EP0591173A1 - A turbo-charging arrangement in combustion engines - Google Patents

A turbo-charging arrangement in combustion engines

Info

Publication number
EP0591173A1
EP0591173A1 EP91910072A EP91910072A EP0591173A1 EP 0591173 A1 EP0591173 A1 EP 0591173A1 EP 91910072 A EP91910072 A EP 91910072A EP 91910072 A EP91910072 A EP 91910072A EP 0591173 A1 EP0591173 A1 EP 0591173A1
Authority
EP
European Patent Office
Prior art keywords
turbo
unit
engine
charging arrangement
combustion engines
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Withdrawn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
EP91910072A
Other languages
German (de)
French (fr)
Inventor
Ove Backlund
Jan-Erling Rydquist
Lars Sandberg
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.)
Volvo AB
Original Assignee
Volvo AB
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 Volvo AB filed Critical Volvo AB
Publication of EP0591173A1 publication Critical patent/EP0591173A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/10—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of charging or scavenging apparatus
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • F02B33/446—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs having valves for admission of atmospheric air to engine, e.g. at starting
    • 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
    • F02B37/013—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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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

Definitions

  • the subject invention concerns a turbo-charging arrangement in combustion engines comprising a first turbo unit and a second turbo unit intended to be placed adjacent a combustion engine.
  • Turbo-charged combustion engines of today may be provided with one or seveal turbo units.
  • Embodiments according to which one and the same turbo unit operates with air supplied to the engine and with exhaust flows from the engine over the entire operational range normally require considerable time to build up the charging pressure under accelerating conditions at low rotational speeds.
  • Devices arranged in serial sequence may provide good response properties with regard to the the charging pressure at low rotational speeds as well as good fuel economy during conditions of full charge. In this case, the entire mass of flow of air and exhaust gases passes through a small turbo unit under low-power requirement conditions and through a larger turbo unit under high- power requirement conditions.
  • This arrangement is characterized in that the first turbo unit is positioned above the second turbo unit, and in that the first turbo unit is positioned closely adjacent the engine exhaust.
  • Fig. 1 illustrates schematically the structural design of a turbo unit operating in serial sequence
  • Fig. 2 illustrates schematically a engine unit in a view from behind
  • Fig. 3 illustrates the same engine unit in a lateral view.
  • Fig. 1 illustrates a turbo-charging arrangement in accordance with the invention. It comprises a first turbo unit 1 and a second turbo unit 2, the latter one being larger than the first one. However, the size difference is not necessary.
  • a first regulating valve 3 On the air intake side of the unit is provided a first regulating valve 3 which in this case is a non-return valve.
  • a second, controllable regulating valve 4 On the exhaust side is provided a second, controllable regulating valve 4.
  • a first waste-gate valve 5 is provided in the first turbo unit 1 and in the second turbo unit a second waste- gate valve 6, both of which are controllable.
  • a rotary intake valve 7 is positioned, the opening and closing movements of which are controlled in response to the function of the "ordinary" conventional intake valve or valves 8.
  • exhaust valves 9 are provided at the cylinder head.
  • Numeral reference 10 designates a sensor designed to measure the temperature of the exhausts.
  • numeral reference 11 designates a revolution counter 11
  • numeral reference 12 indicates the ordinary, conven ⁇ tional throttle valve.
  • Fig. 2 illustrates an internal combustion engine 13 and the turbo-charging arrangement associated therewith.
  • the combustion engine 13 in this case is an in-line engine but other engine designs, such as e.g. V-engines are possible.
  • the first turbo unit 1 is positioned adjacent the branch pipe of the engine 13.
  • the second turbo unit 2 is positioned at the same side of the engine 13 as the first turbo unit 1 but below the latter. This disposition of the turbo units is advantageous as regards exhausts as well as the position of the turbo valve in the first unit 1.
  • Positioning, as illustrated, the second unit 2 somewhat displaced to the left (see Fig. 3) in relation to the first unit 1 is an elegant solution of drawing the exhaust duct of the first unit 1 in a compact and space-saving manner.
  • Fig. 3 shows the air and exhaust connections between the two turbo units 1, 2 and the valve 4.
  • the resulting complete engine unit will be compact as to its width with resulting reduced width requirement for installment thereof in the engine compartment. Furthermore, the arrangement furthers favour ⁇ able flow conditions as regards the turbo function, because of the use of short exhaust and air ducts, which is an advantage for both turbo units 1, 2. By avoiding long "distances of transportation" in the air and exhaust ducts the risks of temperature and pressure losses inside the ducts are reduced accordingly.

Landscapes

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

Abstract

Dispositif de suralimentation par turbocompresseur pour moteurs à combustion interne comprenant une première unité turbo (1) et une seconde unité turbo (2), ces unités étant conçues pour être disposées à proximité du moteur (13). La première unité (1) est placée au-dessus de la seconde unité (2) et aussi près que possible de l'orifice d'échappement du moteur (13).Turbocharging device for internal combustion engines comprising a first turbo unit (1) and a second turbo unit (2), these units being designed to be arranged close to the engine (13). The first unit (1) is placed above the second unit (2) and as close as possible to the engine exhaust port (13).

Description

A TURBO-CHARGING ARRANGEMENT IN COMBUSTION ENGINES
The subject invention concerns a turbo-charging arrangement in combustion engines comprising a first turbo unit and a second turbo unit intended to be placed adjacent a combustion engine.
Turbo-charged combustion engines of today may be provided with one or seveal turbo units. Embodiments according to which one and the same turbo unit operates with air supplied to the engine and with exhaust flows from the engine over the entire operational range, normally require considerable time to build up the charging pressure under accelerating conditions at low rotational speeds. Devices arranged in serial sequence may provide good response properties with regard to the the charging pressure at low rotational speeds as well as good fuel economy during conditions of full charge. In this case, the entire mass of flow of air and exhaust gases passes through a small turbo unit under low-power requirement conditions and through a larger turbo unit under high- power requirement conditions.
Devices designed for in-vehicle installment of sequentially positioned turbo-charging arrangements normally take up a considerable amount of the available space.
In accordance with the invention is provided an arrangement for installing turbo units, air and exhaust ducts in an in-line engine in a compact manner while at the same time assuring flow conditions in the air and exhaust ducts that favour the turbo function. This arrangement is characterized in that the first turbo unit is positioned above the second turbo unit, and in that the first turbo unit is positioned closely adjacent the engine exhaust. The invention will be described in closer detail in the following with reference to a preferred embodiment and to the accompanying drawings, wherein
Fig. 1 illustrates schematically the structural design of a turbo unit operating in serial sequence,
Fig. 2 illustrates schematically a engine unit in a view from behind, and
Fig. 3 illustrates the same engine unit in a lateral view. Fig. 1 illustrates a turbo-charging arrangement in accordance with the invention. It comprises a first turbo unit 1 and a second turbo unit 2, the latter one being larger than the first one. However, the size difference is not necessary. On the air intake side of the unit is provided a first regulating valve 3 which in this case is a non-return valve. On the exhaust side is provided a second, controllable regulating valve 4.
A first waste-gate valve 5 is provided in the first turbo unit 1 and in the second turbo unit a second waste- gate valve 6, both of which are controllable.
Closely adjacent the induction duct of the engine a rotary intake valve 7 is positioned, the opening and closing movements of which are controlled in response to the function of the "ordinary" conventional intake valve or valves 8. In the customary manner, exhaust valves 9 are provided at the cylinder head.
Numeral reference 10 designates a sensor designed to measure the temperature of the exhausts. In addition, numeral reference 11 designates a revolution counter 11, and numeral reference 12 indicates the ordinary, conven¬ tional throttle valve.
In a view from behind, Fig. 2 illustrates an internal combustion engine 13 and the turbo-charging arrangement associated therewith. The combustion engine 13 in this case is an in-line engine but other engine designs, such as e.g. V-engines are possible. The first turbo unit 1 is positioned adjacent the branch pipe of the engine 13. The second turbo unit 2 is positioned at the same side of the engine 13 as the first turbo unit 1 but below the latter. This disposition of the turbo units is advantageous as regards exhausts as well as the position of the turbo valve in the first unit 1. Positioning, as illustrated, the second unit 2 somewhat displaced to the left (see Fig. 3) in relation to the first unit 1 is an elegant solution of drawing the exhaust duct of the first unit 1 in a compact and space-saving manner. Fig. 3 shows the air and exhaust connections between the two turbo units 1, 2 and the valve 4.
Owing to the arrangment in accordance with the subject invention the resulting complete engine unit will be compact as to its width with resulting reduced width requirement for installment thereof in the engine compartment. Furthermore, the arrangement furthers favour¬ able flow conditions as regards the turbo function, because of the use of short exhaust and air ducts, which is an advantage for both turbo units 1, 2. By avoiding long "distances of transportation" in the air and exhaust ducts the risks of temperature and pressure losses inside the ducts are reduced accordingly.

Claims

1. A turbo-charging arrangement in combustion engines (13), comprising a first turbo unit (1) and a second turbo unit (2), which units are designed to be positioned adjacent an internal combustion engine (13), c h a r a c t e r i z e d in that the first unit (1) is positioned above the second unit (2), and in that the first unit (1) is positioned closely adjacent the exhaust port of the engine (13).
2. A turbo-charging arrangement as claimed in claim
1, c h a r a c t e r i z e d in that the two turbo units (1, 2) are placed in mutually displaced positions and in the longitudinal direction of the engine (13).
3. A turbo-charging arrangement as claimed in claim
2, c h a r a c t e r i z e d in that it comprises valves (3, 4, 5, 6) which are forcibly controlled in accordance with a predetermined control algorithm, said valves being arranged to provide a sequential function with continuous transitions.
4. A turbo-charging arrangement as claimed in claim
3, c h a r a c t e r i z e d in that the first unit (1) is smaller than the second unit (2) and, in comparison with the second unit (2), it is intended to be operated at a comparatively low rotational speed of/low load on the engine (13).
EP91910072A 1990-05-15 1991-05-15 A turbo-charging arrangement in combustion engines Withdrawn EP0591173A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
SE9001759 1990-05-15
SE9001759A SE468777B (en) 1990-05-15 1990-05-15 TURBO DEVICE WITH A COMBUSTION ENGINE
PCT/SE1991/000349 WO1991018190A1 (en) 1990-05-15 1991-05-15 A turbo-charging arrangement in combustion engines

Publications (1)

Publication Number Publication Date
EP0591173A1 true EP0591173A1 (en) 1994-04-13

Family

ID=20379499

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91910072A Withdrawn EP0591173A1 (en) 1990-05-15 1991-05-15 A turbo-charging arrangement in combustion engines

Country Status (4)

Country Link
EP (1) EP0591173A1 (en)
JP (1) JPH05508462A (en)
SE (1) SE468777B (en)
WO (1) WO1991018190A1 (en)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10209002A1 (en) * 2002-02-28 2003-09-11 Daimler Chrysler Ag 2-stage charging on the V-engine
DE10230934B4 (en) * 2002-07-09 2008-10-16 Bayerische Motoren Werke Aktiengesellschaft Switchable, two-stage turbocharger for an internal combustion engine
DE10235531A1 (en) * 2002-08-03 2004-02-19 Daimlerchrysler Ag Method for charge pressure control of an internal combustion engine
DE502004006134D1 (en) * 2004-08-10 2008-03-20 Ford Global Tech Llc Control device for an internal combustion engine
US20060137343A1 (en) 2004-12-14 2006-06-29 Borgwarner Inc. Turbine flow regulating valve system
US20060137342A1 (en) * 2004-12-14 2006-06-29 Borgwarner Inc. Turbine flow regulating valve system
CN101067397A (en) * 2004-12-14 2007-11-07 博格华纳公司 Turbine flow regulating valve system
US7426831B2 (en) 2005-10-06 2008-09-23 Borgwarner Inc. Turbo charging system
JP4875586B2 (en) * 2007-10-12 2012-02-15 三菱重工業株式会社 2-stage supercharged exhaust turbocharger
DE102008052170B4 (en) * 2008-10-17 2023-01-26 Bayerische Motoren Werke Aktiengesellschaft Two-stage exhaust gas turbocharging for an internal combustion engine
WO2010095216A1 (en) * 2009-02-17 2010-08-26 トヨタ自動車 株式会社 Structure of fixing turbine housing in dual turbo-supercharger system
DE102009048817A1 (en) * 2009-10-09 2011-04-14 Bayerische Motoren Werke Aktiengesellschaft Stage charger for internal combustion engine, has high-pressure exhaust gas turbocharger with high-pressure turbine housing and low-pressure turbocharger with low-pressure turbine housing
JP5499953B2 (en) * 2010-06-30 2014-05-21 マツダ株式会社 Turbocharger for vehicle engine
CN102128079B (en) * 2011-02-22 2017-01-25 孙敏超 Injection/drainage air-supply turbocharging system
CN102242668A (en) * 2011-06-20 2011-11-16 常州天大龙成节能环保科技有限公司 Dynamic air supplying device of turbocharged diesel engine

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US4674284A (en) * 1980-09-29 1987-06-23 Ab Volvo Turbocharging device for an internal combustion engine
US4474007A (en) * 1980-09-29 1984-10-02 Ab Volvo Turbocharging device for an internal combustion engine
JPS6299634A (en) * 1985-10-24 1987-05-09 Isuzu Motors Ltd Turbo-compound internal-combustion engine
US5063744A (en) * 1988-10-06 1991-11-12 Toyota Jidosha Kabushiki Kaisha Actuator for controlling intake pressure in sequential turbo-system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9118190A1 *

Also Published As

Publication number Publication date
SE9001759D0 (en) 1990-05-15
SE9001759A (en) 1991-12-02
JPH05508462A (en) 1993-11-25
WO1991018190A1 (en) 1991-11-28
SE468777B (en) 1993-03-15

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