EP2334919A1 - Système de turbocompression à gaz d'échappement à deux étages pour moteur à combustion interne - Google Patents

Système de turbocompression à gaz d'échappement à deux étages pour moteur à combustion interne

Info

Publication number
EP2334919A1
EP2334919A1 EP09778488A EP09778488A EP2334919A1 EP 2334919 A1 EP2334919 A1 EP 2334919A1 EP 09778488 A EP09778488 A EP 09778488A EP 09778488 A EP09778488 A EP 09778488A EP 2334919 A1 EP2334919 A1 EP 2334919A1
Authority
EP
European Patent Office
Prior art keywords
pressure
low
turbocharger
exhaust
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.)
Ceased
Application number
EP09778488A
Other languages
German (de)
English (en)
Inventor
Wilfried Barth
Gerald Gruber
Stefan Ablinger
Werner Mietschnig
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP2334919A1 publication Critical patent/EP2334919A1/fr
Ceased 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
    • 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
    • F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
    • 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
    • F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
    • 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
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • 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 invention relates to a two-stage exhaust gas turbocharger for an internal combustion engine having the features of the preamble of patent claim 1.
  • a two-stage exhaust gas turbocharger for an internal combustion engine with an exhaust manifold is known.
  • the turbocharger has in the flow direction of the exhaust gas of the internal combustion engine on a first and a second, arranged parallel to each other, small high-pressure turbocharger and further in a row thereafter arranged large low-pressure turbocharger.
  • the exhaust manifold, the first high-pressure turbine housing of the first high-pressure turbocharger and the low-pressure turbine housing of the low-pressure turbocharger are connected to each other exhaust gas.
  • the exhaust manifold with the second high-pressure turbine housing of the second high-pressure turbocharger exhaust is connected via a throttle element, while the first high-pressure turbine housing and the low-pressure turbine housing are constantly connected together exhaust gas.
  • Object of the present invention is to show a possibility for a compact design (wg. Package) for a generic, two-stage turbocharger.
  • the embodiment according to claim 2 is a particularly preferred, service-friendly mounting option. This may be, for example, a proven screw.
  • Fig. 1 shows schematically the structure of an inventive, two-stage exhaust gas turbocharger for an internal combustion engine.
  • FIG. 2 shows a three-dimensional plan view of the two-stage exhaust gas turbocharger according to the invention.
  • Fig. 3 shows a section through the invention, two-stage
  • Fig. 1 shows schematically the structure of a two-stage exhaust gas turbocharger 1 according to the invention for an internal combustion engine 2.
  • the internal combustion engine 2 is exemplified as a 6-cylinder internal combustion engine.
  • Six schematically indicated cylinders of the internal combustion engine 2 open into a single exhaust manifold 2a.
  • the exhaust manifold 2a is permanently connected to a high-pressure turbine housing 4a of a Hoch Kunststoffabgasturbolader 4 exhaust gas.
  • the exhaust manifold 2a via a fourth throttle element 6 with a second high-pressure turbine 5a of a parallel to the first Hochdruckabgasturbolader 4 arranged second Hochdruckabgasturboladers 5 exhaust gas connected.
  • the first and the second high-pressure turbine housings 4a, 5a are in turn connected to a low-pressure turbine housing 3a of a low-pressure exhaust gas turbocharger 3 for exhaust gas delivery.
  • the flow direction of the exhaust gas is symbolically represented by arrows.
  • the two-stage exhaust gas turbocharger 1 is composed of a low-pressure exhaust gas turbocharger 3 on the exhaust side and two high-pressure exhaust gas turbochargers 4, 5 arranged parallel to one another. While the first Hochlichabgasturbolader 4 is continuously flowed through by exhaust gas, the second Hochtikabgasturbolader 5 by means of the fourth throttle element 6, which is controlled or regulated, can be switched. Thus, as will be described below, the combustion air supply to the engine 2 is made variable.
  • the two-stage exhaust gas turbocharger 1 is configured as follows:
  • the fresh combustion air is sucked in by the two-stage turbocharger 1, again represented by a small arrow at an inlet opening of the intake system.
  • the combustion air first flows through a low-pressure compressor housing 3b of the low-pressure exhaust gas turbocharger 3, is subsequently cooled down in a first charge air cooler 11 and then divided into two separate gas-bearing branches.
  • combustion air is permanently conveyed through a high-pressure compressor housing 4b of the high-pressure exhaust gas turbocharger 4 and then through a second charge air cooler 12, which in turn cools the further compressed and thus heated combustion air.
  • the combustion air is conveyed into the cylinder of the internal combustion engine 2 represented by ovals.
  • a second high-pressure compressor housing 5b of the second exhaust gas turbocharger 5 Parallel to the first high-pressure compressor housing 4b, in the flow direction of the combustion air behind the separation into two separate gas-bearing branches, a second high-pressure compressor housing 5b of the second exhaust gas turbocharger 5 is arranged.
  • a second throttle element 9 is arranged in front of the high-pressure compressor housing 5b, which can be controlled or regulated.
  • a third throttle element 10 is arranged, which is also controllable or regulated.
  • the first and second throttle elements 9, 10 are two alternatives to the design.
  • a bypass 7 is provided parallel to the high-pressure compressor housing 5b.
  • a bypass 7 is also a controllable or controllable first throttle element 8, preferably an exhaust valve disposed.
  • FIG. 2 shows a three-dimensional plan view of the two-stage exhaust-gas turbocharger 1 according to the invention, with the comitology already described with reference to FIG. 1. 2, it can clearly be seen how compact the structure of the two-stage exhaust-gas turbocharging charge 1 due to the embodiment according to the invention that the two high-pressure turbine housing 4a, 5a on the one hand to the exhaust manifold 2a and the low-pressure turbine housing 3a on the other can be arranged on the exhaust manifold 2a and wherein the exhaust gas from the high-pressure turbine housings 4a, 5a is guided through a flow channel 13 (visible in FIG. 3) in the exhaust manifold 2a to the low-pressure turbine housing 3a.
  • a flow channel 13 visible in FIG. 3
  • the housings of the first charge air cooler 11 and of the low-pressure compressor housing 3b are preferably in one piece and of the same material to further minimize the space. Additional components are not further quantified, since it is mainly about piping, which are also not shown figured in Fig. 1. Two arrows, numbered 3, show a section through the two-stage turbocharger arrangement 1, which is shown in FIG. 3.
  • FIG. 2 shows a flow direction of the exhaust gas from the first high-pressure turbine housing 4a to the low-pressure turbine housing 3a through the flow channel 13 in the exhaust manifold 2a is schematically illustrated by an arrow ,
  • the second and third throttle elements 9, 10, which are general shut-off valves and a bypass line , the bypass 7, which connects the inlet of the second high pressure compressor housing 5b with the outlet of the second high pressure compressor housing 5b, also switchable.
  • the fourth throttle element 6, On the exhaust side, there is a shut-off valve, the fourth throttle element 6, before the entry of the second high-pressure turbine housing 5 a thus connectable or disconnectable from the exhaust gas flow.
  • turbocharging 1 Depending on the operating point of the internal combustion engine, a different operating strategy of turbocharging 1 is distinguished.
  • the exhaust valve, the fourth throttle element 6 is closed, the exhaust gas mass flow flows permanently through the first high pressure turbine housing 4a and then through the low pressure turbine housing 3a.
  • the aspirated combustion air mass flow is pre-compressed by the low-pressure compressor housing 3b, cooled in the intercooler, the second intercooler 11, and then compressed in the first permanent high-pressure compressor 4b.
  • the second, switchable high-pressure turbocharger 5 is flowed through by a defined exhaust gas mass flow and thus maintained at rotational speed, the second high-pressure compressor housing 5b runs in recirculation mode to avoid "pumping."
  • Both valves, second and third throttle elements 9, 10 before and after the second switchable high pressure compressor are closed.
  • the exhaust valve, the fourth throttle element 6 is opened, the exhaust gas mass flow now flows through the first and the second high-pressure turbine engine housing 4a, 5a and then through the low-pressure turbine 3a.
  • the aspirated combustion air mass flow is pre-compressed by the low-pressure compressor housing 3b, cooled in the intercooler, the first intercooler 11, and then compressed in both high-pressure compressor housings 4b, 5b.
  • the recirculation valve, the first throttle element 8 is closed, both valves, the second and the third throttle element 9, 10, before and after the second, switchable high-pressure compressor 5b, as well as the exhaust valve, the fourth throttle element 6 is opened.
  • the turbocharger 1 is thus designed such that a two-stage operation in the entire map is possible. Due to the embodiment of the invention can also be dispensed with a second low-pressure exhaust gas turbocharger.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un système de turbocompression à gaz d'échappement à deux étages (1) conçu pour un moteur à combustion interne (2) comprenant un collecteur à gaz d'échappement (2a). Selon l'invention, ce système de turbocompression à gaz d'échappement (1) comprend une première (4) et une deuxième (5) turbosoufflante haute pression disposées parallèlement dans la direction d'écoulement de gaz d'échappement du moteur à combustion interne (2), ainsi qu'une turbossoufflante basse pression (3) disposée en série, en aval. Selon l'invention, la deuxième carcasse de turbine haute pression (5a) et la carcasse de turbine basse pression (3a) sont reliées l'une à l'autre de manière à conduire les gaz d'échappement. De plus, les deux carcasses de turbine haute pression (4a, 5a) peuvent être disposées d'un côté du collecteur de gaz d'échappement (2a), et la carcasse de turbine basse pression (3a) peut être disposée de l'autre côté du collecteur de gaz d'échappement (2a). En outre, les gaz d'échappement venant des carcasses de turbine haute pression (4a, 5a) sont guidés dans un canal d'écoulement (13), dans ou sur le collecteur de gaz d'échappement (2a) vers la carcasse de turbine basse pression (3a). Cette configuration de système de turbocompression à gaz d'échappement à deux étages permet d'obtenir une structure compacte et donc peu onéreuse.
EP09778488A 2008-10-17 2009-09-11 Système de turbocompression à gaz d'échappement à deux étages pour moteur à combustion interne Ceased EP2334919A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008052170.1A DE102008052170B4 (de) 2008-10-17 2008-10-17 Zweistufige Abgasturboaufladung für eine Brennkraftmaschine
PCT/EP2009/006613 WO2010043292A1 (fr) 2008-10-17 2009-09-11 Système de turbocompression à gaz d'échappement à deux étages pour moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2334919A1 true EP2334919A1 (fr) 2011-06-22

Family

ID=41168688

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09778488A Ceased EP2334919A1 (fr) 2008-10-17 2009-09-11 Système de turbocompression à gaz d'échappement à deux étages pour moteur à combustion interne

Country Status (5)

Country Link
US (1) US8453447B2 (fr)
EP (1) EP2334919A1 (fr)
JP (1) JP2012505989A (fr)
DE (1) DE102008052170B4 (fr)
WO (1) WO2010043292A1 (fr)

Cited By (1)

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GB2534900A (en) * 2015-02-04 2016-08-10 Gm Global Tech Operations Llc Internal combustion engine having a charge cooling system for a two stage turbocharger

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Also Published As

Publication number Publication date
DE102008052170B4 (de) 2023-01-26
WO2010043292A1 (fr) 2010-04-22
US20110185724A1 (en) 2011-08-04
DE102008052170A1 (de) 2010-04-22
US8453447B2 (en) 2013-06-04
JP2012505989A (ja) 2012-03-08

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