WO2003001039A1 - Turbocharge arrangement for a diesel engine - Google Patents

Turbocharge arrangement for a diesel engine Download PDF

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Publication number
WO2003001039A1
WO2003001039A1 PCT/EP2002/006618 EP0206618W WO03001039A1 WO 2003001039 A1 WO2003001039 A1 WO 2003001039A1 EP 0206618 W EP0206618 W EP 0206618W WO 03001039 A1 WO03001039 A1 WO 03001039A1
Authority
WO
WIPO (PCT)
Prior art keywords
scavenging air
centrifugal blower
engine
outlet
blower
Prior art date
Application number
PCT/EP2002/006618
Other languages
French (fr)
Other versions
WO2003001039B1 (en
Inventor
Niels Kjemtrup
Peter Berg Sonne
Original Assignee
Man B & W Diesel A/S
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 Man B & W Diesel A/S filed Critical Man B & W Diesel A/S
Priority to KR10-2003-7016151A priority Critical patent/KR20040019306A/en
Priority to KR1020037016679A priority patent/KR100588789B1/en
Priority to JP2003507404A priority patent/JP4057522B2/en
Publication of WO2003001039A1 publication Critical patent/WO2003001039A1/en
Publication of WO2003001039B1 publication Critical patent/WO2003001039B1/en

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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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0412—Multiple heat exchangers arranged in parallel or 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D45/00—Separating dispersed particles from gases or vapours by gravity, inertia, or centrifugal forces
    • B01D45/12—Separating dispersed particles from gases or vapours by gravity, inertia, or centrifugal forces by centrifugal forces
    • B01D45/16—Separating dispersed particles from gases or vapours by gravity, inertia, or centrifugal forces by centrifugal forces generated by the winding course of the gas stream, the centrifugal forces being generated solely or partly by mechanical means, e.g. fixed swirl vanes
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/045—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly
    • F02B29/0468—Water separation or drainage means
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/045—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly
    • F02B29/0475—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly the intake air cooler being combined with another device, e.g. heater, valve, compressor, filter or EGR cooler, or being assembled on a special engine location
    • 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
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/02—Air cleaners
    • F02M35/022—Air cleaners acting by gravity, by centrifugal, or by other inertial forces, e.g. with moistened walls
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0418—Layout of the intake air cooling or coolant circuit the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • 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 relates to a turbocharge arrangement especially for a two-stroke diesel engine comprising at least one turbocharger driven by the exhaust gasses from the engine for feeding the engine with supercharged scavenging air, at least one intercooler located downstream of the at least one turbocharger for reducing the temperature of the scavenging air, and at least one auxiliary blower designed as a centrifugal blower for feeding the engine with additional scavenging air and scavenging air pressure when the load is reduced to a predetermined value during operation.
  • the natural moisture content of the supercharged scavenging air will condense to a greater or smaller extent when the air is cooled during the passage of the intercooler.
  • the condensed water could cause considerable damage on sleeves and piston rings if it is brought into the cylinders of the engine with the scavenging air. Normally, the water is therefore separated in advance.
  • This known water separator mainly consists of a cyclone segment having a lower drain chamber for catching and releasing water drops which are thrown against the curved inside face of the cyclone segment during the passage of the scavenging air.
  • the water separator has a good effect but complicates the structure of the turbocharge arrangement and increase the costs of manufacturing the respective engine.
  • a first object of the invention is to provide a turbocharge arrangement of the kind mentioned in the opening paragraph, which is of a simple and inexpensive construction.
  • a second object of the invention is to provide a turbocharge arrangement of the kind mentioned in the opening paragraph, which is arranged to mainly employ engine components that already f rm part of this arrangement .
  • a third object of the invention is to provide a turbocharge arrangement of the kind mentioned in the opening paragraph, which is able to remove condensed water from the supercharged and cooled scavenging air which is supplied to a diesel engine, e.g. a two-stroke diesel engine, in a more effective manner than hitherto known.
  • a turbocharge arrangement normally comprises at least one supercharger driven by exhaust gasses from the engine via a turbine and at least one intercooler for cooling the supercharged scavenging air to an appropriate temperature .
  • the turbocharge arrangement usually comprises one or more auxiliary blowers of the centrifugal type which are actively inserted to compensate the decrease in turbocharge effect when the load on the engine is light.
  • centrifugal blowers are then connected in parallel to a number of check valves arranged with sufficiently large flow areas to allow the turbochargers to operate at full power at heavier loads while the centrifugal blowers are not active during this .
  • centrifugal blowers are now also utilised as water separators, the scavenging air at both heavy and light lead being forced to flow through the blowers with its total volume during operation.
  • centrifugal blowers are more capable of removing condensed water from the compressed and cooled scavenging air than said conventional water separators .
  • centrifugal blower contrary to a cyclone, is operating with a rotary fan wheel generating an effective centrifugal force for centrifuging the condensed water out of the scavenging air and throwing it onto the curved inside face of the blower from which the water then is brought out of the blower while the dry scavenging air is blown into the cylinders of the engine.
  • each auxiliary fan wheel is always rotating during operation so that it is driven by a electric motor under a preset underload level and driven by the airflow which is generated by the internal-combustion engine/turbocharger above this level at which the scavenging air pressure of the internal-combustion engine/turbocharger is sufficiently high.
  • the invention is based on the idea that all scavenging air all the time has to pass the centrifugal blowers that are used as auxiliary blowers or in other words that these centrifugal blowers must be arranged to effectively allow a larger scavenging air volume to pass than conventionally .
  • the employed centrifugal blowers must therefore be dimensioned in a different way than the auxiliary blowers that conventionally are used in such turbocharge arrangements in order to thereby be able to meet the general demand for the blowers to have a minimum flow area giving the scavenging air a maximum speed of about 50 m/s at full load.
  • the centrifugal blowers can be positioned in various ways for example with a horizontal, vertical or oblique rotation axis.
  • each centrifugal blower is however positioned with an at least mainly horizontal rotation axis .
  • a drain chamber can be designed at the bottom of the housing of each centrifugal blower, said chamber having a slit pointing in the opposite direction of the flow direction of the scavenging air for directing the separated condensed water into the chamber and an outlet for directing the caught condensed water out of the chamber.
  • the separated condensed water will be inclined to run along the curved inside face of the blower housing in direction towards the outlet of the blower and during this flow into the drain chamber via its slit which is pointing in the opposite direction of the flow direction of the scavenging air as mentioned.
  • a perforated plate can be located along an area extending from the drain chamber to or up against the outlet of the blower at a distance from its curved outer wall, said plate delimiting a drain channel opening into the drain chamber together with the outer wall .
  • a flow resistance can advantageously be designed in the drain channel, said resistance being e.g. a mesh wiring inserted in the channel .
  • a partition can be located between the two drain channels to divide the drain chamber into a first section to which the condensed water from the slit pointing in the opposite direction of the flow direction is running and a second section to which the condensed water from the slit pointing in the flow direction is running.
  • the turbocharge arrangement according to the invention is able to effectively remove the condensed water from the supercharged and cooled scavenging air which e.g. is supplied to a two-stroke diesel engine during operation.
  • an individual water separator is furthermore inserted in the connection between the inlet of the centrifugal blower and the outlet of the intercooler, additional safety against condensed water penetrating into the cylinders of the respective engine together with the scavenging air is obtained,
  • Fig. 1 is a diagrammatic end view of a turbocharge arrangement according to the invention
  • Fig. 2 is a side elevational view of a detail of the turbocharge arrangement in fig. 1,
  • Fig. 3 is a diagram of a first embodiment of the turbocharge arrangement in figs . 1 and 2 ,
  • Fig. 4 is a diagram of a second embodiment of the turbocharge arrangement in figs . 1 and 2 ,
  • Fig. 5 is on a larger scale a cross-sectional view of the centrifugal blowers for the arrangements in figs. 3 and 4, and
  • Fig. 6 is on a still larger scale a fractional view of the curved wall of the centrifugal blower in fig. 5.
  • turbocharge arrangement according to the invention is used for a two-stroke diesel engine.
  • the turbocharge arrangement shown in principle in fig, 1 comprises, given in succession, a number of turbochargers 1 driven by the exhaust gasses from the two-stroke diesel engine and serving for supercharging the scavenging air supplied to its cylinders (not shown) , a number of intercoolers 2 for reducing the temperature of the scavenging air, a number of receivers 3 connecting the intercoolers 2 to one or more centrifugal blowers 4 which the scavenging air from the turbochargers 1 pass during operation and which serve for supplying the engine with additional scavenging air and scavenging air pressure by reducing the engine load, and a scavenging air container 5 arranged to contain a suitable volume of scavenging air under pressure and connected to the cylinders of the engine.
  • Fig. 2 is a side elevational view of a part of the turbocharge arrangement in fig. 1, As shown, the arrangement in this case comprises two receivers 3 each connected to two centrifugal blowers 4 which again are- connected to the scavenging air container 5.
  • a first embodiment of the turbocharge arrangement in figs. 1 and 2 is shown diagrammatically in fig. 3, and like parts are designated by the same reference numerals.
  • the turbochargers 1 During operation, the turbochargers 1 generate supercharged scavenging air which is supplied to the intercoolers 2 via air ducts 6.
  • the two air ducts 6 are interconnected to an air distributing duct 7, which enables the system to function even if one of the auxiliary blowers should malfunction.
  • the air distributing duct 7 can alternatively be located after the intercoolers 2, in which the scavenging air now has been cooled.
  • the inlets 9 of the centrifugal blowers 4 are connected to the outlets 10 of the intercoolers 2 via two other air ducts 8.
  • a valve in form of e.g. a "butterfly" valve 11 inserted in each of the two air ducts 8 serves for, if desired, shutting off recirculation of scavenging air in the respective part of the blower arrangement if a blower is out of operation.
  • the supercharged scavenging air which is cooled during the passage of the intercoolers 2 is flowing into the centrifugal blowers 4 via the two air ducts 8, the scavenging air being then lead from the centrifugal blowers to the outlets 12 of the blowers under heavy rotation.
  • the scavenging air is finally lead into the scavenging air container 5 which thereby is filled with a suitable volume of supercharged, cooled scavenging air which is supplied to the cylinders (not shown) of the two-stroke diesel engine during the start-up and operation.
  • the natural moisture content of the supercharged scavenging air leaving the turbochargers 1 is at least partly condensed during the passage of the scavenging air through the intercoolers.
  • Fig. 4 is a diagrammatic view of an alternative embodiment of the turbocharge arrangement in fig. 3. Like parts are designated by the same reference numerals.
  • an individual water separator 14 is however inserted in each of the two other ducts 8, the separator being designed as a cyclone segment in a manner known per se.
  • the content of condensed water of the air will be affected by the centrifugal force which throw the condensed water over onto the curved wall of the cyclone segment, where it is caught by a second drain chamber 15 arranged in the lower area of the cyclone segment. From the drain chamber, the caught condensed water is lead out of the water separator 14 via a second water duct 16b.
  • the individual water separators 14 in fig. 4 serve for augmenting the certainty with which the supercharged, cooled scavenging air generated by the turbocharge arrangement is freed of condensed water.
  • Fig. 5 is a cross section through a centrifugal blower 4 that mainly consists of a blower housing 17 having a fan wheel 18 in form of a shaft 19 having a number of back-curved blades 20. During operation, the fan wheel is rotating in the direction indicated by the arrow.
  • the fan wheel has an inlet 9 and an outlet 12.
  • the air admitted at the inlet 9 is made to rotate fast during operation by the rotating fan wheel 18 and during this guided to the outlet 12 of the blower housing by its curved wall 23 which e.g. can be shaped as an involute.
  • the centrifugal blower has a horizontal axis of rotation.
  • a drain chamber 24 is arranged and in the area above this chamber, a perforated plate 25 is placed at a relatively short distance from the curved wall 23, said plate being designed with a number of apertures 26 and extending up towards or to the outlet 12 of the blower housing.
  • the perforated plate 25 and the curved wall 23 of the blower housing define a drain channel 27.
  • a mesh 28 is inserted of which a fractional view on a larger scale is shown in fig. 6.
  • the drain chamber 24 is divided into a first and second section 30 and 31 by a partition 29.
  • the first section 30 is communicating with' the interior of the blower housing 17 via a slit 32 pointing in the direction of the dominant flow direction in the blower housing, and a baffle plate 33 is furthermore placed at a distance from the slit 32.
  • the drain channel 27 is opening into the second section 31.
  • a first and a second outlet 34 and 35 respectively for, as indicated by the arrows, guiding the caught condensed water out of the chamber.
  • the turbocharge arrangement is designed in such a way that all scavenging air is forced all the time to pass the centrifugal blowers 4 which each is connected to an electric motor (not shown in fig. 5) or similar motor which is arranged to be driven by the blower at normal or full load and to drive the blower at a predetermined reduced main engine load.
  • each centrifugal blower can be connected to its motor by means of a coupling for connecting and disconnecting the connection respectively.
  • centrifugal blower at a predetermined light load actively can operate as auxiliary blower for providing the engine with additional scavenging air and scavenging air pressure whereas the fan wheel at heavier loads is passively rotated by the scavenging air generated by the turbochargers .
  • blower wheels are always rotating e.g. at a rotational speed of at least 500 rp during operation and during this effectively throwing the content of the scavenging air of the water drops illustrated in fig. 5 onto the curved wall 23; 25 of the blower housing 17.
  • the drops 36 are hitting the curved wall 23,-25 with a velocity component aimed at the outlet of the blower housing and furthermore driven' forward in the same direction by the action of the scavenging air flowing through the blower.
  • the condensed water which might not be caught by the first section of the drain chamber continues to run in direction towards the outlet of the blower housing but now on the perforated plate 25. During this, the condensed water is forced by the centrifugal force and the scavenging air via the apertures 26 of the perforated plate into the drain channel 27 which guides the caught condensed water down to the lower- lying second section 31 of the drain chamber from which the condensed water is removed via the second outlet 35.
  • a second drain channel 37 placed at the start of the curved wall 23 of the blower housing is serving for catching the condensed water that at this point is running down the wall.
  • the caught condensed water is running down side walls of the blower housing to the curved wall 23,-25 of the housing from which it is drained out of the blower housing in the manner indicated above.
  • fig. 1 The more specific construction of the turbocharge arrangement of fig. 4 is shown in fig. 1 in which the intermediate chamber 3 is operating as a cyclone segment corresponding to the water separator 14 with the outlet 16b. Further, two outlets 34 and 35 of the centrifugal blower are shown.

Abstract

A turbocharge arrangement especially for a two-stroke diesel engine comprises at least one turbocharger (1) driven by the exhaust gasses from the engine for feeding the engine with supercharged scavenging air, at least one air cooler (2) located downstream of the trubocharger for reducing the temperature of the scavenging air, and at least one auxiliary blower (4) designed as centrifugal blower (4) for feeding the engine with additional scavenging air and scavenging air pressure when the load is reduced to a predetermined value during operation. The inlet of the at least one centrifugal blower (4) is connected to the outlet of the one centrifugal blower (4) is connected to the outlet of the at least one intercooler (2) whereas its outlet is connected to a scavenging air container (5) belonging to the engine. The turbocharge arrangement utilises the centrifugal blowers that already form part of the arrangement. Thereby, a simple and inexpensive structure is obtained that is able to effectively eliminate condensed water from the supercharged and cooled scavenging air which is fed to the diesel engine during operation.

Description

Turbocharge arrangement for a diesel engine
The invention relates to a turbocharge arrangement especially for a two-stroke diesel engine comprising at least one turbocharger driven by the exhaust gasses from the engine for feeding the engine with supercharged scavenging air, at least one intercooler located downstream of the at least one turbocharger for reducing the temperature of the scavenging air, and at least one auxiliary blower designed as a centrifugal blower for feeding the engine with additional scavenging air and scavenging air pressure when the load is reduced to a predetermined value during operation.
The natural moisture content of the supercharged scavenging air will condense to a greater or smaller extent when the air is cooled during the passage of the intercooler.
The condensed water could cause considerable damage on sleeves and piston rings if it is brought into the cylinders of the engine with the scavenging air. Normally, the water is therefore separated in advance.
From the patent document DE 199 11 252 is known a water separator for removing water drops from a flow of compressed and cooled scavenging air for e.g. a two-stroke diesel engine.
This known water separator mainly consists of a cyclone segment having a lower drain chamber for catching and releasing water drops which are thrown against the curved inside face of the cyclone segment during the passage of the scavenging air. The water separator has a good effect but complicates the structure of the turbocharge arrangement and increase the costs of manufacturing the respective engine. A first object of the invention is to provide a turbocharge arrangement of the kind mentioned in the opening paragraph, which is of a simple and inexpensive construction.
A second object of the invention is to provide a turbocharge arrangement of the kind mentioned in the opening paragraph, which is arranged to mainly employ engine components that already f rm part of this arrangement .
A third object of the invention is to provide a turbocharge arrangement of the kind mentioned in the opening paragraph, which is able to remove condensed water from the supercharged and cooled scavenging air which is supplied to a diesel engine, e.g. a two-stroke diesel engine, in a more effective manner than hitherto known.
The novel and unique features according to the invention, whereby this is achieved, is the fact that the inlet of the at least one centrifugal blower is connected to the outlet of the at least one intercooler whereas the own outlet of the blower is connected to a scavenging air container which is part of the engine .
A turbocharge arrangement normally comprises at least one supercharger driven by exhaust gasses from the engine via a turbine and at least one intercooler for cooling the supercharged scavenging air to an appropriate temperature .
In addition, the turbocharge arrangement usually comprises one or more auxiliary blowers of the centrifugal type which are actively inserted to compensate the decrease in turbocharge effect when the load on the engine is light.
These centrifugal blowers are then connected in parallel to a number of check valves arranged with sufficiently large flow areas to allow the turbochargers to operate at full power at heavier loads while the centrifugal blowers are not active during this .
According to the invention, these centrifugal blowers are now also utilised as water separators, the scavenging air at both heavy and light lead being forced to flow through the blowers with its total volume during operation.
Thereby, the considerable advantage is obtained in that the costs for the conventionally used water separators and check valves are saved.
Furthermore, the centrifugal blowers are more capable of removing condensed water from the compressed and cooled scavenging air than said conventional water separators .
This is primarily due to the fact that a centrifugal blower, contrary to a cyclone, is operating with a rotary fan wheel generating an effective centrifugal force for centrifuging the condensed water out of the scavenging air and throwing it onto the curved inside face of the blower from which the water then is brought out of the blower while the dry scavenging air is blown into the cylinders of the engine.
To promote this advantageous effect, each auxiliary fan wheel is always rotating during operation so that it is driven by a electric motor under a preset underload level and driven by the airflow which is generated by the internal-combustion engine/turbocharger above this level at which the scavenging air pressure of the internal-combustion engine/turbocharger is sufficiently high.
As mentioned previously, the invention is based on the idea that all scavenging air all the time has to pass the centrifugal blowers that are used as auxiliary blowers or in other words that these centrifugal blowers must be arranged to effectively allow a larger scavenging air volume to pass than conventionally .
The employed centrifugal blowers must therefore be dimensioned in a different way than the auxiliary blowers that conventionally are used in such turbocharge arrangements in order to thereby be able to meet the general demand for the blowers to have a minimum flow area giving the scavenging air a maximum speed of about 50 m/s at full load.
According to the invention, the centrifugal blowers can be positioned in various ways for example with a horizontal, vertical or oblique rotation axis.
In an advantageous embodiment, each centrifugal blower is however positioned with an at least mainly horizontal rotation axis .
According to the invention, a drain chamber can be designed at the bottom of the housing of each centrifugal blower, said chamber having a slit pointing in the opposite direction of the flow direction of the scavenging air for directing the separated condensed water into the chamber and an outlet for directing the caught condensed water out of the chamber.
The separated condensed water will be inclined to run along the curved inside face of the blower housing in direction towards the outlet of the blower and during this flow into the drain chamber via its slit which is pointing in the opposite direction of the flow direction of the scavenging air as mentioned.
To ensure that also condensed water which has got past the drain chamber is caught and removed from the blower, a perforated plate can be located along an area extending from the drain chamber to or up against the outlet of the blower at a distance from its curved outer wall, said plate delimiting a drain channel opening into the drain chamber together with the outer wall .
Under the influence of the passing airflow, the condensed water which has not already been caught by the drain chamber is now forced into the drain channel via the apertures in the perforated plate, after which it runs in this channel down into the lower lying drain chamber under the influence of the gravitational force.
To prevent the generation in the drain channel of an opposing airflow which could counter the effect of the gravitational force on the condensed water in the drain channel, a flow resistance can advantageously be designed in the drain channel, said resistance being e.g. a mesh wiring inserted in the channel .
Furthermore, a partition can be located between the two drain channels to divide the drain chamber into a first section to which the condensed water from the slit pointing in the opposite direction of the flow direction is running and a second section to which the condensed water from the slit pointing in the flow direction is running. By leading the separated condensed water out of the respective drain chamber sections through their own outlets, the opposing flows of condensed water are effectively kept separated in the drain chamber, and the airflow will not be able to counter the effect of the gravitational force on the condensed water.
As it appears, the turbocharge arrangement according to the invention is able to effectively remove the condensed water from the supercharged and cooled scavenging air which e.g. is supplied to a two-stroke diesel engine during operation. When an individual water separator is furthermore inserted in the connection between the inlet of the centrifugal blower and the outlet of the intercooler, additional safety against condensed water penetrating into the cylinders of the respective engine together with the scavenging air is obtained,
The invention will be explained in greater detail below, describing only exemplary embodiments with reference to the drawing, in which
Fig. 1 is a diagrammatic end view of a turbocharge arrangement according to the invention,
Fig. 2 is a side elevational view of a detail of the turbocharge arrangement in fig. 1,
Fig. 3 is a diagram of a first embodiment of the turbocharge arrangement in figs . 1 and 2 ,
Fig. 4 is a diagram of a second embodiment of the turbocharge arrangement in figs . 1 and 2 ,
Fig. 5 is on a larger scale a cross-sectional view of the centrifugal blowers for the arrangements in figs. 3 and 4, and
Fig. 6 is on a still larger scale a fractional view of the curved wall of the centrifugal blower in fig. 5.
In the following it is as an example assumed that the turbocharge arrangement according to the invention is used for a two-stroke diesel engine.
The turbocharge arrangement shown in principle in fig, 1 comprises, given in succession, a number of turbochargers 1 driven by the exhaust gasses from the two-stroke diesel engine and serving for supercharging the scavenging air supplied to its cylinders (not shown) , a number of intercoolers 2 for reducing the temperature of the scavenging air, a number of receivers 3 connecting the intercoolers 2 to one or more centrifugal blowers 4 which the scavenging air from the turbochargers 1 pass during operation and which serve for supplying the engine with additional scavenging air and scavenging air pressure by reducing the engine load, and a scavenging air container 5 arranged to contain a suitable volume of scavenging air under pressure and connected to the cylinders of the engine.
Fig. 2 is a side elevational view of a part of the turbocharge arrangement in fig. 1, As shown, the arrangement in this case comprises two receivers 3 each connected to two centrifugal blowers 4 which again are- connected to the scavenging air container 5.
A first embodiment of the turbocharge arrangement in figs. 1 and 2 is shown diagrammatically in fig. 3, and like parts are designated by the same reference numerals.
In the case shown, there are two auxiliary blowers which, independently of each other, can supply the engine with scavenging air. Thereby, a great reliability of operation is obtained, one of the arrangements being able to keep the engine going even if the second one should malfunction to a greater or smaller extent .
During operation, the turbochargers 1 generate supercharged scavenging air which is supplied to the intercoolers 2 via air ducts 6. The two air ducts 6 are interconnected to an air distributing duct 7, which enables the system to function even if one of the auxiliary blowers should malfunction. The air distributing duct 7 can alternatively be located after the intercoolers 2, in which the scavenging air now has been cooled.
The inlets 9 of the centrifugal blowers 4 are connected to the outlets 10 of the intercoolers 2 via two other air ducts 8. A valve in form of e.g. a "butterfly" valve 11 inserted in each of the two air ducts 8 serves for, if desired, shutting off recirculation of scavenging air in the respective part of the blower arrangement if a blower is out of operation.
The supercharged scavenging air which is cooled during the passage of the intercoolers 2 is flowing into the centrifugal blowers 4 via the two air ducts 8, the scavenging air being then lead from the centrifugal blowers to the outlets 12 of the blowers under heavy rotation.
Via two additional . air ducts 13, the scavenging air is finally lead into the scavenging air container 5 which thereby is filled with a suitable volume of supercharged, cooled scavenging air which is supplied to the cylinders (not shown) of the two-stroke diesel engine during the start-up and operation.
The natural moisture content of the supercharged scavenging air leaving the turbochargers 1 is at least partly condensed during the passage of the scavenging air through the intercoolers.
However, the condensed water must not reach the cylinders of the engine where it could damage the sleeves and piston rings among other things. According to the invention, the condensed water is therefore removed during the passage of the scavenging air through each of the two centrifugal blowers via a drain chamber 24, from which the caught condensed water is released via a water duct 16a. Thus important function will be described in detail later. Fig. 4 is a diagrammatic view of an alternative embodiment of the turbocharge arrangement in fig. 3. Like parts are designated by the same reference numerals.
In this case, an individual water separator 14 is however inserted in each of the two other ducts 8, the separator being designed as a cyclone segment in a manner known per se. During the passage of the supercharged, cooled scavenging air through this segment, the content of condensed water of the air will be affected by the centrifugal force which throw the condensed water over onto the curved wall of the cyclone segment, where it is caught by a second drain chamber 15 arranged in the lower area of the cyclone segment. From the drain chamber, the caught condensed water is lead out of the water separator 14 via a second water duct 16b.
The individual water separators 14 in fig. 4 serve for augmenting the certainty with which the supercharged, cooled scavenging air generated by the turbocharge arrangement is freed of condensed water.
However, the main effect is achieved by means of the centrifugal blowers 4 according to the invention in both the first embodiment in fig. 3 and the second embodiment in fig. 4 as it will be described in details in the following with reference to figs. 5 and 6.
Fig. 5 is a cross section through a centrifugal blower 4 that mainly consists of a blower housing 17 having a fan wheel 18 in form of a shaft 19 having a number of back-curved blades 20. During operation, the fan wheel is rotating in the direction indicated by the arrow.
The fan wheel has an inlet 9 and an outlet 12. The air admitted at the inlet 9 is made to rotate fast during operation by the rotating fan wheel 18 and during this guided to the outlet 12 of the blower housing by its curved wall 23 which e.g. can be shaped as an involute.
In the case shown, the centrifugal blower has a horizontal axis of rotation. At the bottom of the housing, a drain chamber 24 is arranged and in the area above this chamber, a perforated plate 25 is placed at a relatively short distance from the curved wall 23, said plate being designed with a number of apertures 26 and extending up towards or to the outlet 12 of the blower housing.
The perforated plate 25 and the curved wall 23 of the blower housing define a drain channel 27. In this channel, a mesh 28 is inserted of which a fractional view on a larger scale is shown in fig. 6.
The drain chamber 24 is divided into a first and second section 30 and 31 by a partition 29. The first section 30 is communicating with' the interior of the blower housing 17 via a slit 32 pointing in the direction of the dominant flow direction in the blower housing, and a baffle plate 33 is furthermore placed at a distance from the slit 32. The drain channel 27 is opening into the second section 31.
In the two sections 30 and 31 of the drain chamber 24 are a first and a second outlet 34 and 35 respectively for, as indicated by the arrows, guiding the caught condensed water out of the chamber.
As it appears, the turbocharge arrangement is designed in such a way that all scavenging air is forced all the time to pass the centrifugal blowers 4 which each is connected to an electric motor (not shown in fig. 5) or similar motor which is arranged to be driven by the blower at normal or full load and to drive the blower at a predetermined reduced main engine load. Alternatively, each centrifugal blower can be connected to its motor by means of a coupling for connecting and disconnecting the connection respectively.
This structure results in the fact that the centrifugal blower at a predetermined light load actively can operate as auxiliary blower for providing the engine with additional scavenging air and scavenging air pressure whereas the fan wheel at heavier loads is passively rotated by the scavenging air generated by the turbochargers .
Thus, the blower wheels are always rotating e.g. at a rotational speed of at least 500 rp during operation and during this effectively throwing the content of the scavenging air of the water drops illustrated in fig. 5 onto the curved wall 23; 25 of the blower housing 17.
The drops 36 are hitting the curved wall 23,-25 with a velocity component aimed at the outlet of the blower housing and furthermore driven' forward in the same direction by the action of the scavenging air flowing through the blower.
During this, a part of the condensed water thus running along the curved wall 23,'25 of the blower housing 17 in direction towards the outlet of the blower housing be guided via the slit 32 into the first section 30 of the drain chamber 24 in which it is guided downwards by the baffle plate 33 to leave the blower via the first outlet 34 of the drain chamber.
The condensed water which might not be caught by the first section of the drain chamber continues to run in direction towards the outlet of the blower housing but now on the perforated plate 25. During this, the condensed water is forced by the centrifugal force and the scavenging air via the apertures 26 of the perforated plate into the drain channel 27 which guides the caught condensed water down to the lower- lying second section 31 of the drain chamber from which the condensed water is removed via the second outlet 35.
A second drain channel 37 placed at the start of the curved wall 23 of the blower housing is serving for catching the condensed water that at this point is running down the wall. The caught condensed water is running down side walls of the blower housing to the curved wall 23,-25 of the housing from which it is drained out of the blower housing in the manner indicated above.
The more specific construction of the turbocharge arrangement of fig. 4 is shown in fig. 1 in which the intermediate chamber 3 is operating as a cyclone segment corresponding to the water separator 14 with the outlet 16b. Further, two outlets 34 and 35 of the centrifugal blower are shown.

Claims

Patent claims
1. A turbocharge arrangement especially for a two-stroke diesel engine comprising at least one turbocharger (1) driven by the exhaust gasses from the engine for feeding the engine with supercharged scavenging air, at least one intercooler (2) located downstream of the at least one turbocharger (1) for reducing the temperature of the scavenging air, and at least one auxiliary blower (4) designed as a centrifugal blower (4) for feeding the engine with additional scavenging air and scavenging air pressure when the load is reduced to a predetermined value during operation, characterised in that the inlet
(9) of the centrifugal blower (4) is connected to the outlet of the at least one intercooler (2) whereas the own outlet (12) of the blower is connected to a scavenging air container (5) of the engine.
2. A turbocharge arrangement according to claim 1, characterised in that a drain chamber (24) having at least one inlet opening (32) for guiding condensed water separated from the cooled scavenging air flowing through the centrifugal blower (4) into the drain chamber (24), and at least one outlet (34; 35) for guiding the caught condensed water out of the drain chamber are designed in the lower area of the blower housing (17) of the at least one centrifugal blower (4) .
3. A turbocharge arrangement according to claim 2 , characterised in that the fan wheel (18) of the at least one centrifugal blower (4) has a mainly horizontal axis of rotation.
4. A turbocharge arrangement according to claim 2 or 3 , characterised in that the at least one inlet opening (32) for guiding condensed water into the drain chamber (24) of the at least one centrifugal blower comprises at least one mainly slit-formed aperture (32) pointing in the direction of dominant flow direction in the centrifugal blower (4) .
5. A turbocharge arrangement according to claim 2, 3 or 4, characterised in that a perforated plate (25) is placed at a distance from the curved exterior wall (23) of the at least one centrifugal blower (4) along an area extending from the drain chamber (24) of this centrifugal blower (4) to or up against its outlet (12), said plate defining together with the exterior wall (23) a drain channel (27) opening into the drain chamber (24) .
6. A turbocharge arrangement according to claim 5, characterised in that the drain channel (27) is designed with at least one flow resistance (28) .
7. A turbocharge arrangement according to claim 6, characterised in that the flow resistance of the drain channel (27) consists of a mesh (28) inserted in the drain channel.
8. A turbocharge arrangement according to claim 5, 6 or 7, characterised in that a partition (29) is inserted in the drain chamber (24) and is dividing the drain chamber (24) into a first section (30) having its at least one flow direction pointing in the direction of the slit-formed opening (32) and a second section (31) with the outlet of the drain channel (27) in the drain chamber (24) and that each of these two sections (30; 31) have at least one outlet (34; 35) for guiding the caught condensed water out of the respective section.
9. A turbocharge arrangement according to any of the claims 1 - 8, characterised in that in the connection between the inlet (9) of the at least one centrifugal blower (4) and the outlet (12) of the at least one intercooler is inserted an individual water separator.
10. A turbocharge arrangement according to any of the claims 1 - 9, characterised in that the at least one centrifugal blower (4) is connected to an electric motor arranged to rotate the centrifugal blower at a predetermined reduction of the engine load and to be rotated by the centrifugal blower at a predetermined smaller reduction.
PCT/EP2002/006618 2001-06-22 2002-06-15 Turbocharge arrangement for a diesel engine WO2003001039A1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
KR10-2003-7016151A KR20040019306A (en) 2001-06-22 2002-06-15 Turbocharge arrangement for a two stroke diesel engine
KR1020037016679A KR100588789B1 (en) 2001-06-22 2002-06-15 Turbocharge arrangement for a two stroke diesel engine
JP2003507404A JP4057522B2 (en) 2001-06-22 2002-06-15 Turbocharger for 2-stroke diesel engine

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DKPA200100986 2001-06-22
DKPA200100986 2001-06-22

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WO2014207115A1 (en) * 2013-06-28 2014-12-31 Abb Turbo Systems Ag Dehumidification device for a multistage supercharging device
DE102006053191B4 (en) * 2005-11-15 2015-11-26 Deere & Company Intercooler condensate drain system
EP3032066A1 (en) * 2014-12-12 2016-06-15 OTICS Corporation Turbocharging system for use with internal combustion engine
WO2018024432A1 (en) * 2016-08-04 2018-02-08 Mahle International Gmbh Charge-air cooler
US10145296B2 (en) 2015-12-11 2018-12-04 Man Truck & Bus Ag Exhaust-gas turbocharger for a motor vehicle
US10914229B2 (en) 2012-09-14 2021-02-09 Ford Global Technologies, Llc Charge air cooler condensation dispersion element
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DE102005016820A1 (en) * 2005-04-12 2006-11-09 Man B & W Diesel A/S Large engine especially two stroke diesel engine has turbocharger and blast space with additional blast and air conditioner with common wall with inlet
DE102005016820B4 (en) * 2005-04-12 2007-02-15 Man B & W Diesel A/S United motor
DE102006053191B4 (en) * 2005-11-15 2015-11-26 Deere & Company Intercooler condensate drain system
US10914229B2 (en) 2012-09-14 2021-02-09 Ford Global Technologies, Llc Charge air cooler condensation dispersion element
WO2014207115A1 (en) * 2013-06-28 2014-12-31 Abb Turbo Systems Ag Dehumidification device for a multistage supercharging device
EP3032066A1 (en) * 2014-12-12 2016-06-15 OTICS Corporation Turbocharging system for use with internal combustion engine
US9951723B2 (en) 2014-12-12 2018-04-24 Otics Corporation Turbocharging system for use with internal combustion engine
US10145296B2 (en) 2015-12-11 2018-12-04 Man Truck & Bus Ag Exhaust-gas turbocharger for a motor vehicle
WO2018024432A1 (en) * 2016-08-04 2018-02-08 Mahle International Gmbh Charge-air cooler
US11208946B2 (en) 2017-11-17 2021-12-28 Mazda Motor Corporation Engine control device and engine control method
WO2024056133A1 (en) * 2022-09-15 2024-03-21 Ihi Charging Systems International Gmbh Inflow device of a spiral channel of an exhaust gas guide section of an exhaust gas turbocharger, and exhaust gas turbocharger
WO2024056134A1 (en) * 2022-09-15 2024-03-21 Ihi Charging Systems International Gmbh Exhaust gas guide section of an exhaust gas turbocharger, and exhaust gas turbocharger

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WO2003001039B1 (en) 2003-11-20
JP4057522B2 (en) 2008-03-05
CN1518636A (en) 2004-08-04
KR100588789B1 (en) 2006-06-09
JP2007303475A (en) 2007-11-22
KR20040019306A (en) 2004-03-05
KR20040019314A (en) 2004-03-05
CN1308577C (en) 2007-04-04
JP2004530833A (en) 2004-10-07

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