• 专利附录
  • 专利说明
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    • 专利摘要:
    supercharged turbocharged engine appliance. the present invention relates to a method of controlling a turbocharged engine apparatus in which said apparatus comprises a low pressure compressor connected to a high pressure turbine and a low pressure turbine connected to a high pressure compressor by means of a coupling unit. the apparatus also comprises first means of deflecting said high pressure compressor. the method according to the invention comprises the step of deactivating said first diversion means when at least one specific condition occurs.
    公开号:BR112013030715B1
    申请号:R112013030715-3
    申请日:2012-05-30
    公开日:2021-03-23
    发明作者:Christian Maier
    申请人:Fpt Motorenforschung Ag；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a supercharged turbocharged engine apparatus and its method of operating control, in particular for industrial vehicles. The invention also finds application in the field of marine engines, transport vehicles and agricultural applications, regardless of the type of fuel, gasoline, diesel or gas. Description of the Prior Art
    [0002] Two-stage turbocharging has been proposed as a means to achieve high efficiency in engines, in particular heavy-duty diesel engines, such as those for industrial vehicles or vessels. Two turbochargers are placed in series in the engine intake line, driven by turbines in the exhaust line, which can also be positioned in series, or arranged in another way.
    [0003] The turbocomposite solution comprises two turbines positioned in series on the exhaust line, where the low pressure is connected to the crankshaft of the diesel engine by means of a stepping gear. Therefore, such a second turbine provides additional torque to the engine.
    [0004] A dual turbocomposite scheme is disclosed by patent EP2042705. It shows a high pressure turbine and a low pressure turbine arranged in the exhaust line. Such turbines can be positioned in parallel or in series with each other by means of appropriate connections and reduction valves, especially when the two turbines are configured in parallel, due to the different characteristics of the two turbines.
    [0005] The high pressure turbine is mechanically connected with a high pressure supercharger.
    [0006] The low pressure turbine is connected to the crankshaft by means of a mechanical connection. The connection comprises means for reducing speed variations, positioned between the second turbine and the crankshaft, as in the case of conventional turbocharged engines. In addition, such a mechanical connection also connects a low pressure supercharger, arranged in the intake line, upstream with respect to a high pressure supercharger, the latter being directly connected to the combustion engine intake.
    [0007] The driven compressor and power turbine are coupled through the hydrodynamic clutch and reduction gear to the engine. The purpose of the hydrodynamic clutch is to reduce the torque oscillation of the crankshaft for the turbomachinery gears. An additional function of the clutch in EP2042705 is to connect and disconnect the driven Compressor and the engine's Power Turbine. This function allows you to run the system as a free-running low pressure turbo feeder with some additional gear friction losses.
    [0008] WO 2010/066452 teaches how to manage the slip of the hydrodynamic clutch impulse, to control the back pressure, exhaust gases, and EGR.
    [0009] The low pressure supercharger receives mechanical energy from the engine or also from the low pressure turbine through such a connection.
    [0010] DE 102005003714 shows a system consisting of two stages. Thanks to this scheme, the driven low pressure compressor needs high energy to generate momentum. However, the control capacity of the mechanically driven low pressure compressor is difficult to deal with.
    [0011] A classic turbocomposite scheme is capable of providing a reduction in fuel consumption, which varies between 5 and 10%, and a better power density that varies between 100 and 110%, in relation to a combustion engine provided with geometry variable turbine (VTG).
    [0012] The power density is defined as Power [kW] / energy displacement [L (liter)] so-called specific energy output. This output is between 30 and 34 kW / l for modern heavy duty diesel systems with VTG that can be controlled electronically. Two-stage and two-stage composite systems can reach 50 kW / L.
    [0013] On the contrary, a classic two-stage turbocharged scheme is capable of providing a lower reduction in fuel consumption, which varies between 0% and 5% and a better power density that varies between 115 and 130% with respect to a scheme of VTG.
    [0014] The term turbocharger is synonymous with supercharger or compressor.
    [0015] Also known is a so-called "electric turbocomposite scheme" comprising a high pressure supercharger axially connected with a high pressure turbine and a low pressure turbine connected axially with an electrical generator that produces electrical energy. An electric motor is also connected with the crankshaft of the combustion engine. A first inverter converts the energy produced by the electric generator into direct current injected into a direct current bus and a second inverter, connected with the said direct current bus, is suitable to supply energy to the electric motor, which provides an additional torque for the combustion engine. Summary of the invention
    [0016] Therefore, it is the main objective of the present invention is to provide a method for controlling an engine apparatus that allows to reduce fuel consumption and increase power density. Within this objective, a first objective of the present invention is to provide a method for controlling an engine apparatus that allows to increase the engine's braking power and improve the recovery strategy.
    [0017] These objectives are achieved by a method for controlling an engine apparatus as indicated in claim 1. As specified below, many advantages can be achieved by means of the present invention. First of all in the engine apparatus, the advantages of single and dual turbocharged systems of two-stage turbocharging systems are concentrated in an engine apparatus scheme. Secondly, by the control method according to the invention, it is possible to increase the engine's brake power and improve the energy recovery strategy. In view of the connections between the turbines and the engine engine superchargers, the scheme of this invention is also referred to as "turbocharged engine with reverse two-stage turbocharging".
    [0018] a. Compressor de baixa pressão acionado pela turbina de alta pressão, através de um eixo; b. Turbina de alta pressão e turbina de baixa pressão conectadas em série ao longo da linha de exaustão, c. Compressor de c. baixa pressão e compressor de alta pressão conectados em série ao longo da linha de admissão. In particular, the engine apparatus scheme comprises: The. Low pressure compressor driven by the high pressure turbine, through an axis; B. High pressure turbine and low pressure turbine connected in series along the exhaust line, ç. Compressor c. low pressure and high pressure compressor connected in series along the intake line.
    [0019] The engine apparatus scheme allows for a plurality of different operating configurations each of which leads to a corresponding possible operating mode. In a possible configuration, for example, the engine device allows to increase the engine brake effect, while in another configuration the engine device can be used, for example, to regulate the intervention of an Exhaust Recirculation System. The present invention makes it possible to reduce fuel consumption, increase power density, improve transient engine performance, increase engine brake power and improve recovery strategy.
    [0020] The dependent claims disclose preferred embodiments of the present invention, forming an integral part of the present description. Brief description of the drawings
    [0021] - A Fig. 1 mostra a modalidade de um aparelho de motor híbrido de acordo com a invenção; - A Fig. 2 mostra uma comparação entre o desempenho do aparelho conhecido e um aparelho de acordo com a presente invenção; The invention will be completely clear from the following detailed description, given by way of mere exemplification and non-limiting example, to be read with reference to the figures in the accompanying drawings, in which: - Fig. 1 shows the mode of a hybrid engine apparatus according to the invention; - Fig. 2 shows a comparison between the performance of the known apparatus and an apparatus according to the present invention;
    [0022] Figs. 3 to 5 show a comparison of several supercharging systems applied to the same limiting condition of the engine.
    [0023] The same numerals and letters of reference in the figures designate the same functionally equivalent parts or parts. Detailed description of preferred modalities
    [0024] Figure 1 is a schematic illustration of an engine apparatus according to the present invention. The engine apparatus, for example, of an industrial vehicle, of a vessel or of another type, comprises the internal combustion engine 1, which can be a diesel engine.
    [0025] - uma unidade de compressor de baixa pressão (LPC) 11, - um resfriador de ar de carga de baixa pressão (LPCAC) 12, - um compressor de alta pressão (HPC) 5, - um resfriador de ar de alimentação de alta pressão (HPCAC) 13. The engine apparatus, for example, of an industrial vehicle, of a vessel or of another type, comprises the internal combustion engine 1, which can be a diesel engine. The device comprises an intake line 2 of engine 1 and an exhaust line 20. Starting from the intake of fresh air, in said intake line 2 they are connected sequentially, according to the fresh air route, - a low pressure compressor unit (LPC) 11, - a low pressure charge air cooler (LPCAC) 12, - a high pressure compressor (HPC) 5, - a high pressure supply air cooler (HPCAC) 13.
    [0026] Inlet line 2 comprises first bypass means 3,4 to deflect the HPC 5. In more detail, such bypass means comprises a tube 3 and a valve 4. A first end and a second end of tube 3 are connected respectively to upstream and downstream the HPC. With reference to the exhaust line 20, starting from engine 1, in said exhaust line 20, a high pressure turbine (HPT) 6 and a low pressure turbine (LPT) are connected sequentially according to the route of the exhaust phases. ) 7.
    [0027] The person skilled in the art knows that "low pressure" or "high pressure" turbine means and "low pressure" or "high pressure" superchargers in terms of mass flows, pressures and enthalpies and in view of the series of connections of such components. Therefore, it is also clear that "high (o)" or "low (o)" clearly define the functionalities of a supercharger or a turbine in this context. In this sense, in the following description the term "compressor" and the term "supercharger" are used with the same meaning. Referring again to figure 1, the low pressure charge chiller 12 and the high pressure charge chiller 13 are options.
    [0028] According to the invention, LPC 11 is directly and operatively connected to HPT 6. More precisely, LPC 11 is driven by HPT 6 by means of an axial axis 61. Furthermore, HPT 6 is preferably connected to motor 1 by a connection double (twin entry). This solution allows for better transient performance at low speed by gaining the pressure pulse of the exhaust manifold in a line cylinder engine. In this sense, the direct connection of the engine is rarely subjected to constant exhaust pressure. In pulse-turbocharged diesel engines, twin-entry turbines allow exhaust gas pulsations to be optimized, since a higher turbine pressure ratio is achieved in a shorter time. Thus, by increasing a pressure ratio, positive blasting flow, improving the all important time interval when a high density mass flow is passing through the turbines.
    [0029] As a result of this use of improved exhaust gas energy, the thrust pressure characteristics of the engine and thus the torque behavior is improved, particularly at low engine speeds.
    [0030] As shown in Figure 1, in order to prevent the various cylinders from interfering with each other during load change cycles, half the number of cylinders are connected to an exhaust gas collector 20 that forms the "outlet" of said exhaust engine. combustion 1. Therefore, the twin inlet of the HPT 6 allows the exhaust gas flow to be fed separately through the turbine.
    [0031] According to a first main modality, the HPC 5 is rotatably associated with the LPT 7 via a coupling unit 10. The latter preferably comprises a "first gear assembly" (not shown in detail in figure 1) whereby rotary movement is transferred from axis 8 of LPT 7 to the HPC 5. The first gear assembly has a suitable speed ratio between axis 8 of LPT 7 and HPC 5. Coupling unit 10 also comprises a hydraulic clutch by means of which LPT 7 and HPC 5 can be mechanically and rotatively connected with the crankshaft of the combustion engine 1. In particular such a mechanical connection (LPC 7 and HPC 5 with engine 1) is made when the hydraulic clutch is "activated". On the contrary when the hydraulic clutch is "deactivated" then the HPC 5 is only connected to LPT 7 (see below). Coupling unit 10 also comprises a "second gear assembly" designed d and in order to guarantee an adequate speed ratio between engine crankshaft 1 and LPT 7 and HPC compressor 5.
    [0032] Therefore, according to the invention, the HPC 5 compressor is directly and permanently connected to the coupling unit 10. Which means that the HPC 5 is permanently connected to the LPT 7 and in case also with the engine crankshaft if the hydraulic clutch is activated . Always according to the invention, the work of the HPC 5 is controlled by means of the first means of diversion 3,4 indicated above. In greater detail, when the first bypass means 3,4 are activated / operated (which is when valve 4 is opened) the air flow that leaves from LPC 11 is diverted to the line of pipe 3 and the HPC 5 does not perform any compression ratio. In such a condition (first bypass means 3.4 activated / open) substantially all of the air flow passes through the tube line 3, the HPC 5 compressor impeller continues to run because of its connection to LPT 7 and / or with the engine. However, no mass air flow compression is performed. In other words, the work of the HPC is reduced to mechanical losses. In more detail, in the mass flow of air that circulates through the deviation from after HPC 5 to the entrance of HPC 5 (return flow) the HPC 5 will perform a volumetric flow distribution without compression work.
    [0033] According to a preferred embodiment, the engine apparatus comprises second deflection means 21,23 (comprising a second tube 21 and a second valve 23) for deflecting the HPT 6 and third deflection means 25,26 (comprising a third tube 25 and a third valve 26) to deflect LPT 7.
    [0034] When the second bypass means 23,21 are activated, the exhaust gases leaving the engine 1 outlet do not cross the HPT 6. In such a condition of HPT 6 the LPC 11 does not operate. The second bypass means 23,21 are advantageously activated in order to protect the LPC 11 from speeding when the hydrodynamic clutch of the coupling unit 10 is decoupled / deactivated. In fact, in such a condition the LPT 7 (in its free running mode) does not generate a high enough back pressure to brake the HPT 6. Instead, the said second deflection means 21,23 allow to control the speed of the HPT 6 and consequently the speed of LPC 11 connected in this way.
    [0035] When the third bypass means 25,26 are activated, the exhaust gases leaving HPT 6 do not enter LPT 7. In particular, the third bypass means 25,26 are activated during the engine brake mode. In such a condition, the hydrodynamic clutch is activated and through the activation of third diversion means 25,26 the LPT 7 does not distribute energy to the same hydraulic clutch and consequently to the engine. In this situation, by deactivating the first bypass means (valve 4 closed), the engine needs to start the HPC 5. This loss of engine power due to the operation of the HPC 5 is welcome in the engine's braking mode.
    [0036] - uma primeira configuração chamada de "configuração de estágio único" na qual o LPC 11 e o HPT 6 são ativados e em que o LPT 7 e HPC 5 são desativados. Em tal configuração, os primeiros meios de desvio 3,4 são ativados (que quer dizer que o fluxo de massa de ar passa através da linha de tubo 3 e a válvula 4); ao mesmo tempo também os terceiros meios de desvio 25,26 são ativados de forma que o LPT é desviado; - uma segunda configuração na qual o LPC 11 e o HPT 6 são ativados e na qual o LPT 7 é desativado e o HPT 5 está correndo; em particular o LPT 7 é desativado através da ativação de terceiros meios de desvio (fluxo de gases de exaustão através da linha de tubo 25 e da válvula 26); como já indicado acima, o aparelho trabalha nesta segunda configuração durante o modo de freio do motor; - uma terceira configuração na qual o LPC 11 e o HPT 6 são desativados e na qual o LPT 26 e o HPC 5 são ativados; em particular em tal configuração o LPC 11 e o HPT 6 são desativados através da desativação dos segundos meios de desvio (fluxo de gases de exaustão através da linha de tubo 21 e a válvula 23 a qual é aberta; esta configuração permite vantajosamente aquecer o dispositivo de pós-tratamento do aparelho de motor; - uma quarta configuração na qual o LPC 11 e o HPT 11 são ativados e na qual o LPT 7 e o HPC 5 estão correndo livres; em particular em tal configuração a embreagem hidráulica da unidade de acoplamento 10 é desativado e portanto no torque é transmitido a partir do LPT 7 ao motor 1; portanto em tal configuração primeiros meios de desvio 3,4 são desativados/fechados (em particular eles podem ser ativados em demanda de alto impulso e desativados em demanda de baixo impulso), enquanto segundos meios de desvio 21,23 e terceiros meios de desvio 26,25 são desativados; - uma quinta configuração chamada de "configuração de estágio duplo" na qual o LPC 11 e o HPT 11 são ativados e na qual também o LPT 7 e o HPC 5 são conectados operativos ao motor por meio de a embreagem hidráulica; em detalhe a dita embreagem hidráulica é ativada de forma a transmitir torque a partir do LPT 7 ao motor 1; também nesta quinta configuração os primeiros meios de desvio 3,4 são desativados/fechados bem como os segundos meios de desvio 21,23 e os terceiros meios de desvio 26,25 são desativados. According to the present invention, the motor apparatus 1 explained above can advantageously work at least according to the following operating configurations: - a first configuration called "single stage configuration" in which LPC 11 and HPT 6 are activated and in which LPT 7 and HPC 5 are disabled. In such a configuration, the first bypass means 3,4 are activated (that is to say that the mass air flow passes through the pipe line 3 and the valve 4); at the same time, the third bypass means 25,26 are activated so that the LPT is bypassed; - a second configuration in which LPC 11 and HPT 6 are activated and in which LPT 7 is deactivated and HPT 5 is running; in particular, LPT 7 is deactivated by activating third bypass means (flow of exhaust gases through pipe line 25 and valve 26); as already indicated above, the device works in this second configuration during the engine brake mode; - a third configuration in which LPC 11 and HPT 6 are deactivated and in which LPT 26 and HPC 5 are activated; in particular in such a configuration the LPC 11 and the HPT 6 are deactivated by deactivating the second bypass means (exhaust gas flow through the pipe line 21 and the valve 23 which is opened; this configuration advantageously allows the device to be heated up after-treatment of the engine apparatus; - a fourth configuration in which LPC 11 and HPT 11 are activated and in which LPT 7 and HPC 5 are running free; in particular in such a configuration the hydraulic clutch of the coupling unit 10 is deactivated and therefore in torque it is transmitted from LPT 7 to motor 1; therefore in such a configuration the first bypass means 3,4 are deactivated / closed (in particular they can be activated on demand of high impulse and deactivated on demand of low impulse), while second bypass means 21,23 and third bypass means 26 , 25 are disabled; - a fifth configuration called "dual stage configuration" in which LPC 11 and HPT 11 are activated and in which also LPT 7 and HPC 5 are operatively connected to the engine by means of the hydraulic clutch; in detail, said hydraulic clutch is activated in order to transmit torque from LPT 7 to engine 1; also in this fifth configuration the first bypass means 3,4 are deactivated / closed as well as the second bypass means 21,23 and the third bypass means 26,25 are deactivated.
    [0037] The engine apparatus according to the invention comprises control means, comprising, for example, an electronic control unit (ECU), which controls the activation / deactivation of the first bypass means 3,4 as well as preferably the activation / deactivation of the second deflection 25,26, the deflection means 21,23 and also the coupling element 10 than the hydraulic clutch indicated above. The ECU control means substantially controls and manages the engine apparatus in order to change the operating configuration of the engine itself from one another.
    [0038] The engine apparatus also comprises first detection means, operatively connected to the ECU control means, to detect the temperature of said exhaust gases. In particular, such a temperature is detected in said exhaust line before HPT 6. The engine apparatus also comprises second means for detecting said Lambda value operatively connected to the ECU control means. Said second detection means preferably comprise at least one pressure sensor and at least one temperature sensor arranged along the intake line and connected to the ECU control means (indicated above) in order to calculate the Lambda value. In greater detail, the ECU control means calculate the demand for fuel and the mass air flow through the impulse pressure and the temperature measured respectively by said at least one pressure sensor and said at least one temperature sensor of said second means of detection.
    [0039] According to an alternative solution, the second detection means may comprise an appropriate Lambda sensor operatively connected to the ECU control means indicated above.
    [0040] The engine apparatus preferably also comprises engine braking means and an engine speed revolution sensor which can be, for example, the sensor traditionally mounted on a flywheel of the combustion engine. In addition, the apparatus preferably also comprises at least one torque sensor to detect the torque. The torque sensor is also operatively connected to the ECU control means. In addition, a "fuel map" is preferably stored in ECU control means. Based on this fuel map and the information that comes from the torque sensor, the ECU control means activate the engine brake.
    [0041] It should be noted that in the known solutions the control means are not connected to a torque sensor. In particular in the known solutions, during the triggering mode, the torque is checked in the "fuel map" which comprises data related to the engine speed, torque and fuel mass. Usually the "fuel map" is defined and controlled on benches In traditional solutions, which follow a driver's request, the control means distribute the mass of fuel based on the fuel map, but there is no response from the engine in terms of torque. the braking mode the control means do not detect fuel supply and the braking torque value also comes from the "braking map" which contains data related to the engine speed and braking torque. This "braking map" is also defined and calibrated on test benches.
    [0042] In a different way in the present invention, the presence of a torque sensor communicating with the ECU control means allows to control the variations of the engine and in particular the cause of such variations. That allows to keep the variations of the engine in a very close range and to compensate the aging and the wear during the lifetime.
    [0043] In this sense, if an active injection is detected then the engine brake cannot be activated. On the contrary, if there is no fuel injection and if the engine speed is above a preset value (for example, 1000 rpm), then the engine brake can be activated.
    [0044] a) a temperatura de exaustão excede um valor predefinido (por exemplo, acima de 700°C); b) o valor Lambdas está abaixo de um valor predefinido; c) uma razão de pressão na linha de admissão (2) excede pelo menos um valor de pico do compressor de baixa pressão LPC 11; d) meios de frenagem de motor são ativados; e) a velocidade de revolução do motor está abaixo de um valor predefinido. According to the invention, the strategy of the engine apparatus 1 comprises the step of deactivating said first diversion means 3, 4 when at least one of the following conditions occurs: a) the exhaust temperature exceeds a predefined value (for example, above 700 ° C); b) the Lambdas value is below a predefined value; c) a pressure ratio in the intake line (2) exceeds at least one peak value of the low pressure compressor LPC 11; d) motor braking means are activated; e) the speed of revolution of the engine is below a predefined value.
    [0045] In other words, according to the invention, departing substantially from the first operating configuration indicated above ("single stage configuration"), when at least one of the conditions a) to e) is verified then the first bypass means 3,4 are substantially closed so that the mass flow of air passes through the HPC 5 to be compressed. In such a condition, the HPC 5 can actively work on the mass airflow. On the contrary, when the first bypass means 3,4 are activated then the HPC 5 runs substantially without any compression of the air flow. The conditions a) to e) indicated above are verified by the ECU control means which subsequently intervene in the first bypass means 3,4 of the engine apparatus. The ECU control means can check all conditions a) to e) before intervening in the first diversion means 3,4. Alternatively, the ECU control means can intervene as long as one of conditions a) to e) is detected independently of the other control.
    [0046] In particular when the condition indicated by point a) occurs, then the ECU control means intervene by deactivating the first bypass means 3.4 by and consequently by operatively activating the HPC 5 in order to produce additional air impulse, to raise the Lambda value and to reduce the combustion temperature. With reference to the condition indicated by point b), the Lambda value is calculated by means of the ECU control means from the air to fuel ratio according to the following formula: Lambda = AFR / AF Stoichiometric where AFR = sea / fuel and AFR Stoichiometric is defined as 14,545 for Diesel. It was noted that the best efficiency with the least amount of smoke is achieved when Lambda reaches values between 1.4 and 1.8. When the Lambda value, calculated by the ECU control means (see above) or alternatively detected by the Lambda sensor, goes outside this range, then the first bypass means 3.4 are activated / deactivated as appropriate. In particular if the Lambda value of HPC 5 is less than 1.4 the first bypass means 3.4 are deactivated (valve 4 closed). In practice, the bypass valve 4 is closed when the Lambda value is very low (below 1.4). In such a condition the clutch of the coupling element 10 is connected in order to reach the required Lambda. If the Lambda value itself remains very low in such conditions (first bypass means deactivated 3.4 and clutch activated), then the control strategy will deactivate the clutch and the operating configuration is switched from the first configuration (" single stage configuration ") for the fourth engine appliance configuration shown above in order to try to reach the required Lambda. In particular in such a fourth configuration, the first bypass means 3,4 are deactivated and LPT 7 and HPC 5 run free with a turbocharger with a higher speed without connection to the crankshaft of the combustion engine 1. On the contrary when the Lambda value is higher than 1.8, then the first bypass means 3.4 are deactivated (valve 4 open).
    [0047] With reference to the condition above under point c), when the engine apparatus is, for example, in the single stage configuration, at low engine speed (which is at low mass airflow) a pressure ratio of the LPC 11 compressor (which is the ratio between pressures upstream and downstream the LPC 11) needs to be increased in order to increase the torque in the engine. This is done by deactivating the first diversion means 3,4.
    [0048] The working map of LPC 11 is clearly limited by the peak line under increasing pressure. Operating the LPC 11 compressor above the peak line, non-stationary pulses can destroy the impeller. The location of the peak line on the LPC 11 working map depends on the design of the compressor and the manufacturer. According to the invention, in order to increase a pressure ratio at low mass flow of air the HPC 5 is used. By suctioning a pressure ratio of one (LPC) to two compressors (LPC and HPC) the highest pressure ratio can be achieved without crossing the peak line of LPC 11. It is clear that in a greater mass flow the only compressor (LPC) can reach the claimed pressure ratio without surging, so the first bypass means 3,4 can be activated and the HPC 5 can be turned off.
    [0049] With reference to the condition indicated by point d), during the braking phase of the vehicle's engine, the first bypass means 3.4 are deactivated (HPC 5 works actively in the mass air flow) in order to increase the brake power the engine. In particular, by deactivating the first bypass means 3,4, the HPC 5 works on the intake air flow to transform the energy from the drive train into mechanical energy for the HPC 5 driven compressor. engine is the result of a demand from the driver of the vehicle that for a switch or the brake pedal, for example, sends a signal to the ECU control means that checks the engine operating data and activates the braking mode. In particular, the ECU control means deactivates the first bypass means 3,4 according to what was indicated above.
    [0050] The engine apparatus 1 preferably also comprises an exhaust gas recirculation system (hereinafter EGR) to reduce nitrogen oxides during combustion. The EGR is controlled by the difference between the pressure at the inlet 27 of the engine 1, which is the pressure measured in the vicinity of the end of the intake line 2, and the pressure at the outlet pressure of the engine, which is the pressure measured at the manifold 20 which is at the beginning of the exhaust line 20 before the upstream of the HPT 6. If the pressure at the inlet 27 is greater than the pressure at the outlet 20 (negative supply cycle) the recirculation of the exhaust gas is possible, and vice versa. Therefore, according to the present invention, the mass flow of the EGR is regulated by deactivating / activating the first diversion means. In particular, by deactivating the first bypass means 3,4 the HPC 5 works in the mass air intake flow by increasing the pressure at the inlet 27 and therefore restoring the conditions for the recirculation of the exhaust gases.
    [0051] - aumentar a pressão de impulso e reduzir a temperatura de gás de exaustão e melhorar a resposta transiente em baixa velocidade de motor e taxa de fluxo de massa, e - deslocar a linha de corrida do motor para fora da área de pico do compressor de baixa pressão (LPC 11) no mapa de desempenho, quando uma alta razão de pressão é requisitada em uma baixa taxa de fluxo de massa, e - aumentar a potência de frenagem do motor. Summarizing what was said above, the engine apparatus 1 according to the invention is moved in the "two-stage configuration", by deactivating the first bypass means 3, 4 (which is through the operation of the HPC 5 compressor) way to: - increase the thrust pressure and reduce the exhaust gas temperature and improve the transient response at low engine speed and mass flow rate, and - move the engine running line out of the peak area of the low pressure compressor (LPC 11) on the performance map, when a high pressure ratio is required at a low mass flow rate, and - increase the engine's braking power.
    [0052] - os ativos dos sistemas de turbocomposto duplo e único de sistemas de turboalimentação de dois estágios e os compressores de alta pressão mecânicos são concentrados em um esquema de motor, - melhorar o desempenho de motor transiente, - aumentar a potência de frenagem do motor, - melhorar a estratégia de recuperação. Consequently, a number of advantages are achieved by means of the present invention: - the assets of the dual and single turbocharged systems of two-stage turbocharging systems and the high-pressure mechanical compressors are concentrated in an engine scheme, - improve transient engine performance, - increase the engine's braking power, - improve the recovery strategy.
    [0053] - IMEP é a "pressão média" dentro de um cilindro do motor durante um ciclo de trabalho, calculado a partir de um diagrama indicador. In order to better explain the advantages that can be achieved by the present invention, some useful parameters are defined here: - IMEP is the "average pressure" inside an engine cylinder during a duty cycle, calculated from an indicator diagram.
    [0054] - P_saída = pressão após o motor 20 - p_entrada = pressão antes do motor 27 - P_motor = Potência no Virabrequim - P_recuperação = Potência de Recuperação The "average pressure" is that produced in the combustion chamber during the operating cycle. It is an expression of theoretical frictionless power known as indicated by horsepower. In addition to completely ignoring the loss of power for friction, the indicated horsepower does not provide any indication of how much real power is delivered to the crankshaft to do useful work. However, it is related to actual pressures that occur in the cylinder and can be used as a measure of these pressures. IMEP is equal to "average effective braking pressure" (here after BMEP) plus "average effective friction pressure (here after FMEP)". - P_out = pressure after engine 20 - p_entry = pressure before the engine 27 - P_motor = Crankshaft Power - P_recovery = Recovery Power
    [0055] - EPGE é a "Troca de Gás de Potencial de Energia" é a energia trocada. Se o trabalho de ciclo de alimentação é positivo o motor não realiza trabalho para carga e descarga do cilindro com o fluido de trabalho. Então se o trabalho de ciclo de alimentação é positivo a eficiência do motor é aumentada (EPGE +). Any technical energy generation process is accompanied by energy losses and increased entropy. Energy dissipation occurs during transport, conversion, generation, application, and is inevitable. In addition to the entropy-elevating nature law, a large amount of energy in the form of heat is wasted. "Residual Heat Recovery Systems" recycle a portion of some losses and thus improve efficiency in thermodynamic cycles. - EPGE is the "Energy Potential Gas Exchange" is the energy exchanged. If the supply cycle work is positive, the engine does not carry out work for loading and unloading the cylinder with the working fluid. So if the supply cycle work is positive, the motor efficiency is increased (EPGE +).
    [0056] - PFRC é a Recuperação de Fração de Potência é a energia. Sistemas com recuperação de calor residual podem reciclar uma porção de algumas perdas e assim melhoram a eficiência nos ciclos termodinâmicos. PFRC é o fator percentual da potência do motor e potência de repercussão (a partir dos gases de exaustão para o virabrequim). - POFS = Potencial de Economia de Combustível (razão sem dimensão); este parâmetro também pode ser descrito por meio das seguintes equações: POFS = EPEG + PFRCPOFS = (IMEP/psaída-Pentrada)+ ( Pmotor /Precuperação )Portanto, EPEG e PFRC influenciam a eficiência do motor.If the supply cycle work is negative, the engine needs to spend some work to change the gas (EPGE -), therefore, efficiency decreases. - PFRC is Power Fraction Recovery is energy. Systems with waste heat recovery can recycle a portion of some losses and thus improve efficiency in thermodynamic cycles. PFRC is the percentage factor of engine power and rebound power (from the exhaust gases to the crankshaft). - POFS = Fuel Savings Potential (ratio without dimension); this parameter can also be described using the following equations: POFS = EPEG + PFRC POFS = (IMEP / psaida-Pentrada) + (Pmotor / Precuperação) Therefore, EPEG and PFRC influence the efficiency of the engine.
    [0057] Exhaust gas recovery systems usually have a higher back pressure (gas pressure at the outlet) and a negative supply cycle work.
    [0058] Standard two-stage turbocharging system cannot recover energy but it can achieve positive power cycle work.
    [0059] Negative effects of EPEG can be offset by increasing PFRC.
    [0060] - uma geometria de turbina variável [VTG] (referida com losangos vazios); - um superalimentador de dois estágios [2Stage] (referido com círculos vazios); - um primeiro turbocomposto [TCD] com Turboalimentação de estágio único (referido com traços achatados); - um segundo turbocomposto [TC2] , designadamente uma turboalimentação de dois estágios de acordo com o esquema descrito em EP2042705 (referido com triângulos vazios); - a modalidade da presente invenção (iTC)(referida com retângulos vazios). Figs. 4, 5, and 6 show a comparison of several supercharging schemes applied to the same combustion engine (Cursor ™) provided with: - a variable turbine geometry [VTG] (referred to with empty diamonds); - a two-stage supercharger [2Stage] (referred to with empty circles); - a first turbocomposite [TCD] with single-stage turbocharging (referred to with flat lines); - a second turbocomposite [TC2], namely a two-stage turbocharging according to the scheme described in EP2042705 (referred to with empty triangles); - the mode of the present invention (iTC) (referred to with empty rectangles).
    [0061] In particular, the diagrams in figures 4 to 6 are drawn so as to show comparisons of said quantities, respectively: POFS, EPEG, PFRC.
    [0062] From 800 to 1500 rpm the engine of the device according to the present invention runs as a two-stage turbocomposite system (HPC and LPT are connected to the crankshaft). From 1500 to 2200 rpm the HPC is disconnected by the first means of diversion, while the LPT 7 is still connected.
    [0063] Figure 4 shows that the scheme of the present invention provides a surprising reduction in fuel economy from about 1500 RPM of the engine crankshaft, with respect to known schemes. In line with this result, the diagram in fig. 6 shows a higher PFRC of 1500 RPM. And figure 5 shows a smaller EPEG starting at about 1500 RPM from the engine crankshaft.
    [0064] It appears that the total POFC is lower with respect to the TCD scheme, however the power density of the scheme according to the present invention is increased: 34 kW / l TCD vs 38kW / l iTC.
    [0065] A certain comparison must be made between the scheme of the present invention (iTC) and the TC2 according to patent EP2042705, in which both systems have the same power density. Thus the POFC is clearly improved.
    [0066] According to the present invention, the two-stage free running mode, ie HPC and deactivated LPT, can be used to gain more positive power cycle work in operating areas below 50% rated power rating on the map . This operating condition is not shown in Figures 2 to 5.
    [0067] The switching point of the HPC and LPT is not fixed and depends on the properties of the engine, the power target, the properties of the turbines, etc ...
    [0068] In addition, better transient performance is achieved with respect to the scheme disclosed in EP2042705 and also with respect to the scheme disclosed in DE102005003714, because of the lower volume of air on the high pressure side for the high pressure design. This also causes lower smoke levels in transient modes of operation.
    [0069] - uma menor emissão de fumaça e menor temperatura de trabalho em baixa velocidade de motor, - a densidade de potência é fortemente aumentada especialmente em baixa velocidade de motor. In addition, with respect to a standard single-stage turbocomposite, the present invention shows: - less smoke emission and lower working temperature at low engine speed, - the power density is greatly increased, especially at low engine speeds.
    [0070] It should be noted that in the braking mode condition, the engine device 1 according to the invention generates a higher braking torque at lower engine speeds, because of the lower high pressure turbine, ie greater thrust, compared to the diagram disclosed in both EP2042705 and DE102005003714.
    [0071] Both modalities allow to reduce the energy demand of the coupled supercharger engine at high engine speeds, when the target lambda is reached. Hereby fuel consumption is greatly reduced.
    [0072] Many changes, modifications, variations and other uses and applications of the subject of the invention will be apparent to those skilled in the art after considering the specification and the accompanying drawings that disclose preferred embodiments thereof. All such changes, modifications, variations and other uses and applications which do not fall outside the spirit and scope of the invention are considered to be covered by this invention.
    [0073] Additional details of the implementation will not be described, as the person skilled in the art is capable of carrying out the invention based on the teachings of the description above.
    权利要求:
    Claims (11)
    [0001]
    A method of controlling a turbocharged engine apparatus, said apparatus comprising: - an internal combustion engine (1) having an air intake line (2) and a gas exhaust line (20) - a low pressure compressor (11) and a high pressure compressor arranged (5) in said air intake line according to the air flow direction; - a high pressure turbine (6) and a low pressure turbine (7) arranged in said exhaust line according to the gas flow directions, wherein the high pressure turbine (6) is connected with an axis to said low pressure compressor (11) and said low pressure turbine (7) is connected to the high pressure compressor (5) and wherein said turbine low pressure (11) and said high pressure compressor (5) are connected to the engine crankshaft, - first deflection means (3,4) of said high pressure compressor (5), - first detection means to measure an exhaust gas temperature; - second detection means to detect the Lambda value; - means for measuring the pressure downstream and upstream of said low pressure compressor; - engine braking means; - engine revolution speed sensor; said control method being characterized by the fact that it comprises the step of deactivating said first means of diversion when at least one of the following conditions occurs: a) an exhaust temperature exceeds a predefined value, b) said Lambda value is below a predefined value; c) said pressure ratio in the intake line (2) exceeds at least one peak value of said low pressure supercharger (11), d) the motor braking means are activated, e) said motor speed is below a predefined value.
    [0002]
    Control method, according to claim 1, characterized by the fact that if said engine apparatus comprises an exhaust gas recirculation system (EGR), the method also comprises the steps of deactivating said first diversion means if the pressure at the inlet (27) is less than the pressure at the outlet (20) of said motor.
    [0003]
    Control method, according to claim 1, characterized by the fact that said exhaust temperature is detected in the exhaust line (20) before said high pressure turbine (6).
    [0004]
    Control method according to any one of claims 1 to 3, characterized by the fact that said condition b) occurs when said Lambda value is below about 1.4, said method comprising the step of activating said first means of diversion if the Lambda value exceeds about 1.8.
    [0005]
    Control method according to any one of claims 1 to 4, characterized by the fact that if the engine apparatus comprises deflection means (25,26) of said low pressure turbine (7), when said condition e) then said diversion means (25,26) of said low pressure turbine (8) are activated.
    [0006]
    Turbocharged engine apparatus comprising: - an internal combustion engine (1) having an air intake line (2) and a gas exhaust line (20) - a low pressure compressor (11) and a high pressure compressor arranged (5) in said air intake line according to the air flow direction; - a high pressure turbine (6) and a low pressure turbine (7) arranged in said exhaust line according to the gas flow directions, characterized by the fact that it comprises first deflection means (3, 4) to deflect said high pressure compressor (5), wherein said high pressure turbine (6) is connected with an axis to said low pressure compressor (11) and wherein said high pressure compressor (5) is operated by said low pressure turbine (7) and / or by said engine, said first bypass means (3, 4) being deactivated when at least one of the said conditions occurs: a) an exhaust temperature exceeds a predefined value, b) said Lambda value is outside a predefined range; c) said pressure ratio in the intake line (2) exceeds at least one peak value of said low pressure supercharger (11), d) the motor braking means are activated, e) said motor speed is below a predefined value.
    [0007]
    Engine apparatus according to claim 6, characterized by the fact that said apparatus additionally comprises an exhaust gas recirculation system (EGR), said first bypass means being deactivated if the pressure at the inlet (27) of the said motor is less than the pressure at the outlet (20).
    [0008]
    Motor device according to claim 6 or 7, characterized in that said device comprises control means which control said first deflection means (3,4).
    [0009]
    Engine apparatus according to any one of claims 6 to 8, characterized in that said apparatus comprises a coupling unit (10) by means of which said low pressure turbine (7) is connected to said compressor of pressure high pressure (5), said coupling element (10) comprising a hydraulic clutch that connects / disconnects said low pressure turbine (7) and said high pressure compressor (5) to / from said engine.
    [0010]
    Engine apparatus according to claim 9, characterized in that said apparatus comprises second deflection means for deflecting (21,23) said high pressure turbine (6), said second deflection means (21, 23) being operated when said hydraulic clutch disconnects said engine from the low pressure turbine (7) and / or said high pressure compressor (5).
    [0011]
    Engine apparatus according to claim 10, characterized in that said apparatus additionally comprises third deflection means (25,26) for deflecting said low pressure turbine (7), said third deflection means being operated when said motor braking means are activated.
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    同族专利:
    公开号 | 公开日
    EP2715087B1|2016-02-03|
    US20140195134A1|2014-07-10|
    AU2012264788A1|2014-01-16|
    EP2715088B1|2016-04-13|
    RU2600842C2|2016-10-27|
    BR112013030713A2|2016-12-06|
    ES2577981T3|2016-07-19|
    RU2600839C2|2016-10-27|
    CN103562517A|2014-02-05|
    CN103562517B|2016-09-14|
    BR112013030715A2|2016-12-06|
    EP2715087A1|2014-04-09|
    US9341145B2|2016-05-17|
    AU2012264789A1|2014-01-16|
    AU2012264788B2|2017-03-30|
    ES2570185T3|2016-05-17|
    BR112013030713B1|2021-03-23|
    US9140216B2|2015-09-22|
    WO2012163956A1|2012-12-06|
    US20140190163A1|2014-07-10|
    AU2012264789B2|2017-03-30|
    RU2013158306A|2015-07-10|
    WO2012163955A1|2012-12-06|
    CN103582747A|2014-02-12|
    CN103582747B|2017-02-15|
    RU2013158304A|2015-07-10|
    EP2715088A1|2014-04-09|
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    法律状态:
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-01-07| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-01-12| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-03-02| B09W| Correction of the decision to grant [chapter 9.1.4 patent gazette]|Free format text: RETIFICACAO DO PARECER DO DESPACHO DE DEFERIMENTO (9.1) DA RPI2610. |
    2021-03-23| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 30/05/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    EP11168087|2011-05-30|
    EP11168087.2|2011-05-30|
    PCT/EP2012/060120|WO2012163956A1|2011-05-30|2012-05-30|Supercharged turbocompound engine apparatus|
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