WO2005073536A1 - Turbocharged internal combustion engine - Google Patents
Turbocharged internal combustion engine Download PDFInfo
- Publication number
- WO2005073536A1 WO2005073536A1 PCT/FR2005/000060 FR2005000060W WO2005073536A1 WO 2005073536 A1 WO2005073536 A1 WO 2005073536A1 FR 2005000060 W FR2005000060 W FR 2005000060W WO 2005073536 A1 WO2005073536 A1 WO 2005073536A1
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- air
- turbine
- flow
- pressure
- derived
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Classifications
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- 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
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
- F02B39/085—Non-mechanical drives, e.g. fluid drives having variable gear ratio the fluid drive using expansion of fluids other than exhaust gases, e.g. a Rankine cycle
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- 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
- F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
- F02B37/025—Multiple scrolls or multiple gas passages guiding the gas to the pump drive
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- 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
- F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
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- 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
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
- F02B37/183—Arrangements of bypass valves or actuators therefor
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- 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
- F02B37/20—Control of the pumps by increasing exhaust energy, e.g. using combustion chamber by after-burning
-
- 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
- F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
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- 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
- F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
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- 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
- F02B39/005—Cooling of pump drives
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
- F02M26/27—Layout, e.g. schematics with air-cooled heat exchangers
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- 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
-
- 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
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
- F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
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- 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 an internal combustion engine supercharged by at least one turbocharger throughout the engine operating range, in particular at low speed, at full load in stabilized operation, and in transient operation.
- the invention relates more specifically to vehicle engines whose maximum torque speed must be as low as possible, preferably at a speed less than or equal to approximately 1/3 of the maximum power speed.
- the invention is of increased interest for supercharged engines which must have a high rate of recycling of exhaust gases at the intake of the engine up to a high engine load.
- GENERAL BACKGROUND Internal combustion engines have long been equipped with turbochargers. For engines operating on a narrow speed range, the turbochargers are of the unregulated type. They are then sized to provide optimum performance at high engine speeds.
- the charge air pressure hereinafter referred to as P 2
- P 2 the charge air pressure
- the simplest method of regulation consisting of a discharge valve called "wastegate"
- a fraction of the exhaust gas does not pass through the turbine, which results in an increase in the average pressure of the exhaust gases prevailing upstream of the turbine, hereinafter referred to as P 3 , and thus a degradation of the engine performance at high speed.
- This well-known mode of regulation has been used for a long time on turbines, commonly known as fixed geometry turbines, the wheel of the radial turbine being powered by a single volute devoid of a stator with a grid of blades.
- the fraction of dual-pass gas can, at regime N maX d represent more than 50% of that crossing the turbine.
- variable geometry turbochargers where only the turbine is variable, has developed considerably for automobile engines.
- the radial turbines then use a variable geometry stator, the most common type of which is with pivoting fins. They lower the N regime 0 mentioned above by around 10% and constitute the current supercharging system for engines with a high level of performance.
- variable geometry turbines have a sufficient flow section variation to control, without wastegate, the pressure P 2 in all the engine operating range, it is now envisaged to combine them with a wastegate valve, integrated or not to the turbine, so as to be able to use an even smaller variable turbine without being limited by the maximum flow section of the turbine to variable geometry, to further lower the N speed 0 or increase the engine load, and therefore the boost pressure, for which a high intake gas recirculation rate, called EGR, is desirable.
- EGR intake gas recirculation rate
- Turbochargers using a subdivision casing turbine constitute another solution which can be separated into two categories: - the first category consists in using a double volute turbine, associated with a collector of 'subdivided exhaust where each branch gathers only cylinders without overlapping their exhaust phase, to increase the filling of the cylinders at low engine speeds. Each branch then feeds a volute.
- the two volutes are supplied by all of the exhaust gases, the two branches of the subdivided collector being placed in communication; the exhaust manifold then behaves like an undivided manifold, - the second category, as revealed in particular by WO 03/044327, also uses a double volute turbine, associated with an undivided exhaust manifold making it possible to vary , using an adjusting member, the flow section between a minimum value, where only one of the volutes is supplied, and a maximum value, where the two volutes are supplied.
- the regulator performs the wastegate function when the maximum flow section has been reached.
- variable geometry turbine technique is not yet available for spark-ignition engines whose exhaust gas temperatures exceed 1000 ° C. STATE OF THE ART From the start of turbocharging, the idea of a variable geometry turbine is known, but its implementation is then considered to be too difficult and the expected reliability deemed unsatisfactory.
- US Patent 2,172,809 proposes, to control the pressure P 2 on a fixed geometry turbocharger, to supply the turbine with a fraction of the pressurized air supplied by the compressor, which will be referred to hereinafter as derived air flow, after having previously heated it by heat recovery on the exhaust gases after, or during, their passage through the turbine, to a value close to that of the gases entering the turbine.
- Means are provided on the air derivative flow duct to control the flow.
- the heat exchanger is thus provided at the outlet of the turbine or around the inlet housing of the turbine. This installation requires that the pressure P 2 is always higher than the average pressure P 3 . It is intended for a supercharged engine for which the engine speed, at which the pressure P 2 maximum is obtained, is close to the N regime max maximum power.
- US Patent 4,367,626 proposes a similar, more complex installation based on the use of a stator with variable geometry, playing the role of ejector with variable geometry, for mixing and controlling the flow of derived air added to the exhaust gases. Heat recovery from the exhaust gases after, or before they pass through the turbine is also planned. It is explicitly stated that the purpose of this installation is to avoid the use of a wastegate valve and the significant energy losses that it causes. Consequently, the flow section of the turbine, corresponding to a very open turbine, is such that the pressure P 2 maximum is obtained at a speed close to speed N max maximum power, with the corollary that the pressure P 2 is almost always higher than the average pressure P 3 .
- the variants provided with an axial type turbine relate to high power motors.
- the objective is absolutely not to obtain the pressure P 2 maximum at very low engine speed.
- EGR operation which requires medium pressure P 3 higher than pressure P 2 , is not considered.
- the proposed embodiments have a high level of complexity, accompanied by a high production cost and a risk of insufficient reliability. Given the fact that a derived air flow is provided throughout the engine operating range, means for interrupting the derived air flow to avoid reversing the direction of flow are not explicitly provided.
- the technique of the double fluid ejector implies, in all the embodiments provided, an acceleration of the derived flow of air with the consequence of a reduction in its static pressure before it is mixed with the engine exhaust gases, which reduces the potential for air-derived flow.
- the present invention proposes to remedy the drawbacks mentioned above, by making possible the technique of flow derived from air when the average pressure P 3 is greater than pressure P 2 , thus overcoming an established prejudice, and preserving a high level of simplicity and a possibility of use with any type of turbocharger, turbine or supercharging system, including for the smallest turbochargers and double supercharging systems floor.
- This then allows EGR recycling in the presence of a flow derived from air, the potential of which is then reinforced by eliminating the pitfall of the pumping limit. It also aims to be able to be applied in connection with an exhaust manifold subdivided or not. Another object is to promote the braking potential of the engine by means of the turbocharger.
- the invention relates to an internal combustion engine supercharged by at least one turbocharger, comprising a bypass duct ensuring a flow derived from air from a point A located downstream of the compressor, on which means for interrupting the flow air derivative are provided, towards a point B located between the downstream end of the exhaust gas duct and the turbine wheel, throttling means of variable geometry being provided on the intake of the exhaust gases to the turbine wheel upstream from the aforementioned point B, characterized in that: - the turbocharger is regulated by a wastegate valve 20 so that the engine speed N 0 , at which the maximum boost pressure is obtained, is much lower than the speed N max maximum power, - and the degree of opening of the throttling means 19 is chosen to introduce a sufficient difference between the pressure of the exhaust gases P 3 and the pressure P 3 ⁇ prevailing upstream of the turbine wheel, so that the pressure P 3 ⁇ remains essentially below the boost pressure
- the pressure P 3R represents the static pressure of the flow after it is speeded up in the stator of the turbine, which for a turbine with fixed geometry is constituted by the inlet nozzle to the volute.
- the difficulty of organizing a bypass flow no longer exists when a sufficient throttle, of the aforementioned type, is practiced on the admission of exhaust gases to the turbine wheel, to attenuate the fluctuations of the pressure P 3R and introduce a sufficient difference between the pressure P 3 and the pressure P 3R , such as pressure P 2 is greater than the average pressure P 3R .
- This characteristic is a fundamental datum of the invention, the degree of opening of the throttling means being chosen in such a way that the derived air flow is established at the level necessary to reach the pressure P 2 desired.
- the derived air flow can occur under conditions deemed hitherto impossible, namely when the average pressure of the exhaust gases prevailing upstream of the turbine, hereinafter referred to as P 3 , is greater than the pressure P 2 .
- P 3 the average pressure of the exhaust gases prevailing upstream of the turbine
- P 2 the pressure of the turbine
- the by-pass valve In the case of a double-stage supercharging in regulated series, the by-pass valve, with continuous control, allowing a more or less significant fraction of the exhaust gases to supply the low-pressure turbine, by double-passing the high pressure turbine, can be considered as a wastegate valve of the high pressure turbine.
- the flow derived from air will generally intervene between the compressor and the turbine supplying the major part of the supercharging pressure at the very low engine speeds, which are those of the high stage pressure. In some cases, it may however be preferable to choose point A on the high pressure compressor, and point B upstream of the low pressure turbine of the turbocharger providing little boost pressure, to enable the bypass flow to be initiated. air at very low engine loads.
- Means for controlling the flow of air derived from the bypass duct between point A and point B are no longer necessary. It is the degree of openness of the variable geometry throttling means which controls the derived air flow. Any type of non-return valve or all-or-nothing valve can constitute the means of interrupting the flow derived from air, since the risk of reversing the direction of flow no longer exists. It is not necessary to suck the derived air flow using the exhaust gases by a venturi or ejector effect. In a particular embodiment, provision is also made for the throttling means with variable geometry to be combined, in a single member, with the means for interrupting the flow derived from air, to further simplify the installation.
- the degree of opening of the variable geometry throttling means is automatically adjusted by a monitoring and control unit, as a function of the state quantities and control quantities of the internal combustion engine, for controlling the pressure P 2 and the pressure P 3 .
- the invention makes it possible, for a given turbocharger, to significantly lower the engine speed N 0 , at which the maximum boost pressure is obtained, when the derived air flow is not heated. This means that the work required to compress the derived air flow is more than compensated by the increase: - in the efficiency of the compressor, - in the efficiency of the turbine operating around its best efficiency, in which not only the gases d engine exhaust but also the flow derived from compressed air are relaxed, - the mechanical efficiency of the turbocharger increasing with the power transmitted by the turbine to the compressor.
- the derived air flow can represent a value close to the air flow supplied to the engine; the flow passing through the compressor is then double the flow passing through it when there is no flow derived from air.
- the speed N 0 can still be lowered significantly.
- the recovery potential is higher the closer the air-fuel ratio is to the stoichiometric ratio.
- the volute of a turbine is subjected to intense heating due to the very high gas speeds.
- a very large amount of heat is dissipated to the outside, mainly by radiation.
- a characteristic of the invention thus consists in minimizing this heat loss by keeping the external walls of the turbine at a temperature as low as possible using an internal air knife, or external air envelope. , supplied by a small part of the flow derived from unheated air.
- the other part of the derived air flow can be heated in an air-gas exchanger or inside the turbine in contact with the hot walls.
- the invention further provides for using the possibilities offered by injection systems called "common rail" by performing, during the initial period of transient operation or overboost operation, post-injection of fuel at l inside the engine cylinders in the advanced expansion phase.
- the temperature of the exhaust gases can be increased beyond the maximum permissible temperature of the turbine, as long as it is cooled by the flow derived from air.
- an air-gas exchanger is provided downstream of the turbine to heat the derived air flow before its introduction into the turbine, it can, according to the invention, be advantageously integrated into any of the post- treatment of exhaust gases, in particular in the form of an air envelope.
- the invention can also be applied to a turbocharger using a variable geometry turbine, of the variable stator type, for example by pivoting fins, in which the throttling means with variable geometry are arranged upstream of the variable stator. It is also possible that the variable geometry stator constitutes the variable geometry throttling means. According to the invention, the faculty for adjusting the pressure P 3 by the throttling means gives the engine an increased braking power potential. The invention also allows low or medium loads to have a higher boost pressure and thus promote load taking in transient operation, in particular from operation in EGR mode.
- FIG. 1 represents a diagram of an internal combustion engine supercharged by a turbocharger, with turbine with fixed geometry or with variable geometry, equipped with a throttle device with variable geometry of the exhaust gases, upstream of the volute of the turbine, and flow derived from heated air.
- FIG. 1 represents a diagram of an internal combustion engine supercharged by a turbocharger, with turbine with fixed geometry or with variable geometry, equipped with a throttle device with variable geometry of the exhaust gases, upstream of the volute of the turbine, and flow derived from heated air.
- FIG. 2 represents a similar diagram for a turbocharger, with variable geometry turbine, the variable geometry stator also constituting the variable geometry throttling means.
- FIG. 3 is a schematic view, in partial section in plan development, of the inlet nozzle of the volute of a turbine with fixed geometry in an alternative embodiment, where the throttling means with variable geometry are separated from the wastegate valve, for an undivided exhaust manifold.
- FIG. 4 is a schematic view, in partial section, of the inlet nozzle of the volute of a turbine with fixed geometry in an alternative embodiment, where the throttling means with variable geometry and the wastegate valve are integral, also for an undivided exhaust manifold.
- Figure 5 is a view cut along the axis N - V of Figure 4.
- Figure 6 and Figure 7 are views similar to Figure 4, shown in two other open positions.
- Figure 8 is a schematic view, in partial section, of the inlet nozzle of the volute of a turbine with fixed geometry in an alternative embodiment similar to that of Figure 4 for a subdivided exhaust manifold with two branches .
- Figure 9 is a section along the axis IX - IX of Figure 8.
- Figure 10 is a section along the axis X - X of Figure 8.
- Figure 11 is a schematic view, in partial section, of the nozzles inlet of a double volute turbine, for an exhaust manifold divided into two branches.
- Figure 12 is a section along the axis XII - XII of Figure 11.
- Figure 13 is a section along the axis XIII - XIII of Figure 11.
- Figure 14 is a schematic view, in partial section, of the area between the stator and the wheel of a turbine with variable geometry, into which the derived air flow is introduced.
- Figure 15 and Figure 16 are schematic views, in section, of an alternative embodiment of a non-return valve, in the closed position and in the open position.
- FIG. 17 is an installation similar to that of FIG. 1, in which the flow derived from air is heated by cooling the EGR gases.
- FIG. 18 is an installation similar to that of FIG. 17, in which the derived air flow or the air-gas exchanger can be heated by the exhaust gases discharged by the wastegate valve.
- Figure 19 is a partial sectional view of a turbocharger, where the wastegate valve is not integrated with the turbine, showing an alternative embodiment of the flow path of the derived air flow inside the turbine to maintain its external walls at low temperature and organize the reheating of the derived air flow.
- Figure 20 is a section along the axis XX - XX of Figure 19 to illustrate other details of construction.
- FIG. 21 represents a schematic view, in partial section, of the inlet nozzle of the volute of a turbine with fixed geometry or with variable geometry in a variant embodiment simplified by the fact that the throttling means with variable geometry and the means for interrupting the derived air flow are common and unique, for an undivided exhaust manifold.
- FIG. 21 represents a schematic view, in partial section, of the inlet nozzle of the volute of a turbine with fixed geometry or with variable geometry in a variant embodiment simplified by the fact that the throttling means with variable geometry and the means for interrupting the derived air flow are common and unique, for an undivi
- FIG. 22 is a schematic view, in partial section, of an air-gas exchanger similar to that of the installation shown in FIG. 18 for EGR gases or gases discharged by the wastegate valve, combined with an air-exchanger gas located downstream of the turbine.
- the internal combustion engine shown in Figure 1 which is for example a diesel engine, is equipped with a turbocharger 2 comprising a fixed geometry turbine 3 operating with exhaust gases, or with a mixture of exhaust gases and air, mounted on the exhaust gas duct 4 and a compressor 5 mounted on the air intake duct 6.
- the rotational movement of the turbine wheel 3 is transmitted via a shaft 7 to the compressor 5, which sucks the surrounding air at atmospheric pressure and brings it to an increased pressure.
- This pressurized air is then cooled in the cooler 8 of the intake air, then introduced as intake air into the cylinders 9 of the internal combustion engine 1.
- the internal combustion engine 1 comprises an installation 10 for recycling EGR exhaust gas, comprising a recycling pipe 11 between the exhaust gas pipe 4 and the air intake pipe 6, as well as an adjustable recycling valve 12 and a cooler 13.
- the internal combustion engine 1 comprises an installation 14 of flow derived from air, comprising a bypass duct 15 between a point A located downstream of the compressor 5 and a point B located immediately upstream of the inlet neck of the volute of the torbine 3, means 16 for interrupting the derived air flow, an air heater 17 mounted on the outlet duct 18 of the turbine 3.
- the means 16 for interrupting the derived air flow are closed, as soon as that the pressure P 3R becomes greater than pressure P 2 .
- the air heater 17 represents a specific air-gas exchanger or, according to the invention, advantageously integrated into any one of the exhaust gas post-treatment devices, arranged downstream of the turbine, in the form of air envelope. It can also represent an air heater integrated in the turbine.
- the turbine 3 is provided, in the inlet nozzle of its volute, with variable geometry throttling means 19 which make it possible to variably adjust the flow section of the flow of exhaust gases.
- the adjustment of this flow section is made according to state variables and controls of the internal combustion engine and associated components.
- the flow section can be adjusted between a minimum value, corresponding to the maximum constriction, and a maximum value corresponding to the maximum flow section of the turbine determined by the inlet neck of its volute.
- the maximum throttling position occurs in particular when the pressure P 2 maximum is sought at low engine speeds, or when the engine operates as a brake, to produce a pressure P 3 as high as possible, in order to increase the piston discharge work.
- the minimum flow section, offered to the exhaust gas flow by the variable geometry throttling means 19 in the minimum open position, will generally be between 15% and 35% of section A T from the inlet neck of the volute, the degree of closure being able to be all the greater as the flow derived from air is heated.
- the maximum opening position occurs, in particular, when the engine is running at high speed.
- a wastegate valve 20, connected between the pipe 4 of the exhaust gases and the outlet pipe 18 of the turbine 3, is provided upstream of the throttling means with variable geometry 19. In the case where a wastegate valve 20 is used, it is preferable that it be located upstream of the throttling means with variable geometry 19.
- the discharge of exhaust gases through the wastegate valve 20 thus positioned also has the advantage of attenuating fluctuations in the pressure P 3 , and therefore of the pressure P 3R , when the variable geometry throttling means 19 are no longer in the minimum open position.
- the wastegate valve can naturally be located downstream of the variable geometry throttling means 19.
- All of the components associated with the internal combustion engine are managed by a control and command unit 21, as a function of the state quantities and of the control quantities of the internal combustion engine; in particular the variable geometry throttling means 19, the wastegate valve 20 and the recycling valve 12 are controlled by the control and command unit 21.
- the means 16 for interrupting the flow of derived air represented by a non-return valve, can also be ensured by an adjustable valve, or all or nothing, then also controlled by the control and command unit 21.
- the turbine 3 can be a turbine with fixed geometry or a turbine with geometry variable. In the latter case, the variable geometry throttling means 19 are located at the inlet of the volute, upstream of the variable stator of the variable geometry turbine.
- FIG. 2 represents an installation similar to that of FIG.
- variable stator 19 ′ constituting the throttling device in place and places variable geometry throttling means 19 in FIG. 1.
- the point B for introducing the derived air flow is then located between the variable stator and the impeller of the turbine 3 '.
- This installation also includes a wastegate valve 20.
- the throttling means with variable geometry 19 will generally be provided in the inlet nozzle of the scroll of the turbine 3.
- a rotary valve, for example of the flap or butterfly type, or a protuberance , for example articulated, or an articulated wastegate type valve opening in the exhaust gas intake duct, obstructing the nozzle can constitute the throttling means with variable geometry 19.
- FIG. 3 schematically illustrates an embodiment in which the two aforementioned functions are separated. It shows the arrangement of the various elements inside the inlet nozzle of the turbine volute 3.
- the introduction of the derived air flow at the downstream end of the bypass duct 15 symbolically leads to point B immediately upstream of section A T from the entry neck of the volute.
- a rotary flap 22, in rotation about its axis of rotation, constitutes the variable geometry throttling means 19, the degree of opening of which can be adjusted between a minimum opening position and a maximum opening position.
- the degree of opening is maximum in the position, shown in dotted lines, where it bears against the wall of the nozzle.
- a position close to the minimum open position is represented by the flap drawn in solid lines, the minimum open position is determined by a stop, not shown, which can be operated by a bearing surface of the shutter inside the nozzle, or also outside on the control mechanism of the shutter not shown.
- the position of the flap is controlled by an actuator of the type used to control a wastegate or the variable stator of a turbine with variable geometry.
- a well-known wastegate valve 20 completes the installation. This valve 20 is controlled by another actuator, not shown.
- FIG. 4 and FIG. 5 schematically illustrate an embodiment, in which the throttle function with variable geometry and the wastegate function are provided by a single member 23.
- the wastegate valve 20 is similar to that of FIG. 4 but has a larger disc diameter, because the exhaust gas discharge orifice, when open, operates mainly in the area close to its axis of articulation.
- the variable geometry throttling means 19 are constituted by a protuberance 24 integral with the disc of the valve 20.
- the protrusion 24 is of revolution relative to the axis of symmetry of the disc of the valve 20.
- This embodiment makes it possible to keep a mounting of the valve disc 20 free to rotate, guaranteeing good sealing conditions, in the closed position, on the flat surface seat.
- This embodiment requires a single actuator to control the position of the single member 23.
- the device is completed by a small adjustable flap 25 optional. Its control mechanism, not shown, includes an adjustable stop.
- FIG. 6 shows the device of Figure 4 in an intermediate opening position of the single member 23 and a partial opening of the wastegate valve 20, for an engine speed slightly higher than the speed N 0 , the flow derived from air being progressively reduced by the increase in the flow drawn in by the motor, and ultimately vanishing.
- FIG. 7 shows the device of FIG.
- FIG. 8 illustrates an embodiment similar to that of FIG. 4, but using a subdivided collector with two branches. It is distinguished by the fact that a partition 27 separates the intake nozzle from the volute of the turbine 3, from its inlet flange to the protuberance 24, in two conduits 28 and 29 extending the two conduits partitions of the subdivided collector not shown.
- a subdivided collector can also be adapted to the embodiment described in FIG. 3; in this case, as in all other cases, a variable geometry converter well is generated by the throttling means with variable geometry, the wastegate valve will advantageously be arranged upstream of the throttling means to allow optimal sizing of the converter well whose nozzles, in the maximum open position, can be dimensioned smaller, because they are no longer crossed by the gas flow discharged by the wastegate.
- the subdivided manifolds are generally divided into two branches grouping together several cylinders, but it is also possible to envisage a higher number of branches, for example equal to the total number of engine cylinders in order to obtain complete decoupling of the exhaust phases of each cylinder, particularly interesting in braking mode.
- This technique makes it possible to obtain a smaller volume of each single-cylinder branch and thus to increase the energy of the exhaust gases supplied to the turbine at very low engine speeds.
- Figures 11 to 13 illustrate an embodiment where the wastegate is not shown, applied to a double volute turbine and to a subdivided exhaust manifold with two branches.
- the turbine 3 comprises two scrolls separated by a partition 30; each volute is identified by its entry neck, section A ⁇ relates to the volute adjacent to the bearing body; section A ⁇ 2 relates to the volute located on the side of the turbine outlet.
- a partition 27 separates the intake nozzle from the volute n, from its inlet flange close to the inlet neck An, in two conduits 28 and 29 extending the two partitioned conduits of the subdivided collector not shown.
- the volute A ⁇ is always supplied by the exhaust gases of the internal combustion engine 1.
- a valve 31 for connecting the conduits 28 and 29 with the conduit 32 supplying the volute n is situated against the upstream part of the conduits 28 and 29 of the inlet nozzle of volute A IT .
- the partition 27 extends up to the valve 31, of a construction similar to that of a wastegate valve, and thus separates the circular orifice of communication in two parts, semi-circular, constituting at this location also the seat of the valve 31.
- the valve 31 opens, the flow of exhaust gas from the duct 28 or 29, supplied by a puff, is discharged into the duct 32, then into the other duct 29 or 28 , then little or no power.
- the flow derived from air is symbolically introduced at point B in the duct 32.
- the communication valve 31, controlled by an actuator not shown, thus makes it possible to vary the flow section of the flow of exhaust gases from the cylinders, between a minimum section shown in Figure 12 and a maximum section A T , equal to the sum of the sections of A ⁇ and A ⁇ 2, when the valve 31 is in the maximum open position.
- the communication valve 31 is closed and the exhaust gases then supply the minimum flow section of the duct 28 or of the duct 29, while the flow derived from air supplies the volute A 2-
- the exhaust gases supply a increasing flow section towards the maximum flow section A, while the flow derived from air decreases to vanish at a speed close to the speed N 0 of the motor.
- the communication valve 31 plays a role similar to that of the variable geometry throttling means 19 described above.
- the flow derived from air is heated by the heat coming from the walls of the turbine 3.
- Two fixed pipes 33 and 34 shown in FIGS. 11 and 12, can be provided between the pipe 32 and the neck A ⁇ to complete its admission, then partial, when the valve 31 is closed, by part of the bypass flow and thus make it more total.
- This embodiment can also be applied to a non-subdivided manifold, by removing the partition 27.
- the communication valve 31 can be supplemented by throttling means with variable geometry 19, integral or separate from the communication valve 31.
- FIGS. 14 illustrates a turbine with variable geometry according to the invention, where the stator is of the type with pivoting fins.
- the derived air flow is introduced into zone 35 at point B, between the variable stator 36, shown in a simplified manner in the minimum open position, and the wheel 37 of the turbine 3 '.
- the derived air flow is preferably introduced symmetrically, in the form of annular channels 38, 39 formed in the lateral faces of the aforementioned zone, in a direction such that the incidence of the flow resulting from the gas-air mixture is optimal for supplying the turbine wheel 37.
- the flow derived from air contributes to reducing the leakage of parasitic gases bypassing the stator.
- the invention is also applicable in the case of a stator of the sliding piston type.
- FIG. 15 and 16 illustrate an embodiment of the means 16 for interrupting the flow derived from air by means of a non-return valve.
- It consists of a piston 40 sliding freely in a cylindrical jacket 41.
- the cylindrical jacket 41 is supplied on one side by the flow derived from air coming from point A, substantially at the pressure P 2 , and on the other side by a reference pressure from a nozzle 42 via a pipe with a small passage section.
- the position of the piston is a function of the pressures exerted on its opposite faces.
- the reference pressure is higher than the pressure P 2
- the piston is supported by the conical part 43 of its skirt 44, on a conical seat 45, and the non-return valve is in the closed position, as shown in FIG. 15.
- the piston When the pressure P 2 is higher than the reference pressure, the piston releases the passage of air, through the passage section offered by the lights 46 made in the cylindrical jacket 41, in the direction of point B. If the passage section of the valve is oversized compared to requirements, the piston occupies an intermediate position not shown, the pressure P 2 , automatically adjusting to a pressure equal to the reference pressure. If the passage section is insufficient, the piston comes to bear on its opposite face and the non-return valve is in the maximum open position, as shown in FIG. 16. It is advantageous to size the maximum passage section of so that the valve is always in the intermediate opening position so that the pressure P 2 is equal to the reference pressure.
- the reference pressure can be chosen between the pressure P 3R pressure P 3 by positioning the nozzle properly.
- FIG. 17 is an installation similar to that of FIG. 1, in which the flow derived from air is heated by cooling the EGR gases.
- the cooler 13 also becomes an air heater.
- This air-gas exchanger can be of any suitable type. He can be of a very simple embodiment, in which the bypass duct 15 is arranged concentrically with the EGR duct 11. This solution is particularly advantageous when the EGR recycling must take place in a large part of the engine operating field.
- the derived air flow has the advantage of compensating for the reduction in the air flow caused by EGR recycling, thus eliminating the pitfall of the pumping limit.
- FIG. 18 is an installation similar to that of FIG. 17, in which the derived air flow can be heated by the exhaust gases discharged by the wastegate valve. This installation differs from that of FIG.
- the adjustable recycling valve 12 is located downstream of the air-gas exchanger 13 and that the wastegate valve 20 is always connected between the conduit 4 of the exhaust gases.
- exhaust and the outlet duct 18 of the turbine are located downstream of the air-gas exchanger 13.
- the flow of exhaust gas, discharged at the outlet 18 of the turbine thus heats the flow derived from air , when it is not zero, as soon as the wastegate valve 20 is open. This case can occur around the N regime 0 of the motor.
- the heat of the exhaust gases discharged by the wastegate valve is stored in the mass of the exchanger, thus maintained at a high temperature. This stored heat can be returned to the derived air flow, when it is restored.
- the wastegate valve 20 can be opened or closed independently of the adjustable recycling valve 12. In general, the wastegate valve 20 is open when the valve 12 is closed. This energy recovery can be combined with the EGR recycling system, described in Figure 17, as shown in Figure 18, but can of course be implemented without the EGR recycling installation.
- FIG. 19 shows a bearing body 49, where only the part necessary for the description is shown in partial section, connected to a turbine body 50 by an N-shaped clamp 51.
- a turbine wheel 37 is coupled by a shaft 7 to a compressor wheel not shown.
- a rotary flap 22, in rotation about an axis of rotation parallel to the axis of the shaft 7, is disposed in the inlet nozzle of a volute 52 of the turbine 3.
- This flap constitutes the means of variable geometry throttle 19; it is shown in solid lines in the minimum open position and in dotted lines in the maximum open position for the flow of exhaust gases.
- the mechanism for controlling the rotation of the flap 22 and its actuator are not shown.
- a heat shield 53 is mounted between the bearing body 49 and the turbine body 50.
- the screen is of a shape adapted to direct a fraction of the flow derived from air, introduced by a conduit 54 formed in the bearing body, radially towards the shaft 7 in a space 55 located between the bearing body 49 and the heat shield 53, then radially in a space 56 located between a rear disc 57 of the turbine wheel 37 and the heat shield 53.
- This fraction of the derived air flow escapes towards a space 58 inscribed between another heat shield 59, of cylindrical outline, and the volute 52.
- This fraction of the derived air flow is intensely heated during its passage in space 56, due to the very high relative speed between the rear disc 57 and the air flow.
- the shape of the heat shield 53 is suitable for compressing the air centrifuged in the space 56.
- the air flow is also heated by the bearing body in the space 55. These arrangements facilitate priming. of the derived air flow.
- Another fraction of the flow derived from air is introduced through an opening 60, arranged laterally in the turbine body 50.
- FIG. 19 is arranged radially around a wall 62, of cylindrical shape, to increase the exchange surface between the air flow and the hot walls of the turbine 3.
- Another set of fins 63 also of odd number in the representation of FIG. 19, is disposed radially downstream of the turbine wheel 37, from the wall 62, towards the inside of a duct 64.
- a small quantity of air is taken from the air introduced by the opening 60 and directed towards a annular space 65, located between the outer wall of the turbine body 50 and the heat shield 59, to keep the outer walls of the turbine at low temperature and thus significantly reduce the heat dissipation of the turbine body 50.
- the flow of air heated by the fins 61 and the air flow coming from the annular space 65 escape in the direction of the space 58. As shown in FIGS.
- the thermal screen 59 is interrupted in the vicinity of the walls of the volute 52. With a more complicated shape, the thermal screen could extend towards the inlet flange 66 of the turbine 3.
- the set of fins 61 which could be integral with an external cylindrical wall constituting a part of the screen 59 and a inner cylindrical wall, fitted on the wall 62.
- the space 58 is thus supplied with all of the derived air flow, introduced by the conduits 54 and 60, after having been heated.
- the space 58 constitutes a volute of heated air, the passage section of which can be seen in FIG. 20, increases while that of the volute 52 decreases.
- the part mounted at the outlet of the turbine is intended to receive the gases from the conduit 64 and to seal the outer annular space, concentric with the conduit 64, through which the derived air flow.
- a seal is provided in the groove 67 of the wall 62.
- the dimensions of the fins 61 and 62 can be adapted to the heating objectives.
- Part of the exchange surface can be transferred to the aforementioned part, mounted at the outlet of the turbine.
- FIG. 21 represents an embodiment similar to that of FIG. 3, in which the throttling means to variable geometry and the means of interrupting the flow derived from air are combined into a single member 67.
- This member 67 consists of an articulated valve, of the wastegate valve type, the disc 68 of which, free in rotation, guarantees good summer conditions anchor, in the closed position, on the flat surface seat.
- the single member 67 makes it possible to increase the passage section offered to the derived air flow, at the same time as the passage section offered to the engine exhaust gases is reduced.
- This embodiment has been shown with its hinge pin 69 located inside the downstream end of the bypass duct 15.
- the derived air flow is symbolically introduced at point B immediately upstream of section A T of the volute entry neck.
- the member 67 is controlled by an actuator, not shown as for the embodiments described above.
- An attached seat with an outside diameter greater than that of the disc 68, not shown in FIG.
- FIG. 22 represents the principle of an exchanger between the flow derived from air and the gases leaving the turbine on the one hand and the flow derived from air and the EGR gases or discharged by the wastegate on the other hand.
- a central part 70 is traversed by the gases from the turbine 3, another annular zone, surrounding the central zone 70, is traversed against the current with respect to the aforementioned gases by the flow derived from air; a third outer annular zone 72, concentric with the two zones 70 and 71, is traversed against the current with respect to the derived air flow.
- the advantage lies in a greater compactness, insofar as the flow derived from air benefits, for a little increased bulk, from two exchange surfaces with respect to the fluids of zone 70 and of zone 72.
- the walls constituting the zones 71 and 72 may advantageously have a mass large enough to store the heat taken from the gases discharged by the wastegate valve, with a view to restoring it to the flow derived from air when it is restored.
- the air flow passing through the compressor generally measured and used by the monitoring and control unit 21, is greater than the air flow supplied to the engine.
- the air flow supplied to the engine, or of the air-EGR mixture can be deduced with sufficient accuracy from the engine speed, the volumetric efficiency and the intake density of the engine. .
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- Supercharger (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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FR0400243 | 2004-01-12 | ||
FR0400243A FR2864994A1 (en) | 2004-01-12 | 2004-01-12 | Supercharged internal combustion engine e.g. diesel engine, for motor vehicle e.g. truck, has turbine admitting completely air-gas mixture, when air flow is desired, where outer wall of turbine is maintained at low temperature by air film |
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WO2005073536A1 true WO2005073536A1 (en) | 2005-08-11 |
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PCT/FR2005/000060 WO2005073536A1 (en) | 2004-01-12 | 2005-01-11 | Turbocharged internal combustion engine |
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WO (1) | WO2005073536A1 (en) |
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DE102006024781A1 (en) * | 2006-05-27 | 2007-11-29 | Bayerische Motoren Werke Ag | Two-stage turbocharger arrangement for an internal combustion engine comprises a throttle element formed by a first flap pivoting about a first axis and a second flap pivoting about a second axis |
WO2008050178A1 (en) * | 2006-10-24 | 2008-05-02 | Renault Trucks | Internal combustion engine comprising an exhaust gas recirculation system |
US8112994B2 (en) * | 2005-10-12 | 2012-02-14 | Honeywell International Inc. | Method of controlling a turbocharger having a variable-geometry mechanism and a waste gate |
US8387385B2 (en) * | 2004-08-31 | 2013-03-05 | The United States Of America, As Represented By The Administrator Of The U.S. Environmental Protection Agency | Efficient bypass valve for multi-stage turbocharging system |
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DE102012202505A1 (en) * | 2012-02-17 | 2013-08-22 | Mahle International Gmbh | Supercharger for internal combustion engine in motor car, has stopper supporting waste-gate valve in opened position of waste-gate flap, and engaging device fixing waste-gate valve in opened position of waste-gate flap |
DE102012111558A1 (en) * | 2012-11-29 | 2014-06-05 | Firma IHI Charging Systems International GmbH | Regulating device for an exhaust gas guide section of a turbine |
DE102013209049A1 (en) * | 2013-05-15 | 2014-11-20 | Bayerische Motoren Werke Aktiengesellschaft | Turbocharger arrangement |
GB2530824A (en) * | 2015-02-13 | 2016-04-06 | Ford Global Tech Llc | Turbocharger wastegate linkage assembly |
US20180010513A1 (en) * | 2016-07-08 | 2018-01-11 | Hyundai Motor Company | Apparatus and method for reducing rattle noise of automotive turbocharger |
US20180328217A1 (en) * | 2015-12-21 | 2018-11-15 | Ihi Charging Systems International Gmbh | Exhaust gas guide section for an exhaust gas turbocharger and method for operating an exhaust gas turbocharger |
US10422275B2 (en) * | 2017-03-13 | 2019-09-24 | Toyota Jidosha Kabushiki Kaisha | Turbocharger |
US10662869B2 (en) | 2015-12-21 | 2020-05-26 | Ihi Charging Systems International Gmbh | Exhaust gas guide for an exhaust gas turbocharger and method for operating an exhaust gas turbocharger |
DE112009002230B4 (en) | 2008-10-01 | 2023-12-07 | Borgwarner Inc. | WASTEGATE FOR A TURBOCHARGED COMBUSTION ENGINE SYSTEM AND WASTEGATE EMISSION CONTROL SYSTEM |
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US20110067680A1 (en) * | 2009-09-22 | 2011-03-24 | Gm Global Technology Operations, Inc. | Turbocharger and Air Induction System Incorporating the Same and Method of Making and Using the Same |
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FR3003900A1 (en) * | 2013-03-29 | 2014-10-03 | Vianney Rabhi | TURBO-PRESSURE AIR-SUPPRESSING DEVICE WITH AIR-STRIPPING AND REGENERATION |
DE202014009873U1 (en) * | 2014-12-12 | 2016-03-17 | Borgwarner Inc. | Exhaust gas turbocharger with combined adjustment device for bypass valve and flood connection |
FR3035444B1 (en) * | 2015-04-22 | 2018-10-12 | IFP Energies Nouvelles | METHOD OF CONTROLLING THE QUANTITY OF AIR INTRODUCED AT THE ADMISSION OF A SUPERIOR INTERNAL COMBUSTION ENGINE |
FR3051225B1 (en) | 2016-05-11 | 2019-09-13 | IFP Energies Nouvelles | METHOD OF CONTROLLING THE QUANTITY OF AIR INTRODUCED AT THE ADMISSION OF A SUPERIOR INTERNAL COMBUSTION ENGINE BY A SINGLE-INLET TURBOCHARGER |
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US8387385B2 (en) * | 2004-08-31 | 2013-03-05 | The United States Of America, As Represented By The Administrator Of The U.S. Environmental Protection Agency | Efficient bypass valve for multi-stage turbocharging system |
US8112994B2 (en) * | 2005-10-12 | 2012-02-14 | Honeywell International Inc. | Method of controlling a turbocharger having a variable-geometry mechanism and a waste gate |
DE102006024781A1 (en) * | 2006-05-27 | 2007-11-29 | Bayerische Motoren Werke Ag | Two-stage turbocharger arrangement for an internal combustion engine comprises a throttle element formed by a first flap pivoting about a first axis and a second flap pivoting about a second axis |
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WO2008050178A1 (en) * | 2006-10-24 | 2008-05-02 | Renault Trucks | Internal combustion engine comprising an exhaust gas recirculation system |
US8061335B2 (en) | 2006-10-24 | 2011-11-22 | Renault Trucks | Internal combustion engine comprising an exhaust gas recirculation system |
DE112009002230B4 (en) | 2008-10-01 | 2023-12-07 | Borgwarner Inc. | WASTEGATE FOR A TURBOCHARGED COMBUSTION ENGINE SYSTEM AND WASTEGATE EMISSION CONTROL SYSTEM |
DE102012202505A1 (en) * | 2012-02-17 | 2013-08-22 | Mahle International Gmbh | Supercharger for internal combustion engine in motor car, has stopper supporting waste-gate valve in opened position of waste-gate flap, and engaging device fixing waste-gate valve in opened position of waste-gate flap |
DE102012111558A1 (en) * | 2012-11-29 | 2014-06-05 | Firma IHI Charging Systems International GmbH | Regulating device for an exhaust gas guide section of a turbine |
DE102013209049A1 (en) * | 2013-05-15 | 2014-11-20 | Bayerische Motoren Werke Aktiengesellschaft | Turbocharger arrangement |
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GB2535273B (en) * | 2015-02-13 | 2017-08-09 | Ford Global Tech Llc | Turbocharger wastegate linkage assembly |
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RU2717198C2 (en) * | 2015-02-13 | 2020-03-18 | Форд Глобал Текнолоджиз, Ллк | Turbo-supercharger supercharging pressure lever mechanism assembly unit, turbo-supercharger housing for such unit, vehicle or engine comprising such turbo-supercharger unit or housing |
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US20180328217A1 (en) * | 2015-12-21 | 2018-11-15 | Ihi Charging Systems International Gmbh | Exhaust gas guide section for an exhaust gas turbocharger and method for operating an exhaust gas turbocharger |
JP2018537615A (en) * | 2015-12-21 | 2018-12-20 | アイ・エイチ・アイ チャージング システムズ インターナショナル ゲーエムベーハー | Exhaust circulation part of exhaust turbine supercharger and method of operating exhaust turbine supercharger |
US10662869B2 (en) | 2015-12-21 | 2020-05-26 | Ihi Charging Systems International Gmbh | Exhaust gas guide for an exhaust gas turbocharger and method for operating an exhaust gas turbocharger |
US10890084B2 (en) * | 2015-12-21 | 2021-01-12 | Ihi Charging Systems International Gmbh | Exhaust gas guide section for an exhaust gas turbocharger and method for operating an exhaust gas turbocharger |
US20180010513A1 (en) * | 2016-07-08 | 2018-01-11 | Hyundai Motor Company | Apparatus and method for reducing rattle noise of automotive turbocharger |
US10422275B2 (en) * | 2017-03-13 | 2019-09-24 | Toyota Jidosha Kabushiki Kaisha | Turbocharger |
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