GB1603575A – Internal combustion engine having two-stage turbo-supercharging
– Google Patents
GB1603575A – Internal combustion engine having two-stage turbo-supercharging
– Google Patents
Internal combustion engine having two-stage turbo-supercharging
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Info
Publication number
GB1603575A
GB1603575A
GB18000/78A
GB1800078A
GB1603575A
GB 1603575 A
GB1603575 A
GB 1603575A
GB 18000/78 A
GB18000/78 A
GB 18000/78A
GB 1800078 A
GB1800078 A
GB 1800078A
GB 1603575 A
GB1603575 A
GB 1603575A
Authority
GB
United Kingdom
Prior art keywords
stage
charger
turbo
engine
internal combustion
Prior art date
1977-05-05
Legal status (The legal status 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 status listed.)
Expired
Application number
GB18000/78A
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sulzer AG
Original Assignee
Sulzer AG
Gebrueder Sulzer 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.)
1977-05-05
Filing date
1978-05-05
Publication date
1981-11-25
1978-05-05
Application filed by Sulzer AG, Gebrueder Sulzer AG
filed
Critical
Sulzer AG
1981-11-25
Publication of GB1603575A
publication
Critical
patent/GB1603575A/en
Status
Expired
legal-status
Critical
Current
Links
Espacenet
Global Dossier
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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
F02B33/00—Engines characterised by provision of pumps for charging or scavenging
F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
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
F02B37/013—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
F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
F02B67/10—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of charging or scavenging apparatus
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
Abstract
In the said internal combustion engine the turbocharger for the second stage (22) is arranged on a box-shaped carrier structure (30) located on the housing of the internal combustion engine. This carrier structure is designed for the ducting of charging air flows separated from one another. In this way an advantageous ducting can in particular be achieved between the two turbochargers (12, 22), it being possible to lead an air line (18) from the turbocharger of the first stage (12) to the turbocharger of the second stage (22) and an exhaust line (24) from the turbocharger of the second stage (22) to the turbocharger of the first stage (12) essentially parallel to one another and on the same side of the internal combustion engine. One side of the internal combustion engine consequently remains freely accessible for maintenance and servicing.
Description
(54) AN INTERNAL COMBUSTION ENGINE HAVING TWO-STAGE TURBO
SUPERCHARGING
(71) We, SULZER BROTHERS LI
MITED, a Company organised under the laws of Switzerland, of Winterthur, Switzerland, do hereby declare this invention, for which we pray that a patent may be granted to us and the method by which it is to be performed, to be particularly described in and by the following statement:
This invention relates to an internal combustion engine having two-stage turbosupercharging.
In internal combustion engines, more particularly diesel engines, having two-stage turbo-charging, the arrangement of the piping for the second-stage turbo-charger gives rise to difficulties particularly in providing for the passage of the air from the first-stage turbo-charger to the second-stage turbocharger, and in taking the compressed air from the second-stage turbo-charger through a supercharging air cooler and then to the engine. In the conventional type of construction, there are frequently large pipe junctions and pipe bends which occupy a considerable amount of space and give rise to assembly difficulties. There are also problems in respect of fixing the secondstage turbo-charger on the engine housing, because the said pipe junctions and bends make this difficult.
The object of the invention is to alleviate these disadvantages.
Accordingly the present invention provides an internal combustion engine having means for two-stage turbo-charging, in which the second-stage turbo-charger is mounted on a box-like supporting structure carried on the engine housing structure, the supporting structure having two separate passages therein for supercharging air flow to pass therethrough.
This provides for an advantageous run of piping between the two turbo-chargers, the air pipe from the first-stage turbo-charger to the second-stage turbo-charger and the pipe for engine exhaust gases from the secondstage turbo-charger to the first-stage turbocharger extending substantially parallel to one another and along one side of the engine. The other side of the engine is thus freely accessible for maintenance and servicing.
In order to promote a fuller understanding of the above and other aspects of the present invention, an embodiment will now be described, by way of example only, with reference to the accompanying drawings in which:
Figure 1 is a front elevation of an in-line diesel engine with two-stage supercharging, the first and second stage turbo-chargers being disposed at respective ends of the diesel engine and being interconnected by air and exhaust gas pipes.
Figure 2 is a plan view of the diesel engine according to Figure 1,
Figure 3 is a side elevation of the diesel engine according to Figure 1 showing the second-stage turbo-charger, the provision of another similar diesel engine being additionally shown diagrammatically,
Figure 4 shows the supporting structure for the second-stage turbo-charger, and,
Figure 5 is a section on the line V-V through the supporting structure shown in
Figure 4, an attached supercharging air cooler also being shown diagrammatically.
The drawings show an 8-cylinder in-line diesel engine 10, 11, which comprises a first-stage turbo-charger 12, which is connected via air pipe 14, charge air cooler 16, air pipe 18 and air pipe 20, to the secondstage turbo-charger 22. The first-stage turbo-charger is fed with combustion exhaust gas from the engine to drive it via pipe 24.
From the second-stage turbo-charger 22, the compressed air is taken via pipe 26 and a second charge air cooler 28 through a support structure 30 embodying the invention and fed to the individual engine cylin ders via pipe 32 with appropriate branches.
The drive turbine stage of turbo-charger 12 has been given reference 34 (Figure 2) while the corresponding drive turbine stage of turbo-charger 22 has the reference 35. The corresponding compressor stages are denoted by references 36 and 37. The second charge air cooler 28 is fitted directly to and communicates with the support structure 30.
The support structure 30 (Figures 4 and 5) carried on the engine housing is substantially box-shaped and has a through passage 40 and a second passage formed by a cavity 42, open to the front through an aperture 44 and open to the rear through an aperture 45.
Cavity 42 is separated from cavity 40 by a partition wall 46 (see Figure 5). For the purposes of mounting the second-stage turbo-charger 22, the box-shaped supporting structure 30 also has a platform 47. Flanges 48 and 49 at each end of the passage 40 are used to fix appropriate pipe connections.
The directions of the flow of the air through the cavity 42 and passage 40 supporting structure 30, and in particular to the charge air cooler 28 fitted to it, are denoted by arrows 50-53.
The turbo-charger system described above operates as follows:
Turbo-charger 12 takes in air in the direction of arrow 55 and compresses it in its compressor stage 36, whereupon the air is taken in the direction of arrows 56, 57, 58, 59, 60, 61 through the air pipes 14, charge air cooler 16, and air pipe 18, and through the passage 40 of the box-shaped supporting structure 30, and fed in the direction of arrow 62 to the compressor stage 37 of the second-stage turbo-charger 22, whereafter it passes in the direction of arrow 64 through the second charge air cooler 28 and the box-shaped supporting structure 30, i.e.
through the cavity 42 and the opening 44, and then fed in the direction of arrow 66 to the engine cylinders.
The combustion exhaust gases from the engine cylinders are fed in the direction of arrows 71, 72, 73 to the turbine stage 35 of the second-stage turbo-charger 22 by means of the engine exhaust gas pipes 68, 70, and then fed via pipe 24 in the direction of arrows 74 and 76 to the turbine stage 34 of the first-stage turbo-chrger 12, and then to an exhaust receiver (not shown) in the direction of arrow 78.
WHAT WE CLAIM IS:
1. An internal combustion engine having means for two-stage turbo-charging, in which the second-stage turbo-charger is mounted on a box-like supporting structure carried on the engine housing structure, the supporting structure having two separate passages therein for supercharging air flow to pass therethrough.
2. An internal combustion engine as claimed in Claim 1, in which the supporting structure is in the form of a hollow member and said passages are separated by an internal partition.
3. An internal combustion engine as claimed in Claim 1 or 2, in which said passages are arranged in directions extending transversely of one another.
4. An internal combustion engine as claimed in Claim 3, in which one of said supercharging air flows is in a direction which extends transversely of the longitudinal direction of the engine.
5. An internal combustion engine as claimed in any preceding claim including a charge air cooler fitted directly to the supporting structure in communication with one of said passages, the second-stage turbo-charger feed air pre-compressed in the first-stage turbo-charger being fed in the other of the passages in the supporting structure, and the outlet air from the second-stage turbo-charger being fed through the charge air cooler, through said one of the passages in the supporting structure and then to the engine.
6. An in-line internal combustion engine as claimed in Claim 5, in which the first and second stage turbo-chargers are disposed at opposite ends of the engine substantially transversely of the longitudinal direction of the engine, the charge air pipe from the first-stage turbo-charger to the second-stage turbo-charger and the engine exhaust gas pipe from the second-stage turbo-charger to the first-stage turbocharger extending substantially parallel to one another and along one side of the engine.
7. An internal combustion engine substantially as herein described with reference to the accompanying drawings.
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (7)
**WARNING** start of CLMS field may overlap end of DESC **. ders via pipe 32 with appropriate branches. The drive turbine stage of turbo-charger 12 has been given reference 34 (Figure 2) while the corresponding drive turbine stage of turbo-charger 22 has the reference 35. The corresponding compressor stages are denoted by references 36 and 37. The second charge air cooler 28 is fitted directly to and communicates with the support structure 30. The support structure 30 (Figures 4 and 5) carried on the engine housing is substantially box-shaped and has a through passage 40 and a second passage formed by a cavity 42, open to the front through an aperture 44 and open to the rear through an aperture 45. Cavity 42 is separated from cavity 40 by a partition wall 46 (see Figure 5). For the purposes of mounting the second-stage turbo-charger 22, the box-shaped supporting structure 30 also has a platform 47. Flanges 48 and 49 at each end of the passage 40 are used to fix appropriate pipe connections. The directions of the flow of the air through the cavity 42 and passage 40 supporting structure 30, and in particular to the charge air cooler 28 fitted to it, are denoted by arrows 50-53. The turbo-charger system described above operates as follows: Turbo-charger 12 takes in air in the direction of arrow 55 and compresses it in its compressor stage 36, whereupon the air is taken in the direction of arrows 56, 57, 58, 59, 60, 61 through the air pipes 14, charge air cooler 16, and air pipe 18, and through the passage 40 of the box-shaped supporting structure 30, and fed in the direction of arrow 62 to the compressor stage 37 of the second-stage turbo-charger 22, whereafter it passes in the direction of arrow 64 through the second charge air cooler 28 and the box-shaped supporting structure 30, i.e. through the cavity 42 and the opening 44, and then fed in the direction of arrow 66 to the engine cylinders. The combustion exhaust gases from the engine cylinders are fed in the direction of arrows 71, 72, 73 to the turbine stage 35 of the second-stage turbo-charger 22 by means of the engine exhaust gas pipes 68, 70, and then fed via pipe 24 in the direction of arrows 74 and 76 to the turbine stage 34 of the first-stage turbo-chrger 12, and then to an exhaust receiver (not shown) in the direction of arrow 78. WHAT WE CLAIM IS:
1. An internal combustion engine having means for two-stage turbo-charging, in which the second-stage turbo-charger is mounted on a box-like supporting structure carried on the engine housing structure, the supporting structure having two separate passages therein for supercharging air flow to pass therethrough.
2. An internal combustion engine as claimed in Claim 1, in which the supporting structure is in the form of a hollow member and said passages are separated by an internal partition.
3. An internal combustion engine as claimed in Claim 1 or 2, in which said passages are arranged in directions extending transversely of one another.
4. An internal combustion engine as claimed in Claim 3, in which one of said supercharging air flows is in a direction which extends transversely of the longitudinal direction of the engine.
5. An internal combustion engine as claimed in any preceding claim including a charge air cooler fitted directly to the supporting structure in communication with one of said passages, the second-stage turbo-charger feed air pre-compressed in the first-stage turbo-charger being fed in the other of the passages in the supporting structure, and the outlet air from the second-stage turbo-charger being fed through the charge air cooler, through said one of the passages in the supporting structure and then to the engine.
6. An in-line internal combustion engine as claimed in Claim 5, in which the first and second stage turbo-chargers are disposed at opposite ends of the engine substantially transversely of the longitudinal direction of the engine, the charge air pipe from the first-stage turbo-charger to the second-stage turbo-charger and the engine exhaust gas pipe from the second-stage turbo-charger to the first-stage turbocharger extending substantially parallel to one another and along one side of the engine.
7. An internal combustion engine substantially as herein described with reference to the accompanying drawings.
GB18000/78A
1977-05-05
1978-05-05
Internal combustion engine having two-stage turbo-supercharging
Expired
GB1603575A
(en)
Applications Claiming Priority (1)
Application Number
Priority Date
Filing Date
Title
CH562077A
CH620969A5
(en)
1977-05-05
1977-05-05
Internal combustion engine with two-stage turbocharging
Publications (1)
Publication Number
Publication Date
GB1603575A
true
GB1603575A
(en)
1981-11-25
Family
ID=4296650
Family Applications (1)
Application Number
Title
Priority Date
Filing Date
GB18000/78A
Expired
GB1603575A
(en)
1977-05-05
1978-05-05
Internal combustion engine having two-stage turbo-supercharging
Country Status (9)
Country
Link
JP
(1)
JPS53139012A
(en)
CH
(1)
CH620969A5
(en)
DE
(1)
DE2721314B2
(en)
DK
(1)
DK175278A
(en)
FR
(1)
FR2389764A1
(en)
GB
(1)
GB1603575A
(en)
IT
(1)
IT1095747B
(en)
NL
(1)
NL7804765A
(en)
SE
(1)
SE7804797L
(en)
Cited By (5)
* Cited by examiner, † Cited by third party
Publication number
Priority date
Publication date
Assignee
Title
EP2148061A1
(en)
2008-07-22
2010-01-27
Caterpillar Motoren GmbH & Co. KG
A two-stage turbocharged combustion engine
WO2010049272A1
(en)
*
2008-10-30
2010-05-06
Robert Bosch Gmbh
Turbocharger with an optimised shape
US8099956B2
(en)
*
2007-05-29
2012-01-24
Behr Gmbh & Co. Kg
Arrangement of supercharging units for supercharging an internal combustion engine
WO2012123629A1
(en)
*
2011-03-11
2012-09-20
Wärtsilä Finland Oy
Method for upgrading an engine, upgrade kit for an engine and internal combustion engine
US20160281591A1
(en)
*
2013-10-28
2016-09-29
Yanmar Co., Ltd.
Engine device
Families Citing this family (5)
* Cited by examiner, † Cited by third party
Publication number
Priority date
Publication date
Assignee
Title
DE3005655C2
(en)
*
1980-02-15
1983-07-28
Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen
Accumulated piston internal combustion engine
JPS5928629U
(en)
*
1982-08-16
1984-02-22
ヤンマーディーゼル株式会社
Two-stage supercharged internal combustion engine
FI94894C
(en)
*
1993-01-27
1995-11-10
Waertsilae Diesel Int
Support and cooling arrangement for turbocharger equipment
DE19625990A1
(en)
*
1996-06-28
1998-01-02
Daimler Benz Ag
Arrangement of exhaust gas turbocharger and exhaust manifold on an internal combustion engine
DE10118951C2
(en)
*
2001-04-18
2003-03-27
Man B & W Diesel Ag
Arrangement of an exhaust gas turbocharger unit on an internal combustion engine
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Priority date
Publication date
Assignee
Title
FR730722A
(en)
*
1931-02-05
1932-08-20
Exhaust gas turbocharger for internal combustion engines
DE1526448C3
(en)
*
1966-04-01
1973-09-27
Kloeckner-Humboldt-Deutz Ag, 5000 Koeln
Device carrier designed as an independent structural unit for fastening a charging fan and other auxiliary devices to an internal combustion engine
FR1537511A
(en)
*
1966-10-11
1968-08-23
Sulzer Ag
Two-stroke, supercharged piston internal combustion engine with freely rotating turbo-compressor unit
JPS5341108B2
(en)
*
1971-08-30
1978-10-31
DE2233970C2
(en)
*
1972-07-11
1975-03-13
Maschinenfabrik Augsburg-Nuernberg Ag, 8900 Augsburg
TWO-STAGE CHARGED PISTON COMBUSTION MACHINES
1977
1977-05-05
CH
CH562077A
patent/CH620969A5/en
not_active
IP Right Cessation
1977-05-12
DE
DE772721314A
patent/DE2721314B2/en
not_active
Withdrawn
1978
1978-04-24
DK
DK175278A
patent/DK175278A/en
unknown
1978-04-26
SE
SE7804797A
patent/SE7804797L/en
unknown
1978-05-02
FR
FR7812909A
patent/FR2389764A1/fr
active
Pending
1978-05-03
NL
NL7804765A
patent/NL7804765A/en
not_active
Application Discontinuation
1978-05-03
IT
IT22961/78A
patent/IT1095747B/en
active
1978-05-04
JP
JP5366178A
patent/JPS53139012A/en
active
Pending
1978-05-05
GB
GB18000/78A
patent/GB1603575A/en
not_active
Expired
Cited By (9)
* Cited by examiner, † Cited by third party
Publication number
Priority date
Publication date
Assignee
Title
US8099956B2
(en)
*
2007-05-29
2012-01-24
Behr Gmbh & Co. Kg
Arrangement of supercharging units for supercharging an internal combustion engine
EP2148061A1
(en)
2008-07-22
2010-01-27
Caterpillar Motoren GmbH & Co. KG
A two-stage turbocharged combustion engine
WO2010049272A1
(en)
*
2008-10-30
2010-05-06
Robert Bosch Gmbh
Turbocharger with an optimised shape
FR2938012A1
(en)
*
2008-10-30
2010-05-07
Bosch Gmbh Robert
OPTIMIZED GEOMETRY TURBOCHARGER
CN102203395A
(en)
*
2008-10-30
2011-09-28
罗伯特·博世有限公司
Turbocharger with an optimised shape
WO2012123629A1
(en)
*
2011-03-11
2012-09-20
Wärtsilä Finland Oy
Method for upgrading an engine, upgrade kit for an engine and internal combustion engine
US20160281591A1
(en)
*
2013-10-28
2016-09-29
Yanmar Co., Ltd.
Engine device
EP3064738B1
(en)
*
2013-10-28
2018-10-03
Yanmar Co., Ltd.
Engine device
US10227914B2
(en)
2013-10-28
2019-03-12
Yanmar Co., Ltd.
Engine device
Also Published As
Publication number
Publication date
DE2721314B2
(en)
1979-03-08
DK175278A
(en)
1978-11-06
CH620969A5
(en)
1980-12-31
FR2389764A1
(en)
1978-12-01
SE7804797L
(en)
1978-11-06
DE2721314A1
(en)
1978-11-16
IT1095747B
(en)
1985-08-17
JPS53139012A
(en)
1978-12-05
NL7804765A
(en)
1978-11-07
IT7822961D0
(en)
1978-05-03
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Legal Events
Date
Code
Title
Description
1982-07-28
CSNS
Application of which complete specification have been accepted and published, but patent is not sealed
