• 专利附录
  • 专利说明
  • 权利要求
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    • 专利摘要:
    Turbocharger with a first inlet line (3a) which leads exhaust gases from a first group of cylinders to a turbine wheel (4a) and a second inlet line (3b) which leads exhaust gases from a second group of cylinders to the turbine wheel (4a). Flow areas A1, A2 of the two inlet lines (3a, 3b) are different sizes to equalize pressure and temperature differences between the two inlet lines (3a, 3b) when a bypass passage (9a) is open (Fig. 4a)
    公开号:SE1551563A1
    申请号:SE1551563
    申请日:2015-12-01
    公开日:2017-06-02
    发明作者:Jonsson Fredrik；Johansson Pontus；Vallinder Michael；Wetterstrand Anton
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The present invention relates to a turbocharger and a method for equalizing pressure and temperature differences between inlet lines when exhaust gases are passed through a bypass passage and an internal combustion engine comprising a turbocharger and a vehicle comprising an internal combustion engine according to the appended patent engine.
    BACKGROUND AND PRIOR ART Turbochargers in vehicles generally comprise a turbine driven by the exhaust gases from an internal combustion engine and a compressor which compresses air which is fed to the internal combustion engine. The turbine is usually equipped with a Wastegate valve which limits the turbine's inlet pressure and thus also its speed. The Wastegate valve then opens the pressure in an exhaust gas collector before the turbine becomes too high. When this happens, part of the exhaust gases is led past the turbine via a bypass line. The type of turbines called Win-scroll turbines has two inlet lines that lead exhaust gases to the turbine. The one inlet line is adapted to receive exhaust gases from a first group of cylinders of the internal combustion engine and the second inlet line is adapted to receive exhaust gases from the second group of cylinders of the internal combustion engine. With two inlet lines, improved turbine power can be obtained.
    It is known to provide a twin-scroll turbine with a bypass line at each inlet line and a common Wastegate valve for these, but since such an arrangement is relatively complicated and space consuming, it is common to use only one bypass line with Wastgate valve instead, which means that the only exhaust gases from one group of cylinders can be led past the turbine while exhaust gases from the second group of cylinders cannot be led past the turbine. A disadvantage of this is that the exhaust pressure and the exhaust temperature in the inlet line whose exhaust gases can be led to the pre-turbine drops when the Wastgate valve opens while the exhaust pressure and the exhaust temperature in the other inlet line remain substantially unchanged. The pressure and temperature difference which then arises between the exhaust gases in the two inlet pipes due to uneven air distribution in the cylinder system and coexists all the way from the turbine to the cylinders gives rise to an uneven thermal load in the cylinders and to unfavorable temperature variations of the material in the two inlet pipes. the cylinder groups.
    Although known tWin-scroll turbines work satisfactorily, there is a need for further improvements in this area. In particular, there is a need to reduce the temperature and pressure difference between the exhaust gases in the two inlet lines when exhaust gases from this inlet line but not from the other are passed past the turbine, in order to maintain a more even thermal load in the cylinders and a more even material in the inlet pipes and around the cylinder groups. .
    SUMMARY OF THE INVENTION An object of the present invention is to provide a turbocharger which enables a more even thermal load in the cylinders and a more even temperature in the material of pipes and around the cylinder groups when the Wastegate valve is open.
    This and other objects are achieved by the features set forth in the appended claims.
    By utilizing different large flow areas of the inlet lines and also connecting the bypass passage to the inlet line with at least fl fate area, an equalizer pressure and temperature distribution between the inlet lines to the turbine can be achieved and thus also in the engine cylinders and cylinder banks.
    By appropriately designing the size ratio between the flow areas, it is possible to reduce or eliminate the pressure and temperature difference between the inlet line when the bypass passage is open while the pressure and temperature difference is small or non-existent when the bypass passage is closed. This means that combustion can be optimized and that more of the fuel's energy can be utilized. The size ratio between the flow areas can vary depending on the type of motor, but in an advantageous embodiment can be 0.51-0.55, more preferably 0.53, and is calculated according to the formula AA = Al / (Al + A2). Other features and advantages of the invention will become apparent. of the claims, the description of exemplary embodiments and of the accompanying figures.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, embodiments of the invention are described by way of example with reference to the accompanying drawings, in which: Fig. 1 schematically shows a vehicle with a turbocharger.
    Fig. 2 schematically shows a longitudinal section through a turbine.
    Fig. 3 schematically shows a cross section through the turbine in the plane A-A in Fig. 2.
    Fig. 4a schematically shows a cross section through the turbine in the plane B-B in Fig. 3.
    Fig. 4b shows a schematic cross-section through the turbine in planes B-B and C-C in Fig. 3.
    Fig. 5a shows a graph illustrating pressure at different engine speeds according to prior art.
    Fig. 5b shows a graph illustrating temperature at different engine speeds according to the prior art.
    Fig. 6a shows a graph illustrating pressure at different engine speeds according to the invention.
    Fig. 6b shows a graph illustrating temperature at different engine speeds according to the invention.
    Fig. 7 schematically shows a fate diagram for an embodiment of a method.
    DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION Fig. 1 schematically shows a vehicle 1 driven by an overcharged internal combustion engine 2. The vehicle 1 is advantageously a heavy vehicle 1 and the internal combustion engine 2 may be a single diesel engine or an Otto engine. In the case of alternative embodiments, the internal combustion engine may be intended for industrial or marine use. The internal combustion engine can be a multi-cylinder engine e.g. a V-engine or in-line engine and may comprise any number of cylinders e.g. 4, 6 or 8 but is in this case exemplified as a V8 engine with a first cylinder bank 2a which receives exhaust gases from four cylinders on one side of the internal combustion engine 2 and a second cylinder bank 2b which receives exhaust gases from four cylinders on an opposite side of the internal combustion engine 2. Exhaust gases from the internal combustion engine first cylinder bank 2a is led via a first inlet line Sa to turbine 4 of a turbocharger. Exhaust gases from the second cylinder bank 2b of the internal combustion engine are led via a second inlet line Sb to the turbine 4.
    The exhaust gases leaving the internal combustion engine 2 have an overpressure which results in de-expansion through the turbine 4. The turbine 4 thereby obtains a driving force which is transmitted via connection to a compressor 5 of the turbocharger. The compressor 5 then compresses air which is sucked into an inlet line 7 via an air filter 6. The compressed air in the inlet line 7 is cooled in a charge air cooler 8 before it is led to the combustion engine 2.
    By directing exhaust gases from the combustion engine's cylinder cylinders 2a, 2b via two separate inlet lines Sa, Sb to the turbine 4, a high volumetric efficiency can be maintained as the exhaust gases expand through the turbine 4. An inlet line Sa, Sb, in this embodiment the second inlet passage S 9a via which exhaust gases can be led from the second inlet line Sb to an exhaust line S which is located downstream of the turbine 4 without passing it. By means of a valve 10 the exhaust gas through the bypass passage 9 can be regulated. The bypass passage 9a and the valve 10 can be referred to as a so-called Wastegate valve with which a variable part of the exhaust gases can be led past the turbine 4 as it risks being overloaded. The position of the valve 10 is regulated in this example by means of an enzymatically shown actuator 11. The actuator 11 may be a pneumatically, hydraulically or electrically actuatable force means which provides a movement of the valve 10 to different positions. A control unit 12 receives information from a sensor 1S or the like which senses a parameter which is related to the load of the turbine 4. Depending on the load of the turbine 4, the control unit 12 activates the actuator 11 so that it holds the valve in a position at which it lets an exhaust gas through the bypass passage 9a of a suitable size so that the turbine 4 is not overloaded.
    I f1g. 2 shows a schematic longitudinal section through a turbine 4. The turbine 4 comprises a turbine wheel 4a which is rotatably arranged about an axis of rotation 4b. The first inlet line Sa and the second inlet line Sb are arranged next to each other and separated from each other by a partition wall 14 and direct exhaust gases to a peripheral area 14a of the turbine 4 to rotate the turbine wheel 4a about the axis of rotation 4b. Somvisas in f1g. 2, the turbocharger may comprise a housing e 18 in connection with the turbine 4.
    Housing 18 defines an interior space 18a which forms a terminating part of the bypass passage 9a via which the exhaust gases can be led radially inwards to the exhaust line S via opening Sb1 in the second inlet line Sb. The valve 10 can then be arranged at the opening Sb1.
    I f1g. S schematically shows a cross section through the turbine 4 in the plane A-A in f1g. The first exhaust line Sa ends with an elongated helical portion whose cross - sectional area, ie. fl fate area decreases continuously from an initial position 14a1 where the exhaust gases begin to be directed radially inwards towards the turbine wheel 4a to a terminating position 14a; where the first inlet line Sa ends. The second exhaust line Sb, which is not shown in the figure, which extends parallel to the first inlet line Sa, the rear wall 14 correspondingly comprises an elongate helical portion of the cross-sectional area, i.e. The fate area decreases continuously from an initial position where exhaust gas starters are led radially inwards towards the turbine wheel 4a to a terminating position where the second inlet line Sb ceases. The exhaust gases are directed, as shown by arrows 16, towards unshown vanes on the turbine wheel 4a through an elongate opening 19,20 facing the turbine wheel 4a in each inlet line Sa, Sb. In the figure only one opening 19 is shown, namely the end of the inlet line Sa. The openings 19,20 extend between the initial positions 14a1 and the closing positions 148.2 of the helical shaped part of the respective inlet conduit Sa, Sb. Figures 5a and 5b, which should be considered together with f1g. 2, shows graphs illustrating pressure p and temperature t of the exhaust gases in the inlet lines Sa, Sb at different engine speeds n according to the prior art. I f1g. 5a shows a part 22 of a pressure curve which is common to the two inlet lines Sa, Sb when the bypass passage 9a is closed and which during operation of the motor 2 grows from a first speed n1 to a second speed n2. At the second speed n2, the valve 10 receives a signal from the control unit 12 and opens the bypass passage 9a between the second inlet line Sb and the exhaust line S. The pressure p2 of the exhaust gases in the second inlet line Sb bypass is stabilized while the pressure of the exhaust gases in the first inlet line continues to increase without bypass to be stabilized at a much higher level pl.
    I f1g. 5b shows a part 2S of a temperature curve which is common to the two inlet lines Sa, Sb when the bypass passage 9a is closed and which during operation of the motor 2 drops from the first speed n1 to the second speed n2. At the second speed n2, the valve 10 receives a signal from the control unit 12 and the opener bypass passage 9a between the second inlet line Sb and the exhaust line. Then the temperature of the exhaust gases in the second inlet line Sb with bypass increases with increasing speed to a temperature t2 at speed ns at the same time Sa without bypass increases to a temperature tl at speed nS.
    The pressure difference App and the temperature difference somt which in the prior art occur between the exhaust gases in the two inlet lines Sa, Sb and which exist all the way from the turbine 4 to the cylinders when the exhaust gases from one inlet line Sb but not from the other exhaust line Sa are passed past the turbine 4 give rise to a uneven thermal load in the cylinders and to unfavorable temperature variations of the material in the inlet pipes and of the material around the two cylinder groups.
    I f1g. 4a schematically shows a cross section through the turbine 4 in the plane B-B in f1g. S. The first inlet line Sa has a fate area A1 and leads via the elongate opening 19 exhaust gases to the peripheral area 14a of the turbine 4 to rotate the turbine wheel 4 about the axis of rotation 4b. The second exhaust line Sb has a desolate area A2 and guides the elongate opening 20 exhaust gases to the peripheral region 14a of the turbine 4 to rotate the turbine wheel 4a about the axis of rotation 4b. The two inlet lines Sa, Sb are arranged next to each other without displacement and are separated from each other by the partition wall 14.
    The flow areas A1, A2 are different sizes in the cross-section B-B shown and in addition any other cross-section through the turbine 4 to reduce the pressure difference Ap and the temperature difference mellant between the two inlet lines Sa, Sb before the turbine 4 near the bypass passage 9a is open. The bypass passage 9a is in this example connected to the second inlet line Sb, the fate area A2 of which is smaller than the flow area A1 of the first inlet line Sa. Since the fate areas A1, A2 are different in size, the pressure and the temperature t in the inlet lines Sa, Sb can be influenced so that a pressure and temperature difference occurs between the exhaust gases in the two inlet lines Sa, Sb before the turbine 4 when the bypass passage 9a is closed. However, this difference can be reduced or completely eliminated by choosing the appropriate size ratio between the fate areas A1, A2 at the two inlet lines Sa, Sb. In one embodiment, the size ratio AA between the fate areas A1, A2 is 0.51-0.55 but preferably 0.5S and is calculated according to the formula AA = A1 / (A1 + A2).
    By suitable design of the size ratio AA between the fate areas A1, A2, it is thus possible to reduce or eliminate the pressure difference App and the temperature difference mellant between the exhaust gases in the two inlet lines Sa, Sb the bypass passage 9a is open while the pressure and temperature difference is small or non-existent when the bypass passage 9a is. Suitable design may in one embodiment involve a compromise where a small pressure difference App and / or temperature difference mellant between the inlet lines Sa, Sb is accepted when the bypass passage 9a is closed so that the pressure difference App and / or the temperature difference mellant between the inlet lines Sa, Sb1 is not close .
    At it in f1g. 4a, the inlet lines Sa, Sb are arranged next to each other without displacement. The flow areas A1 and A2 are thus formed in the same plane B-B. In an alternative embodiment, one inlet line Sa, Sb, e.g. the inlet line Sa, be offset by an angle ß relative to the second inlet line 3b, which is shown schematically with dashed contours 25 in f1g.3. Angle ß is approx. 20 ° in the working example but can be e.g. about 180 ° on a V-8 engine. Other angles are also possible without losing the idea of invention. I f1g. 4b shows a schematic cross-section through the turbine 4 in planes B-B and C-C in FIG. 3 where the plane C-C extends through the inlet line Sa and the plane B-B through the inlet line 3b. The flow area A2 is formed in the plane B-B and the fate area A1 is formed in the plane C-C which extends at the angle ß relative to the plane B-B.
    Figures 6a and 6b, which should be considered together with f1g. 2 shows graphs illustrating pressure p and temperature t of the exhaust gases in the inlet lines Sa, 3 at different engine speeds n according to an embodiment of the invention. It appears from the figures that the pressure difference App and the temperature difference Att are considerably smaller when the near invention is applied than in the prior art according to figures 5a and 5b, which results in a more even thermal load in the cylinders and a more even temperature in the material of pipes and around the cylinder groups when the Wastegate valve is open.
    I f1g. 6a shows a part 22a of a pressure curve showing the pressure p of the exhaust gases in the first inlet line 3a without bypass and a part 22b of a pressure curve showing the pressure of the exhaust gases in the second inlet line 3b with bypass when the bypass passage 9a is closed. During operation of the motor 2, the parts 22a, 22b of the pressure curves grow from a first speed n1 to a second speed n2. The pressure of the exhaust gases in the second inlet line 3b with bypass illustrated by the pressure curve part 22b is in this example at each speed insignificantly higher than the pressure of the exhaust gases in the first inlet line 3a outside bypass illustrated by the pressure curve part 22a. However, this difference can be reduced or completely eliminated by selecting an appropriate ratio of the intermediate flow areas A1, A2. At the second speed n2, the valve 10 receives a signal from the control unit 12 and opens the bypass passage 9a between the second inlet line 3 and the exhaust line 3. The pressure p2 of the exhaust gases in the second inlet line 3b is thereby stabilized while the pressure of the exhaust gases in the first inlet line continues to increase without bypass line that in this example it is stabilized at a level significantly higher than the pressure p2. This difference can also be reduced or completely eliminated by selecting a suitable ratio between the fl areas of fate A1, A2.
    I f1g. 6b shows a part 23a of a temperature curve showing the temperature t of the exhaust gases in the first inlet line Sa without bypass and a part 23b of an entry curve showing the temperature of the exhaust gases in the second inlet line 3b bypass when the bypass passage 9a is closed. During operation of the motor 2, the parts 23a, 23b of the sinker temperature curves from the first speed n1 to the second speed n2. The temperature of the exhaust gases in the second inlet line 3b with bypass illustrated by the temperature curve part 23b is then insignificantly higher than the temperature of the exhaust gases in the first inlet line 3a without bypass illustrated with the temperature curve part 22b. This difference can be reduced or completely eliminated by choosing a suitable ratio between the flow areas A1, A2. At the second speed n2, the valve 10 receives a signal from the control unit 12 and opens the bypass passage 9 between the second inlet line 3b and the exhaust line 3 which results in the temperature of the exhaust gases in the second inlet line 3b with bypass increasing with increasing speed to a temperature t2 at the speed n3 the first inlet line Sa without bypass increases to a temperature t1 at the speed n3.Also this difference can be reduced or completely eliminated by selecting a suitable ratio between the des deserts A1, A2.
    Fig. 7 shows a flow diagram of a method for equalizing pressure and temperature differences between inlet pipes when exhaust gases are passed through a bypass passage. According to one embodiment, the method comprises a step 30 in which the bypass passage (9a) is connected to the inlet line with at least fl fate area (A2).
    The invention is not limited to the described embodiments, but a number of possibilities for modifications thereof are obvious to the person skilled in the art without this deviating from the basic idea of the invention as defined in the claims.
    权利要求:
    Claims (1)
    [1]
    Turbocharger for equalizing pressure and temperature differences between inlet lines (3a, 3b) when exhaust gases are passed through a bypass passage (9a) Each turbocharger comprises a turbine (4) with at least one turbine wheel (4a), a first inlet line (3a) with a first fl (A1) which first inlet line (3a) is adapted to receive exhaust gases from a first group of cylinders (2a) of an internal combustion engine (2) and lead them to the turbine wheel (4a), a second inlet line (3b) with a second fl fate area (A2) which second inlet line (3b) is adapted to receive exhaust gases from a second group of cylinders (2b) of the internal combustion engine (2) and lead these to the turbine wheel (4a), the fl deserts (A1, A2) being different sizes and the bypass passage (9a) being adapted to conduct exhaust gases from one inlet line (3a, 3b) to an exhaust line (3) arranged downstream of the turbine (4), characterized in that the bypass passage 9a is connected to the inlet line (3b) with at least fl fate area (A2). Turbocharger according to claim 1, characterized in that one inlet line (3a, 3b) is offset by an angle ß relative to the other inlet line (3a, 3b) and in that one flow area (A1, A2) is formed in a plane (CC) extending sig ang angle ß relative to a plane (BB) in which the other fl fate area (A1, A2) is formed. Turbochargers according to one of Claims 1 or 2, characterized in that the size ratio AA between the fl deserts (A1, A2) is 0.51-0.55 and is calculated according to the formula AA = A1 / (A1 + A2). Turbocharger according to one of Claims 1 or 2, characterized in that the size ratio AA between the flow areas (A1, A2) is 0.53 and the calculation formula AA = A1 / (A1 + A2) is calculated. Turbocharger according to claim 1, characterized in that the first inlet line (3a) terminates with a helical portion whose cross-sectional area decreases 10. 11 continuously from an initial position (14a1) where the exhaust gases begin to be directed radially inwards towards the turbine wheel (4) to a terminating position (14a2). ) where the first inlet conduit (3a) terminates, and that the second inlet conduit (3b) terminates with a helically shaped portion extending parallel to the first inlet conduit (3a) and whose cross-sectional area decreases continuously from an initial position (14b1) thereof radially inwards towards the turbine wheel (4) to a terminating position (14b2) where the second inlet line (3b) ends. Turbocharger according to claim 1 or 5, characterized in that the first inlet line (3a) and the second inlet line (3b) are separated from each other by a partition wall (14) and lead exhaust gases to a peripheral area (14a) of the turbine (4). Turbocharger according to claim 1, characterized in that the internal combustion engine is a V-engine with a first cylinder bank 2a which receives exhaust gases from cylinders on one side of the internal combustion engine 2 and a second cylinder bank 2b which receives exhaust gases from cylinders on an opposite side of the internal combustion engine 2. Internal combustion engine according to any one of claims 1-7. Vehicle comprising an internal combustion engine according to claim 8. Method for equalizing pressure and temperature differences between inlet lines (3a, 3b) in a turbocharger when exhaust gases are passed through a bypass passage (9a) which turbocharger comprises a turbine (4) with at least one turbine wheel (4a) a first inlet line (3a) with a first fate area (A1) which first inlet line (3a) is adapted to receive exhaust gases from a first group of cylinders (2a) of an internal combustion engine (2) and lead them to the turbine wheel (4a), a second inlet line ( 3b) with a second fate zone (A2) which second inlet line (3b) is adapted to receive exhaust gases from a second group of cylinders (2b) of the internal combustion engine (2) and lead them to the turbine wheel (4a) whereby the fate zone II. 12. 13. 12 (A1, A2) are of different sizes and wherein the bypass passage (9a) is adapted to conduct exhaust gases from one inlet line (3a, 3b) to an exhaust line (3) which is arranged downstream of the turbine (4), characterized by the step of : - connect the bypass passage (9a) to the inlet line (3b) with at least fl fate area (A2). Method according to claim 10, characterized by the steps of displacing the one inlet line (3a, 3b) at an angle ß relative to the other inlet line (3a, 3b) and of forming one flow area (A1, A2) in a plane (CC) extending sigi an angle ß relative to a plane (BB) in which the second flow area (A1, A2) is formed. Method according to claim 10 or 11, characterized by the step of designing the size ratio AA between the fl deserts (A1, A2) so that it is 0.51-0.55 calculated according to the formula AA = A1 / (A1 + A2). Method according to claim 10 or 11, characterized by the step of designing the size ratio AA between the flow areas (A1, A2) so that it is 0.53 calculated according to the formula AA = A1 / (A1 + A2).
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    同族专利:
    公开号 | 公开日
    SE541377C2|2019-09-10|
    DE102016013995A1|2017-06-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1551563A|SE541377C2|2015-12-01|2015-12-01|Turbocharger|SE1551563A| SE541377C2|2015-12-01|2015-12-01|Turbocharger|
    DE102016013995.1A| DE102016013995A1|2015-12-01|2016-11-23|turbocharger|
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