running up the internal combustion engine 1, the clutch 44 is closed and the internal combustion engine 1 takes over the further acceleration.
    Thus, there is no delay in the acceleration caused by the required starting time of the internal combustion engine 1.
    The electric compressor 22 not only as an additional charge, but also as a pump (EGR pump) for the recirculated exhaust gas. Since the electric compressor 22 is seated in the main mass flow, it can be used in throttle operation as a power generator. As a result, part of the current required for the traction electric motor 40 can be generated recuperatively.
    Especially with internal combustion engines with early or late inlet closure (Miller or Atkinson engine), the traceable exhaust gas quantity can be limited.
    8 shows a pressure map of a Miller-cycle internal combustion engine with a low-pressure exhaust gas recirculation system, wherein the mean effective pressure BMEP is plotted against the engine speed n. In the pressure map, differential pressures Δρ (pressure gradient) of the exhaust gas recirculation between the exhaust gas sampling point in the exhaust system and the exhaust gas discharge point in the intake system are entered. Reference numeral "A" designates a low-pressure gradient region Δρ in which external exhaust gas recirculation between the exhaust system and the intake system is possible only with additional measures. "B" indicates a region of the map in which only internal exhaust gas recirculation is performed.
    9 shows a pressure characteristic diagram of a Miller-cycle internal combustion engine with a high-pressure exhaust gas recirculation system, the effective mean pressure BMEP also being plotted against the engine speed n. In the pressure map, differential pressures Δρ (pressure gradient) of the exhaust gas recirculation between the exhaust gas sampling point in the exhaust system and the exhaust gas discharge point in the intake system are entered. Again, reference numeral "A" designates a region of low pressure gradient Δρ in which external exhaust gas recirculation between exhaust system and intake system is possible only with additional measures. "B" indicates a region of the map in which only internal exhaust gas recirculation is performed.
    6 shows a valve lift diagram for a Miller or Atkinson internal combustion engine for different intake and exhaust valve timing, where I is the valve lift curves of the intake valves and E is the valve lift curves of the exhaust valves. The indices "0" denote the standard or normal control times in the Otto cycle, the indices "1" shifted timings with premature closure (~ Miller cycle) and the indices "2" shifted delayed closure timings (~ Atkinson cycle) By using the electric compressor 22 as an EGR pump, exhaust gas can be recirculated in the low load range (at low pressure EGR) or in the high load range (high pressure EGR), in particular at low rotational speeds (EGR = Exhaust Gas Recirculation).
    When compared to the normal control time I0 early inlet closing the inlet valve is closed before reaching the bottom dead center UT (see I2 in Miller mode, see Fig. 7). It decreases the effective compression ratio. The geometric compression ratio can be raised. By closing the intake valve early, throttle losses are avoided in the low load range. Due to the small throttling, the recirculated exhaust gas quantity (EGR quantity) can be limited. In the high load range at low speeds, the boost pressure requirement increases. This can lead to the boost pressure being above the exhaust backpressure after a certain load. A high-pressure EGR (removal before turbine, supply to compressor) is then no longer possible.
    When compared to the normal intake timing I0 late inlet closure (I2 in Fig. 6), the inlet valve remains open even after the bottom dead center. Sucked air is pushed back into the intake manifold (Atkinson operation). This reduces the throttle losses at low load. Due to the small amount of throttling, the amount of EGR may be limited. In the high load range at low speeds, the boost pressure requirement increases. This can lead to the boost pressure being above the exhaust backpressure after a certain load. A high-pressure EGR is then no longer possible.
    Due to the low pressure difference at Miller or Atkinsonbetrieb between exhaust sampling point of the exhaust gas recirculation after the exhaust gas turbine and the feed point before the compressor at low pressure EGR, it may be difficult to regulate the desired EGR rate at low loads and speeds. The
    Pumping the recirculated exhaust gas by means of the electric compressor 22 solves this problem.
    权利要求:
    Claims (10)
    [1]
    An internal combustion engine (1) having a plurality of cylinders (Z), an exhaust gas recirculation system (2) having at least one exhaust gas recirculation line (19) between an exhaust system (3) and an intake system (4), one throttle valve (17) for throttling the fresh air inlet system (4) has a first fresh air flow path (9a) which branches into a second (9b) and a third fresh air flow path (9c), and wherein the exhaust gas recirculation line (19) and the second fresh air flow path (9b) into an electrically driven compressor (22) having air / EGR flow path (30), wherein the second fresh air flow path (9b) and the air / EGR flow path (30) with at least one inlet channel (18) of a cylinder (Z), in particular all cylinders (Z) is fluidly connected, characterized in that the throttle valve (17) in the first fresh air flow path (9 a) upstream of the branch into the second and third fresh air St is arranged (9b, 9c).
    [2]
    2. Internal combustion engine (1) according to claim 1, characterized in that the second fresh air flow path (9b) has a fixed flow cross-section and is preferably valveless
    [3]
    3. internal combustion engine (1) according to claim 1 or 2, characterized in that in the third fresh air flow path (9c) at least one check valve (25) is arranged.
    [4]
    4. internal combustion engine (1) according to one of claims 1 to 4, characterized in that the third fresh air flow path (9c) into a first collecting space (16a) and the air / EGR flow path (30) into a second collecting space (16b) opens, wherein first and second inlet flow paths separate from one another and at least to a cylinder (Z) emanate from the first (16a) and the second plenum (16b).
    [5]
    5. Internal combustion engine (1) according to claims 5, characterized in that at least one inlet channel (18) of a cylinder (Z) is divided by a longitudinal partition wall (29b) into a first (18a) and a second partial channel, wherein first partial channel (18a) the first inlet flowpath and the second subchannel (18b) form the second inlet flowpath.
    [6]
    6. Internal combustion engine (1) according to claims 5, characterized in that the channel partition wall (29b) is arranged at least in sections in the region of the central axis and the upper third of the inlet channel (18).
    [7]
    7. Internal combustion engine (1) according to claim 6, characterized in that the two sub-channels (18a, 18b) open in different areas of the cylinder axis of the cylinder (Z), wherein preferably the sub-channels (18a, 18b) - in a meridian section of Cylinder (Z) considered - are arranged side by side in the direction of the cylinder axis.
    [8]
    8. Internal combustion engine (1) according to one of claims 1 to 4, characterized in that designed as a simple control valve exhaust gas recirculation valve (21) in the exhaust gas recirculation line (19) of the exhaust gas recirculation system (2), preferably upstream of the electrically operated compressor (22) arranged is.
    [9]
    9. internal combustion engine (1) according to one of claims 1 to 8, characterized in that the internal combustion engine (1) is operable in at least one operating range in a Miller cycle.
    [10]
    10. internal combustion engine (1) according to one of claims 1 to 9, characterized in that the internal combustion engine (1) is operable at least in an operating range in an Atkinson cycle.
    类似技术:
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    同族专利:
    公开号 | 公开日
    AT518400B1|2017-10-15|
    DE102017102346A1|2017-08-10|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US6062026A|1997-05-30|2000-05-16|Turbodyne Systems, Inc.|Turbocharging systems for internal combustion engines|
    EP0911502A2|1997-10-21|1999-04-28|AVL List GmbH|Spark-ignited combustion engine|
    WO2007083131A1|2006-01-23|2007-07-26|Ricardo Uk Limited|Supercharged diesel engines|
    WO2010012919A1|2008-07-29|2010-02-04|Renault S.A.S.|Supercharged internal combustion engine provided with a flexible exhaust gas recirculation circuit and method for operating the engine|
    DE102011013496A1|2011-03-10|2012-09-13|Daimler Ag|Internal combustion engine for motor vehicle, has exhaust gas recirculation device with recirculation line, through which exhaust gas is recirculated from exhaust gas tract to intake tract|
    AT512890A4|2013-03-13|2013-12-15|Avl List Gmbh|Internal combustion engine|
    EP3814623A1|2018-06-29|2021-05-05|Volvo Truck Corporation|An internal combustion engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50082/2016A|AT518400B1|2016-02-10|2016-02-10|INTERNAL COMBUSTION ENGINE WITH SEVERAL CYLINDERS|ATA50082/2016A| AT518400B1|2016-02-10|2016-02-10|INTERNAL COMBUSTION ENGINE WITH SEVERAL CYLINDERS|
    DE102017102346.1A| DE102017102346A1|2016-02-10|2017-02-07|Internal combustion engine with several cylinders|
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