JP2014227930A - Turbine housing of turbocharger - Google Patents

Turbine housing of turbocharger Download PDF

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Publication number
JP2014227930A
JP2014227930A JP2013108662A JP2013108662A JP2014227930A JP 2014227930 A JP2014227930 A JP 2014227930A JP 2013108662 A JP2013108662 A JP 2013108662A JP 2013108662 A JP2013108662 A JP 2013108662A JP 2014227930 A JP2014227930 A JP 2014227930A
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JP
Japan
Prior art keywords
turbocharger
exhaust
air
turbine housing
passage
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Pending
Application number
JP2013108662A
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Japanese (ja)
Inventor
淳 中垣
Atsushi Nakagaki
淳 中垣
Original Assignee
トヨタ自動車株式会社
Toyota Motor Corp
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Application filed by トヨタ自動車株式会社, Toyota Motor Corp filed Critical トヨタ自動車株式会社
Priority to JP2013108662A priority Critical patent/JP2014227930A/en
Publication of JP2014227930A publication Critical patent/JP2014227930A/en
Pending legal-status Critical Current

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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01DNON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D17/00Regulating or controlling by varying flow
    • F01D17/10Final actuators
    • F01D17/105Final actuators by passing part of the fluid
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F02B37/025Multiple scrolls or multiple gas passages guiding the gas to the pump drive
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12Control of the pumps
    • F02B37/18Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F02B37/183Arrangements of bypass valves or actuators therefor
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02CGAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C6/00Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas- turbine plants for special use
    • F02C6/04Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output
    • F02C6/10Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output supplying working fluid to a user, e.g. a chemical process, which returns working fluid to a turbine of the plant
    • F02C6/12Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02CGAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/16Control of working fluid flow
    • F02C9/18Control of working fluid flow by bleeding, bypassing or acting on variable working fluid interconnections between turbines or compressors or their stages
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05DINDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00Application
    • F05D2220/40Application in turbochargers
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05DINDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2260/00Function
    • F05D2260/80Diagnostics
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Improving ICE efficiencies

Abstract

PROBLEM TO BE SOLVED: To provide a turbine housing 24 of a turbocharger 20 to which an exhaust passage (10) provided with an air-fuel ratio sensor 66 of an internal combustion engine 1 is connected, and which suppresses diffusion of exhaust gas exhausted in swirl from an exit 24c of the turbine housing 24 into the exhaust passage (10).SOLUTION: An exit 24c of an exhaust passage (10) of a turbocharger 20 is provided with an air-fuel ratio sensor 66. A convex part 24e is provided in a circumferential predetermined area closer to the exit 24c so that exhaust gas exhausted in swirl from the exit 24c into the exhaust passage (10) by a turbine wheel 21 of the turbocharger 20 is discharged with its diffusion suppressed.

Description

  The present invention relates to a turbine housing of a turbocharger. More specifically, the present invention relates to a turbine housing suitable for diagnosing an abnormality in air-fuel ratio variation between cylinders based on an output of an air-fuel ratio sensor arranged in an exhaust passage connected to an outlet of a turbine housing of a turbocharger.

  Conventionally, in a multi-cylinder internal combustion engine (engine) with a turbocharger, the air-fuel ratio between cylinders may vary (A / F imbalance). When the degree of variation in the air-fuel ratio between the cylinders is small, it can be absorbed by air-fuel ratio feedback control. However, if the degree of variation in the air-fuel ratio between cylinders increases, the exhaust emission deteriorates.

  For example, Patent Documents 1 and 2 describe that it is possible to diagnose an abnormality in air-fuel ratio variation between cylinders based on the output of an air-fuel ratio sensor (also referred to as an A / F sensor) installed in an exhaust passage. In Patent Documents 1 and 2, in a configuration including a bypass passage that bypasses the turbine wheel and a waste gate valve that opens and closes the bypass passage, an air-fuel ratio sensor is disposed downstream of the turbine wheel of the turbocharger. Yes.

JP 2012-241545 A JP 2011-185159 A

  In the above Patent Documents 1 and 2, considering that the detection accuracy tends to decrease when the air-fuel ratio sensor is arranged downstream of the turbine wheel of the turbocharger, in the case of the above Patent Document 1, bypassing is performed. Exhaust gas passing through the passage is directly applied to the air-fuel ratio sensor, and in Patent Document 2 described above, abnormality of the variation in the air-fuel ratio between cylinders is diagnosed based on the output of the air-fuel ratio sensor when the waste gate valve is opened. ing.

  By the way, in Patent Documents 1 and 2 above, since abnormality diagnosis of the air-fuel ratio variation between cylinders can be performed only when the waste gate valve is open, there is room for improvement, for example, it can be said that the frequency of abnormality diagnosis is low. .

  In view of such circumstances, the present invention provides a turbine housing of a turbocharger to which an exhaust passage in which an air-fuel ratio sensor of an internal combustion engine is disposed is connected to the exhaust passage from an outlet of the turbocharger. The purpose is to suppress the diffusion of exhaust gas discharged.

  The present invention relates to a turbine housing of a turbocharger to which an exhaust passage in which an air-fuel ratio sensor of an internal combustion engine is arranged, wherein the air-fuel ratio sensor is arranged in the exhaust passage at the outlet of the turbocharger. A convex portion that guides the exhaust gas to be sent out from the outlet to the exhaust passage while suppressing the diffusion of exhaust gas that is exhausted while turning by the turbine wheel of the turbocharger. It is provided.

  With this configuration, it is possible to suppress the diffusion of exhaust gas that is exhausted while turning from the outlet of the turbine housing to the exhaust passage. As a result, it is possible to suppress a decrease in the flow rate of the exhaust gas discharged while turning from the outlet to the exhaust passage, so that the exhaust gas having a high flow rate continuously hits the air-fuel ratio sensor. As a result, the output value of the air-fuel ratio sensor becomes stable. Therefore, when the turbine housing of the present invention is used, it is possible to accurately diagnose abnormality of the air-fuel ratio variation between cylinders.

  Preferably, in the turbine housing, a linear passage along the rotation center axis of the turbine wheel is provided on the downstream side of the turbine wheel, and a cylindrical portion having a large diameter is provided further downstream of the linear passage. A central axis of the large-diameter cylindrical portion is decentered parallel to the central axis of the linear passage, and the convex portion is provided in a region near the linear passage in the large-diameter cylindrical portion. It has been.

  Here, the formation position of the convex portion is specified. The reason why it becomes possible to suppress the diffusion of the exhaust gas flowing while the convex portion turns by this specification.

  That is, in the process of traveling the straight passage, the exhaust gas flows while turning without increasing the turning radius. However, when the exhaust gas travels from the straight passage to the large-diameter cylindrical portion, the convexity temporarily If the portion is not provided, the turning radius of the exhaust gas is likely to expand.

  However, when the convex portion is provided as in the present invention, the exhaust gas collides with the convex portion when the exhaust gas advances from the linear passage to the large-diameter cylindrical portion. This makes it difficult to expand the turning radius.

  The present invention relates to a turbine housing of a turbocharger to which an exhaust passage in which an air-fuel ratio sensor of an internal combustion engine is disposed is connected, and the exhaust gas discharged while turning from the outlet of the turbocharger to the exhaust passage. It becomes possible to suppress diffusion.

  As a result, it is possible to suppress a decrease in the flow rate of the exhaust gas discharged while turning from the outlet to the exhaust passage, so that the exhaust gas having a fast flow rate hits the air-fuel ratio sensor. As a result, the output value of the air-fuel ratio sensor becomes stable. Therefore, when the turbine housing of the present invention is used, it is possible to accurately perform abnormality diagnosis of the inter-cylinder air-fuel ratio variation. Can contribute to improvement.

1 is a diagram showing a schematic configuration of an embodiment of a multi-cylinder internal combustion engine with a turbocharger to which the present invention is applied. It is sectional drawing which expands and shows typically a turbine housing and its periphery in FIG. It is an enlarged view which shows typically the mode of the exhaust gas which passes the turbine housing of FIG. It is a perspective view which shows the state which made the lower side of the turbine housing of FIG. 2 the fracture surface. FIG. 3 is a cross-sectional view taken along line (5)-(5) in FIG. 2. FIG. 5 is an internal perspective view schematically showing the flow of exhaust gas when viewed from the direction of arrow (6) in FIG. 4. It is a comparative example of this embodiment, and is a figure corresponding to FIG.

  BEST MODE FOR CARRYING OUT THE INVENTION Best modes for carrying out the present invention will be described in detail below with reference to the accompanying drawings.

  1 to 6 show an embodiment of the present invention. The internal combustion engine (engine 1) exemplified in this embodiment has four in-line cylinders, but the number of cylinders and the engine type are not particularly limited.

  The engine 1 includes an intake manifold 2 for distributing and supplying intake air to the cylinders # 1 to # 4, and an exhaust manifold 3A for collecting exhaust gas discharged from the cylinders # 1 to # 4. 3B is attached.

  An intake pipe 4 for taking in air from the atmosphere is connected to the intake manifold 2. An air cleaner 5 is attached to the inlet of the intake pipe 4. A portion where the intake manifold 2 and the intake pipe 4 are combined corresponds to an “intake passage”.

  A throttle valve 6 for adjusting the intake air amount of the engine 1 is provided upstream of the intake manifold 2 in the intake flow direction. The throttle valve 6 is operated by a throttle motor 6a and an electronic control unit (ECU) 50. The engine 1 is provided with an injector (fuel injection valve) 7 that directly injects fuel into each of the cylinders # 1 to # 4, and an ignition plug 8 and the like.

  The first exhaust manifold 3A is connected to the exhaust ports of, for example, the first cylinder # 1 and the fourth cylinder # 4 of the engine 1, and the second exhaust manifold 3B is, for example, the second cylinder # 2 of the engine 1. And it is connected to each exhaust port of the third cylinder # 3. Each of the exhaust manifolds 3A and 3B has a shape in which the upstream side is bifurcated and gathers on the downstream side to form one, that is, a 2-in-1 shape.

  A turbocharger 20 is attached to the downstream side of the two exhaust manifolds 3A and 3B.

  The turbocharger 20 supercharges intake outside air (fresh air) using exhaust pressure and supplies it to the engine 1, and includes at least a turbine wheel 21, a compressor impeller 22, and the like.

  The basic operation of the turbocharger 20 is that the turbine wheel 21 is rotated by the energy of the exhaust gas discharged from the engine 1 to the exhaust manifolds 3A and 3B, and the compressor impeller 22 is rotated integrally therewith. As a result, the air sucked into the intake pipe 4 is supercharged and forcibly sent into the combustion chambers of the cylinders # 1 to # 4 of the engine 1. The air supercharged by the compressor impeller 22 is cooled by the intercooler 9. The intercooler 9 is installed downstream of the compressor impeller 22 in the intake pipe 4 in the intake flow direction.

  The turbine wheel 21 is rotatably provided in the turbine housing 24. The exhaust introduction port of the turbine housing 24 is divided into two inside, and the downstream sides of the two exhaust manifolds 3A and 3B are individually connected to the exhaust introduction ports. The turbocharger 20 that employs the turbine housing 24 in which the exhaust introduction port is divided into two is referred to as a so-called “twin scroll type”.

  The compressor impeller 22 is provided in a compressor housing 25 installed in the middle of the intake pipe 4. The compressor impeller 22 is attached to a turbine shaft 23 that is integral with the turbine wheel 21. Thereby, the turbine wheel 21 and the compressor impeller 22 rotate integrally.

  An exhaust pipe 10 for discharging exhaust gas to the atmosphere is connected to the downstream side of the turbine housing 24. The exhaust pipe 10 is a part called “elbow”, and has a shape such that it goes straight along the discharge direction of the exhaust gas sent out from the turbine wheel 21 and then bends approximately 90 degrees and extends substantially downward in the vertical direction. For example, it is formed in an “L-shape opposite in the opposite direction”.

  A catalyst 11 for purifying the exhaust gas is provided at the downward portion of the exhaust pipe 10.

  Since the diameter of the catalyst 11 is set larger than the diameter of the downward portion of the exhaust pipe 10, the downward portion of the exhaust pipe 10 has a cone shape that gradually expands toward the catalyst 11. A portion where the two exhaust manifolds 3A and 3B, the turbine housing 24, and the exhaust pipe 10 are combined corresponds to an “exhaust passage”.

  By the way, although not shown in detail, the ECU 50 has a configuration including a microcomputer including a CPU, a ROM, a RAM, and the like and an input / output interface as is well known. The ECU 50 performs various controls of the engine 1 with reference to various maps stored in the ROM as required based on outputs from various sensors and calculated values obtained by calculation formulas using the output values. Run.

  Examples of the control include various controls of the engine 1 including, for example, fuel injection control (control of injection amount / injection timing) by the injector 7, ignition timing control of the spark plug 8, opening control of the throttle valve 6, etc. There is at least a process for diagnosing an abnormality in the air-fuel ratio variation (A / F imbalance) between cylinders. Examples of the various sensors include a crank position sensor 61, a water temperature sensor 62, an air flow meter 63, an intake air temperature sensor 64, a throttle opening sensor 65, an air-fuel ratio sensor 66, etc. An accelerator opening sensor etc. are mentioned at least. The abnormality diagnosis process of the air-fuel ratio variation between cylinders is performed based on the output of the air-fuel ratio sensor 66.

  The turbocharger 20 of this embodiment is provided with a bypass passage 26 and a waste gate valve (WGV) 27.

  The bypass passage 26 is provided in the turbine housing 24 so that the exhaust gas discharged from the engine 1 bypasses the turbine wheel 21 and is guided to the exhaust pipe 10. That is, the bypass passage 26 is installed in the turbine housing 24 so as to short-circuit the exhaust gas introduction side and the exhaust side.

  The waste gate valve 27 is installed on the discharge port side of the bypass passage 26 so as to be openable and closable. By adjusting the opening of the bypass passage 26 with the waste gate valve 27, the amount of exhaust gas bypass can be adjusted. it can. By adjusting the exhaust gas bypass amount, for example, the supercharging pressure can be controlled, and it can be used when the catalyst 11 is activated quickly after the engine 1 is cold started. become.

  The waste gate valve 27 is formed, for example, as a circular and plate-like member, and a predetermined outer peripheral position thereof is attached to the support shaft 28 so as to rotate together. The spindle 28 is rotationally driven by an appropriate driving device (not shown), so that the waste gate valve 27 adjusts the opening degree of the bypass passage 26.

  As shown in FIG. 2, a linear passage 24 a along the rotation center axis 100 of the turbine wheel 21 is provided on the downstream side of the turbine wheel 21 in the turbine housing 24, and the downstream side of the linear passage 24 a. Is provided with a cylindrical portion 24b having a large diameter. The large diameter cylindrical portion 24b is formed in a cylindrical shape in this embodiment.

  The central axis 300 of the large diameter cylindrical portion 24b is eccentric in parallel or substantially parallel to the central axis 200 of the linear passage 24a. The opening of the large diameter cylindrical portion 24 b becomes the outlet 24 c of the turbine housing 24. A discharge port of the bypass passage 26 described above is provided in a wall portion 24d along the radial direction between the straight passage 24a and the large diameter cylindrical portion 24b.

  The exhaust gas discharged from the straight passage 24 a flows straight while turning in the discharge direction, and is set so that the exhaust gas hits the detection portion of the air-fuel ratio sensor 66. The air-fuel ratio sensor 66 is provided so as to pierce a region where the corner portion of the large-diameter cylindrical portion 24b of the turbine housing 24 is depressed.

  By the way, the exhaust gas sent out by the turbine wheel 21 of the turbocharger 20 flows while turning while passing through the straight passage 24a. In the turbine housing 24, a large-diameter cylindrical portion 24b is provided downstream of the straight passage 24a. For example, as shown in the comparative example of FIG. 7, the turning radius of the exhaust gas flowing while turning in the straight passage 24a expands by entering the large-diameter cylindrical portion 24b, and further gradually exhausts toward the outlet 24c. The turning radius of the gas is increased.

  Accordingly, in order to guide the exhaust gas flowing while turning from the outlet 24c of the turbine housing 24 to the exhaust pipe 10 while suppressing the spread (diffusion) of the turning radius of the exhaust gas, the predetermined diameter of the large-diameter cylindrical portion 24b of the turbine housing 24 is determined. A convex part 24e is provided in the region.

  Specifically, as shown in FIG. 3 to FIG. 5, the convex portion 24 e is provided in a region near the straight passage 24 a in the large-diameter cylindrical portion 24 b of the turbine housing 24 and in a predetermined circumferential region. The convex portion 24e is provided so as to protrude radially inward from the inner peripheral surface of the large diameter cylindrical portion 24b.

  The convex portion 24e has a portion 24f along the axial direction and a portion 24g along the circumferential direction so as to be continuous with the linear passage 24a in the large diameter cylindrical portion 24b. That is, the convex portion 24e is like a wall extending the straight passage 24a to the large diameter cylindrical portion 24b.

  As described above, in the embodiment to which the present invention is applied, the following unique and excellent actions and effects can be obtained.

  As schematically shown in FIG. 3, the exhaust gas sent to the straight passage 24a by the turbine wheel 21 heads toward the outlet 24c while turning at a substantially constant turning radius. When the process proceeds to the large-diameter cylindrical portion 24b, the exhaust gas hits the convex portion 24e, so that the turning radius of the exhaust gas is difficult to expand as schematically shown in FIGS.

  As a result, the exhaust gas flowing while turning from the outlet 24c of the turbine housing 24 to the exhaust pipe 10 can be sent out while suppressing the expansion (diffusion) of the turning radius of the exhaust gas. That is, the flow rate of the exhaust gas discharged from the turbine housing 24 to the exhaust pipe 10 is unlikely to decrease, so that the exhaust gas having a high flow rate continuously hits the air-fuel ratio sensor 66. As a result, the output value of the air-fuel ratio sensor 66 becomes stable. Therefore, when the turbine housing 24 is used, the ECU 50 can accurately perform abnormality diagnosis of the variation in the air-fuel ratio between the cylinders.

  In addition, this invention is not limited only to the said embodiment, It can change suitably in the range equivalent to the claim and the said range.

  (1) The engine 1 to which the exhaust device described in the above embodiment is applied is not limited to a gasoline engine, and may be a diesel engine.

  (2) In the above embodiment, the turbocharger 20 to which the turbine housing 24 of the present invention is applied is described as an example in which the bypass passage 26 and the waste gate valve 27 are provided, but the present invention is limited to this. For example, the turbocharger 20 to which the turbine housing 24 of the present invention is applied may be configured such that the bypass passage 26 and the waste gate valve 27 are not provided.

  The present invention can be suitably used for a turbine housing of a turbocharger to which an exhaust passage in which an air-fuel ratio sensor of an internal combustion engine is disposed is connected.

1 engine (internal combustion engine)
3A 1st exhaust manifold (part of exhaust passage)
3B 2nd exhaust manifold (part of exhaust passage)
10 Exhaust pipe (part of exhaust passage)
20 Turbocharger 21 Turbine wheel 24 Turbine housing 24a Straight passage of turbine housing 24b Large diameter cylindrical portion of turbine housing 24c Outlet of turbine housing 24d Wall portion along radial direction of turbine housing 24e Convex portion of turbine housing 24f Convex portion A portion along the axial direction 24g A portion along the circumferential direction of the convex portion 26 Bypass passage 27 Waste gate valve 66 Air-fuel ratio sensor

Claims (2)

  1. A turbine housing of a turbocharger to which an exhaust passage in which an air-fuel ratio sensor of an internal combustion engine is arranged is connected,
    The air-fuel ratio sensor is disposed in the exhaust passage at the outlet of the turbocharger;
    A convex portion that guides the exhaust gas to be sent out from the outlet to the exhaust passage while suppressing the diffusion of exhaust gas exhausted while turning by the turbine wheel of the turbocharger is provided in a predetermined circumferential direction region near the outlet. A turbine housing for a turbocharger, characterized in that:
  2. The turbocharger turbine housing according to claim 1,
    On the downstream side of the turbine wheel, a linear passage along the rotation center axis of the turbine wheel is provided, and on the further downstream side of the linear passage, a cylindrical portion having a large diameter is provided,
    The central axis of the large-diameter cylindrical portion is eccentric in parallel to the central axis of the linear passage,
    The turbine housing of a turbocharger, wherein the convex portion is provided in a region near the straight passage in the large-diameter cylindrical portion.
JP2013108662A 2013-05-23 2013-05-23 Turbine housing of turbocharger Pending JP2014227930A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2013108662A JP2014227930A (en) 2013-05-23 2013-05-23 Turbine housing of turbocharger

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013108662A JP2014227930A (en) 2013-05-23 2013-05-23 Turbine housing of turbocharger
PCT/IB2014/000733 WO2014188245A2 (en) 2013-05-23 2014-05-15 Turbine housing of turbosupercharger

Publications (1)

Publication Number Publication Date
JP2014227930A true JP2014227930A (en) 2014-12-08

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JP2013108662A Pending JP2014227930A (en) 2013-05-23 2013-05-23 Turbine housing of turbocharger

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WO (1) WO2014188245A2 (en)

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JP2016173041A (en) * 2015-03-16 2016-09-29 マツダ株式会社 Exhaust device for engine

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US10690052B2 (en) 2017-05-19 2020-06-23 GM Global Technology Operations LLC Turbocharger assembly
GB2564838A (en) * 2017-06-15 2019-01-30 Cummins Ltd Turbine
JP2019124159A (en) * 2018-01-16 2019-07-25 トヨタ自動車株式会社 Exhaust structure of internal combustion engine

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JPH0925841A (en) * 1995-07-11 1997-01-28 Aichi Mach Ind Co Ltd Exhaust manifold
JPH1113468A (en) * 1997-06-26 1999-01-19 Suzuki Motor Corp Exhaust manifold structure
JP2007247560A (en) * 2006-03-16 2007-09-27 Toyota Motor Corp Internal combustion engine
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FR2728937A1 (en) * 1994-12-28 1996-07-05 Aisin Seiki Valve valve structure for turbocharger
JP2011185159A (en) 2010-03-09 2011-09-22 Denso Corp Abnormality diagnosing device of internal combustion engine with supercharger
US9021802B2 (en) * 2010-08-26 2015-05-05 Honeywell International Inc. Turbine housing assembly with wastegate
JP5246284B2 (en) * 2011-03-02 2013-07-24 トヨタ自動車株式会社 Control device for internal combustion engine
JP2012241545A (en) 2011-05-16 2012-12-10 Toyota Motor Corp Exhaust device of engine
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JPH0925841A (en) * 1995-07-11 1997-01-28 Aichi Mach Ind Co Ltd Exhaust manifold
JPH1113468A (en) * 1997-06-26 1999-01-19 Suzuki Motor Corp Exhaust manifold structure
JP2007247560A (en) * 2006-03-16 2007-09-27 Toyota Motor Corp Internal combustion engine
JP2011208586A (en) * 2010-03-30 2011-10-20 Toyota Motor Corp Exhaust manifold

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016173041A (en) * 2015-03-16 2016-09-29 マツダ株式会社 Exhaust device for engine

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Publication number Publication date
WO2014188245A2 (en) 2014-11-27
WO2014188245A3 (en) 2015-01-22

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