WO2010043298A1 - Ensemble turbocompresseur - Google Patents

Ensemble turbocompresseur Download PDF

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Publication number
WO2010043298A1
WO2010043298A1 PCT/EP2009/006825 EP2009006825W WO2010043298A1 WO 2010043298 A1 WO2010043298 A1 WO 2010043298A1 EP 2009006825 W EP2009006825 W EP 2009006825W WO 2010043298 A1 WO2010043298 A1 WO 2010043298A1
Authority
WO
WIPO (PCT)
Prior art keywords
turbocharger
compressor
housing
diffuser
air
Prior art date
Application number
PCT/EP2009/006825
Other languages
German (de)
English (en)
Inventor
Siegfried Sumser
Manfred Stute
Michael Stiller
Original Assignee
Daimler Ag
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 Daimler Ag filed Critical Daimler Ag
Publication of WO2010043298A1 publication Critical patent/WO2010043298A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D17/00—Radial-flow pumps, e.g. centrifugal pumps; Helico-centrifugal pumps
    • F04D17/08—Centrifugal pumps
    • F04D17/10—Centrifugal pumps for compressing or evacuating
    • F04D17/12—Multi-stage pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D25/00—Pumping installations or systems
    • F04D25/02—Units comprising pumps and their driving means
    • F04D25/04—Units comprising pumps and their driving means the pump being fluid-driven
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/40—Casings; Connections of working fluid
    • F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
    • F04D29/44—Fluid-guiding means, e.g. diffusers
    • F04D29/441—Fluid-guiding means, e.g. diffusers especially adapted for elastic fluid pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2220/00—Application
    • F05B2220/40—Application in turbochargers
    • 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 turbocharger arrangement for an internal combustion engine of a motor vehicle according to the preamble of patent claim 1.
  • Such a two-stage turbocharger arrangement is known for example from DE 10 2006 015253 A1.
  • two turbochargers are connected in series, wherein the precompressed by the compressor of a first turbocharger air is supplied to an air inlet opening of the second turbocharger and is further compressed by the compressor wheel.
  • particularly high boost pressures and thus also particularly good efficiencies of the associated internal combustion engine can be achieved.
  • a multistage charge of the type mentioned makes it possible to achieve higher exhaust gas recirculation rates without losses in terms of the specific power of the associated internal combustion engine occurring. As a result, the emission values of the internal combustion engine can be further reduced.
  • Such a turbocharger arrangement for an internal combustion engine of a motor vehicle comprises two turbochargers connected in series for compressing charge air.
  • an air outlet opening of the compressor side of the first turbocharger is connected to an air inlet opening of the compressor side of the second turbocharger.
  • charge air compressed by a compressor wheel of the first turbocharger passes via a radial diffuser extending radially with respect to the compressor wheel and an inner manifold connected downstream thereof into an axial diffuser extending axially with respect to the compressor wheel.
  • Both radial diffuser and internal manifold and axial diffuser are arranged within the housing of the first turbocharger.
  • a collecting spiral of the first turbocharger can also be displaced in the axial direction compared with conventional turbochargers so that the axial offset between the air outlet opening of the first turbocharger and the air inlet opening of the second turbocharger is compared in a turbocharger arrangement according to the invention is reduced with the prior art. This allows easier flow guidance between the two turbochargers and reduces the pressure losses of the compressed charge air in this area.
  • the axial diffuser advantageously additionally achieves a reduction in the flow velocity of the charge air compressed in the low-pressure stage, so that pressure losses due to flow are further reduced.
  • the flow is accelerated in the region of the 90 ° deflection in order to reduce local losses there.
  • the inner wall of the axial diffuser runs parallel to an axis of rotation of the compressor wheel of the first turbocharger. In other words, the inner wall of the axial diffuser forms the outer surface of a cylinder.
  • the outer surface of the axial diffuser is preferably arranged at an angle to the inner wall, wherein a flow cross-section of the axial diffuser widens in the flow direction of the charge air flowing through it.
  • the axial diffuser thus assumes an overall substantially conical shape, so that the desired reduction of the flow velocity can be achieved in order to achieve low flow velocities in the compressor-external manifold. Due to the concern of the flow in the axial diffuser on the outer wall is additionally advantageously achieved by the centrifugal force of the flow favoring the three components of the flow.
  • the inventive arrangement of radial diffuser, inner manifold and axial diffuser in the housing of the first turbocharger, the resulting increased flow area can also be used to advantage to achieve a precooling of the pre-compressed charge air.
  • at least one coolant channel may be provided in the vicinity of the radial diffuser and / or the inner manifold and / or the axial diffuser in the housing of the first turbocharger.
  • the so-improved intercooler allows a further increase in performance of the associated engine, since higher air mass flows can be used to charge the engine.
  • the arrangement of the at least one coolant channel, in particular in the vicinity of the compressor wheel or the radial diffuser enables particularly efficient cooling, since the highest heat transfers can be achieved there.
  • the axial diffuser opens into a spiral-shaped collecting channel with an air outlet opening.
  • This air outlet opening represents the transition point between the low-pressure and the high-pressure stage of the turbocharger arrangement and serves to connect an external manifold for connecting the second turbocharger.
  • the axial diffuser Due to the low flow velocities which are achieved by the axial diffuser according to the invention, it is also possible in a further preferred embodiment to allow the axial diffuser to open directly into a collecting container which is directly connected to an air inlet opening of the second turbocharger.
  • the second turbocharger thus draws the charge air directly from the reservoir, whereby an external manifold assembly between the first and the second turbocharger is unnecessary. This in turn, improves the overall performance of the turbocharger assembly as pressure losses are further minimized.
  • Fig. 1 is a schematic representation of a turbocharger arrangement according to the prior art
  • Fig. 2 is a perspective view of a turbocharger according to the
  • Fig. 3 is a sectional view of an embodiment of a first turbocharger for a turbocharger assembly according to the invention.
  • FIG. 1 the principle of multistage charging of an internal combustion engine 10, which is a four-cylinder in-line engine, is illustrated schematically.
  • the four cylinders 12 of the internal combustion engine is supplied via an intake manifold 14 using a turbocharger 16 charge air.
  • the exhaust gas of the internal combustion engine 10 from the four cylinders 12 is collected in an exhaust manifold 18, wherein a portion of the exhaust gas via an exhaust gas recirculation cooler 20 and a control valve 22 is returned to the intake manifold 14.
  • an exhaust gas recirculation cooler 20 and a control valve 22 is returned to the intake manifold 14.
  • a further part of the exhaust gas is supplied via a first exhaust gas line 24 to a turbine 26 of a high-pressure exhaust gas turbocharger 28. This drives via a turbine shaft 30 a If necessary, via a second exhaust pipe 34, controlled by a control valve 36, the exhaust gas are passed to the high-pressure turbocharger 28. Exhaust from the turbine 26 of the high pressure exhaust gas turbocharger 28 is further directed to a turbine 38 of the turbocharger 40 of the low pressure stage of the turbocharger assembly 16. This turbine 38 drives the low-pressure compressor 44 via a further turbine shaft 42.
  • Charge air sucked in via an intake line 46 is thus initially precompressed by the first turbocharger 40, ie the low-pressure stage in the low-pressure compressor 44 and fed via a further charge air line 48 to the supercharger 28 where it is further compressed in the compressor 32 of the high pressure stage and finally passed through a charge air cooler 50 in the intake manifold 14.
  • the first turbocharger 40 ie the low-pressure stage in the low-pressure compressor 44
  • a further charge air line 48 to the supercharger 28 where it is further compressed in the compressor 32 of the high pressure stage and finally passed through a charge air cooler 50 in the intake manifold 14.
  • FIG. 2 shows such a turbocharger assembly 16 in a perspective view.
  • Charge air flows in the direction of arrow 52 first into an intake opening 54 of the low-pressure turbocharger 40, is compressed there and passes through a spiral channel 56 to an air outlet opening 58 of the low-pressure turbocharger 40.
  • the high pressure stage 28 of the turbocharger assembly 16 is arranged so that the turbine shafts 30 and 42 of the two turbochargers 28 and 40 are parallel to each other.
  • the air outlet opening 58 of the turbocharger 40 of the low-pressure stage has an axial offset from the air inlet opening 60 of the high-pressure stage turbocharger 28.
  • a connecting line 62 is necessary which has a first 90 ° bend 64 and a 180 ° bend 66 connected thereto.
  • high pressure losses occur in the charge air duct between the turbocharger 40 of the low pressure stage and the turbocharger 28 of the high pressure stage.
  • Via a spiral channel ?? 66 ?? the high-pressure charge air finally reaches the outlet opening 68 of the turbocharger 28 of the high-pressure stage and is forwarded in the direction of the arrow 70 to the intake tract 14.
  • exhaust gas flows in the direction of the arrow 72 into an exhaust gas inlet opening 74 of the high-pressure turbocharger 28, and drives the compressor wheel of the turbocharger 28, also not shown, via the turbine located inside the housing and therefore not visible in the drawing a manifold 76 is discharged exhaust gas flowing in a spiral channel 78 of the turbocharger 40 and drives there the turbine 38 for driving the compressor wheel 44 via an exhaust gas discharge port 80, the exhaust gas finally flows in the direction of arrow 82 from the turbocharger 40 and is further components of the exhaust system fed.
  • the invention proposes to provide a modified charge air guide in the housing 84 of the turbocharger 40 of the low pressure stage of the turbocharger assembly 16.
  • FIG. 3 An embodiment is shown for this purpose in a schematic sectional view in Figure 3.
  • Charge air flows in the direction of the arrow 52 on the compressor wheel 86 of the compressor side 44 of the turbocharger 40 of the low-pressure stage.
  • the arrangement shown is symmetrical to the axis 88, which at the same time represents the axis of rotation of the turbine shaft 42, from which the compressor wheel 86 is also supported.
  • the boosted charge air is first introduced radially in the direction of the arrow 90 into a radial diffuser 92.
  • the internal air 98 of the axial diffuser runs parallel to the axis of symmetry 88 of the turbocharger 44.
  • the outer wall 100 of the axial diffuser encloses an angle .alpha.
  • Such an embodiment of the turbocharger 44 has the advantage that the air outlet opening 58 of the turbocharger 44 is displaced in the axial direction relative to the arrangement shown in FIG. 2, which corresponds to the prior art.
  • the offset between the air outlet opening 58 of the turbocharger 40 of the low-pressure stage and the air inlet opening 60 of the high-pressure stage turbocharger 28 is thus lower, which allows the use of a simplified manifold between said openings.

Abstract

L’invention concerne un ensemble turbocompresseur (16) pour un moteur à combustion interne (10) d’un véhicule automobile, comprenant deux turbocompresseurs montés en série (28, 40) pour la compression d’air de suralimentation, une ouverture de sortie d’air (58) du côté compresseur (44) du premier turbocompresseur (40) étant reliée à une ouverture d’entrée d’air (60) du côté compresseur (32) du second turbocompresseur (28). L’air de suralimentation comprimé par une roue de compresseur (86) du premier turbocompresseur (40) parvient dans un logement (84) du premier turbocompresseur (40) par l’intermédiaire d’un diffuseur radial (92) s’étendant radialement par rapport au compresseur à suralimentation (86) et parvient, par l’intermédiaire d’un collecteur (94) interne agencé en aval dans le logement (84) du premier turbocompresseur (40), dans un diffuseur axial (96) agencé dans le logement (84) du premier turbocompresseur (40) et s’étendant axialement par rapport à la roue de compresseur (86).
PCT/EP2009/006825 2008-10-16 2009-09-22 Ensemble turbocompresseur WO2010043298A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008051981A DE102008051981A1 (de) 2008-10-16 2008-10-16 Turboladeranordnung
DE102008051981.2 2008-10-16

Publications (1)

Publication Number Publication Date
WO2010043298A1 true WO2010043298A1 (fr) 2010-04-22

Family

ID=40680221

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/006825 WO2010043298A1 (fr) 2008-10-16 2009-09-22 Ensemble turbocompresseur

Country Status (2)

Country Link
DE (1) DE102008051981A1 (fr)
WO (1) WO2010043298A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012016150A1 (de) 2012-08-14 2013-03-07 Daimler Ag Radialverdichter für einen Abgasturbolader
DE102012019632A1 (de) 2012-10-06 2013-03-28 Daimler Ag Radialverdichter für einen Abgasturbolader
DE102013017881A1 (de) 2013-10-26 2014-07-31 Daimler Ag Radialverdichter für einen Abgasturbolader
EP3699436A1 (fr) * 2019-02-20 2020-08-26 ABB Schweiz AG Carter d'un compresseur radial et procédé d'alimentation en air de charge dans un moteur à combustion interne

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB792122A (en) * 1953-06-09 1958-03-19 Laval Steam Turbine Co Improvements in or relating to scavenging and supercharging internal-combustion engines
GB1438172A (en) * 1972-07-11 1976-06-03 Maschf Augsburg Nuernberg Ag Supercharged internal-combustion engine
US4367626A (en) * 1979-07-16 1983-01-11 Schwartzman Everett H Turbocharger systems
RU2181855C2 (ru) * 2000-02-08 2002-04-27 Журавлев Юрий Иванович Безлопаточный диффузор центробежного нагнетателя
US20040118389A1 (en) * 2002-12-20 2004-06-24 Caterpillar Inc. Heat exchanger for a supercharger
US20050050889A1 (en) * 2003-09-10 2005-03-10 Caterpillar Inc. Connecting duct for fluid compression system
US20070122296A1 (en) * 2005-11-30 2007-05-31 Honeywell International, Inc. Turbocharger having two-stage compressor with boreless first-stage impeller
JP2007224866A (ja) * 2006-02-24 2007-09-06 Mitsubishi Heavy Ind Ltd 遠心圧縮機
EP1995425A1 (fr) * 2007-05-24 2008-11-26 Behr GmbH & Co. KG Module de chargement intégré

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006015253A1 (de) 2006-04-01 2007-10-04 Daimlerchrysler Ag Brennkraftmaschine mit zwei hintereinander geschalteten Turbinen im Abgasstrang

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB792122A (en) * 1953-06-09 1958-03-19 Laval Steam Turbine Co Improvements in or relating to scavenging and supercharging internal-combustion engines
GB1438172A (en) * 1972-07-11 1976-06-03 Maschf Augsburg Nuernberg Ag Supercharged internal-combustion engine
US4367626A (en) * 1979-07-16 1983-01-11 Schwartzman Everett H Turbocharger systems
RU2181855C2 (ru) * 2000-02-08 2002-04-27 Журавлев Юрий Иванович Безлопаточный диффузор центробежного нагнетателя
US20040118389A1 (en) * 2002-12-20 2004-06-24 Caterpillar Inc. Heat exchanger for a supercharger
US20050050889A1 (en) * 2003-09-10 2005-03-10 Caterpillar Inc. Connecting duct for fluid compression system
US20070122296A1 (en) * 2005-11-30 2007-05-31 Honeywell International, Inc. Turbocharger having two-stage compressor with boreless first-stage impeller
JP2007224866A (ja) * 2006-02-24 2007-09-06 Mitsubishi Heavy Ind Ltd 遠心圧縮機
EP1995425A1 (fr) * 2007-05-24 2008-11-26 Behr GmbH & Co. KG Module de chargement intégré

Also Published As

Publication number Publication date
DE102008051981A1 (de) 2009-06-18

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