SE448758B - FOR A Piston Combustion Engine Dedicated Charging Arrangement - Google Patents

Description

448 758 In the case of a multi-cylinder engine, exhaust manifolds and air distribution boxes are shaped to enclose two or more parallel working rotor assemblies.

The unit housing exposed from the engine block is suitable particularly well for connecting a second exhaust turbine to its drain end. From the shaft at this turbine you can take out residual power from the exhaust gases as useful work, e.g. by via a gear unit connecting the shaft to the crankshaft of the engine, or for operation of certain auxiliary devices, e.g. an electricity generator for charging of batteries, or for the operation of hydraulic pump systems or flywheel »accumulator for different types of hybrid operation.

The invention will be described below with reference to the accompanying drawings, in which: Fig. 1 schematically shows a four-cylinder internal combustion engine seen with a charger according to the invention, Fig. 2 shows a vertical section through a charging unit according to the invention, Fig. 3 shows one half of the housing of the turbine / compressor unit there, Fig. Ä shows a similar section through a charger of modified design, Fig. 5 shows an exploded view of the housing with turbine compressor unit, Fig. 6 shows a side view of an assembly illustrating design connection channels for better use of available space, Fig. 7 shows a horizontal view of the exhaust collection box at a six-cycle light engine with two units, Fig. 8 shows a side view of exhaust and air distribution boxes at one arrangement according to Fig. 7, Fig. 9 shows possible placement of units at a V-motor, Fig. 10 shows an engine, similar to that of Fig. 1, supplemented by one other exhaust turbines suitable for driving the engine flywheel, and Fig. 11 on a slightly larger scale shows the combustion chamber arrangement between the charger and the second gas turbine in Fig.10, Fig. 12 shows a three-cylinder engine with charger and a second gas turbine driving an auxiliary apparatus, Pig-13 shows on a slightly larger scale the combustion chamber arrangement between the charger and the second gas turbine in Fig.12. & 448 758 3 Fig. 1Ä shows an engine corresponding to that in Fig. 12, but with horizontal axes in the turbocharger system, Fig. 15 schematically shows the turbocharger system in Fig. 1h cut up, Fig. 16 shows a double screw for transferring gas from the aggregate turbine to the other exhaust turbine, and Fig. 17 shows a modified arrangement of the rotor unit, Fig. 1 shows very schematically a four-cylinder combustion charging motor 10, provided with a charging unit 11, arranged according to the invention. Outlet and inlet openings provided be placed on the same side of the longitudinal plane through the tower, but for illustrative purposes, exhaust pipe 12, re- respective air 13 showed significantly more separated than they come to be in a practical execution. The unit 11 has a vertical longitudinal axis and to its lower end an exhaust pipe 14 is connected, while the unit at the top has a connection 15 to air purifier and / or carburettor. The arrangement provides a clean and compact installation with minimum of piping compared to today's turbocharging stallations.

The assembly itself comprises a rotor 16 consisting of a rotating bee rotor 17 and a compressor rotor 18, which are mounted on a common shaft 19, and in the embodiment shown in Fig.2 mounted in a cylindrical housing 20. This is divided into suitable way, e.g. in a longitudinal mean plane, so that the rotor unit 16 can easily enclosed.

The air ducts 13 and the exhaust ducts 12 are formed a housing 21, which here is made in a single piece, but which alternatively can be divided into a plane perpendicular to the rotor shaft, so that one gets a half connected to the overhead lines 13, and a second half, which is connected to the exhaust lines 12.

In the embodiment shown here, the housing 21 encloses a cylinder. risk cavity 22, into which the rotor housing is pushed in from above to rest against suitable supports at the underside of the housing or against a flange at its top. The housing 20 is then provided with suitable paddles. grids and / or channels, which connect to the corresponding nals in the wall defining the cavity 22.

Fig. 3 shows one half of the rotor housing 20, with the rotor removed. 448 758 u In the modified embodiment shown in Fig. Ä, the air respective exhaust lines 13,12 each formed in one piece with halves 25 and 26, respectively, which together form a housing for aggregates. regatta. Here, the halves of the housing 25,26 are internally shaped so that they directly revolve and interact with the rotors 17,18. Between these are there a storage unit 2? directly received by the enclosure the envelope half 25. _ Fig. 5 shows an exploded view of the components of Fig. M Rings with guide rails 28a resp. diffuser elements 28b are mounted on torernas lagerhus 27.

Fig. 6 shows a side view of a housing and illustrates an closing arrangements for the purpose of making the best use of available space, in particular for V-engines or inclined engine stallations. The housing is divided into planes perpendicular to the rotor shaft, and the two housing halves are fitted together during use making elastic gaskets 29, which may optionally be formed of metal bellows or other resilient high temperature elements of s.k. E-, U- or 0-ring type, which allows some mutual movement.

Cylindrical fit with metallic O- or U-shaped seals can alternatively be used.

As mentioned in the introduction, one can achieve great benefits with use of ceramic materials, mainly on the hot gas side, while Of course, for example on the air side it may be appropriate to use light metal, such as Al or Mg alloy, or composite material4 You then get different heat expansion conditions at the two casing halves, which must be compensated by appropriate compartments and effective resilient packing and sealing materials.

Fig. 7 shows the exhaust collection box 30 at a six-cylinder engine.

In order not to expand too much from the engine side, you can in a case like this, use two smaller turbochargers 31, mounted side by side. The exhaust section is suitably provided with one common drain 32, as indicated in Fig. 8, which shows a side view of the arrangement according to Fig. 7, with air distribution box 33 in immediate connection with the exhaust collection box. You can through series production of smaller units achieve large-scale manufacturing advantages of the system described here, Fig. 9 shows possible placement of turbocharger SO at a V- motor 35. A unit is preferably placed outside each one here the row of cylinders in the engine. Due to the compactness of the system, one can essentially maintain the same width dimension "Bo" at an charged mode tor as with an uncharged. m * .... »-« - ~ .....- ----- 448 758 The units are largely shaped as in Fig. 6. If available width dimension "B" in the engine compartment allows this, you can shape the exhaust and overhead lines more straight, as indicated by the lines to the right of the figure. The units will then be take outside the engine itself with the dimension "b" on each side.

In all the embodiments shown, the unit has had a substantially vertical longitudinal axis, which is the simplest construction, but it is obvious that one can also arrange regatta with a horizontal shaft and then connect collection boxes from exhaust openings, respectively to inlet openings at different ends of the casing. Installation of the rotor unit can also be done on the method described in connection with Fig.2 and Ä.

The illustrated embodiments with a motor block free from the engine block horizontal housing is particularly well suited for connecting one other exhaust turbines in such installations, where the whole of the exhaust gases energy content does not need to be used for compression of the charge air. You may be able to add an extra combustion chamber for increased power output.

Fig. 10 shows an engine of the same type as that in Fig. 1.

Of- the gas and air lines 12,13 are assembled in a housing 11, which å contains the rotor unit not shown here for charging the unit. The air inlet is denoted by 15, and to the exhaust outlet 14 from the housing is a second exhaust turbine RO with horizontal count axis H1 connected.

A two-speed gear Ä2 and freewheel (not shown) connect turbine shaft # 1 with an output shaft H3, which extends into the housing MUST, which partially encloses the engine not shown flywheel. A gear or boat transmission if necessary of variable type transfers the excess energy from the exhaust gases to the crankshaft of the internal combustion engine, indicated by ÄB.

You can increase the power of the charger turbine 17 by by supplying fuel to the exhaust line 12. The exhaust gases generally contains sufficient oxygen for combustion additional fuel and with the prevailing high temperature the rapid gasification and ignition takes place.

Gaseous or liquid fuel can be added, however can also work with solid fuel in powder form, possibly sludge in liquid or gel form. The supply system can be conventional type in burners, and is indicated on the drawing one only with a ÅS pipeline. 448 758 6 In a similar way, if necessary, alternatively together with the additive combustion mentioned above, arrange fuel additions to the second gas turbine 40.

Fig. 11 shows in more detail a combustion chamber 47 arranged in connection to the drain from the housing 11. The combustion chamber is räünd For reverse flow, which increases the length of the gas path and improves gasification of the new fuel, which via a 48 is supplied by burner 49 provided with rotating means at the lower end of the combustion chamber. The combustion chamber is designed to with conical diffuser resulting in speed reduction.

Ignition is ensured by spark plug 50, possibly in connection with flame holder 51.

Fig. 12 shows a three-cylinder engine 55, provided with the charging unit mounted in a housing 11, of the same type as described above. A cover 56 also contains transmissions auxiliary devices. A second exhaust turbine 40 is also connected here to the drain 14 from the housing 11, and can drive an electric generator or a hydraulic pump for charging an accumulator, e.g. of impeller type 59 for so-called hybrid operation. Here, too, there is pipeline 46 for the supply of fuel to the exhaust line 14. An afterburner 58 (see Fig. 13) with flame retardant for combustion of ~ through a line 48 supplied fuel is arranged adjacent to the drain from the housing 11.

The exhaust turbine 17 and the second gas turbine 40 can be provided with rotatable guide rails and / or by-pass arrangements, elevated efficiency or increased power consumption and greater flexibility small. Turbochargers of the turbine type are in most cases redra, but you can also use displacement type rotors, for example. of wing type.

Fig. 14 shows a motor 60 of the same type as that in Fig.12 and equipped with turbochargers 61, 62 and other exhaust turbines 63, which, however, are here arranged with their shoulders horizontal. IN otherwise, the same reference numerals are used as in Fig. 12.

The structure of the unit is better shown in Fig. 15. 61 and the exhaust turbine 62 driving it are both of the díell type, where the latter is set up for inward herring.

The second exhaust turbine 63 is of a similar type.

J) 448 758 7 The drain from the unit turbine 62 passes through an axial channel and a double screw 6ü - see Fig. 16 - to the other the exhaust turbine 63. Both chambers 65, 66 of the double screw are so made that you get eüismidig gas flow with natural diffuser effect.

Either or both walls at the transition between double both chambers of the screw can be made with a movable lip 67 which provides adjustment of the flow passage size, A combustion chamber 68 is here inserted between the exhaust box lä and the turbine 62, so that its power can also be increased. Kom- the presser 61 can be provided with movable guide vanes 69a, b, at the inlet and / or outlet, and both turbines 62 and 63 are provided with inlet vanes 69 c, d.

Fig. 17 shows a further development of the unit according to Figs.

. The engine 70 is of the same type as before and is equipped with an air compressor 71, which is driven by a first exhaust turbine rotor 72.

There are also a second and a third turbine rotor 73 and 7ü arranged in series after the first. Turbine rotors 73 and 7Å are located in the same plane, and gas conduction between them takes place via a double screw 75 of the same type as that shown in Fig.16.

A planetary gear 79 connects the second and third turbines. rdrernas 73.7h axles. Output shaft 76 can drive auxiliary devices, or is connected to the output drive shaft 77. The engine is here formed with alternative power take-off 77a (dashed).

An auxiliary shaft 78 makes it possible to transmit power to both paths between that of compressor 71 and first turbine rotor 72 joint shaft and gear. A combustion chamber 79 is connected between the exhaust box 13 and the first turbine rotor 72. Movable guide vanes 80 a, b, c, d, are located here at the inlet to the compressor and at the inlets to the three turbine rotors.

As exhaust pipes, combustion chambers and turbine systems are largely stretch is made of ceramic material, becomes the service life very large, and the components last the operating time of the engine. The- entails very good operating and scrvíce economy. Air stored rotor bearing systems also do not require any maintenance.

The ceramic material has a specific gravity of about 1/3 of it for steel material, which makes the construction very light.

Due to the high specific effect that can be achieved, will the dimensions of the engine system to be small. The exhaust turbines will be only about half the size of today's installations. 448 758 In the case of an Otto engine, so-called knackníngs- Control bodies, which are aware of any changes in the pressure in the cylinder and which in the case of turbocharging affects a valve in by-pass line. The engine can then be constantly worked on as high BMEP as possible, knockout. This also offers an automatic adaptation to fuels with different octane numbers and / or quality.

Water injection can also be applied, whereby the water suitable for obtaining maximum atomization is added through nozzle before compressor of the charger.

Turbine rotors made of ceramic material are well suited to take care of gases obtained from the combustion of solid fuel, for example carbon powder.

The invention is not limited to the embodiments shown. without the design and placement of the constituent components can be varied in many ways within the framework of subsequent patent claims. f.)

Claims (5)

448 758 PATENT REQUIREMENTS 1. Charging arrangement for a piston internal combustion engine comprising exhaust turbine and flush air compressor driven therefrom, characterized in that lines (12, 13) from outlet and inlet openings open on the same side of the engine and are assembled into a non-combustion engine. integrated part and carries a unit housing (II), the longitudinal axis of which is substantially parallel to the longitudinal mean plane of the cylinder row, and in which at least one turbine / compressor unit (16) is mounted with the turbine outlet (14) resp. the inlet (15) of the compressor faces axially in opposite directions. Charging arrangement according to claim 1, characterized in that the housing (11) encloses a cylindrical cavity (22) which is completely open at one end, and that the turbine / compressor unit (16) is mounted in a cylindrical housing (20), Which is axially insertable in the cavity. Charging arrangement according to Claim 1, characterized in that the outlet and inlet lines (12, 13) are each assembled into a half (25, 26) of a housing (11a) divided in a plane perpendicular to the longitudinal axis. , which is arranged to directly enclose the rotors (25, 26). Charging arrangement according to one of the preceding claims applied to a multi-cylinder engine, characterized in that exhaust gas collection or air distribution boxes (30, 33) enclose two or more rotor units operating in parallel (31). Charging arrangement according to claim 4, characterized in that the exhaust part is provided with a drain (32) common to the rotor units.