CN111287836A - Supercharged internal combustion engine having a compressor and a guide device arranged upstream of the compressor - Google Patents

Supercharged internal combustion engine having a compressor and a guide device arranged upstream of the compressor Download PDF

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Publication number
CN111287836A
CN111287836A CN201911063884.4A CN201911063884A CN111287836A CN 111287836 A CN111287836 A CN 111287836A CN 201911063884 A CN201911063884 A CN 201911063884A CN 111287836 A CN111287836 A CN 111287836A
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CN
China
Prior art keywords
compressor
internal combustion
combustion engine
supercharged internal
rod
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201911063884.4A
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Chinese (zh)
Inventor
J·克默林
A·库斯克
F·A·萨默候夫
V·斯米利亚诺夫斯基
H·金德尔
H·弗里德里希斯
F·文德利希
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication of CN111287836A publication Critical patent/CN111287836A/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/16—Other safety measures for, or other control of, pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10157—Supercharged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10262—Flow guides, obstructions, deflectors or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/40—Casings; Connections of working fluid
    • F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
    • F04D29/4206—Casings; Connections of working fluid for radial or helico-centrifugal pumps especially adapted for elastic fluid pumps
    • F04D29/4213—Casings; Connections of working fluid for radial or helico-centrifugal pumps especially adapted for elastic fluid pumps suction ports
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/40—Casings; Connections of working fluid
    • F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
    • F04D29/44—Fluid-guiding means, e.g. diffusers
    • F04D29/441—Fluid-guiding means, e.g. diffusers especially adapted for elastic fluid pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/04—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only
    • F02B47/08—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only the substances including exhaust gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/40—Application in turbochargers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

The present application relates to a supercharged internal combustion engine having a compressor and a guide device arranged upstream of the compressor, having: an air intake system; an exhaust gas removal system; at least one compressor comprising at least one impeller mounted on a rotatable shaft in a compressor housing, and comprising an inlet region extending and realised coaxially to the shaft of the compressor; an exhaust gas recirculation system comprising a recirculation line branching off from the exhaust gas removal system and opening into the air intake system, thereby achieving a junction upstream of the at least one impeller; and a guiding device arranged upstream of the at least one compressor wheel in the air intake system and also extending at least between the at least one compressor wheel and the junction point; characterized in that the guide means comprise an inner sleeve and a plurality of rod-like guide elements, wherein the rod-like guide elements extend around the inner sleeve at least in the outer region in a helical manner.

Description

Supercharged internal combustion engine having a compressor and a guide device arranged upstream of the compressor
Technical Field
The invention relates to a supercharged internal combustion engine having
An air intake system for supplying pressurized air,
-an exhaust gas removal system for removing exhaust gas,
at least one compressor, which is arranged in the intake system to compress the charge air flow and comprises at least one impeller mounted on a rotatable shaft in a compressor housing and provided with rotor blades, and which comprises an inlet region which extends and is embodied coaxially to the shaft of the compressor,
-an exhaust gas recirculation system comprising a recirculation line which branches off from the exhaust gas removal system and opens into the air intake system, so that a junction point is realized upstream of the at least one impeller, and
a guiding device arranged upstream of the at least one compressor wheel in the air intake system and further extending at least between the at least one compressor wheel and the junction point.
Background
Internal combustion engines of the type described above are used, for example, as motor vehicle drive units. Within the framework of the present invention, the term internal combustion engine relates to diesel engines and gasoline engines, but also to hybrid internal combustion engines (i.e. internal combustion engines which operate with a hybrid combustion process), and to hybrid drives which, together with the internal combustion engine, comprise at least one further torque source for driving the motor vehicle (for example an electric machine which can be connected as driven or already connected to the internal combustion engine and which outputs power instead of or in addition to the internal combustion engine).
The importance of supercharged internal combustion engines is increasing, supercharging being above all a method for increasing the power, in which the air necessary for the combustion process in the engine is compressed, whereby a larger air mass can be supplied to each cylinder per operating cycle. As a result, fuel mass and thus average pressure may be increased.
Supercharging is a suitable means for increasing the power of an internal combustion engine without changing the cubic capacity or reducing the cubic capacity with the same power. In each case, the pressurization leads to an increase in the volumetric power ratio and to a more favorable power-to-weight ratio. If the cubic capacity is reduced, the overall load may therefore move towards a higher load, and the specific fuel consumption is lower. Due to the combination of the supercharging with a suitable gear unit design, a so-called deceleration can also be achieved, wherein also a lower specific fuel consumption can be achieved.
Therefore, supercharging supports continuous efforts in the development of internal combustion engines to minimize fuel consumption, i.e., to improve the efficiency of the internal combustion engine.
Exhaust gas turbochargers are often used for supercharging, in which the compressor and the turbine are arranged on the same shaft. The hot exhaust stream is supplied to a turbine and expands in the turbine, releasing energy, thereby causing the shaft to rotate. The energy output by the exhaust gas flow to the turbine and ultimately to the shaft is used to drive the compressor, which is also disposed on the shaft. The compressor delivers and compresses the charge air supplied thereto, whereby the supercharging of the cylinder is achieved.
It is advantageous to provide a charge air cooler in the intake system downstream of the compressor, in the manner of which the compressed charge air is cooled before entering the at least one cylinder. The cooler reduces the temperature and thus increases the density of the charge air, so that the cooler also contributes to a better charging of the cylinder, i.e. to a greater air mass. Due to the cooling, compression occurs.
An advantage of an exhaust-gas turbocharger compared to a supercharger is that the exhaust-gas turbocharger utilizes the exhaust-gas energy of the hot exhaust gases, while the supercharger obtains the necessary energy for its drive directly or indirectly from the internal combustion engine. Generally speaking, a mechanical connection (such as, for example, a traction drive) is necessary to transmit power between the supercharger and the internal combustion engine.
An advantage of a supercharger over an exhaust-gas turbocharger is that, in general, a supercharger is able to generate and provide the required boost pressure independently of the current operating state of the internal combustion engine, in particular at low speeds of the crankshaft. This applies in particular to superchargers which are driven by means of an electric motor and can therefore also be referred to as electric superchargers.
According to the prior art, increasing the power in all engine speed ranges by means of exhaust turbine boosting actually causes difficulties. When dropping below a certain speed, a large drop in torque can be seen. The torque drop is understandable when considering that the boost pressure ratio depends on the turbine pressure ratio. If the engine speed is reduced, this results in a smaller exhaust gas mass flow and thus a lower turbo pressure ratio, which is why the charging pressure ratio also decreases towards lower engine speeds. This means the same as a torque drop.
In principle, in addition to an exhaust-gas turbocharger, a supercharger or an electric supercharger may also be provided. Since exhaust gas charging is cost-intensive, in particular when a plurality of exhaust gas turbochargers are used, charging can also be carried out by means of a mechanical or electrical supercharger instead of exhaust gas charging. This advantage has already been mentioned above.
It is an object of the present invention to provide a supercharged internal combustion engine having at least one compressor for supercharging purposes, which may be the compressor of a supercharger, an electric supercharger, or an exhaust-gas turbocharger.
If an internal combustion engine, such as an internal combustion engine according to the present invention, is provided with an exhaust gas recirculation system in which exhaust gas is introduced into the intake system upstream of the compressor, problems may arise upstream of the compressor. In practice, condensate may form. In this case, a plurality of scenes will be considered.
On the one hand, if the recirculated hot exhaust gas encounters and mixes with cold fresh air, condensate may form. The exhaust gas is cooled, whereas the temperature of the fresh air rises. The temperature of the mixture of fresh air and recirculated exhaust gas (i.e., the temperature of the charge air) is below the temperature of the exhaust gas of the recirculated exhaust gas. Within the framework of the cooling of the exhaust gases, the liquid (in particular, water) previously contained in the exhaust gases still in the gaseous state may condense if it falls below the dew point of the components of the gaseous charge air stream.
Condensate forms in the free charge air stream, wherein contaminants in the charge air often form a starting point for condensate droplet formation.
On the other hand, when the recirculated hot exhaust gas or charge air contacts the inner walls of the intake system or the compressor housing, generally speaking, because the wall temperature is below the dew point of the associated gaseous component, condensate may form.
Since the proportion of each exhaust gas component in the charge air (in particular, the proportion of water contained in the exhaust gas) inevitably increases as the amount of recirculated exhaust gas increases, some of the problems described above worsen as the recirculation rate increases. Therefore, according to the prior art, the amount of exhaust gas recirculated by means of low-pressure EGR is often limited in order to prevent or reduce condensation. The necessary limitation of low-pressure EGR on the one hand and the high exhaust gas recirculation rate necessary for a significant reduction in nitrogen oxide emissions on the other hand lead to different objectives when specifying the amount of recirculated exhaust gas. Legal requirements for reducing nitrogen oxide emissions show said problems to be highly relevant in practice.
The effects described above in connection with recirculation of hot exhaust gases are similarly applicable to ventilation airflows that tend to be removed from the crankcase and introduced into the intake system upstream of the compressor.
Condensate and condensate droplets are undesirable and cause increased noise emissions in the air intake system and may cause damage to the blades of the at least one compressor wheel. This damage is associated with a reduction in compressor efficiency.
Even within the framework of low-pressure EGR, the exhaust gases which have been subjected to exhaust gas treatment, in particular in a particulate filter, preferably flow through the compressor, deposits cannot be completely avoided in the compressor which modify the geometry (in particular the flow cross section) of the compressor and in this way impair the efficiency of the compressor.
US 8,297,922B1 describes a shroud that protects the impeller of the compressor from damage and deposits. The hood includes two surfaces, a first surface forming a front face of the hood exposed to the flow of pressurized air. The second surface is positioned opposite the first surface and forms a rear face of the shroud, facing the impeller. The back face of the shroud fits perfectly with the front face of the impeller so that no cavity is achieved between the back face of the mounted shroud and the front face of the impeller. With regard to the fluid aspect or the efficiency of the compressor, the front face of the shroud is realized, as is the case with the impeller of the compressor.
The shroud described in US 8,297,922B1 is an expensive and cost intensive concept. The shroud completely encloses the impeller of the compressor at the front and must be produced for a perfect fit, which results in high demands on production. The hood described in US 8,297,922B1 seems to be designed as a wearing part which is replaced within the framework of maintenance work. In particular, the costs with respect to the proposed protective measures will take this into account.
Furthermore, bulky covers include a corresponding weight, which is considered to be very disadvantageous. In this case, it must also be taken into account that the shroud rotates together with the rotating impeller and reaches very high speeds, whereby correspondingly high forces cooperate with the compressor shaft and the bearings. Since it is necessary to accelerate and decelerate with the shroud of the rotating impeller counterweight, the response performance of the compressor deteriorates in a non-negligible manner.
Disclosure of Invention
Against the background that has been said, it is an object of the present invention to provide a supercharged internal combustion engine according to the preamble of claim 1, with which the disadvantages known from the prior art are overcome and with which, in particular, damage to the compressor due to the formation of condensate is counteracted.
The object is achieved by a supercharged internal combustion engine having:
an air intake system for supplying charge air,
an exhaust gas removal system for removing exhaust gas,
at least one compressor, which is arranged in the intake system to compress the charge air flow and comprises at least one impeller mounted on a rotatable shaft in a compressor housing and provided with rotor blades, and which comprises an inlet region extending and realized coaxially to the shaft of the compressor,
-an exhaust gas recirculation system comprising a recirculation line branching off from the exhaust gas removal system and opening into the air intake system, thereby realizing a junction point upstream of the at least one impeller, and
a guide device arranged within the air intake system upstream of the at least one compressor wheel and further extending at least between the at least one compressor wheel and the junction point,
it is characterized in that
The guide means comprise an inner sleeve and a plurality of rod-like guide elements, wherein the rod-like guide elements extend around the inner sleeve at least in the outer region in a helical manner.
An exemplary embodiment of a supercharged internal combustion engine is advantageous in which the rod-shaped guide element extends in a helical manner around the inner sleeve, so that the flow of charge air guided by using the guide element comprises or has a velocity component in the direction of the peripheral velocity of the rotating compressor wheel.
The intention of the internal combustion engine according to the invention is not to counteract condensate formation in the air intake system or separated condensate which is even collected and removed upstream of the compressor. That is, in the present case, the above-mentioned problems due to the formation of condensate are not solved accordingly.
Conversely, the adverse effect of condensate formation is reduced or eliminated by suitable measures, in particular damage to the blades of the at least one compressor wheel is avoided.
To this end, according to the invention, the charge air flow passes through the guide device before it contacts the at least one compressor wheel. The guide device according to the invention comprises an inner sleeve, in the interior of which a part, preferably the main part, of the charge air is guided centrally in the intake system. A portion of the flow of charge air is also referred to below as an inner charge air flow. The remaining other part of the charge air flows outside around the inner sleeve and, in this case, flows through an outer channel, which is realized between the inner sleeve and the inner wall of the intake system and is conventionally annular. A portion of the flow of charge air is also referred to below as the outer charge air flow.
The external boosted pressure air stream often includes a high proportion of condensate or many condensate droplets. This may have different reasons. In one aspect, the outer charge air stream covers an inner wall of the air induction system, and condensate droplets are formed and collected on the inner wall of the air induction system and enter or are entrained by the outer charge air stream. On the other hand, the recirculation line of the exhaust gas recirculation system or the ventilation line of the crankcase ventilation hole opens into the intake system, and thus an inlet opening is formed on the inner wall of the intake system. As a result, the recirculated exhaust or ventilation airflow enters the outer charge air stream in a preferred manner if the inner sleeve covers the inlet opening or protrudes far enough into the upstream intake system of the inlet opening.
According to the invention, the guide element of the guide device, which extends in a helical manner at least in some regions around the inner sleeve on the outside, is arranged in the outer channel between the inner sleeve and the inner wall of the air intake system.
When the rod-shaped guide elements are interspersed, a velocity component is imposed on the outer pressurized air stream in the direction of the peripheral velocity of the rotating compressor wheel, together with condensate or condensate droplets, whereby the relative velocity between the wheel and the outer pressurized air stream entering the wheel (in particular, the relative velocity between the wheel and the condensate droplets contacting the wheel) is reduced or minimized.
In particular, the reduction of the relative speed has a beneficial effect: the condensate droplets contact the impeller comprising or involving relatively small pulses, whereby the risk of damage to the blades of the at least one compressor impeller is reduced or eliminated.
Damage to the impeller blade edges by condensate and the resulting reduction in compressor efficiency is prevented.
It is not necessary to limit the recirculation amount of exhaust gas, so that a high recirculation rate can be achieved in order to significantly reduce the emission of nitrogen oxides.
The object underlying the invention is achieved by the internal combustion engine according to the invention, that is to say a supercharged internal combustion engine is provided, by means of which the disadvantages known from the prior art are overcome and by means of which, in particular, damage to the compressor due to the formation of condensate is counteracted.
As in the case of kick plates (kick plates), the bar-shaped guide element is characterized in that the length of the guide element exceeds the width and depth of the guide element by a multiple.
The guide element according to the invention is also suitable for retrofitting already commercially available compressors.
Further advantageous embodiments of a supercharged internal combustion engine are discussed in connection with the dependent claims.
An embodiment of a supercharged internal combustion engine in which at least one rod-like guide element is fastened to an inner wall of the air intake system is advantageous.
The rod-shaped guide element, the plurality of guide elements or all guide elements may be fastened to the inner wall of the air inlet system, for example by means of at least one guide element being realized in one piece with the air inlet system, whereby a substance-substance bond is realized.
However, an embodiment of a supercharged internal combustion engine in which at least one rod-like guide element is fastened to the inner sleeve is advantageous in particular.
The rod-shaped guide element, the plurality of guide elements or all guide elements may also be fastened to the inner sleeve, for example by way of at least one guide element being realized in one piece with the inner sleeve, so that the inner sleeve and the at least one rod-shaped guide element form a single part, i.e. are realized in one piece.
In particular, the above embodiments are suitable for retrofitting compressors that are already commercially available.
An embodiment of such a supercharged internal combustion engine is advantageous in this context in that the at least one rod-shaped guide element and the inner sleeve are realized as a single piece such that the at least one rod-shaped guide element and the inner sleeve form a single piece, as already mentioned.
An embodiment of the supercharged internal combustion engine in which the at least one rod-like guide element comprises an airfoil-shaped cross section at least in some regions is advantageous. The guide element is then preferably embodied in a thickened manner on its side facing the sleeve and becomes thinner or narrower as the distance from the sleeve increases.
An embodiment of the supercharged internal combustion engine in which each rod-like guide element comprises an inlet edge facing the flow of supercharged air is advantageous.
An embodiment of a supercharged internal combustion engine in which the inlet edge is realized in a wedge-shaped manner is advantageous in this context.
The inlet edge, which is realized in a wedge-shaped manner, makes it easy for the charge air flow to enter between two adjacent guide elements without the charge air flow becoming turbulent. Instead, the flow of pressurized air is guided in a funnel-like manner between the guide elements by means of the wedge-shaped inlet edge, the wing-shaped guide elements ensuring that the flow of pressurized air is guided along the guide elements.
An embodiment of a supercharged internal combustion engine in which two adjacent rod-like guide elements form a channel tapering towards the compressor wheel is advantageous.
If the channel realized by two adjacent guide elements tapers in the flow direction in the manner of a nozzle, the flow of pressurized air guided between the two adjacent guide elements is accelerated upon penetration of the channel, whereby the relative velocity between the impeller and the outer flow of pressurized air entering the impeller (in particular, the relative velocity between the impeller and the condensate droplets contacting the impeller) can be reduced.
An embodiment of a supercharged internal combustion engine in which the inner sleeve is realized in a cylindrical manner is advantageous.
The cylindrical realization of the inner sleeve gives the guiding device a certain symmetry, which facilitates the assembly of the guiding device in the air intake system or in the compressor inlet area (i.e. assembly).
An embodiment of a supercharged internal combustion engine in which the inner sleeve extends and is realized coaxially with the shaft of the compressor is advantageous.
At least one compressor comprises an inlet region which extends and is realized coaxially to the shaft of the compressor. In this respect, the inner sleeve, which is realized coaxially to the shaft of the compressor, forms a fluidically advantageous extension of the inlet region, which is realized coaxially.
As a result, the adaptation or convection of the charge air flow guided between the guide elements to the peripheral speed of the impeller or impeller blades is made simpler.
An embodiment of a supercharged internal combustion engine in which the inner sleeve has a first bore is advantageous.
The first aperture provides a fluid connection between the outer and inner streams of pressurized air (i.e., the interior of the sleeve). The holes may be realized in a circular, oval or angled manner, in particular in a polygonal manner, but may also comprise any other form.
An embodiment of a supercharged internal combustion engine in which the inner sleeve comprises a first bore between the rod-shaped guide elements is advantageous in this context.
The static pressure drops outside the sleeve due to the acceleration of the outer charge air flow guided between two adjacent guide elements. The resulting pressure difference between the interior of the sleeve and the outer channel as a driving pressure difference ensures that the flow of pressurized air from the interior of the sleeve into the outer channel via the first aperture. As a result, additional turbulence is generated in the outer pressurized air stream, which turbulence causes or contributes to the atomization of the condensate or the breakup of condensate droplets.
An embodiment of a supercharged internal combustion engine in which the at least one rod-like guide element comprises at least one second aperture is also advantageous.
An embodiment of a supercharged internal combustion engine in which each rod-like guide element comprises a plurality of second apertures is advantageous in this context.
The second hole ensures a fluid connection between the pressurized air streams on both sides of the rod-like guide element. The holes may be realized in a circular, oval or angled manner, in particular in a polygonal manner, but may also comprise any other form.
Due to the fluid connection and the guiding of the flow of pressurized air between the guiding elements, additional turbulence is generated in the outer flow of pressurized air, which additional turbulence causes or contributes to the atomization of the condensate or the breaking up of condensate droplets. As a result, the risk of damage to the blade is further counteracted.
An embodiment of a supercharged internal combustion engine in which the rod-shaped guide element is enclosed by an outer sleeve is advantageous.
An embodiment of a supercharged internal combustion engine in which at least one compressor is a supercharger or an electrically driven supercharger is advantageous.
Embodiments of a supercharged internal combustion engine in which at least one compressor is associated with an exhaust-gas turbocharger comprising a compressor and a turbine arranged in the exhaust-gas removal system, the compressor and the turbine being arranged on the same shaft, are advantageous.
An embodiment of the supercharged internal combustion engine in which the exhaust-gas recirculation system comprises a closing element for adjusting the amount of recirculated exhaust gas is advantageous. The exhaust gas recirculated and preferentially cooled on the inlet side is mixed with fresh air upstream of the compressor. The mixture of fresh air and recirculated exhaust gas generated in this way forms charge air, which is supplied to the compressor and compressed.
Embodiments of a supercharged internal combustion engine which provide a ventilation line which opens into the intake system upstream of the at least one compressor are advantageous.
Drawings
The invention is described in more detail below by way of exemplary embodiments and according to fig. 1a, 1b and 1c, wherein:
fig. 1a shows a schematic view of a part of an air intake system of a first embodiment of an internal combustion engine together with a guide device, wherein the guide device is partly cut away and seen in the direction of the axis of the compressor,
FIG. 1b shows a cross-section of a portion of the air induction system shown in FIG. 1a along line A-A labeled in FIG. 1a, and
FIG. 1c shows a cross-section of a portion of the air induction system shown in FIG. 1a along line B-B labeled in FIG. 1 a.
Detailed Description
Fig. 1a shows a schematic illustration of a part of an intake system 1 of a first embodiment of an internal combustion engine together with a guide 4, wherein the guide is partially cut away and viewed in the direction of the shaft 2a of the compressor 2. In this regard, fig. 1a is a top view of the compressor wheel 2b in the direction of the flow of pressurized air.
FIGS. 1B and 1c show a cross-section of a portion of the air intake system 1 shown in FIG. 1a along lines A-A and B-B labeled in FIG. 1a
The intake system 1 serves to supply charge air to the cylinders, and the compressor 2 serves to supercharge the cylinders, and thus the internal combustion engine. The compressor 2 comprises an impeller 2b, which impeller 2b is mounted on a rotatable shaft 2a in a compressor housing 2c and is provided with impeller blades. The inlet region 3 of the compressor 2 is realized coaxially to the shaft 2a of the compressor 2, so that a part of the intake system 1 upstream of the compressor 2 does not comprise a change of direction and the inflow of charge air into the compressor 2 will be done axially without further measures.
The internal combustion engine is provided with an exhaust gas recirculation system comprising a recirculation line which branches off from the exhaust gas removal system and leads into the intake system 1 upstream of the compressor 2 or the compressor wheel 2b, so that a junction point (not shown) is realized.
The intake system 1 of the internal combustion engine is provided with a guiding device 4, which guiding device 4 is arranged upstream of the compressor wheel 2b and also extends between the compressor wheel 2b and the junction point, as also shown in fig. 1 b.
The guide means 4 comprise an inner cylindrical sleeve 4a and a plurality of rod-like guide elements 4b, which rod-like guide elements 4b extend around the inner sleeve 4a at least in the outer region in a helical manner, as shown in fig. 1 c.
In the interior of the sleeve 4a, the main part of the charge air is guided centrally in the intake system 1. The inner pressurized air stream 6b flows substantially axially along the compressor wheel 2 b.
Another portion of the charge air flows outside around the inner sleeve 4a and forms an outer charge air flow 6a, which outer charge air flow 6a flows through an outer annular passage realized between the inner sleeve 4a and the inner wall 1a of the air intake system 1.
The outer charge air stream 6a often includes a high proportion of condensate or many condensate droplets, as also shown in fig. 1 b.
A plurality of guide elements 4b of the guide arrangement 4, which extend helically around the inner sleeve 4a in the outer region and comprise a wedge-shaped inlet edge 4 b', are arranged in the outer channel between the inner sleeve 4a and the inner wall 1a of the air inlet system 1.
When the rod-shaped guide element 4b is inserted through, a velocity component in the direction of the peripheral velocity of the rotary compressor wheel 2b is imposed on the external pressurized air stream 6a and on the condensate or condensate droplets. The circumferential speed of the impeller 2b is marked by a straight arrow in fig. 1 c.
The relative velocity between the impeller 2b and the outer charge air stream 6a entering the impeller 2b (in particular, the relative velocity in the circumferential direction of the impeller 2b between the impeller 2b and the condensate droplets contacting the impeller 2b) is reduced.
The velocity vector of the charge air stream 6a relative to the compressor wheel 2b is composed of the velocity vector of the charge air stream 6a in the intake system 1 and the vector of the peripheral velocity of the rotating compressor wheel 2 b.
Between the rod-like guide elements 4b, the inner sleeve 4a comprises a first bore 5a, which first bore 5a creates a fluid connection between the outer channel and the interior of the sleeve 4 a. Due to the acceleration of the outer charge air flow 6a between the guide elements 4b, the static pressure in the outer channel drops, which is why charge air flows from the interior of the sleeve 4a into the outer channel via the first holes 5 a. The turbulence generated by the outer pressurized air stream 6a contributes to the materialization of the condensate and to the breakup of condensate droplets.
The guide element 4b itself comprises a second hole 5b, the second hole 5b also ensuring a fluid connection between the pressurized air streams on both sides of the rod-like guide element 4 b. As a result of the guiding of the charge air flow between the guide elements 4b, additional turbulence is generated in the outer charge air flow 6a by means of the second holes 5 b.
REFERENCE LIST
1 air intake system
1a inner wall of air intake system
2 compressor
2a compressor shaft
2b impeller of compressor and compressor impeller
2c compressor housing
3 inlet area of compressor
4 guide device
4a inner sleeve
4b Bar-shaped guide element
4 b' inlet edge of guide element
5a hole, first hole
5b hole, second hole
6a external charge air flow
6b internal charge air flow

Claims (16)

1. A supercharged internal combustion engine having:
an air intake system (1) for supplying charge air,
an exhaust gas removal system for removing exhaust gas,
-at least one compressor (2) arranged in the intake system (1) to compress a flow of pressurized air and comprising at least one impeller (2b), which at least one impeller (2b) is mounted on a rotatable shaft (2a) in a compressor housing (2c) and is provided with rotor blades, and which at least one compressor (2) comprises an inlet area (3), which inlet area (3) extends and is realized coaxially to the shaft (2a) of the compressor (2),
-an exhaust gas recirculation system comprising a recirculation line branching off from the exhaust gas removal system and opening into the air intake system (1) so as to achieve a junction upstream of the at least one impeller (2b), and
-a guiding device (4) arranged in the air intake system (1) upstream of the at least one compressor wheel (2b) and also extending at least between the at least one compressor wheel (2b) and the junction point,
it is characterized in that
-the guide means (4) comprise an inner sleeve (4a) and a plurality of rod-like guide elements (4b), wherein the rod-like guide elements (4b) extend around the inner sleeve (4a) in a helical manner at least in the outer region.
2. The supercharged internal combustion engine of claim 1, characterized in that the rod-shaped guide element (4b) extends helically around the inner sleeve (4a) such that the flow of charge air guided by use of the guide element (4a) comprises a velocity component in the direction of the peripheral velocity of the rotating compressor wheel.
3. A supercharged internal combustion engine as claimed in claim 1 or 2, characterized in that at least one rod-like guide element (4b) is fastened to the inner side wall (1a) of the air intake system (1).
4. Supercharged internal combustion engine according to one of the preceding claims, characterized in that at least one rod-like guide element (4b) is fastened to the inner sleeve (4 a).
5. The supercharged internal combustion engine of claim 4, characterized in that at least one rod-like guide element (4b) and the inner sleeve (4a) are realized in one piece, so that the at least one rod-like guide element (4b) and the inner sleeve (4a) form a single part.
6. A supercharged internal combustion engine as claimed in one of the preceding claims, characterized in that at least one rod-like guide element (4b) comprises an airfoil-shaped cross section at least in some regions.
7. The supercharged internal combustion engine of one of the preceding claims, characterized in that each bar-shaped guide element (4b) comprises an inlet edge (4 b') facing the charge air stream.
8. The supercharged internal combustion engine of claim 7, characterized in that the inlet edge (4 b') is realized in a wedge-shaped manner.
9. Supercharged internal combustion engine according to one of the preceding claims, characterized in that two adjacent rod-like guide elements (4b) form a channel that tapers towards the compressor wheel (2 b).
10. Supercharged internal combustion engine according to one of the preceding claims, characterized in that the inner sleeve (4a) is realized in a cylindrical manner.
11. Supercharged internal combustion engine according to one of the preceding claims, characterized in that the internal sleeve (4a) extends and is realized coaxially to the shaft (2a) of the compressor (2).
12. Supercharged internal combustion engine according to one of the preceding claims, characterized in that the inner sleeve (4a) comprises a first aperture (5 a).
13. A supercharged internal combustion engine according to claim 12, characterized in that the inner sleeve (4a) comprises first holes (5a) between the rod-like guide elements (4 b).
14. Supercharged internal combustion engine according to one of the preceding claims, characterized in that at least one rod-like guide element (4b) comprises at least one second aperture (5 b).
15. A supercharged internal combustion engine as claimed in claim 14, characterized in that each rod-like guide element (4b) comprises a plurality of second holes (5 b).
16. Supercharged internal combustion engine according to one of the preceding claims, characterized in that the rod-like guide element (4b) is encased by an outer sleeve.
CN201911063884.4A 2018-12-06 2019-11-04 Supercharged internal combustion engine having a compressor and a guide device arranged upstream of the compressor Pending CN111287836A (en)

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DE102018221147.7A DE102018221147B4 (en) 2018-12-06 2018-12-06 Supercharged internal combustion engine with a compressor and a guide device arranged upstream of the compressor

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Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ATE332446T1 (en) 2004-05-18 2006-07-15 Fiat Ricerche MOTOR VEHICLE COMPRESSOR
DE102005019896B4 (en) 2005-04-29 2013-07-11 Bayerische Motoren Werke Aktiengesellschaft Swirler
US8297922B2 (en) 2009-07-31 2012-10-30 Nuovo Pignone S.P.A. Impeller cover and method
DE102014216162B4 (en) 2014-08-14 2019-01-17 Ford Global Technologies, Llc Charged internal combustion engine with exhaust gas turbocharger and method for operating such an internal combustion engine
EP3051099B1 (en) 2015-02-02 2017-11-08 Volkswagen Aktiengesellschaft Compressor with variable flow geometry
DE102016210011B4 (en) 2016-06-07 2018-03-08 Ford Global Technologies, Llc Charged self-igniting internal combustion engine with exhaust gas recirculation and method for operating such an internal combustion engine

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