WO2012155046A2 - Système, conduit de transition et article fabriqué permettant de fournir un écoulement de fluide - Google Patents

Système, conduit de transition et article fabriqué permettant de fournir un écoulement de fluide Download PDF

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Publication number
WO2012155046A2
WO2012155046A2 PCT/US2012/037513 US2012037513W WO2012155046A2 WO 2012155046 A2 WO2012155046 A2 WO 2012155046A2 US 2012037513 W US2012037513 W US 2012037513W WO 2012155046 A2 WO2012155046 A2 WO 2012155046A2
Authority
WO
WIPO (PCT)
Prior art keywords
flow
slot
conduit
turbine
transition conduit
Prior art date
Application number
PCT/US2012/037513
Other languages
English (en)
Other versions
WO2012155046A9 (fr
WO2012155046A3 (fr
Inventor
Kendall Roger Swenson
Jonathan Nagurney
Original Assignee
General Electric Company
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 General Electric Company filed Critical General Electric Company
Priority to CN201290000505.2U priority Critical patent/CN203685377U/zh
Publication of WO2012155046A2 publication Critical patent/WO2012155046A2/fr
Publication of WO2012155046A3 publication Critical patent/WO2012155046A3/fr
Publication of WO2012155046A9 publication Critical patent/WO2012155046A9/fr
Priority to AU2013101446A priority patent/AU2013101446A4/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
    • 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
    • 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
    • F02M26/08—EGR systems specially adapted for supercharged engines for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
    • 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

  • Embodiments of the invention relate to flow delivery systems for a turbocharger system in an engine.
  • Other embodiments relate to apparatuses and articles of manufacture for controlling a flow of exhaust gas into a turbocharger.
  • exhaust flow may be received in the intake of the turbine in a direction co-axial with the shaft of the turbine.
  • the axial flow is redirected by nozzle vanes in the turbine inlet to a desired flow direction that is angled with respect to the turbine shaft.
  • turbocharger systems may include two turbochargers configured in series, such as a high pressure turbocharger fluidically coupled to a low pressure turbocharger.
  • the exhaust of the turbine of the high pressure turbocharger may be delivered to the intake of the turbine of the low pressure turbocharger.
  • the high and low pressure turbines may be positioned facing one another with their shafts collinear.
  • Such a configuration may create complicated fluidic coupling requirements between the respective high and low pressure compressors associated with the high and low pressure turbines, as extensive turning and routing of the flow between the compressors may be required.
  • Such fluidic coupling requirements may also increase the packaging space required for the turbocharger system within the associated engine.
  • the high and low pressure turbines may be positioned with their shafts offset from parallel and forming an angle.
  • the exhaust flow from the high pressure turbine must be turned through bends of between 0 to 180 degrees. Turning the exhaust flow in this manner may create secondary flows that can lead to undesirable boundary layer separation, pressure losses, and/or non-uniform flow into the low pressure turbine intake.
  • complicated centerbodies may also be necessary to manage the flow into the low pressure turbine intake.
  • a flow delivery system for an engine includes a first turbine providing an exhaust flow and a second turbine having an inlet and being fluidically coupled to the first turbine.
  • a plurality of nozzle vanes are positioned within the inlet of the second turbine.
  • a transition conduit is curved about an axis and coupled to the inlet and to the first turbine. The transition conduit is configured to impart an angular momentum component to at least a portion of the exhaust flow, and includes a slot that delivers at least a portion of the exhaust flow to the plurality of nozzle vanes.
  • the transition conduit allows the exhaust flow to approach the inlet of the second turbine at an angle other than co-axial with respect to the shaft of the second turbine.
  • Such exhaust flow delivery flexibility enables simplified fiuidic coupling between the first and second turbines, which in turn decreases the likelihood of undesirable secondary flows into the low pressure turbine intake.
  • Simplified fiuidic coupling between the first and second turbines also enables relatively close positioning of the turbines, which reduces packaging space requirements for the turbines and associated fiuidic components.
  • the configuration of the transition conduit also allows for a simplified nozzle vane design, thereby reducing the cost and complexity of the nozzle vanes and associated flow components.
  • FIG. 1 shows a schematic diagram of an example embodiment of a rail vehicle with a flow delivery system according to an embodiment of the invention.
  • FIG. 2 shows a schematic diagram of an example embodiment of an engine system including an engine with two turbochargers in series.
  • FIG. 3 shows a perspective view, approximately to scale, of an example embodiment of an engine system including an engine and a flow delivery system that includes two turbochargers.
  • FIG. 4 shows a perspective view, approximately to scale, of an example embodiment of a flow delivery system including two turbochargers.
  • FIG. 5 shows a cut away view of an example embodiment of a transition conduit having a slot.
  • FIG. 6 shows a cut away view of an example embodiment of a transition conduit with a slot that is aligned with nozzle vanes in an inlet of a turbine.
  • FIG. 7 shows a side view of an example embodiment of a nozzle vane.
  • FIG. 1 shows a schematic diagram of an example rail vehicle in which the system may be utilized.
  • FIG. 2 shows a schematic diagram of an example embodiment of an engine that may be included in the rail vehicle depicted in FIG. 1.
  • FIG. 3 shows an example embodiment of the system including two turbochargers that are fluidically coupled by a transition conduit.
  • FIG. 5 is a partial cut away view showing an example embodiment of the transition conduit depicted in FIG. 4.
  • FIG. 6 is a partial cut away view showing an example embodiment of a turbine inlet with a row of nozzle vanes adjacent to a row of turbine blades, and a transition conduit coupled to the inlet with a slot that is aligned with the nozzle vanes.
  • FIG. 7 shows a side view of an example embodiment of a nozzle vane from the row of nozzle vanes depicted in FIG. 6.
  • FIG. 1 is a block diagram of an example embodiment of a vehicle system, herein depicted as a rail vehicle 106 (such as a locomotive), configured to run on a rail 102 (or set of rails) via a plurality of wheels 112.
  • the rail vehicle 106 includes an engine system 100 with an engine 104.
  • engine 104 may be a stationary engine, such as in a power-plant application (stationary generator set), or an engine in a ship (marine vessel) propulsion system.
  • the engine 104 receives intake air for combustion from an intake conduit 114.
  • the intake conduit 1 14 receives ambient air from an air filter (not shown) that filters air from outside of the rail vehicle 106.
  • Exhaust gas resulting from combustion in the engine 104 is supplied to an exhaust passage 116. Exhaust gas flows through the exhaust passage 116 and eventually out of an exhaust stack (not shown) of the rail vehicle 106.
  • the engine 104 is a diesel engine that combusts air and diesel fuel through compression ignition.
  • the engine 104 may combust fuel including gasoline, kerosene, biodiesel, or other petroleum distillates of similar density through compression ignition (and/or spark ignition).
  • the engine system 100 includes a first turbocharger 120 and a second turbocharger 130 (“TURBO") that are configured in series and arranged between the intake conduit 114 and the exhaust passage 116.
  • the first turbocharger 120 and second turbocharger 130 increase air charge of ambient air drawn into the intake conduit 114 in order to provide greater charge density during combustion to increase power output and/or engine-operating efficiency.
  • the first turbocharger 120 is a relatively smaller, "high pressure” turbocharger that provides boost more quickly and effectively at lower engine speeds by using a higher compressor pressure ratio.
  • the second turbocharger 130 is a relatively larger, "low pressure” turbocharger 130 that provides boost more effectively at higher engine speeds by using a lower compressor pressure ratio.
  • a transition conduit 140 may be coupled to an inlet (not shown in FIG. 1) of the second turbocharger 130 to deliver exhaust gas flow from the first turbocharger 120 to the second turbocharger 130.
  • a bypass diverter system (not shown in FIG. 1) may also be provided to divert exhaust gas flow around the first turbocharger 120 to the second turbocharger 130 as desired. While in this case two turbochargers in series are included, the system may include additional turbine and/or compressor stages. Further, in other non-limiting embodiments, the first turbocharger 120 and second turbocharger 130 may have substantially equivalent compressor pressure ratios.
  • the engine system 100 further includes an exhaust gas treatment system 124 coupled in the exhaust passage downstream of the second turbocharger 130.
  • Exhaust gas treatment system 124 may define a plurality of exhaust flow passages (not shown) through which at least a portion of the exhaust gas stream, received from the second turbocharger 130, can flow.
  • Exhaust gas treatment system 124 may address the various combustion by-products released in the exhaust stream during the operation of engine 104.
  • the rail vehicle 106 further includes a controller 148 to control various components related to the engine system 100.
  • the controller 148 includes a computer control system.
  • the controller 148 further includes computer readable storage media (not shown) including code for enabling on-board monitoring and control of rail vehicle operation.
  • the controller 148 while overseeing control and management of the engine system 100, may be configured to receive signals from a variety of engine sensors 150, as further elaborated herein, in order to determine operating parameters and operating conditions, and correspondingly adjust various engine actuators 152 to control operation of the rail vehicle 106.
  • the controller 148 may receive signals from various engine sensors 150 including, but not limited to, engine speed, engine load, boost pressure, exhaust pressure, ambient pressure, exhaust temperature, etc.
  • the controller 148 may control the engine system 100 by sending commands to various components such as traction motors, alternator, cylinder valves, throttle, etc.
  • FIG. 2 a schematic diagram of an example embodiment of an engine system 200 includes an engine 204, such as the engine 104 described above with reference to FIG. 1, and a first turbocharger 220 and a second turbocharger 230, such as the first and second turbochargers 120 and 130 described above with reference to FIG. 1.
  • ambient air enters a low pressure compressor 206 ("LC") of the second turbocharger 230 through an intake conduit 208.
  • the ambient air may be mixed with recirculated exhaust gas received from an exhaust gas recirculation ("EGR") system 210 to form a charge-air mixture.
  • the EGR system may include an EGR valve 212 positioned downstream from an exhaust manifold 234 and upstream from the low pressure compressor 206 for controlling the supply of recirculated exhaust gas to the intake conduit 208.
  • the engine system 200 may also include a controller 248, also referred to as an electronic control unit (“ECU”), that is coupled to various sensors and devices throughout the system.
  • the controller 248 is coupled to the EGR valve 212 and to the fuel injection system 260.
  • the controller 248 may also be coupled to sensors and control features of other illustrated components of engine system 200.
  • charge air flows through and is compressed by the first-stage low pressure compressor 206 of the second turbocharger 230.
  • the second turbocharger 230 includes a low pressure turbine 214 ("LT") that at least partially drives the low pressure compressor 206 through a shaft 218.
  • the charge air may flow through a second stage high pressure compressor 222 ("HC") of the first turbocharger 220 that provides additional compression.
  • the first turbocharger 220 includes a high pressure turbine 224 (“HT") that at least partially drives the high pressure compressor 222 through a shaft 228.
  • HT high pressure turbine 224
  • at least a portion of the charge air may be diverted around the high pressure compressor 222 through a bypass conduit (not shown) and returned to the intake conduit 208 downstream of the high pressure compressor 222.
  • the charge air may flow through an intercooler 226 arranged in the intake conduit 208 downstream of the high pressure compressor 222.
  • the intercooler 226 functions as a heat exchanger and cools the charge air in order to further increase the charge air density, which thereby increases the engine operating efficiency.
  • the charge air then enters an intake manifold 232 of the engine 204 which delivers the charge air to combustion chambers (not shown) of the engine through intake valves (not shown).
  • Fuel from the fuel injection system 260 is injected directly into the combustion chambers.
  • exhaust gas leaves the combustion chambers through exhaust valves (not shown) and flows through the exhaust manifold 234 to exhaust conduit 238.
  • a portion of the exhaust gas may also be routed from the conduit 238 to the EGR valve 212.
  • Exhaust gas in the exhaust conduit 238 then flows through the high pressure turbine 224 of the first turbocharger 220.
  • the exhaust gas drives the high pressure turbine 224, such that the turbine rotates the shaft 228 and drives the high pressure compressor 222.
  • at least a portion of the exhaust gas may be diverted around the high pressure turbine 224 through a bypass conduit (not shown) and returned to the exhaust conduit 238 downstream of the high pressure turbine.
  • the exhaust gas After leaving the high pressure turbine 224, the exhaust gas enters a transition conduit 240 ("TC") that is coupled to an inlet (not shown in FIG. 2) of the low pressure turbine 214.
  • the transition conduit 240 is configured to impart an angular momentum component to at least a portion of the exhaust flow that enters the inlet of the low pressure turbine 214.
  • the exhaust gas drives the low pressure turbine 214 such that the turbine rotates the shaft 218 and drives the low pressure compressor 206.
  • the shaft 218 coupling the low pressure turbine 214 to the low pressure compressor 206 is perpendicular or substantially perpendicular to the shaft 228 coupling the high pressure turbine 224 to the high pressure compressor 222.
  • the shaft 218 may be offset from parallel at angles between 0 and 180 degrees with respect to the shaft 228.
  • an advantage that may be realized in the practice of some embodiments of the described systems and apparatuses is that use of the transition conduit 240 between the high pressure turbine 224 and low pressure turbine 214 allows the two turbines to be positioned relatively close to one another, with their respective shafts angled with respect to one another, to thereby reduce the packaging space required for the two turbines and their respective compressors.
  • the exhaust gas After passing through the low pressure turbine 214, the exhaust gas enters an exhaust passage 244 that eventually leads to an exhaust stack 250.
  • an exhaust gas treatment system (not shown in FIG. 2) may also be coupled in the exhaust passage 244 downstream of the low pressure turbine 214.
  • the exhaust gas treatment system may address the various combustion by-products released in the exhaust stream during the operation of engine 204.
  • an engine system 300 is shown that includes an engine 302 such as the engine 204 described above with reference to FIG. 2.
  • FIG. 3 is approximately to-scale.
  • engine 302 is a V-engine which includes two banks of cylinders that are positioned at an angle of less than 180 degrees with respect to one another such that they have a V-shaped inboard region and appear as a V when viewed along a longitudinal axis of the engine.
  • the longitudinal axis of the engine is defined by its longest dimension in this example.
  • the longitudinal direction is indicated by 312
  • the vertical direction is indicated by 314, and the lateral direction is indicated by 316.
  • Each bank of cylinders includes a plurality of cylinders.
  • Each of the plurality of cylinders includes an intake valve which is controlled by a camshaft to allow a flow of compressed intake air to enter the cylinder for combustion.
  • Each of the cylinders further includes at least one exhaust valve which is controlled by the camshaft to allow a flow of combusted gases (e.g., exhaust gas) to exit the cylinder.
  • the exhaust gas exits the cylinder and enters an exhaust manifold positioned within the V (e.g., in an inboard orientation).
  • the exhaust manifold may be in an outboard orientation, for example, in which the exhaust manifold is positioned outside of the V.
  • the engine system 300 further includes an example embodiment of a flow delivery system 306 that comprises a first, high pressure turbocharger 320 and a second, low pressure turbocharger 330 mounted on a cantilevered shelf 326 on a first end 310 of the engine 302.
  • the first end 310 of the engine is facing toward a left side of the page.
  • the second turbocharger 330 includes a low pressure turbine 332 coupled to a low pressure compressor 340 by a shaft (not shown in FIG. 3)
  • the first turbocharger 320 includes a high pressure turbine 324 coupled to a high pressure compressor 322 by a shaft (not shown in FIG. 3).
  • a transition conduit 240 such as the transition conduit 240 depicted in FIG. 2, fluidically couples the high pressure turbine 324 to the low pressure turbine 332.
  • the low pressure turbine 332 includes a turbine outlet 334 arranged to provide a vertical exit flow path for the exhaust gas discharged by the turbine.
  • the turbine outlet 334 is coupled to a muffler 336 that is positioned such that it is aligned in parallel with the vertical axis of the engine. In such a configuration, exhaust gas that exits the turbine outlet 334 flows upward, and away from the engine, in the vertical direction 314.
  • FIG. 4 a perspective view of an example embodiment of a flow delivery system 306, such as the flow delivery system 306 shown in FIG. 3, is provided.
  • the flow delivery system 306 includes a first, high pressure turbine 324 and a second, low pressure turbine 332.
  • An exhaust conduit 238 delivers exhaust gas from the exhaust manifold (not shown in FIG. 4) of the engine to the high pressure turbine 324.
  • the exhaust gas drives the high pressure turbine 324 such that the turbine rotates a shaft (not shown in FIG. 4) that drives the high pressure compressor 322.
  • the shaft is arranged about an axis 452 that extends in a lateral direction with respect to the engine as indicated by direction arrow 316.
  • the exhaust flow Upon exiting an exhaust flow discharge portion 328 of the high pressure turbine 324, the exhaust flow enters connecting conduit 460 that delivers the flow to a receiving section of a transition conduit 240. At a delivery section of the transition conduit 240, the flow is delivered to an inlet 470 of the low pressure turbine 332.
  • the transition conduit 240 is curved about an axis 462 that extends in a longitudinal direction with respect to the engine as indicated by direction arrow 312. In one embodiment as illustrated in FIG.
  • the transition conduit 240 wraps in a clockwise direction with respect to the shaft (not shown) coupling the low pressure turbine 332 to the low pressure compressor 340, with the shaft extending in a direction parallel to the axis 462.
  • the transition conduit 240 may wrap in a counter-clockwise direction with respect to the shaft (not shown) coupling the low pressure turbine 332 to the low pressure compressor 340.
  • the transition conduit 240 is coupled to the inlet 470 of the low pressure turbine 332, thereby fluidically coupling the exhaust gas flow from the high pressure turbine 324 to the low pressure turbine 332.
  • FIG. 6 within the inlet 470 of the low pressure turbine 332 is a series of non-rotating nozzle vanes 474 arranged in a circular pattern having a curvature about the shaft (not shown) of the turbine and the axis 462.
  • the nozzle vanes 474 are positioned adjacent to a series of turbine blades 484 that are connected to the shaft (not shown) of the low pressure turbine 332.
  • the turbine blades rotate in the direction of action arrow 488 to rotate the shaft about the axis 462.
  • FIG. 6 depicts only some of the nozzle vanes 474 and turbine blades 484, with the remaining nozzle vanes and turbine blades continuing in a circular pattern around the inlet 470 as indicated by dashed lines.
  • the nozzle vanes 474 function as a nozzle to increase the velocity of the exhaust flow entering the inlet 470 by providing a constricted or reduced cross-sectional flow area for the exhaust flow. Additionally, as explained in more detail below, the nozzle vanes 474 are cambered to turn the exhaust gas flow in a desired direction to prepare the exhaust flow for the turbine blades 484. In one embodiment, the nozzle vanes 474 may have a variable geometry capability, such that the position and orientation of the nozzle vanes may be manipulated to regulate the flow of exhaust gas to the turbine blades 484. In other non-limiting embodiments, the nozzle vanes may have a fixed position and orientation. The accelerated exhaust gas flow exiting the nozzle vanes 474 flows over the turbine blades 484 and rotates the blades in the direction of action arrow 488, thereby converting at least a portion of the exhaust flow to a mechanical rotating force.
  • the transition conduit 240 is shown with a portion of the conduit cut away to illustrate the flow of the exhaust gas, generally indicated by arrows 514, exiting a slot 510 in the conduit.
  • the cross section of the transition conduit 240 is cylindrical.
  • the transition conduit 240 may have other cross sectional geometries, including but not limited to elliptical or polygonal.
  • the slot 510 is centrally located on a first side 520 of the transition conduit 240 that is adjacent to the inlet 470, such that the slot extends along the conduit as the conduit wraps around the outer periphery of the inlet.
  • the slot 510 illustrates the alignment of the slot 510 with the nozzle vanes 474 in the inlet 470.
  • the slot 510 is arranged adjacent to the nozzle vanes 474 such that exhaust flow exiting the slot is delivered to the nozzle vanes.
  • the slot may be formed in the conduit beginning at approximately a six o'clock position and may trace a circular path around the curving conduit to form a ring shape, with the slot ending at a terminating position along the conduit between approximately 335 and 355 degrees or, more specifically, 340 and 350 degrees or, even more specifically, 345 degrees from its beginning position.
  • the slot may be formed in the conduit beginning at a radial position other than approximately a six o'clock position, and may continue around the length of the conduit until ending at a terminating position along the conduit between approximately 335 and 355 degrees or, more specifically, 340 and 350 degrees or, even more specifically, 345 degrees from its beginning position.
  • a distal portion of the conduit 240 adjacent to the terminating position of the slot 510 may bulge into a proximal portion of the conduit adjacent to the beginning position of the slot.
  • the distal portion of the conduit 240 may terminate at a position along the slot 510 adjacent to the arrow 530 indicating the width of the slot. It will be appreciated that in this embodiment the dashed lines shown to the right of arrow 530 in FIG. 6, representing leading edges of the nozzle vanes 474, would not be visible.
  • the transition conduit 240 and slot 510 extend in a curvature that is substantially equal to the curvature of the series of nozzle vanes 474.
  • the height 530 of the slot 510 is substantially equal to a height 478 of the nozzle vanes 474. In this manner, the slot 510 is aligned with the nozzle vanes 474 to allow for delivery of the exhaust flow across substantially the entire height 478 of the nozzle vanes.
  • the height 530 of the slot 510 may be constant along its entire length around the transition conduit 240. In other embodiments, the height 530 of the slot 510 may be constant along a portion of its length around the transition conduit 240.
  • the exhaust flow enters the transition conduit 240 from the connecting conduit 460 in a substantially lateral direction and parallel to direction arrow 316.
  • the exhaust flow has a substantially linear or "straight line" momentum.
  • the transition conduit 240 begins curving upward in a direction toward direction arrow 314, the curvature of the conduit imparts an angular momentum component to at least a portion of the exhaust flow 610'.
  • the angular momentum component of the exhaust flow will be substantially orthogonal to the shaft (not shown) of the low pressure turbine 332 and the axis 462.
  • the curvature of the conduit 240 along with a decreasing cross sectional area 550 of the conduit as described below, establish a relatively constant angular momentum component in at least a portion of the exhaust flow 610' around the length of the curving conduit.
  • the angular momentum component may vary between approximately 0% - 3% around the length of the curving conduit 240.
  • the transition conduit 240 has a cross section with an area 550 that decreases in a direction of the exhaust flow through the conduit.
  • the cross sectional area 550 of the transition conduit 240 decreases beginning from a six o'clock position and continues decreasing around the entire length of the curving conduit.
  • the transition conduit 240 may be characterized as a funnel.
  • the cross sectional area of the transition conduit 240 may decrease from a maximum of approximately 323 cm 2 to a minimum of approximately 19 cm 2 .
  • the height 530 of the slot 510 in the conduit remains constant around the curvature of the conduit to match the height 478 of the nozzle vanes 474.
  • the transition conduit 240 also imparts an axial momentum component to at least a portion of the exhaust flow in a direction toward the nozzle vanes 474 and substantially parallel to the shaft (not shown) of the low pressure turbine 332 and the axis 462. It will be appreciated that the vector sum of the angular and axial momentum components of the exhaust flow exiting the slot 510 combine to represent the actual motion of the exhaust flow as it approaches the nozzle vanes 474.
  • the conduit 240 establishes a relatively constant angular momentum component in at least a portion of the exhaust flow 610' around the length of the curving conduit.
  • ducting 480 downstream from the nozzle vanes 474 and turbine blades 484 may impose a non-uniform pressure field on the exhaust flow 610' as it exits the turbine blades. Such non-uniform pressure field may create undesirable flow losses in the nozzle vanes 474 and turbine blades 484.
  • varying the cross sectional area 550 of the conduit 240 in a non-uniform manner along the length of the conduit may create an angular momentum component that varies by an amount between approximately 3% - 20% around the length of the curving conduit in at least a portion of the exhaust flow 610'. Imparting such varying angular momentum in at least a portion of the exhaust flow 610' may reduce the flow losses created by the non-uniform pressure field described above.
  • transition conduit 240 allows the exhaust flow to approach the inlet 470 of the low pressure turbine 214 at an angle other than co-axial with respect to the shaft 218 of the low pressure turbine.
  • the transition conduit 240 enables simplified fluidic coupling between the high pressure turbine 224 and the low pressure turbine 214, an example of which is the single straight connecting conduit 460 connecting the high pressure turbine 224 to the transition conduit 240 as depicted in FIG. 4.
  • Such simplified fluidic coupling also enables the high pressure turbine 224 to be positioned relatively close to the low pressure turbine 214, which reduces packaging space requirements for the turbines and their associated compressors.
  • Simplified fluidic coupling enabled by the transition conduit 240 also reduces the likelihood of undesirable secondary flows into the low pressure turbine 214, which may otherwise be created by more complicated fluidic couplings that turn the exhaust flow between the high pressure turbine 224 and the low pressure turbine.
  • FIG. 7 a side view of an example embodiment of a nozzle vane 474 is provided.
  • the nozzle vane 474 is cambered such that it includes a concave surface 720 and a convex surface 724 that are joined at a first end by a rounded leading edge 710 and at a second end by a trailing edge 730.
  • the trailing edge may be oriented such that exhaust gas flowing over the nozzle vane 474 leaves the trailing edge and flows substantially in the direction of a trailing edge axis 740 toward an adjacent turbine blade 484 (not shown in FIG. 7).
  • the trailing edge 730 and trailing edge axis 740 are oriented such that exhaust flow leaving the trailing edge impacts a leading edge of the turbine blade 484 at a zero degree angle of incidence.
  • exhaust gas flow leaving the slot 510 includes an angular momentum component that directs the flow toward the leading edge 710 of the nozzle vane 474. More specifically, the flow 736 approaches the leading edge 710 along a leading edge axis 726 that extends from the leading edge 710 through the center of curvature 728 of the leading edge 710.
  • the leading edge axis 726 and the trailing edge axis 740 form a turning angle 744.
  • the leading edge axis 726 also corresponds to an angle of incidence of the exhaust flow 736 with respect to the leading edge 710. In one embodiment, it is preferable for the angle of incidence of the exhaust flow 736 with respect to the leading edge 710 to be approximately zero degrees.
  • the exhaust flow 736 may form a turning angle 744 of approximately 45 degrees.
  • the turning angle decreases, less curvature is required in the concave surface 720 of the nozzle vanes 474.
  • Less curvature in the nozzle vanes 474 allows for reduced complexity in the design of the nozzle vanes 474, which may correspond to easier and more economical manufacturing requirements for the vanes.
  • Less curvature in the nozzle vanes 474 may also allow for the use of fewer nozzle vanes in a turbine, thereby reducing manufacturing costs of the turbine.
  • Another advantage that may be realized in the practice of some embodiments of the described systems and apparatuses is that less curvature in the nozzle vanes 474 may correspond to a lower likelihood of flow issues, such as flow losses, flow separation, etc.
  • the transition conduit 140 may be utilized in an engine system 100 that includes an exhaust gas treatment system 124 downstream of the second turbocharger 130.
  • Exhaust gas treatment system 124 may define a plurality of exhaust flow passages (not shown) through which at least a portion of the exhaust gas stream, received from the second turbocharger 130, can flow.
  • Exhaust gas treatment system 124 may address the various combustion by-products released in the exhaust stream during the operation of engine 104.
  • the configuration of the transition conduit 240 and ducting 480 downstream from the nozzle vanes 474 and turbine blades 484 may be designed to improve a flow velocity pattern of the exhaust stream delivered to the exhaust gas treatment system 124.
  • An advantage that may be realized in the practice of some embodiments of the transition conduit 240 utilized in conjunction with an exhaust gas treatment system 124 is that a flow velocity pattern created by the transition conduit in combination with the ducting 480 may improve the space velocity or residence time of the exhaust stream in the exhaust gas treatment system 124.
  • a flow delivery system and apparatus including a transition conduit may be provided with an engine system in a vehicle, such as a locomotive or other rail vehicle.
  • Packaging constraints in the engine system may require close coupling of a first and second turbocharger.
  • the transition conduit fluidically couples the exhaust gas flow of a turbine of the first turbocharger to a turbine of the second turbocharger.
  • the transition conduit is curved about an axis and configured to enable close coupling of the first and second turbocharger.
  • the transition conduit is also configured to impart an angular momentum component to the exhaust gas flow.
  • the turbine of the second turbocharger may require fewer nozzle vanes to direct the exhaust gas flow received from the transition conduit, with such nozzle vanes also having a less complex design. Accordingly, manufacturing costs of the nozzle vanes and associated turbine may be reduced.
  • the transition conduit comprises a funnel that curves around a central axis.
  • the funnel further includes an intake section for receiving a fluid flow and a delivery section for discharging the fluid flow.
  • the funnel is configured to impart an angular momentum component to at least a portion of the fluid flow.
  • the funnel is further configured to include a cross section that decreases in a direction from the intake section to the delivery section.
  • the funnel further includes a slot in the delivery section. In operation, the decreasing cross section of the funnel imparts an axial momentum component to the fluid flow that discharges the flow from the slot in the delivery section.
  • the angular momentum component imparted to the fluid flow improves the orientation of the flow as the flow is discharged from the slot.
  • the article includes a first turbine that provides an exhaust flow from a discharge portion, and a second turbine having an inlet portion with a plurality of nozzle vanes.
  • the article further includes a transition conduit fluidically coupled to the discharge portion of the first turbine and to the inlet portion of the second turbine.
  • the transition conduit is configured to create an angular momentum component and an axial momentum component in the exhaust flow.
  • the transition conduit further includes a slot that delivers the exhaust follow to the plurality of nozzle vanes. The transition conduit enables the first and second turbines to be closely coupled to reduce packaging space required for the turbines.
  • the transition conduit system for transferring a fluid flow (e.g., exhaust gas flow).
  • the transition conduit system comprises a funnel having an intake section for receiving the fluid flow and a delivery section for discharging the fluid flow.
  • the intake section and the delivery section are interconnected and together define an internal passageway of the conduit.
  • the internal passageway has a longitudinal center line extending along a length of the passageway.
  • the internal passageway is longitudinally curved along the center line. That is, the longitudinal center line of the passageway, extending along at least a portion of the length of the passageway, is curved.
  • a lateral cross section of the internal passageway decreases from at least a first position to a second position, in a direction extending from the intake section towards the delivery section.
  • at least the delivery section of the funnel may have a decreasing lateral cross section, that is, a lateral cross section of the delivery section closer to the intake section is larger than a lateral cross section of the delivery section longitudinally further away from the intake section, with there being a gradual, narrowing transition between the two.
  • the delivery section has a slot formed therein. The slot establishes a flow path from the internal passageway to external the funnel.
  • the slot is located in a side of the delivery section located radially to the longitudinal center line of the internal passageway (e.g., a major plane defined by the opening of the slot is parallel or about parallel to the longitudinal center line; the major plane is generally shown by the radially-disposed dashed lines generally pointed to at 510 in FIG. 6).
  • the funnel is the same as described in the section immediately above, but is further adapted for
  • the intake section may be configured for receiving the fluid flow from a high pressure turbine of a first turbocharger in an engine system (e.g., the intake section may be dimensioned for mating with an output of the high pressure turbine), and the delivery section may be configured for discharging the fluid flow to a low pressure turbine of a second turbocharger of the engine system (e.g., the delivery section may be dimensioned for mating with an input of the low pressure turbine).
  • the funnel is the same as described in either of the two sections immediately above, and further, the curved internal passageway is volute in shape. That is, as the internal passageway extends along the longitudinal center line, the internal passageway curves and wraps back around towards itself.
  • the slot is elongate, and extends along the side of the delivery section along at least part of the curved length of the internal passageway, such that the major plane of the slot is at least arc shaped, e.g., arc shaped or, in an embodiment, if the slot curves back around towards itself, ring shaped.
  • the slot decreases in height along the length of the longitudinal center line of the internal passageway. That is, for example, a height of the opening of the slot (see 530 in FIG. 6) gradually decreases in magnitude in a direction extending from the intake section to the delivery section, e.g., a first height at a point closer to the intake section, and a second, smaller height closer to the delivery section.
  • the system further comprises a plurality of fixed (non-moving) nozzle vanes positioned in or proximate to the slot of the funnel delivery section.
  • the nozzle vanes may be positioned on an output side of the slot, and disposed in a path of the fluid flow that would flow from the internal passageway, through the slot, and out the slot when the system is in operation for transferring the fluid flow.
  • the nozzle vanes are shaped to function as a nozzle to increase the velocity of the fluid flow exiting the slot by providing a constricted or reduced cross-sectional flow area for the fluid flow.
  • the transition conduit system for transferring a fluid flow (e.g., exhaust gas flow)
  • the transition conduit system comprises a conduit body having an intake section for receiving the fluid flow and a delivery section for discharging the fluid flow.
  • the intake section and the delivery section are interconnected and together define an internal passageway of the conduit.
  • the internal passageway is longitudinally curved, and, more specifically, helical.
  • the conduit body has a slot formed therein. The slot establishes a flow path from the internal passageway to external the conduit body.
  • the slot is located in a side of the delivery section located radially to a longitudinal center line of the internal passageway.
  • the conduit body is funnel-shaped, meaning along at least part of the length of the internal passageway (such as along at least part of the delivery section), a lateral cross section of the internal passageway decreases in a direction extending from the intake section towards the delivery section.
  • the system further comprises a plurality of fixed (non-moving) nozzle vanes positioned in or proximate to the slot.
  • the nozzle vanes may be positioned on an output side of the slot, and disposed in a path of the fluid flow that would flow from the internal passageway, through the slot, and out the slot when the system is in operation for transferring the fluid flow.
  • the nozzle vanes are shaped to function as a nozzle to increase the velocity of the fluid flow exiting the slot by providing a constricted or reduced cross-sectional flow area for the fluid flow.
  • the engine system comprises a first turbocharger, a second turbocharger, and a longitudinally curved funnel.
  • the longitudinally curved funnel has an intake section connected to an output of a high pressure turbine of the first turbocharger, for receiving a fluid flow (e.g., exhaust gas flow) from the high pressure turbine of the first turbocharger.
  • the funnel also has a delivery section connected to an input of a low pressure turbine of the second
  • the intake section and the delivery section of the funnel are interconnected and together define an internal passageway for delivering the fluid flow.
  • the internal passageway has a longitudinal center line extending along a length of the passageway.
  • the internal passageway is longitudinally curved along the center line. That is, the longitudinal center line of the passageway, extending along at least a portion of the length of the passageway, is curved.
  • a cross section of the internal passageway decreases from at least a first position to a second position, in a direction extending from the intake section towards the delivery section.
  • the delivery section has a slot formed therein.
  • the slot establishes a flow path from the internal passageway to the input of the low pressure turbine of the second turbocharger.
  • the slot is located in a side of the delivery section located radially to the longitudinal center line of the internal passageway (e.g., a major plane defined by the opening of the slot is parallel or about parallel to the longitudinal center line; the major plane is generally shown by the radially disposed dashed lines generally pointed to at 510 in FIG. 6).
  • the longitudinally curved funnel is the same as described in the section immediately above, and further, the curved internal passageway is volute in shape. That is, as the internal passageway extends along the longitudinal center line, the internal passageway curves and wraps back around towards itself.
  • the slot is elongate, and extends along the side of the delivery section along at least part of the curved length of the internal passageway, such that the major plane of the slot is at least arc shaped, e.g., arc shaped or, in an embodiment, if the slot curves back around towards itself, ring shaped.
  • the slot decreases in height along the length of the longitudinal center line of the internal passageway. That is, for example, a height of the opening of the slot (see 530 in FIG. 6) gradually decreases in magnitude in a direction extending from the intake section to the delivery section, e.g., a first height at a point closer to the intake section, and a second, smaller height closer to the delivery section.
  • the system further comprises a plurality of fixed (non-moving) nozzle vanes positioned in or proximate to the slot of the funnel delivery section.
  • the nozzle vanes may be positioned on an output side of the slot (such as in the input of the low pressure turbine of the second turbocharger), and disposed in a path of the fluid flow that would flow from the internal passageway, through the slot, and out the slot when the system is in operation for transferring the fluid flow.
  • the nozzle vanes are shaped to function as a nozzle to increase the velocity of the fluid flow exiting the slot by providing a constricted or reduced cross-sectional flow area for the fluid flow.
  • the slot of the delivery section is the sole egress for fluid flow through the conduit body, e.g., funnel.
  • the slot of the delivery section is elongate, and a long axis of the slot, defined by a longest dimension of the slot, is generally parallel (parallel but for variances due to manufacturing variances/tolerances) to the longitudinal center line of the internal passageway of the conduit body, e.g., funnel.
  • the nozzle vanes may be fixed/stationary, meaning not moving within the reference frame of the turbocharger with which they are associated.
  • the transition conduit comprises a funnel curving around a central axis, e.g., the funnel is longitudinally curved, as defined by a longitudinal center axis of the funnel being curved.
  • the funnel has an intake section for receiving the fluid flow and a delivery section for discharging the fluid flow.
  • a cross section of the funnel decreases in a direction along the curving funnel from at least a first position to a second position.
  • the funnel has a slot located (e.g., centrally located) along a side of the funnel in the delivery section.
  • the slot traces a circular path around the central axis of the curving funnel to form a ring shape, which is generally parallel to the longitudinal center axis of the funnel.
  • the slot establishes a path for fluid flow to exit the delivery section through the slot when the transition conduit is used for transferring the fluid flow.
  • the transition conduit comprises a conduit body having an intake section for receiving the fluid flow and a delivery section for discharging the fluid flow.
  • the intake section and delivery section define an internal passageway having a longitudinal center line. Along at least a portion of a length of the internal passageway, in the delivery section, the internal passageway is longitudinally curved along the center line.
  • the conduit body has an elongate slot formed therein. The slot is located in the delivery section. The slot establishes a flow path from the internal passageway to external the conduit body. The slot has a long axis generally parallel to the center line of the internal passageway.
  • the longitudinally curved portion of the internal passageway is helical.
  • a lateral cross section of the internal passageway, in the delivery section decreases in a direction extending from the intake section towards the delivery section.
  • the transition conduit further comprises a plurality of nozzle vanes disposed in or by an exit or output side of the slot, in a path of fluid flow that would pass from the internal passageway through the slot when the transition conduit is used for transferring a fluid flow.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Jet Pumps And Other Pumps (AREA)
  • Supercharger (AREA)

Abstract

La présente invention a trait à divers systèmes et appareils destinés à un système fournissant un écoulement pour un moteur. Selon un exemple, un système inclut une première turbine qui fournit un écoulement de gaz d'échappement et une seconde turbine qui est dotée d'un orifice d'entrée et qui est couplée de façon fluidique à la première turbine. La seconde turbine inclut en outre une pluralité de volets de tuyère qui sont positionnés à l'intérieur de l'orifice d'entrée de la turbine. Un conduit de transition est courbé autour d'un axe et est couplé à l'orifice d'entrée et à la première turbine. Le conduit de transition est configuré de manière à communiquer un composant de moment cinétique à au moins une partie de l'écoulement de gaz d'échappement et inclut une fente qui fournit au moins une partie de l'écoulement de gaz d'échappement à une pluralité de volets de tuyère.
PCT/US2012/037513 2011-05-12 2012-05-11 Système, conduit de transition et article fabriqué permettant de fournir un écoulement de fluide WO2012155046A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201290000505.2U CN203685377U (zh) 2011-05-12 2012-05-11 用于输送流体流的系统、过渡管道和制品
AU2013101446A AU2013101446A4 (en) 2011-05-12 2013-11-05 System, transition conduit, and article of manufacture for delivering a fluid flow

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201113061179A 2011-05-12 2011-05-12
US13/061,179 2011-05-12

Related Child Applications (1)

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AU2013101446A Division AU2013101446A4 (en) 2011-05-12 2013-11-05 System, transition conduit, and article of manufacture for delivering a fluid flow

Publications (3)

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WO2012155046A2 true WO2012155046A2 (fr) 2012-11-15
WO2012155046A3 WO2012155046A3 (fr) 2013-01-10
WO2012155046A9 WO2012155046A9 (fr) 2013-02-21

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017134333A1 (fr) * 2016-02-04 2017-08-10 Wärtsilä Finland Oy Moteur à pistons à cylindres multiples

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US7150152B2 (en) * 2004-10-21 2006-12-19 Caterpillar Inc Vibration limiter for coaxial shafts and compound turbocharger using same
JP5451247B2 (ja) * 2008-09-10 2014-03-26 ボーグワーナー インコーポレーテッド 受動的予旋回の逆方向回転のためのターボチャージャ連結
DE102008052170B4 (de) * 2008-10-17 2023-01-26 Bayerische Motoren Werke Aktiengesellschaft Zweistufige Abgasturboaufladung für eine Brennkraftmaschine
JP4894877B2 (ja) * 2009-03-26 2012-03-14 マツダ株式会社 過給機付きエンジン
DE102009018583A1 (de) * 2009-04-23 2010-10-28 Daimler Ag Verbrennungskraftmaschine sowie Verfahren zum Betreiben einer Verbrennungskraftmaschine

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017134333A1 (fr) * 2016-02-04 2017-08-10 Wärtsilä Finland Oy Moteur à pistons à cylindres multiples
CN108603436A (zh) * 2016-02-04 2018-09-28 瓦锡兰芬兰有限公司 多缸活塞发动机

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WO2012155046A9 (fr) 2013-02-21
WO2012155046A3 (fr) 2013-01-10

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