瑞典专利SE1250023A1 Improving the fuel efficiency of a piston engine with the help of a super-turbocharger

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专利摘要:
What is presented is a system and method that increases the power that can be obtained from a super-turbocharger and the fuel efficiency of an engine. The system uses a catalytic converter to provide thermal buffering of the turbine and protect it from heat peaks. Because the catalytic converter is exothermic, a portion of the compressed air generated by the compressor is returned to the turbine through a non-return valve that reduces the exhaust gas temperature and increases the mass flow supplied to the turbine. The return valve can be used to reduce load peaks at low speed and high speed conditions. load on said motor. The amount of return air from the compressor is limited to the amount of excess thermal energy so that the engine exhaust and the compressed air can be kept at an optimal operating temperature for the turbine. Excess power generated by the turbine is then used to drive the engine crankshaft.
公开号:SE1250023A1
申请号:SE1250023
申请日:2009-07-24
公开日:2012-04-24
发明作者:Ed Vandyne；Volker Schumacher
申请人:Vandyne Superturbo Inc；
IPC主号:

专利说明:

An embodiment of the present invention may therefore further comprise a high efficiency super-turbocharged engine system, comprising: an engine and a super-turbocharger comprising: a turbine which generates mechanical rotational energy from a gas mixture which wastes through the turbine, a compressor which is mechanically coupled to the turbine and compresses an air source and provides a supply of compressed air to an intake manifold for the engine; a gearbox mechanically coupled to the turbine and compressor and which transfers the mechanical rotational energy of the turbine from the turbine to a propulsion unit to increase engine output and avoid damage to the super-turbocharger and which transfers the mechanical rotational energy of the propulsion unit from the propulsion unit to reduce turbocharging the engine; a non-return valve that regulates a proportion of the compressed air mixed with the exhaust gases to create the gas mixture, where the proportion of the compressed air is sufficient to cool the exhaust gases below a predetermined maximum temperature to avoid damage to the turbine, and also supply an additional air mass to the exhaust gases which adds additional rotational energy to the turbine.
An embodiment of the present invention may therefore further comprise a method of improving the efficiency of a super-turbocharged engine system comprising: providing compressed air from a compressor of a super-turbocharger; mixing a portion of the compressed air with exhaust gases from the engine to create a gas mixture having a temperature not exceeding a predetermined maximum temperature to avoid damage to a turbine of this super-turbocharger; driving the turbine by means of the gas mixture; transferring that excess of the turbine's mechanical rotational energy from the turbine to a propulsion unit, which excess would otherwise cause the turbine to rotate at a speed that would cause damage to the compressor.
Therefore, an embodiment of the present invention may further comprise a method of improving the efficiency of a super-turbocharged engine system comprising: providing an engine; providing a catalytic converter which is connected to an exhaust emission adjacent to the engine and receives exhaust gases from the engine, which activate an exothermic reaction in the catalytic converter, which adds additional energy to the exhaust gases from the engine and produces exhaust gases from the catalytic converter at an output the catalytic converter, which exhaust gases are hotter than the exhaust gases from the engine; providing a ﬂ fate of compressed air to an inlet in the engine by means of a compressor; mixing a proportion of the compressed air with the exhaust gases of the catalytic converter in a mixing chamber located downstream of the catalytic converter to produce a gas mixture of the exhaust gases of the catalytic converter and the compressed air; controlling the fate of the compressed air into the mixing chamber by means of a control valve to keep the gas mixture below a maximum temperature and to maintain a fate of the compressed air through the compressor during operating phases of the engine when the compressor would otherwise be subjected to load peaks; supplying the gas mixture to a turbine which produces mechanical rotational energy in response to the fate of the gas mixture ﬂ; transferring the mechanical rotational energy of the turbine from the turbine to the compressor, which uses the rotational energy to compress an air source to produce the compressed air when the flow of the gas mixture through the turbine is sufficient to drive the compressor; recovering at least a portion of the turbine's mechanical rotational energy from the turbine and applying this portion of the turbine's mechanical rotational energy to a propulsion unit when this portion of the turbine's mechanical rotational energy from the turbine is not needed to drive the compressor and supplying the propulsion unit's mechanical rotational energy to the propulsion unit. avoid turbo delay when the flow of the gas mixture through the turbine is not sufficient to drive the compressor.
An embodiment of the present invention may therefore further comprise a super-turbocharged engine comprising: an engine; a catalytic converter 10 connected to an exhaust line adjacent to an exhaust emission of the engine in such a way that hot exhaust gases from the engine activates an exothermic reaction in the catalytic converter, which adds energy to the hot exhaust gases and produces hotter exhaust gases; a compressor coupled to an air source that provides compressed air having a pressure higher than the pressure level of the exhaust gases; a pipeline that supplies the compressed air to the hotter exhaust gases so that at least a portion of the compressed air is mixed with the hotter exhaust gases to produce a gas mixture; a valve that controls the flow of this portion of the compressed air through the pipeline to keep the gas mixture below a predetermined maximum temperature and to maintain a flow of air from the air source through the compressor during operating phases of the engine when the compressor would otherwise be subjected to load peaks; a gearbox which supplies the mechanical rotational energy of the propulsion unit from a propulsion unit to the compressor to reduce turbo delay when the ﬂ flow of exhaust gases through the turbine is not sufficient to propel the compressor to a desired boost level and recovers excess of the compressor rotational speeds rotational energy from the turbine to rotate speed at which damage would occur to the compressor BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 shows a simplified system diagram in line form of an embodiment of a super-turbocharged engine according to the present invention.
Figure 2 shows a schematic illustration of an application of the embodiment according to Figure 1.
DETAILED DESCRIPTION OF THE INVENTION Figure 1 is in simplified line form an illustration of an embodiment of a high efficiency super-turbocharged engine system 100, constructed in accordance with the present invention. As will be apparent from the following description, to those skilled in the art, such a super-turbocharged engine system 100 is particularly applicable to spark ignition gasoline engines used in private and commercial vehicles, and therefore uses the illustrative examples. discussed in this text by such an environment to facilitate understanding of the invention. However, with the understanding that embodiments of the system 100 of the present invention are applicable to other operating environments, such as, for example, ground-based power generating motors and other ground-based motors, such examples should be construed as illustrative and not restrictive.
As shown in FIG. 1, system 100 includes a motor 102 that uses a super-turbocharger 104 to increase the performance of the engine 102. Generally, a super-turbocharger includes a compressor and a turbine that are connected via a turbo shaft. Other ways to connect the compressor and turbine have been used. Furthermore, the super-turbocharger includes a gearbox that transmits power between the turbo axle and the power unit or drive unit (propulsion unit) of the vehicle.
For example, the gearbox can be mechanically coupled to the crankshaft in the engine or to the vehicle's gearbox, or to other parts of the drive unit or power unit. These are collectively referred to as the vehicle's propulsion unit.
The gearbox can be a mechanical gearbox that uses gears, a hydraulic gearbox, a pneumatic gearbox, a drive gearbox or an electric gearbox. An electric motor / generator can be connected to the turbo shaft and used either to drive the turbo shaft or to drive the turbo shaft and generate electrical energy. The electrical energy generated by the engine / generator can be used to charge batteries, power motors / generators used to operate the vehicle, or contribute to the vehicle's power supply in hybrid cars. In such contexts, the super-turbocharged engine system 100 may be sized and used for the purpose of generating electricity in an electric vehicle system, or it may be used to both generate energy and help provide the vehicle with mechanical power, as in a hybrid vehicle system.
As shown in Figure 1, the super-turbocharger 104 includes a turbine 106, a compressor 108 and a gearbox 1 which is connected to the crankshaft 11 of the engine 102 or other parts of the propulsion unit. While not shown in all embodiments, the illustrated embodiment of FIG. 1 also includes an intercooler 114 for increasing the density of the air going to the engine 102 from the compressor 108, to further increase the available power from the engine 102.
Super-turbochargers have some advantages over turbochargers. A turbocharger uses a turbine that is driven by the exhaust gases from the engine. This turbine is connected to a compressor that compresses the intake air that is fed into the engine cylinders. The turbine in a turbocharger is powered by the exhaust gases from the engine. This causes the engine to be delayed by the gain when it is first accelerated, until there is a sufficient amount of hot exhaust gas to increase the speed of the turbine so that it can drive a compressor that is mechanically coupled to the turbine, to generate sufficient gain. To minimize the delay, smaller and / or lighter turbochargers are usually used. The lower inertia of lightweight turbochargers allows them to rapidly increase speed, minimizing delay in use.
Unfortunately, such smaller and / or lighter turbochargers can get too high a speed during operation at high engine speeds, as large exhaust fumes and high temperatures are produced. To avoid the occurrence of such excessive speeds, conventional turbochargers include a spill valve installed in the exhaust pipe upstream of the turbine. The spill valve is a pressure-operated valve that diverts a proportion of the exhaust gases around the turbine when the outlet pressure in the compressor exceeds a predetermined limit. This limit is set to a pressure that indicates that the turbocharger is about to reach excessive speed. Unfortunately, this results in a share of the energy available from the engine's exhaust gases not being utilized. The realization that conventional turbochargers sacrifice low-level performance for high-level power led to the development of devices known as super-turbochargers. Such a super-turbocharger is described in U.S. Pat. 7,490,594 entitled "Super-Turbocharger", issued on 17 February 2009 and assigned the current application to the person authorized. This application has been specifically incorporated herein by reference, for all that it reveals and demonstrates.
As discussed in the application referred to above, the supercharger of a super-turbocharger is driven by the engine crankshaft via a gearbox connected to the engine during operation at low engine speeds, when sufficient heated exhaust gases from the engine are not available to power the turbine.
The mechanical energy supplied from the engine to the compressor reduces the turbo delay problem that conventional turbochargers suffer from, and allows the use of larger and more efficient turbines and compressors.
The super-turbocharger 104, illustrated in Figure 1, is driven to supply compressed air from the compressor 108 to the engine 102 without suffering from the problems of a conventional turbocharger with low level turbo delay, and without wasting energy available in the hot exhaust gases from the engine supplied to the turbine 106 at a high level. These advantages are provided by including the gearbox 110, which can both extract power from and supply laaft to the engine crankshaft 112, to both drive the compressor 108 and charge the turbine 106, respectively, under different operating conditions for the engine 102.
At the starting torque, when conventional turbochargers suffer from a delay due to insufficient force from the engine exhaust heat to drive the turbine, the super-turbocharger 104 provides a supercharging function whereby power is taken from the crankshaft 112 via the gearbox 110 to drive the compressor 108 to provide sufficient amplification. to the engine 102.
As the engine speed increases and the amount of power available in the engine exhaust heat is sufficient to drive the turbine 106, the amount of power taken from the crankshaft 112 by the gearbox 110 is reduced. Thereafter, the turbine 106 continues to supply power to the compressor 108 to compress the inlet air used by the engine 102.
As the engine speed increases, the amount of power available from the heat in the engine exhaust rises to the point where the turbine 106 would get too high a speed in a conventional turbocharger. With super-turbocharger 104, however, the excess energy supplied by the heat in the exhaust gases from the engine 106 is channeled via the gearbox 11 to the engine crankshaft 11 12, while the compressor 108 is kept at the correct speed to supply ideal amplification to the engine 102. is available from the heat in the exhaust gases from the engine 102, the more power generated by the turbine 106 is channeled via the gearbox 110 to the crankshaft 112, while maintaining optimum gain from the compressor 108. This charging of the turbine 106 via the gearbox 1 avoids the turbine 106 getting too high a speed, and maximizes the efficiency of the power extracted from the engine exhaust gases.
As a result, no conventional spill valve is needed.
While the amount of power available to power the turbine 106 in a conventional super-turbocharged application is strictly limited to the amount of power available in the engine exhaust, the turbine 106 is capable of generating significantly more power about the terrestrial energy and mass fate that supplied turbine blades can be fully utilized and / or can be raised.
However, the turbine 106 cannot operate above a certain temperature without being damaged, and the mass flow is conventionally limited to the exhaust gases coming out of the engine 102.
In this regard, in the embodiment, the turbine 106 is protected by high temperature peaks 100 by repositioning the catalytic converter 116 upstream of the turbine 106. In one embodiment, the catalytic converter is located upstream of the turbine, near the exhaust manifold, allowing exothermic reactions resulting in an increase of the exhaust gas temperature during extended operation of the engine at high speed or high load. To cool the exhaust gases before they reach the turbine, a portion of the compressed air generated by the compressor is fed directly into the exhaust gases upstream of the turbine via a controllable valve, and is added to the exhaust gases from the engine leaving the catalytic converter . The cooler inlet air expands and cools the exhaust gases, and adds additional mass to the fate of exhaust gases, which adds additional power to the turbine of the super-turbocharger, as described in more detail below. As more of the cooler air is supplied to the hot exhaust gases to keep the temperature of the combined flow to the turbine at the optimum temperature, the energy and mass delivered to the turbine blades also increase. This significantly increases the lead power delivered to the turbine to drive the engine crankshaft.
In order not to disturb the stoichiometric reaction inside the catalytic converter, the return air from the compressor downstream of the catalytic converter is added. In such an embodiment, the engine exhaust gases pass through the catalytic converter and the exhaust gas temperature is raised through the exothermic reaction. The compressor return air is then added, and expands so that the total mass de delivered to the turbine is increased. Embodiments of the present invention control the amount of compressed return air supplied to cool the exhaust gases and to drive the turbine in such a way as to ensure that the combination of the cooler return air from the compressor and engine exhaust gases is delivered to the turbine at an optimum temperature for turbine blade operation.
Since the catalytic converter 116, illustrated in Figure 1, has a large thermal mass, it initially acts as a heat suppressor, which prevents a high temperature heat peak from reaching the turbine 106. However, since the reactions of the catalytic converter 16 are inherently exothermic , the temperature of the exhaust gases leaving the catalytic converter 116 will eventually be higher than the temperature of the exhaust gases entering the catalytic converter 16. As long as the temperature of the exhaust gases entering the turbine remains lower than the maximum operating temperature of turbine 106, this is not a problem.
However, during prolonged operation at high speed and high load on the engine 102, the outlet temperatures of the converted exhaust gases from the catalytic converter 116 may exceed the maximum operating temperature of the turbine 106. As shown above, the temperature of the exhaust gases exiting the catalytic converter 116 by supplying a proportion of the compressed air from the compressor 108 via the non-return valve 118 and mixing it with the exhaust gases emanating from the catalytic converter 116. Significantly improved fuel economy is achieved by not using fuel as coolant under such conditions, such as it is done in conventional systems. In addition, the operation of the gearbox is controlled to allow the compressor 108 to supply a sufficient amount of compressed air to provide optimum gain to the engine 102, and to supply the compressed return air to the turbine 106 via the return valve 118.
The excess power generated by the turbine 106 as a result of the increased mass flow of compressed air through the turbine is channeled via the gearbox 110 to the crankshaft 12, which further improves the fuel efficiency.
The outlet temperature of the compressed air from the compressor 108 is usually between about 200 ° C and 300 ° C. A conventional turbine can be operated optimally to recover power from gases at around 950 ° C, but not higher without distortion or possible downtime. Due to the material requirements of the turbine blades, the optimum power is reached at around 950 ° C. Since the materials limit the exhaust temperature to around 950 ° C, the turbine's performance is improved by adding more air to increase the mass flow over the turbine at the temperature limit, ie. 950 ° C.
While such a flow of compressed reflux air of 200 ° C to 300 ° C is helpful in reducing the temperature of the exhaust gases coming out of the catalytic converter 116, it will be appreciated that maximum power from the turbine 106 may be supplied when temperature and mass flow are maximized within the thermal limits of the turbine 106. Thus, in one embodiment, the amount of return air is controlled so that the combination of exhaust gases and return air is kept at or near the maximum operating temperature of the turbine, so that the amount of power delivered to the turbine is maximized or significantly increased. Since all this excess force is not normally required by the compressor 108 to supply optimum gain to the engine 102 and to supply the return air from the compressor via the return valve 118, the excess force can be transmitted via the gearbox 110 to the crankshaft 112 of the engine 102, thereby increase the overall efficiency of the engine 102.
As discussed above, in one embodiment, a catalytic converter 116 is used as a thermal buffer between the engine 102 and the turbine 106, by means of the connection with return air from the compressor via the return valve 118. Thereby, the supply of air from the compressor downstream of the catalytic converter 116 is provided. the stoichiometric reaction in the catalytic converter 16 is not disturbed. That is, in embodiments utilizing a catalytic converter 116, supply of the compressor return air upstream of the catalytic converter 116 would result in an excess of oxygen being supplied to the catalytic converter 116, thereby preventing the catalytic converter 116 from generating a required stoichiometric reaction. for proper operation.
Since maximum efficiency in the power generation of the turbine 106 is achieved when the temperature of the gas mixture of the compressor return air and the exhaust gases, which come into contact with the turbine blades, is maximized (within the material limits of the turbine itself), the amount of return air from the compressor released by the return valve 118 is limited. , so as not to significantly reduce the temperature below such an optimized temperature. As the catalytic converter 116 produces more thermal energy via an exothermic reaction and the temperature of the converted exhaust gases from the catalytic converter 116 rises to a temperature above the maximum operating temperature of the turbine 106, more return air from the compressor can be supplied via the return valve 18, which increases the mass ﬂ and the energy supplied to the turbine 106. When the amount of thermal energy generated by the catalytic converter 116 is reduced, the amount of return air from the compressor supplied via the return valve 118 can also be reduced, thus avoiding supplying more air than necessary, resulting in the temperature of the gas mixture being maintained at the optimum operating condition. In another embodiment, the system uses the non-return valve 118 to supply the cooler compressor air to the exhaust gases before the turbine at low speed and high load operating conditions to avoid load peaks in the compressor. Compressor load peaks occur when the compressor pressure becomes high, but the mass load that is let into the engine is low as a result of the engine rotating at a low speed and does not require a very large intake of air. Load peaks (or aerodynamic overrun) in the compressor as a result of low air leakage over the compressor blades cause the compressor efficiency to fall very rapidly. With a normal turbocharger, a sufficiently large load peak can cause the turbine to stop rotating. With a super-turbocharger, it is possible to use power from the engine crankshaft to pull the compressor through a load peak. When the non-return valve 18 is opened, a portion of the compressed air is allowed to re-flush around the engine. This return fate pulls the compressor out of the load peak and allows a higher boost pressure to reach the motor 102, thereby allowing the motor 102 to generate more power than would normally be possible at low engine speeds. Injection of compressed air into the exhaust gases in front of the turbine maintains the total mass flow through the compressor so that the entire flow reaches the turbine, minimizing the force required from the engine to supercharge to a high level of boost pressure.
In another embodiment, an additional cold start control valve 120 may be included for use in cold starts. During such a cold start of the engine, there is usually an excess of unburned fuel in the exhaust gases from the engine 102. Since this fatty mixture is not stoichiometric, the catalytic converter 116 cannot completely reduce the unburned hydrocarbons (UHC) in the exhaust gases. At such times, the cold start control valve 120 may be opened to supply return air from the compressor to the inlet of the catalytic converter 116, to supply the extra oxygen needed to dilute the fatty mixture to stoichiometric levels. This allows the catalytic converter 116 to shut down faster, and more efficiently reduce emissions during the cold start. If the engine is idling, a normal turbocharger would not have a boost pressure to be able to supply the return air. However, the gear ratio of the gearbox 110 can be adjusted to provide sufficient speed to the compressor to generate the pressure required for air to flow through the valve 120. To this end, the control signal 124 may be used to adjust the gear ratio in the gearbox 110 so that sufficient rotational speed can be provided. provided from the engine crankshaft 1 12 to the compressor 108 during idling, especially during cold start, to compress sufficient air which can blow through the cold start valve 120, and ignite the catalytic converter 1 16 with a sufficient amount of oxygen.
The need for extra oxygen is usually limited during a cold start, and often lasts only 30 to 40 seconds. Many vehicles currently include a separate air pump to supply this oxygen during a cold start, meaning a significant cost and weight relative to the limited time such an air pump needs to be put into operation. By replacing the separate air pump with the simple cold start control valve 120, significant savings in cost, weight and complexity are achieved. Since the super-turbocharger 104 can control the speed of the compressor 108 via the gearbox 1, the cold start control valve 120 may include a simple on / off valve. The amount of air supplied during the cold start time can then be controlled by controlling the speed of the compressor 108 via the gearbox 110, during operation of the control signal 124.
The cold start control valve 120 can also be used during periods of operation at extremely high temperatures if fuel is used as the coolant within the engine and / or for the catalytic converter 16, despite the negative effects on fuel efficiency. In such situations, the cold start control valve 120 will be able to supply the extra oxygen required to dilute the fatty exhaust gases down to stoichiometric levels, to allow the catalytic converter 116 to properly reduce the emissions of unburned hydrocarbons in the exhaust gases. This offers a significant advantage over previous systems from an environmental point of view. In embodiments where the cold start valve 120 is an on / off valve, the system can control the cold start valve 120 so that the amount of compressed air supplied is varied, so as to dilute the exhaust gases to stoichiometric levels. Other types of variable ﬂ fate control valves can also be used to achieve the same function.
Figure 1 also shows a control unit 140. Control unit 140 controls the setting of the non-return valve 118 and the cold start valve 120. The control unit 140 has the function of optimizing the amount of air that is wasted through the non-return valve 118 under different conditions. The amount of air that is wasted through the non-return valve 118 is the minimum amount of air required to achieve a certain desired condition, as described above. There are two specific conditions under which the control unit 140 controls the non-return valve 11, these are: 1) the load peak for the compressor at a given reinforcement need has priority at low speed and high load on the motor; and 2) the temperature of the gas mixture takes precedence as it enters the turbine 106 at high speeds and high loads.
As shown in Figure 1, the control unit 140 receives the temperature signal 130 for the gas mixture from a temperature sensor 138 which detects the temperature of the gas mixture consisting of cooling air from the compressor 108, mixed with hot exhaust gases produced by the catalytic converter 116.
In addition, the control unit 140 detects the signal 132 for the compressed air inlet pressure, which is generated by the pressure sensor 136, which is located in the compressed air pipeline supplied from the compressor 108. Further, an engine speed signal 126 and an engine load signal 128, which are supplied from the engine 102 or a carburetor damper, into the control unit 140.
With respect to controlling the temperature of the gas mixture supplied to the turbine 106 under conditions of high speed and high load, the control unit 140 limits the temperature of the gas mixture to a temperature which maximizes the operation of the turbine 106, without this temperature becoming so high that it damages the mechanism in turbine 106. In one embodiment, a temperature of about 925 ° C is an optimal temperature for the gas mixture to drive turbine 106. When the temperature of the gas mixture fed into turbine 106 begins to exceed 900 ° C, the non-return valve 118 is opened for allowing compressed air from the compressor 108 to cool the hot exhaust gases from the catalytic converter 116 before passing into the turbine 106.
The control unit 140 can be designed to aim for a temperature of about 925 ° C, with an upper limit of 950 ° C and a lower limit of 900 ° C. The limit at 950 ° C is a limit at which damage to the turbine 106 can occur if conventional materials are used. Of course, the controller may be designed for different temperatures, depending on the particular types of components and materials used in the turbine 106. A conventional control logic unit using proportional-integral derivatives (PID) may be used in the controller 140 to produce these controlled results.
The advantage of controlling the temperature of the gas mixture entering the turbine 106 is that the use of fuel in the exhaust gases to limit the inlet temperature of the gas mixture in the turbine is eliminated. Using the ﬂ fate of cooler compressed air to cool the hot exhaust gases from the catalytic converter 116 requires a large amount of air, which contains a large mass, to achieve the desired cooler temperatures in the gas mixture. The amount of air left to cool the hot exhaust gases from the catalytic converter 116 is large because the cooler compressed air from the compressor 108 is not a good coolant, especially compared to the liquid fuel supplied to the exhaust gases. The hot exhaust gases from the outlet of the catalytic converter 116 cause the cooler compressed gas from the compressor 108 to expand to create the gas mixture. Since a large mass of the cooler compressed air from the compressor 108 is required to lower the temperature of the hot gases from the catalytic converter 116, a large mass of the gas mixture destroys the gas mixture over the turbine 106, which greatly increases the output power of the turbine 106. which corresponds to the difference between the change in mass flow and the work required to compress the compressed air flowing through the non-return valve 118. By obtaining the temperature signal 130 for the gas mixture from the temperature sensor 138, and the supply of compressed air is controlled by the return valve 118, the maximum temperature is not exceeded.
The control unit 140 also controls the return valve 118 to limit peaks in the compressor 108. The limit for load peaks is a limit value that varies as a function of the boost pressure, the flow of air through the compressor and the design of the compressor 108. The compressors, such as compressor 108, are commonly used in turbochargers , exceeds a load peak limit when the inlet air 122 is low and the pressure ratio between the inlet air 122 and the compressed air is high. In conventional super-turbochargers, the ﬂ fate of inlet air 122 is low when the engine speed (rpm) 126 is low. At low speeds, when the engine 102 does not use the compressed air in large volumes, the mass flow of inlet air 122 is low, and load peaks occur because the rotary compressor 108 cannot force air into a high pressure line without a reasonable flow of inlet air 122. 118 allows ﬂ fate through the compressed air line 109 and prevents or reduces load peaks in the compressor 108. Since a load peak has occurred in the compressor 108, the pressure in the compressed air line 109 cannot be maintained at low speed and high load conditions of the motor 102, therefore the pressure of the compressed air in the compressed air duct 109 fall below desired levels. By opening the non-return valve 118, the flow of inlet air 122 through the compressor 108 is increased, especially in low speed and high load conditions of the engine, which allows the desired boost levels to be achieved in the compressed air line 109. The non-return valve 118 can simply be opened until the desired pressure in the compressed air line 109 has been reached. However, by simply detecting the boost pressure in the compressed air line 109, a load stop will occur before the non-return valve 118 is opened to take the compressor 108 out of a load peak.
However, it is advantageous to determine a limit for load peaks and open the non-return valve 118 in advance, before a load peak has occurred. For a given speed and the desired gain level, a limit for load peaks can be determined. The non-return valve 118 can be opened before the compressor 108 reaches a calculated limit for load peaks. Early opening of the valve allows the compressor to increase the rotation faster up to a higher boost pressure because the compressor stays closer to the higher efficiency points among the compressor's operating parameters. Rapid increase of the gain pressure at low speeds can thus be achieved. By opening the valve before a load peak occurs, a more stable control system can also be achieved. The opening of the non-return valve 18 in such a way that the controllability of the motor 102 is improved is achieved by allowing the motor 102 to achieve a higher boost pressure more quickly when the motor 102 is at a lower speed.
The compressor 108 is also more efficient, resulting in less work for the gearbox 110 to achieve supercharging. Control of the limit for load peaks can be modeled within the framework of a control simulation code based on a standard model, such as MATLAB. Modeling in this way allows simulation of controller 140 and auto-coding of algorithms for controller 140.
A model-based control system, such as that described above, is unique in that the use of the gearbox 110 to control the rotation of the turbine 106 and the compressor 108 generates boost pressure without turbo delay. In other words, the gearbox 110 can recover rotational energy from the crankshaft 112 to drive the compressor 108 to very quickly achieve a desired gain in the compressed air line 109, and before the turbine 106 generates sufficient mechanical energy to drive the compressor 108 to such a desired level. In this way, the control systems in a conventional turbocharger that are to reduce delay are reduced or eliminated.
The model-based control of control unit 140 should be designed to maintain optimal efficiency of compressor 108 within the operating parameters of compressor 108. 10 15 20 25 30 18 The control model of control unit 140 should also be carefully modeled according to the operating parameters of pressure, adapted to the mass allowed by the motor for a given target speed and load, whereby target speed and load can be defined relative to the position of the carburetor damper in the vehicle.
As shown in Figure 1, the engine speed signal 126 may be obtained from the engine 102 and applied to the control unit 140. Similarly, the engine load signal 128 may be obtained from the engine 102 and applied to the control unit 140. Alternatively, these parameters may be obtained from sensors located on the carburetor damper (not shown). The non-return valve 118 can then be opened in response to a control signal 142 generated by the control unit 140. Pressure sensor 136 generates the signal 132 for the compressed air inlet pressure, which is applied to the control unit 140; this calculates the control signal 142 in response to the engine speed signal 126, the engine load signal 128 and the compressed air inlet pressure signal 132.
Under operating conditions of the engine 102, at which a limit of load peaks is not about to be reached by the compressor 108, and the temperature of the gas mixture as it is detected by the temperature sensor 138 has not been reached, the non-return valve 118 is closed so that the system operates as a conventional super turbocharged system. This occurs at a majority of the operating parameters of the motor 102. When high load and low speed conditions of the motor 102 occur, the check valve 18 is opened to avoid load peaks. Similarly, at high speed and high load conditions of the engine 102, high exhaust gas temperatures are produced at the outlet of the catalytic converter 116, so that the check valve 118 must be opened to maintain the temperature of the gas mixture applied to the turbine 106 below a temperature which would cause damage to the turbine 106.
Figure 2 is a detailed diagram of the embodiment of the highly efficient super-turbocharged engine system illustrated in Figure 1. As shown in Figure 2, engine 102 includes a modified super-turbocharger, as described above with reference to Figure 1, to provide a higher overall efficiency than conventional super-turbocharged 10 15 20 25 30 19 engines, as well as provide high optimum efficiency at low speed and high load operating conditions, as well as high optimum efficiency at high speed and high load operating conditions. The super-turbocharger includes a turbine 106 which is mechanically coupled via a shaft to compressor 108. Compressor 108 compresses inlet air 122 and supplies the compressed inlet air to pipeline 204. Pipeline 204 is connected to non-return valve 118 and intercooler 114. As shown above, intercooler 1 has the function of cooling the compressed air, which is heated during the compression process. The intercooler 114 is connected to the compressed air pipeline 226, which in turn is connected to the inlet manifold (not shown) of the engine 102. Pressure sensor 136 is connected to the compressed air pipeline 204 to detect the pressure and provide a pressure reading via the signal 132 for the compressed air inlet pressure, which is applied to control unit 140. The non-return valve 118 is controlled via a valve control feedback signal 142 generated by control unit 140, as shown above. Under certain operating conditions, the return valve 118 is opened to supply compressed air from the compressed air pipeline 204 to a mixing core 206.
As shown in the embodiments of Figure 2, the mixing chamber 206 simply includes a series of openings 202 in the catalytic converter outlet line 208, which are surrounded by the compressed air pipeline 204 such that compressed air supplied through the compressed air pipeline 204 passes through the openings 202 to mixed with the exhaust gases in the catalytic converter outlet line 208. Any desired type of mixing core can be used to mix the cooler compressed air with the exhaust gases to lower the temperature of the exhaust gases.
Temperature sensor 138 is located in the catalytic converter outlet line 208 to measure the temperature of the exhaust gases in the catalytic converter outlet line 208. Temperature sensor 138 provides a gas mixture temperature signal 130 to the control unit 140, which controls the return valve 118 to ensure the temperature of the catalyst outlet exhaust does not exceed a maximum temperature that would cause damage to the turbine 106. The catalytic converter 116 is connected to the exhaust manifold 210 via the catalytic converter inlet pipe 214. By placing the catalytic converter 116 adjacent the exhaust manifold 210, the hot exhaust gases from the engine ﬂ blowing directly into the catalytic converter 116, which helps to activate the catalytic converter 116. In other words, the location of the catalytic converter 116 near the outlet of the engine exhaust gases does not allow the exhaust gases are substantially cooled before entering the catalytic converter 16, which increases the performance of the catalytic converter 116. As the exhaust gases pass through the catalytic converter 16, the catalytic converter 16 adds additional heat to the exhaust gases. These very hot exhaust gases at the outlet of the catalytic converter 116 are supplied to the outlet line of the catalytic converter 208, and are cooled in the mixing chamber 206 with the compressed inlet air from the compressed air pipeline 204.
Depending on the temperature of the very hot exhaust gases produced at the outlet of the catalytic converter 116, which varies depending on the operating conditions of the engine 102, different amounts of compressed air will be added to the exhaust gases under high speed and high load conditions. Under conditions of low engine speed and high load, the non-return valve 118 also has the function of allowing inlet air to flow through the compressor to avoid load peaks. A load peak is reminiscent of aerodynamic overshoot of the compressor blades, which occurs as a result of low ﬂ fate conditions through the compressor at low engine speed. When a load peak occurs, the pressure in the inlet manifold (not shown) drops because the compressor 108 cannot compress the inlet air. By allowing air to flow through the compressor 108 as a result of the inlet valve 118 being opened, the pressure can be maintained in the inlet manifold so that, when high traction is required at low engine speeds, the high traction can be achieved due to the high pressure in the inlet manifold.
As shown above, when the engine is operated under high speed and high load conditions, the catalytic converter 116 causes large amounts of heat to be generated in the exhaust gases supplied to the exhaust line 208 of the catalytic converter 108. By supplying cooler compressed inlet air to the of the catalytic converter outlet line 208, the hot exhaust gases can be cooled under high speed and high load conditions. As the load and speed of the engine increase, hotter exhaust gases are produced and more of the compressed air from pipeline 204 is required. If the turbine 106 does not supply sufficient rotational energy to drive the compressor, as under low speed and high load conditions, the engine crankshaft 12 can supply rotational energy to the compressor 108 via drive belt 222, pulley 218, shaft 224, stepless gearbox 216 and gearbox 228. Again , any part of the propulsion unit can be used to supply rotational energy to the compressor 108, and Figure 2 shows an application according to a shown embodiment.
As also illustrated in Figure 2, a cold start valve 120 is also connected to the compressed air pipeline 204, which in turn is connected to the cold start pipeline 212. The cold start pipeline 212 is connected to the catalytic converter inlet pipe 214, which is located upstream of the catalytic converter 116. The purpose of the cold start valve is to supply compressed inlet air to the inlet of the catalytic converter 116 under start conditions, as shown above. Under start conditions, before the catalytic converter 116 reaches full operating temperatures, extra oxygen is supplied via the cold start pipeline 212 to initiate the catalytic process. The extra oxygen supplied via the cold start pipeline 212 contributes to the initiation of the catalytic process.
Control unit 140 controls the cold start valve 120 via the cold start valve control signal 144 of the control unit, in response to the engine speed signal 126, the engine load signal 128, and the gas mixture temperature signal 130.
Thereby, the high-efficiency, super-turbocharged engine 100 with spark ignition operates in a manner reminiscent of a super-turbocharger, with the exception that the non-return valve 118 supplies a portion of the compressed air from the compressor to the turbine inlet for two reasons. One reason is the cooling of the exhaust gases before they enter the turbine, so that all the energy in the exhaust gases can be utilized and no waste valve is needed under conditions with high speed and high load. The second reason is the provision of an air gap through the compressor to avoid load peaks in low speed and high load conditions. In addition, the catalytic converter can be engaged in the exhaust gas flow before the exhaust gases reach the turbine, so that the heat generated by the catalytic converter 116 can be used to drive the turbine 106 and to expand the compressed inlet air mixed with the hot gases from the catalytic the converter 116, which significantly increases the efficiency of the system. Furthermore, the cold start valve 120 can be used to initiate the catalytic process in the catalytic converter 116 by supplying oxygen to the exhaust gases under start conditions.
The previous description of the invention has been presented for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the scope to the exact form in which it is presented, and other modifications and variations may be possible in light of the foregoing teachings. The embodiment was selected and described in order to best explain the principles of the invention and its practical application, in order thereby enabling others with knowledge in the field to make the best use of the invention in such different kinds of embodiments and different kinds of modifications as are suitable for the particular intended use. The intention is that the appended claims should be considered as including other alternative embodiments of the invention, except to the extent that this is limited by already known technology.

权利要求:
Claims (32)
[1]
A high efficiency engine system, comprising: an engine; a super-turbocharger coupled to this engine in such a way that it transmits mechanical rotational energy between a propulsion unit and this super-turbocharger; a valve which regulates a ﬂ fate of compressed air from this super-turbocharger, which ﬂ fate is mixed with exhaust gases from said engine before these exhaust gases enter this super-turbocharger, so that this compressed air cools these exhaust gases to a temperature which is below a predetermined maximum temperature, to avoid damage to this super-turbocharger.
[2]
An engine system according to claim 1, further comprising: a catalytic converter, coupled to said engine, which receives the exhaust gases from this engine before these exhaust gases enter the super-turbocharger.
[3]
The engine system of claim 2, wherein the super-turbocharger further comprises: a mechanical gearbox that transfers mechanical rotational energy of said super-turbocharger from the super-turbocharger to a propulsion unit, to increase the efficiency of said engine system and recover excess energy from the super-turbocharger to to avoid damage to this super-turbocharger, and which transmits mechanical rotational energy of this propulsion unit from the propulsion unit to the super-turbocharger to avoid turbo delay.
[4]
The engine system of claim 3, wherein said valve also maintains a flow of air through the super-turbocharger to reduce load peaks in said super-turbocharger.
[5]
The engine system of claim 4, further comprising: a control unit that receives operating parameters from said engine, and generates control signals that control the operation of said valve.
[6]
An engine system according to claim 5, further comprising: an exhaust pipeline operatively coupled to a compressed air pipeline, and receiving the fate of said compressed air.
[7]
A method of improving the efficiency of an engine system, comprising: coupling a super-turbocharger to an engine; providing a flow of compressed air from this super-turbocharger to exhaust gases from the engine, before these exhaust gases enter the super-turbocharger, so that the compressed air cools the exhaust gases to a temperature below a predetermined maximum temperature to avoid damage on said super-turbocharger, and also adds additional mass to the exhaust gases entering the super-turbocharger.
[8]
The method of claim 7, further comprising: coupling a catalytic converter between said engine and said super-turbocharger, so that the exhaust gases from the engine ﬂ flow through said catalytic converter before entering the super-turbocharger.
[9]
The method of claim 7, further comprising: coupling mechanical rotational energy of said super-turbocharger from said super-turbocharger to a propulsion unit to improve the efficiency of said engine and avoid damage to the super-turbocharger.
[10]
The method of claim 9, further comprising: reducing the turbo delay of said super-turbocharger by transferring the mechanical rotational energy of the propulsion unit from a propulsion unit to said super-turbocharger.
[11]
The method of claim 9, further comprising: maintaining a fate of air through said super-turbocharger to reduce load peaks of said super-turbocharger during such operating phases of the engine, when compressor load peaks otherwise would occur.
[12]
A high-efficiency super-turbocharged engine system, comprising: an engine; a super-turbocharger comprising: a turbine which creates turbine-generated mechanical rotational energy from a gas mixture which ﬂ blows through this turbine; a compressor mechanically coupled to said turbine and compressing an air source, and providing a supply of compressed air to an inlet manifold of the engine; a gearbox mechanically coupled to the turbine and the compressor, and which transmits said turbine-generated mechanical rotational energy from the turbine to a propulsion unit to increase the output power of the engine and avoid damage to the super-turbocharger, and which transmits mechanical rotational energy generated by the propulsion unit to the propulsion propulsion unit reducing turbo delay of said engine; a non-return valve supplying a proportion of the compressed air mixed with the exhaust gases to create said gas mixture, said proportion of the compressed air being sufficient to cool these exhaust gases to below a predetermined maximum temperature to avoid damage to said turbine, and also providing an additional mass of said air to said exhaust gases, which adds additional rotational energy to the turbine.
[13]
An engine system according to claim 12, wherein the valve also maintains a fate of said air through the compressor during such operating phases of the engine when otherwise compressor load peaks would occur.
[14]
An engine system according to claim 13, further comprising: a catalytic converter, arranged to receive said exhaust gases from said engine, which exhaust gases produce an exothermic reaction which adds heat to the exhaust gases supplied to the turbine to drive this turbine.
[15]
The engine system of claim 14, further comprising: a cold start control valve that supplies a portion of the compressed air to an inlet of said catalytic converter to add oxygen to said exhaust gas, which assists the catalytic converter in initiating an exothermic reaction. .
[16]
The engine system of claim 15, further comprising: a control unit operating said non-return valve and said cold start valve in response to operating parameters of the engine.
[17]
A method of improving the efficiency of a super-turbocharged system, comprising: providing compressed air from a compressor of a super-turbocharger; mixing a proportion of this compressed air with exhaust gases from said engine to create a gas mixture with a temperature not exceeding a predetermined maximum temperature, in order to avoid damage to a turbine of said super-turbocharger; operation of this turbine with this gas mixture; transmitting an excess of turbine-generated mechanical rotational energy from the turbine to a propulsion unit, which excess would otherwise cause said turbine to rotate at a speed that would cause damage to the compressor.
[18]
The method of claim 17, further comprising: transferring mechanical rotational energy generated by the propulsion unit from said propulsion unit to said compressor to reduce turbo delay.
[19]
The method of claim 18, further comprising: maintaining a sufficient ﬂ fate of said air source through said compressor, by mixing said portion of the compressed air with said exhaust gases during such operating phases of the engine near load peaks would otherwise occur.
[20]
The method of claim 19, further comprising: providing a catalytic converter that receives said exhaust gases and produces an exothermic reaction, which reaction adds heat to said exhaust gases; supplying these exhaust gases from an outlet of the catalytic converter to said turbine.
[21]
The method of claim 20, further comprising: providing a portion of the compressed air to an inlet of said catalytic converter under cold start conditions, to supply oxygen which assists the catalytic converter in initiating the exothermic reaction.
[22]
A method of improving the efficiency of a super-turbocharged engine system, comprising: providing an engine; providing a catalytic converter coupled to an exhaust outlet adjacent to said engine, which converter receives engine exhaust gases from said engine, which activates an exothermic reaction in the catalytic converter, which reaction adds additional energy to said engine exhaust gases and produces exhaust gases from the catalytic converter at an outlet of this catalytic converter, which exhaust gases are hotter than said engine exhaust gases; providing a ﬂ fate of compressed air to an inlet of said engine by means of a compressor; mixing a portion of this compressed air with the exhaust gases from the catalytic converter in a mixing chamber located downstream of the catalytic converter, to produce a gas mixture of said exhaust gases from the catalytic converter and said compressed air; controlling the flow of this compressed air into said mixing chamber by means of a control valve to keep this gas mixture below a maximum temperature, and to maintain a flow of the compressed air through the compressor during such operating phases of the engine, when load peaks in this compressor otherwise would arise; supplying this gas mixture to a turbine which produces turbine-generated mechanical rotational energy in response to the fate of this gas mixture; transmitting this turbine-generated mechanical rotational energy from said turbine to said compressor, which compressor uses the turbine-generated mechanical rotational energy to compress an air source to produce the compressed air, when said de fate of said gas mixture through this turbine is sufficient to drive the compressor; recovering at least a portion of said turbine-generated mechanical rotational energy from the turbine, and applying said portion of said turbine-generated mechanical rotational energy to a propulsion unit, when said portion of said turbine-generated mechanical rotational energy from the turbine is not needed to drive the compressor; providing mechanical rotational energy created by the propulsion unit from said propulsion unit to the compressor to avoid turbo delay when the flow of the gas mixture through the turbine is not sufficient to drive the compressor.
[23]
The method of claim 22, wherein said maximum temperature of said gas mixture is below a temperature at which said gas mixture would otherwise cause damage to the turbine.
[24]
The method of claim 23, wherein said maximum temperature of said gas mixture is below about 950 ° C. 10 15 20 25 30 29
[25]
A method according to claim 23, wherein said efficiency of said engine is improved by not using any spill valve to discharge excess gases from said gas mixture.
[26]
The method of claim 25, wherein said process for extracting excess turbine-generated mechanical rotational energy from the turbine, and providing mechanical rotational energy generated by the propulsion unit from the propulsion unit to said compressor, comprises: using a gearbox coupling the excess turbine-generated mechanical rotational energy the propulsion unit generated the mechanical rotational energy between this propulsion unit and a shaft that connects the turbine and the compressor.
[27]
The method of claim 26, wherein said process of maintaining a de fate of said compressed air during the operating phases of said engine comprises: maintaining a ﬂ fate of said compressed air through the compressor when the engine is operating at low speeds and requires high traction, by opening said non-return valve to reduce load peaks.
[28]
The method of claim 27, wherein said process of mixing said compressed air with said hotter exhaust gases in a mixing chamber comprises: providing at least one opening in an exhaust gas pipeline connected to a compressed air pipeline so that the compressed air through the at least one opening and mix with the hotter exhaust gases in this exhaust pipeline.
[29]
The method of claim 28, further comprising: mixing a proportion of said compressed air with said exhaust gases upstream of the catalytic converter during cold starts of the engine, to supply oxygen to the catalytic converter, which assists this catalytic converters in initiating said exothermic reaction.
[30]
A super-turbocharged engine system, comprising: an engine; a catalytic converter connected to an exhaust line adjacent to an exhaust outlet of said engine, in such a way that hot exhaust gases from the engine activate an exothermic reaction in the catalytic converter, which reaction adds energy to these hot exhaust gases and produces hotter exhaust gases; a compressor coupled to an air source which provides compressed air with a pressure higher than a pressure level of these hot exhaust gases; a pipeline supplying this compressed air to the hotter exhaust gases, so that at least a portion of this compressed air is mixed with these hotter exhaust gases to form a gas mixture; a turbine mechanically coupled to the compressor and generating turbine-generated mechanical rotational energy from this gas mixture; a valve which regulates the flow of this portion of the compressed air through said pipeline, to keep the gas mixture below a predetermined maximum temperature, and to maintain a flow of air from the air source through the compressor during such operating phases of the engine when load peaks in the compressor otherwise would arise; a gearbox which provides mechanical rotational energy generated by the propulsion unit from a propulsion unit to the compressor to reduce turbo delay when said de fate of exhaust gases through the turbine is not sufficient to propel the compressor to a desired gain level, and which extracts turbine-generated mechanical rotational energy from to keep rotational speeds of the compressor below a predetermined maximum rotational speed, at which damage would occur to the compressor.
[31]
The engine system of claim 30, further comprising: a control unit that detects temperature levels of said gas mixture, rotational speed of the engine, a pressure level of the compressed air and engine load, and controls the operation of said valve and the gearbox of said gearbox.
[32]
The engine system of claim 31, further comprising: a cold start control valve that provides another portion of said compressed air to said exhaust pipe upstream of the catalytic converter, for adding oxygen to the exhaust gases to assist the catalytic converter in initiating an exotherm. reaction during cold starts.

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同族专利:

公开号 | 公开日

DE112009005092T5|2012-09-13|

CN102549248A|2012-07-04|

AU2009350143A1|2012-02-02|

DE112009005092B4|2022-02-10|

GB201200713D0|2012-02-29|

GB2484234A|2012-04-04|

WO2011011019A1|2011-01-27|

CA2765902A1|2011-01-27|

JP2013500422A|2013-01-07|

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法律状态:
2013-06-25| NAV| Patent application has lapsed|

优先权:

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PCT/US2009/051742|WO2011011019A1|2009-07-24|2009-07-24|Improving fuel efficiency for a piston engine using a super-turbocharger|

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