EP0095789B1 - Procédé et installation pour la commande de la recirculation des gaz d'échappement dans un compresseur à ondes de pression pour un moteur à combustion interne - Google Patents

Procédé et installation pour la commande de la recirculation des gaz d'échappement dans un compresseur à ondes de pression pour un moteur à combustion interne Download PDF

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Publication number
EP0095789B1
EP0095789B1 EP83200493A EP83200493A EP0095789B1 EP 0095789 B1 EP0095789 B1 EP 0095789B1 EP 83200493 A EP83200493 A EP 83200493A EP 83200493 A EP83200493 A EP 83200493A EP 0095789 B1 EP0095789 B1 EP 0095789B1
Authority
EP
European Patent Office
Prior art keywords
pressure
duct
pressure wave
air
wave supercharger
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.)
Expired
Application number
EP83200493A
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German (de)
English (en)
Other versions
EP0095789A1 (fr
Inventor
Andreas Mayer
Ibrahim El-Nashar
Fritz Spinnler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BBC Brown Boveri AG Switzerland
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BBC Brown Boveri AG Switzerland
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by BBC Brown Boveri AG Switzerland filed Critical BBC Brown Boveri AG Switzerland
Priority to AT83200493T priority Critical patent/ATE16626T1/de
Publication of EP0095789A1 publication Critical patent/EP0095789A1/fr
Application granted granted Critical
Publication of EP0095789B1 publication Critical patent/EP0095789B1/fr
Expired legal-status Critical Current

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Classifications

    • 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
    • F02B33/42—Engines with pumps other than of reciprocating-piston type with driven apparatus for immediate conversion of combustion gas pressure into pressure of fresh charge, e.g. with cell-type pressure exchangers
    • 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
    • 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
    • F02M26/40—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with timing means in the recirculation passage, e.g. cyclically operating valves or regenerators; with arrangements involving pressure pulsations

Definitions

  • the present invention relates to a method and a device for controlling the recirculation of exhaust gas in a pressure wave charger for an internal combustion engine according to the preamble of claims 1 and 5.
  • a primary i.e. That is, recirculation of exhaust gas into the compressed charge air, which functions without additional devices, by mixing air and exhaust gas at the separating front of the two media in the pressure wave charger can be arranged in a certain speed and load range of the engine, for example in the center of gravity of a driving cycle, by arranging the Reach control edges where the relaxed exhaust gas in the low-pressure section is not completely flushed out. The portion of the exhaust gas that is not flushed out is compressed in the high-pressure section together with the fresh air and enters the engine with it.
  • This primary recirculation control via the control edge geometry worsens the effectiveness of the high-pressure side and also the idling properties. Since this recirculation control takes place via the low-pressure flushing, it is also influenced by the low-pressure resistances, which change over time, particularly due to filter contamination. can change.
  • this solution has the disadvantage that the difference between charge air pressure and high pressure exhaust gas and also the boost pressure are reduced due to the removal of high pressure exhaust gas. In this way, however, the degree of recirculation can be better adapted to the respective operating state of the engine than by primary exhaust gas recirculation alone.
  • FIG. 1 shows a part of the developed central section through the rotor space and the adjacent channels in the air or gas housing of a pressure wave charger for a diesel engine.
  • the rotor space is denoted by 1, one of the two high and low pressure exhaust gas channels, namely 4 and 5, or high and low pressure exhaust gas channels, namely 4 and 5, or high and low pressure air channels 6 and 7, are respectively from the gas housing 2 and the air housing 3 shown.
  • the arrow 8 indicates the direction of rotation of the rotor, the arrows 9, 10, 11 and 12 the flow directions of the high-pressure exhaust gas coming from the engine, the compressed high-pressure air pushed out of the rotor, i. i.e., the charge air, the low-pressure exhaust gas exhausting from the rotor or the low-pressure air flowing into the rotor, i.e. that is, the intake air.
  • This degree of recirculation can be influenced by arranging baffles 13 or 14 either in the low-pressure air duct 7 or in the low-pressure exhaust gas duct 5 or in both ducts.
  • baffles 13 or 14 either in the low-pressure air duct 7 or in the low-pressure exhaust gas duct 5 or in both ducts.
  • both an intake damper 13 in the low-pressure air duct 7 and an exhaust damper 14 in the low-pressure exhaust gas duct 5 are provided.
  • the axes of rotation 15, 16 of these baffles lie in the middle of the baffles or the cross sections of the channels.
  • Other flap arrangements or types of throttles, such as rotary valves or the like, are of course also possible, but they should deteriorate the intake resistance or the exhaust resistance as little as possible compared to the resistance of the free channels when the opening is fully open.
  • baffles which, as said, can be provided in one or in both channels, is explained with reference to FIG. 2, in which two rotor cells 17 are entered in the rotor space, the illustration of which has been omitted in FIG. 1.
  • the baffles 13, 14 are omitted in FIG. 2.
  • the dashed line 18 represents the course of the separating front as it forms from the high-pressure area between the high-pressure exhaust gas duct 4 and the high-pressure air duct 6 when there is no recirculation of exhaust gas.
  • the separating front 18 then remains in the high-pressure region and in its further course until it enters the region of the low-pressure channels 5 and 7 always within the rotor space 1. It is therefore possible, provided that the mixing zone in the region of the separating front remains narrow, that no exhaust gas enter duct 6, i.e. the charge air.
  • the degree of recirculation can be increased and its course can be controlled in the engine map.
  • the intake air flow in channel 7 is throttled by the baffle flap 13 and / or the baffle flap 14 in channel 5, the exhaust gases are prevented from being flushed out, so that the separating front 21 which now occurs takes place in the low pressure region from the fork point 19 to the dotted line. It therefore remains in the rotor space after leaving the low-pressure area, i. i.e., in the rotor cells. This means that exhaust gas, together with the intake air, reaches the high-pressure area, where it is compressed together with the air and fed into the internal combustion engine.
  • the separating front 21 between the sucked-in air and the exhaust gas to be recirculated remains until it enters the next high-pressure region, approximately as in the upper part of FIG. 2, and is then pushed against and into the high-pressure air duct by the front of the high-pressure exhaust gases. Since a pressure wave machine generally has two high and two low pressure parts, the separating front 21 entered in the lower part of FIG. 2 does not originate from the low pressure part 5 + 7 in the upper part of FIG. 2, but from the second, not shown, low pressure part, while the upper part Separating front 21 merges into the second high pressure part, not shown.
  • FIG. 3 A block diagram of a pressure wave charger with controllable recirculation is shown in FIG. 3.
  • 22 designate an intake air filter, 23 an intake silencer, 24 the pressure wave charger, 25 an exhaust silencer, 26 the intake line, 27 the exhaust line, 28 the high-pressure exhaust line, 29 the charge air line, 30 an intake port upstream of the air filter 22, in which the intake air side damper 31 is provided .
  • this could also be arranged immediately before the junction of the low-pressure air duct in the rotor space, but also at any other point between the filter and the inlet of the intake air that is more convenient for installation, maintenance or actuation linkage the rotor space.
  • a compensation element such as a pressure cell, can be provided in the actuating linkage for the storage flap, as will be shown later.
  • the control for the storage flap will preferably be designed so that the flap is fully open when idling and in the upper load range and from a certain speed. Only a primary recirculation is effective in these areas.
  • FIG. 4 shows an ideal recirculation map, wherein in the hatched area, the so-called “recirculation island 32, the swivel angle ⁇ , see FIG. 6, the baffle flap can be constant or can be controlled in order to obtain the desired course of the degree of recirculation.
  • the mussel curve 33 applies to constant recirculation.
  • the flap is opened and closed using a speed sensor that controls the flap so that recirculation in the upper speed range is reduced.
  • FIG. 7 schematically shows a device for controlling the flap position in a diesel engine as a function of the accelerator pedal position to compensate for a change in the intake resistance depending on the degree of contamination of the air filter and the speed.
  • the intake air line 34 is flowed through in the direction indicated by the two flow arrows 35, i. that is, the damper 36 is in front of the air filter 37.
  • the stowage flap 36 is actuated in the desired load or speed-dependent manner by the gas linkage 38, 39 via a resilient element installed between the rods 40, 41 in the form of a pressure can 42 shown in the secondary figure. In the main figure, this pressure can 42 is shown schematically as a spring.
  • the double arrow 44 indicates this relationship.
  • the adjustment of the flap 36 as would occur with a rigid connection of the gas linkage to the flap, is overlaid by the pressure cell 42, a correction movement which compensates for a change in the intake resistance as a result of filter contamination and / or a change in speed.
  • the housing of the pressure cell 42 is connected to the rod 40 and its spring-loaded membrane 43, which is pressurized on both sides, is rigidly connected to the rod 41.
  • the static pressures P vK and PIK in the intake air line upstream or downstream of the flap 36 can be used to apply the membrane 43.
  • a different pressure difference preferably in the suction area of the pressure wave charger, could also prove useful for this.
  • the compensation of a change in the intake resistance can also be achieved by a pressure cell 45, in which the pressure difference between the ambient air and the intake air line 49 after the air filter 46 is used to compensate for the change in the intake resistance, for which purpose a pressure decrease line 50 between the spring-loaded Top of the pressure cell 45 and the intake air line 49 is provided behind the filter.
  • a stop that limits the flap pivoting angle so that the intake air line can never be completely closed.
  • a stop will preferably be provided as close as possible to the valve axis.
  • Another advantageous measure for this purpose is. to connect the flap to the sniffer valve, which allows the engine to draw the combustion air directly from the atmosphere during the start-up period, so that the latter is opened when the damper is closed.
  • Another option is to use a return spring that swings the flap back to the fully open position in the event of an accident.
  • Simpler measures are to provide the flap with holes or to only dimension it so large that it still keeps part of the cross section of the intake air line free at the largest possible swivel angle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (12)

1. Procédé de commande de la recirculation des gaz d'échappement dans un compresseur de suralimentation à ondes de pression pour un moteur à combustion interne, caractérisé en ce que l'on commande le tracé du taux de recirculation en fonction de l'état de charge du moteur à combustion interne en modifiant la résistance du système de conduites à basse pression du compresseur de suralimentation à ondes de pression.
2. Procédé suivant la revendication 1, caractérisé en ce que l'on modifie la résistance dans le canal à air d'aspiration.
3. Procédé suivant la revendication 1, caractérisé en ce que l'on modifie la résistance dans le canal d'échappement.
4. Procédé suivant la revendication 1, caractérisé en ce que l'on modifie aussi bien la résistance dans le canal à air d'aspiration que la résistance dans le canal d'échappement.
5. Compresseur de suralimentation à ondes de pression pour la mise en oeuvre du procédé suivant la revendication 1, comprenant un dispositif pour la commande de la recirculation des gaz d'échappement, un corps de rotor dans lequel est logé un rotor (1) pourvu de cellules parcourues axialement, un carter à air (3) avec un canal d'arrivée (7) pour l'air d'aspiration et un canal d'évacuation (6) pour l'air comprimé de suralimentation. comprenant encore un carter à gaz (2) avec un canal d'arrivée (4) pour les gaz d'échappement à haute pression et un canal d'évacuation (5) pour les gaz d'échappement rejetés, dans lequel le canal d'arrivée (4) pour les gaz d'échappement à haute pression et le canal d'évacuation (6) pour l'air de suralimentation forment la partie haute pression et le canal d'évacuation (5) pour les gaz d'échappement rejetés et le canal d'arrivée (7) pour l'air d'aspiration forment la partie basse pression du compresseur de suralimentation à ondes de pression, caractérisé en ce qu'il est prévu un clapet de retenue (14 et/ou 13 ; 36 ; 48) dans au moins un des canaux (5,7 ; 34 ; 49) de la partie basse pression et en ce que le clapet de retenue se trouve en liaison active avec un dispositif de manoeuvre (38 à 43 ; 45, 50) pour la commande ou le réglage du taux de recirculation.
6. Compresseur de suralimentation à ondes de pression suivant la revendication 5, caractérisé en ce qu'il est prévu un clapet de retenue (14 resp. 13) aussi bien dans le canal d'évacuation (5) pour les gaz d'échappement rejetés que dans le canal d'arrivée (7) pour l'air d'aspiration.
7. Compresseur de suralimentation à ondes de pression suivant la revendication 5, caractérisé en ce qu'il est prévu un clapet de retenue (14) uniquement dans le canal d'évacuation (5) pour les gaz d'échappement rejetés.
8. Compresseur de suralimentation à ondes de pression suivant la revendication 5, caractérisé en ce qu'il est prévu un clapet de retenue (36 ; 48) uniquement dans le canal pour l'air d'aspiration (34 ; 49) et en ce que ce clapet de retenue est disposé avant le filtre à air (37 ; 46) dans la direction de l'écoulement.
9. Compresseur de suralimentation à ondes de pression suivant la revendication 5, caractérisé en ce que le dispositif de manoeuvre du clapet de retenue (36) resp. des clapets de retenue se compose d'une tringlerie reliée à la tringlerie de réglage du moteur.
10. Compresseur de suralimentation à ondes de pression suivant la revendication 5, caractérisé par un dispositif de compensation (42 ; 45) agissant sur le dispositif de manoeuvre, pour compenser l'effet de modifications de la pression dans la conduite d'air d'aspiration (34 ; 49).
11. Compresseur de suralimentation à ondes de pression suivant la revendication 10, caractérisé en ce que le dispositif de compensation comporte une capsule à pression (42). qui peut être soumise aux pressions régnant dans la conduite d'air d'aspiration (34) avant et après le clapet de retenue (36), ainsi qu'une tringlerie (40, 41) qui relie cinématiquement la capsule à pression (42) à la tringlerie (38, 39) du dispositif de manceuvre.
12. Compresseur de suralimentation à ondes de pression suivant la revendication 10, caractérisé en ce que le dispositif de compensation se compose d'une capsule à pression (45) incorporée dans la tringlerie de manoeuvre, et dont la membrane peut être soumise à la pression atmosphérique et à la pression régnant dans la conduite d'air d'aspiration (49) après un filtre à air (46).
EP83200493A 1982-06-02 1983-04-07 Procédé et installation pour la commande de la recirculation des gaz d'échappement dans un compresseur à ondes de pression pour un moteur à combustion interne Expired EP0095789B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT83200493T ATE16626T1 (de) 1982-06-02 1983-04-07 Verfahren und einrichtung zur steuerung der rezirkulation von abgas in einem druckwellenlader fuer einen verbrennungsmotor.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH3371/82 1982-06-02
CH337182 1982-06-02

Publications (2)

Publication Number Publication Date
EP0095789A1 EP0095789A1 (fr) 1983-12-07
EP0095789B1 true EP0095789B1 (fr) 1985-11-21

Family

ID=4254514

Family Applications (1)

Application Number Title Priority Date Filing Date
EP83200493A Expired EP0095789B1 (fr) 1982-06-02 1983-04-07 Procédé et installation pour la commande de la recirculation des gaz d'échappement dans un compresseur à ondes de pression pour un moteur à combustion interne

Country Status (5)

Country Link
US (1) US4517950A (fr)
EP (1) EP0095789B1 (fr)
JP (1) JPS58222964A (fr)
AT (1) ATE16626T1 (fr)
DE (1) DE3361269D1 (fr)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0152870A3 (fr) * 1984-02-21 1985-10-09 Comprex Ag Procédé de régénération de filtre d'échappement pour moteurs à combustion
CH668292A5 (en) * 1985-12-02 1988-12-15 Bbc Brown Boveri & Cie Throttle flap for pressure pulse charge engine - has controlled leak-rate at zero setting to prevent engine overheating
CH681738A5 (fr) * 1989-11-16 1993-05-14 Comprex Ag
US5839416A (en) * 1996-11-12 1998-11-24 Caterpillar Inc. Control system for pressure wave supercharger to optimize emissions and performance of an internal combustion engine
EP0899435B1 (fr) * 1997-08-29 2003-11-19 Swissauto Engineering S.A. Machine à ondes de pression utilisant la dynamique des gaz
FR2886673A1 (fr) 2005-06-01 2006-12-08 Renault Sas Systeme et procede d'alimentation d'un moteur
DE102006020522A1 (de) * 2006-05-03 2007-11-08 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
FR2907505B1 (fr) * 2006-10-23 2008-12-26 Renault Sas Procede d'evaluation du debit de gaz fourni a un moteur par un compresseur, et groupe motopropulseur exploitant ce procede
JP4301295B2 (ja) * 2007-01-18 2009-07-22 トヨタ自動車株式会社 内燃機関のｅｇｒシステム
DE102009029880A1 (de) * 2009-06-22 2010-12-23 Continental Automotive Gmbh Turbolader und Verfahren zur Montage einer Regeleinrichtung eines Turboladers
DE102010054505B4 (de) * 2010-12-14 2014-06-12 Benteler Automobiltechnik Gmbh Druckwellenladeranordnung und Verfahren zum Betreiben einer Druckwellenladeranordnung
KR102035191B1 (ko) * 2012-05-03 2019-10-22 보르그워너 인코퍼레이티드 배기가스 터보차저

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2853987A (en) * 1957-09-19 1958-09-30 Ite Circuit Breaker Ltd Diesel engine supercharged by the aerodynamic wave machine
CH552135A (de) * 1972-11-29 1974-07-31 Bbc Brown Boveri & Cie Verfahren zur verminderung der schadstoffemission von verbrennungsmotoren und einrichtung zur durchfuehrung des verfahrens.
EP0072059B1 (fr) * 1981-08-11 1986-05-07 BBC Aktiengesellschaft Brown, Boveri & Cie. Moteur à combustion interne suralimenté comprenant un filtre pour les particules des gaz d'échappement

Also Published As

Publication number Publication date
JPS58222964A (ja) 1983-12-24
DE3361269D1 (en) 1986-01-02
US4517950A (en) 1985-05-21
ATE16626T1 (de) 1985-12-15
EP0095789A1 (fr) 1983-12-07

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