• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 优先权
    • 专利摘要:
    COMBUSTION MACHINE. The present invention relates to a combustion machine (100,200), having a combustion engine (10) with an exhaust gas side (AG) and a charge fluid side (LL), comprising: - a turbocharger of exhaust gas (20) for loading the combustion engine (10) with a compressor assembly on the side of the charge fluid (LL) and a turbine assembly on the exhaust gas side (AG) - a compressor (41), whose primary side (41.1) is coupled to the charge fluid side (LL) and whose secondary side (41.2) is coupled to the exhaust gas (AG) side. According to the invention, the charging system also includes: - an exhaust gas recycling (30) with a recycling line (39) for the exhaust gas on the exhaust gas (AG) side of the engine. combustion (10) to the charge fluid side (LL) of the combustion engine (10); and the exhaust gas turbo charger (20) for the two-stage charge of the combustion engine (10), has a low pressure stage (ND) and a high pressure stage (HD), with the low stage pressure (ND) has a low pressure turbine (21) of the low pressure compressor (...).
    公开号:BR112013010405B1
    申请号:R112013010405-8
    申请日:2011-10-21
    公开日:2021-01-26
    发明作者:Dr Jörg Heiermann
    申请人:Mtu Friedrichshafen Gmbh；
    IPC主号:
    专利说明:

    [0001] [001] The present invention relates to a combustion engine a combustion engine with an exhaust gas side and a charge fluid side; a loading system, comprising an exhaust gas turbocharger for the combustion engine load, a compressor set on the charge fluid side and a set of turbines on the exhaust gas side and a compressor, the primary side of which is coupled to the charge fluid side and the secondary side of which is coupled to the exhaust gas side. The invention also encompasses a motor vehicle with a combustion engine.
    [0002] [002] From the DE 198 37 978 A1 a combustion engine with an exhaust gas turbocharger for two-stage loading of a combustion engine and with an exhaust gas recycling became known, and a line of Exhaust gas recycling is planned for a secondary side of a high pressure compressor.
    [0003] [003] As of GB 2 121 474 A, a combustion engine with an exhaust gas turbocharger has become known for two-stage loading of the combustion engine. In this case, a compressor is provided, which can provide pressurized air in a pressurized air reservoir that can be made available via the pedal activation to the exhaust gas turbocharger.
    [0004] [004] An aforementioned combustion engine is known from DE 103 15 148 AA1 of the supplicant. It features an exhaust gas turbocharger with a compressor and a turbine, as well as, in addition, a compressor to compress the ambient air. A valve for switching a flow path on the secondary side of the compressor is arranged in a first position to connect the secondary side of the compressor with the primary side of the turbine. For this purpose, a suitable connection line is provided, in which the air transported by the compressor is conducted to the primary side of the turbine and, in this way, the number of turbine revolutions can be increased. Based on the increased speed of the exhaust gas turbocharger, a charge air pressure will be increased from the air taken from the environment and then compressed. When a threshold value is exceeded, in a second position of the valve, the compressed air through the compressor can be conducted and drained | on the secondary side of the turbine.
    [0005] [005] It has been shown that a combustion engine of this kind can still be improved.
    [0006] [006] At this point comes the invention, whose task is to propose a combustion engine that has an improved load system, especially an improved load system, in which the compressor is coupled in an improved way. In particular, a combustion engine of this type must have an optimized charge pressure.
    [0007] [007] With respect to a combustion engine according to the invention, this task will be solved by the fact that, according to the invention, the charging system also includes: an exhaust gas recycling line with a exhaust gas recycling from the exhaust gas side of the combustion engine to the charge fluid side of the combustion engine, with the exhaust gas turbocharger having a low pressure stage and a high pressure stage for the load in two stages of the combustion engine. According to the invention it is also provided that the low pressure stage has a low pressure compressor of the compressor set, driven by a low pressure turbine of the turbine set, as well as the high pressure stage has a high pressure compressor. pressure of the compressor set driven by the high pressure turbine of the turbine set. Furthermore, it is provided according to the invention that the compressor is configured to compress the cargo fluid from the low pressure stage and the supply of the compressed cargo fluid to the high pressure stage, the primary side of the compressor being it is coupled to the secondary side of the low pressure compressor and the secondary side of the compressor is coupled to the primary side of the high pressure turbine.
    [0008] [008] In general, the term compressor means a component to compress cargo fluid. In particular, it is necessary to understand as a compressor a component to compress cargo fluid that is driven by a mechanical drive. A compressor can also be driven by a turbine drive. In particular, a compressor designed as a helical compressor proved to be advantageous.
    [0009] [009] The invention is based on the consideration that a charging system in a combustion engine of the species initially cited can be complemented especially for an improved reduction of NOx within the engine, which can be done, advantageously, by a recycling of exhaust gas. The invention provides an exhaust gas recycling line from the exhaust gas side of the combustion engine to the charge fluid side of the combustion engine. In addition, the invention also recognized that a combustion engine, especially diesel engines, with an exhaust gas recycling and exhaust gas turbo charger, especially at comparatively low revs, can still be improved. At reduced speeds, it has been recognized that comparatively high exhaust gas recycling rates may not always be achieved in a desired manner - in compliance with NOx limit values. It has also been recognized that - in the case of high recycling rates exhaust gas - there may be a certain lack of fresh air in the cargo air. The lack of fresh air can have disadvantageous effects on the acceleration behavior of a motor vehicle, equipped with the combustion engine. From this opposite problem, a situation may result, in which emission threshold values for NOx emissions are not reached, or only in a deficient way, and / or a failure of the displacement dynamics for the vehicle results.
    [0010] [0010] The invention solves this problem with the use of an exhaust gas turbocharger for two-stage combustion engine loading with a low pressure stage and a high pressure stage, according to the striking part of claim 1. In this case, the invention recognized that the compressor to compress the charge fluid can be integrated in an especially advantageous way, since this - less to compress ambient air - is configured more to compress the charge fluid of the low pressure stage. and supplying the compressed charging fluid to the high pressure stage. According to the invention, it is provided that the primary side of the compressor is coupled to the secondary side of the low pressure compressor and the secondary side of the compressor is coupled to the primary side of the high pressure turbine. The invention makes it possible, in an especially advantageous way, to produce an additional and especially high pressure formation by means of the compressor with two-stage exhaust gas turbocharger in front of the high pressure turbine of the turbine assembly, which is thus additionally accessed and more intensely, above average. In an improved way, the invention recognized that in this way, on the one hand, a negative pressure differential can be achieved - that is, a negative pressure differential between a pressure on the charge air side and a pressure on the exhaust gas side. of the combustion engine - that this, even with comparatively lower revolutions of the combustion engine, is sufficient for comparatively high recycling rates. On the other hand, due to the comparatively increased and additional pressure formation in front of the high-pressure turbine, by means of the compressor, a high-pressure turbocharger is preserved, in the case of operation, being maintained in a high speed regime, so that even at stationary or transient operation of the combustion engine, sufficient charge pressure of the charging fluid is available and therefore fresh air is available. This results in a relatively low level of smoke. Altogether, the concept of the invention leads to an improved response behavior of a combustion engine, especially in the case of partial load, even though with good exhaust gas recycling rates, also under partial load.
    [0011] [0011] In this way, the fundamental problem of the combustion engine with an exhaust gas recycling is solved according to the opposite problem, explained above, between exhaust gas recycling rates, on the one hand, and availability of fresh air on the other hand. It became evident that the concept of the invention is sufficient to meet NOx threshold values inside the engine, without it being necessary to provide for an additional treatment of the exhaust gas in the combustion engine. Even so, the combustion engine, according to the concept of the invention, approved even with high exhaust gas recycling rates, with comparatively high displacement dynamics.
    [0012] [0012] Especially, the concept of the invention points to a combustion engine in the form of a row engine - be it a four-cylinder row engine or a six-cylinder row engine. The concept is also advantageous for a V motor. In particular, a motor is formed in the form of a medium speed or fast speed unit, so that, with comparatively low speeds, high Medium pressures can be achieved. Therefore, it has been shown that in the case of a fast-moving unit with speeds in the range between 500 and 23 00 rpm, especially with a fast-moving unit with speeds in the range between 900 and 2000 rpm, a considerable increase in average pressures can be obtained in up to 40%.
    [0013] [0013] The concept of the invention also points to a vehicle, especially a utility vehicle with a combustion engine according to the concept of the invention. In particular, it has proved to be advantageous to use a combustion engine according to the concept of the invention in a tractor, a vehicle in the construction sector, a transport vehicle.
    [0014] [0014] Other advantageous extensions of the invention can be seen from the dependent claims and presents, in detail, different possibilities for the realization of the aforementioned concept in the context of the formulated task, as well as in relation to other advantages.
    [0015] [0015] Basically, the recycling of the exhaust gas can be constituted in the form of an exhaust gas recycling at low temperature of a stage and, for that, presenting at least one heat exchanger. The exhaust gas recycling can advantageously present a choke, which is especially adjustable. A strangulator can, for example, be formed as a choke cap or similar unit which half closes and / or narrows a tube. With regard to the two-stage exhaust gas turbocharger, exhaust gas recycling in the form of low temperature exhaust gas recycling was particularly advantageous. A low temperature exhaust gas recycling advantageously features a first heat exchanger in a first stage and a second heat exchanger in a second stage. By recycling the low-temperature exhaust gas in two stages, a temperature, especially density, of the recycled exhaust gas, depending on the state of operation of the combustion engine, may be suitable, particularly advantageously - for example, an initial starting state, or a steady or transient state. Especially it proved to be advantageous that the second stage of the exhaust gas recycling preferably presents a recycling line with the second heat exchanger and a separate derived line therefrom. The derived line is coupled to the second heat exchanger on the primary side and the secondary side, and thus offers a path that surrounds the second heat exchanger for an exhaust gas stream. This measure, ultimately, makes the second stage of a low temperature exhaust gas recycling, according to the needs, can be activated or deactivated. In the case of an activation, the exhaust gas passes through the second heat exchanger. In the event of a deactivation, the exhaust gas will be conducted to the second heat exchanger, circling through the bypass line.
    [0016] [0016] To achieve sufficient compression of the charge fluid - especially charge air, that is, if necessary, a mixture of charge and exhaust gas has proved to be especially advantageous that the low pressure stage of the exhaust gas turbocharger have a low pressure heat exchanger on the fluid loading side. The low pressure heat exchanger is advantageously arranged between the low pressure compressor and the high pressure compressor. It also proved to be advantageous to provide a high pressure stage of the exhaust gas turbocharger on the charge fluid side, with a high pressure heat exchanger. A high-pressure heat exchanger has proved to be advantageous for feeding the fed fluid to the combustion engine at the lowest possible temperature. In general, the enlargement recognized to connect in sequence to a compression of the charging fluid a cooling of the charging fluid. This results in an advantageously increased density of the charge fluid, so that an air / fuel ratio can be selected especially at a high level, for example, and a large volume of fresh air can be conducted in comparison. This results in a comparatively lower NOx emission and therefore also an advantageously reduced smoke level.
    [0017] [0017] These measures are achieved, in reinforced measure, by the compressor, provided according to the concept of the invention, for compression of the cargo fluid from the low pressure stage and supply of the compressed cargo fluid to the high pressure stage , there being the high pressure turbine. At the same time, in the manner explained above, a negative pressure differential will be increased which, in comparison, results in high exhaust gas recycling rates, practically in the entire speed range and, in the context of the increased displacement dynamics, as above mentioned, results in an improved response behavior of the combustion engine, even under partial load regime. According to the need, the primary side of the compressor can be coupled between the low pressure heat exchanger and the high pressure compressor. This measurement of a coupling of the primary side of the compressor to a secondary side of the low pressure heat exchanger has proved to be especially advantageous for effective and best possible compression of the charging fluid. In the same way it is possible - for example, in synchronization with a dimensioning of the heat exchanger, especially of a low pressure heat exchanger and / or a high pressure heat exchanger - that the primary side of the compressor is also directly coupled between the low pressure compressor and the low pressure heat exchanger. It is also possible, for example, to conform the low pressure stage of the exhaust gas turbocharger on the charge fluid side without a heat exchanger. If necessary, the exhaust gas turbocharger - even in the two-stage version - can be provided with only a single heat exchanger of the corresponding size. The primary side of the compressor can, in this case, be coupled directly between the low pressure compressor and the high pressure compressor. It should also be understood that the term fluid fluid basically comprises a charge air. In the same way, an exhaust gas recycling line can be coupled in such a way on the charge fluid side of the combustion engine that the recycled exhaust gas, as needed, can be fed at different points of the charge fluid side. In the same way, an exhaust gas on the side of the charge fluid can be fed into a secondary side of a high pressure compressor and / or a high pressure heat exchanger - especially, in a practical way directly on the knee of the charge fluid of the combustion engine. In the same way, extensions are also possible, in which the exhaust gas recycling line extends from the exhaust gas side of the combustion engine to the charge fluid side of the combustion engine, at a high pressure stage on the side of the charging fluid and / or a low pressure stage of the exhaust gas turbocharger on the primary side. In particular, measures can be taken to prevent the heat exchanger from being soaked.
    [0018] [0018] In the context of an especially preferred extension, the compressor can be driven by a combustion engine crankshaft. In a respective alternative or additional extension, the compressor can also be driven by a separate drive from the combustion engine. Basically, as drive means for the compressor, a coupling and / or a gear is adapted between the combustion engine, that is, the separate drive, and the compressor. The driving means for the compressor may also have a belt, chain, sprocket or similar connection with a crankshaft of the combustion engine, that is, a separate drive. A connection line on the primary side of the compressor may have a valve, especially an adjustable valve. An adjustable choke is also possible. Basically, other means for narrowing or closing the tube are also possible. A valve or choke is preferably adapted to supply the load air, fed to the compressor, from the low pressure stage, in full or partial form.
    [0019] [0019] It should be understood that - although not described in detail - the concept of the invention also extends to extensions, in which a primary side of the compressor is arranged on the secondary side of the low pressure compressor, but it is not directly driven to the compressor of the low pressure stage the load fluid. For example, additional charge fluid from the high pressure stage can also be fed to the compressor, or also charge fluid through intercalation with other components or components of the exhaust gas turbocharger lines.
    [0020] [0020] Examples of carrying out the invention will now be described below, based on the drawings. These do not necessarily present examples of execution on the right scale, but the drawing, where it is useful for explanation, the drawings are shaped in a schematic and / or slightly distorted way. With regard to the supplements of the teachings that can be directly known, reference is made to the state of the art applicable. In this case, it should be taken into account that several modifications and changes in the form and detail of an embodiment can be made, without abandoning the general idea of the invention. The characteristics of the invention, revealed in the description, in the drawing and in the claims, can be essential both individually and also in random combination for the expansion of the invention. In addition, all combinations of at least two characteristics, revealed in the description, in the drawing and / or in the claims, are integrated in the context of the invention. The general idea of the invention is not restricted to the exact format or to the detail of the embodiment to be shown and described, or is restricted to an object that would be restricted in comparison with the object described in the claims. In the ranges of dimensions indicated, also values within the mentioned limits are revealed and can be used and claimed as threshold values. For the sake of simplicity, identical reference numbers will then be used for identical or similar parts or components with the same or similar function.
    [0021] [0021] Other characteristic advantages and details of the invention will result from the following description of the preferred embodiment, as well as based on the drawing. The figures show:
    [0022] [0022] Fig.1 - a first mode of a combustion engine with a compressor to compress the load fluid from the low pressure stage and supply of the compressed load fluid to the high pressure stage, where the turbine is coupled of high pressure of a two-stage exhaust gas turbocharger, the primary side of the compressor being coupled between the low pressure heat exchanger and the high pressure compressor.
    [0023] [0023] Fig. 2 - a first modality of a combustion engine with a compressor to compress cargo fluid from the low pressure stage and supply of the compressed cargo fluid to the high pressure stage, where the high pressure turbine is coupled of a two-stage exhaust gas turbocharger, the primary side of the compressor being coupled between the low pressure compressor and the low pressure heat exchanger.
    [0024] [0024] Fig. 1 shows a combustion machine 100 with a combustion engine 10 and a loading system that has an exhaust gas turbocharger 20 and an exhaust gas recycling 30. The combustion engine 10 in the present case it has the form of a four-cylinder in-line engine, as a fast unit, with speeds in the range between 600 and 2500 rpm. The combustion engine 10 has an exhaust gas side AG for eliminating the exhaust gas from the exhaust gas knee 1 of the combustion engine 10 for a line 1.2 leading to the exhaust gas turbocharger 20, as well as a line 1.3 leading to the exhaust gas recycling 30. The combustion engine 10 also has a charge fluid side LL for charging the combustion engine 10 with a charging fluid on a charge fluid knee 2. The charging fluid load fluid knee 2, in the present case, is a suitable mixture, according to the working state of the combustion engine 10, composed of load air fed by a line 2.3 of the exhaust gas recycling 30. The charge air and exhaust gas are fed into a mixer 3 to form the mixture of charge air and exhaust gas, as well as another line 2.1 for the charge fluid knee 2. The arrows shown in Fig. 1 designate always the direction of flow of a charge fluid on the fluid side of c mortar LL, ie an exhaust gas on the side of the exhaust gas AG, ie in the area of the combustion engine 10.
    [0025] [0025] KS designates, in the present case, the power output side of the combustion engine 10, that is, the side of the combustion engine 10 to provide a gear as well as a possible coupling, shown, for example, in Fig. 2 for connecting another drive system to the crankshaft of the combustion engine 10. Correspondingly, JGS designates the opposite side of the combustion engine's strength 10.
    [0026] [0026] In the present case, the charging system of the combustion engine 10 is expanded with an exhaust gas recycling 30, in the form of a low temperature exhaust gas recycling. The exhaust gas recycling 30 has, for this purpose, a first stage 31, as well as a second stage 32. The first stage features a high temperature heat exchanger 33, as well as a strangulator 34, which precedes on the primary side. the high pressure heat exchanger 33.
    [0027] [0027] Then, with a primary side of a component, basically, the input side of a component and the secondary side basically represent a component basically on the output side of a component in the case of normal operation of the engine. combustion 10, that is, for a flow direction, shown in Fig. 1 of a charge fluid, that is, exhaust gas.
    [0028] [0028] The exhaust gas recycling line 30 has a recycling line 39, sequential from line 1.3 to line 2.3 for exhaust gas recycling on the side of the exhaust gas AG of the combustion engine 10 to the side of the load fluid LL of the combustion engine. The recycling line 39, which serves as the main line, on the primary side follows a second heat exchanger 35 from the second stage 32 of the exhaust gas recycling 30. The second heat exchanger 35 is again preceded on the primary side by a valve 36. In addition to the second heat exchanger 35, disposed on the main line, the second stage 32 of the exhaust gas recycling 30 has a separate derivative line 38 that is coupled to the second heat exchanger 35 surrounding the current, on the primary side, and on the secondary side. The exhaust gas is conducted from line 1.3 to recycling line 39 and can thus always be pre-cooled in a predetermined amount by the first choke 34, via the high temperature heat exchanger 33 and then, according to the combustion engine service status - can be conducted through valve 36 to the second low temperature heat exchanger 35 for additional cooling and / or to the derived line 38. Then the exhaust gas thus cooled according to needs will be fed from the main exhaust gas line and / or the derived line 28 to line 2.3 on the charge fluid side LL of the combustion engine 10 in order to be mixed in the mixer 3 with the charge air fed from the line 23.2, being fed to the knee of load fluid 2 mentioned above.
    [0029] [0029] In the present case, the exhaust gas turbocharger 20 is designed for loading in two stages of the combustion engine 10 with a low pressure stage ND and with a high pressure stage HD. The low pressure stage ND features a low pressure compressor 22 driven by a low pressure turbine 21. The high pressure stage HD features a high pressure compressor 24 driven by a high pressure turbine 23. The components of the stage low pressure ND on the charge fluid side LL are arranged in a charge air line 28 that connects the environment U and the mixer 3.
    [0030] [0030] In a known operating state, combustion machine 100 can be operated as follows. Fresh air is drawn in from the U environment in line 2.2 for the formation of charge air and through the low pressure compressor 22 of the low pressure stage ND of the exhaust gas turbocharger it will be compressed, being previously cooled in a low heat exchanger. pressure 25, being additionally compressed in a high pressure compressor 25 of the high pressure stage HD, and then, in the high pressure heat exchanger 26, coupled in the high pressure compressor 24 of the high pressure stage HD, to be additionally compressed to then in the high pressure heat exchanger 26, coupled on the secondary side of the high pressure compressor 24, it is cooled down to a supply temperature, suitable for directing to the combustion engine 10. The air drawn in from the environment is, in this case, , in a part of the cargo air line 28 that is at a first pressure level Pnd located above atmospheric pressure and in a section of the cargo air line 28, which is between a low pressure compressor 22 and a high pressure compressor 24 of the charge air line 28 at a second high pressure level Phb located above the low pressure level PND. Through the other choke 27, the volume of charge air will be determined in the second line 2.2, that is, a portion of fresh air in the charge fluid will be determined. As explained above, on the other hand, the choke 34 determines the portion of the exhaust gas in line 2.3, that is, the portion of the exhaust gas in a charge fluid in line2. 1. Finally, with a certain adjustment of the throttle 34 or 27, a portion of the charge air will be determined and will be regulated by a state of operation of the combustion engine 10, predetermined by the engine speed, that is, an air-fuel ratio Ag in such a way that it is as high as possible. Therefore, a greater possible high amount of fresh air should be present in order to guarantee the most efficient possible combustion of fuel in the combustion engine 10 with the lowest possible level of smoke formation. In addition, an adjustment hurts the exhaust gas turbocharger 20 and the exhaust gas 30 can be recycled in such a way that a pressure differential - that is, a pressure differential P5-P & between the fluid side load LL and the exhaust gas side AG extend as far as possible into the negative area. The purpose of such regulation is to achieve a part that possibly covers the combustion engine speed range 10, comparatively high exhaust gas recycling rates. In the case of a combustion machine 100, shown in Fig. 1, in addition, compliance with NOx threshold values is ensured by comparatively high exhaust gas recycling rates. In a combustion machine 100, shown in Fig. 1, in addition, compliance with NOx threshold values is ensured with comparatively high exhaust gas recycling rates. In addition, a supply of fresh air for combustion of a charge fluid fed by line 2.1 and charge fluid knee 23 is already positively influenced by the realization of the exhaust gas turbo charger 20 with a low pressure stage ND and a high pressure HD stage. This results in one with acceleration behavior of the combustion machine basically applied with the use in a motor vehicle that is not explained in more detail here. Upon combustion of the fuel injected with the charging fluid in the combustion engine 10, the exhaust gas produced will be conveyed to the exhaust gas knee 1 on the AG exhaust side and there to the additional line 1.2.
    [0031] [0031] For the exhaust gas flow over the high pressure turbine 23, of the high pressure stage HD, as well as through a low pressure turbine 21 of the low pressure stage ND, then a gas flow line of escape 29.
    [0032] [0032] In an especially advantageous extension of the combustion machine 100, According to the concept of the invention, for further improvement of the high portion of fuel λg, as well as to achieve a possibly negative pressure differential P5-P7, as well as to improve the behavior of responses of the combustion engine 10 even under partial load regime, the exhaust gas turbocharger 20 presents, in the present case, additionally a compressor set 40 in a compression line 49 that extends from the charge air line 28i to the exhaust gas line 29. The compressor is designed for compressing charge air from the low pressure stage ND to the side of the charging fluid LL - that is, starting from a low pressure level Pnd - and supplying the air additionally compressed load factor for the high pressure turbine 23 of the high pressure stage HD on the exhaust gas side AG. For this purpose, the primary side 41.1 of the compressor 41 is coupled to the secondary side 22.1 of the low pressure compressor 22 and the secondary side 41.2 of the compressor 41 is coupled to the primary side 23.1 of the high pressure turbine 23. Therefore, the compressor line 49 is coupled to the charge air line 28 and the exhaust gas line 29. As already mentioned, compressor 41 will receive charge air at a low pressure level Pnd, which in a manner determined by the low pressure compressor 22 is located above atmospheric pressure, Valve 42 in the line of compressor 49 on the primary side 41.1 of compressor 41 serves to switch on / off the air flow through compressor 41. In the present case, valve 42 is conformed to a called a black / white valve, which is either open or closed.
    [0033] [0033] The compressor 41, in the present case, is driven over a separate drive 44, for example, an electric drive or similar process.
    [0034] [0034] Based on the enlarged version thus described of the combustion machine 100, the compressor 41 will be provided as an additional mechanical loader and after the low pressure stage ND, that is, the low pressure stage ND captures charge air at a level of pressure Pnd, produces its additional compression and thus blows the high pressure turbine 23. In this way, the pressure differential P5-P7, mentioned above, will be further displaced within the negative area by means of additional pressure formation on the side primary 23.1 of the high pressure turbine 23 as a result of the action of the compressor 41 which still continues to compress the cargo air. The high-pressure turbine 23 and with it the high-pressure turbocharger, that is, the high-pressure HD stage of the exhaust gas turbocharger 20, is maintained at the speed, or is regulated for the speed, so that in the state of stationary as well as transient operation of the combustion engine 10, a sufficient charge pressure is available on the side of the charge fluid LL - so that a sufficient volume of fresh air is conveyed through the charge air line 28 to the mixer 3. This This measure serves, therefore, for the further improvement of the air-fuel portion Âg. In addition, this positive effect of the layout of the compressor 30 has been revealed at all speeds of the combustion engine 10, that is, over the entire range of speeds mentioned above between 900 and 2000 rpm. Especially with comparatively low speeds, different from conventional combustion engines, average pressures are achieved that are at least up to 25% above the average pressures of comparable combustion engines. As a result, the operation of the combustion engine 10 with higher exhaust gas recycling rates by the exhaust gas recycling 30 is possible by observing a still high displacement dynamics, even at lower speeds. This last occurrence results from a better response behavior of the combustion engine 10, even in a partial load operation.
    [0035] [0035] Fig. 2 presents a slightly varied modality in relation to Fig. 1, of a combustion machine 200, reason why for the sake of simplification and better visualization, for the same or similar components or parts the least numbers of reference. In the following, reference will be made only to the differences of the combustion machine 100. Unlike the combustion machine 100 - where the compression line 49 follows in a sequential area to the low pressure compressor 22 of the charge air line 28 between the heat exchanger low pressure heat 25 and high pressure compressor 24 - following a compression line 49 on the combustion machine 200 in an area of the charge fluid line 28 between the low pressure compressor 22 and the low heat exchanger pressure 25. Unlike the combustion machine 100, the compressor line 49, that is, the primary side 41.1 of the compressor 41, follows on a secondary side 22.1 of the low pressure compressor 22. The thus varied embodiment of the combustion 200 is advantageously adapted also especially for operating states, in which the temperature level of the compressed charge air in the low pressure stage ND is still sufficiently low to continue to follow effectively. compressed by compressor 41. In another variant, comparatively compact and not shown here, it also proved to be advantageous - mainly for reasons of construction space - to provide only the high pressure heat exchanger 26 and configure the exhaust gas turbocharger 20 without the low pressure heat exchanger 25. In this case - as in Fig. 1 - the primary side 41.1 of the compressor is coupled to the load air line segment 20 between the low pressure compressor 22 and the high pressure compressor 24.
    [0036] [0036] With another difference in relation to the combustion machine 100, the combustion machine 200 provides a compressor 41, in which the drive 44 is coupled over a coupling 45 and a driving means 46, such as a belt, chain, sprocket or similar connection with a crankshaft on the mechanically driven side of the KS power outlet of the combustion engine.
    [0037] - um turbocarregador de gás de escape 20 para carga do motor de combustão 10, com um compressor no lado do fluido de carga LL e um conjunto de turbina no lado do gás de escape AG, - um compressor 41, cujo lado primário 41.1 está acoplado no lado do fluido de carga LL e cujo lado secundário 41.2 está acoplado no lado do gás de escape AG. De acordo com a invenção, está previsto, no caso, que o sistema de carga também abrange: - uma reciclagem do gás de escape 30 com uma linha de reciclagem 39 para gás de escape do lado do gás de escape AG do motor de combustão 10 para o lado do fluido de carga LL do motor de combustão 10, e o turbocarregador de gás de escape 20, para a carga em dois estágios do motor de combustão 10, possui um estágio de baixa pressão ND e um estágio de alta pressão HD, sendo que o estágio de estágio de baixa pressão ND apresenta um compressor de baixa pressão 22 do conjunto de compressor, acionado por uma turbina de baixa pressão 21 do conjunto de turbina e o estágio de alta pressão HD apresenta um compressor de alta pressão 24 do conjunto de compressores, acionado por uma turbina de alta pressão 23 do conjunto de turbina e sendo que o compressor 412 está conformado para comprimir o fluido de carga a partir do estágio de baixa pressão ND e alimentação do fluido de carga comprimido até o estágio de alta pressão HD, sendo que o seu lado primário 41.1 está acoplado no lado secundário 22.1 do compressor de baixa pressão 22 e o lado secundário do mesmo 41.2 está acoplado no lado primário 23.1 da turbina de alta pressão 23.LISTAGEM DE REFERÊNCIA1. joelho de gás de escape1.2 linha (linha condutora até o turbocarregador de gás de escape 20)1.3 linha (condutora até a reciclagem de gás de escape 30)2 joelho do ar de carga2.1, 2.2, 2.3 linha3 misturador10 motor de combustão20 turbocarregador de gás de escape21 turbina de baixa pressão22 compressor de baixa pressão22.1 lado secundário do compressor de baixa pressão 2223 turbina de alta pressão23.1 lado secundário do compressor de baixa pressão 2224 compressor de alta pressão25 trocador de calor de baixa pressão26 trocador de calor de alta pressão27 outro estrangulador28 linha de ar de carga29 linha de escoamento de gás de escape30 reciclagem do gás de escape31 primeiro estágio32 segundo estágio33 primeiro trocador de calor/trocador de calor de alta temperatura34 estrangulador (está disposto no lado primário)35 segundo trocador de calor/trocador de calor de baixa temperatura36 válvula38 linha de derivação39 linha de reciclagem40 disposição do compressor41 compressor41.1 Lado primário do compressor 4141.2 Lado secundário do compressor 4142 válvula43 acionamento separado44 acionamento sobre eixo de manivela45 acoplamento46 meio acionador49 linha do compressor100,200 máquina de combustãoAG lado do gás de escapeHD estágio de alta pressãoKGS lado contrário da forçaKS lado de liberação de forçaLL lado do fluido de cargaND estágio de baixa pressãoPND nível de baixa pressãoPHD nível de alta pressãoU ambiente[0037] In summary, the invention encompasses a combustion machine 100,200 with a combustion engine 10 with an exhaust gas side AG, a combustion machine 100, 200 featuring a combustion engine 10 with an exhaust gas side AG and one side of LL loading fluid, a loading system comprising: - an exhaust gas turbocharger 20 for loading the combustion engine 10, with a compressor on the side of the charging fluid LL and a turbine assembly on the side of the exhaust gas AG, - a compressor 41, whose primary side 41.1 is coupled to the side of the charge fluid LL and whose secondary side 41.2 is coupled to the side of the exhaust gas AG. According to the invention, it is provided, in this case, that the loading system also includes: - an exhaust gas recycling 30 with an exhaust line 39 for exhaust gas from the exhaust gas AG side of the combustion engine 10 to the charge fluid side L of the combustion engine 10, and the exhaust gas turbocharger exhaust 20, for the two-stage load of the combustion engine 10, has a low pressure stage ND and a high pressure stage HD, and the stage of low pressure stage ND features a low pressure compressor 22 from the set of compressor, driven by a low pressure turbine 21 of the turbine assembly and the high pressure stage HD features a high pressure compressor 24 of the compressor assembly, driven by a high pressure turbine 23 of the turbine assembly and the compressor 412 is designed to compress the load fluid from the low pressure stage ND and supply the compressed load fluid to the high pressure stage HD, its primary side 41.1 being coupled to the secondary side 22.1 of the compressor low pressure 22 and the secondary side of it 41.2 is coupled to the primary side 23.1 of the high pressure turbine 23. REFERENCE LISTING 1. exhaust gas knee 1.2 line (conductive line to the exhaust gas turbocharger 20) 1.3 line (conductive to exhaust gas recycling 30) 2 loading air knee 2.1, 2.2, 2.3 line 3 mixer 10 combustion engine 20 exhaust gas turbocharger 21 low pressure turbine 22 low pressure compressor 22.1 secondary side of the low pressure compressor 22 23 high pressure turbine 23.1 secondary side of the low pressure compressor 22 24 high pressure compressor 25 low pressure heat exchanger 26 high pressure heat exchanger 27 another strangler 28 cargo air line 29 exhaust gas flow line 30 exhaust gas recycling 31 first stage 32 second stage 33 first heat exchanger / high temperature heat exchanger 34 strangler (it is arranged on the primary side) 35 second heat exchanger / low temperature heat exchanger 36 valve 38 bypass line 39 recycling line 40 compressor layout 41 compressor 41.1 Primary side of the compressor 41 41.2 Secondary side of the compressor 41 42 valve 43 separate drive 44 crankshaft drive 45 coupling 46 trigger medium 49 compressor line 100,200 combustion engine AG exhaust gas side HD high pressure stage KGS opposite side of the force KS force release side LL charge fluid side ND low pressure stage PND low pressure level PHD high pressure level U environment
    权利要求:
    Claims (14)
    [0001]
    Internal combustion engine (100,200) covering: an engine (10) with an exhaust gas side (AG) and a charging fluid side (LL) and a loading system, covering: a two-stage exhaust gas turbocharger system (20) for charging the engine (10), with a compressor assembly on the charge fluid side (LL) and a turbine assembly on the exhaust gas side (AG), comprising a low pressure (ND) stage with a low pressure turbocharger having a low pressure compressor (22) driven by a low pressure turbine (21), a high pressure stage (HD) including a high pressure turbocharger having a high pressure compressor (24) driven by a high pressure turbine (23), another compressor (41) having a primary side (41.1) coupled to the charge fluid side (LL) and the secondary side of it (41.2) being coupled to the exhaust gas side (AG) and driven by a separate controllable drive (43, 44), characterized by the fact that the charging system also covers: - an exhaust gas recycling system (30) with a recycling line (39) extending from the exhaust gas knee (1) to the charge air knee (2) to return the exhaust gas from the gas side exhaust (AG) from the combustion engine (10) to the charge fluid side (LL) of the combustion engine (10); and - the other compressor (41) for compressing charge air having the primary side (41.1) is coupled to the secondary side (22.1) of the low pressure compressor (22) and the secondary side (41.2) is coupled to an inlet side / suction (23.1) of the high pressure turbine (23).
    [0002]
    Internal combustion machine according to claim 1, characterized in that the exhaust gas recycling system (30) includes at least one heat exchanger (33) to cool the exhaust gas returned to the fluid side charge.
    [0003]
    Internal combustion machine according to claim 1, characterized by the fact that the exhaust gas recycling system (30) has at least one adjustable choke (34).
    [0004]
    Internal combustion machine according to claim 1, characterized in that the exhaust gas recycling system (30) includes a heat exchanger (33) and a second heat exchanger (35) arranged in series with the first heat exchanger (33).
    [0005]
    Internal combustion machine according to claim 4, characterized in that the second heat exchanger (35) has an inlet side and an outlet side and a bypass line (38) is connected to the inlet side and to the outlet side of the second heat exchanger (35) to bypass the second heat exchanger (35).
    [0006]
    Internal combustion machine according to claim 1, characterized by the fact that the low pressure heat exchanger (25) is arranged between the low pressure compressor (22) and the high pressure compressor (24).
    [0007]
    Internal combustion machine according to claim 6, characterized by the fact that the primary side (41.1) of the compressor (41) is coupled between a low pressure heat exchanger (25) and the high pressure compressor (24).
    [0008]
    Internal combustion machine according to claim 6, characterized by the fact that the primary side (41.1) of the compressor (41) is coupled between the low pressure compressor (22) and the low pressure heat exchanger (25 ).
    [0009]
    Internal combustion machine according to claim 8, characterized in that the primary side (41.1) of the compressor (41) is coupled to the side of the charging fluid (LL) between the low pressure compressor (22) and the compressor high pressure (24).
    [0010]
    Internal combustion machine according to claim 1, characterized by the fact that the separate controllable drive device (43, 44) is an electric motor (43) and a crankshaft drive (44) connected to the motor (10 ) to be triggered by it.
    [0011]
    Internal combustion machine according to claim 10, characterized in that the crankshaft drive (44) for the compressor (41) comprises a transmission (46) including a belt, chain, drive sprocket or similar connection with a crankshaft (45) for selective connection to the engine camshaft.
    [0012]
    Internal combustion machine according to claim 1, characterized by the fact that the compressor line (49) comprises on the primary side (41.1) of the compressor (41) an on / off valve and a control valve (42).
    [0013]
    Internal combustion machine according to claim 1, characterized by the fact that the combustion engine (10) is especially a row or V engine, in the form of a medium speed unit, especially with an operating speed range of 350-900 rpm or fast-travel unit with an operating speed range of 500-2300 rpm.
    [0014]
    Motor vehicle in the form of a tractor or transport vehicle characterized by an internal combustion machine (100, 200) as defined in claim 1.
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    同族专利:
    公开号 | 公开日
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    JP2013540945A|2013-11-07|
    WO2012055514A1|2012-05-03|
    RU2013124042A|2014-12-10|
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    HK1186764A1|2014-03-21|
    US9316180B2|2016-04-19|
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    DE102010043027A1|2012-05-03|
    BR112013010405A2|2016-08-02|
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    法律状态:
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-12-03| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-12-08| B09A| Decision: intention to grant|
    2021-01-26| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 21/10/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    DE10201004327.7|2010-10-27|
    DE102010043027.7A|DE102010043027B4|2010-10-27|2010-10-27|Internal combustion engine|
    PCT/EP2011/005310|WO2012055514A1|2010-10-27|2011-10-21|Internal combustion engine|
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