RU151183U1 - INFLATED COMBUSTION ENGINE - Google Patents

Abstract

1. A supercharged internal combustion engine containing a radial turbine (1) with liquid cooling, containing a turbine housing (2), in which an impeller (3) is located, mounted on a rotating shaft (4), in which a flow channel (5) carrying exhaust gases, continues in a spiral around the impeller (3) in the turbine housing (2), starting from the exhaust gas inlet (51), the turbine housing (2) contains at least one refrigerant channel (61) embedded in the housing ( 2) turbines, to form a liquid cooling system (6), wherein at least one coolant channel (61) passes through the reed projection (21) of the housing formed by the turbine housing (2) at the end of the flow channel (5) carrying the exhaust gases. 2. A supercharged internal combustion engine according to claim 1, wherein at least one coolant channel (61) extends parallel to the axis of rotation (41) of the impeller (3) at least in some portion or portions. A supercharged internal combustion engine according to claim 1, wherein at least one coolant passage (61) extends in a straight line at least in some portion or portions. A supercharged internal combustion engine according to claim 1, wherein at least one coolant duct (61) exits the turbine housing (2) at at least one point. A supercharged internal combustion engine according to claim 1, wherein the radial turbine (1) is part of an exhaust-driven turbocharger. A supercharged internal combustion engine according to claim 1, which is equipped with a cooling circuit to form a liquid cooling system, wherein at least one refrigerant channel (61) is integrated in the housing

Description

FIELD OF TECHNOLOGY TO WHICH A USEFUL MODEL IS

The invention relates to a supercharged internal combustion engine comprising a liquid-cooled radial turbine, comprising a turbine housing in which a blade wheel is mounted mounted on a rotating shaft, wherein

a flow channel carrying exhaust gases extends in a spiral around the impeller in the turbine housing, starting from the exhaust inlet, and

the turbine housing comprises at least one refrigerant channel integrated in the turbine housing to form a liquid cooling system.

BACKGROUND

Internal combustion engines have a cylinder block and a cylinder head, which are attached to each other to form cylinders. During exhaust and refilling, gaseous combustion products are ejected through the outlet openings, and the cylinders are filled through the inlet openings. According to the prior art, exhaust lines adjacent to the cylinder bores are at least partially integrated into the cylinder head and combined to form a single common exhaust line or a plurality of common exhaust lines. The union of the exhaust manifolds to form a common exhaust manifold is referred to as an exhaust manifold.

Downstream of at least one manifold, the exhaust gases are then often fed into a radial turbine, such as a turbocharger turbine driven by exhaust gases, and, if appropriate, are passed through one or more exhaust after-treatment systems.

The cost of producing a turbine is relatively high because the material — often a nickel-containing material — used for a turbine housing that is subjected to high heat loads is expensive, especially compared to a material preferably used for a cylinder head, such as aluminum. This is not only material costs, which are high, but also the costs of machining these materials used for the turbine housing.

From what has been stated above, it follows that it would be useful in terms of costs if it were possible to provide a turbine that could be made from less expensive material, such as gray cast iron or aluminum.

The use of aluminum would also be beneficial with respect to the weight of the turbine, especially if it is taken into account that the location of the turbine close to the engine can lead to a relatively large volume case, since connecting the turbine and the cylinder head by means of a flange and bolts requires a large turbine inlet area due to the required access for the assembly tool and limited space conditions. A high volume case is associated with a correspondingly high weight. The advantage in weight of aluminum over a material capable of withstanding high loads, therefore, is obvious, especially in the case of a turbine located close to the engine, due to the relatively large amount of material used.

Especially in the case of supercharged internal combustion engines by means of exhaust-driven turbochargers, the challenge is to assemble the exhaust-driven turbocharger turbine as close to the engine as possible, i.e. close to the exhaust openings of the cylinders so as to be capable of making optimal use of the exhaust gas enthalpy of hot exhaust gases, which is ultimately determined by the pressure of the exhaust gases and the temperature of the exhaust gases, and to guarantee quick response from a turbocharger. Here, the greatest possible integration of the exhaust manifold into the cylinder head may be useful.

In order to be able to use less expensive materials for the production of a turbine, the turbine of the prior art is equipped with a cooling system, for example, a liquid cooling system, which greatly reduces the heat load of the turbine or turbine housing from incandescent exhaust gases, and hence makes it possible to use materials that are less resistant to thermal stress.

In general, the turbine housing is equipped with a cooling jacket to form a cooling system. In the prior art, concepts are disclosed in which the casing is a cast and the cooling jacket is performed as an integral component of the monolithic casing during the casting process, and concepts in which the casing has a modular design in which a cavity that serves as the cooling jacket is formed in build progress.

A turbine made in accordance with the last mentioned concept, for example, is described in DE 102008011257 A1 (publ. 09/10/2009, IPC F01D 25/14, F01D 25/24), and is selected as a prototype for this utility model. The liquid cooling system of the turbine is formed by providing the shell of the real turbine housing so that a cavity into which refrigerant can be introduced is formed between the housing and at least one shell element, which is located at a certain distance. The case to which the shell has been added, in this case, includes a cooling jacket.

In EP 1384857 A2 (publ. 28.01.2004, IPC F01D 25/14, F01D 25/26) a turbine is disclosed in a similar manner, the casing of which is equipped with a cooling jacket.

DE 102007017973 A1 (publ. 24.02.2008, IPC F01D 25/12, F02C 7/12) describes a steam jacketed turbine jacket.

Due to the high specific heat capacity of the liquid, in particular water, which is commonly used, large amounts of heat can be removed from the housing by liquid cooling. Heat is released to the refrigerant within the enclosure and is carried away with the refrigerant. The heat released to the refrigerant is then removed again from the refrigerant on the heat exchanger.

In principle, it is possible to equip the turbine liquid cooling system with a separate heat exchanger or, instead, in the case of a liquid-cooled internal combustion engine, using a heat exchanger of the engine cooling system, that is, a heat exchanger of another liquid cooling system. The latter requires only proper connections between the two circuits.

However, in this context, it should be appreciated that the amount of heat that must be absorbed by the refrigerant in the turbine can be 40 kW or more if materials that have low resistance to thermal loads, such as aluminum, are used to make the case. The removal of such a large amount of heat from the refrigerant in the heat exchanger and its dispersal into the environment through an air stream is problematic.

Admittedly, modern motor vehicle drives are equipped with powerful fan motors to supply heat exchangers with the mass air flow required for a sufficiently high heat transfer. However, another parameter that is crucial for heat transfer, namely, the surface area made available for heat transfer, cannot be made arbitrarily large or increased as desired, since the space contained in the area in front of the vehicle in which the heat exchanger is preferably located is limited.

In addition to a heat exchanger for cooling the engine, modern motor vehicles often have additional heat exchangers, mainly cooling devices. A charge air cooler is often located on the intake side of a supercharged internal combustion engine in order to cool the compressed charge air and achieve improved cylinder filling. To comply with the maximum allowable oil temperature, heat dissipation through the oil pan, due to thermal conductivity and natural convection, is often not enough, and therefore, in some cases, an oil cooler, preferably an oil-cooled oil cooler, is provided.

Modern internal combustion engines, in addition, are more and more equipped with exhaust gas recirculation. Exhaust gas recirculation is a measure that counteracts the formation of nitrogen oxides. In order to achieve a significant reduction in nitrogen oxide emissions, high rates of exhaust gas recirculation are required, making extensive cooling of the exhaust gases to be recirculated, that is, increasing the density of the exhaust gases by cooling, inevitable. Additional coolers may be provided, for example, for cooling transmission oil in automatic transmissions and / or for cooling hydraulic fluids, in particular hydraulic oil, which is used in the context of hydraulic adjusting devices, or for enhancing steering. The air conditioning condenser of the air conditioning system is also a heat exchanger, which must dissipate heat into the environment during operation, that is, it requires a sufficiently high air flow, and therefore, must be located in the front area.

Due to the very limited space in the front area and the large number of heat exchangers, it may not be possible to set the dimensions of the individual heat exchangers in some way that meets the requirements.

In fact, it is not possible to arrange a sufficiently large heat exchanger for liquid cooling the turbine in the front region to be able to dissipate the large amounts of heat that occur when using materials that are less resistant to thermal loads.

In the constructive configuration of the cooled turbine, there is a need for a compromise between the cooling capacity and the material, the fundamental goal is to cool the turbine to the extent actually required by the material, in order to make optimal use of the exhaust enthalpy of hot exhaust gases, which, in to a large extent, determined by the temperature of the exhaust gases, among other factors.

Subject to what has been stated, the purpose of this utility model is to provide a supercharged internal combustion engine comprising a liquid-cooled radial turbine in accordance with the preamble of paragraph 1 of the utility model formula, which is optimized for a turbine, in particular regarding material and turbine cooling.

ESSENCE OF A USEFUL MODEL

This problem is solved by a supercharged internal combustion engine containing a liquid-cooled radial turbine, comprising a turbine housing in which a blade wheel mounted on a rotating shaft is located, wherein

a flow channel carrying exhaust gases extends in a spiral around the impeller in the turbine housing, starting from the exhaust inlet, and

the turbine housing comprises at least one refrigerant channel integrated in the turbine housing to form a liquid cooling system,

wherein

at least one refrigerant channel passes through a reed housing protrusion formed by a turbine housing at the end of a flow channel carrying exhaust gases.

According to a utility model, a traditional cooling jacket that completely surrounds, that is, puts the cover on, the impeller, is not provided in the turbine housing; in exchange, only a refrigerant channel is provided, which passes through a reed housing protrusion formed in the turbine housing.

The lingual projection of the casing, which plays the role or helps to form the end of the flow channel carrying exhaust gases, and which is located as close as possible to the rotating impeller, is the region of the turbine casing subjected to the highest heat loads. There are several reasons for this at the same time.

On the one hand, the exhaust gases from the internal combustion engine pass the reed tongue of the casing twice, namely, once when it enters the turbine casing, that is, when it enters the flow channel carrying exhaust gases, continuing around the circumference around the impeller, and the second time , at the final entry on the rotating impeller at the end of the flow channel. Therefore, the reed tongue of the casing on both sides is exposed to the hot exhaust gases, and the heat introduced to the reed ledge by the exhaust gases can be dissipated by heat conduction essentially only through a narrow jumper by which the reed ledge is connected to the real turbine housing. The tongue protrusion is subjected to thermal stress by a hot stream of exhaust gases, not only on both sides, namely, at the end of the flow channel and upstream of the flow channel in the turbine inlet region, but also at its free end, which is opposite the impeller and also exposed hot exhaust fumes.

Moreover, the exhaust stream is deflected to a greater or lesser extent by the reed tongue of the housing in order to direct the exhaust gases to the impeller. Here, the exhaust stream hits the reed ledge of the housing and has a velocity component that is perpendicular to the wall of the reed ledge, thereby increasing the heat transfer due to convection, and hence the heat load of the reed ledge of the housing.

For the above reasons, therefore, it is useful to pass at least one refrigerant channel through the reed protrusion of the housing to form a liquid cooling system.

The objective of the utility model is not to cover the impeller with refrigerant over the maximum possible area, and from here, to achieve the greatest possible cooling. In contrast, refrigeration capacity is limited, since only a single refrigerant channel is provided through the reed protrusion of the housing to form a cooling system.

By this measure, the maximum amount of heat that can be dissipated is advantageously reduced or limited. This eliminates the problem of forcing to dissipate very large amounts of heat absorbed by the refrigerant in the turbine housing.

An appropriate material corresponding to moderate cooling capacity should be selected for the manufacture of a turbine housing according to a utility model, namely gray cast iron or cast steel, or the like. Embodiments in which the turbine housing is made of gray cast iron are useful.

On the one hand, the concept according to the utility model makes it possible to dispense with materials with high resistance to thermal loads, in particular, materials containing nickel, for the production of a turbine housing, since according to the utility model it is also correct that the turbine is equipped with a cooling system, which provides temperature reduction and reduces the heat load of the material.

On the other hand, the cooling capacity is not made so large that only materials with low resistance to thermal loads, such as aluminum, could be used.

The utility model procedure eliminates the need to use expensive materials without having to dissipate excessively large amounts of heat in the context of turbine cooling.

This solves the problem underlying the utility model, namely the task of providing a supercharged internal combustion engine comprising a liquid-cooled radial turbine in accordance with the restrictive part of paragraph 1 of the utility model formula, which is optimized for the turbine.

According to a utility model, the turbine is embodied as a radial turbine, that is, the incident flow on the rotor blades is essentially radial. Here, essentially radial means that the velocity component in the radial direction is greater than the axial velocity component. The flow velocity vector crosses the shaft or axis of the turbine, more specifically, at a right angle, if the incident flow is exactly radial. To such an extent, the radial turbine can also be of mixed flow design as long as the velocity component in the radial direction is greater than the velocity component in the axial direction.

In order to allow for a radial free-stream on the rotor blades of the impeller, the exhaust inlet region is often designed as a circumferentially spirally or spiral-wound casing, thereby ensuring that the flow of exhaust gases into the turbine is substantially radial.

Useful embodiments are those in which the turbine housing is a cast. By casting and using the proper internals, it is possible to form a complex structure of the casing in a single operation, and all that is required in this case for the design of the turbine, therefore, is the finishing of the casing and assembly.

Embodiments in which the turbine is a dual-flow turbine that includes an inlet region with two exhaust inlet openings and two flow channels carrying exhaust gases may also be useful, wherein the exhaust lines of the internal combustion engine are preferably connected in groups to the dual-flow turbine in such a way so that exhaust gas flows - if at all - are combined downstream of the turbine. If the exhaust manifolds are grouped in such a way that high pressures, in particular pulsations before exhaustion, can be maintained, a dual-flow turbine is suitable, in particular for pulsed turbocharging, this also makes it possible to achieve high degrees of increase in turbine pressure at low engine speeds.

The radial turbine used can be equipped with variable turbine geometry, allowing extensive adaptation to the corresponding operating points of the internal combustion engine by adjusting the geometry of the turbine or the effective cross section of the turbine. In this arrangement, guide vanes are located in the turbine inlet region to influence flow directions. In contrast to the impeller vanes of a rotating impeller, the guide vanes do not rotate with the turbine shaft. The guide vanes are fixed, however, not completely stationary, but can rotate around their axis, making it possible to influence the incoming flow on the rotor blades.

Additional useful embodiments of a supercharged internal combustion engine are discussed below in accordance with the dependent claims of the utility model.

Embodiments of a supercharged internal combustion engine are useful in which at least one refrigerant channel extends parallel to the axis of rotation of the impeller, at least in some region or regions.

Useful embodiments of a supercharged internal combustion engine in which at least one refrigerant channel extends in a straight line at least in a portion or portions.

Useful embodiments of a supercharged internal combustion engine in which at least one refrigerant channel exits the turbine housing at least at one point.

The above embodiments facilitate the formation of at least one cooling channel as part of the finishing operation, for example by means of completion, wherein the open end of the channel may be sealed with a cap or, alternatively, may serve as an inlet or outlet of a refrigerant.

In this arrangement, the refrigerant channel can be passed selectively in areas that are exposed to particularly high heat loads, with walls delimiting the channel and the cooling areas adjacent to the channel.

Cooling can be improved predominantly by forming a pressure drop on the refrigerant channel, thereby increasing the speed in the channel, which leads to increased heat transfer due to convection. The pressure drop of this variety also offers advantages as a driving force for supplying refrigerant through the duct.

According to a utility model, the internal combustion engine is particularly suitable for turbocharging driven by exhaust gases, in which at least one radial turbine is subjected to particularly high heat loads due to the high temperatures of the exhaust gases, and therefore, cooling the turbine is particularly useful.

Therefore, embodiments are also useful in which the radial turbine is part of an exhaust driven turbocharger.

Supercharging mainly serves to increase the power of the internal combustion engine. In this process, the air required for the combustion process is compressed, thereby allowing more air to flow into each cylinder for each working cycle. As a result, the mass of fuel, and hence the average pressure, can increase.

Supercharging is a suitable means of raising the capacity of an internal combustion engine while keeping the engine displacement unchanged or reducing the engine displacement for the same power. In each case, pressurization leads to an increase in power per unit volume and a more favorable ratio of power to mass. Under the same boundary conditions of the vehicle, the load distribution can thus shift towards higher loads, at which the specific fuel consumption is lower.

Compared to a mechanical supercharger, the advantage of an exhaust-driven turbocharger is that there is no need for a mechanical connection to transfer power between the supercharger and the internal combustion engine. While a mechanical supercharger draws the energy required to drive it directly from an internal combustion engine, an exhaust-driven turbocharger uses the energy of exhaust gases from incandescent exhaust gases.

Embodiments of a supercharged internal combustion engine are useful in which the exhaust manifolds of the cylinders converge within the cylinder head to form at least one integrated exhaust manifold leading to at least one common exhaust manifold.

It should be borne in mind that the fundamental task is to assemble the turbine, in particular, the turbine of a turbocharger driven by exhaust gases, as close as possible to the exhaust of the cylinders in order to be able to optimally use the enthalpy (latent energy) of the exhaust gases from hot exhaust gases, which is decisively determined by the pressure of the exhaust gases and the temperature of the exhaust gases, and to guarantee a quick response from a turbine or turbocharger. Moreover, the distance traveled by the hot exhaust gases into the various exhaust after-treatment systems should be as short as possible in order to give the exhaust gases little time to cool and to ensure that the exhaust after-treatment systems reach their operating temperature or ignition temperature faster, especially after a cold start to an internal combustion engine.

To achieve this, it is advisable to bring the exhaust manifolds together to form at least one integrated exhaust manifold inside the cylinder head. On the one hand, the volume of the line, that is, the volume of the exhaust lines upstream of the turbine, is reduced, thereby improving the response of the turbine. On the other hand, shortened exhaust lines also lead to lower thermal inertia of the exhaust system upstream of the turbine, with the result that the temperature of the exhaust gases at the turbine inlet rises, for this reason, the exhaust gas enthalpy at the turbine inlet is also higher.

Bringing the exhaust manifolds together within the cylinder head, moreover, provides the possibility of a tight arrangement of the drive unit.

However, the cylinder head designed in this way is subject to higher thermal loads than the traditional cylinder head, equipped with an external manifold, and therefore creates an increased need for a cooling system.

The heat released during combustion due to exothermic chemical conversion of the fuel is partially dissipated through the walls delimiting the combustion chamber into the cylinder head and cylinder block and partly through the flow of exhaust gases into adjacent components and the environment. In order to maintain the thermal load of the cylinder head within certain limits, some of the heat flux introduced into the cylinder head must again be diverted from the cylinder head.

Due to the significantly higher heat capacity of liquids relative to air, significantly larger amounts of heat can be dissipated by a liquid cooling system than an air cooling system, for this reason, the cylinder heads of the type in question are preferably equipped with a liquid cooling system.

The liquid cooling system requires that the cylinder head be equipped with at least one cooling jacket, that is, a system of refrigerant channels that carry refrigerant through the cylinder head, requiring a complex structure for the construction of the cylinder head. On the one hand, the strength of the cylinder head, which is subjected to high mechanical and thermal loads, is reduced by the introduction of refrigerant channels. On the other hand, heat should not first be conducted to the surface of the cylinder head in order to dissipate, as in the case of air cooling. Heat is transferred to the refrigerant inside the cylinder head itself. In this case, the refrigerant is supplied by means of a pump located in the cooling circuit, ensuring that it circulates in the jacket of the refrigerant. Thus, the heat released into the refrigerant is carried out from the inside of the cylinder head and is again removed from the refrigerant on the heat exchanger.

The liquid cooling system shows in practice an advantage, especially in the case of a supercharged engine of the kind that forms the subject of this utility model, since the thermal load of supercharged engines is much higher than that of traditional internal combustion engines.

From what has been stated above, it follows that embodiments of a supercharged internal combustion engine in which the cylinder head is equipped with at least one cooling jacket integrated in the cylinder head to form a liquid cooling system are useful.

Useful embodiments of a supercharged internal combustion engine in which at least one cooling jacket integrated in the cylinder head are connected to at least one refrigerant channel of the turbine housing. In this case, the other components and assemblies required for the formation of the cooling circuit, in principle, need only a simple design, since they can be used both for the cooling circuit of the turbine housing and for the cooling circuit of the cylinder head, leading to synergy and significant cost reduction, as well as causing weight loss. Thus, preferably only one pump for supplying refrigerant and a single tank for accumulating refrigerant is provided. The heat generated in the refrigerant in the cylinder head and in the housing can be removed from the refrigerant on a common heat exchanger.

In the case of internal combustion engines that are equipped with a cooling circuit for forming a liquid cooling system, embodiments are generally useful in which at least one refrigerant channel built into the turbine housing is at least connected to the refrigerant circuit of the internal combustion engine.

Useful embodiments of a supercharged internal combustion engine in which the turbine housing comprises at least one additional refrigerant channel integrated in the turbine housing, extending circumferentially around the shaft in the housing, at least in some region or regions, and, moreover, preferably follows the path of the flow channel carrying the exhaust gases, being adjacent to the side or in a circle outside relative to it.

Useful embodiments of a supercharged internal combustion engine in which at least one additional refrigerant channel is connected to at least one refrigerant channel passing through a reed tongue of the housing. Thus, a coupled integral cooling system is formed in the turbine housing.

Useful embodiments of a supercharged internal combustion engine in which a radial turbine is attached on an assembly surface to a bearing housing in which a rotating shaft is mounted.

Useful embodiments of a supercharged internal combustion engine in which the bearing housing comprises at least one cooling jacket integrated in the bearing housing to form a cooling system.

In this context, embodiments of a supercharged internal combustion engine are useful in which at least one cooling jacket is adjacent and spaced apart from the assembly surface.

In the case presented, the minimalist cooling of the turbine housing is complemented by a liquid cooling system provided in the bearing housing. The bearing housing, which serves to receive the shaft of the turbine blade wheel, is attached to the assembly surface of the turbine housing, with the result that the cooling jacket integrated in the bearing housing in a position adjacent and spaced apart from the assembly surface also serves to remove heat from the housing turbines through an assembly surface.

Embodiments of a supercharged internal combustion engine are useful in which at least one cooling jacket integrated in the bearing housing is attached to, or can be connected to, at least one refrigerant channel passing through a reed protrusion of the housing. The cooling jacket of the bearing housing, in this case, can be supplied with refrigerant through the refrigerant channel, or vice versa, ensuring that there is no need to provide any additional refrigerant supply openings and refrigerant removal openings and, moreover, making it possible to dispense with additional refrigerant lines.

Useful embodiments of a supercharged internal combustion engine in which at least one cooling jacket is attached to or may be attached to the refrigerant circuit of the internal combustion engine. The reasons are those described above.

Useful embodiments of a supercharged internal combustion engine in which at least one cooling jacket integrated in the bearing housing extends and is aligned along the impeller, that is, covers the outline of the impeller in the manner of a shirt.

Useful embodiments of a supercharged internal combustion engine in which at least one additional refrigerant channel integrated in the turbine housing are located on a side of the impeller facing away from the bearing housing.

If at least one additional refrigerant channel is located on the side of the impeller wheel, which is facing away from the bearing housing, the turbine flow channel carrying exhaust gases and extending in a spiral around the impeller is cooled on both sides, that is, on both sides of the impeller The bearing housing is equipped with an appropriate cooling system.

However, embodiments of a supercharged internal combustion engine in which at least one additional refrigerant channel extends peripherally around and at a distance from the flow channel carrying exhaust gases may also be useful. This is because the exhaust gases deviate in a circular direction on the outer periphery of the flow channel, for this reason, the heat load due to heat transfer is the largest in this region of the boundary wall on the exhaust side.

Useful embodiments of a supercharged internal combustion engine in which at least one recess is provided in an assembly surface of the turbine housing and / or the bearing housing.

In the present case, at least one recess is provided on the assembly surface, acting as a heat barrier and making it difficult for heat to flow directly between the bearing housing and the turbine housing, and thereby reducing or selectively conducting heat flux, namely, around at least at least one notch. By means of the structural configuration of at least one recess, in particular, its profiling and layout, it is possible to influence the heat fluxes, and hence the temperature distribution in the housing. Thus, it is also possible for the plurality of recesses to be arranged circumferentially around the shaft. The fact that the recess is open on the assembly surface simplifies the formation, that is, the manufacture of the recess, which can be formed together with the body during the casting process or later, by finishing.

At least one recess results in reduced heat flux from areas of the housing that are protected by the recess, for example, between a flow channel carrying exhaust gases and the recess. At the same time, the heat flux is amplified by ribs leading past the recess, for example, from areas of the housing that extend around the periphery around and at a certain distance from the flow channel carrying the exhaust gases, on the outer surface. These are precisely those areas of the turbine housing that are exposed to particularly high heat loads due to the continuous deviation of the exhaust gas flow on the outer periphery of the flow channel.

The implementation of at least one recess also contributes to making the temperature distribution in the housing more uniform, and hence to reducing the temperature drop that usually occurs on the housing in the prior art without having to provide multiple refrigerant channels or design the refrigerant channel as a cooling jacket with a large surface, something like that which would be associated with adversely large amounts of heat that must be dissipated, which should be considered a foundation mentally challenging.

Embodiments of an internal combustion engine are useful in which at least one recess in the turbine housing is opposite the at least one cooling jacket integrated in the bearing housing when viewed parallel to the shaft. In this context, “viewed parallel to the shaft” means viewed in the direction of the line parallel to the shaft.

At least one recess may be filled with air or some other material during assembly.

Useful embodiments of a supercharged internal combustion engine in which a turbine housing comprises only one refrigerant channel extending through a reed protrusion of the housing to form a liquid cooling system. That is, the entire turbine liquid cooling system consists of a single channel.

BRIEF DESCRIPTION OF THE DRAWINGS

The utility model is described in more detail below by way of an illustrative embodiment in accordance with the figure in which:

a radial turbine according to a first embodiment of an internal combustion engine is shown in a section perpendicular to the shaft of a turbine blade wheel.

DESCRIPTION OF PREFERRED EMBODIMENTS FOR USING THE USEFUL MODEL

The figure shows a radial turbine 1 according to the first embodiment of an internal combustion engine in a section perpendicular to the shaft 4 of the impeller 3 of the turbine. The shaft 4 forms the axis of rotation 41 for the impeller 3 of the turbine 1.

The radial turbine 1 comprises a turbine housing 2 in which a blade wheel 3 is located, mounted for rotation on the shaft 4. In order to enable the flow of radial incident flow onto the rotor blades, the exhaust gas input housing 2 is made in the form of a universal spiral housing. Starting from the exhaust inlet 51 formed in the flange 7, the hot exhaust gases flow through the flow channel 5, which extends in a spiral around the impeller 3. The end of the flow channel 3 forms a tongue protrusion 21 of the housing, which, in the present case, is integral part of the casing 2 of the turbine and lasts as much as the outer periphery of the impeller 3.

To form a liquid cooling system 6, the turbine housing 2 comprises an integrated refrigerant channel 61 that extends through the reed protrusion 21 of the housing. The refrigerant channel 61 extends in a straight line and extends parallel to the axis 41 of rotation of the impeller 3. In this case, the channel 61 is made in the housing 2 by drilling.

LIST OF REFERENCE POSITIONS

1 - Radial turbine

2 - Turbine housing

21 - Lingual projection of the housing

3 - impeller

4 - Shaft

41 - Longitudinal axis, axis of rotation

5 - Flow channel carrying exhaust gases

51 - exhaust inlet

6 - Liquid cooling system

61 - refrigerant channel

7 - Flange

Claims (15)

1. A supercharged internal combustion engine comprising a liquid-cooled radial turbine (1), comprising a turbine housing (2) in which a blade wheel (3) is located, mounted on a rotating shaft (4), in which the flow channel (5) carrying the exhaust gases continues in a spiral around the impeller (3) in the turbine housing (2), starting from the inlet (51) for exhaust gases, and the turbine housing (2) comprises at least one refrigerant channel (61) integrated in the turbine housing (2) to form a liquid cooling system (6), wherein at least one refrigerant channel (61) passes through a reed tongue (21) of the housing formed by the turbine housing (2) at the end of the flow channel (5) carrying exhaust gases. 2. A supercharged internal combustion engine according to claim 1, wherein at least one refrigerant channel (61) extends parallel to the axis of rotation (41) of the impeller (3) in at least some portion or sections. 3. A supercharged internal combustion engine according to claim 1, wherein the at least one refrigerant channel (61) extends in a straight line in at least some portion or portions. 4. A supercharged internal combustion engine according to claim 1, wherein at least one refrigerant channel (61) exits the turbine housing (2) at least at one point. 5. A supercharged internal combustion engine according to claim 1, wherein the radial turbine (1) is part of a turbocharger driven by exhaust gases. 6. A supercharged internal combustion engine according to claim 1, which is equipped with a cooling circuit for forming a liquid cooling system, wherein at least one refrigerant channel (61) integrated in the turbine housing (2) is configured to be connected to at least cooling circuit of an internal combustion engine. 7. A supercharged internal combustion engine according to claim 1, wherein the turbine housing (2) comprises at least one additional refrigerant channel integrated in the turbine housing (2), extending circumferentially around the shaft (4) in the housing (2), at least in some area or areas. 8. A supercharged internal combustion engine according to claim 7, wherein at least one refrigerant channel is connected to at least one refrigerant channel (61) passing through the reed protrusion (21) of the housing. 9. A supercharged internal combustion engine according to claim 1, wherein the radial turbine (1) is attached on an assembly surface to a bearing housing in which a rotating shaft (4) is mounted. 10. The supercharged internal combustion engine of claim 9, wherein the bearing housing comprises at least one cooling jacket integrated in the bearing housing to form a cooling system. 11. The supercharged internal combustion engine of claim 10, wherein the at least one cooling jacket is adjacent and spaced apart from the assembly surface. 12. The supercharged internal combustion engine according to claim 10, wherein the at least one cooling jacket is connected to at least one refrigerant channel (61) passing through the tongue lug (21) of the housing. 13. The supercharged internal combustion engine according to any one of paragraphs. 9-12, in which at least one additional refrigerant channel built into the turbine housing (2) is located on the side of the impeller (3) facing away from the bearing housing. 14. A supercharged internal combustion engine according to claim 1, wherein at least one recess is made in the assembly surface of the turbine housing (2) and / or the bearing housing. 15. The supercharged internal combustion engine according to any one of paragraphs. 1-6, in which the turbine housing (2) contains only one refrigerant channel (61) passing through the reed protrusion (21) of the housing to form a liquid cooling system (6).

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