• 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 describes a device for conditioning the atmosphere in engine testing, comprising an inlet duct connected to a motor intake, an exhaust duct connected to the engine exhaust, a communication duct connecting the inlet duct to the outlet duct, a bypass valve in the inlet duct, a turbocharger in the inlet duct, a heat exchanger in the outlet duct, and a turbocharger behind the heat exchanger. In addition, it comprises a first three-way valve that connects the inlet to the outlet duct, an all-or-nothing valve in the outlet duct, a second three-way valve in the outlet duct, a regulation valve in a duct that connects the outlet duct to the atmosphere, and a section of the outlet duct that connects the exchanger to the communication duct. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2544516A1
    申请号:ES201530075
    申请日:2015-01-21
    公开日:2015-08-31
    发明作者:José María DESANTES FERNÁNDEZ；José Galindo Lucas；Francisco Payri González；Pedro PIQUERAS CABRERA；José Ramón Serrano Cruz
    申请人:Universidad Politecnica de Valencia；
    IPC主号:
    专利说明:

    DESCRIPTION
    Device for conditioning the atmosphere in tests of alternative internal combustion engines, procedure and use of said device.
    Field of the Invention
    The present invention relates generally to the field of testing of 5 combustion engines, and more specifically to a device for conditioning the atmosphere during combustion engine tests.
    Background of the invention
    The testing and characterization of alternative internal combustion engines in test benches require, in a multitude of circumstances, precise control of pressure and / or temperature, both at intake and exhaust. This is the case, for example, of test campaigns aimed at calibrating the motor control with altitude, cold start studies, repetitive reference conditions in test campaigns that extend over time, etc.
    In many cases, the problem is that of obtaining control over the pressure so that it is lower than atmospheric, that is, to simulate a higher altitude situation. This case occurs, for example, when it is desired to study the operation of the engine at an altitude level higher than that of the laboratory in which the test is performed, or in the case of the study of aviation engines and equipment. However, in other cases it is also desirable to reproduce lower altitude conditions by increasing the atmospheric pressure, for example 20 when it is desired to reproduce the conditions at sea level in a test room that is geographically at high altitude, or when it is desired to study the behavior of the engine inside a mine below sea level.
    Some procedures for performing this type of simulation of atmospheric conditions are already known in the art. 25
    For example, document ES2398095 A1, of the same applicants as this one, discloses an installation to simulate the pressure and temperature conditions of the air sucked by an alternative internal combustion engine operating at height. Said installation comprises, among other things, a centripetal radial turbine to expand an air flow to the pressure and temperature of the air sucked by the alternative internal combustion engine. However, the installation disclosed in document ES2398095 A1 is mainly dedicated to the study of higher altitudes for application in aviation, but not to the study of the operation of engines in lower altitude conditions, such as the case of Mines that are below sea level.
    WO2008036993 A2 discloses a method and device for supplying conditioned combustion gas to an internal combustion engine. Exhaust gases can be mixed with the air to be introduced into the engine intake. The exhaust gases of the internal combustion engine are discharged through an exhaust pipe by means of a suction system for the exhaust gas of the combustion engine, preferably a system that includes a filter, a dilution line and a fan. 40
    Document ES2485618, also of the same applicants as the present one, and which is considered the state of the art closest to the present invention, discloses an installation to simulate the pressure and temperature conditions of the air sucked by a combustion engine Alternative internal operating at both higher and lower levels than the level at which the installation is located. However, the installation of document ES2485618 is relatively complex which increases its manufacturing difficulty, and therefore its cost. In addition, this complexity causes pressure losses so it does not allow
    Simulate small differences in altitude between the altitude at which the installation is located and the one that you want to simulate in the alternative internal combustion engine.
    Therefore, although some procedures and devices are known to provide a simulation of the atmospheric conditions at different altitudes for internal combustion engine tests, there remains a need in the art of procedures and 5 alternative devices that provide advantages over the prior art For example, it would be desirable to have a device that allows small differences in altitude to be accurately simulated between the location of the installation where the test is performed and the altitude that is to be simulated in the combustion engine.
    Summary of the invention 10
    In a first aspect, the present invention discloses a device for conditioning the atmosphere for combustion engine testing that solves the aforementioned prior art drawbacks. For this, the device of the present invention comprises:
    - an inlet duct arranged to be connected at a first end to an intake of a combustion engine to be tested and that draws air from the outside atmosphere through a second end;
    - an outlet duct arranged to be connected at a first end to the combustion engine exhaust and which expels the exhaust gases into the atmosphere at a second end; twenty
    - a first communication conduit that communicates the inlet conduit with the outlet conduit near its first respective ends, so that the admission of the device is in communication with the escape thereof;
    - a bumper valve arranged in the inlet duct;
    - a supercharging turbogroup that derives the flow of air in the inlet duct that circulates towards the bumper valve, the turbogroup comprising a turbine coupled to a system of dissipation of the energy generated in the expansion, the bumper valve can be regulated and the turbine to obtain a desired pressure and air flow value in the inlet duct;
    - a heat exchanger in the outlet duct to cool the exhaust gases 30 to a safe temperature; Y
    - a turbocharger in the outlet duct downstream of the heat exchanger, fed by turbocharger feed means, to regulate the intake air pressure and the intake air flow along with the turbine and the bipper valve. 35
    Typically, the device of the present invention also comprises:
    - a first three-way valve that connects the inlet duct, upstream of the bumper valve with the outlet duct upstream of the turbocharger through a second communication conduit;
    - an all or nothing valve in the conduit between the heat exchanger and the point of connection of the outlet conduit with the second communication conduit;
    - a second three-way valve that connects the outlet duct downstream of the turbocharger and the outlet duct, between the heat exchanger and the all or nothing valve;
    - a regulating valve in a duct that connects the outlet duct with the atmosphere; Y
    - a section of the outlet duct that connects the heat exchanger with the first communication duct between the inlet duct connection and the duct connection. 5
    Thus, the configuration of the set of three-way valves, of baipás valves and of the all or nothing valve allows the use of the device in mode of increasing or reducing the pressure of the inlet air with respect to atmospheric air, as well as changing easily from increase mode to inlet air pressure reduction mode. Furthermore, said novel valve configuration in the device of the present invention allows 10 temperature variations that simulate small height variations, for example from +/- 200 m, +/- 100 m, +/- 50 m or even less with respect to the height at which the device is.
    In a second aspect, the present invention also discloses a method for conditioning the atmosphere for combustion engine testing by means of a device according to the first aspect of the present invention, which comprises the steps of:
    - subject atmospheric inlet air to a stage of pressure variation;
    - diverting inlet air towards the outlet to put the exhaust gases in direct communication with the inlet air;
    - introducing inlet air subject to pressure variations in the intake of an engine 20 to be tested;
    - reduce the temperature of the exhaust gases to a safe temperature for passage through a turbocharger; Y
    - Expel exhaust gases from the engine under test to the atmosphere.
    Thus, the process of the invention using the device according to the first aspect of the present invention allows pressure variations that simulate not only large but also small variations in height.
    In the process of the invention, the step of varying the pressure of the inlet air is carried out by the combined action of a turbocharger, a turbine and a bumper valve that regulates the amount of inlet air. 30
    Finally, according to a third aspect of the present invention, the use of a device according to the first aspect of the present invention to condition the pressure of the atmosphere in a combustion engine test by simulating pressure variations is also disclosed. very small variations in height, for example from +/- 200 m, +/- 100 m, +/- 50 m or even less with respect to the height at which the device is. 35
    Brief description of the figures
    The present invention will be better understood with reference to the following figures illustrating preferred embodiments of the invention, provided by way of example, and which should not be construed as limiting the invention in any way.
    Figure 1 shows a diagram of the device according to the first embodiment of the present invention, according to a first mode of operation.
    Figure 2 shows a diagram of the device according to the first embodiment of the present invention, according to a second mode of operation.
    Figure 3 shows a scheme of an alternative embodiment to dissipate the energy generated in the turbine expansion of the device of the present invention.
    Figure 4 shows a diagram of an alternative embodiment of the turbocharger of the device of the present invention.
    Detailed description of preferred embodiments 5
    Next, a device according to a preferred embodiment of the present invention according to two different modes of operation will be described, referring respectively to Figures 1 and 2. In Figure 1 the device is used to simulate a higher altitude effect with respect to the geographical level at which the combustion engine is being tested, that is, at a lower pressure. This is the case, for example, of engine operation in high mountain areas.
    In Fig. 2 the device is used to simulate a lower altitude effect with respect to the geographical elevation at which the combustion engine is being tested, that is, at a higher pressure. This is the case, for example, of engine operation at sea level (when the test room is installed at higher levels) or even at level 15 below sea level, for example inside mines.
    Figure 1 shows a first preferred embodiment of the invention that allows the change from vacuum to overpressure without having to change the position of the engine or that of an air filter (2).
    As seen in Figure 1, the device comprises an inlet conduit (1) 20 arranged to be connected at a first end (1a) to an inlet of a combustion engine (not shown) to be tested. At a second end (1c) the inlet duct (1) has a filter (2) through which air is drawn from the outside atmosphere. The filter (2) makes it possible to prevent impurities from entering the device.
    The device also comprises an outlet duct (3) arranged to connect 25 at a first end (3a) to the combustion engine exhaust and which expels the exhaust gases into the atmosphere at a second end (3f). The inlet duct (1) and the outlet duct (3) are communicated by a first communication duct (4), divided into two sections (4a) and (4b), located near the first ends (1a, 3a) of the inlet and outlet duct, respectively. In this way, the admission of the device is in communication with the escape of the device.
    As used throughout the present description, reference numbers 1, 3 and 4 refer to the inlet duct, the outlet duct and the first communication duct, respectively, as a whole. When each of these reference numbers is followed by a letter (1a, 1b, 1c ...; 3a, 3b, 3c ...) a section 35 of the corresponding conduit is referred to. This notation is used solely for reasons of clarity, and the person skilled in the art will understand that it is not necessarily a question of different conduits but of sections of the same conduit.
    Thus, in figure 1, which is the case in which the device is generating vacuum, the first air duct (4a) circulates inlet air from the inlet duct (1) to the outlet duct (3 ), both air and the difference between the air that the equipment sucks through the filter (2) and that required by the engine. Therefore, a mixture of air and exhaust gas is available in the outlet duct (3b). For this, a valve with regulation (23) (described in more detail below in this document) is completely closed. Four. Five
    The device also comprises a baip valve (6) located in the inlet duct (1).
    The device further comprises a supercharging turbogroup disposed in the inlet duct (1), which derives the air flow in the inlet duct (1) that circulates to the baip valve (6). The turbogroup in turn comprises a turbine (8) coupled to a system of dissipation of the energy generated in the expansion. The turbine (8) is preferably a variable geometry turbine (TGV) and more preferably of the centripetal radial type.
    According to the preferred embodiment of the present invention, shown in Figures 1 and 2, the energy dissipation system generated in the turbine expansion is composed of a centrifugal radial compressor (9). The compressor (9) is connected to a filter (10) through which air is drawn from the atmosphere and at least one back pressure valve (11) and a silencer 10 (12) through which the compressor (9) discharges to the atmosphere the air sucked.
    In addition, upstream of the turbine (8) is a first three-way valve (5) positioned for this configuration in such a way that it allows the passage of air from the inlet duct (1c) to the turbine (8) and prevents its passage to a second communication channel (21), described in more detail below in the present document. fifteen
    The bipper valve (6) and the turbine (8) can be adjusted to obtain a desired mass flow and pressure value in the inlet duct (1b). Therefore, the inlet air flow in the inlet duct (1b), located downstream of the first three-way valve (5) and the bipper valve (6), is a mixture of expanding air in the turbine (8) and air that is drifted through the bumper valve (6). twenty
    Finally, downstream of the turbine (8) a condensate separator (13) is arranged, before the aspirated air passes back to the inlet duct (1b).
    The output duct (3) in the operating mode generating vacuum shown in Figure 1 is described below. In this case, the regulating valve (23) is closed and an all or nothing valve (15) is open . Therefore, the exhaust gases 25 from the outlet duct (3a), diluted with inlet air from the first communication duct (4a), are cooled in a heat exchanger (14) to a safe temperature for introduction in a turbocharger (17).
    The heat exchanger (14) can use any suitable fluid, such as mains water at room temperature, as a cooling fluid. 30
    Subsequently to the heat exchanger (14), and before the turbocharger (17), the exhaust gases are passed through a condensate separator (16).
    The turbocharger (17) is powered by turbocharger feeding means, constituted in this case by at least one electric motor (18). The turbocharger (17) sucks from the outlet duct (3d) the cooled mixture of air and exhaust gases to extract it from the device. The electric motor (18) regulates the turbocharger's rotation regime (17) until a certain desired value of mass flow and pressure in the admitted air is reached, regulating these conditions together with the turbine (8) and the bipper valve (6).
    The mixture of air and exhaust gases sucked by the turbocharger (17) passes through the outlet duct (3e), where a second three-way valve (19) prevents its passage into a duct (22) and does allow it to the outlet duct (3f), to be ultimately discharged into the atmosphere through a silencer (20).
    Referring now to Figure 2, the operation of a device according to the same embodiment shown in Figure 1 is described, but in an overpressure generation mode. That is, in the mode of operation of Figure 2, the device is simulating atmospheric conditions at an altitude level lower than that of the room in which the test is being carried out, that is, at a higher pressure.
    The elements in Figure 2 are the same as those shown in Figure 1 and bear the same reference numbers, so they will not be described in more detail. The only difference between Figure 1 and 2 is the position of the valve opening and therefore the path followed by the air as it passes through the installation.
    Thus, in the embodiment of Figure 2, to operate at a pressure greater than atmospheric 5, that is, in the case of an operation of the device generating overpressure, the air is aspirated through the air filter (2). In this case, the first three-way valve (5) is closed in the direction of entry to the turbine (8) and open to divert the flow to a second communication conduit (21), which connects the inlet conduit ( 1c), upstream of the baipás valve (6), with the outlet duct (3d) upstream of the 10 turbocharger (17). The baipás valve (6) is closed, preventing the passage of air into the duct (1b).
    In addition, the valve (15), which is located in the duct (3c) between the heat exchanger (14) and the connection point of the outlet duct (3d) with the second communication duct (21), is closed , so that the flow of aspirated air has as its only free path its passage through the turbocharger (17). The second three-way valve (19), which connects the outlet duct (3e) downstream of the turbocharger (17) and the outlet duct (3c) between the heat exchanger (14) and the all or nothing valve (15 ), is closed in the direction towards the duct (3f), so that the flow of sucked air is diverted through the duct (22) and discharged into the duct (3c). twenty
    Therefore, the air drawn from the duct (22) is discharged into the heat exchanger (14) and does not recede because the valve (15) is closed, as mentioned above. The only free path the flow has is to the direction of the inlet duct (1a) coupled to the intake of the engine.
    On the other hand, the engine exhaust gases are discharged into the outlet duct (3a) 25 and mixed with the suction air diluted from the duct (4b). Finally, the gases leave the atmosphere through the regulating valve (23), arranged in a duct (24) that connects the outlet duct (3a) with the atmosphere, and which is at least partially open and through of a silencer (25).
    It can be seen that a section of the outlet duct (3b) connects the heat exchanger 30 (14) with the first communication duct (4) at a point between the inlet duct connection (1) and the duct connection (24 ).
    Therefore, it can be seen that the configuration of the set of three-way valves (5, 19), of bipper valves (6, 23) and of the all or nothing valve (15) allows the use of the device in augmentation mode or reduction of inlet air pressure with respect to atmospheric air. The change from one mode of operation to another is carried out quickly and easily, simply acting on this series of valves. In addition, the specific arrangement of ducts and valves, described in detail hereinbefore and shown in the attached figures, provides significant improvements over similar devices known in the prior art. For example, the specific design of the device 40 disclosed in the present invention is simpler than similar devices of the prior art, so it is easier and cheaper to manufacture as well as automate and operate on the part of the operators. .
    On the other hand, in a very advantageous way with respect to the prior art, the reduction of the design complexity of the device of the present invention with respect to the prior art makes it possible to accurately simulate very small height variations, for example from of +/- 200 m, +/- 100 m, +/- 50 m or less with respect to the height at which the device is located, which was not possible with similar devices of the prior art, for example given to know in document ES 2485618.
    In fact, the pressure losses that the air experiences in its travel through the device are due to the different mechanical obstacles it encounters (valves, pipe length, etc.). The reduced complexity of the device of the preferred embodiment of the present invention makes it possible to reduce these mechanical obstacles, and therefore allows the device to simulate small variations in pressure (which translates into small variations in height). Specifically, the baip valve (6) and the direct path created between the filter (2) and the end (1a) allow the improved operation of the device in vacuum mode. On the other hand, the regulating valve (23) and the direct path created between the end (3a) and the silencer (25) allow the improved operation of the device in overpressure mode. 10
    On the other hand, the person skilled in the art will understand that the combined action of the turbine (8) and the baip valve (6) allows the inlet air to cool when the device operates in a vacuum. On the other hand, when the device operates in overpressure, the turbocharger rotation rate (17) and the position of the regulating valve (23) allow the air temperature to be controlled (together with the heat exchanger (14)) to the atmosphere. fifteen
    Therefore, the terms "conditioning" and conditioning as used herein refer to pressure variations, temperature variations and a combination of pressure and temperature variations.
    Referring now to the embodiment shown in Figure 3, it is noted that the turbine (8) can also be coupled to an electric generator (26) that absorbs the energy 20 obtained in the expansion in the turbine (8).
    According to another preferred embodiment, shown in Figure 4, the turbocharger feeding means are constituted by a turbine (27). The turbine (27) and turbocharger (17) assembled on the same axis can be a supercharger turbogroup. The turbine (27) is driven by a flow of gases generated for it in a bank of 25 flow. In this embodiment of the present invention, the turbine (27) regulates the turbocharger rotation regime (17) until a certain desired value of mass flow and pressure in the admitted air is reached, regulating these conditions together with the turbine ( 8) and the baip valve (6).
    As can be seen from the above description, and as mentioned earlier herein, the device according to the present invention has a number of advantages over the prior art, such as the automatic change from vacuum to overpressure and the possibility of simulating altitudes close to the geographical level to which the installation described in the present invention is located.
    The present invention discloses a method for conditioning the atmosphere 35 for combustion engine testing using a device according to the first aspect of the present invention, comprising the steps of:
    - subject atmospheric inlet air to a stage of pressure variation;
    - diverting inlet air towards the outlet to put the exhaust gases in direct communication with the inlet air; 40
    - introducing inlet air subject to pressure variations in the intake of an engine to be tested;
    - reduce the temperature of the exhaust gases to a safe temperature for passage through a turbocharger; Y
    - Expel exhaust gases from the engine under test to the atmosphere. Four. Five
    The stage of variation of the inlet air pressure in the procedure of the
    Preferred embodiment of the present invention is carried out by the combined action of a turbocharger, a turbine and a bumper valve that regulates the amount of inlet air.
    Therefore, the process of the present invention allows pressure variations to be simulated that simulate small variations in height, for example from +/- 200 m with respect to the height at which the procedure is performed or even less, for example of +/- 100 5 m, +/- 50 m, etc.
    According to the present invention, the step of varying the inlet air pressure may comprise either reducing the inlet air pressure or increasing the inlet air pressure.
    In addition, the method of the present invention may also comprise step 10 of switching between a mode of increasing the inlet air pressure and a mode of reducing the inlet air pressure. Said change of pressure variation mode is made simply by adjusting two three-way valves, two regulating valves and an all or nothing valve.
    On the other hand, the process according to the preferred embodiment of the present invention further comprises the step of subjecting the atmospheric inlet air to a temperature variation stage. Using the device of the present invention as described hereinabove, this temperature variation stage is performed by the combined use of the turbine (8) and the bipper valve (6) (vacuum mode) and by the combined use of the turbocharger (17), the regulating valve (23) and the heat exchanger (14) (overpressure mode).
    Finally, the present invention also relates to the use of a device according to the first aspect of the present invention, as defined above with reference to Figures 1 to 4, to condition the pressure of the atmosphere in an engine test of combustion through pressure variations that simulate small variations in height with respect to the height at which the device is.
    Comparative data on the operation of a device according to the preferred embodiment of the present invention with respect to those of a prior art device (device of document ES2485618) are presented below.
    The following table shows the maximum air flow rates that can be reached for different height variations by means of the device of ES2485618 and the device according to the preferred embodiment of the present invention described above.
    As explained above, a small variation in height corresponds to a small variation in pressure. On the other hand, the greater the air flow the device can generate, the larger the size of the motors that can be tested with it. 35

     Height variation with respect to the device  Mass flow (prior art) Mass flow (present invention)
     +200 m  400 kg / h 1300 kg / h
     +500 m  600 kg / h 1200 kg / h
     +1000 m  900 kg / h 1150 kg / h
     +2000 m  850 kg / h 1000 kg / h
     -200 m  200 kg / h 1900 kg / h
     -500 m  400 kg / h 1800 kg / h
     -1000 m  650 kg / h 1700 kg / h
     -2000 m  800 kg / h 1550 kg / h

    As can be seen in the table above, for all variations in height the device of the present invention allows to obtain much larger flow rates than those that could be obtained with the device of document ES2485618. By having more 5 mass flow rate, in case of fluctuation the suction pressure does not change and the connection of the motor to the device does not affect the operation of the motor itself, which allows the simulation of small pressure variations (which translates in small variations of height).
    For example, a 1.6 l engine moves approximately 275 kg / h. Therefore, with the prior art device, engines larger than this could hardly be tested. This assumes a very limited range of use of the prior art device for small dimensions.
    On the other hand, it can be seen that with the prior art device, the flow increases with increasing height variation to +1000 m, which means that device 15 is very little operational between zero and that level (1000 m) in vacuum mode The same happens in the case of overpressure up to -5000 m (data not shown). With the device of the present invention it can be seen that the mass flow obtained always decreases with increasing height variation, either a variation in a positive or negative direction, which is more in line with what actually happens with the motors and therefore the device of the present invention is more operative.
    Although the above table presents specific values of height variation that reach up to +/- 200 m, the person skilled in the art will understand that the data in the previous table demonstrate the tendency of the device of the present invention to provide greater mass flow rate than the device of the prior art, regardless of the variation in height 25 tested. Therefore, the device of the present invention will also work with even smaller height variations, for example of +/- 100 m, +/- 50 m, etc.
    Although the present invention has been described with reference to preferred embodiments thereof, the person skilled in the art will understand that modifications and variations can be applied to the described embodiments without thereby departing from the scope of the present invention. For example, the turbocharger and the turbine may be coupled to other systems that provide or dissipate energy respectively, not necessarily limited to those described.
    earlier in this document.
    Also, although preferred embodiments of the device of the present invention have been described which comprise a single turbine (8), a single baip valve (6), a single heat exchanger (14) and a single turbocharger (17), it will be apparent for one skilled in the art that alternative embodiments of the device of the present invention 5 may include several of these elements.
    The person skilled in the art will also understand that although the present invention has been described with reference to internal combustion engine tests, it can also be applied with minor modifications to the test of other associated elements that may also have to operate at different altitude levels. (such as, for example, air filters 10, silencers, exhaust cleaning elements (post-treatment), etc.).
    权利要求:
    Claims (17)
    [1]
    1. Device for conditioning the atmosphere in tests of alternative internal combustion engines, the device comprising:
    - an inlet duct (1) arranged to be connected at a first end (1a) to an inlet of a combustion engine to be tested and which sucks air from the outside atmosphere through a second end (1c);
    - an outlet duct (3) arranged to be connected at a first end (3a) to the combustion engine exhaust and which expels the exhaust gases into the atmosphere at a second end (3f);
    - a first communication conduit (4) that communicates the inlet conduit (1) 10 with the outlet conduit (3) near its respective first ends (1a, 3a), so that the admission of the device is in communication with the escape thereof;
    - a baip valve (6) disposed in the inlet duct (1);
    - a supercharging turbogroup that derives the flow of air in the inlet duct (1) that circulates towards the bipper valve (6), the turbogroup comprising a turbine (8) coupled to an energy dissipation system generated in the expansion, the baip valve (6) and the turbine (8) can be regulated to obtain a desired pressure and air flow value in the inlet duct (1);
    - a heat exchanger (14) in the outlet duct to cool the exhaust gases to a safe temperature; Y
    - a turbocharger (17) in the outlet duct (3) downstream of the heat exchanger (14), powered by turbocharger feeding means, to regulate together with the turbine (8) and the valve of the bippers (6) the intake air pressure and intake air flow; 25
    characterized in that it also includes
    - a first three-way valve (5) that connects the inlet duct (1c), upstream of the bumper valve (6) with the outlet duct (3d) upstream of the turbocharger (17) through a second communication conduit (21);
    - an all or nothing valve (15) in the conduit (3c) between the heat exchanger 30 (14) and the connection point of the outlet conduit (3d) with the second communication conduit (21);
    - a second three-way valve (19) that connects the outlet duct (3e) downstream of the turbocharger (17) and the outlet duct (3c), between the heat exchanger (14) and the all or nothing valve ( fifteen); 35
    - a regulating valve (23) in a duct (24) that connects the outlet duct (3a) with the atmosphere; Y
    - a section of the outlet duct (3b) that connects the heat exchanger (14) with the first communication duct (4) between the inlet duct connection (1) and the duct connection (24); 40
    so that the configuration of the set of three-way valves (5, 19), of bipper valves (6, 23) and of the all or nothing valve (15) allows the use of the device in mode of increasing or reducing the inlet air pressure relative to atmospheric air.
    [2]
    2. Device according to the preceding claim, characterized in that it further comprises a silencer (20) at the second end of the outlet duct (3f).
    [3]
    Device according to any one of the preceding claims, characterized in that it further comprises a silencer (25) at an outlet end of the duct (24).
    [4]
    Device according to any of the preceding claims, characterized in that the energy dissipation system generated in the expansion in the turbine (8) is composed of a centrifugal radial compressor (9) that is connected to a filter (10) a through which it draws air from the atmosphere and to a back pressure valve (11) and a silencer (12) through which it discharges the air that it transfers to the atmosphere.
    [5]
    Device according to any of claims 1 to 3, characterized in that the energy dissipation system generated in the expansion in the turbine (8) is composed of an electric generator (26).
    [6]
    Device according to any one of the preceding claims, characterized in that the turbine (8) is a variable geometry turbine.
    [7]
    7. Device according to claim 6, characterized in that the variable geometry turbine is of the centripetal radial type.
    [8]
    Device according to any one of the preceding claims, characterized in that the turbocharger feeding means are selected from an electric motor (18) and a turbine (27).
    [9]
    Device according to any of the preceding claims, characterized in that it further comprises a filter (2) at the end of the device through which air is drawn from the outside atmosphere to prevent impurities from entering the device.
    [10]
    Device according to any one of the preceding claims, characterized in that it also comprises at least one condensate separator (13, 16).
    [11]
    11. Method for conditioning the atmosphere for testing combustion engines by means of a device for conditioning the atmosphere according to any of claims 1 to 10, comprising the steps of:
    - subject atmospheric inlet air to a stage of pressure variation;
    - diverting inlet air towards the outlet to put the exhaust gases in direct communication with the inlet air; 30
    - introducing inlet air subject to pressure variations in the intake of an engine to be tested;
    - reduce the temperature of the exhaust gases to a safe temperature for passage through a turbocharger; Y
    - Expel exhaust gases from the engine under test to the atmosphere; 35
    allowing the procedure to perform pressure variations that simulate small variations in height with respect to the height at which the procedure is performed,
    in which the stage of variation of the inlet air pressure is performed by the combined action of a turbocharger, a turbine and a bumper valve that regulates the amount of inlet air. 40
    [12]
    12. Method according to claim 11, characterized in that the pressure variations obtained simulate height variations from +/- 200 m with respect to the
    height at which the procedure is performed.
    [13]
    13. Method according to any of claims 11 and 12, characterized in that the step of varying the inlet air pressure comprises reducing the inlet air pressure.
    [14]
    14. Method according to any of claims 11 and 12, characterized in that the step of varying the inlet air pressure comprises increasing the inlet air pressure.
    [15]
    15. Method according to any of claims 11 and 12, characterized in that it comprises the step of:
    - switch between a mode of increasing the inlet air pressure and a mode of reducing the inlet air pressure,
    wherein said change of pressure variation mode is made simply by adjusting two three-way valves, two regulating valves and an all or nothing valve.
    [16]
    16. Method according to any of claims 11 to 15, characterized in that it further comprises the step of subjecting the atmospheric inlet air to a temperature variation stage.
    [17]
    17. Use of a device as defined in any one of claims 1 to 10, to condition the pressure of the atmosphere in a combustion engine test by means of pressure variations that simulate small variations in height with respect to the height at The procedure is performed.
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    公开号 | 公开日
    EP3249376A4|2018-08-15|
    KR20170125022A|2017-11-13|
    EP3249376B1|2020-02-26|
    US10684195B2|2020-06-16|
    ES2544516B1|2016-05-12|
    CN107407618B|2019-11-29|
    JP2018504596A|2018-02-15|
    JP6662884B2|2020-03-11|
    KR102045131B1|2019-11-14|
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    WO2016116642A1|2016-07-28|
    EP3249376A1|2017-11-29|
    CN107407618A|2017-11-28|
    US20180283990A1|2018-10-04|
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    优先权:
    申请号 | 申请日 | 专利标题
    ES201530075A|ES2544516B1|2015-01-21|2015-01-21|Device for conditioning the atmosphere in tests of alternative internal combustion engines, procedure and use of said device|ES201530075A| ES2544516B1|2015-01-21|2015-01-21|Device for conditioning the atmosphere in tests of alternative internal combustion engines, procedure and use of said device|
    ES16739819T| ES2791297T3|2015-01-21|2016-01-12|Device for conditioning the atmosphere in tests of alternative internal combustion engines, procedure and use of said device|
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    US15/545,132| US10684195B2|2015-01-21|2016-01-12|Device for conditioning the atmosphere in tests of alternative internal combustion engines, method and use of said device|
    CN201680006605.9A| CN107407618B|2015-01-21|2016-01-12|Purposes for the device of adjusting atmosphere, method and described device when testing reciprocating internal combustion engine|
    PCT/ES2016/070008| WO2016116642A1|2015-01-21|2016-01-12|Device for conditioning the atmosphere in tests of alternative internal combustion engines, method and use of said device|
    EP16739819.7A| EP3249376B1|2015-01-21|2016-01-12|Device for conditioning the atmosphere in tests of internal combustion engines, method and use of said device|
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