FR3038264A1 - SUPER-POWERED MOTOR PROPELLER GROUP WITH INTEGRATION OF A TURBO-PRESSURE AIR DUCT ON A CYLINDER HEAD - Google Patents

Abstract

The present invention relates to a power unit with a suspension device for supporting and fixing the group on a chassis of a motor vehicle, the group comprising a motor (M) with a cylinder block closed by a cylinder head (5). ) and a turbocharger (1) with at least one air duct leaving or supplying air to the turbocharger (1) extending over one face of the cylinder head (5), the suspension device comprising at least one engine support intermediate member extending on said face, characterized in that it comprises a housing structure (10) housing inside a first section (6) of the air duct as well as the intermediate motor support and secured to the cylinder head ( 5). Application in the field of motor vehicles.

Description

SUPER-POWERED MOTOR PROPELLER GROUP WITH INTEGRATION OF A TURBO-PRESSURE AIR DUCT ON A CYLINDER HEAD

The present invention relates to a turbocharged supercharged power unit with integration of a turbocharger air line on a cylinder head closing a cylinder block of the group. This integration of the pipe is done in a housing structure also incorporating an element of the suspension device of the power unit for supporting and fixing the group on a chassis of a motor vehicle.

By supercharged power train, it is understood a heat engine with all its peripheral elements of supercharging, air intake or exhaust gases leaving the engine, and its suspension device for fixing and its support on a chassis of a motor vehicle.

The supercharged engine may be a gasoline or diesel engine, the powertrain being equipped with a turbocharger requiring at least one air line associated with the turbocharger, for example an inlet pipe also called inlet connection of air or an outlet pipe also called air outlet fitting. Such a powertrain also comprises exhaust pollution control elements leaving an exhaust line leaving the engine of the group.

A turbocharger forming part of a supercharged engine may consist of three separate parts, hereafter referred to as stages: - the "Carter turbine" stage intended to receive and evacuate the exhaust gases from each combustion - the "Central bearing" stage intended to provide guidance, lubrication and cooling of the axis on which the turbine and compressor wheels are located; - the "Compressor" stage intended to receive, at the level of its inlet, the air at atmospheric pressure and to distribute, at its outlet, the air that it compressed.

[0005] The exhaust gases from the combustion in the engine pass from an engine exhaust manifold into a gas exhaust line. Part of the exhaust gas in the line is drawn and directed to the inlet of the turbocharger turbine housing, in the "Carter turbine" stage, to drive a turbine wheel as an element rotary provided in the turbine.

This wheel at least partially recover a kinetic energy created in the exhaust gas therethrough, the wheel of the turbine being rotated by the exhaust gas. The exhaust gases are then directed to the outlet of the turbine and then reintroduced into the exhaust line to one or more catalysts, to be cleaned.

The turbine drives a compressor of the turbocharger being secured thereto by an axis in the stage "central bearing", the compressor being traversed by fresh air for supplying air to the engine, air that the compressor compresses.

In the "Compressor" stage, the air coming from the outside, and therefore at atmospheric pressure, is supplied to the compressor in an air inlet duct or air inlet connection. In this inlet duct, at its inlet or prior to admission of air into the inlet duct, the air is purified through an air filter / flowmeter assembly and is then conveyed at the air inlet of the compressor to be compressed.

It follows that several air ducts or gas extend at least partially on one side of the cylinder head of the engine of the powertrain. A major disadvantage is that these pipes can interfere with peripheral elements of the power unit located on the face of the cylinder head. This may be the case of a torque recovery link interfering with a turbocharger air inlet line.

Furthermore, the powertrain comprises a suspension device for supporting and fixing the group on a chassis of a motor vehicle. For example, conventionally, a power unit can be fixed to the frame via at least one element called intermediate engine mount.

There is for example a right intermediate motor support located on a side face of the cylinder head to the right of the vehicle taken in the direction of its progress. Such a right intermediate engine support can be secured in the lower part of the cylinder head and support the rest of the powertrain.

For example, the document FR-A-2 957 025 describes a device for supporting and fixing an engine on the chassis of a vehicle, the engine comprising a cylinder block closed by a cylinder head obtained by a method molding being attached to the chassis of the vehicle via an intermediate support connected directly to a face of the yoke in its lower portion.

In this document, it is shown a monobloc intermediate support with the cylinder head and a set formed by the cylinder head and the intermediate support integrated with the cylinder head is obtained by a single molding operation, so that one thus eliminates the interface between the cylinder head and the intermediate support.

If this document shows an intermediate support part of a motor suspension device, it does not address the presence of a conduct that may lead to possible interference with an element present on the same face of the cylinder head .

Indeed, on the same side face of the cylinder head on which there is an intermediate support, it is conventional to implant an air inlet duct to the turbocharger or air inlet connection. This air intake duct to the turbocharger travels transversely engine cylinder head from the intake face to the exhaust face. Always on the same side face of the cylinder head, it is also common that a torque recovery link is also present.

In this configuration, the air inlet duct extends to the upper part of the right side of the powertrain, while respecting a specification for the pedestrian impact on the hood of the vehicle that requires, among other things, that this intake duct presents no danger for a pedestrian colliding with the hood at the front of the motor vehicle.

Compliance with this specification has the consequence that it strongly constrains the air inlet duct on the right side, so that the torque recovery link can be found in interference with the pipe.

Therefore, the problem underlying the invention is to avoid interference between a pipe located on a face of a cylinder head of a heat engine of a turbocharged power unit and at least one element present on this face, this face also comprising an intermediate support part of the group of the suspension device on a chassis of the motor vehicle.

To achieve this objective, it is provided according to the invention a powertrain with a suspension device for the support and the attachment of the group on a chassis of a motor vehicle, the group comprising a motor with a cylinder block closed by a cylinder head and a turbocharger with at least one air duct exiting or supplying air to the turbocharger extending over one face of the cylinder head, the suspension device comprising at least one intermediate engine support extending on said face, characterized in that it comprises a housing structure housing inside a first section of the air duct and the intermediate motor support and secured to the cylinder head.

The technical effect is to make more compact the intermediate engine support assembly and air duct by integrating them into a housing structure. This releases space on the face of the cylinder head and avoids interference with one or other elements carried by the face such as a torque recovery link.

Advantageously, the housing structure is integral with the cylinder head. This makes the breech assembly and housing structure more resistant. The mounting of the housing structure on the cylinder head does not require fixing means or adjustment by prior machining of the respective surfaces forming the interface between the housing structure and the face of the cylinder head carrying it.

Advantageously, the housing structure has an outer wall formed by the intermediate motor support, the intermediate motor support being traversed in its length by the first section.

Advantageously, said face of the cylinder head carries a torque recovery link.

Advantageously, the second and third sections extend on a respective side the first section to form the air duct.

Advantageously, the second and third sections are bent with a first portion in the extension of the first section and a second bent portion substantially at right angles to the top of the side face of the yoke.

Advantageously, the air duct is an air intake duct of the turbocharger and extends in the length of a side face of the cylinder head of the power unit.

Advantageously, the housing structure is arranged at the lower portion of the side face of the engine block of the propulsion unit.

Advantageously, the second section has an air inlet from an air filter / flowmeter assembly.

Advantageously, the third section opens into an air inlet of the turbocharger.

The invention relates to a motor vehicle comprising such a powertrain and a chassis, the power unit being fixed and supported on the frame with a suspension device comprising at least an intermediate motor support , the powertrain comprising a housing structure housing inside a first section of the air duct and the intermediate engine support, this housing structure being secured to the cylinder head.

Advantageously, the power unit has an air intake duct to the turbocharger on a side face of the cylinder head to the right of the vehicle taken in the direction of travel of the vehicle.

Other features, objects and advantages of the present invention will appear on reading the detailed description which follows and with reference to the accompanying drawings given by way of non-limiting examples and in which: - Figures 1 and 2 are diagrammatic representations of a perspective view at a respective angle of a portion of a powertrain according to the state of the art, showing in particular a right-hand side face of the yoke of the group comprising an inlet duct; air and a right intermediate support, the air inlet duct being shown in Figure 1 and removed in Figure 2 to which the right intermediate support is visible, - Figure 3 is a schematic representation of a view of perspective of a portion of a powertrain according to one embodiment of the present invention, showing in particular a right side of the cylinder head of the group to which is secured to a housing structure incorporating an air inlet duct and a right intermediate support therein; - FIG. 4 is a schematic representation of a perspective view of a cylinder head with a housing structure of a single with the cylinder head, this cylinder head being part of a power unit according to one embodiment of the present invention.

It is to be borne in mind that the figures are given by way of examples and are not limiting of the invention. They constitute schematic representations of principle intended to facilitate the understanding of the invention and are not necessarily at the scale of practical applications. In particular, the dimensions of the various elements illustrated are not representative of reality.

In the figures of the present application, there is illustrated a right side of the cylinder head with an air inlet duct to a turbocharger and a right intermediate support part of the suspension device of the powertrain.

This is purely illustrative and the present invention can be applied to any face of the cylinder head of a power train on which is a pipe and a suspension element of the group, this pipe is not necessarily connected to a turbocharger and not necessarily an inlet air line to a turbocharger as output of a turbocharger.

As illustrated in Figures 1 and 2, according to the state of the art, a powertrain is provided with a suspension device for the support and the fixing of the group on a chassis of a motor vehicle .

In these figures, the group comprises an engine M with a cylinder block surrounded by a cylinder head 5 and a turbocharger 1. An air line, in a single part 3 in Figure 1 according to the state of the art and 6 to 8 according to the present invention, can exit or supply air to the turbocompressor 1 by extending on one face of the cylinder head 5. In FIGS. 1 and 3, the air duct 3, 6 to 8 is an air intake line in the turbocharger 1.

On this same face, the suspension device comprises at least one intermediate motor support 4 extending on said face, this intermediate support being visible only in Figure 2. This intermediate motor support 4 is secured to the cylinder head 5 of the group. This can be done by fastening means, in which case the securing is advantageously removable fastening. According to the state of the art illustrated by the document FR-A-2 957 025, the intermediate engine support 4 can also be monoblock or integral with the yoke 5 of the powertrain, that is to say to say come from matter with the breech 5.

Figures 1 and 2 taken in combination, it is visible that the intermediate support 4, located below the pipe 3, and the pipe 3 occupy a large square on the face of the cylinder head 5 on which they s' extend, said face may be the side facing the right of the vehicle. Thus, the pipe 3, by its positioning at the top of the face of the cylinder head 5, has the disadvantage of being able to interfere with a torque recovery rod 2.

As shown in Figures 3 and 4, a powertrain group according to the present invention incorporates the previously mentioned features with the difference that the powertrain comprises a housing structure 10 housing in its interior a first section 6 of the air duct 6 to 8 and the intermediate engine support, then not visible because inside the housing structure 10. This housing structure 10 is secured to the yoke 5.

In Figures 3 and 4, the intermediate support is not visible because integrated in the housing structure 10. The first section 6 is also integrated in the housing structure 10 and is visible in Figures 3 and 3 4 that its ends protruding from the housing structure 10 that the first section crosses in its length.

As can be seen in Figure 3, the face of the yoke 5 carrying the housing structure 10 also carries a link 2 of torque recovery. With such a housing structure 10, the torque recovery rod 2 no longer interferes with the air duct 6 to 8.

Compared to an air duct 3 according to the state of the art shown in Figure 1 and which was in the upper part of the face of the cylinder head 5, the air duct 6 to 8 according to the present invention. The invention has been lowered and is located in the lower part of the face of the cylinder head 5 near the intermediate engine support being integrated into the housing structure 10.

The housing structure 10 is substantially of parallelepiped shape with the first section 6 of the pipe 6 to 8 extending into the housing structure 10 along its length. The housing structure 10 advantageously extends over the lower part of the lateral face of the yoke 5 which carries it, this in the length of this lateral face.

The length of the side face is understood to be perpendicular to the axes of the cylinders in the yoke 5 and extending between two opposite faces of the yoke 5 while the height of the side face is parallel to the axes of the cylinders in the cylinder head 5 by connecting the bottom of the cylinder head 5 to its upper part left open to Figures 3 and 4.

The first section 6 of the air duct 6 to 8 extends substantially parallel to the intermediate motor support in the housing structure 10, this in the length of this structure. The housing structure 10 is pierced with an orifice 10a on each of its lateral faces for the outlet of the first section 6 of the housing structure 10.

In a preferred embodiment of the present invention, the housing structure 10 is integral with the cylinder head 5 and thus monobloc with the cylinder head 5. This can be achieved in the foundry by one and the same molding operation.

This preferred embodiment of the present invention allows to directly integrate the housing structure 10 in the cylinder head 5 and thus to dispense with the interface between the cylinder head 5 and the intermediate engine support 4 as well as fastening means, in particular screws, for securing the housing structure 10 with the yoke 5. It is also no longer necessary to provide passage means for the fastening means by drilling orifices through the housing structure 10.

Indeed, the existence of such an interface between the housing structure 10 and the cylinder head 5 of the engine also imply to perform relatively precise surface machining on the housing structure 10 and the cylinder head 5 in addition to providing fastening means.

A disadvantage of this preferred embodiment with yoke 5 and housing structure 10 in one piece or in one piece is that if the housing structure 10 is damaged can not perform its replacement without changing also the cylinder head 5.

In a non-limiting embodiment of the invention, the housing structure 10 may have an outer wall formed by the intermediate motor support 4, the intermediate motor support 4 being traversed in its length by the first section 6. In this case is the intermediate motor support 4 which can at least partially form the housing structure 10, which represents a saving of material.

The duct 6 to 8 may be an air intake duct or an air outlet duct of the turbocharger 1. In FIGS. 3 and 4, the air duct 6 to 8 is an inlet duct turbocharger 1 and extends in the length of a side face of the cylinder head 5 of the power unit.

The air duct 6 to 8, according to the present invention, therefore comprises several sections 6 to 8, which, as already mentioned, a first section 6 which is incorporated in the housing structure 10. The air duct 6 to 8 may also comprise second and third sections 7, 8 which extend on a respective side the first section 6 to form the air duct 6 to 8.

The second and third sections 7, 8 have a first portion in the extension of the first section 6, thus extending in the length of the face of the cylinder head 5. The second and third sections 7, 8 have a second portion bent upwards, substantially at right angles, so in the height of the face of the yoke 5 to open by ends forming the inlet and outlet portions of the pipe 6 to 8.

In the nonlimiting example of Figures 3 and 4, the second section 7 is the inlet section of the air duct 6 to 8 being connected to the air inlet in the pipe by the intermediate of an air filter / flowmeter assembly 9. The third section 8 joins the inlet of the turbocharger 1 by forming the air outlet portion of the duct 6 to 8.

The invention relates to a motor vehicle comprising such a powertrain and a chassis, the power unit being fixed and supported on the frame with a suspension device comprising at least an intermediate engine mount 4, this intermediate engine support being only visible in Figures 1 and 2 because inside the housing structure 10 in the powertrain shown in Figures 3 and 4.

The powertrain may have an air inlet duct 6 to 8 to the turbocharger 1 on a side face of the cylinder head 5 facing to the right of the vehicle taken in the direction of travel of the vehicle, the device suspension comprising on this side face a right engine intermediate support.

The invention is not limited to the described and illustrated embodiments which have been given only as examples.

Claims (10)

Claims: Motor-propulsion unit with a suspension device for supporting and fixing the group on a chassis of a motor vehicle, the group comprising a motor (M) with a cylinder block closed by a cylinder head (5) and a turbocharger (1) with at least one air duct leaving or supplying air to the turbocharger (1) extending over one face of the cylinder head (5), the suspension device comprising at least one intermediate engine support (4) ) extending on said face, characterized in that it comprises a housing structure (10) housing inside a first section (6) of the air duct as well as the intermediate motor support (4) and secured with the breech (5). 2. Powertrain unit according to claim 1, wherein the housing structure (10) is integral with the cylinder head (5). 3. Powertrain unit according to claim 1 or 2, wherein the housing structure (10) has an outer wall formed by the intermediate motor support (4), the intermediate motor support (4) being traversed in its length by the first section (6). 4. Powertrain unit according to any one of the preceding claims, wherein said face of the yoke (5) carries a link rod (2) torque recovery. 5. Powertrain unit according to any one of the preceding claims, wherein second and third sections (7, 8) extend on a respective side of the housing structure (10) the first section (6) to form the pipe air. The power unit according to claim 5, wherein the air line is an air inlet duct of the turbocharger (1) and extends in the length of a side face of the cylinder head (5). of the powertrain. 7. Powertrain unit according to claim 6, wherein the second section (7) has an air inlet associated with an air filter / flowmeter assembly (9). 8. Powertrain unit according to claim 7, wherein the third section (8) opens into an air inlet of the turbocharger (1). 9. Motor vehicle comprising a powertrain and a chassis, the power unit being fixed and supported on the chassis by means of a suspension device comprising at least one intermediate engine support (4), characterized in that that the power unit is in accordance with any one of the preceding claims comprising a housing structure (10) housing inside a first section (6) of the air duct and the intermediate engine support (4). , this housing structure (10) being secured to the yoke (5). 10. Motor vehicle according to claim 9, wherein the power unit has an air inlet duct to the turbocharger (1) on a side face of the yoke (5) facing to the right of the vehicle taken in the direction of the vehicle, the suspension device comprising on this side face the right engine intermediate support (4).