CN100402812C - 用于内燃机的涡轮增压器系统 - Google Patents

用于内燃机的涡轮增压器系统 Download PDF

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CN100402812C
CN100402812C CNB2004800132217A CN200480013221A CN100402812C CN 100402812 C CN100402812 C CN 100402812C CN B2004800132217 A CNB2004800132217 A CN B2004800132217A CN 200480013221 A CN200480013221 A CN 200480013221A CN 100402812 C CN100402812 C CN 100402812C
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pressure turbine
turbo
charger sytem
turbine
compressor
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CN1791737A (zh
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乌尔里克·戈贝特
拉尔斯·松丁
马格努斯·伊辛
丹尼尔·格伦迪茨
佩尔·安德松
肯特·伊塞尔莫
塞巴斯蒂安·克劳舍
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Volvo Truck Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D5/00—Blades; Blade-carrying members; Heating, heat-insulating, cooling or antivibration means on the blades or the members
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    • F01D5/04—Blade-carrying members, e.g. rotors for radial-flow machines or engines
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Abstract

本发明涉及一种用于内燃机的涡轮增压器系统，该内燃机至少有一根用于从发动机的燃烧室排出废气的排气管(15，16)，以及至少有一根用于给上述燃烧室提供空气的进气管。一个高压涡轮(17)与一个高压压气机(19)相互作用以及一个低压涡轮(21)与一个低压压气机(23)相互作用，以便从发动机的废气流中提取能量并压缩发动机的进气。两个压气机级都是径向式的，并都提供有压气机叶轮，该压气机叶轮具有后掠的叶片，其中叶片角至少40度左右，该叶片角为在叶片沿根部截面和顶端截面之间的中心线在出口切线的方向上的一条假想的延长线和一条连接压气机叶轮的中心轴和叶片外部的点的线之间的角度。高压涡轮(17)是径流式的，并由一个短的中间管道(20)连接到低压涡轮。低压涡轮(21)提供有进口导轨(34)。

Description

用于内燃机的涡轮增压器系统
技术领域
本发明涉及一种用于内燃机的涡轮增压器系统，该内燃机具有至少一根用于从发动机的燃烧室排出废气的排气管，以及至少一根用于给上述燃烧室提供空气的进气管，该涡轮增压器系统包括一个与高压压气机相互作用的高压涡轮，以及一个与低压压气机相互作用的低压涡轮，用于从发动机的废气流中提取能量并压缩发动机的进气。
背景技术
关于用于柴油内燃机增压的涡轮增压器系统的技术状态通常包括一个由单级涡轮驱动的单级压气机，且两者都是径流式的，该柴油内燃机优选地用于重型车。具有两级增压的涡轮增压器系统也被发现，有时也包括中间冷却，但是其结构通常基于计划用于单级增压的标准组件。
适用于6到20升立体容积的柴油发动机的增压器通常有一个效率，在稳定工况下，该效率在50％和60％之间(ηcompressor×ηmechanical×ηturbine)。在当代的柴油发动机上，效率收益比未来的发动机低，未来的发动机将要求更高地增压。提高增压要求的系统的例子是用于更低的氮氧化物排放的废气再循环系统，或提供进气门可变控制的系统。
在稳定工况下，具有高于60％的效率的涡轮增压器系统提供了一个满足未来对环保的和燃油经济性高的发动机的要求的更大的前景。迄今，对柴油发动机的环境要求通常导致更低的效率，因此，该效率意味着燃油的能量资源没有被充分地利用。
发明内容
因此，本发明的一个目的是生产一种经济可行的涡轮增压器系统，该涡轮增压器系统为了增加的效率更好地利用发动机的废气流中的能量，并且不造成非常大的空间要求。
一种用于内燃机的涡轮增压器系统，其结构是为了如本发明所述的目的，该内燃机具有至少一根用于从发动机的燃烧室排出废气的排气管，以及至少一根用于给上述燃烧室提供空气的进气管，该涡轮增压器系统包括一个与高压压气机相互作用的高压涡轮，以及一个与低压压气机相互作用的低压涡轮，用于从发动机的废气流中提取能量并压缩发动机的进气，并且如本发明所述，其特征在于，两个压气机级都是径流式的，并提供有压气机叶轮，该压气机叶轮具有后掠的叶片，其间的叶片角βb2至少40度左右，该叶片角角βb2是在叶片在根部截面和顶端截面之间的中心线在出口切线的方向上的一条假想的延长线和一条连接压气机叶轮的中心轴和叶片外部的点的线之间的角度；还在于高压涡轮是径流式的，并由一个短的中间管道连接到低压涡轮；以及在于低压涡轮提供有进口导轨。涡轮增压器系统的该种结构允许组件的各自级的效率增加到65％和70％之间。该种两级系统因此获得超过70％的有效涡轮效率。
本发明的有利的具体实施例能够从下面的独立的权利要求得到。
附图说明
本发明将参照附图中显示的具体实施例在下面被更详细地描述，其中：
图1概略地显示了一个内燃机，该内燃机具有根据本发明的两级涡轮增压器系统，
图2是通过形成涡轮增压器系统的两个涡轮增压级的纵向剖面图，
图3在部分不完整的平面图上显示了一个在根据本发明的涡轮增压器系统中使用的压气机叶轮，以及
图4在平面图上显示了高压涡轮的涡轮叶轮。
具体实施方式
本发明涉及一种增压系统，该增压系统首先用于柴油发动机，该柴油发动机具有在6升左右和20升左右之间的立体容积，并优选地用于在重型车上的使用，例如卡车，公共汽车以及施工机械。该增压系统具有特征为其提供比现有系统相当大更有效率的增压。增压作用在两级内用两个串联的，径向式的，带有中间冷却的压气机实现。被称为低压压气机的第一压气机级由一个轴流式低压涡轮驱动。第二压气机级，即高压压气机由一个径流式高压涡轮驱动。
图1所示为一个发动机气缸体10，该发动机气缸体10具有六个发动机气缸11，这些气缸用一根进气歧管12和两根独立的排气歧管13，14以一种传统的方式连通。该两根排气歧管的每一根接收来自三个发动机气缸的废气。废气通过独立的管15，16被引导向上方，到达在高压涡轮单元18内的涡轮17，该高压涡轮单元18包括压气机19，该压气机19与涡轮17安装在共同的轴上。
废气通过一根管20被引导向前方，到达在低压涡轮单元22内的涡轮21，该低压涡轮单元22包括压气机23，该压气机23与涡轮21安装在共同的轴上。废气最后通过一根管24被引导向前方，到达发动机的排气系统，该发动机可以包括用于排气后处理的装置。
过滤后的进气通过管25被导入发动机，并被导入低压涡轮单元22的压气机23。一根管26引导进气向前方，通过第一个中冷器27，到达高压涡轮单元18的压气机19。该种带中间冷却的两级增压之后，进气通过管28被引导向前方，到达第二个中冷器29，此后，进气经由管30到达进气歧管12。
根据本发明的涡轮增压器系统在图2中被更详细地显示，该图2例示了通到高压涡轮17的双重的蜗管入口15，16，每个入口经由进口导轨17a为半个涡轮提供气流。高压涡轮17是径流式的，并由短的中间管道20连接到低压涡轮21，因为低压涡轮是轴流式的，所以该中间管道20是可用的。该短流动通道将涡轮级之间的压力损失减到最小。
高压涡轮17和高压压气机19一起安装在轴31上。相应地，低压涡轮21和低压压气机23一起安装在轴32上。两个涡轮单元18，22沿实质上相同的纵向轴定位。中间管道20安装有密封件33，该密封件33通过允许某种轴向和径向方向上的移动防止安装张力和泄漏，该移动吸收热应力以及某种装配的不足。
轴流式低压涡轮提供有进口导轨34，该进口导轨34的结构是为了最大的效率使接近涡轮中心部分的工作最优化(带有一根导轨的所谓的“复合倾斜(Compound Lean)”结构，在该导轨内剖面的重力的中心沿一条曲线延伸，以分散在涡轮级的工作为目的，从而朝着涡轮叶片中心被最优化，在该处边缘效应以及损失是最小的)。低压压气机是径向式的，具有大大地向后方倾斜的叶片，如同将在下面参照图3被更详细地描述的一样。高压压气机19同样是径向式的，其叶片有利地以一种与低压压气机23的叶片相应的方式向后方倾斜。
从图3能够看到叶片角βb2，该叶片角βb2至少40度左右，有利地为至少45-50度左右，该叶片角βb2在叶片35沿着在根部截面和顶端截面之间的中心线在出口切线的方向上的一条假想的延长线和线36(用点划线表示)之间，该线36连接压气机叶轮的中心轴和叶片的外点。市场上现有的涡轮压气机具有在25度左右和35度左右之间的叶片角βb2。在根据本发明的涡轮增压器系统的试验期间，增加叶片角到至少40度左右已经被证明是有利的。叶片角的这种增加的作用主要在于，对于给定压力比与涡轮相关的压气机叶轮在较高速度下旋转。速度的增加意味着涡轮叶轮的直径能够减小，并且因此涡轮叶轮的质量惯性矩也能够减小。作为其一种副作用，发动机的瞬间响应也得到提高，因为减小的质量惯性矩意味着涡轮叶轮能够更容易地加速到其有效的速度范围。另外，压气机效率增加了，尤其由于沿叶片压力侧和吸气侧的气流之间的减小的速度差异，导致更少的二次流以及因此更低的损失，并且由于在转子出口的流速减小，导致在接着的扩压件中更低的损失。
两个压气机都在各自的压气机叶轮的下游提供有导轨，以便最优化压力的建立。该扩压件有利地是LSA(低稠度翼面)型，即代表着具有空气动力学结构的叶片的扩压件，该叶片的长度对叶片之间的距离(间距)具有在0.75和1.5之间的修正比例。
出口扩压件37放置在低压涡轮21之后，以便回收离开涡轮的动压力。该扩压件张开通向排气收集器38，该排气收集器38引导废气向外到达排气管24。该扩压件设计为一个环状的管道，具有轴向进口以及实质上径向出口。扩压件的外管道用法兰37a封闭，以防止流出气体被来自其后的收集器的再循环气体干扰。该法兰37a能够不对称放置，以减小收集器的尺寸。法兰在排气收集器38出口的前方有其最大的径向高度，并且在直径相对侧有其最小的径向高度。
图4所示的驱动高压压气机19的高压涡轮17是径流式的，具有用小直径实现的涡轮叶轮，该涡轮叶轮用于相对高速的旋转。这使得避免在涡轮轮毂40内的那种凹进部分39是可能的，该种凹进部分39通常在现有技术中用在该种类型的涡轮中(所谓的“加工成扇形缺口”)。该凹进部分39在图4中用虚线表示，仅仅以便图示现有技术。由于消除了这些凹进部分，涡轮叶轮能够更有效率地运行，以达到更高的整体效率。
涡轮具有在每个叶轮上游的进口导轨，以达到叶轮上的最佳流量。该种包括径流式高压涡轮和轴流式低压涡轮的布置，意味着在涡轮级之间的流动损失借助一个短的中间管道能够被最小化。高压涡轮已经提供有双进给蜗杆，以便最优地利用来自柴油发动机的废气中的能量。但是，本发明也能够用于具有单个，两个或多个进气口的传统的进气口。
为了产生适合于具有6到20升立体容积的柴油发动机的压力，4-6巴左右绝对压力，每个压气机仅需要有2-2.5倍进气压力的压力增加，因此被优化，用于比通常的单级压气机更低的压力比。
上述的涡轮增压器系统能够有利地应用于具有所谓的密勒凸轮(固定的或可调节的)的四冲程柴油发动机，该密勒凸轮意味着一些有效的压缩被移出气缸到涡轮压气机，并带有随后在中冷器中的冷却，因此，空气量的温度降低，这会在气缸中产生更有效的热力学过程以及更低的废气排放，例如氮氧化物(NOx)。
涡轮系统也能够用于具有“长线路EGR”型废气再循环系统的发动机，例如，在该系统中，废气能够被在低压涡轮21出口之后被移动，并在低压压气机进口之前再循环到发动机的进气侧。
本发明不应该被认为只限于上述的具体实施例，而是在下面的权利要求范围内的许多进一步的变化和修改是可以接受的。例如，根据本发明的涡轮增压器系统结合六缸柴油发动机被描述，但是该系统适用于所有的各种各样的从一个气缸及以上的活塞发动机，这些发动机用两冲程或四冲程循环驱动。
本发明也能够应用于船舶发动机以及具有不同于上述的其它立体容积的发动机。一个包括轴流式低压涡轮的具体实施例已经在上面被描述，但是本发明也能够和径流式低压涡轮一起被使用。此外，高压涡轮17能够提供有固定或几何学上可转动的进口导轨17a。

Claims (19)

1.一种用于内燃机(10)的涡轮增压器系统，该内燃机(10)具有至少一根用于从发动机的燃烧室(11)排出废气的排气管(15，16)，以及至少一根用于给上述燃烧室提供空气的进气管(12)，该涡轮增压器系统包括与高压压气机(19)相互作用的高压涡轮(17)以及与低压压气机(23)相互作用的低压涡轮(21)，用于从发动机的废气流中提取能量并压缩发动机的进气，其特征在于，两个压气机级都是径向式的，并都提供有压气机叶轮，该压气机叶轮具有后掠的叶片(35)，其中叶片角(βb2)为至少40度，该叶片角(βb2)是在叶片在根部截面和顶端截面之间的中心线在出口切线方向上的假想延长线和一条连接压气机叶轮的中心轴和叶片外部点的线(36)之间的角度；高压涡轮(17)是径流式的，并由短的中间管道(20)连接到低压涡轮；并且低压涡轮(21)提供有进口导轨(34)。
2.如权利要求1所述的涡轮增压器系统，其特征在于，低压涡轮(21)是轴流式的。
3.如权利要求1所述的涡轮增压器系统，其特征在于，低压涡轮(21)是径流式的。
4.如权利要求1-3中任一个所述的涡轮增压器系统，其特征在于，叶片角(βb2)为至少45度。
5.如权利要求1-3中任一个所述的涡轮增压器系统，其特征在于，叶片角(βb2)为至少50度。
6.如权利要求1-3中任一个所述的涡轮增压器系统，其特征在于，高压涡轮(17)提供有具有固定的进口导轨的定子环。
7.如权利要求1-3中任一个所述的涡轮增压器系统，其特征在于，高压涡轮(17)提供有具有几何学上可变的进口导轨的定子环。
8.如权利要求1到3中任一个所述的涡轮增压器系统，其特征在于，高压涡轮(17)提供有具有双进气口的进给蜗杆，在其中每个进气管道(15，16)经由进口导轨向半个涡轮提供气流。
9.如权利要求1到3中任一个所述的涡轮增压器系统，其特征在于，压气机(19和23)中的至少一个提供有扩压件。
10.如权利要求1到3中任一个所述的涡轮增压器系统，其特征在于，驱动高压压气机(19)的高压涡轮(17)是径流式的，具有用于相对高速的旋转的涡轮叶轮以及无凹进部分的轮毂，该涡轮叶轮用小直径实现。
11.如权利要求2所述的涡轮增压器系统，其特征在于，轴流式涡轮的导轨(34)形成为，为了最大的效率使接近涡轮中心部分的工作最优化，即“复合倾斜”结构。
12.如权利要求1-3和11中任一个所述的涡轮增压器系统，其特征在于，两个压气机级(19，23)由一个中冷器(27)流动连接。
13.如权利要求1-3和11中任一个所述的涡轮增压器系统，其特征在于，中间管道(20)是环状的，具有横截面在下游的方向上增大的内部体(20a)。
14.如权利要求1-3和11中任一个所述的涡轮增压器系统，其特征在于，一个环状的出口扩压件(37)放置在低压涡轮(21)的下游，用于回收来自气流的动能。
15.如权利要求14所述的涡轮增压器系统，其特征在于，出口扩压件(37)张开通向排气收集器(38)。
16.如权利要求15所述的涡轮增压器系统，其特征在于，出口扩压件的外壁用对称放置的法兰(37a)封闭。
17.如权利要求15所述的涡轮增压器系统，其特征在于，出口扩压件的外壁用不对称放置的法兰(37a)封闭，该法兰具有与排气收集器出口直径相对的最小径向延伸长度。
18.如权利要求1到17中任一个所述的涡轮增压器系统在内燃机中的应用，该内燃机与活塞的下止点相关早或晚关闭进气门。
19.如权利要求1到17中任一个所述的涡轮增压器系统在内燃机中的应用，该内燃机有废气再循环系统，在该系统中，废气能够在低压涡轮(21)出口之后被移动，并在低压压气机进口之前再循环到发动机的进气侧。
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