• 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:

    公开号:SU1836577A3
    申请号:SU904742936
    申请日:1990-01-31
    公开日:1993-08-23
    发明作者:Lorents Yurgen；Ensner Yurgen；D Alfonse Nuntsio
    申请人:Man Nutzfahrzeuge Ag；
    IPC主号:
    专利说明:

    The invention relates to an internal combustion engine with gas turbine supercharging with improved throttle response.
    The main goals in the development of improved private-duty units for truck operation are good start-up characteristics, low fuel consumption, and, if possible, low environmental pollution by exhaust gases. To achieve these goals, supercharged engines with a high power density are increasingly being used. They relate to an increase in average effective pressure in the general case from a gas turbine supercharger. Moreover, additional cooling of the charge air causes a further increase in the effective average pressure.
    Gas turbine supercharged diesel engines with charge air cooling offer several advantages over non-pressurized engines due to their high specific power. This is a decrease in the relative share of losses at | C. friction in the indicated power, as a result of which the fuel consumption is reduced; “Reducing the structural, volume, which provides the possibility of more flexible implementation of the interior space; lower cost due to reduced material costs.
    The aforementioned advantages are confronted by a well-known problem associated with a slowdown in the response time of turbo-charged engines (turbolag ”). The lack of air during the acceleration processes also leads to increased smoke generation.
    In order to improve throttle response, various proposals are known. They are based. mainly on the idea of supplying the amount of air that is missing in the state of increased load : to the engine outside (air injection) or to prepare this amount of air in advance by increasing the amount of air
    1836577 4 times the number of revolutions of a gas turbine supercharger.
    So, for example, a method is known, in accordance with which injection of auxiliary charge air into the suction pipe 5 is carried out using an additional compressor with an auxiliary drive. At the same time, if necessary, a compressed air storage device can also be used, however, only for the auxiliary drive. In this case, the corresponding check valve is located in the suction line of the main compressor (see the description of the invention for the Federal Republic of Germany patent No. 3100732). fifteen
    In this case, the disadvantage arises that in the process of air injection, the total volume of the line must first be filled (until the non-return valve is closed in this case), as a result of which even a 20 turbocharger slows down for a short time (decrease in the number of revolutions of the gas turbine supercharger). Especially unfavorable is the design of the non-return valve when using a charge air cooler, which is located between the compressor and the suction pipe. Since the additional air is generated by the additional turbocharger, the pressure increase in the -30 system is relatively slow. but, which basically meets the expectation of an improvement in the throttle response for the present use case, namely, use for large engines, mainly in stationary mode. In this case, air injection is relatively rare, and a large amount of compressed air is produced slowly and remains in a state of readiness for a long time.
    A more efficient air injection, from which the generic characteristic is also based, is known from the description of the invention [1}, since in this case 45 the check valve is located in the immediate vicinity of the suction pipe after the compressor. The subject of this publication (while the number of revolutions of the drive motor of the current generator should be kept constant) is also related to improving the design load and response characteristics of engines working with gas turbine pressurization by preparing a sufficient amount of 55 compressed air.
    In the case of an unsteady mode of operation of a vehicle, in particular when operating a truck, in which the need for pumping air arises very often, it is necessary not only to improve the acceleration time, but also to eliminate the smoke shock that occurs during acceleration (in particular, particle reduction should be achieved). Known Publications do not indicate any decisions in this regard.
    In accordance with the desire of the driver, during the normal process of acceleration from the low-load mode and the lowered number of revolutions as a result of pressing the accelerator pedal, a sharp increase in the amount of fuel in the combustion chamber of the engine occurs, as a result of which acceleration begins. At this point, insufficient formation states exist in the combustion chamber: mixture, i.e. turbulence occurring in the intake duct, turbulence occurring in the combustion chamber, as well as atomization and distribution of the fuel, are too unfavorable for the clean burning of the increased amount of fuel.
    This well-known fact applies to both naturally aspirated engines and turbocharged engines. Since with supercharged engines, in particular with gas turbine supercharged engines, this problem is more significant due to the inertia of the supercharged group as compared to naturally aspirated engines, gas turbine supercharged engines are equipped with a device depending on the boost pressure for limiting the amount of fuel (LDA ) This regulation of the LDA provides during the acceleration process the release of the amount of fuel in accordance with the boost pressure, but with the necessary excess for acceleration.
    The amount of fuel cannot be limited by the device in such a way that the quality of the exhaust gases assumes the same favorable values as in the stationary mode, since otherwise the acceleration of the car will no longer be acceptable.
    Also, the use of a generic attribute of air injection in accordance with the description of the invention to US patent No. 3673796 does not contribute to the improvement of exhaust gases, since in this case, in order to maintain a certain number of revolutions at a constant value, it is necessary to release an increased amount of fuel injected into the combustion chamber almost simultaneously with the injection of air into the suction pipe. As a result of this, during the time elapsing between the moment of an unexpected increase in the amount of injected fuel and the moment of arrival of compressed air, the above-described phase of insufficient supply of blast air acts in the combustion chamber. In these circumstances, you should reckon with ! cervical smoke.
    For this reason, the object of the invention is such a change in the conventional acceleration process for internal combustion engines working with gas turbine pressurization, in particular those engines that are used as part of trucks mainly in an unsteady mode, using a generic characteristic of supplying auxiliary charge air, in which prevented by increased smoke formation in the exhaust gases (in particular, the increase in particles).
    In accordance with the invention, this problem is solved using the distinguishing features of paragraph 1.
    The starting point for acceleration is, in the case of the invention, as before, the desire of the driver. Pressing the accelerator pedal does not, however, cause a more immediate increase in the amount of fuel, but first, additional air is injected into the engine. Only after this the quantity of fuel in the fuel increases and its coordination with the amount of air present is ensured, is the presence of an early sufficient amount of air ensured during the injection of the amount of fuel.
    In order to ensure the fastest possible increase in the energy present in the gas turbine of the turbocharger and, as a result, the acceleration of the turbocharger 40, such a matching of the introduced amount of air and the generated pressure in the suction pipe, which depends on it, due to insufficient boost pressure, keeps the maximum set amount fuel from the side of the LDA device normally provided for in a fuel pump operating with a gas turbine supercharged diesel engine the needle, is immediately eliminated during acceleration due to shunting of the LDA mechanism. The burning of the maximum amount of fuel introduced in this way for full load is then carried out without ! visible smoke generation. This involves connecting the LDA to the suction pipe.
    Given the less severe acceleration of the turbocharger, which may turn out to be due to this, and in a chamber with a high overpressure in some applications, the LDA device can also be connected in the area between the non-return valve and the compressor of the turbocharger. As a result of this, shunting of the LDA device with the help of additional air disappears.
    All this is achieved in accordance with the invention due to the appropriate control of the flow of processes in the fuel and charge air systems. In this case, air injection should begin at most two seconds before reaching the amount for full load and 15. be carried out for a maximum of two seconds. As especially favorable - based on the use of a six-cylinder diesel engine with a displacement of about 7 liters and with a maximum effective average pressure of about 16 bar, it was recommended to start pumping in 0.4-0.5 s until the amount of full load was reached, as well as the duration of the pump, component from 0.5 to 0.8 s (at a pressure of 6 bar in the compressed air storage). The supply of an increased amount of fuel up to the moment of reaching the amount for full load can be carried out stepwise, that is, after 1 expiration of the above period of time, the mechanism for controlling the amount of fuel of the fuel pump is activated in steps. An increase in the amount of fuel can, however, also have a differential characteristic until the maximum amount of fuel (full load amount) is reached, that is, the lever for controlling the amount of fuel of the fuel pump moves at a slower speed.
    1 Advantages and necessary modifications are described in the features of the additional claims.
    Details of the invention are given in the following description of the drawing.
    • Figure 1 shows a schematic illustration of an engine in conjunction with components of a turbocharger and devices to provide additional air and fuel; figure 2 and 3 - chart 1 we achieve the maximum amount of fuel (amount for full load) after the start of the process of air injection.
    In figure 1, reference numeral 1 denotes an internal combustion engine, reference numeral 2 ′ is a gas turbine supercharger. Turbine 3 of turbocharger 2 is connected via an exhaust manifold 4 to an internal combustion engine 1. The compressor 5 draws air through the suction line 6, in which pre55
    1836577 8, filter 7 is provided, and then transports compressed air via line 8, into which the charge air cooling device 9 is integrated, to the suction pipe 11 (charge air collector line 5) of the internal combustion engine 1. During this process, one automatic valve 10 (check valve or check valve) present in the (charge) air line is in the open 10 position.
    The next compressor 12 is connected to the suction line 6 through an additional line 6a. The latter is driven by an internal combustion engine 15 and serves to generate air for pneumatic braking. After a certain pressure level is reached in the (not shown) receiver of the brake system, valve 20 is opened 16 in line 13, as a result of which air compressed by compressor 12 is transferred through line 13 to receiver 14. The latter is filled until a certain pressure is reached (adjustment carried out by means of a pressure regulator 15, additionally integrated in line 13). The upper limit of the air pressure depends on the maximum pressure in the brake system. thirty
    It is also possible that an additional compressor 12 only supplies the receiver 14. In this case, the pressure in the receiver may exceed the pressure in the brake system and, in addition, the line drops out. leading to the brake system, as well as valve 16 in line 13.
    The compressed air accumulated in the receiver 14 is used to compensate for the lack of charge air arising during acceleration or pulling away from the place in the internal combustion engine (due to the lack of sufficient exhaust gas energy in this case). For this purpose 45, an additional line 17 is provided, into which the magnetic valve 18 is integrated. The latter causes, in the open state, air injection directly into the suction pipe 11. Due to the generic location characteristic (at the end of the charge air line 8, immediately before this lines into the suction pipe 11 of the internal combustion engine 1) of the automatic valve 55 10, which is in the closed position when the air is pumped, the optimum use of the additional body compressed air. There is practically no air loss and ^ ___ ensures the immediate creation of pressure. As a result of this, the acceleration time is significantly reduced.
    The signal about the beginning of the injection of compressed air 5 is determined by the position of the accelerator pedal 19. Immediately after the driver presses the accelerator pedal, the delay link 21 of the fuel injection device is activated (the delay link 21 acts 10 in this case on the fuel quantity control mechanism of the fuel pump 22 to delay its operation or move at a certain speed). After the accelerator pedal reaches the full load position 15 or the position close to the full load position. '(Approximately 80-95% of the total pedal travel, and it is assumed that there is a proportional ratio of 20 between the pedal travel and the amount of fuel injected), the control system 20 air injection. In this case, air injection is carried out stepwise due to the quick unlocking of the magnetic valve 18. The unlocking of the magnetic valve 18 can, as will be described below, also depend on a certain engine speed or vehicle speed.
    The control system 20, which may be of an electric or pneumatic design, provides the unlocking of the magnetic valve 18 for a specific time. During this time, compressed air flows from 4 receivers 14 into the suction pipe 11. After the pressure in the suction pipe 11 exceeds the boost pressure in line 8 (after the device 9 for cooling the charge air 40 ha), the automatic valve closes ( check valve 10). Thus, it is necessary to fill only the volume of the suction pipe, as a result of which the rapid provision of the internal combustion engine with charge air is ensured.
    In accordance with the invention, during the described process of filling the engine suction system, 50 of the increased amount of fuel is not injected with an increase in the amount of injected fuel, using such a difference that in the cylinder, due to the increased air pressure in the suction pipe due to air injection, there is sufficient fresh air boost required to burn an existing amount of fuel without the formation of soot. The necessary intervention in the temporary fuel dosing process can be carried out in the most simple way if the signals are transmitted on an electric or electronic basis. In this case, the delay link 21 is integrated in the electronic control system for the fuel pump 22. It can also be located in the control system of the electric servo drive (electronic accelerator pedal). Causing in a drastic way a slowdown in the process of increasing the amount of fuel. Slowing the pose of fuel can also be done using a mechanical control system (such as pneumatic or hydraulic).
    Figures 2 and 3 show timing diagrams of the motion of the accelerator pedal, the increase in the amount of fuel b, and the movement from the magnetic valve to pump air during acceleration. In this case, the abscissa axis corresponds to time in seconds. and the ordinate axis - the path of the pedal, as well as the amount of fuel (expressed as a percentage). In the same way, the axis of the ordinates additionally shows the unlocking movements of the valve, providing forcing air.
    In accordance with figure 2, the total amount of fuel is introduced with a delay after the expiration of the stipulated time, which is necessary to fill the engine cylinders with compressed air, pumped into the suction pipe. In contrast, the increase in fuel in FIG. 3 has a differential characteristic, which is linearly shown by way of example only.
    In both figures, the time difference between the moment of the beginning of injection and the moment of reaching the amount for full load (the beginning of full fuel injection) is expressed by the reference symbol 23. The duration of injection is determined by section 24.
    After the start of air injection, its effect in the direct connection also continues in the exhaust system. Due to the increased enthalpy drop due to burning of an increased amount of fuel, the turbine 3 accelerates its operation and, together with it, the compressor impeller 5. This effect is further enhanced in the case of an abrupt increase in the amount of fuel due to the combustion of the latter, since now there is an increased increase in both the amount of exhaust gases and their enthalpy based on the flow of air injection according to the invention. A rapid increase in the speed of the compressor 5 connected to the gas turbine causes a rapid increase in the boost pressure in the charge air line 8. After the completion of the injection, the pressure in line 8 exceeds the pressure in the suction pipe 11 in magnitude, as a result of which the check valve 10 reopens. The acceleration of the engine is now increasing to such an extent that the boost pressure is at a high level and no longer arises due to unsteady conditions, the increase in smoke generation. At this point in time, system 20 has already closed the magnetic valve 18 in order to limit the amount of forced air to the required value (depending on the type of engine or load case, a standard volume of air is injected, which is from 5 to 50 times the working volume of other engine). Preferably, injection is carried out from 10 to 20 times the working volume, and the pressure in the receiver 14 may be from 2 to 16 bar. The optimal period of time for air injection is consistent with a particular use case.
    In order to prevent undesirable consumption of compressed air when the engine or car is operated at a higher speed or speed, that is, in cases where the turbocharger is already operating at a higher speed, devices are used that block the process of pumping air at a certain, consistent with the mode operation of the car the number of engine revolutions or vehicle speed. This problem can be easily solved using relays that operate with control from a generator or speed sensors.
    The standstill control relay, which also works with generator control, prevents compressed air from being pumped into the suction pipe when the engine is off.
    In the presence of an electronic fuel pump control unit, the most favorable opportunity for implementing an air injection control system is provided. In this case, air injection can be limited to those cases where, in addition to reaching the full load position or the position of the accelerator pedal near the full load position (approximately 80 to 95%), the accelerator pedal is additionally activated at a speed that exceeds a predetermined threshold value (time elapsing between reaching the positions of idling and full load, is RT 0.1 to 2 s). In accordance with this, by specifying the characteristics of the limit number of revolutions (depending on the moment or load), the air injection can be determined for operating ranges lying below a certain number of revolutions. In addition, there is an advantage expressed in the possibility of implementing in any way the functions of increasing the amount of injected fuel (figure 2, where there is a jump function).
    Particularly preferred is the use of the invention with respect to buses (buses that travel along the route with stops), the drive branch of which is equipped with a hydraulic converter with an automatic transmission. In this case, the possibility of individually merging the temporal characteristic of the load is especially reduced (for example, the absence of slipping of the clutch), as a result of which it is possible to optimally adjust the parameters of the air discharge, which determine its temporal characteristic.
    The advantages of air injection in the os-30 fuel supply are either spasmodic or in the new also when interacting with mechanical transmissions. In this case, the initiation of the air injection process also depends on the engagement of the clutch, as well as on the engaged gear.
    The characteristic of the increase in the amount of fuel described in FIGS. 2 and 3 can also be implemented in accordance with other laws, which depend on the type of Even 21 delay and the method of priest A tribute of compressed air to the engine cylinders. In the same way, air injection should not be carried out immediately (as it is • • · /; ’ано yet), but can be carried out in several stages or due to the clocked operation of the magnetic fan 18.
    The invention can be applied to naturally aspirated engines that simulate smoke exhaust during acceleration from low idle.
    权利要求:
    Claims (4)
    [1]
    Claim
    1. An internal combustion engine with gas turbine supercharging, mainly of a car equipped with a brake system with a compressor, containing a turbo-
    15 a compressor connected by an air duct to the engine suction pipe, a compressed air accumulator communicated with the suction pipe through a pipeline and an automatic check valve, a fuel supply system 20 and a control system including an accelerator pedal and fuel supply control means, and ys <in that, in order to reduce soot emissions during transient engine operation by regulating the supply of fuel and compressed air, it is equipped with a delay link for fuel supply relative to the increased air supply, which is made with the possibility of regulating the change | k0obrazno, or in the form of an increasing process and is connected to control systems and fuel supply.
    [2]
    2. The engine according to claim 1, with the fact that the delay link is made electronic.
    [3]
    3. The engine according to claims 1 and 2, characterized in that a metering solenoid valve is installed in the compressed air supply line from the battery.
    [4]
    4. The engine according to claims 1-3, distinguished by the fact that the compressor of the brake system is driven by an engine and connected by a supply pipe to a compressed air accumulator.
    Compiled by
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE3906312A|DE3906312C1|1989-02-28|1989-02-28|
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