EP2354490B1 - Exhaust gas assembly - Google Patents

Description

The invention relates to an exhaust assembly,

The charging of internal combustion engines is increasingly carried out by turbochargers because this can be achieved by efficient reductions in fuel consumption.

On the basis of a few basic engines can be done by means of adapted engine control, the variation or adaptation to different vehicles. The turbocharger and in particular the cast iron turbine housings, in order to work effectively, are adapted very precisely to the performance characteristics of the respective engine. Since the costs for the implementation and adaptation of turbocharger concepts in sheet metal construction, as in bivalve execution eg in the DE 100 22 052 A , of the DE 103 07 028 B3 or the DE 603 12 535 T2 described are in terms of Umformwerkzeuge- and devices are very high, is the use The specially adapted turbocharger in sheet metal shell construction only makes sense economically in models with a relatively large number of units.

These disadvantages also exist in cast manifold and turbocharger housings, since these have to be rebuilt for each power stage or engine performance variant of an internal combustion engine and all validation activities also have to be redone. Development costs, tools and device costs are always incurred again because the individual parts of the turbocharger must be coordinated and their interactions must be checked. In addition, the adjacent engine peripherals must be adapted to the varying parts of the turbocharger, which in turn means increased costs.

The state of the art is the DE 100 29 807 C1 to call. There, the proposal is made to keep the number of turbines in adaptation to the different engine types as small as possible. In order to be able to realize different engine throughputs as a function of the engine size, standard turbines used must be subjected to a modification adapted to the respective type, for example by grinding down the wheel outer contour of the turbine wheel to smaller radii. However, in order to be able to keep the gap between the Radaußenkontur and the turbine wheel enclosing contour sleeve constant, and the contour sleeve must undergo a corresponding adjustment. These measures are relatively expensive.

In the DE 10 2008 032 492 A1 a turbine housing for an exhaust gas turbocharger of an internal combustion engine is proposed, which is constructed like a modular system. There are provided with different baffles housing modules, which can take into account the different requirements of the internal combustion engine particularly simple. By using this guide grid, the turbine housing and the turbine wheel to be arranged therein, in contrast to the prior art over a wide stroke volume range, at least largely unchanged be maintained, since the turbine behavior and the behavior of the supercharged internal combustion engine can now be optimized by the selection and installation of a respective optimal housing module in the desired manner.

Based on this prior art, the invention is based on the object to show an exhaust assembly, which is inexpensive and can be adapted to different versions and performance variants of an internal combustion engine.

The above object is achieved by an exhaust assembly with the features of claim 1.

Advantageous embodiments are the subject of the dependent claims,

The exhaust assembly according to the invention has a turbocharger outer housing, on which a unified exhaust flange and a unified bearing flange receptacle are provided. Turbine screws of different sizes or designs can be used in the turbocharger housing, wherein the turbine screw is connected to the bearing flange receptacle via a bearing flange and to the outlet flange of the turbine outer housing via an outlet connection.

The manifold inner system also has a standardized connection area for an inlet area of the turbine screw. The inlet area of turbine screws of different sizes is always adapted to the connection area of the manifold inner system. Thus, turbine screws adapted to different engine outputs can always be connected to the manifold inner system via their inlet region.

In a preferred embodiment, the exhaust assembly includes a manifold having a manifold outer housing and a manifold inner system, wherein the manifold outer housing is formed integrally with the turbocharger outer housing.

The principle of the exhaust assembly according to the invention is to use standardized components of the manifold outer housing and the turbocharger outer housing for engines of different power levels, wherein adapted to the respective required power stage turbine screw and / or a suitable bearing flange are installed in the turbocharger outer housing. For this purpose, the connection areas of the various sizes of turbine worm and / or bearing flange are always adapted to the standardized manifold outer housing and turbocharger outer housing and coupled with these. The invention thus relates to a system that is based on modular building blocks on uniform basic, which are formed by the manifold outer housing and the turbocharger outer housing, these basic modules can be combined with different turbine screws.

The outlet region of the turbine screw is preferably coupled to the outlet connection via a sliding seat. In this case, the outlet connection is preferably designed such that it surrounds the outlet flange radially on the outside.

The outlet connection has a radially inwardly directed collar in the contact region with the turbine screw, wherein an end region of the collar is in turn bent in the direction of the outlet flange. A generated radially inwardly facing surface of the bent end region abuts flat on the outer side of the connection region of the turbine screw.

Depending on the size of the turbine screw, the radial and also axial distance between an outer side of the outlet connection and a pipe socket of the outlet flange, to which the outlet connection is fixed, varies. The use of outlet connections adapted to the size of the turbine screw enables the coupling between the standardized outlet flange of the turbocharger outer housing and the turbine screw. The Outlet connection is preferably materially connected to the outlet region of the manifold outer housing.

In one development of the invention, an annular groove for arranging a sealing element between the connection region of the turbine screw and the outlet connection can additionally be provided on the region of the collar which is bent over in the direction of the outlet flange.

Another possibility is to connect the connection area of the turbine screw and the outlet flange via a tubular outlet connection with different end diameters. In this case, the outlet connection to a bellows, which compensates for a change in length between the turbine screw and outlet flange.

The turbine screw is, as already stated, connected via a bearing flange with the standardized Lagerflanschaufnahme. The bearing flange has for connection to the standardized Lagerflanschaufnahme of the manifold outer housing on an outer circumferential collar which surrounds a base body of the bearing flange. This collar is always designed for different engine power in its width so that it rests in the bearing flange receiving on an outer side of the turbocharger outer housing and thus can be connected to this cohesively. This means that the collar always has the same outer diameter. Its inner diameter, however, depends on the size of the body. The collar may be an integral part of the base body or of the bearing flange.

The manifold outer housing and the turbocharger outer housing are designed for the highest engine performance. They preferably consist of one or more sheet metal components. In this case, the exhaust manifold outer housing of the manifold and the turbocharger outer housing are additionally dimensioned for the highest exhaust gas temperature. This allows the use of the exhaust assembly for all candidate engine performance levels. The coupling of engine and manifold outer housing can also be done via an adapter or an adapter.

In an alternative embodiment, the turbocharger outer housing is configured to be used in conjunction with engines having manifold integrated into the cylinder head. In this case, a flange of the turbocharger outer housing is provided for connection to a cylinder head. The exhaust-carrying components within the turbocharger outer housing are adapted to the respective power class of the engine. For coupling the turbocharger outer housing and engine, the turbocharger outer housing has a flange, via which it can be fixed to the cylinder head. A uniform flange is provided for different power levels. An inlet area of the turbine screw projects toward the flange of the turbocharger outer housing in the direction of the manifold. In terms of flow technology, it is particularly advantageous if a groove facing the flange of the turbocharger outer housing is provided around an outlet region of the bend, into which groove an end of the inlet region of the turbine worm engages. The groove is therefore located at a distance from the flow channel and is not an increase in the diameter of the outlet region. It rather encloses the outlet area at a certain distance.

An alternative possibility for connecting the outlet region of the elbow and the inlet region of the turbine screw is that at the end of the outlet region of the elbow a recess in the form of a circumferential depression is provided, into which the inlet region of the turbine worm engages. This is easier to realize in terms of production technology than to produce a separate groove.

The housings of the exhaust assembly are preferably composed of several shells. In particular, an upper shell and a lower shell is provided in the shell construction, wherein such an upper shell or lower shell both a part of the manifold outer housing and can simultaneously form the turbocharger outer casing. The advantages of the exhaust assembly according to the invention are, above all, that the costs for tools and devices with respect to the manifold outer housing and the turbocharger outer housing can be allocated to significantly higher quantities. This reduces the unit price. In addition, fewer components have to be newly developed and tested. This results in shorter development times and lower costs. In addition, the connection elements or the engine peripherals are always adapted to one and the same turbocharger outer housing and manifold outer housing, so that no changes are necessary here. Furthermore, the space requirements always remain constant and the exhaust assembly can be relatively easily adapted to different engine variants, for example by changing the materials and the geometry of the inner system. This can in turn reduce the overall cost of producing the exhaust assembly, as well as standard vehicle tests such. B. crash test must be performed only for one variant.

• Abgasmassenstrom (und damit direkt die Motorleistung);
• Abgastemperaturen, die im Prinzip immer so hoch gewählt werden, wie es die verwendeten Materialien zulassen;
• Vibrationen;
• Drehzahlgrenzen im Hinblick auf bewegliche Teile;
• Kollektive der vorgenannten Faktoren.

Factors influencing the material selection and geometry of the interior system are:

• Exhaust gas mass flow (and thus directly the engine power);
• Exhaust gas temperatures, which in principle are always chosen as high as the materials used allow;
• vibration;
• Speed limits with regard to moving parts;
• Collective of the aforementioned factors.

A possible configuration of an exhaust assembly according to the invention accordingly provides different materials for the inner system. For example, one could use ferritic stainless steels for four different engine powers at the lowest engine power, such as a steel with 18% chromium and with niobium and titanium for stabilization. Suitable would be a steel of composition X2CrTiNb18 with the material number 1.4509.

A performance class higher preferably austenitic stainless steels are used. By way of example, a steel of about 20% chromium and 12% nickel may be mentioned, such as e.g. X15CrNiSi 20 12 with the material number 1.4828.

For further performance, austenitic, high temperature nickel-iron-chromium mixed crystal alloys with controlled contents of carbon, aluminum and titanium can be used. These alloys have a high metallic stability in long-term use, even at high temperatures. By way of example, the alloy X10NiCrAlTi32 20 with the material number 1.4876 is called.

In the range of very high engine power also nickel base alloys with approx. 60% nickel, 20% chrome and 15% iron can be used. A nickel-chromium alloy, material number 2.4851, also known commercially under the trade name "Inconel 601", has excellent resistance to oxidation and other forms of high temperature corrosion. (Inconel is a trademark of Special Metals Corporation, USA).

An example of the use of materials according to the division of power levels in a four-cylinder engine could accordingly look like this: 1.9 l displacement, 220 kW : Inconel 601 1.9 l displacement, 183 kW : 1.4876 1.9 l displacement, 147 kW : 1.4828 1.7 l displacement, 125 kW : 1.4509

The basis for the selection of the respective outer system (outer shells) is the motor with the highest performance. For the weaker engines, only the interior system would be adjusted. Thus, the exterior systems are the same for all engine variants.

The invention will be described in more detail with reference to an embodiment schematically illustrated in the figures. Show it:

characters

1 to 1b

each adapted to different engine performance exhaust assembly and

2 to 2a

Two embodiments of a connection between a turbocharger outer housing and an engine with integrated manifold

FIG. 1 shows an example of a complete exhaust assembly 1 in cross section. The manifold outer housing 2 of the manifold 3 and the turbocharger outer housing 4 are made in one piece. A connection region 5 of the bend 3, an outlet flange 6 of the turbocharger outer housing 4 and a bearing flange receptacle 7 of the turbocharger outer housing 4 are standardized. This means that the connection dimensions do not change even if the interior system of the exhaust assembly 1 is changed ( FIGS. 1a, 1b ).

A turbine screw 8 is adapted with its inlet region 9 to a standardized outlet region 10 of a manifold inner system 11. An outlet region 12 of the turbine screw 8 is coupled via an outlet connection 13 to the outlet flange 6 of the turbocharger outer housing 4. The outlet connection 13 surrounds a pipe socket 21 of the outlet flange 6 on the outside. It lies with its inner peripheral side 14 flat on the pipe socket 21 and is connected to this cohesively. In this example, it is a welded joint.

The outlet connection 13 has at its end facing the turbine screw 8 a radially inwardly directed collar 15. The end of the collar 15 is again bent in the direction of the outlet 6. As a result, an outer side 16 of the outlet region 12 abuts flat against an inner surface 17 of the collar 15 and is supported by it. The radially inward directed region of the collar 15 has a width B. It depends on the size of the turbine screw. 8

The turbine worm 8 is connected to the turbocharger outer housing 4 via the bearing flange 18 arranged in the bearing flange receptacle 7 of the turbocharger outer housing 4. Both the turbine screw 8 and the bearing flange 18 are adapted in their geometry to the engine power and matched. The bearing flange 18 has a circumferential collar 19, which rests against an outer side 20 of the bearing flange receptacle 7 of the turbocharger outer housing 4 and is connected to this materially.

The manifold outer housing 2 and the turbocharger outer housing 4 are designed for the maximum possible engine power of the upstream internal combustion engine in this case.

FIG. 1a shows an adapted to a lower engine output exhaust assembly 1a with a lower engine power than in FIG. 1 adapted turbine screw 8a. The turbine screw 8a is coupled to the outlet flange 6 of the turbocharger outer housing 4 via an outlet connection 13a. It can be seen that the inwardly directed radial region of a collar 15a of an outlet connection 13a has a width B1 and is thus greater than the inward-directed radial width B of the outlet connection 13 in FIG FIG. 1 , As a result, turbine screws 8, 8a of different sizes can be coupled to the outlet flange 6 via the corresponding outlet connections 13, 13a.

A bearing flange 18a connected to the turbine worm 8a for a turbocharger wheel 23 is smaller in terms of its basic body 22 than in FIG FIG. 1 , The connection of the bearing flange 18a with the turbocharger outer housing 4 is made possible by a circumferential collar 19a of the bearing flange 18a opposite FIG. 1 has enlarged width F1. Thus, also designed for lower engine performance bearing flange 18a on the outside 20 of the standardized Lagerfianschaufnahme 7 abut and be connected to this cohesively. The outer diameter of the collar 19, 19a, 19b ( FIG. 1b ) stays the same. It only changes the inner diameter of the collar 19, 19a, 19b.

The turbocharger outer housing 4 and the manifold outer housing 2, which in FIGS. 1a and 1b is only partially shown, is identical for all variants. Likewise, the size of the outlet flange 6, the bearing flange receptacle 7 and the connection of the manifold 3 remain standardized.

FIG. 1b shows an exhaust assembly 1b for the opposite Figures 1 and 1a reduced engine power. The outlet connection 13b here has a wider in its width B2 radially inwardly directed region than in the Figures 1 and 1a , In addition, the outlet connection 13b is made longer in its length L2 than in Figure 1 and 1a illustrated outlet connection with their lengths L and L1, so that defies the same size of the turbocharger outer housing 4 and the outlet flange 6 and a turbine screw 8b can be used with a size for even low engine power.

The bearing flange 18b, which is coupled to the turbine screw 8b, is designed here for the same engine power as the turbine screw 8b and has in comparison to Figure 1 and 1a a collar 19b with an even greater width F2. This collar 19b is, as in the previous variants, on the outer side 20 of the standardized Lagerflanschaufnahme 7 and is connected to this cohesively.

The three exemplary embodiments of an exhaust assembly 1, 1a, 1b designed for different engine outputs illustrate which components of this modular system are standardized and which can be varied. The invention makes provision for the outer structures to remain substantially unchanged. This therefore relates to the manifold outer housing 2 and the turbocharger outer housing 4 with the outlet flange 6. In the interior of the exhaust assembly 1, 1a, 1b various adjustments are possible, so that different turbine screws 8, 8a, 8b can be used, which are coupled via corresponding outlet connections 13, 13a, 13b with the outlet flange 6. Even the manifold inner system 2 can be adapted to different engine performance.

On the side of the turbocharger outer housing 4 opposite the outlet flange 6, the bearing flange 18, 18a, 18b for the turbocharger wheel 23 is designed so that it has a standardized outer dimension, which thus matches the likewise standardized turbocharger outer housing 4. In addition, all embodiments have in common that the inlet region 9 of the turbine screws 8 is adapted to the manifold inner system 2, regardless of the size of the turbine screw 8. Of course, in the FIGS. 1a and 1b the manifold internal system not shown deviating from that of the FIG. 1 be designed to realize a further adaptation to the engine performance.

The Figures 2 and 2a schematically show an alternative embodiment in which a turbocharger outer housing 24 is directly connected to the cylinder head 25 of an integrated manifold 26 engine. In this case, the turbocharger outer housing 24 has a flange 27 with which it can be fixed to the cylinder head 25. The exhaust-carrying components within the turbocharger outer housing 24, such as the turbine screw 28, are, as already for the Figures 1, 1a, 1b described, adapted to the respective performance class or performance level of the engine. It is based on the description of Figures 1, 1a, 1b Referenced. Therefore, the description is omitted here.

The connection of the turbocharger outer housing 24 via a flange 27. The flange 27 is identical for different power levels of the engine and the exhaust assembly. An inlet region 29 of the turbine screw 28 projects in the direction of the cylinder head 25 in relation to the flange 27. As in FIG. 2 2, the outlet region 30 of the elbow 26 is provided with a peripheral groove 31 pointing in the direction of the turbocharger outer housing 21 provided, in which engages one end of the inlet portion 29 of the turbine screw 28 and thus surrounds the outlet portion 30 of the manifold 26.

In Figures 2 and 2a an alternative coupling possibility of turbine screw 28 and manifold 32 is shown. In this case, a recess 34 or a free space, into which the end of the inlet region 29 of the turbine worm 28 engages, adjoins the outlet region 33 of the bend 32.

Reference numerals:

1 -

exhaust assembly

1a -

exhaust assembly

1b -

exhaust assembly

2 -

Krümmeraußengehäuse

3 -

elbow

4 -

Turbocharger outer casing

5 -

terminal area

6 -

outlet flange

7 -

Lagerflanschaufnahme

8th -

turbine scroll

8a -

turbine scroll

8b -

turbine scroll

9-

inlet area

10-

outlet

11 -

Krümmerinnensystem

12-

connecting region

13-

Auslassanbindung

13a-

Auslassanbindung

13b-

Auslassanbindung

14-

peripheral side

15

collar

15a

collar

15b-

collar

16-

Outside of 12

17-

palm

18-

Lagerflansch

18a

Lagerflansch

18b-

Lagerflansch

19-

collar

19a-

collar

19b-

collar

20

outside

21-

pipe socket

22-

body

23-

Turboladerrad

24

Turbocharger outer casing

25

cylinder head

26-

elbow

27-

flange

28-

turbine scroll

29-

inlet area

30

outlet

31-

groove

32

elbow

33-

outlet

34-

recess

B-

width

B1

width

B3

width

F-

width

F1

width

F3 -

width

L-

length

L1

length

L2

length

Claims (12)

1. Exhaust gas assembly comprising a turbocharger housing (4, 24), the turbocharger housing (4, 24) being provided with a standardised outlet flange (6) and a standardised bearing flange receptacle (7) and wherein turbine scrolls (8, 8a, 8b, 28) of different sizes can be inserted in the turbocharger housing (4, 24), the turbine scroll (8, 8a, 8b) being connected to the standardised bearing flange receptacle (7) via a bearing flange (18, 18a, 18b) and to the standardised outlet flange (6) via an outlet link (13, 13a, 13b), an inlet region (9) of the turbine scroll (8, 8a, 8b) being adapted to an outlet region (10) of a standardised inner manifold system (11), so that turbine scrolls (8, 8a, 8b) adapted to different engine powers are connectable to the inner manifold system (11) via their inlet region (9).
2. Exhaust gas assembly according to claim 1, characterised in that the exhaust gas assembly comprises a manifold (3) with an outer manifold housing (2) and an inner manifold system (11), wherein the turbocharger housing (4) is formed in one piece with the outer manifold housing (2).
3. Exhaust gas assembly according to claim 1 or 2, characterised in that the outlet link (13, 13a, 13b) and the turbine scroll (8, 8a, 8b) are coupled to one another via a sliding seat.
4. Exhaust gas assembly according to one of claims 1 to 3, characterised in that the bearing flange (18, 18a, 18b) is matched in its dimensions to the dimensions of the turbine scroll (8, 8a, 8b).
5. Exhaust gas assembly according to one of claims 1 to 4, characterised in that the bearing flanges (18, 18a, 18b) of different dimensions each have collars (19, 19a, 19b) of different widths (F, F1, F2) and a uniform external diameter which abut on an outer side (17) of the bearing flange receptacle (7).
6. Exhaust gas assembly according to one of claims 1 to 5, characterised in that the outlet link (13, 13a, 13b) embraces a tubular connection (21) of the outlet flange (6).
7. Exhaust gas assembly according to one of claims 1 to 6, characterised in that the outlet link (13, 13a, 13b) comprises a radially inwardly directed collar (15, 15a, 15b).
8. Exhaust gas assembly according to one of claims 1 to 7, characterised in that an end region of the collar (15, 15a, 15b) is bent round towards the outlet flange (6).
9. Exhaust gas assembly according to one of claims 1 to 8, characterised in that the outlet link (13, 13a, 13b) is connected to the outlet flange (6) by a material joint.
10. Exhaust gas assembly according to one of claims 1 to 9, characterised in that the outer manifold housing (2) consists of one or more sheet-metal components.
11. Exhaust gas assembly according to one of claims 1 to 10, characterised in that the turbocharger housing with the manifold housing can be attached to the engine via an adapter.
12. Exhaust gas assembly according to claim 1, characterised in that the turbocharger housing (24) is attached to an engine by a manifold (26, 32) integrated in the cylinder head (25).

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