Internal combustion engine arrangement with additional, electrically driven compressor

Abstract

An internal combustion engine arrangement (1) of a vehicle (10) is described, comprising an internal combustion engine (2), a turbocharger (5) with an exhaust turbine (6), and a turbocharger compressor (7) driven by the exhaust turbine (6), wherein the turbocharger compressor (7) has an inlet (13). The internal combustion engine arrangement (1) includes an electrically driven compressor (12) which has an outlet (16) connected via a flow channel (18) to the inlet (13) of the turbocharger compressor (7).

Description

[0001] The present invention relates to an internal combustion engine arrangement and a vehicle.

[0002] Vehicles, especially those powered by internal combustion engines such as diesel engines, require the use of electrically powered charging systems due to increasingly stringent emissions requirements. This is especially true for vehicles with high power outputs. Electrically powered systems with electrically powered compressors, so-called e-boosters, are typically used in series with conventional turbocharger compressors to temporarily improve performance, particularly during peak loads and low-end torque (LET). However, electrically powered compressors themselves are only suitable for temporary use due to their limited power and mass flow characteristics.

[0003] To achieve exhaust gas recirculation up to full load and during diesel particulate filter (DPF) regeneration, it is necessary to expand the operating range for low-pressure exhaust gas recirculation. Low-pressure exhaust gas recirculation operation is typically limited at higher engine loads and during DPF regeneration, as high temperatures occur upstream and downstream of the compressor in these operating ranges. In addition, elevated inlet temperatures at a low-pressure exhaust gas recirculation cooler may occur, limiting low-pressure exhaust gas recirculation. It is therefore desirable to expand the operating range of low-pressure exhaust gas recirculation.

[0004] The document DE 10 2016 118 722 A1 describes an internal combustion engine for a vehicle which, in addition to a turbocharger compressor, comprises a second, electrically driven compressor.

[0005] Against the background described, the object of the present invention is to provide an advantageous internal combustion engine arrangement for a vehicle and an advantageous vehicle. These objects are achieved by an internal combustion engine arrangement according to claim 1 and by a vehicle according to claim 12. The dependent claims contain further advantageous embodiments of the invention.

[0006] The internal combustion engine assembly for a vehicle according to the invention comprises an internal combustion engine, a turbocharger with an exhaust turbine, and a turbocharger compressor driven by the exhaust turbine. The turbocharger compressor has an inlet, which can be fluidically connected, for example, to an air inlet. The internal combustion engine assembly also includes an electrically driven compressor (e-booster), which has an outlet that is fluidically connected to the inlet of the turbocharger compressor via a flow channel.

[0007] The fluidic connection of the outlet of the electrically driven compressor with the inlet of the turbocharger compressor according to the invention has the advantage that, in addition to achieving additional charge air pressure, the temperature at the inlet and thus also at the outlet of the turbocharger compressor and / or the temperature of an exhaust gas-air mixture in a low-pressure exhaust gas recirculation duct, in particular upstream of a low-pressure exhaust gas recirculation cooler, can be reduced.

[0008] In a preferred variant, the internal combustion engine arrangement comprises a low-pressure exhaust gas recirculation flow channel, and the flow channel from the outlet of the electrically driven compressor is fluidly connected to the low-pressure exhaust gas recirculation flow channel. This variant makes it possible to extend the operating range of a low-pressure exhaust gas recirculation system to areas in which high internal combustion engine loads occur and / or diesel particulate filter regeneration is taking place, thanks to the additional cooling provided by air supplied to the low-pressure exhaust gas recirculation flow channel via the electrically driven compressor.

[0009] The outlet of the electrically driven compressor can be fluidly connected to the low-pressure exhaust gas recirculation flow channel upstream of a low-pressure exhaust gas recirculation cooler. This can reduce the temperature at the inlet of the low-pressure exhaust gas recirculation cooler.

[0010] Advantageously, the flow channel from the outlet of the electrically driven compressor is fluidly connected to the low-pressure exhaust gas recirculation flow channel, wherein the flow channel includes a cooler, e.g., a charge air cooler. In other words, in this variant, an additional optional cooler is provided upstream of a low-pressure exhaust gas recirculation cooler. This allows for a simple improvement in cooling performance.

[0011] The electrically driven compressor may have an inlet that is fluidly connected to an outlet and / or the inlet of the turbocharger compressor. This can be realized via a flow channel that branches off from a flow channel leading to the inlet of the turbocharger compressor upstream of the turbocharger compressor, or via a flow channel that branches off from an outlet of the turbocharger compressor or a flow channel adjoining it downstream of the turbocharger compressor.

[0012] The turbocharger compressor and the electrically driven compressor can be arranged in parallel and / or in series in terms of flow technology.

[0013] This makes it easy to create different and flexible application options.

[0014] A bypass valve can be arranged downstream of the turbocharger compressor and upstream of the internal combustion engine, and a three-way valve can be arranged downstream of the electrically driven compressor, fluidly connecting the outlet of the electrically driven compressor with a flow channel downstream of the bypass valve and upstream of the internal combustion engine. Additionally or alternatively, a three-way valve can be arranged upstream of the electrically driven compressor, fluidly connecting a flow channel upstream of the bypass valve and downstream of the turbocharger compressor with the inlet of the electrically driven compressor. These variants make it possible to bypass the bypass valve via a flow channel leading through the electrically driven compressor.

[0015] In a further variant, the internal combustion engine arrangement comprises an exhaust gas flow channel with an exhaust gas aftertreatment device. The exhaust gas flow channel comprises a controllable, in particular controllable and / or adjustable, exhaust gas throttle valve downstream of the exhaust gas aftertreatment device. This allows the expelled exhaust gas mass flow and / or the exhaust gas mass flow for exhaust gas recirculation to be controlled, in particular regulated.

[0016] Furthermore, the internal combustion engine arrangement can comprise an exhaust gas flow channel with an exhaust gas aftertreatment device, wherein the exhaust gas aftertreatment device comprises at least one exhaust gas aftertreatment component, and wherein the exhaust gas flow channel comprises an inlet into a low-pressure exhaust gas recirculation flow channel downstream of at least one exhaust gas aftertreatment component. The inlet into the low-pressure exhaust gas recirculation flow channel comprises a controllable, in particular controllable and / or regulatable, throttle valve, e.g., a low-pressure exhaust gas recirculation throttle valve. This allows the exhaust gas mass flow into the low-pressure exhaust gas recirculation channel to be controlled, in particular regulated.

[0017] The outlet of the electrically driven compressor may be fluidly connected to the low-pressure exhaust gas recirculation flow channel downstream of the inlet to the low-pressure exhaust gas recirculation flow channel and / or downstream of the controllable throttle valve, e.g. the low-pressure exhaust gas recirculation throttle valve.

[0018] The internal combustion engine can be an internal combustion engine. It can be a diesel internal combustion engine or a gasoline internal combustion engine.

[0019] The vehicle according to the invention comprises a previously described internal combustion engine arrangement according to the invention. The vehicle has the previously described features and advantages of the internal combustion engine arrangement according to the invention. The vehicle can be a motor vehicle, a rail vehicle, or a ship. The vehicle can be a hybrid vehicle (HEV - hybrid electric vehicle). The motor vehicle can be a passenger car, a truck, a bus, a minibus, a motorcycle, or a moped.

[0020] The invention will be explained in more detail below using exemplary embodiments with reference to the accompanying figures. Although the invention is illustrated and described in more detail by the preferred embodiments, the invention is not limited to the disclosed examples, and other variations may be derived therefrom by those skilled in the art without departing from the scope of the invention.

[0021] The figures are not necessarily detailed or to scale and may be enlarged or reduced to provide a better overview. Therefore, the functional details disclosed herein are not to be interpreted in a limiting sense, but merely as an illustrative basis for teaching one skilled in the art how to variously employ the present invention.

[0022] As used herein, the term "and / or," when used in a series of two or more elements, means that any of the listed elements may be used alone, or any combination of two or more of the listed elements may be used. For example, if a composition is described containing components A, B, and / or C, the composition may contain A alone; B alone; C alone; A and B in combination; A and C in combination; B and C in combination; or A, B, and C in combination. Fig. 1 shows schematically an internal combustion engine arrangement according to the invention. Fig. 2 shows schematically a vehicle according to the invention.

[0023] The Fig. Figure 1 schematically shows an internal combustion engine assembly 1 according to the invention. The internal combustion engine assembly 1 comprises an internal combustion engine 2, e.g., an internal combustion engine. The internal combustion engine 2 comprises an intake manifold 3 and an exhaust manifold 4. The intake manifold 3 is fluidly connected to an air inlet 8, which may, for example, have an air filter.

[0024] The internal combustion engine arrangement 1 also comprises a turbocharger 5. The turbocharger 5 comprises an exhaust gas turbine 6, which is arranged downstream of the exhaust manifold 4, and a turbocharger compressor 7, which is arranged upstream of the intake manifold 3.

[0025] The turbocharger compressor 7 is driven by the exhaust turbine 6 and compresses air drawn in via the air inlet 8. A charge air cooler 9, for example a water-cooled charge air cooler, is arranged downstream of the turbocharger compressor 7 and upstream of the intake manifold 3. The turbocharger compressor has an inlet 13 and an outlet 14.

[0026] Furthermore, a bypass valve 11 is arranged downstream of the turbocharger compressor 7 and upstream of the charge air cooler 9. The internal combustion engine arrangement according to the invention comprises an electrically driven compressor 12. This can be driven, for example, by an electric motor 17. The electrically driven compressor 12 comprises an inlet 15 and an outlet 16. The outlet 16 of the electrically driven compressor 12 is fluidically connected, for example via a flow channel 18, to the inlet 13 of the turbocharger compressor 7. The flow channel 18 can optionally comprise a cooler 26.

[0027] In the variant shown, the inlet 15 of the electrically driven compressor 12 is fluidly connected to the air inlet 8 by means of a flow channel 19. For this purpose, the flow channel 19 can branch off from a flow channel 20 leading from the air inlet 8 to the inlet 13 of the turbocharger compressor 7. A further flow channel 22 fluidically connects the outlet 14 of the turbocharger compressor 7 to the intake manifold 3. From the flow channel 22, downstream of the turbocharger compressor 7 and upstream of the bypass valve 11, a flow channel 21 leads via a three-way valve 24 to the inlet 15 of the electrically driven compressor 12. A flow channel 23 leads via a three-way valve 25 from the outlet 16 of the electrically driven compressor 12 downstream of the bypass valve 11 and upstream of the charge air cooler 9 to the flow channel 22.

[0028] Downstream of the exhaust turbine 6, an exhaust aftertreatment device 30 is arranged, which comprises a number of exhaust aftertreatment components 31-33. In the variant shown, the exhaust aftertreatment device 30 has a diesel oxidation catalyst (DOC) with a nitrogen oxide storage catalyst (LNT) 31, a diesel particulate filter, e.g., with an SCR coating (SCR - selective catalytic reduction), 32, and a catalyst for selective catalytic reduction (SCR catalyst) 33, which can be arranged one behind the other in the stated order in terms of flow. The SCR catalyst 33 can be arranged in the underbody. The exhaust flow channel is designated by the reference numeral 27. Downstream of the exhaust aftertreatment device 30, a controllable exhaust throttle valve 34 is arranged.

[0029] A low-pressure exhaust gas recirculation flow channel 28 connects the exhaust gas flow channel 27 to the flow channel 20. In the variant shown, the low-pressure exhaust gas recirculation flow channel 28 branches off from the exhaust gas flow channel 27 downstream of the DPF 32 and upstream of the SCR catalyst 33. The low-pressure exhaust gas recirculation flow channel 28 has a controllable throttle valve 29 at its inlet. Furthermore, the low-pressure exhaust gas recirculation flow channel 28 includes a low-pressure exhaust gas recirculation cooler 35. The low-pressure exhaust gas recirculation cooler 35 can be bypassed via a valve 37, e.g., a two-way valve, and a bypass flow channel 36. Downstream of the low-pressure exhaust gas recirculation cooler 35, a valve 38 in the form of a low-pressure exhaust gas recirculation valve is arranged. Downstream of the valve 38, the low-pressure exhaust gas recirculation flow channel 28 opens into the flow channel 20.In the example shown, the flow channel 18 opens into the low-pressure exhaust gas recirculation flow channel 28 downstream of the throttle valve 29 and upstream of the low-pressure exhaust gas recirculation cooler 35.

[0030] This achieves additional cooling of the recirculated exhaust gas via the electrically driven compressor 12 and the introduction of air via the flow channel 18 into the low-pressure exhaust gas recirculation flow channel 28. This option can be used under operating conditions when the electrically driven compressor 12 is not required to generate additional boost pressure or when the air mass flow to the internal combustion engine 2 is too high for the electrically driven compressor 12 to generate additional pressure due to power and speed limitations. The additional low-pressure exhaust gas recirculation cooling is advantageous at high internal combustion engine speeds and high loads in order to reduce the temperature at the turbocharger compressor 7 and thus expand the operating range for low-pressure exhaust gas recirculation.The low-pressure exhaust gas recirculation cooling is also advantageous during DPF regeneration to reduce the temperatures at the inlet of the low-pressure exhaust gas recirculation flow channel 18 as well as to reduce the temperatures at the inlet 13 and outlet 14 of the turbocharger compressor 7.

[0031] The described additional low-pressure exhaust gas recirculation cooling can be adjusted by opening the two three-way valves 24 and 25 toward the air inlet 8 and toward the flow channel 18. The bypass valve 11 is opened, ensuring a simultaneous air mass flow to the internal combustion engine 2 via the turbocharger compressor 7. The electrically driven compressor 17 supplies an additional fresh air mass flow to the low-pressure exhaust gas recirculation flow channel 28 upstream of the cooler 35. This secondary air mass flow mixes with the hot exhaust gas and cools the mass flow flowing through the low-pressure exhaust gas recirculation system.

[0032] The total air mass flow can be kept constant in order to keep the exhaust gas recirculation rate constant. If secondary air is used, the pressure ratio of the turbo compressor can be reduced in order to keep the total air mass flow to the internal combustion engine constant, i.e. to keep the sum of the fresh air supplied to the internal combustion engine 2 and the secondary air constant. If additional air is required to improve performance and emissions, the additional secondary air mass flow from the electrically driven compressor 12 can be used to increase the total air mass flow, even under conditions under which the electrically driven compressor 12 is not normally operated, for example, if operation of the electrically driven compressor 12 in series with the turbocharger compressor 7 is not possible due to power and speed limitations.The throttle valve 34 and the throttle valve 29 can be controlled to set a requested low-pressure exhaust gas recirculation pressure during a supply of secondary air from the electrically driven compressor 12.

[0033] The Fig. Figure 2 schematically shows a vehicle according to the invention, for example a motor vehicle in the form of a passenger car. The vehicle 10 according to the invention comprises an internal combustion engine arrangement according to the invention, for example a Fig. 1 shown internal combustion engine arrangement 1.

[0034] In summary, the present invention offers the following advantages: The secondary air supply from the electrically driven compressor allows the temperature at the turbocharger compressor to be reduced. Low-pressure exhaust gas recirculation is thus possible even at higher engine speeds and loads and during DPF regeneration. Furthermore, the operating range of the electrically driven compressor and its application options are expanded. List of reference symbols: 1 Internal combustion engine arrangement 2 internal combustion engine 3 intake manifold 4 exhaust manifolds 5 turbochargers 6 exhaust turbine 7 turbocharger compressors 8 Air intake 9 intercooler 10 vehicles 11 Bypass valve 12 electrically driven compressors 13 Entrance 14 Outlet 15 Entrance 16 Outlet 17 Electric motor 18 flow channel 19 Flow channel 20 flow channel 21 Flow channel 22 flow channel 23 Flow channel 24 Three-way valve 25 Three-way valve 26 coolers 27 Exhaust gas flow channel 28 Low-pressure exhaust gas recirculation flow channel 29 Throttle valve 30 exhaust aftertreatment system 31 DOC / LNT 32 DPF 33 SCR 34 Exhaust throttle valve 35 coolers 36 Bypass flow channel 37 Valve 38 Valve QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2016 118 722 A1

[0004]

Claims

[1] Internal combustion engine arrangement (1) of a vehicle (10), which comprises an internal combustion engine (2), a turbocharger (5) with an exhaust gas turbine (6) and a turbocharger compressor (7) driven by the exhaust gas turbine (6), wherein the turbocharger compressor (7) has an inlet (13), characterized by that the internal combustion engine arrangement (1) comprises an electrically driven compressor (12) which has an outlet (16) which is connected to the inlet (13) of the turbocharger compressor (7) via a flow channel (18). [2] Internal combustion engine arrangement (1) according to claim 1, characterized by that the internal combustion engine arrangement (1) comprises a low-pressure exhaust gas recirculation flow channel (28) and the flow channel (18) from the outlet (16) of the electrically driven compressor (12) is fluidly connected to the low-pressure exhaust gas recirculation flow channel (28). [3] Internal combustion engine arrangement (1) according to claim 2, characterized by that the outlet (16) of the electrically driven compressor (12) is fluidly connected to the low-pressure exhaust gas recirculation flow channel (28) upstream of a low-pressure exhaust gas recirculation cooler (35). [4] Internal combustion engine arrangement (1) according to claim 2 or 3, characterized by that the flow channel (18) from the outlet (16) of the electrically driven compressor (12) is fluidly connected to the low-pressure exhaust gas recirculation flow channel (28), wherein the flow channel (18) comprises a cooler (26). [5] Internal combustion engine arrangement (1) according to one of claims 1 to 4, characterized by that the electrically driven compressor (12) has an inlet (15) which is fluidly connected to an outlet (14) and / or the inlet (13) of the turbocharger compressor (7). [6] Internal combustion engine arrangement (1) according to one of claims 1 to 5, characterized by that the turbocharger compressor (7) and the electrically driven compressor (12) are arranged in a fluidically parallel and / or series-operable manner. [7] Internal combustion engine arrangement (1) according to one of claims 1 to 6, characterized by that a bypass valve (11) is arranged downstream of the turbocharger compressor (7) and upstream of the internal combustion engine (2), and a three-way valve (25) is arranged downstream of the electrically driven compressor (12), which three-way valve fluidically connects the outlet (16) of the electrically driven compressor (12) to a flow channel (22) downstream of the bypass valve (11) and upstream of the internal combustion engine (2). [8] Internal combustion engine arrangement (1) according to one of claims 1 to 7, characterized bythat a bypass valve (11) is arranged downstream of the turbocharger compressor (7) and upstream of the internal combustion engine (2), and a three-way valve (24) is arranged upstream of the electrically driven compressor (12), which three-way valve fluidically connects a flow channel (22) upstream of the bypass valve (11) and downstream of the turbocharger compressor (7) to the inlet (15) of the electrically driven compressor (12). [9] Internal combustion engine arrangement (1) according to one of claims 1 to 8, characterized by that the internal combustion engine arrangement (1) comprises an exhaust gas flow channel (27) with an exhaust gas aftertreatment device (30), wherein the exhaust gas flow channel (27) downstream of the exhaust gas aftertreatment device (30) comprises a controllable exhaust gas throttle valve (34). [10] Internal combustion engine arrangement (1) according to one of claims 1 to 9, characterized byin that the internal combustion engine arrangement (1) comprises an exhaust gas flow channel (27) with an exhaust gas aftertreatment device (30), wherein the exhaust gas aftertreatment device (30) comprises at least one exhaust gas aftertreatment component (31, 32, 33) and wherein the exhaust gas flow channel (27) downstream of at least one exhaust gas aftertreatment component (31, 32, 33) comprises an inlet into a low-pressure exhaust gas recirculation flow channel (28), wherein the inlet comprises a controllable throttle valve (29). [11] Internal combustion engine arrangement (1) according to claim 10, characterized by that the outlet (16) of the electrically driven compressor (12) is fluidly connected to the low-pressure exhaust gas recirculation flow channel (27) downstream of the inlet to the low-pressure exhaust gas recirculation flow channel (28) and / or downstream of the controllable throttle valve (29). [12] Vehicle (10) comprising an internal combustion engine arrangement (1) according to one of claims 1 to 11. [13] Vehicle (10) according to claim 12, characterized by that the vehicle (10) is a motor vehicle, a rail vehicle or a ship.

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