Internal Combustion Engine Exhaust Flow Switching
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Solution Overview
Problem
Existing internal combustion engine systems face inefficiencies in exhaust gas management, particularly during low-load and low-revolution operations, where exhaust resistance is high due to the need for exhaust gas to pass through both the supercharging turbine and power turbine, leading to reduced fuel economy and increased emissions.
Innovation Solution
The system introduces a separate auxiliary exhaust passage and a communicating passage that allows exhaust gas to flow through either the main or auxiliary passage independently, reducing interference and exhaust resistance by preventing merging of gas flows, thereby optimizing energy conversion and fuel efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If exhaust gas is directed through both the supercharging turbine and power turbine during high-load operation, then energy recovery is maximized, but exhaust resistance increases during low-load operation
Solution Approach 1:
The exhaust passage configuration is made dynamically switchable through flaps that can change the flow path based on operating conditions. During high-load operation, the system directs exhaust through both turbines for maximum energy recovery. During low-load operation, the flaps redirect exhaust to bypass one or both turbines, reducing exhaust resistance and improving fuel economy.
Solution Approach 2:
The system changes the flow path parameters by switching between different exhaust passage configurations. The flaps adjust the exhaust gas flow distribution to optimize the balance between energy recovery and exhaust resistance based on engine operating conditions, allowing the system to adapt to varying load requirements.
2Productivity
If the bypass passage is used to reduce exhaust resistance, then fuel economy improves, but energy recovery capability decreases
Solution Approach 1:
The bypass passage is equipped with controllable flaps that dynamically adjust the exhaust flow distribution. When fuel economy is prioritized during low-load operation, the flaps direct exhaust through the bypass passage to reduce resistance. When energy recovery is needed during high-load operation, the flaps redirect exhaust through the turbines, allowing the system to flexibly prioritize different objectives based on operating conditions.
3Adaptability or versatility
If multiple exhaust passages are used to optimize different operating conditions, then overall efficiency improves, but system complexity increases
Solution Approach 1:
The exhaust system is designed with multi-functional passages that can serve different purposes based on configuration. The main exhaust passage, bypass passage, and shortcut passage all can be used in various combinations depending on operating conditions. The flaps enable a single physical structure to perform multiple functions, directing exhaust through different paths to optimize for either energy recovery or reduced resistance as needed.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration enhances fuel economy and market appeal by minimizing exhaust resistance and improving energy efficiency, especially during low-load operations, by allowing exhaust gas to bypass either the supercharging turbine or power turbine, depending on operational needs.
Implementation Method 1
the thermal energy of the exhaust gas is transformed into kinetic energy when it passes through the supercharging turbine to be utilized for supercharging action of the turbo charger device
Implementation Method 2
the thermal energy is transformed into kinetic energy when it passes through the power turbine and the kinetic energy is converted to electric power through regenerative control on the rotary machine
Data Source
AI summary
An internal combustion engine includes an exhaust manifold, a main exhaust passage, an auxiliary exhaust passage, a communicating passage, a first switching mechanism, and a second switching mechanism. The main exhaust passage is connected to the exhaust manifold. The auxiliary exhaust passage is connected to the main exhaust passage. The communicating passage connects with the main exhaust passage and the auxiliary exhaust passage. The first switching mechanism switches a communication state of the exhaust manifold among a first state, a second state, and a third state. The second switching mechanism switches a communication state of the communicating passage with the main exhaust passage among a fourth state, a fifth state, and a sixth state.