CN107100718B - 在具有内燃机的机动车辆的真空室内产生真空的方法和装置 - Google Patents
在具有内燃机的机动车辆的真空室内产生真空的方法和装置 Download PDFInfo
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- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
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Abstract
本发明涉及一种在具有内燃机(1)的机动车辆的真空室(9)中产生真空的方法和装置,内燃机的真空室和进气室(5,6)通过单向阀(10)连接,节流内燃机时,当进气室中的压力降低到低于真空室的压力时,单向阀(10)朝向进气室打开,根据本发明,所述内燃机包含涡轮增压器(2,3),并且涡轮增压器中的压缩机(3)经分流通道(11)分流,分流通道(11)包含平压阀(12),当节流内燃机时,驱动平压阀(12)打开。
Description
技术领域
本发明涉及一种在具有内燃机的机动车辆的真空室内产生真空的方法和装置,该内燃机包括涡轮增压器。
背景技术
制动助力器通常需要真空,在具有内燃机的机动车辆中,所需真空通常由机械或电力驱动的泵产生。电力驱动的真空泵与机械驱动的真空泵相比在燃料消耗量上更有优势,但是它们的使用寿命有限并且它们需要高昂的生产成本。
US 6 557 403号专利文献公布了通过单向阀将真空制动助力器连接到直喷内燃机的进气歧管,真空由用于助力制动的发动机泵产生。
DE 10 2007 059 956 A1号专利文献提出了相似的用于内燃机的方法,所述内燃机包含涡轮增压器。
发明者已认识到,如果内燃机通过涡轮增压器增压,则公知的通过电动泵产生真空的方法在操作过程中会造成相当多的问题。
发明内容
本发明的目的在于,如果内燃机具有涡轮增压器,当发动机节流时,能够凭借进气歧管或者其它进气室中的真空,在机动车辆的真空室内产生或辅助产生真空。
通过以下技术方案达到这个目的。
本发明基于下述的认识:如果需要节流装置,如节流阀,突然关闭进气歧管的上游,以便在超速或者制动阶段在进气歧管中产生足够的真空,则涡轮增压器的压缩机内可发生局部的压缩机失速。所述局部的压缩机失速可导致压缩机在压缩过程中部分或者全部瘫痪(压缩机波动或压缩机失速)并且因此造成压缩机不稳定运转。
所述的压缩机失速通过本发明的压缩机上的分流通道避免,所述的分流通道包含平压阀,其与节流阀相反地打开和关闭,节流阀突然关闭时,穿过压缩机流向压缩机进口的气流不会被中断,而是能够流回压缩机进口。
通过本发明,即使在具有涡轮增压器的内燃机中,进气歧管也能够在短暂的超限或制动阶段用作制动助力器或诸如此类的真空源,其结果与机械驱动的真空泵相比,改善了燃料经济性,且与电力驱动的真空泵相比,延长了使用寿命、降低了成本。这种情况的出现未削弱涡轮增压器的操作。
本发明的实施不一定意味着完全不需要传统的用于制动助力器的真空泵。因为安全性和容量,或者由于机动车辆包括其他需要真空来操作的组件,另外再***机械的,最好还有电力的真空泵可能是必要的。然而,所述真空泵可以设计得更加小巧并且保持相当节省燃料,因为该额外的真空泵只有在特别需要时才被激活。
本发明的有利的改进在从属权利要求中阐述。
附图说明
本发明的进一步特征和优势在以下参考附图对实施例的说明中揭示,其中:
图1表示用于在机动车辆的具有涡轮增压器的内燃机中产生真空的装置的基本视图;
图2表示用于解释图1所示装置产生的问题的图表;
图3表示根据本发明的用于在机动车辆的具有涡轮增压器的内燃机中产生真空的装置的基本视图;及
图4表示用于解释图3所示装置如何实现本发明目的的图表;
具体实施方式
图1示意地表示具有涡轮增压器的四缸内燃机1,其包括排气涡轮2和通过轴与其连接的压缩机3。压缩机3压缩新鲜空气并且将所述空气经过中冷器4和进气管5传输至内燃机1的进气歧管6中。可调节的节流阀7设置于进气管5中并且进气管5在节流阀7的下游分支出管线8,所述管线导向制动助力器的真空室9,所述制动助力器未示出,其安装于内燃机1所属的机动车辆中。管线8中设置有单向阀10,内燃机节流时,当进气室中的压力处在真空室9中的压力时,所述单向阀10朝向节流阀7下游的空气进气室5、6打开,以便在真空室9中产生真空并且/或者重复产生并且/或者重新填满。
图2表示图1所示装置在数秒的水平时间轴内的一系列的特征值,其中产生了机动车辆的短暂的超限模式和/或制动模式。所示的特征值涉及具有涡轮增压器的内燃机1,所述涡轮增压器具有固定形状并在废气流中设置有分流阀(也可作为“***阀”)。所述分流阀在预设增压压力下通过压缩机侧的传感器打开,然后将废气经过涡轮直接传输到排气管中,这防止了涡轮速度过度升高,内燃机1以每分钟1500转的速度及6巴的BMEP(Break MeanEffective Pressure,突变平均有效压力,表示汽缸中的有效压力)运行,并且真空室9中所需的真空设置为0.4巴绝对压力。
所示时间轴的起点(在4.0S处)表示驾驶者突然释放机动车辆的油门踏板的瞬间。所以,内燃机1的电子控制单元(ECU)关闭EGR阀门,藉此调整内燃机1的废气再循环(EGR),以便进气歧管6不被废气填充,并且停止燃料喷射,以便空气/燃料的比例上升到数值一。大约0.6秒后节流阀7关闭,保持关闭0.6秒的时间T后重新打开,如图2上1/3所示。
在图2的中间1/3部分中,压缩机3后面的压力、进气歧管6中的压力、废气再循环率和真空室9中的压力如何表现,都绘制在同一时间轴上。
当进气歧管6中的压力降低到低于真空室9中的压力时,单向阀10打开并且真空室9中的压力同样降低到最大0.4巴的绝对压力。
在图2的下1/3部分中,通过压缩机3的气流和汽缸中的有效平均压力(BMEP:突变平均有效压力)如何表现,都绘制在同一时间轴上。观察可知汽缸中的平均有效压力在关闭燃料喷射后为负,其表示超限模式。此外,观察可知当节流阀7在时间段T的起点关闭时通过压缩机3的气流迅速降低,而压缩机3后面的压力实质上保持不变。这就造成压缩机失速,即压缩机3的不稳定运转。
如图3所示,这可以通过分流通道11克服,分流通道11用于为压缩机3分流,作为图1所示组件的补充。分流通道11包含可电力打开和关闭的平压阀12,如图所示。在时间段T的起点,内燃机1的电子控制单元(ECU)打开平压阀12并且在时间段T的结尾再关闭所述阀门。
图4与图2一样,包含了在同样的时间轴上的同样的特征值,但是其是对于图3中的装配,在图中下1/3部分可看到,由于平压阀12,即使在时间段T中,通过压缩机3的气流也实质上得以保持,压缩机3藉此能够持续稳定地运转。
图4的上1/3部分进一步地表示了平压阀12的打开范围。观察可知平压阀12与节流阀7实质上在相同时间被打开和/或关闭,但是方向相反。
已经确定,可选择地,压缩机失速的趋势可通过略微降低真空室9所中需要的真空来降低,具体说,降低到0.5巴的绝对压力,而不是0.4巴的绝对压力。所述的措施还可以通过平压阀与更多或更少的有效回流管线组合使用。
还已经确定,压缩机失速的趋势不能通过缓慢关闭节流阀或者打开涡轮增压器的废气流中的分流阀(***阀)而降低。
Claims (10)
1.一种在具有内燃机(1)的机动车辆的真空室(9)中产生真空的方法,真空室和内燃机的进气室(5,6)通过单向阀(10)连接,节流内燃机时,当进气室中的压力降低到低于真空室的压力时,单向阀(10)朝向进气室打开,其特征在于,所述内燃机包含涡轮增压器(2,3),并且涡轮增压器中的压缩机(3)经分流通道(11)分流,分流通道(11)包含可电力打开和关闭的平压阀(12),当节流内燃机时,驱动平压阀(12)在0.6秒的时间段(T)的起点打开并且在该时间段(T)的结尾再关闭所述平压阀(12)。
2.根据权利要求1所述的方法,其特征在于,驱动平压阀(12)以在内燃机(1)的节流装置(7)快速关闭时平压阀(12)打开,在节流装置再次打开时平压阀(12)再次关闭。
3.根据权利要求1或2所述的方法,其特征在于,平压阀(12)设计成在节流装置(7)关闭和/或打开时,通过压缩机(3)的气流实质上保持不变。
4.根据权利要求1所述的方法,其特征在于,真空室(9)内所需的真空为0.4巴的绝对压力。
5.根据权利要求1所述的方法,其特征在于,真空室(9)内所需的真空为0.5巴的绝对压力。
6.根据权利要求1所述的方法,其特征在于,内燃机(1)具有废气再循环并且内燃机在关闭废气再循环后节流。
7.根据权利要求1所述的方法,其特征在于,内燃机(1)具有燃料喷射并且内燃机在关闭燃料喷射后节流。
8.根据权利要求1所述的方法,其特征在于,所述方法在机动车辆的超限模式或制动模式中实施。
9.根据权利要求1所述的方法,其特征在于,真空室(9)属于机动车辆的制动助力器。
10.一种在具有内燃机(1)的机动车辆的真空室(9)中产生真空的装置,真空室和内燃机的进气室(5,6)通过单向阀(10)连接,其特征在于,所述装置用于实施如权利要求1至9中任一项所述的方法。
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2011
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DE102010017585A1 (de) | 2011-12-29 |
CN102297013A (zh) | 2011-12-28 |
CN107100718A (zh) | 2017-08-29 |
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