EP1608855A1 - Systemes de turbocompresseur d'automobile - Google Patents

Systemes de turbocompresseur d'automobile

Info

Publication number
EP1608855A1
EP1608855A1 EP04721234A EP04721234A EP1608855A1 EP 1608855 A1 EP1608855 A1 EP 1608855A1 EP 04721234 A EP04721234 A EP 04721234A EP 04721234 A EP04721234 A EP 04721234A EP 1608855 A1 EP1608855 A1 EP 1608855A1
Authority
EP
European Patent Office
Prior art keywords
duct
turbocharger
exhaust
housing
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Withdrawn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
EP04721234A
Other languages
German (de)
English (en)
Inventor
Matthew Gerard Beasley
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.)
Ricardo UK Ltd
Original Assignee
Ricardo UK Ltd
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 Ricardo UK Ltd filed Critical Ricardo UK Ltd
Publication of EP1608855A1 publication Critical patent/EP1608855A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • F02B37/183—Arrangements of bypass valves or actuators therefor
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • 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
    • F02B37/16—Control of the pumps by bypassing charging air
    • 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
    • F02B37/16—Control of the pumps by bypassing charging air
    • F02B37/162—Control of the pumps by bypassing charging air by bypassing, e.g. partially, intake air from pump inlet to pump outlet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K1/00—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces
    • F16K1/16—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces with pivoted closure-members
    • F16K1/18—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces with pivoted closure-members with pivoted discs or flaps
    • F16K1/22—Lift valves or globe valves, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces with pivoted closure-members with pivoted discs or flaps with axis of rotation crossing the valve member, e.g. butterfly valves
    • F16K1/226—Shaping or arrangements of the sealing
    • 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

  • Turbochargers are of course well known devices which include a compressor or blower wheel, typically an impeller, which is situated in an engine inlet duct and is connected to an exhaust turbine, which is situated in the engine exhaust duct and arranged to be rotated at high speed by the engine exhaust gases. Rotation of the exhaust turbine results in rotation of the blower wheel which produces a boost pressure, that is to say it increases the pressure in the inlet duct to a superatmospheric value. The result of this increased inlet pressure is that a greater amount of air is admitted into each cylinder of the engine during the induction stroke of the pistons in the cylinders, which results in an increased power output from the engine.
  • the power absorbed from the exhaust gases by a turbocharger exhaust turbine is proportional to the cube of the speed of the exhaust gases, which means that although the blower wheel rotates very rapidly and thus produces a substantial boost pressure at high engine speed, it does not rotate at all or only at negligible speed at low engine speed. This means that no boost pressure is available at a time when maximum engine power is frequently needed, i.e. when accelerating rapidly from engine idle speed.
  • an automotive engine be provided with a turbocharger system comprising two turbocharger, one relatively small and the other relatively large.
  • the two blower wheels are provided in series in the engine inlet duct and the two exhaust turbines are provided in series in the exhaust duct. Since the small turbocharger is inappropriate at high engine speeds and would be liable to failure if used at such speeds, the smaller exhaust turbine and the smaller blower wheel are provided with respective bypass passages incorporating respective shut-off valves operated under the control of the engine management system.
  • the operation of such a system is supposed to be as follows:
  • the two bypass valves are shut at low engine speeds.
  • the relatively small volume of exhaust gas flows through the exhaust turbine of the smaller turbocharger at a substantial speed due to the relatively small dimension of the duct in which the turbine is situated.
  • the smaller exhaust turbine is thus rotated at a substantial speed and this rotation is transmitted to the smaller blower wheel, which thus creates a significant boost pressure in the inlet duct.
  • the exhaust gas also flows through the exhaust turbine of the larger turbocharger but at a significantly lower speed due to its greater size.
  • the larger exhaust turbine is thus rotated very slowly, if at all, and the larger blower wheel thus plays effectively no part in the creation of the boost pressure.
  • the engine management system opens the two bypass valves.
  • the exhaust gas now flows through the passage bypassing the smaller exhaust turbine and then flows through the larger exhaust turbine where it now reaches a substantial speed due to the increased flow rate of exhaust gas.
  • the larger exhaust turbine is thus rotated at high speed and this rotation is transmitted to the larger blower wheel, which creates a boost pressure in the inlet duct.
  • the bypass duct around the smaller blower wheel has larger flow area than that of the smaller blower and thus does not constitute an unacceptable flow restriction in the inlet duct.
  • such a composite turbocharger system should provide a solution to the problem of inadequate boost pressure at low engine speeds.
  • an engine fitted with such a turbocharger system has a power output of only about two- thirds of that which would be expected at low engine speeds.
  • turbocharger system of the type incorporating two turbochargers which does provide a substantial boost pressure at substantially all engine speeds and enables the engine to produce a significantly enhanced power output at low engine speeds.
  • a turbocharger system for an automotive engine comprises an air inlet duct, an exhaust gas duct and first and second turbochargers, the first turbocharger being substantially smaller than the second turbocharger, each turbocharger including an exhaust turbine situated in the exhaust duct and a blower wheel situated in the inlet duct, a bypass duct being connected to the exhaust duct on each side of the exhaust turbine of the first turbocharger, the bypass duct including a selectively operable butterfly shut-off valve including a valve flap pivotally mounted within a housing, the internal wall of the housing carrying two oppositely directed semi-annular sealing surfaces extending transversely to the direction of the exhaust gas flow, the valve flap being movable between an open position in which the bypass duct is substantially unrestricted and a closed position in which it is in sealing engagement with the two sealing surfaces.
  • two semi-annular sealing projections are provided on the internal surface of the housing, opposite side surfaces of which constitute respective sealing surfaces.
  • the interior surface of the bypass valve housing may be effectively smoothly continuous throughout with the exception of two discontinuities at which the respective sealing surfaces are defined.
  • the two portions of the gas flow passage through the housing on opposite sides of the valve flap are effectively slightly offset from one another in a direction transverse to the direction of gas flow through it, whereby the two opposed sealing surfaces are afforded at the discontinuities, that is to say at the positions where the offset portions of the flow passage merge into one another.
  • the flow passage through the housing may of course be of any shape conventional with butterfly valves, e.g. circular or rectangular.
  • the present invention also embraces an automotive engine including a turbocharger system of the type referred to above.
  • FIG. 1 is a highly diagrammatic view of an automotive engine including a turbocharger system in accordance with the invention
  • Figure 2 is a view from one end of the exhaust gas bypass valve housing, from which the valve flap has been omitted for the sake of clarity;
  • Figure 3 is a sectional side view of the exhaust gas bypass valve.
  • Figure 1 diagrammatically illustrates an automotive engine 2, which in this case has four cylinders 4.
  • the cylinders 4 communicate via one or more respective inlet valves with an inlet manifold 6 which communicates with the atmosphere at an air inlet 8 via an inlet duct 10, which includes a conventional air filter 12.
  • the cylinders 4 of the engine also communicate via one or more respective exhaust valves with an exhaust gas manifold 14 which communicates with the atmosphere at an outlet 16 via an exhaust gas duct 18.
  • the engine includes a turbocharger system comprising two turbochargers, each of which includes an exhaust gas turbine situated in the exhaust duct 18 and an air blower wheel or compressor which is connected thereto and is situated in the air inlet duct 10.
  • One of these turbochargers is substantially larger than the other, which is to say that its exhaust gas turbine and its air blower wheel and the passages in which these are situated are substantially larger than those of the smaller turbocharger.
  • the smaller turbocharger includes an exhaust gas turbine 20 in the exhaust duct 18 connected to an air blower wheel 22 in the inlet duct 10.
  • the larger turbocharger has an exhaust turbine wheel 24 in the exhaust duct 18 connected to an associated blower wheel 26 in the inlet duct 10.
  • bypass passage 28 Connected to the exhaust gas pathway upstream and downstream of the smaller exhaust gas turbine 20 is a bypass passage 28. Situated in this bypass passage is a butterfly shut-off valve 30 connected to be rotated between an open and a closed position by an actuator 32 which is actuated in response to signals produced by a control system, typically the engine management system with which most modern automotive engines are now provided. As discussed above, it is crucial that the butterfly valve 30 forms a reliable seal, when in the closed position, and its detailed construction will be discussed below.
  • bypass passage 34 Connected to the inlet duct 10 upstream and downstream of the blower wheel 22 of the smaller turbocharger is a further bypass passage 34. Situated in this passage is a further butterfly shut-off valve 36, which is again connected to an actuator 38 under the control of the engine management system.
  • the pressure differentials in the inlet duct are very much smaller than those in the exhaust duct and the ability of the butterfly valve 36 to form a reliable seal, when in the closed position, is very much less important than in connection with the exhaust shut-off valve 30.
  • the bypass valve 36 may be of the same construction as the bypass valve 30, to be described below, or it may be of conventional construction.
  • the exhaust butterfly valve 30 comprises a housing 40, through which a flow passage 42 extends and which is connected at its two ends to the exhaust duct 18. Pivotally mounted within the circular flow passage 42 is a valve flap 44. As may be seen in Fig. 3, the diameter of the valve flap 44 is significantly less than that of the portion of the flow passage 42 in which it is accommodated, thereby ensuring that differential expansion does not result in the valve flap 44 becoming jammed within the passage.
  • the wall surface defining the flow passage 42 is smooth and circular but has two semi-annular discontinuities formed in it at positions which are spaced apart in the direction of the length of the flow passage by a distance equal to the width of the valve flap 44.
  • valve flap 44 is mounted on two stub shafts 48 accommodated in respective openings 50 in the valve housing 40. One of these stub shafts 48 is connected to the actuator 32.
  • This actuator is arranged to rotate the valve flap 44 under the control of the engine management system between an open position, in which the valve flap extends substantially parallel to the axis of the flow passage 42 and the flow passage 42 is therefore substantially unobstructed, and a closed position, which is illustrated in Figure 3, in which the valve flap 44 closes the flow passage 42.
  • the valve flap engages the two sealing surfaces 46 with its opposed side surfaces. The valve flap thus forms a reliable seal with the wall surface of the flow passage and thus reliably closes the flow passage.
  • bypass valves 30 and 36 are both closed.
  • the bypass valve 30 forms a reliable seal and all the exhaust gas is thus directed through the smaller exhaust gas turbine 20. Due to the relatively small size of this turbine, the gas flowing through it reaches a relatively high speed and rotates the exhaust turbine and thus also the air blower 22 attached to it at a relatively high speed.
  • the blower wheel 22 thus produces a substantial boost pressure in the inlet duct 10.
  • the exhaust gases also flow through the exhaust gas turbine 24 of the larger turbocharger but, due to its substantially larger area, the larger exhaust gas turbine is not rotated, or only at low speed. It does, however, constitute only a negligible flow resistance.
  • the two bypass valves 30 and 36 are opened. Due to the fact that the area of the bypass passage 28 is substantial ⁇ greater than that of the duct leading to the smaller exhaust gas turbine, substantially all the exhaust gas bypasses the smaller turbine 20 and flows through the bypass passage 28. It then flows through the larger exhaust gas turbine 24 and rotates it and thus also the larger air blower wheel 26. The air blower wheel 26 thus produces a boost pressure in the inlet duct 10. Since the flow passage through the smaller air blower 22 is relatively small, this would constitute a significant flow restriction and it is for this reason that the further bypass passage 34 is provided.
  • bypass valve 36 is opened at higher engine speeds and due to the fact that the flow area of the bypass passage 34 is significantly greater than that of the larger air blower wheel 22, substantially all the inlet air bypasses the smaller blower wheel 22 at higher engine speeds and flows through the bypass passage 34.
  • a turbocharger system in accordance with the invention can thus produce a substantial boost pressure in the inlet duct not only of high engine speeds but also at low engine speeds and therefore overcomes the traditional problem that turbochargers are largely ineffective at low engine speeds.

Abstract

L'invention concerne un système de turbocompresseur pour moteur automobile comprenant un manche d'entrée d'air (10), un conduit de gaz d'échappement (18) et des premier et second turbocompresseurs. Le premier turbocompresseur est pratiquement plus petit que le second. Chaque turbocompresseur comprend une turbine à gaz d'échappement (20, 24) située dans le conduit de gaz d'échappement (18) et une roue soufflante (22, 26) située dans le manche d'entrée (10). Un conduit de dérivation (28) est relié au conduit d'échappement en amont et en aval de la turbine à gaz d'échappement (20) du premier turbocompresseur. Ledit conduit de dérivation (28) comporte un clapet de soupape (44) monté pivotant au sein d'un logement (30). La paroi interne du logement (30) supporte deux surfaces à fermeture hermétique semi-annulaires opposées (46) s'étendant transversalement par rapport à la direction du flux de gaz d'échappement. Ledit clapet de soupape (44) peut être déplacé par un dispositif d'actionnement (32) entre une position ouverte, à laquelle le conduit de dérivation est pratiquement illimité et une position fermée, à laquelle il rentre en contact de manière hermétique avec les deux surfaces à fermeture hermétique (46).
EP04721234A 2003-04-02 2004-03-17 Systemes de turbocompresseur d'automobile Withdrawn EP1608855A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
GBGB0307660.1A GB0307660D0 (en) 2003-04-02 2003-04-02 Automotive turbocharger systems
GB0307660 2003-04-02
PCT/GB2004/001146 WO2004088108A1 (fr) 2003-04-02 2004-03-17 Systemes de turbocompresseur d'automobile

Publications (1)

Publication Number Publication Date
EP1608855A1 true EP1608855A1 (fr) 2005-12-28

Family

ID=9956079

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04721234A Withdrawn EP1608855A1 (fr) 2003-04-02 2004-03-17 Systemes de turbocompresseur d'automobile

Country Status (3)

Country Link
EP (1) EP1608855A1 (fr)
GB (1) GB0307660D0 (fr)
WO (1) WO2004088108A1 (fr)

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Publication number Priority date Publication date Assignee Title
GB2446146B (en) * 2007-01-31 2009-11-18 Gm Global Tech Operations Inc Arrangement of a two stage turbocharger system for an internal combustion engine
DE102007052244A1 (de) * 2007-11-02 2009-05-07 Daimler Ag Brennkraftmaschine mit einem Abgasturbolader
GB0806401D0 (en) * 2008-04-09 2008-05-14 Cummins Turbo Tech Ltd Butterfly valve
WO2010123910A1 (fr) * 2009-04-20 2010-10-28 International Engine Intellectual Property Company, Llc Robinet à passage décalé
DE102012207104A1 (de) * 2012-04-27 2013-10-31 Bosch Mahle Turbo Systems Gmbh & Co. Kg Abgasturbolader für eine Brennkraftmaschine
US10985608B2 (en) 2016-12-13 2021-04-20 General Electric Company Back-up power system for a component and method of assembling same
GB2593684A (en) * 2020-03-30 2021-10-06 Ford Global Tech Llc A charge air cooler end diffuser housing and assembly
CN117090948B (zh) * 2023-10-19 2023-12-26 泰州市百冠泵阀科技有限公司 一种机械式真空液位控制阀

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Publication number Priority date Publication date Assignee Title
DE19514572C2 (de) * 1995-04-20 1997-04-30 Man Nutzfahrzeuge Ag Aufgeladene Brennkraftmaschine
US6273119B1 (en) * 2000-03-06 2001-08-14 Delphi Technologies, Inc. Exhaust control valve and method of manufacturing same
DE10015291A1 (de) * 2000-03-28 2001-10-04 Daimler Chrysler Ag Mehrzylindrige Hubkolbenbrennkraftmaschine

Non-Patent Citations (1)

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Title
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Also Published As

Publication number Publication date
WO2004088108A1 (fr) 2004-10-14
GB0307660D0 (en) 2003-05-07

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