US20040040300A1 - Turbocharger for an internal combustion engine - Google Patents

Turbocharger for an internal combustion engine Download PDF

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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
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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
Application number
US10/653,440
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English (en)
Inventor
Dieter Klingel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BorgWarner Inc
Original Assignee
BorgWarner Inc
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by BorgWarner Inc filed Critical BorgWarner Inc
Assigned to BORGWARNER, INC. reassignment BORGWARNER, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KLINGEL, DIETER
Publication of US20040040300A1 publication Critical patent/US20040040300A1/en
Priority to US11/470,147 priority Critical patent/US7302800B2/en
Abandoned legal-status Critical Current

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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.

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  • 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)
US10/653,440 2002-08-30 2003-09-02 Turbocharger for an internal combustion engine Abandoned US20040040300A1 (en)

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
EP02019471.8 2002-08-30
EP02019471A EP1394380B1 (fr) 2002-08-30 2002-08-30 Système de suralimentation pour un moteur à combustion interne

Related Child Applications (1)

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US11/470,147 Continuation US7302800B2 (en) 2002-08-30 2006-09-05 Turbocharger for an internal combustion engine

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US20040040300A1 true US20040040300A1 (en) 2004-03-04

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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

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US (2) US20040040300A1 (fr)
EP (1) EP1394380B1 (fr)
JP (1) JP2004092646A (fr)
KR (1) KR20040020805A (fr)
BR (1) BR0303722B1 (fr)
DE (1) DE50213429D1 (fr)

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US20090132153A1 (en) * 2005-12-20 2009-05-21 Borgwarner Inc. Controlling exhaust gas recirculation in a turbocharged compression-ignition engine system
US20090211245A1 (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
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US20110185724A1 (en) * 2008-10-17 2011-08-04 Bayerische Motoren Werke Aktiengesellschaft Two-Stage Exhaust Gas Turbocharging Arrangement for an Internal Combustion Engine
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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 (fr) * 2009-04-24 2015-05-27 Toyota Motor Co Ltd Système de turbocompresseur pour moteurs à combustion interne
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
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EP2522843B1 (fr) * 2011-05-12 2014-09-03 Ford Global Technologies, LLC Moteur à combustion interne chargé doté de collecteurs de gaz d'échappement séparés et procédé de fonctionnement d'un tel moteur à combustion interne
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KR101866853B1 (ko) 2015-02-03 2018-07-23 보르그워너 인코퍼레이티드 회전 가능한 전환 밸브
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EP1394380A1 (fr) 2004-03-03
BR0303722A (pt) 2004-09-08
DE50213429D1 (de) 2009-05-20
JP2004092646A (ja) 2004-03-25
KR20040020805A (ko) 2004-03-09
EP1394380B1 (fr) 2009-04-08
US7302800B2 (en) 2007-12-04

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