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EP3303805A1 - Procédé de fonctionnement d'un moteur à combustion interne - Google Patents

Procédé de fonctionnement d'un moteur à combustion interne

Info

Publication number
EP3303805A1
EP3303805A1 EP16736758.0A EP16736758A EP3303805A1 EP 3303805 A1 EP3303805 A1 EP 3303805A1 EP 16736758 A EP16736758 A EP 16736758A EP 3303805 A1 EP3303805 A1 EP 3303805A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
turbo
exhaust
exhaust gas
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16736758.0A
Other languages
German (de)
English (en)
Inventor
Ettore Musu
Friedrich Gruber
Nikolaus Spyra
Georg Tinschmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Innio Jenbacher GmbH and Co OG
Original Assignee
GE Jenbacher GmbH and Co OHG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by GE Jenbacher GmbH and Co OHG filed Critical GE Jenbacher GmbH and Co OHG
Publication of EP3303805A1 publication Critical patent/EP3303805A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/005—Exhaust driven pumps being combined with an exhaust driven auxiliary apparatus, e.g. a ventilator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/10—Engines with prolonged expansion in exhaust turbines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/36—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an exhaust flap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/34—Control of exhaust back pressure, e.g. for turbocharged engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for operating an internal combustion engine, in particular a dual-fuel internal combustion engine, which is operated according to the Premixed Charge Compression Ignition (PCCI) combustion method, having the features of the preamble of claim 1.
  • PCCI Premixed Charge Compression Ignition
  • the invention also relates to an internal combustion engine having the features of the preamble of claim 6.
  • Dual-fuel internal combustion engines are internal combustion engines that typically operate in two modes of operation. A distinction is made between a mode of operation with primarily liquid fuel supply (“liquid operation” for short, “diesel operation” in the case of using diesel as liquid fuel) and a mode of operation with primarily gaseous fuel supply, in which the liquid fuel serves as pilot fuel for starting combustion (briefly referred to as "pilot operation").
  • liquid operation for short, “diesel operation” in the case of using diesel as liquid fuel
  • pilot operation a mode of operation with primarily gaseous fuel supply, in which the liquid fuel serves as pilot fuel for starting combustion
  • the PCCI (Premixed Charge Compression Ignition) combustion process is a promising approach to achieving high-efficiency and low-emission combustion.
  • a lean mixture of air and an ignitable fuel eg, gas
  • ignitable fuel eg, diesel
  • An internal combustion engine operated according to the PCCI method is classified as a special variant of a dual-fuel internal combustion engine.
  • Such a dual-fuel internal combustion engine thus has a PCCI operating mode. If it is operated according to the PCCI combustion process, this is referred to as the PCCI operating mode.
  • Incineration in the PCCI combustion process runs at lower local temperatures than conventional combustion in diesel or gas engines and is further characterized by the avoidance of locally very rich or lean areas, so that the formation of nitrogen oxides (NOX), soot and THC emissions significantly is reduced.
  • NOX nitrogen oxides
  • a determining parameter for the control of combustion is the amount and temperature of the recirculated or retained exhaust gas within the cylinder. It is possible to differentiate between internal and external exhaust gas recirculation (EGR).
  • EGR exhaust gas recirculation
  • exhaust gas is removed from the exhaust system and fed via a line back to the intake.
  • the external exhaust gas recirculation allows a simple and effective cooling of the exhaust gas via heat exchangers.
  • LP EGR low-pressure exhaust gas recirculation
  • HP-EGR high-pressure exhaust gas recirculation
  • the combustion gases are either retained in the cylinder or briefly pushed into the inlet channel and sucked back. Also possible is the temporary opening of the exhaust valve (s) during the intake stroke, so that exhaust gas is sucked back into the cylinder.
  • the intake and exhaust valve opening times must be modified for the internal exhaust gas recirculation and for setting the desired residual gas content.
  • the retention of exhaust gas is an integral part of the PCCI combustion process.
  • the internal EGR and the external HD EGR have in common that the amount of residual gas or recirculated exhaust gas is influenced by the pressure level upstream of the turbine and also upstream of the cylinder. Raising the pressure level upstream of an exhaust gas turbine (ie the exhaust gas back pressure) as well as modified valve opening times, in particular in the four-stroke process, inherently losses in Ausschiebetakt and thus reduces the efficiency.
  • the object of the invention is to provide a control method or an internal combustion engine by which or by which the disadvantages of the prior art are avoided.
  • the exhaust gas recirculation rate can be controlled or controlled elegantly.
  • the invention is primarily aimed at influencing the internal EGR rate.
  • an internal exhaust gas recirculation takes place by retaining or re-aspirating exhaust gases from the intake or exhaust tract of an internal combustion engine. Controlling the exhaust backpressure directly affects the internal EGR rate, with increased exhaust back pressure resulting in an increased internal EGR rate. Conversely, reduced exhaust back pressure causes a reduced EGR rate. It is preferably provided that the variation of the exhaust gas back pressure exerted by the turbo-compound system takes place by controlling or regulating a braking torque of a generator of the turbo-compound system.
  • the controlling or regulating the braking torque of the generator can be done for example by influencing the excitation current. It should be understood that an increase in the braking torque exerted by the generator also equals an increase in the power available from the generator.
  • Increasing the braking torque of the turbo-compound system increases the exhaust back pressure exerted by the turbo-compound system, thereby increasing the amount of recirculated / retained exhaust gas.
  • a particular advantage of the solution is that the increase in the exhaust backpressure means only a small loss of energy, since the turbo compound system generates more electrical power with increased exhaust gas back pressure.
  • the exhaust counterpressure is additionally controlled or regulated by actuation of a valve arranged downstream of the turbocharger in the exhaust pipe.
  • the internal combustion engine is operated in the PCCI operating mode.
  • an internal combustion engine can be operated particularly favorably in both operating modes (PCCI operating mode and diesel operation).
  • PCCI operating mode PCCI operating mode
  • diesel operation variable valve timing for the intake and / or exhaust valves of the combustion chambers can also be used to control the internal EGR.
  • the internal combustion engine is preferably designed as a stationary gas engine, particularly preferably as part of a gene set for decentralized power generation. Also conceivable are applications in the marine and locomotive sector.
  • Fig. 7 shows an arrangement of an internal combustion engine with two-stage
  • Fig. 1 shows the power stroke of a 4-stroke internal combustion engine without internal exhaust gas recirculation and with a turbocharger with high efficiency in the pV diagram.
  • the cylinder pressure ⁇ "in cylinder pressure" is plotted on the Y-axis, on the X-axis the volume.
  • An internal combustion engine with the characteristic shown here has a positive purging gradient, ie that the pressure level upstream of the cylinder pEiniass is greater than the pressure level downstream of the cylinder, PA US A S , ie the exhaust back pressure, which prevails after the exhaust valves and upstream of the exhaust gas turbine. Due to the positive flushing gradient, the loop generated by the push-out and the suction stroke (the so-called low-pressure cycle) also contributes to power generation, as is well known.
  • FIG. 2 shows the illustration of a power stroke of an internal combustion engine which is operated in PCCI mode in the pV diagram analogous to the representation of FIG. 1. It can be seen that here the pressure level upstream of the cylinder is lower than the exhaust back pressure p Au siass pitch, ie the internal combustion engine has a negative purging gradient. This requires work to be done for the intake and exhaust cycle. If one superimposes the representations of FIG. 1 and FIG. 2 on top of one another, one recognizes that, compared to the normal operating mode of FIG. 1, on the one hand the power gained therein is lost, and additionally the power shown in FIG. Intake stroke must be provided.
  • FIG. 3 shows the pV diagram of a working cycle of a 2-stroke internal combustion engine with internal EGR and increased pressure level upstream of the exhaust gas turbine (PCCI operating mode). It can be seen immediately the inherent advantages of the 2-stroke process with respect to the work to be applied in the intake and Ausschiebezyklus. A charge cycle as in the 4-stroke is missing, so the charge cycle is much smaller.
  • Fig. 4 shows an arrangement according to a first embodiment.
  • the arrangement shows an internal combustion engine 1, a turbocharger 2 and a turbo-compound system 5 in an arrangement parallel to the turbocharger 2.
  • the internal combustion engine 1 generally has a plurality of combustion chambers 14, of which only one is shown for the sake of clarity.
  • the combustion chambers 14 are connected to the supply line 11 via at least one inlet valve 15 and to the exhaust line 9 via at least one outlet valve 16.
  • Turbo-compound systems are basically known from the prior art. This exhaust gases of an internal combustion engine are relaxed in a power turbine and the enthalpy of the exhaust gas into mechanical or when coupling the power turbine with a generator converted into electrical energy.
  • the turbocharger 2 consists of the exhaust gas turbine 3 and the coupled via a shaft with the exhaust gas turbine 3 compressor 4. On the supply line 1 1 incoming air or incoming mixture is compressed by the compressor 4 and on the
  • Heat exchanger 13 of the internal combustion engine 1 is supplied.
  • the exhaust gases of the internal combustion engine 1 are passed to the exhaust gas turbine 3, where they are relaxed and flow with reduced pressure.
  • the high-pressure exhaust gas recirculation 6 consists of a controllable valve and a heat exchanger, so that the recirculated exhaust gases can be supplied to the inlet of the internal combustion engine 1 cooled.
  • a second exhaust gas recirculation, the optional low-pressure exhaust gas recirculation 7 is arranged downstream of the exhaust gas turbine 3 and can remove the exhaust gas present there at a lower pressure level than upstream of the exhaust gas turbine 3 and feed it to the mixture or air supply line upstream of the compressor 4 , In order to influence the amount of exhaust gas recirculated via the low-pressure exhaust gas recirculation 7 into the supply line 11, two shut-off valves are provided.
  • Valve 17 connects the outlet of the exhaust gas turbine 3 with the exit of the exhaust gases from the exhaust pipe 9 (such as a chimney or a A further valve is provided in the connection to the supply line 1 1, whereby the amount of recirculated via the low-pressure exhaust gas recirculation 7 exhaust gas can be regulated in the interaction of the valve positions.
  • the latter valve also allows complete shut-off of the flow path to the supply line 1 1 and can be provided in all embodiments.
  • an electric turbo-compound system 5 is arranged. Upstream of the turbo-compound system 5 is the valve 1 0.
  • the control unit 8 can now control the electric turbo-compound system 5 (hereinafter referred to as "control") so that the turbo-compound system 5 is operated, for example, at a constant rotational speed via the generator G. It would also be conceivable to adjust the flow of the turbine 1 2.
  • the pressure level prevailing immediately before the turbine of the turbo-compound system 5 or the exhaust gas mass flow flowing through the turbine 1 2 of the turbo-compound system 5 can be controlled via the control / regulating device 8 by means of engagement with the valve 10.
  • the exhaust back pressure PA US A S exerted by the turbo-compound system 5 can be controlled or regulated.
  • the internal EGR rate is directly affected, with increased exhaust back pressure resulting in an increased internal EGR rate.
  • reduced exhaust back pressure causes a reduced EGR rate.
  • the EGR rate can be controlled elegantly by means of turbo-compound system 5. If, for example, the valve 10 is opened, not all of the exhaust gas coming from the internal combustion engine 1 flows to the exhaust gas turbine 3, but also a subset thereof to the turbo-compound system 5.
  • the pressure level in front of the exhaust gas turbine 3 can be influenced.
  • increasing the amount of exhaust gas flowing through the turbo-compound system 5 causes lowering of the pressure level in front of the exhaust turbine 3.
  • the turbo-compound 5 and the turbocharger 3 will be tuned so that there is a control reserve in both directions, i. in the direction of an increase of the exhaust gas mass flow flowing through the turbo-compound system 5 and in the direction of a reduction of the same.
  • the back pressure of the turbo-compound system 5 can be controlled or regulated.
  • the turbo-compound system 5 can be regulated to a constant speed.
  • the controllable valve 10 thus allows the operation of the electric turbo-compound system 5 at a constant speed and the regulation of the pressure in front of the exhaust gas turbine third
  • the valve 10 upstream of the turbo compound 5 is designed as a non-controllable valve.
  • the turbo-compound 5 has a variable speed during operation.
  • Fig. 5 shows another embodiment of the arrangement of an internal combustion engine with turbo-compound for implementing the method according to the invention.
  • the turbo-compound system 5 and the turbocharger 2 are combined:
  • the turbine 12 of the turbo-compound system 5 replaces the exhaust gas turbine 3 of the turbocharger 2.
  • the turbine 12 is coupled to the compressor 4 via a shaft and forms the turbocharger 2 together with the compressor 4.
  • the turbo-compound system 5 is coupled on the one hand via a shaft to the compressor 4 and on the other hand with the generator G. Also shown is the high-pressure exhaust gas recirculation 6 and an optional low-pressure exhaust system 7. To control this applies to Figure 4 said.
  • the exhaust gas back pressure (and thus the EGR rate) exerted by the turbo-compound system 5 is varied by varying the resistance acting on the turbo-compound system 5 from the generator G. If a high braking torque from the generator G acts on the turbo-compound system 5, a higher pressure level prevails in the exhaust gas line 9 than at a lower applied braking torque by the generator G.
  • FIG. 6 shows a further exemplary embodiment in which the turbo-compound system 5 is arranged in series with the exhaust gas turbine 3 downstream of the exhaust gas turbine 3. In this case, an actuation of the turbo-compound system 5 acts on the pressure level between the exhaust turbine 3 and turbo-compound system 5 but also to the pressure level upstream of the exhaust turbine 3 and thus changes the exhaust back pressure pAusiass and thus the level of internal EGR.
  • the turbo-compound system 5 has a controllable bypass. With a controllable valve, the bypass can be fully opened as needed, completely close or take intermediate positions. In the fully open position of the bypass, the exhaust gas will largely bypass the turbo-compound system 5.
  • the bypass creates a possibility to react quickly especially during transient operation (ie during rapid load fluctuations).
  • the bypass would be fully opened to provide all exhaust energy to generate boost pressure.
  • the embodiment can be designed with two-stage supercharging (two turbochargers in series).
  • Fig. 7 shows an arrangement with two-stage supercharging, wherein two turbochargers 2, 2 'are arranged in series.
  • the turbo-compound system 5 is arranged between the input side of the turbine 3 of the turbocharger 2 (acting here as a high-pressure charger) and the output side of the turbine 3 'of the turbocharger 2' (low-pressure charger).
  • the turbo-compound system 5 can also be arranged between the inlet and outlet sides of the turbine 3 (high-pressure loader).
  • the braking torque of the turbo-compound system 5 can also be varied via the control / regulating device 8 here.
  • the pressure level in the exhaust pipe 9 upstream of the Hoch Kunststoffabgasturbine 3 and consequently the recirculated / retained exhaust gas amount can be varied.
  • a flow path downstream of the turbo-compound system 5 is still dashed, which connects the outflow side of the turbo-compound system 5 with the inlet of the turbine 3 'of the turbocharger 2' (low-pressure loader).
  • the turbo-compound system 5 in this variant bridges only the high-pressure charger. This creates the opportunity to process exhaust gas from the turbo-compound system 5 still in the low-pressure loader.
  • the turbine 12 of the turbo-compound system 5 itself can be designed in two stages.
  • the dotted box around the internal combustion engine 1 is the functional unit again. Constructively, it is of course so that the supply line 1 1 leads to the intake valves 15 and the exhaust valves 16 are connected to the exhaust pipe 9.
  • the exhaust back pressure PAusiass is located between the exhaust valves 16 and the exhaust gas turbine 3 (FIGS. 4, 6 and 7) and the exhaust gas turbine 12 (FIG. 5).

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

Abstract

L'invention concerne un procédé de fonctionnement d'un moteur à combustion interne (1), une certaine quantité d'un gaz d'échappement résiduel dans des chambres à combustion (14) du moteur à combustion interne (1) étant modulée, cette modulation de la quantité de gaz d'échappement résiduel étant effectuée par la commande ou le réglage d'un système turbocompound (5) disposé dans le tuyau d'échappement (9) du moteur à combustion interne (1), la contre-pression d'échappement (péchappement) s'exerçant sur les soupapes d'échappement (16) des chambres de combustion (14).
EP16736758.0A 2015-05-29 2016-05-04 Procédé de fonctionnement d'un moteur à combustion interne Withdrawn EP3303805A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA343/2015A AT517247B1 (de) 2015-05-29 2015-05-29 Verfahren zum Betreiben einer Brennkraftmaschine
PCT/AT2016/050125 WO2016191775A1 (fr) 2015-05-29 2016-05-04 Procédé de fonctionnement d'un moteur à combustion interne

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EP3303805A1 true EP3303805A1 (fr) 2018-04-11

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US (1) US20180163612A1 (fr)
EP (1) EP3303805A1 (fr)
AT (1) AT517247B1 (fr)
CA (1) CA2987412A1 (fr)
WO (1) WO2016191775A1 (fr)

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DE102017212308A1 (de) * 2017-07-19 2019-01-24 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine mit einem Abgasturbolader
US20190178149A1 (en) * 2017-12-12 2019-06-13 Caterpillar Inc. Energy supercharger system and method
DE102018131679A1 (de) * 2018-12-11 2020-06-18 Florian Köhler Verfahren zum Betreiben eines Turbo-Compound-Systems
IT201800020548A1 (it) * 2018-12-20 2020-06-20 Fpt Motorenforschung Ag Metodo e dispositivo per riscaldare almeno una porzione di un dispositivo di post trattamento (ats) di gas esausto di un motore a combustione interna
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Publication number Publication date
US20180163612A1 (en) 2018-06-14
AT517247B1 (de) 2017-06-15
WO2016191775A1 (fr) 2016-12-08
AT517247A1 (de) 2016-12-15
CA2987412A1 (fr) 2016-12-08

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