US20040040300A1 - Turbocharger for an internal combustion engine - Google Patents
Turbocharger for an internal combustion engine Download PDFInfo
- Publication number
- US20040040300A1 US20040040300A1 US10/653,440 US65344003A US2004040300A1 US 20040040300 A1 US20040040300 A1 US 20040040300A1 US 65344003 A US65344003 A US 65344003A US 2004040300 A1 US2004040300 A1 US 2004040300A1
- Authority
- US
- United States
- Prior art keywords
- turbine
- pressure
- turbocharger
- exhaust gas
- low
- 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.)
- Abandoned
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 22
- 238000011144 upstream manufacturing Methods 0.000 claims description 3
- 229910001018 Cast iron Inorganic materials 0.000 claims description 2
- 238000010276 construction Methods 0.000 description 5
- 230000010354 integration Effects 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- 230000001186 cumulative effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000001747 exhibiting effect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000003801 milling Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/16—Control of the pumps by bypassing charging air
-
- 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
- F02B37/162—Control of the pumps by bypassing charging air by bypassing, e.g. partially, intake air from pump inlet to pump outlet
-
- 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
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
-
- 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
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
- F02C6/04—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output
- F02C6/10—Gas-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
- F02C6/12—Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2240/00—Components
- F05D2240/40—Use of a multiplicity of similar components
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the invention concerns a compressor system for an internal combustion engine of the type described in the precharacterizing portion of claim 1 , that is, a turbocharger system having at least two stages, wherein each of the stages of the compressor system respectively includes a turbine and a compressor, which are coupled to each other via a common shaft.
- the invention further concerns an internal combustion engine with a compressor system.
- a compressor system is an exhaust gas driven turbocharger.
- Modern turbocharged internal combustion engines are equipped with a two-stage turbocharger.
- a two-stage turbocharger includes a low-pressure stage as well as a high-pressure stage, which respectively include a compressor and a turbine. Turbine and compressor are connected to each via a common shaft.
- a generic internal combustion engine with such a two-stage compressor system is described for example in German OS DE 198 37 978 A1 and DE 195 14 572 A1 in such detail that their construction and manner of operation need not be described herein in greater detail.
- a problem with a two or more stage turbocharger is the space necessary therefore, in view of the limited space available in the engine compartment. This problem is particularly serious in commercial vehicles, in which the individual turbocharger stages must naturally be dimensioned much larger than in the case of personal vehicles and therewith require a substantial amount of space in the engine compartment. This is however often not available, so that the space requirement for a two-stage turbocharger often leads to insolvable problems.
- German patent application DE 198 22 874 A1 in which two exhaust gas turbochargers are integrated in a common housing.
- the arrangement described in DE 198 22 874 A1 however concerns a manner of integration of two turbochargers arranged in parallel on the exhaust gas side, each of which respectively exhibiting a single turbocharger stage.
- the two parallel turbochargers exhibit a common inlet and two separate exhaust gas outlets.
- the particular advantage of the arrangement described in DE 198 22 874 A1 is comprised therein, that the otherwise conventional separate manifold can be dispensed with.
- a direction of flow must be maintained, that means, that the exhaust gas spiral must exhibit a prescribed predetermined shape.
- the present invention is thus concerned with the task of providing a space saving two-stage exhaust gas turbocharger.
- the invention further concerns an internal combustion engine with a motor block which includes at least one cylinder and which includes at least one charge air inlet and at least one exhaust gas outlet, with an at least two-stage compressor system.
- the particular advantage of the inventive turbocharger arrangement is comprised in its compact constructive design.
- the individual stages of the turbocharger, or as the case may be, at least the turbines, allow themselves thereby to be connected with each other without connective piping.
- the thereby dispensed piping between the two turbocharger stages provides a substantial cost saving.
- the compact design of the exhaust gas turbocharger finally has a particular advantage, that the space requirement in the engine compartment is much smaller. In this manner the vehicle manufacturer gains a substantial degree of freedom, since the two-stage turbochargers designed to be smaller in accordance with the invention are much easier to integrate into the engine compartment.
- FIG. 1 in a schematic representation an internal combustion engine with an inventive two-stage compressor
- FIG. 2 a representation (a)-(d) of the assembled housing of an inventive two-stage turbocharger, in which the housing is shown from various sides;
- FIG. 3 a respective representation of the exhaust gas turbocharger according to FIG. 2 with not yet coupled or, as the case may be, flange fit, connecting piping between the compressors.
- FIG. 1 shows in a schematic representation an internal combustion engine with an inventive two-stage compressor.
- FIG. 1 a four cylinder internal combustion engine is indicated with reference number 1 .
- the cylinders 2 of the internal combustion engine are shown here arranged in a row.
- the internal combustion engine 1 includes a charge air side 3 and an exhaust gas side 4 , wherein the inlets 7 at the charge air side 3 are connected with the charge air collection pipe 5 and the outlets 8 of the internal combustion engine 1 are connected with the exhaust gas side 4 with the exhaust gas manifold 6 .
- FIG. 1 there is further shown with reference number 10 the inventive, two-stage exhaust gas turbocharger 10 .
- a two-stage turbocharger 10 includes a high-pressure stage 11 and a low-pressure stage 12 .
- the high-pressure stage 11 is comprised of a high-pressure turbine 13 and a high-pressure compressor 14 , which are rigidly connected with each other via a common shaft 15 .
- the low-pressure stage 12 includes a low-pressure turbine 16 and a low-pressure compressor 17 connected to each other via a common shaft 18 .
- the high-pressure stage 11 is provided upstream of the low-pressure stage with reference to the direction of flow of the exhaust gas.
- the turbine housing of the high-pressure turbine 13 and low-pressure turbine 16 are integrated into a common turbine housing unit 19 and therewith arranged in very compact and space saving mode and manner to each other.
- this arrangement is indicated with the dotted lines, which is intended to represent the housing 19 .
- the two-stages 11 , 12 of the exhaust turbocharger 10 can be integrated into a common housing 19 ′. This is indicated in FIG. 1 by the dashed lines.
- the two turbine housings can also be integrated into two housing units, which are connected to each by suitable constructive means in space saving manner.
- the two-stage compressor system designed in accordance with the invention makes possible, by the type of the constructive design of the turbine, an optimal control of the exhaust gas for recirculation and an increase in the motor brake capacity over the entire motor operating range.
- FIG. 2 a shows the common turbine housing 19 of the high-pressure turbine 13 and the low-pressure turbine 16 .
- the common housing 19 includes an exhaust gas inlet 20 as well as an exhaust gas outlet 21 .
- the exhaust gas inlet 20 is adapted to be coupled to a not shown exhaust gas manifold, via which the high-pressure turbine 13 is connectable to the upstream exhaust gas with the exhaust gas manifold 6 of the internal combustion engine 1 .
- the exhaust gas outlet 21 is likewise connectable with an exhaust gas piping, which is connected to an exhaust pipe after flowing through the two turbines 13 , 16 .
- the particular advantage is comprised herein, that the exhaust gas outlet of the high-pressure turbine 13 is connected directly with the exhaust gas inlet of the low-pressure turbine 16 , that therewith the necessity of a more or less longer piping can be dispensed with, since their function is satisfied by the design of the common turbine housing 19 .
- the two turbines 13 , 16 are thus provided with common ducting as shown in FIG. 2 or in similar manner.
- the low-pressure compressor 17 includes a charge air inlet 22 . Via piping not shown in FIG. 2, which can be coupled or flange connected to the charge air inlet 22 , fresh air can be supplied to the low-pressure stage 12 of the exhaust gas turbocharger 10 .
- the high-pressure compressor 14 includes a charge air outlet 23 . Piping can be coupled or flanged (flange 25 ) to the fresh air outlet 23 via which fresh air, which after being acted upon by the high-pressure compressor 14 , is supplied to the charge air inlet 7 of the internal combustion engine 1 .
- the low-pressure compressor 17 is connected with the high-pressure compressor 14 via a piping 24 , which is connectable by flange between the outlet of the low-pressure compressor 17 and the inlet of the high-pressure compressor 14 .
- the compact arrangement of the cumulative or common turbine housing 19 has above all the advantage, that the two-stage turbocharger 10 is therewith designed in space saving manner.
- the compact arrangement of the two turbines 13 , 16 in a common housing 19 has the further technical advantage, that the exhaust gas, which flows from the high-pressure turbine 13 to the low-pressure turbine 16 , essentially has a very small path or distance to travel.
- the loss of kinetic energy, which the exhaust gas experiences in the channel between high-pressure turbine 13 and low-pressure turbine 16 is thus minimal.
- the temperature drop determined by the short path distance and by the closely located turbines 13 , 16 is likewise minimal.
- the minimization of the thermal and kinetic loss imparts a higher velocity of the turbine wheels.
- the compressor wheels also have a high rotational velocity, which more strongly compresses the charge air and therewith increases the engine capacity.
- FIG. 3 shows a pictorial representation of the exhaust gas turbocharger according to FIG. 2 with not yet connected or as the case may flanged connecting piping between the compressors.
- FIG. 3 it is particularly easy to recognize, how the two turbines 13 , 16 are arranged in a common housing 19 .
- the two turbines 13 , 16 are ducted in a certain manner to each other, so that thereby a compact and space saving arrangement of these turbine housings is ensured to the greatest extent possible.
- the common turbine housing 19 is preferably made of cast iron, wherein by known manufacturing processes the respective turbine blades can be introduced into the housing 19 . Shown particularly also in FIG.
- the connecting channel between the high-pressure turbine 13 and the low-pressure turbine 16 is extraordinarily short and essentially determined by the respective turbine geometries of the high-pressure turbine and low-pressure turbine.
- the high-pressure turbine 13 exhibits a smaller wheel diameter than the low-pressure turbine 16 , whereby the wheel diameter relationship between low-pressure and high-pressure turbines typically, however not necessarily, is in the range of 1.2 to 1.8.
- the compressor wheel of the high-pressure compressor 14 exhibits a smaller diameter than the compressor wheel of the low-pressure compressor 17 .
- the high-pressure stage can be one channel or two channel (volute).
- the turbine housing typically includes basically one bypass opening, which in certain cases can also be enlarged.
- the turbine housing typically exhibits two, in certain cases likewise enlarged, bypass boreholes.
- the exit channel is produced by milling of a surface, which at the same time represents the seat of a flapper plate and the sealing surface of the flanging of the low-pressure stage.
- This variant can be represented by a use of two separate control flaps and possibly dissimilar or different sized spiral cross-section segments of the two turbine channels by means of a control derived from the exhaust gas pressure from the turbine. This makes possible not only a differentiated distribution of the exhaust gas mass flow to high-pressure and low-pressure stage, but rather also a control of the exhaust gas recirculation rate in the case that the motor is provided with a exhaust gas recirculation.
- the turbine housing of the low-pressure stage is typically designed with one channel, although under circumstances also a two channel arranged turbine housing of the low-pressure stage is conceivable.
- the low-pressure stage can be designed in elongated shape, so that the flange on the exhaust gas inlet is directly flange-connected to the outlet of the high-pressure stage.
- the turbine inlet covers over therewith the turbine outlet and the bypass or bore hole of the high-pressure stage.
- a mounting and a flap(s) for control of the bypass mass flow.
- This inventive very compact construction of a two-stage controlled compressor makes possible on the one hand an extremely compact construction of the turbine housing, which reduces the number of the sealing surfaces, which provides a possibility of the control of a possibly present exhaust gas recirculation rate and which makes possible an increase in the braking power.
- the invention is of course not exclusively limited to the two-stage design of the turbocharger, but rather can also be applied to three or more stage turbochargers.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Supercharger (AREA)
Abstract
The invention concerns a turbocharger for an internal combustion engine, which is at least two-stage, wherein each respective stage of the turbocharger system is respectively a turbine and respectively a compressor, which via a common shaft are coupled with each other, wherein at least the exhaust gas side parts of the exhaust gas turbocharger are integrated in a common housing unit. The invention further concerns an internal combustion engine with such a compressor system.
Description
- 1. Field of the Invention
- The invention concerns a compressor system for an internal combustion engine of the type described in the precharacterizing portion of
claim 1, that is, a turbocharger system having at least two stages, wherein each of the stages of the compressor system respectively includes a turbine and a compressor, which are coupled to each other via a common shaft. The invention further concerns an internal combustion engine with a compressor system. - 2. Description of the Related Art
- One example of such compressor system is an exhaust gas driven turbocharger. Modern turbocharged internal combustion engines are equipped with a two-stage turbocharger. A two-stage turbocharger includes a low-pressure stage as well as a high-pressure stage, which respectively include a compressor and a turbine. Turbine and compressor are connected to each via a common shaft. A generic internal combustion engine with such a two-stage compressor system is described for example in German OS DE 198 37 978 A1 and DE 195 14 572 A1 in such detail that their construction and manner of operation need not be described herein in greater detail.
- A problem with a two or more stage turbocharger is the space necessary therefore, in view of the limited space available in the engine compartment. This problem is particularly serious in commercial vehicles, in which the individual turbocharger stages must naturally be dimensioned much larger than in the case of personal vehicles and therewith require a substantial amount of space in the engine compartment. This is however often not available, so that the space requirement for a two-stage turbocharger often leads to insolvable problems.
- An arrangement is described in German patent application DE 198 22 874 A1 in which two exhaust gas turbochargers are integrated in a common housing. The arrangement described in DE 198 22 874 A1 however concerns a manner of integration of two turbochargers arranged in parallel on the exhaust gas side, each of which respectively exhibiting a single turbocharger stage. The two parallel turbochargers exhibit a common inlet and two separate exhaust gas outlets. The particular advantage of the arrangement described in DE 198 22 874 A1 is comprised therein, that the otherwise conventional separate manifold can be dispensed with.
- The integration to two turbochargers into a single housing described in German OS DE 198 22 874 A1 could however not be adapted easily to a two-stage turbocharger. The reason therefore is that a parallel arrangement of turbochargers exhibits basically a different construction of the housing than in the case of a series arrangement. In particular, one could point out that in a parallel arrangement in simple manner by the simple combining of the inlets and/or outlets (as in DE 198 22 874 A1) a space saving can be achieved by saving piping. This measure can however not easily be applied to a sequential design of a turbocharger (two-stage turbocharger), since here different requirements and peripheral conditions exist. For example, care must be taken in a two-stage turbocharger that the hot exhaust gas flow during passage through from the high pressure stage to the low pressure stage occurs without all too great a drop in the exhaust gas temperature or, as the case may be, the flow velocity. In addition a direction of flow must be maintained, that means, that the exhaust gas spiral must exhibit a prescribed predetermined shape.
- For this reason, at this time no commercially available two-stage turbochargers are known, in which the two turbocharger stages are integrated into a single common housing.
- The present invention is thus concerned with the task of providing a space saving two-stage exhaust gas turbocharger.
- In accordance with the invention this task is solved by a turbocharger system with the characterizing features of
patent claim 1. In accordance therewith a conventional compressor system is provided, in which however at least the exhaust gas side part of the exhaust gas turbocharger is integrated into a common housing unit or in two housing units, which are connected with each other by suitable constructive means in space saving manner. - The invention further concerns an internal combustion engine with a motor block which includes at least one cylinder and which includes at least one charge air inlet and at least one exhaust gas outlet, with an at least two-stage compressor system.
- The particular advantage of the inventive turbocharger arrangement is comprised in its compact constructive design. In the individual stages of the turbocharger, or as the case may be, at least the turbines, allow themselves thereby to be connected with each other without connective piping. The thereby dispensed piping between the two turbocharger stages provides a substantial cost saving. Beyond this, on the basis of the compact design of the exhaust gas turbocharger a simplified mounting and installation is possible, which leads to a further cost saving. The compact design of the exhaust gas turbocharger finally has a particular advantage, that the space requirement in the engine compartment is much smaller. In this manner the vehicle manufacturer gains a substantial degree of freedom, since the two-stage turbochargers designed to be smaller in accordance with the invention are much easier to integrate into the engine compartment.
- Advantageous embodiments and further developments of the invention can be found in the dependent claims as well as the description associated with the figures.
- The invention will in the following be described in greater detail on the basis of the illustrative embodiments shown in the figures. There is shown:
- FIG. 1 in a schematic representation an internal combustion engine with an inventive two-stage compressor;
- FIG. 2 a representation (a)-(d) of the assembled housing of an inventive two-stage turbocharger, in which the housing is shown from various sides;
- FIG. 3 a respective representation of the exhaust gas turbocharger according to FIG. 2 with not yet coupled or, as the case may be, flange fit, connecting piping between the compressors.
- In all the figures of the drawings the same parts or as the case may be functional equivalent elements—unless indicated otherwise—are provided with the same reference numbers. In the figures additionally the direction of the exhaust gas flow as well as the charge airflow is shown respectively by arrows in the appropriate piping.
- FIG. 1 shows in a schematic representation an internal combustion engine with an inventive two-stage compressor.
- In FIG. 1 a four cylinder internal combustion engine is indicated with
reference number 1. Thecylinders 2 of the internal combustion engine are shown here arranged in a row. Theinternal combustion engine 1 includes acharge air side 3 and an exhaust gas side 4, wherein theinlets 7 at thecharge air side 3 are connected with the chargeair collection pipe 5 and theoutlets 8 of theinternal combustion engine 1 are connected with the exhaust gas side 4 with the exhaust gas manifold 6. - In FIG. 1 there is further shown with reference number10 the inventive, two-stage exhaust gas turbocharger 10. Such a two-stage turbocharger 10 includes a high-pressure stage 11 and a low-pressure stage 12. The high-pressure stage 11 is comprised of a high-
pressure turbine 13 and a high-pressure compressor 14, which are rigidly connected with each other via a common shaft 15. In the same manner the low-pressure stage 12 includes a low-pressure turbine 16 and a low-pressure compressor 17 connected to each other via acommon shaft 18. The high-pressure stage 11 is provided upstream of the low-pressure stage with reference to the direction of flow of the exhaust gas. - In accordance with the invention the turbine housing of the high-
pressure turbine 13 and low-pressure turbine 16 are integrated into a commonturbine housing unit 19 and therewith arranged in very compact and space saving mode and manner to each other. In FIG. 1 this arrangement is indicated with the dotted lines, which is intended to represent thehousing 19. In addition, or alternatively thereto, the two-stages 11, 12 of the exhaust turbocharger 10 can be integrated into acommon housing 19′. This is indicated in FIG. 1 by the dashed lines. The two turbine housings can also be integrated into two housing units, which are connected to each by suitable constructive means in space saving manner. - The two-stage compressor system designed in accordance with the invention makes possible, by the type of the constructive design of the turbine, an optimal control of the exhaust gas for recirculation and an increase in the motor brake capacity over the entire motor operating range.
- The invention is described in greater detail in the following on the basis of the construction designs of FIGS. 2a through 2 d.
- FIG. 2a shows the
common turbine housing 19 of the high-pressure turbine 13 and the low-pressure turbine 16. Thecommon housing 19 includes anexhaust gas inlet 20 as well as anexhaust gas outlet 21. Theexhaust gas inlet 20 is adapted to be coupled to a not shown exhaust gas manifold, via which the high-pressure turbine 13 is connectable to the upstream exhaust gas with the exhaust gas manifold 6 of theinternal combustion engine 1. Theexhaust gas outlet 21 is likewise connectable with an exhaust gas piping, which is connected to an exhaust pipe after flowing through the twoturbines pressure turbine 13 is connected directly with the exhaust gas inlet of the low-pressure turbine 16, that therewith the necessity of a more or less longer piping can be dispensed with, since their function is satisfied by the design of thecommon turbine housing 19. The twoturbines - The low-
pressure compressor 17 includes acharge air inlet 22. Via piping not shown in FIG. 2, which can be coupled or flange connected to thecharge air inlet 22, fresh air can be supplied to the low-pressure stage 12 of the exhaust gas turbocharger 10. The high-pressure compressor 14 includes acharge air outlet 23. Piping can be coupled or flanged (flange 25) to thefresh air outlet 23 via which fresh air, which after being acted upon by the high-pressure compressor 14, is supplied to thecharge air inlet 7 of theinternal combustion engine 1. - The low-
pressure compressor 17 is connected with the high-pressure compressor 14 via apiping 24, which is connectable by flange between the outlet of the low-pressure compressor 17 and the inlet of the high-pressure compressor 14. - The compact arrangement of the cumulative or
common turbine housing 19 has above all the advantage, that the two-stage turbocharger 10 is therewith designed in space saving manner. The compact arrangement of the twoturbines common housing 19 has the further technical advantage, that the exhaust gas, which flows from the high-pressure turbine 13 to the low-pressure turbine 16, essentially has a very small path or distance to travel. The loss of kinetic energy, which the exhaust gas experiences in the channel between high-pressure turbine 13 and low-pressure turbine 16, is thus minimal. Beyond this, the temperature drop determined by the short path distance and by the closely locatedturbines - Of course, the direction of charge air and exhaust gas flow shown in FIGS. 2 and 3 could just as easily be in the reverse direction, with exhaust gas flowing through what becomes
inlet 21 andoutlet 20, and charge air flowing though what becomesinlet 23 andoutlet 22, such that low pressure and high pressure stage are likewise reversed. The external features of the turbocharger remain unchanged. - FIG. 3 shows a pictorial representation of the exhaust gas turbocharger according to FIG. 2 with not yet connected or as the case may flanged connecting piping between the compressors. In FIG. 3 it is particularly easy to recognize, how the two
turbines common housing 19. In particular the twoturbines common turbine housing 19 is preferably made of cast iron, wherein by known manufacturing processes the respective turbine blades can be introduced into thehousing 19. Shown particularly also in FIG. 3 is that the connecting channel between the high-pressure turbine 13 and the low-pressure turbine 16 is extraordinarily short and essentially determined by the respective turbine geometries of the high-pressure turbine and low-pressure turbine. In the present illustrative embodiment the high-pressure turbine 13 exhibits a smaller wheel diameter than the low-pressure turbine 16, whereby the wheel diameter relationship between low-pressure and high-pressure turbines typically, however not necessarily, is in the range of 1.2 to 1.8. In similar manner the compressor wheel of the high-pressure compressor 14 exhibits a smaller diameter than the compressor wheel of the low-pressure compressor 17. - The high-pressure stage can be one channel or two channel (volute). In the case of a one channel high-pressure stage the turbine housing typically includes basically one bypass opening, which in certain cases can also be enlarged. In the case of a two or more channel high-pressure stages the turbine housing typically exhibits two, in certain cases likewise enlarged, bypass boreholes. Advantageously the exit channel is produced by milling of a surface, which at the same time represents the seat of a flapper plate and the sealing surface of the flanging of the low-pressure stage. This variant can be represented by a use of two separate control flaps and possibly dissimilar or different sized spiral cross-section segments of the two turbine channels by means of a control derived from the exhaust gas pressure from the turbine. This makes possible not only a differentiated distribution of the exhaust gas mass flow to high-pressure and low-pressure stage, but rather also a control of the exhaust gas recirculation rate in the case that the motor is provided with a exhaust gas recirculation.
- In cooperation with a controlled exhaust gas braking flap an elevation of the exhaust gas break capacity be achieved over the entire motor operating range there can by control of the bypass flap.
- The turbine housing of the low-pressure stage is typically designed with one channel, although under circumstances also a two channel arranged turbine housing of the low-pressure stage is conceivable. In any case, in one embodiment of the turbine unit the low-pressure stage can be designed in elongated shape, so that the flange on the exhaust gas inlet is directly flange-connected to the outlet of the high-pressure stage. The turbine inlet covers over therewith the turbine outlet and the bypass or bore hole of the high-pressure stage. In the elongated neck of the turbine housing of the low-pressure stage there can then advantageously also be provided a mounting and a flap(s) for control of the bypass mass flow.
- This inventive very compact construction of a two-stage controlled compressor makes possible on the one hand an extremely compact construction of the turbine housing, which reduces the number of the sealing surfaces, which provides a possibility of the control of a possibly present exhaust gas recirculation rate and which makes possible an increase in the braking power.
- The invention is of course not exclusively limited to the two-stage design of the turbocharger, but rather can also be applied to three or more stage turbochargers.
- In the present embodiment essentially a common turbine housing for high and low-pressure turbine was shown. Of course it would also be possible, in addition or alternatively, to arrange the two compressors in a common single housing. However, this compact arrangement is not particularly necessary. Although such a compact design would save space, the above-described technical advantages with respect to an increase in the motor output by a reduction in the kinetic and thermal losses would not automatically necessarily also result thereby.
- In conclusion it can be stated that, by the compact design of the turbine housing or as the case may be the turbocharger housing, a simple however nevertheless very effective manner a space saving arrangement for a two-stage turbocharger has been provided, which beyond this provides an improved power characteristic and beyond this an improved motor brake characteristic than known turbochargers, without requiring a constructionally complex and very expensive solution according to the state of the art.
- The present invention has been disclosed for explanatory purposes on the basis of the described embodiment, such that the principle of the invention and its practical application has been demonstrated as well as possible; however, it will be readily apparent that the invention can of course be modified into multiple other embodiments.
Reference Number List 1 internal combustion engine 2 cylinder 3 charge air side 4 exhaust gas side 5 charge air collection inlet 6 exhaust gas manifold 7 inlet 8 outlet 10 turbocharger 11 high-pressure stage 12 low-pressure stage 13 (high-pressure) turbine 14 (high-pressure) compressor 15, 18 shaft 16 low- pressure turbine 17 low- pressure compressor 18 shaft 19 common turbine housing 19′ housing of the exhaust gas turbocharger 20 exhaust gas inlet 21 exhaust gas outlet 22 compressed air inlet 23 compressed air outlet 24 connecting pipe 25 flange
Claims (19)
1. Turbocharger for an internal combustion engine, which is at least two-staged, wherein each respective stage (11, 12) of the compressor system (10) respectively comprises one turbine (13, 16) and respectively one compressor (14, 17), which are connected with each other via a common shaft (15, 18), wherein at least the exhaust gas parts (13, 16) of the exhaust gas turbocharger (10) are integrated into (a) a common housing unit (19, 191) or (b) two housing units which are connected with each other in space saving manner.
2. Turbocharger according to claim 1 , wherein at least said two turbines (13, 16) are integrated in a common housing (19).
3. Turbocharger according to one of the preceding claims, wherein at least one high-pressure stage (11) and at least one low-pressure stage (12) are provided, wherein the low-pressure (12) is provided downstream and the high-pressure stage (11) is provided upstream with respect to the direction of flow of the exhaust gas.
4. Turbocharger according to claim 3 , wherein the high-pressure stage (11) includes at least one high-pressure turbine (13) in the flow of the exhaust gas and at least one high-pressure compressor (14) in the flow of the charge air, which are connected to each other via a first common shaft (15) provided between these two, and that the low-pressure stage (12) includes at least one low-pressure turbine (16) in the flow of the exhaust gas and at least one low-pressure compressor (17) provided in the flow of the charge air, which are coupled to each other via a second common shaft (18) provided between them.
5. Turbocharger according to one of the preceding claims, wherein an exhaust outlet of the high-pressure turbine (13) is connected with an inlet of the low-pressure turbine (16) via a common channel within the common housing (19) without interposition of piping.
6. Turbocharger according to one of the preceding claims, wherein the high-pressure stage (11) and the low-pressure stage (12) are integrated in a common housing (19′).
7. Turbocharger according to one of the preceding claims, wherein at least one turbine (13, 16) of the turbocharger (10) is single volute.
8. Turbocharger according to one of the preceding claims, wherein at least one turbine (13, 16), in particular the high-pressure turbine (13) is two or more volute.
9. Turbocharger according to one of the preceding claims, wherein the common housing (19, 19′) is cast iron.
10. Turbocharger according to one of the preceding claims, wherein a pipe connecting line (24) is provided, via which the charge air outlet of the low-pressure compressor (17) is connected with the charge air inlet of the high-pressure compressor (14), preferably via a flange.
11. Turbocharger according to one of the preceding claims, wherein the diameter of the turbine wheel of the high-pressure turbine (13) is smaller than the diameter of the turbine wheel of the low-pressure turbine (16).
12. Turbocharger according to one of the preceding claims, wherein the common housing (19, 19′) is comprised of at least first and second parts, wherein the first part houses the first turbine (13) and the second part houses the second turbine (16) and wherein the outlet of the first turbine (13) is directly connected with the inlet of the second turbine (16).
13. Turbocharger according to claim 12 , wherein the connection between the first part and the second part of the two turbines (13, 16) is via a flange.
14. Turbocharger according to claim 13 , wherein the connection is comprised of an elongated neck of the common housing unit (19, 19′).
15. Turbocharger according to claim 14 , wherein in the common housing unit (19, 19′), in particular in the elongated neck, at least one flap valve and/or slide valve is provided for controlling a bypass mass flow of the exhaust gas.
16. Turbocharger according to one of the preceding claims, wherein the two turbines (13, 16) are provided connected to each other in compact manner.
17. Internal combustion engine (1), with
an engine block, which includes at least one cylinder (2) and which includes at least one charge air inlet (7) and at least one exhaust gas outlet (8), and
a turbocharger (10) according to one of the preceding claims, which includes at least two stages (11, 12).
18. Internal combustion engine according to claim 17 , wherein the charger (16) is a turbocharger (10).
19. Internal combustion engine according to one of claims 17 or 18, wherein the internal combustion engine (1) is an Otto-motor or a diesel engine.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/470,147 US7302800B2 (en) | 2002-08-30 | 2006-09-05 | Turbocharger for an internal combustion engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP02019471A EP1394380B1 (en) | 2002-08-30 | 2002-08-30 | Supercharging system for an internal combustion engine |
EP02019471.8 | 2002-08-30 |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/470,147 Continuation US7302800B2 (en) | 2002-08-30 | 2006-09-05 | Turbocharger for an internal combustion engine |
Publications (1)
Publication Number | Publication Date |
---|---|
US20040040300A1 true US20040040300A1 (en) | 2004-03-04 |
Family
ID=31197877
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/653,440 Abandoned US20040040300A1 (en) | 2002-08-30 | 2003-09-02 | Turbocharger for an internal combustion engine |
US11/470,147 Active US7302800B2 (en) | 2002-08-30 | 2006-09-05 | Turbocharger for an internal combustion engine |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/470,147 Active US7302800B2 (en) | 2002-08-30 | 2006-09-05 | Turbocharger for an internal combustion engine |
Country Status (6)
Country | Link |
---|---|
US (2) | US20040040300A1 (en) |
EP (1) | EP1394380B1 (en) |
JP (1) | JP2004092646A (en) |
KR (1) | KR20040020805A (en) |
BR (1) | BR0303722B1 (en) |
DE (1) | DE50213429D1 (en) |
Cited By (21)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20070169479A1 (en) * | 2006-01-20 | 2007-07-26 | Nicolle Frederic F | Two-stage turbocharger system with integrated exhaust manifold and bypass assembly |
US20090132153A1 (en) * | 2005-12-20 | 2009-05-21 | Borgwarner Inc. | Controlling exhaust gas recirculation in a turbocharged compression-ignition engine system |
US20090211247A1 (en) * | 2006-07-29 | 2009-08-27 | Mcewan James A | Multi-stage turbocharger system |
US20110041497A1 (en) * | 2009-08-20 | 2011-02-24 | Gm Global Technology Operations, Inc. | Two-stage turbocharged engine system |
US20110123315A1 (en) * | 2009-11-21 | 2011-05-26 | Robinson Lee J | Multi-stage turbocharger system |
US20110185724A1 (en) * | 2008-10-17 | 2011-08-04 | Bayerische Motoren Werke Aktiengesellschaft | Two-Stage Exhaust Gas Turbocharging Arrangement for an Internal Combustion Engine |
GB2488136A (en) * | 2011-02-17 | 2012-08-22 | Gm Global Tech Operations Inc | Two-stage Turbocharger for an Internal Combustion Engine |
CN102808689A (en) * | 2011-06-01 | 2012-12-05 | 霍尼韦尔国际公司 | Valve seat and gasket for exhaust bypass valve |
US20130031901A1 (en) * | 2011-08-03 | 2013-02-07 | Ford Global Technologies, Llc | Supercharged internal combustion engine having two turbines, and method for operating an internal combustion engine of said type |
US20140301827A1 (en) * | 2013-04-09 | 2014-10-09 | Abb Turbo Systems Ag | Housing of a radial compressor |
US9003794B2 (en) | 2007-09-05 | 2015-04-14 | Cummins Turbo Technologies Limited | Multi-stage turbocharger system with exhaust control valve |
EP2423485A4 (en) * | 2009-04-24 | 2015-05-27 | Toyota Motor Co Ltd | Supercharger system for internal combustion engines |
US9103274B2 (en) | 2006-07-29 | 2015-08-11 | Cummins Emission Solution Inc. | Multi-stage turbocharger system |
US9217394B2 (en) | 2010-12-28 | 2015-12-22 | Isuzu Motors Limited | Multi-stage supercharging apparatus |
US9995207B2 (en) | 2009-11-21 | 2018-06-12 | Cummins Turbo Technologies Limited | Multi-stage turbocharger system |
US10054037B2 (en) | 2009-11-21 | 2018-08-21 | Cummins Turbo Technologies Limited | Multi-stage turbocharger system with bypass flowpaths and flow control valve |
US10364741B2 (en) * | 2017-06-16 | 2019-07-30 | Honda Motor Co., Ltd. | Internal combustion engine provided with turbocharger |
CN110088446A (en) * | 2017-01-27 | 2019-08-02 | 宝马股份公司 | Turbocharger for internal combustion engine |
US11073075B2 (en) * | 2016-04-08 | 2021-07-27 | Yanmar Power Technology Co., Ltd. | Engine device |
US11078830B2 (en) | 2017-06-13 | 2021-08-03 | Ihi Corporation | Multi-stage turbocharger |
CN114555925A (en) * | 2019-08-19 | 2022-05-27 | 涡轮增压系统瑞士有限公司 | Multi-stage turbocharging assembly |
Families Citing this family (40)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102005008657A1 (en) * | 2005-02-25 | 2006-08-31 | Daimlerchrysler Ag | Internal combustion engine or Otto-engine braking method for vehicle, involves providing fixed geometry with constant turbine entrance cross section for each of two exhaust gas turbines |
KR20080005370A (en) * | 2005-05-11 | 2008-01-11 | 보그워너 인코포레이티드 | Engine air management system |
DE102005025885B4 (en) * | 2005-06-06 | 2010-04-29 | Audi Ag | Charging device for an internal combustion engine |
US20070204616A1 (en) * | 2006-03-06 | 2007-09-06 | Honeywell International, Inc. | Swing valve for a turbocharger with stacked valve members, and two-stage turbocharger system incorporating same |
EP1843019B1 (en) * | 2006-04-05 | 2010-09-29 | GM Global Technology Operations, Inc. | Two-stage turbo-charger engine system |
US7748218B2 (en) * | 2006-06-26 | 2010-07-06 | International Engine Intellectual Property Company, Llc | System and method for achieving engine back-pressure set-point by selectively bypassing a stage of a two-stage turbocharger |
JP4495120B2 (en) * | 2006-08-10 | 2010-06-30 | 三菱重工業株式会社 | Multistage turbocharged turbocharger |
JP4648347B2 (en) * | 2007-02-23 | 2011-03-09 | 三菱重工業株式会社 | Hybrid exhaust turbine turbocharger |
DE102007017843A1 (en) * | 2007-04-16 | 2008-11-06 | Siemens Ag | turbocharger assembly |
DE102007017847A1 (en) * | 2007-04-16 | 2008-10-23 | Siemens Ag | Multi-stage turbocharger and internal combustion engine |
DE102007024631A1 (en) * | 2007-05-24 | 2008-11-27 | Behr Gmbh & Co. Kg | Integrated charging module |
JP4875586B2 (en) * | 2007-10-12 | 2012-02-15 | 三菱重工業株式会社 | 2-stage supercharged exhaust turbocharger |
US8001783B2 (en) * | 2008-01-24 | 2011-08-23 | Cummins Ip, Inc. | Apparatus, system, and method for turbocharger bypass and exhaust braking with a single valve |
US8206133B2 (en) * | 2008-08-12 | 2012-06-26 | GM Global Technology Operations LLC | Turbocharger housing with integral inlet and outlet openings |
US8235685B2 (en) * | 2008-08-12 | 2012-08-07 | GM Global Technology Operations LLC | Turbocharger mount with integrated exhaust and exhaust gas recirculation connections |
JP5164737B2 (en) | 2008-08-19 | 2013-03-21 | ヤンマー株式会社 | engine |
JP5451247B2 (en) * | 2008-09-10 | 2014-03-26 | ボーグワーナー インコーポレーテッド | Turbocharger connection for reverse rotation of passive pre-turn |
US8096123B2 (en) * | 2009-05-29 | 2012-01-17 | GM Global Technology Operations LLC | System and method for mode transition for a two-stage series sequential turbocharger |
JP2011174425A (en) | 2010-02-25 | 2011-09-08 | Honda Motor Co Ltd | Multi-stage supercharging device for internal combustion engine |
US10316741B2 (en) * | 2010-10-14 | 2019-06-11 | Ford Global Technologies, Llc | Turbocharged combustion system |
EP2522843B1 (en) * | 2011-05-12 | 2014-09-03 | Ford Global Technologies, LLC | Supercharged internal combustion engine with separate exhaust manifolds and method to operate such an engine |
DE102012203701A1 (en) * | 2012-03-08 | 2013-09-12 | Man Diesel & Turbo Se | Exhaust gas turbocharger module and thus equipped internal combustion engine |
US9051903B2 (en) | 2012-08-24 | 2015-06-09 | Caterpillar Inc. | NOx emission control using large volume EGR |
US9303555B2 (en) | 2013-04-04 | 2016-04-05 | GM Global Technology Operations LLC | Exhaust manifold |
US9217361B2 (en) | 2013-08-05 | 2015-12-22 | GM Global Technology Operations LLC | Turbocharging system |
JP6109040B2 (en) * | 2013-10-28 | 2017-04-05 | ヤンマー株式会社 | Engine equipment |
CN105723065B (en) * | 2013-11-25 | 2018-11-02 | 博格华纳公司 | Asymmetric double vortex spiral cases |
DE102015114356A1 (en) * | 2014-10-07 | 2016-04-07 | Halla Visteon Climate Control Corporation | Device of a system for guiding air of an internal combustion engine in a motor vehicle |
KR101637780B1 (en) * | 2014-12-16 | 2016-07-08 | 현대자동차주식회사 | Slip preventing coupling braket for multi stage turbo housing/cylinder block and engin exhaust structure for vehicle having the same |
CN107208535B (en) | 2015-02-03 | 2018-11-16 | 博格华纳公司 | It can be rotated flow divider |
US10428734B2 (en) | 2015-02-20 | 2019-10-01 | Pratt & Whitney Canada Corp. | Compound engine assembly with inlet lip anti-icing |
US9869240B2 (en) | 2015-02-20 | 2018-01-16 | Pratt & Whitney Canada Corp. | Compound engine assembly with cantilevered compressor and turbine |
US10533500B2 (en) | 2015-02-20 | 2020-01-14 | Pratt & Whitney Canada Corp. | Compound engine assembly with mount cage |
US20160245162A1 (en) | 2015-02-20 | 2016-08-25 | Pratt & Whitney Canada Corp. | Compound engine assembly with offset turbine shaft, engine shaft and inlet duct |
US10533492B2 (en) | 2015-02-20 | 2020-01-14 | Pratt & Whitney Canada Corp. | Compound engine assembly with mount cage |
US10371060B2 (en) | 2015-02-20 | 2019-08-06 | Pratt & Whitney Canada Corp. | Compound engine assembly with confined fire zone |
US10408123B2 (en) | 2015-02-20 | 2019-09-10 | Pratt & Whitney Canada Corp. | Engine assembly with modular compressor and turbine |
DE102016010640A1 (en) | 2016-09-02 | 2018-03-08 | Daimler Ag | Charging device for an internal combustion engine, and internal combustion engine with such a charging device |
CN109790777B (en) * | 2016-10-11 | 2021-02-02 | 马自达汽车株式会社 | Turbocharged engine |
GB2584085B (en) * | 2019-05-17 | 2022-01-05 | Perkins Engines Co Ltd | Multi-stage turbocharger unit, internal combustion engine and method for operating a multi-stage turbocharger unit |
Citations (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3928963A (en) * | 1974-11-04 | 1975-12-30 | Gen Motors Corp | Cast in place gas turbine containment ring and method of manufacture |
US3930747A (en) * | 1972-12-06 | 1976-01-06 | Cummins Engine Company, Inc. | Turbine housing |
US4032262A (en) * | 1974-12-18 | 1977-06-28 | Bbc Brown Boveri & Company Limited | Housing arrangement for a two-stage exhaust-gas turbocharger |
US4155684A (en) * | 1975-10-17 | 1979-05-22 | Bbc Brown Boveri & Company Limited | Two-stage exhaust-gas turbocharger |
US4400945A (en) * | 1980-02-15 | 1983-08-30 | Mtu Motoren-Und Turbinen-Union Friechichshafen Gmbh | Supercharged reciprocating internal combustion engine |
US4482303A (en) * | 1982-01-27 | 1984-11-13 | Ray Acosta | Turbo-compressor apparatus |
US4930315A (en) * | 1987-05-29 | 1990-06-05 | Usui Kokusai Sangyo Kabushiki Kaisha | Turbo-charger engine system |
US5528902A (en) * | 1992-06-02 | 1996-06-25 | Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh | Support housing for exhaust gas turbochargers |
US5560207A (en) * | 1994-05-25 | 1996-10-01 | Ramsden; John N. | Turbocharged internal combustion engine |
US6079211A (en) * | 1997-08-14 | 2000-06-27 | Turbodyne Systems, Inc. | Two-stage supercharging systems for internal combustion engines |
US20030159442A1 (en) * | 2000-04-20 | 2003-08-28 | Jurgen Huter | Turbocharger device for an internal combustion engine |
US6655141B1 (en) * | 2002-05-14 | 2003-12-02 | Caterpillar Inc | Airflow system for engine with series turbochargers |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2306277A (en) * | 1938-06-22 | 1942-12-22 | Sulzer Ag | Internal combustion engine and supercharging apparatus |
CH594132A5 (en) * | 1975-10-17 | 1977-12-30 | Bbc Brown Boveri & Cie | |
DE2965419D1 (en) * | 1979-02-19 | 1983-07-07 | Bbc Brown Boveri & Cie | Exhaust-gas driven turbocharger having two stages |
DE2943729C2 (en) * | 1979-10-30 | 1984-06-07 | M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8900 Augsburg | Control of a self-igniting internal combustion engine with accumulation charging |
DE3142499A1 (en) * | 1981-10-27 | 1983-05-11 | MTU Motoren- und Turbinen-Union München GmbH, 8000 München | Turbocharger arrangement |
JPS62625A (en) * | 1985-06-25 | 1987-01-06 | Nissan Motor Co Ltd | Exhaust turbosupercharger |
JP2734936B2 (en) * | 1993-07-08 | 1998-04-02 | 三菱マテリアル株式会社 | Stepping motor |
GB2294729B (en) * | 1994-11-04 | 1999-02-24 | Gec Alsthom Diesels Ltd | A turbocharger assembly |
DE19514572C2 (en) | 1995-04-20 | 1997-04-30 | Man Nutzfahrzeuge Ag | Supercharged internal combustion engine |
DE19837978B4 (en) | 1998-04-16 | 2006-05-18 | Borgwarner Turbo Systems Gmbh | Air-flow controller in twin stage turbocharged internal combustion engine |
DE19822874A1 (en) | 1998-05-22 | 1999-11-25 | Man Nutzfahrzeuge Ag | Charging system for internal combustion engine |
US6418723B1 (en) * | 2000-09-21 | 2002-07-16 | Caterpillar Inc. | Low pressure gaseous fuel system |
JP4265365B2 (en) * | 2003-10-17 | 2009-05-20 | トヨタ自動車株式会社 | Internal combustion engine |
JP2005133651A (en) * | 2003-10-30 | 2005-05-26 | Toyota Motor Corp | Engine with supercharger |
US7600380B2 (en) * | 2005-05-10 | 2009-10-13 | Borgwarner Inc. | Valve regulation for turbocharger |
-
2002
- 2002-08-30 EP EP02019471A patent/EP1394380B1/en not_active Expired - Fee Related
- 2002-08-30 DE DE50213429T patent/DE50213429D1/en not_active Expired - Lifetime
-
2003
- 2003-08-20 BR BRPI0303722-3A patent/BR0303722B1/en not_active IP Right Cessation
- 2003-08-29 JP JP2003306017A patent/JP2004092646A/en active Pending
- 2003-08-29 KR KR1020030060299A patent/KR20040020805A/en not_active Application Discontinuation
- 2003-09-02 US US10/653,440 patent/US20040040300A1/en not_active Abandoned
-
2006
- 2006-09-05 US US11/470,147 patent/US7302800B2/en active Active
Patent Citations (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3930747A (en) * | 1972-12-06 | 1976-01-06 | Cummins Engine Company, Inc. | Turbine housing |
US3928963A (en) * | 1974-11-04 | 1975-12-30 | Gen Motors Corp | Cast in place gas turbine containment ring and method of manufacture |
US4032262A (en) * | 1974-12-18 | 1977-06-28 | Bbc Brown Boveri & Company Limited | Housing arrangement for a two-stage exhaust-gas turbocharger |
US4155684A (en) * | 1975-10-17 | 1979-05-22 | Bbc Brown Boveri & Company Limited | Two-stage exhaust-gas turbocharger |
US4400945A (en) * | 1980-02-15 | 1983-08-30 | Mtu Motoren-Und Turbinen-Union Friechichshafen Gmbh | Supercharged reciprocating internal combustion engine |
US4482303A (en) * | 1982-01-27 | 1984-11-13 | Ray Acosta | Turbo-compressor apparatus |
US4930315A (en) * | 1987-05-29 | 1990-06-05 | Usui Kokusai Sangyo Kabushiki Kaisha | Turbo-charger engine system |
US5528902A (en) * | 1992-06-02 | 1996-06-25 | Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh | Support housing for exhaust gas turbochargers |
US5560207A (en) * | 1994-05-25 | 1996-10-01 | Ramsden; John N. | Turbocharged internal combustion engine |
US6079211A (en) * | 1997-08-14 | 2000-06-27 | Turbodyne Systems, Inc. | Two-stage supercharging systems for internal combustion engines |
US20030159442A1 (en) * | 2000-04-20 | 2003-08-28 | Jurgen Huter | Turbocharger device for an internal combustion engine |
US6655141B1 (en) * | 2002-05-14 | 2003-12-02 | Caterpillar Inc | Airflow system for engine with series turbochargers |
Cited By (36)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10132230B2 (en) * | 2005-12-20 | 2018-11-20 | Borgwarner Inc. | Controlling exhaust gas recirculation in a turbocharged compression-ignition engine system |
US20090132153A1 (en) * | 2005-12-20 | 2009-05-21 | Borgwarner Inc. | Controlling exhaust gas recirculation in a turbocharged compression-ignition engine system |
WO2007084592A3 (en) * | 2006-01-20 | 2007-09-13 | Honeywell Int Inc | Two-stage turbocharger system with integrated exhaust manifold and bypass assembly |
US7360362B2 (en) | 2006-01-20 | 2008-04-22 | Honeywell International, Inc. | Two-stage turbocharger system with integrated exhaust manifold and bypass assembly |
US20070169479A1 (en) * | 2006-01-20 | 2007-07-26 | Nicolle Frederic F | Two-stage turbocharger system with integrated exhaust manifold and bypass assembly |
WO2007084592A2 (en) * | 2006-01-20 | 2007-07-26 | Honeywell International Inc. | Two-stage turbocharger system with integrated exhaust manifold and bypass assembly |
US20090211247A1 (en) * | 2006-07-29 | 2009-08-27 | Mcewan James A | Multi-stage turbocharger system |
US20090211245A1 (en) * | 2006-07-29 | 2009-08-27 | Mcewan James A | Multi-stage turbocharger system |
US8316642B2 (en) * | 2006-07-29 | 2012-11-27 | Cummins Turbo Technologies Limited | Multi-stage turbocharger system |
US9708969B2 (en) | 2006-07-29 | 2017-07-18 | Cummins Turbo Technologies Limited | Multi-stage turbocharger system |
US9103274B2 (en) | 2006-07-29 | 2015-08-11 | Cummins Emission Solution Inc. | Multi-stage turbocharger system |
US9003794B2 (en) | 2007-09-05 | 2015-04-14 | Cummins Turbo Technologies Limited | Multi-stage turbocharger system with exhaust control valve |
US9903267B2 (en) | 2007-09-05 | 2018-02-27 | Cummins Turbo Technologies Limited | Multi-stage turbocharger system |
US20110185724A1 (en) * | 2008-10-17 | 2011-08-04 | Bayerische Motoren Werke Aktiengesellschaft | Two-Stage Exhaust Gas Turbocharging Arrangement for an Internal Combustion Engine |
US8453447B2 (en) * | 2008-10-17 | 2013-06-04 | Bayerische Motoren Werke Aktiengesellschaft | Two-stage exhaust gas turbocharging arrangement for an internal combustion engine |
EP2423485A4 (en) * | 2009-04-24 | 2015-05-27 | Toyota Motor Co Ltd | Supercharger system for internal combustion engines |
US20110041497A1 (en) * | 2009-08-20 | 2011-02-24 | Gm Global Technology Operations, Inc. | Two-stage turbocharged engine system |
US8534066B2 (en) * | 2009-08-20 | 2013-09-17 | GM Global Technology Operations LLC | Two-stage turbocharged engine system |
US9995207B2 (en) | 2009-11-21 | 2018-06-12 | Cummins Turbo Technologies Limited | Multi-stage turbocharger system |
US10054037B2 (en) | 2009-11-21 | 2018-08-21 | Cummins Turbo Technologies Limited | Multi-stage turbocharger system with bypass flowpaths and flow control valve |
US9062594B2 (en) | 2009-11-21 | 2015-06-23 | Cummins Turbo Technologies Limited | Multi-stage turbocharger system |
US20110123315A1 (en) * | 2009-11-21 | 2011-05-26 | Robinson Lee J | Multi-stage turbocharger system |
US9217394B2 (en) | 2010-12-28 | 2015-12-22 | Isuzu Motors Limited | Multi-stage supercharging apparatus |
GB2488136A (en) * | 2011-02-17 | 2012-08-22 | Gm Global Tech Operations Inc | Two-stage Turbocharger for an Internal Combustion Engine |
GB2488136B (en) * | 2011-02-17 | 2016-04-13 | Gm Global Tech Operations Llc | Two-stage turbocharger for an internal combustion engine |
CN102808689A (en) * | 2011-06-01 | 2012-12-05 | 霍尼韦尔国际公司 | Valve seat and gasket for exhaust bypass valve |
US20130031901A1 (en) * | 2011-08-03 | 2013-02-07 | Ford Global Technologies, Llc | Supercharged internal combustion engine having two turbines, and method for operating an internal combustion engine of said type |
US9021806B2 (en) * | 2011-08-03 | 2015-05-05 | Ford Global Technologies, Llc | Supercharged internal combustion engine having two turbines, and method for operating an internal combustion engine of said type |
US9541095B2 (en) * | 2013-04-09 | 2017-01-10 | Abb Turbo Systems Ag | Housing of a radial compressor |
US20140301827A1 (en) * | 2013-04-09 | 2014-10-09 | Abb Turbo Systems Ag | Housing of a radial compressor |
US11073075B2 (en) * | 2016-04-08 | 2021-07-27 | Yanmar Power Technology Co., Ltd. | Engine device |
CN110088446A (en) * | 2017-01-27 | 2019-08-02 | 宝马股份公司 | Turbocharger for internal combustion engine |
US11193498B2 (en) | 2017-01-27 | 2021-12-07 | Bayerische Motoren Werke Aktiengesellschaft | Turbocharger for an internal combustion engine |
US11078830B2 (en) | 2017-06-13 | 2021-08-03 | Ihi Corporation | Multi-stage turbocharger |
US10364741B2 (en) * | 2017-06-16 | 2019-07-30 | Honda Motor Co., Ltd. | Internal combustion engine provided with turbocharger |
CN114555925A (en) * | 2019-08-19 | 2022-05-27 | 涡轮增压系统瑞士有限公司 | Multi-stage turbocharging assembly |
Also Published As
Publication number | Publication date |
---|---|
DE50213429D1 (en) | 2009-05-20 |
JP2004092646A (en) | 2004-03-25 |
US7302800B2 (en) | 2007-12-04 |
US20070056283A1 (en) | 2007-03-15 |
KR20040020805A (en) | 2004-03-09 |
BR0303722A (en) | 2004-09-08 |
EP1394380A1 (en) | 2004-03-03 |
BR0303722B1 (en) | 2012-04-17 |
EP1394380B1 (en) | 2009-04-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US7302800B2 (en) | Turbocharger for an internal combustion engine | |
US8028525B2 (en) | Multistage exhaust turbocharger | |
EP1071870B2 (en) | Turbocharged internal combustion engine | |
US7127893B2 (en) | Internal combustion engine comprising a compressor in the induction tract | |
US8522547B2 (en) | Exhaust gas turbocharger for an internal combustion engine of a motor vehicle | |
EP2199566B1 (en) | Two-stage exhaust turbocharger | |
US6973787B2 (en) | Motor brake device for a turbocharged internal combustion engine | |
CN101037955B (en) | Device for increasing the braking power of a multi-cylinder internal combustion engine of a vehicle during engine braking | |
US8209982B2 (en) | Internal combustion engine having two exhaust gas turbochargers connected in series | |
US7426831B2 (en) | Turbo charging system | |
US20090120087A1 (en) | Exhaust gas turbocharger in an internal combustion engine | |
US20070169479A1 (en) | Two-stage turbocharger system with integrated exhaust manifold and bypass assembly | |
US20120031092A1 (en) | Internal combustion engine and method for operating an internal combustion engine | |
US20110067680A1 (en) | Turbocharger and Air Induction System Incorporating the Same and Method of Making and Using the Same | |
KR101695581B1 (en) | Internal combustion engine comprising a booster | |
CN101341319A (en) | Method of manufacturing multi-stage supercharging exhaust turbosupercharger | |
US8534066B2 (en) | Two-stage turbocharged engine system | |
US20040099242A1 (en) | Compact turbocharged cylinder deactivation engine | |
JPS5982526A (en) | Supercharger for internal-combustion engine | |
JPH0472974B2 (en) | ||
US20040055299A1 (en) | Method and device for operating an exhaust gas turbocharger | |
EP2148061A1 (en) | A two-stage turbocharged combustion engine | |
CN103967540B (en) | A kind of turbine cylinder and explosive motor | |
CN209838527U (en) | Compressor for supercharging internal combustion engine | |
GB2488321A (en) | Exhaust Manifold for a Two-Stage Turbocharged Engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: BORGWARNER, INC., MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:KLINGEL, DIETER;REEL/FRAME:014749/0261 Effective date: 20030822 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |