GB2077354A - Exhaust turbine driven supercharger with compressor bypass arrangement - Google Patents
Exhaust turbine driven supercharger with compressor bypass arrangement Download PDFInfo
- Publication number
- GB2077354A GB2077354A GB8116221A GB8116221A GB2077354A GB 2077354 A GB2077354 A GB 2077354A GB 8116221 A GB8116221 A GB 8116221A GB 8116221 A GB8116221 A GB 8116221A GB 2077354 A GB2077354 A GB 2077354A
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- GB
- United Kingdom
- Prior art keywords
- passageway
- compressor
- air
- rotor
- unit
- 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.)
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04D—NON-POSITIVE-DISPLACEMENT PUMPS
- F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
- F04D27/02—Surge control
- F04D27/0207—Surge control by bleeding, bypassing or recycling fluids
- F04D27/0215—Arrangements therefor, e.g. bleed or by-pass valves
-
- 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
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04D—NON-POSITIVE-DISPLACEMENT PUMPS
- F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
- F04D27/02—Surge control
- F04D27/0207—Surge control by bleeding, bypassing or recycling fluids
-
- 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
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Supercharger (AREA)
- Control Of Positive-Displacement Air Blowers (AREA)
Abstract
In a supercharger for use with an internal combustion engine having an air induction passageway provided with a throttle valve, a turbine-driven centrifugal compressor unit comprising a housing formed with a rotor chamber 21, an air inlet passageway (23), Fig. 4 (not shown), an air outlet passageway 24 and a valved bypass passageway 25, the latter is opened in response to closing of the throttle valve and has at least one outlet portion which leads into the air inlet passageway (23) in a direction substantially tangential to the compressor rotor. The bypass arrangement is useful for preventing production of pressure surges in the supercharger when the throttle valve is closed suddenly. <IMAGE>
Description
SPECIFICATION
Exhaust turbine supercharger with compressor bypass arrangement
The present invention relates in general to supercharged internal combustion engines and, particularly, to an exhaust turbine supercharger for use with an internal combustion engine for, by way of example, automotive use. More particularly, the present invention relates to an exhaust turbine supercharger provided with means to prevent production of pressure surges in an engine system in which the supercharger is in use with an internal combustion engine.
In accordance with the present invention, there is provided an exhaust turbine supercharger for use with an internal combustion engine having an air induction passageway and a throttle valve in the air induction passageway, comprising a turbine unit arranged to be driven by the exhaust gases discharged from the engine and a centrifugal compressor unit which comprises a compressor housing formed with a rotor chamber, a scroll chamber spirally surrounding the rotor chamber, an air inlet passageway which is open to, and axially aligned with, the rotor chamber and which merges with the air induction passageway upstream of the compressor unit, an air outlet passageway leading from the scroll chamber and merging with the air induction passageway downstream of the compressor unit and upstream of the throttle valve of the engine and a compressor bypass passageway bypassing the rotor chamber and the scroll chamber from the air outlet passageway to the air inlet passageway, a compressor rotor rotatable in the rotor chamber and operatively connected to the turbine unit for being driven by the turbine unit for rotation in the rotor chamber, valve means operative to open and close the bypass passageway, and valve actuating means responsive to the vacuum in the air induction passageway downstream of the throttle valve and which is operative to actuate the valve means for opening the compressor bypass passageway in response to a vacuum higher than a predetermined value, wherein the compressor bypass passageway has an outlet portion which is open to the air inlet passageway in a direction substantially tangential to the compressor rotor.
The above mentioned outlet portion of the compressor bypass passageway may be one of two or more outlet portions of the bypass passageway. In this instance, it is preferable that each of the two or more outlet portions of the
bypass passageway be open to the aforesaid air inlet passageway in a direction substantially tangential to the compressor rotor.
Drawbacks of a prior-art exhaust turbine supercharger for an internal combustion engine and the features and advantages of an exhaust turbine supercharger according to the present invention will be understood more clearly from the following description taken in conjunction with the accompanying drawings in which::
Fig. 1 is a schematic view showing, partly in section, an example of an engine system using a prior-art exhaust turbine supercharger;
Fig. 2 is a longitudinal sectional view showing, to an enlarged scale, the construction of the exhaust turbine supercharger forming part of the engine system illustrated in Fig. 1;
Fig. 3 is an end view showing, partially in section, the compressor unit of an exhaust turbine supercharger embodying the present invention;
Fig. 4 is a longitudinal sectional view of the compressor unit of the supercharger illustrated in
Fig. 3, the section being taken along the line IV--IV of Fig. 3;;
Fig. 5 is a diagram showing a velocity triangle indicating the relationship established among the absolute velocity of the air entering the rotor chamber, the peripheral velocity of the compressor rotor and the resultant relative velocity of the entrance air with respect to the rotor in the compressor unit of the prior-art exhaust turbine supercharger shown in Figs. 1 and 2 when the compressor bypass passageway provided therein is closed;
Fig. 6 is a diagram similar to the diagram of Fig.
5 but showing a velocity triangle indicating the relationship achieved among the above mentioned velocities when the compressor bypass passageway is opened; and
Fig. 7 is a diagram also similar to the diagram of Fig. 5 but showing a velocity triangle indicating the relationship achieved among the aforesaid velocities in the compressor unit of the exhaust turbine supercharger embodying the present invention when the compressor bypass passageway provided in the compressor unit is open.
There is now an increasing interest in the automotive industry in internal combustion engines equipped with exhaust turbine superchargers. An exhaust turbine supercharger used for an internal combustion engine includes an exhaust turbine unit provided in the passageway of exhaust gases discharged from the power cylinders of the engine. The turbine unit is driven by the thrust energy of the exhaust gases fed to the turbine unit and, in turn, drives a compressor unit to which the turbine unit is drivingly connected through a drive shaft. The compressor unit is provided in the passageway of the air to be supplied to the power cylinders of the engine. The engine is thus supercharged with air and is enabled to achieve an enhanced output efficiency and improved fuel consumption economy.
In an engine system including an exhaust turbine supercharger in combination with an internal combustion engine of, particularly, the petrol type which uses a throttle valve in the air feed passageway of the engine, pulsating pressure surges tend to be produced in the supercharger when the pressure of air downstream of the compressor unit steeply rises in response to, for example, sudden closing of the throttle valve.
Attempts have thus far been made to preclude production of such pressure surges in an exhaust turbine supercharger for use with an internal combustion engine of, particularly, the above specified type. One of such attempts is disclosed in an article published in "MTZ" (the issue of
March, 1979; pages 107 to 111; West Germany).
Fig. 1 of the drawings shows an engine system illustrated in the article.
Referring to Fig. 1 of the drawings, the engine system comprises an internal combustion engine
1 having an air induction pipe 2 and an exhaust pipe 3. The air induction pipe 2 is open to the atmosphere through an air cleaner unit 4 and extends through an air-flow meter chamber 5, a throttle valve 6 and an intake manifold 7 to the respective intake ports of the power cylinders (not shown) of the engine. The intake manifold 7 is provided downstream of the throttle valve 6 and has branch portions respectively leading to the intake ports of the individual power cylinders of the engine. A solenoid-operated fuel injection valve (not shown) projects into each of these branch portions of the intake manifold 7, as is well known in the art. On the other hand, the exhaust pipe 3 is open to the atmosphere through an exhaust cleaner unit 8 and a silencer unit 9.The exhaust cleaner unit 8 is constituted by a threeway catalyst assembly.
The internal combustion engine thus arranged is equipped with an exhaust supercharger 10 which largely comprises an exhaust-driven turbine unit 11 and a turbine-driven centrifugal compressor unit 12. The turbine unit 11 is positioned in an exhaust discharge passageway 13 leading from the respective exhaust ports of the power cylinders of the engine to the exhaust pipe 3 and is operatively connected to the compressor unit 12 by means of a compressor drive shaft 14 as shown in Fig. 2.The compressor unit 12 in turn is provided in the air induction pipe 2 downstream of the air-flow meter chamber 5 and upstream of the throttle valve 6 and has a suction port which is open to the air induction pipe 2 upstream of the compressor unit 12 and an outlet port which is open to the air induction pipe 2 downstream of the compressor unit 12 and upstream of the throttle valve 6.
During operation, the turbine unit 11 is driven by the thrust energy of the exhaust gases discharged from the power cylinders of the engine 1 to the exhaust discharge passageway 13.
Driving power is transmitted from the turbine unit 11 to the compressor unit 12 through the drive shaft 14 (Fig. 2) so that the compressor unit 12 is driven to compress the air drawn from the atmosphere into the air induction pipe 2 upstream of the throttle valve 6. The compressor unit 12 is thus operative to deliver compressed air into the air induction pipe 2 downstream of the compressor unit 12 and upstream of the throttle valve 6. The compressed air is passed to the power cylinders of the engine 1 at a rate controlled by the throttle valve 6 and is admixed with the fuel injected into each of the branch portions of the intake manifold 7.The exhaust gases produced by the combustion of the mixture
of the fuel and compressed air in each of the
engine power cylinders are passed through the
exhaust discharge passageway 13 to the turbine
unit 11 of the supercharger 10 and drive the
turbine unit 11 as discussed above. The exhaust
gases having the initial thrust energy thus partially
consumed in the turbine unit 11 are discharged to the open air through the exhaust pipe 3 and by
way of the exhaust cleaner unit 8 and the muffler
unit 9.
The turbine unit 11 of the exhaust turbine supercharger 10 thus operative is bypassed by a turbine bypass passageway 1 5 leading from the exhaust discharge passageway 1 3 upstream of the turbine unit 11 to the exhaust pipe 3 downstream of the turbine unit 11. In the turbine bypass passageway 1 5 is provided a bypass control valve 1 6 which is responsive to the
pressure of air in the air induction pipe 2 downstream of the compressor unit 12 and
upstream of the throttle valve 6.The bypass
control valve 1 6 is operative to open the turbine bypass passageway 1 5 and thereby permit the flow of exhaust gases to bypass the turbine unit
11 when the pressure of air in the air induction pipe 2 downstream of the compressor unit 12 and
upstream of the throttle valve 6 is higher than a
predetermined value.The turbine bypass passageway 1 5 and the bypass control valve 1 6 are thus adapted to limit the flow rate of the exhaust gases through the turbine unit 11 and accordingly the amount of thrust energy to be imparted to the turbine unit 11 so as to prevent an excessive rise in the pressure of the compressed air to be delivered from the compressor unit 12 under, for example, high-load conditions of the internal combustion engine 1.
Furthermore, the compressor unit 1 2 of the prior-art exhaust turbine supercharger 10 shows in Fig. 1 is bypassed by a compressor bypass passageway 1 7 leading from the air induction pipe 2 downstream of the compressor unit 12 to the air induction pipe 2 upstream of the compressor unit 12 as shown. The compressor bypass passageway 1 7 is provided with a bypass control valve 1 8 which is responsive to the vacuum developed in the intake manifold 7 or more generally in the air induction pipe 2 downstream of the throttle valve 6. The bypass control valve 1 8 is operative to open the bypass passageway when the vacuum developed in the air induction pipe 2 downstream of the throttle vale 6 is higher than a predetermined value. When the compressor bypass passageway 1 7 is thus opened, the compressed air delivered from the compressor unit 12 is partially recirculated from the air induction pipe 2 downstream of the compressor unit 12 to the air induction pipe 2 upstream of the compressor unit 2. Compressed air is thus not passed through the air induction pipe 2 toward the throttle valve 6 so that production of pulsating pressure surges in the supercharger 10 can be suppressed.
In Fig. 2 of the drawings, the air induction pipe 2 illustrated in Fig. 1 is shown having an air inlet
passageway 2a forming part of the passageway in
the pipe 2 upstream of the compressor unit 12
and an air outlet passageway 2b forming part of
the passageway in the pipe 2 downstream of the
compressor unit 12. The above mentioned
compressor bypass passageway 1 7 leads from the
air outlet passageway 2b to the air inlet
passageway 2a thus formed in the compressor
unit 12. The bypass control valve 1 8 is provided in the form of a hollow cylindrical valve piston projecting into the bypass passageway 1 7 from a vacuum chamber 19 through which the valve piston 1 8 is axially slidable.Though now shown, the vacuum chamber 19 is in constant communication with the air induction pipe 2 downstream of the throttle valve 6 so that the vacuum developed therein is directed into the vacuum chamber 19 and urges the valve piston 1 8 to axially move in a direction to open the bypass passageway 1 7. The valve piston 1 8 is constantly loaded by a spring 20 which urges the piston 1 8 to axially move in a direction to close the bypass passageway 17, which is accordingly opened when the force resulting from the vacuum exerted on the valve piston 18 is larger than a predetermined value dictated primarily by the force of the spring 20.
Pressure surges caused in the supercharger of a
supercharged internal combustion engine tend to
result in production of violent impacts and
vibrations in the engine system and may destroy
or damage the bearings and impeller vanes
incorporated in the supercharger. In order to
preclude production of such pressure surges in the
exhaust turbine supercharger 10 in the engine system hereinbefore described, it is necessary for
the valve piston 1 8 to respond promptly to the
closing motion of the throttle valve 6 (Fig. 1) and to have the compressor bypass passageway 1 7 designed in such a manner as to be capable of alllowing air to flow at a sufficiently high rate when the bypass passageway 1 7 is opened by the valve piston 1 8. However, the exacting space
requirement of the engine system practically
prohibits provision of an ample space for the accommodation of the bypass passageway 1 7 and the bypass control valve 1 8. Another problem encountered in the prior-art exhaust turbine supercharger 10 is that the compressor unit 12 must be constructed to be highly resistive to heat because the compressor unit 12, particularly, the impeller vanes thereof, are subject to attack by the heat in the hot compressed air recirculated to the air inlet passageway 2a through the compressor bypass passageway 1 7 when the bypass passageway 1 7 is open.
The present invention contemplates provision of an improved exhaust turbine supercharger eliminating these problems inherent in a prior-art exhaust turbine supercharger of the described nature.
In Figs. 3 and 4 of the drawings, only the compressor unit of an exhaust turbine supercharger embodying the present invention is illustrated since the supercharger is in other
respects generally similar to a known exhaust turbine supercharger such as the prior-art exhaust turbine supercharger hereinbefore described with
reference to Fig. 1.
The compressor unit of the exhaust turbine
supercharger embodying the present invention is
of the centrifugal type and comprises a
compressor housing 20 provided in the air
induction passageway (not shown) arranged similarly to the air induction pipe 2 in the arrangement of Fig. 1. The compressor housing 20
is formed with a rotor chamber 21, a scroll chamber 22 spirally surrounding the rotor chamber 21, an air inlet passageway 23 open to and axially aligned with the rotor chamber 21 and which merges with the air induction passageway upstream of the compressor unit, and an air outlet passageway 24 leading from the scroll chamber 22 and merging with the air induction passageway downstream of the compressor unit and upstream of the throttle valve (not shown) provided in the air induction passageway.The compressor housing 20 is further formed with a compressor bypass passageway 25 bypassing the rotor chamber 21 and the scroll chamber 22 from the air outlet passageway 24 to the air inlet passageway 23 as shown.
The compressor unit shown in Figs. 3 and 4 further comprises a compressor rotor 26 which is rotatable in the rotor chamber 21 and which is operatively connected to the turbine unit (not shown) of the supercharger so as to be driven by the turbine unit for rotation in the rotor chamber 21. As shown in Fig. 3, the compressor unit of the supercharger further comprises a bypass control valve 27 arranged to be operative to selectiveiy open and close the compressor bypass passageway 25.The bypass control valve 27 is operated by means of a valve actuator unit 28 which is responsive to the vacuum developed in the air induction passageway of the engine downstream of the throttle valve provided therein.
The valve actuator unit 28 is thus operative to actuate the bypass control valve 27 for opening the compressor bypass passageway 25 when the vacuum in the air induction passageway downstream of the throttle valve therein is higher than a predetermined value. In Fig. 3, the valve actuator unit 28 to achieve such a function is shown as being of the diaphragm-operated type by way of example.
The compressor bypass passageway 25 has an outlet portion 25a open to the air inlet passageway 23 in a direction which is substantially tangential to the compressor rotor 26 as will be better seen from Fig. 3.
When, in operation, the throttle valve provided in the air induction passageway of the engine is turned from a part throttle or full throttle position to an idling position producing a minimum degree of opening in the air induction passageway as during deceleration of an automotive vehicle, the compressed air delivered from the compressor unit is entrapped in the air induction passageway upstream of the throttle valve. Since, however, the compressor rotor 26 is still rotating in the rotor chamber 21 by the force of inertia acting thereon, there is a steep rise caused in the pressure of air in the air induction passageway downstream of the compressor unit and upstream of the throttle valve. The sudden increase in the pressure of air causes pulsating pressure surges in the supercharger having the compressor unit operating in such conditions.
Fig..5 shows an air velocity triangle indicating the relationship among the peripheral velocity u of the rotating compressor rotor, the absolute velocity v1 of the air entering the rotor chamber in the axial direction of the rotor and the resultant relative velocity V1 of the incoming air with respect to the rotating rotor in the compressor unit 12 of the prior-art exhaust turbine supercharger 10 shown in Figs. 1 and 2 when the compressor bypass passageway 1 7 is closed. When the compressor bypass passageway 17 in the supercharger 10 shown in Figs. 1 and 2 is opened, the absolute air entrance velocity decreases from v, to v2 as a result of the reduction in the flow rate of air through the rotor chamber 21.Because, in this instance, the peripheral velocity u of the compressor rotor remains approximately unchanged, the resultant relative entrance velocity is reduced from V1to V2 and at the same time the designed air angle of the compressor rotor decreases from O to 02, as indicated in an air velocity triangle illustrated in Fig. 6. The change of the designed entrance angle from 8, 1 to 02 of the compressor rotor causes separation of the streams of air from the surfaces of the vanes of the rotor as indicated by S in Fig. 6 and as a consequence may cause the rotor to stall.
In the compressor unit of the exhaust turbine supercharger, the compressed air recirculated into the air inlet passageway 23 through the compressor bypass passageway 25 is directed tangentially to the rotating compressor rotor 26 so that the absolute velocity us of the air entering the rotor chamber 21 is directed at a certain angle with respect to the axial direction of the rotor 26.
For this reason, the designed entrance angle O3 of the rotor 26 only slightly changes when the bypass passageway 25 is opened, as indicated by a velocity triangle illustrated in Fig. 7 and, as a consequence, the rotor 26 is prevented from being stalled during operation.
In the compressor unit of a prior-art exhaust supercharger of, for example, the type shown in
Figs. 1 and 2, the compressed air recirculated from the air outlet passageway to the air inlet passageway through the compressor bypass passageway is not directed tangentially to the compressor rotor. If the relative entrance velocity of the air with respect to each of the vanes of the compressor rotor is such a compressor unit is to be directed at an angle coincident with the designed entrance angle of the rotor, it will be necessary to have the compressor bypass passageway arranged in such a manner as to permit air to flow therethrough at a notably high rate since the absolute velocity of the air entering the rotor chamber of the compressor unit is directly proportional to the flow rate of air into the rotor chamber When the compressed air to be recirculated from the delivery side to the suction side of the compressor unit is injected into the air inlet passageway in a direction tangential to the compressor rotor as in the supercharger arrangement embodying the present invention, the relative velocity of the entrance air with respect to the compressor rotor can be regulated to be directed at an angle coincident with the designed entrance angle of the rotor with a limited flow rate through the compressor bypass passageway.
When the compressed air passed through the compressor bypass passageway is admitted tangentially to the rotor, furthermore, a swirling flow is created in the air inlet passageway leading to the rotor chamber and imparts a twisting tendency to the compressor rotor. The compressor rotor is for this reason permitted to slow down at comparatively low rate after the throttle valve in the air induction passageway of the engine is turned to the idling position thereof. When the throttle valve is opened immediately after the valve turned into the idling position, the
compressor rotor is thus enabled to restore its
initial speed of rotation promptly.
While only one embodiment of the exhaust
turbine supercharger has hereinbefore been
described, such an embodiment is merely
illustrative of the subject matter of the present
invention and is, therefore, subject to modification
and/or change. For instance, the compressor
bypass passageway 25 in the described
embodiment may be arranged to have a plurality
of outlet portions so that the previously mentioned
outlet portion 25a of the bypass passageway 25 is
one of such plural outlet portions. In this instance,
each of the two or more outlet portions of the
compressor bypass passageway is open to the air
inlet passageway 23 in a direction tangential to
the compressor rotor 26 similarly to the outlet
portion 25a.
Claims (4)
1. An exhaust turbine supercharger for use with an internal combustion engine having an air
induction passageway and a throttle valve in the
air induction passageway, comprising a turbine
unit arranged to be driven by the exhaust gases
discharged from the engine and a centrifugal
compressor unit which comprises::
a compressor housing formed with a rotor
chamber, a scroll chamber spirally surrounding the
rotor chamber, an air inlet passageway open to, aiid axially aligned with, the rotor and which
merges with said air induction passageway
upstream of the compressor unit, an air outlet
passageway leading from the scroll chamber and
merging with the air induction passageway
downstream of the compressor unit and upstream
of said throttle valve and a compressor bypass
passageway bypassing the rotor chamber and the
scroll chamber from said air outlet passageway to said air inlet passageway,
a compressor rotor rotatable in said rotor chamber and operatively connected to said turbine unit for being driven by the turbine unit for rotation in the rotor chamber,
valve means operative to open and close said bypass passageway, and
valve actuating means which is responsive to the vaccum in the air induction chamber downstream of said throttle valve and which is operative to actuate said valve means for opening the compressor bypass passageway in response to a vacuum higher than a predetermined value,
wherein said compressor bypass passageway has an outlet portion open to said air inlet passageway in a direction substantially tangential to said compressor rotor.
2. An exhaust turbine supercharger as set forth in claim 1, in which said outlet portion of the compressor bypass passageway is one of at least two outlet portions of the compressor bypass passageway.
3. An exhaust turbine supercharger as set forth in claim 2, in which each of said outlet portions of the compressor bypass passageway is open to said air inlet passageway in a direction substantially tangential to said compressor rotor.
4. An exhaust turbine supercharger substantially as described with reference to, and as illustrated in, Figs. 3 and 4 of the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7109980A JPS56167813A (en) | 1980-05-28 | 1980-05-28 | Surge preventing apparatus for turbocharger |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB2077354A true GB2077354A (en) | 1981-12-16 |
Family
ID=13450747
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8116221A Withdrawn GB2077354A (en) | 1980-05-28 | 1981-05-28 | Exhaust turbine driven supercharger with compressor bypass arrangement |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPS56167813A (en) |
| DE (1) | DE3120739C2 (en) |
| GB (1) | GB2077354A (en) |
Cited By (27)
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|---|---|---|---|---|
| EP0123515A1 (en) * | 1983-04-22 | 1984-10-31 | The Garrett Corporation | Compressor apparatus |
| GB2232206A (en) * | 1989-03-17 | 1990-12-05 | Eberspaecher J | Air blower |
| GB2246395A (en) * | 1990-07-26 | 1992-01-29 | Garrett Automotive Limited | Noise attenuation in a turbocharger |
| GB2268228A (en) * | 1992-06-24 | 1994-01-05 | Rover Group | A compressor surge control system. |
| GB2301149A (en) * | 1995-05-25 | 1996-11-27 | Tochigi Fuji Sangyo Kk | Rotary positive displacement supercharger |
| EP0764775A1 (en) * | 1995-09-21 | 1997-03-26 | MC Micro Compact Car Aktiengesellschaft | Internal combustion engine having a turbocharger |
| WO1998040613A1 (en) * | 1997-03-11 | 1998-09-17 | Adrian Graham Alford | Device for improving turbocharger dynamic characteristics |
| EP1178191A3 (en) * | 2000-08-04 | 2003-03-19 | Bayerische Motoren Werke Aktiengesellschaft | Exhaust gas turbocharger for internal combustion engines |
| WO2004031556A1 (en) * | 2002-09-27 | 2004-04-15 | Robert Bosch Gmbh | Device for compressing combustion air wit an integrated bypass device |
| WO2005026512A1 (en) * | 2003-09-01 | 2005-03-24 | Robert Bosch Gmbh | Device for compressing combustion air |
| EP1548250A1 (en) * | 2003-12-24 | 2005-06-29 | Renault s.a.s. | Internal combustion engine with controlled supercharging and method for controlling the supercharging |
| FR2879689A1 (en) * | 2004-12-17 | 2006-06-23 | Renault Sas | DEVICE FOR SUPPLYING AN INTERNAL COMBUSTION ENGINE COMPRISING A DISCHARGE CIRCUIT AND A SHOCK ABSORBER OF THE TURBOCHARGER PULSATIONS |
| FR2908475A1 (en) * | 2006-11-15 | 2008-05-16 | Renault Sas | Petrol internal combustion engine for motor vehicle, has flow regulation valve regulating flow of inlet air in air inlet pipe arranged in upstream of air recirculation circuit having inlet and outlet arranged in compressor |
| EP1953363A2 (en) | 2007-01-31 | 2008-08-06 | GM Global Technology Operations, Inc. | Arrangement of a two stage turbocharger system for an internal combustion engine |
| DE102007024584A1 (en) * | 2007-05-25 | 2008-12-04 | Audi Ag | Supercharging device for internal combustion engine of motor vehicle, has control units e.g. non-return valve and bypass flap for blocking back flow of turbocharger air to compressor, where control units are arranged directly in compressor |
| US20100037606A1 (en) * | 2006-12-21 | 2010-02-18 | Borgwarner Inc. | Multistep turbocharger arrangement |
| EP1659292A3 (en) * | 2004-11-20 | 2010-02-24 | Bayerische Motoren Werke Aktiengesellschaft | Turbocharger |
| US8028525B2 (en) * | 2006-08-10 | 2011-10-04 | Mitsubishi Heavy Industries, Ltd. | Multistage exhaust turbocharger |
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| EP2615308A1 (en) | 2012-01-12 | 2013-07-17 | Bosch Mahle Turbo Systems GmbH & Co. KG | Charging device |
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| EP2757267A1 (en) * | 2013-01-17 | 2014-07-23 | Hamilton Sundstrand Corporation | Fan with dual action check valves |
| WO2016074752A1 (en) * | 2014-11-14 | 2016-05-19 | Audi Ag | Supercharger device for an internal combustion engine, corresponding internal combustion engine, and method for operating an internal combustion engine |
| US10774731B2 (en) | 2015-08-11 | 2020-09-15 | Bayerische Motoren Werke Aktiengesellschaft | Compressor of a turbocharger having an air recirculation valve and turbocharger and motor vehicle having such a compressor |
| CN111836953A (en) * | 2018-07-06 | 2020-10-27 | 三菱重工发动机和增压器株式会社 | Centrifugal compressor and turbocharger |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3826600C2 (en) * | 1988-08-05 | 1998-03-19 | Joern Martens | Exhaust gas turbocharger with exhaust gas cleaning device |
| EP0606475B1 (en) * | 1991-10-04 | 1997-05-21 | Ebara Corporation | Turbo-machine |
| JP3816150B2 (en) * | 1995-07-18 | 2006-08-30 | 株式会社荏原製作所 | Centrifugal fluid machinery |
| WO2008055588A1 (en) * | 2006-11-09 | 2008-05-15 | Borgwarner Inc. | Turbocharger |
| AT504368B8 (en) | 2007-01-18 | 2008-09-15 | Franz Peter Ing Jegel | EXHAUST BOLDER FOR AN INTERNAL COMBUSTION ENGINE |
| JP5953239B2 (en) * | 2013-01-23 | 2016-07-20 | 株式会社オティックス | Compressor housing for supercharger and method for manufacturing the same |
| JP6372576B2 (en) * | 2015-01-29 | 2018-08-15 | 株式会社Ihi | Turbocharger |
| FR3040435B1 (en) * | 2015-09-02 | 2019-06-21 | Psa Automobiles Sa. | METHOD FOR ANTICIPATED OPENING OF DISCHARGE VALVE FOR THERMAL MOTOR TURBOCOMPRESS |
| DE102016116551B4 (en) | 2016-09-05 | 2024-01-11 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Flange for an exhaust gas turbocharger, exhaust gas turbocharger and motor vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53146026A (en) * | 1977-05-26 | 1978-12-19 | Nissan Motor Co Ltd | Internal combustion engine with supercharging pressure controller |
| US4222703A (en) * | 1977-12-13 | 1980-09-16 | Pratt & Whitney Aircraft Of Canada Limited | Turbine engine with induced pre-swirl at compressor inlet |
-
1980
- 1980-05-28 JP JP7109980A patent/JPS56167813A/en active Pending
-
1981
- 1981-05-25 DE DE3120739A patent/DE3120739C2/en not_active Expired
- 1981-05-28 GB GB8116221A patent/GB2077354A/en not_active Withdrawn
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| EP0123515A1 (en) * | 1983-04-22 | 1984-10-31 | The Garrett Corporation | Compressor apparatus |
| US5172857A (en) * | 1987-03-17 | 1992-12-22 | J. Eberspacher | Combustion air blower for an auxiliary heater for a motor vehicle |
| GB2232206A (en) * | 1989-03-17 | 1990-12-05 | Eberspaecher J | Air blower |
| GB2246395A (en) * | 1990-07-26 | 1992-01-29 | Garrett Automotive Limited | Noise attenuation in a turbocharger |
| GB2268228A (en) * | 1992-06-24 | 1994-01-05 | Rover Group | A compressor surge control system. |
| GB2301149A (en) * | 1995-05-25 | 1996-11-27 | Tochigi Fuji Sangyo Kk | Rotary positive displacement supercharger |
| GB2301149B (en) * | 1995-05-25 | 1997-08-27 | Tochigi Fuji Sangyo Kk | Rotary positive displacement supercharger |
| EP0764775A1 (en) * | 1995-09-21 | 1997-03-26 | MC Micro Compact Car Aktiengesellschaft | Internal combustion engine having a turbocharger |
| WO1998040613A1 (en) * | 1997-03-11 | 1998-09-17 | Adrian Graham Alford | Device for improving turbocharger dynamic characteristics |
| EP1178191A3 (en) * | 2000-08-04 | 2003-03-19 | Bayerische Motoren Werke Aktiengesellschaft | Exhaust gas turbocharger for internal combustion engines |
| WO2004031556A1 (en) * | 2002-09-27 | 2004-04-15 | Robert Bosch Gmbh | Device for compressing combustion air wit an integrated bypass device |
| WO2005026512A1 (en) * | 2003-09-01 | 2005-03-24 | Robert Bosch Gmbh | Device for compressing combustion air |
| EP1548250A1 (en) * | 2003-12-24 | 2005-06-29 | Renault s.a.s. | Internal combustion engine with controlled supercharging and method for controlling the supercharging |
| FR2864579A1 (en) * | 2003-12-24 | 2005-07-01 | Renault Sas | INTERNAL COMBUSTION ENGINE WITH PILOTED SUPERVISION AND METHOD OF CONTROLLING OVER-POWERING |
| EP1659292A3 (en) * | 2004-11-20 | 2010-02-24 | Bayerische Motoren Werke Aktiengesellschaft | Turbocharger |
| FR2879689A1 (en) * | 2004-12-17 | 2006-06-23 | Renault Sas | DEVICE FOR SUPPLYING AN INTERNAL COMBUSTION ENGINE COMPRISING A DISCHARGE CIRCUIT AND A SHOCK ABSORBER OF THE TURBOCHARGER PULSATIONS |
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| DE102007024584A1 (en) * | 2007-05-25 | 2008-12-04 | Audi Ag | Supercharging device for internal combustion engine of motor vehicle, has control units e.g. non-return valve and bypass flap for blocking back flow of turbocharger air to compressor, where control units are arranged directly in compressor |
| DE102007024584B4 (en) * | 2007-05-25 | 2010-06-02 | Audi Ag | Device for charging internal combustion engines |
| US8926264B2 (en) | 2009-12-16 | 2015-01-06 | Piller Industrieventilatoren Gmbh | Turbo compressor having a flow diversion channel |
| WO2011082942A3 (en) * | 2009-12-16 | 2011-12-01 | Piller Industrieventilatoren Gmbh | Turbo compressor |
| CN102859143A (en) * | 2010-04-27 | 2013-01-02 | 博格华纳公司 | Compressor of an exhaust-gas turbocharger |
| US9476351B2 (en) * | 2011-05-17 | 2016-10-25 | Ihi Corporation | Recirculation valve and turbocharger |
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| CN102748123B (en) * | 2012-06-27 | 2014-07-30 | 北京航空航天大学 | Anti-surge control device of turbocharger of aviation piston engine |
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| WO2016074752A1 (en) * | 2014-11-14 | 2016-05-19 | Audi Ag | Supercharger device for an internal combustion engine, corresponding internal combustion engine, and method for operating an internal combustion engine |
| US10774731B2 (en) | 2015-08-11 | 2020-09-15 | Bayerische Motoren Werke Aktiengesellschaft | Compressor of a turbocharger having an air recirculation valve and turbocharger and motor vehicle having such a compressor |
| CN111836953A (en) * | 2018-07-06 | 2020-10-27 | 三菱重工发动机和增压器株式会社 | Centrifugal compressor and turbocharger |
| EP3736419A4 (en) * | 2018-07-06 | 2021-01-06 | Mitsubishi Heavy Industries Engine & Turbocharger, Ltd. | Centrifugal compressor and turbocharger |
| US11378089B2 (en) | 2018-07-06 | 2022-07-05 | Mitsubishi Heavy Industries Engine & Turbocharger, Ltd. | Centrifugal compressor and turbocharger |
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Also Published As
| Publication number | Publication date |
|---|---|
| JPS56167813A (en) | 1981-12-23 |
| DE3120739C2 (en) | 1983-10-13 |
| DE3120739A1 (en) | 1982-03-18 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |