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EP2395213A1 - Moteur à combustion interne suralimenté avec une bride d'accouplement integrée pour turbocompresseur - Google Patents

Moteur à combustion interne suralimenté avec une bride d'accouplement integrée pour turbocompresseur Download PDF

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Publication number
EP2395213A1
EP2395213A1 EP10425204A EP10425204A EP2395213A1 EP 2395213 A1 EP2395213 A1 EP 2395213A1 EP 10425204 A EP10425204 A EP 10425204A EP 10425204 A EP10425204 A EP 10425204A EP 2395213 A1 EP2395213 A1 EP 2395213A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
connection flange
terminal port
port
Prior art date
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.)
Granted
Application number
EP10425204A
Other languages
German (de)
English (en)
Other versions
EP2395213B1 (fr
Inventor
Francesco Ferrazzi
Nicolas Massard
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.)
Fiat Powertrain Technologies SpA
Original Assignee
Fiat Powertrain Technologies SpA
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 Fiat Powertrain Technologies SpA filed Critical Fiat Powertrain Technologies SpA
Publication of EP2395213A1 publication Critical patent/EP2395213A1/fr
Application granted granted Critical
Publication of EP2395213B1 publication Critical patent/EP2395213B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/005—Cooling of pump drives
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/14—Lubrication of pumps; Safety measures therefor

Definitions

  • the present invention refers to a supercharged internal combustion engine comprising:
  • the first two drawbacks are common to spark ignition engines and to compression ignition engines, while the problems related to the cooling of the turbocharger assembly are typical of spark ignition engines due to the higher temperatures reached by the exhaust gases with respect to compression ignition engines.
  • an internal combustion engine 1 of the known type comprises a motor unit 1A, in turn including a cylinder block 2 (schematically illustrated), a head 3 and an exhaust manifold 4, and a turbocharger assembly 5.
  • the turbocharger assembly 5 comprises a centripetal turbine 6, a centrifugal compressor 7 and a central body 8 interposed between the turbine 6 and the compressor 7.
  • the turbine 6 comprises a body 9, a flange 10 integral with said body 9 (sometimes indicated as “turbine body") and positioned in correspondence of an inlet port of the exhaust gases, a flange 11 for connection to a discharge line of the engine 1 and a control valve 12 controlled by a pneumatic actuator 13.
  • An impeller is arranged inside the body 9.
  • the compressor 7 comprises a body 14 (sometimes indicated as “compressor body"), an inlet port 15 and an outlet port 16.
  • An impeller not shown in the figures, is arranged inside the compressor 14.
  • the impellers of the turbine 6 and of the compressor 7 are supported by a shaft rotatably supported within the central body 8 by means of bearings.
  • the impellers and the shaft are coaxial to each other and rotatably connected.
  • the central body 8 comprises at least one hydraulic channel provided internally therein and in communication with the outside by means of one or more inlet/outlet ports for a fluid.
  • the turbine body 9, the compressor body 14 and the central body 7 define a stator assembly (i.e. an assembly of fixed parts) of the turbocharger assembly 5, while the impellers of the turbine 6 and of the compressor 7, together with the shaft which connects them rotatably and the bearings, define a rotor assembly (i.e. an assembly of rotating parts) of the turbocharger assembly 5.
  • the central body 8 comprises an inlet port 17 for cooling water hydraulically connected, by means of a first channel provided inside the central body 8 (not visible in figures 1 , 2 ), to an outlet port 18 onto which a fitting 19 connected to a pipe 20 hydraulically connected to the cooling circuit of the motor unit 1A of the internal combustion engine 1 is fitted.
  • the central body 8 further comprises an inlet port 21 for lubrication oil onto which a fitting 22 in turn connected to a piping 23 connected to the lubrication circuit of the motor unit 1A of the internal combustion engine 1 is fitted.
  • the inlet port 21 is hydraulically connected by means of a channel not visible in figures 1 , 2 to a flanged outlet port 24 onto which a piping 25 which returns the oil towards the cylinder block of the motor unit 1A is fitted.
  • the channel which connects the ports 21 and 24 develops around the shaft which supports the impellers for the lubrication of the bearings thereof.
  • Compression ignition internal combustion engines generally do not require, alongside the oil channel inside the central body 8, the presence of a channel containing cooling water due to the lower temperatures of the exhaust gases.
  • the exhaust manifold 4 is connected to the head 3 by means of threaded joints 26 and comprises a plurality of conduits associated to each of the cylinders of the internal combustion engine 1 which come together in terminal section 27 terminating in a flange 28 shaped substantially identically to the flange 10 on the turbocharger assembly 5.
  • the coupling between the turbocharger assembly 5 and the motor unit 1A of the internal combustion engine 1 is provided by means of direct coupling, with the interposition of a gasket, between the flanges 10, 28 which are fastened to each other by means of fastening elements 29 traversing holes arranged in homologous positions on the flanges 10, 29.
  • the cost of such steels increases proportionally to the nickel content, the higher the temperatures the turbine 6 has to sustain, the higher the nickel content.
  • the flange 10 has considerable dimensions if compared to those of the body 9 and thus represents a significant part of the total production cost of the turbocharger assembly 5.
  • turbocharger assembly 5 Furthermore, the presence of piping for water and oil flowing into the turbocharger assembly 5 has a considerable impact on the overall costs of the turbocharger assembly 5 and of the entire internal combustion engine 1 given that this implies using fittings, gaskets, threaded joints which have a considerable influence on the costs of the turbocharger assembly 5. This problem is particularly felt both in the case of turbochargers for applications on spark ignition engines and for application on compression ignition engines.
  • the object of the present invention is that of overcoming the previously described technical problems.
  • the object of the present invention is that of providing a turbocharged internal combustion engine in which the impact of the cost of the turbocharger assembly is considerably lower with respect to the prior art solutions.
  • the object of the present invention is attained by an internal combustion engine having all the characteristics listed at the beginning of the present description and further characterised in that said motor unit comprises a first connection flange including at least one terminal port hydraulically connected to said at least one hydraulic circuit and in that the turbocharger assembly comprises a second connection flange provided on the central body wherein the second connection flange comprises at least one terminal port hydraulically connected to said at least one hydraulic channel of the central body and also wherein the first and the second connection flange are arranged for the mutual coupling, wherein the mutual coupling hydraulically connects at least one terminal port of the first connection flange ad at least one terminal port corresponding of said second connection flange and mechanically connects the turbocharger assembly to the motor unit of the internal combustion engine.
  • the combustion engine 100 comprises a motor unit 101, in turn including a cylinder block 102, a head 103 and an exhaust manifold 104 integrally cast in the head 103, and a turbocharger assembly 105.
  • the exhaust manifold 104 comprises a junction 106 towards which exhaust conduits 107 ( figure 5 ) fluid dynamically connected to single cylinders of the engine 100 converge.
  • the fitting 106 is integral with a terminal 108 which defines a common outlet of the exhaust gases.
  • the terminal 108 comprises, therein, a front gas-tight surface 109 ( figure 5 ).
  • the head 103 comprises, integrally cast therewith and with the exhaust manifold 104, a first connection flange 110 integral therewith and having a front coupling surface 111.
  • the first connection flange 110 comprises a pair of threaded holes 112 arranged at end positions thereof and open on the coupling surface 111 and also comprises a first terminal port 113 open on the surface 111 and in hydraulic communication, by means of a channel 114, with a lubrication circuit of the motor unit 101 inside which the lubricating oil flows.
  • the coupling flange 110 comprises a second and a third terminal port 115, 116 also open on the surface 111 and hydraulically connected, by means of respective channels 117, 118, to a cooling circuit of the motor unit 101, particularly to a cooling jacket 119.
  • the jacket 119 is part of the head 103 and it is preferably divided into several overlapped layers.
  • the turbocharger assembly 105 comprises a centripetal turbine 120, a centrifugal compressor 121 and a central body 122.
  • the turbine 120 comprises a body 123 (at times indicated, in the present description, as “turbine body”) including an inlet port 124 and an outlet port 125 and comprises a control valve 126 actuated by means of a pneumatic actuator 127.
  • the centrifugal compressor 129 comprises a volute body 128 (at times indicated, in the present description, as "compressor body") including an intake port 129 and a delivery port 130.
  • An impeller, not visible in figure 6 supported by a shaft which traverses the central body 122 and which rotatably connects it to the impeller of the turbine 120 is located inside the body 128.
  • the central body 122 comprises, at its interior, bearings supporting the shaft which connects the turbine and the compressor impellers and a hydraulic channel 131 ( figure 7 ) suitable to contain lubricating oil for the lubrication of the bearings which support the shaft.
  • the turbine body 123, the compressor body 128 and the central body 122 define a stator assembly of the turbocharger assembly 105, while the impellers, the shaft which connects them rotatably and the bearings which support it define a rotor assembly of the turbocharger assembly 105.
  • the central body 122 further comprises a second coupling flange 132 having a front coupling surface 133 preferably shaped substantially identically to the surface 111 and comprising, in homologous positions with respect to the first coupling flange 110, the following elements:
  • the coupling between the turbocharger assembly 105 and the motor unit 101 is provided as follows.
  • the first and the second connection flange 110, 132 are mutually coupled directly by nearing the front coupling surfaces 111, 133, preferably with the interposition of a gasket.
  • the mutual coupling of the flanges 110, 132 is tightened by means of screws 144 which traverse the holes 134 and are engaged in the threaded holes 112, mechanically fixing the turbocharger assembly 105 to the motor unit 101, particularly to the exhaust manifold 104.
  • the mutual coupling of the flanges 110, 132 provides a hydraulic connection between the first terminal port 113 and the fourth terminal port 135, between the second terminal port 115 and the fifth terminal port 140 and between the third terminal port 116 and the sixth terminal port 141.
  • the turbocharger assembly 105 is fluid dynamically connected to the exhaust manifold 104 by means of insertion of the inlet port 124 into the terminal 108 without employing further connection elements. This allows providing a bell-and-spigot joint between the port 124 and the terminal 108 wherein the port 124 is inserted into the terminal 108 maintaining a clearance C ( figure 8 ) between them and the front surface 109 into which a gas-tight gasket is inserted.
  • the internal combustion engine 100 operates as follows.
  • the exhaust gases produced by the combustion within the engine 100, particularly within the motor unit 101, are collected by the manifold 104 and exit therefrom through the terminal 108. From here, they are conveyed directly to the turbine 120 by means of the inlet port 124 maintaining the impeller of the turbine itself in rotation and thus also rotating the shaft and the impeller of the compressor 121. It should be observed that, contrary to the engines of the known type, the structural connection function of the turbocharger assembly to the motor unit is carried out by the connection flanges 110, 132 and no longer by a flange on the turbine 120.
  • the bell-and-spigot joint with a clearance C between the inlet port 124 and the terminal 108, with gasket interposed, also allows adapting to the thermal expansions during the operation, given that the turbocharger assembly 105 is subjected to a non uniform temperature field, with extreme values on the side of the turbine 120.
  • connection flanges 110, 132 also carry out the functions which on the turbocharged engines of the known type are assigned to the piping and fittings which are connected to the ports provided on the central body.
  • the lubricating oil circulating within the lubrication circuit of the motor unit 101 flows into the turbocharger assembly 105 through the channel 114 and channels 136, 137, thus lubricating the bearings for supporting the shaft of the turbocharger assembly 105.
  • the oil returns to the lubrication circuit of the motor unit 101, in particular towards the cylinder block 102 or towards an oil sump of the engine 100, by means of the outlet port 138 and the piping 139.
  • the cooling water circulating within the cooling circuit of the motor unit 101 passes from the jacket 119 to the channel 117 and therefrom it flows into the channel 142, from which it reaches, after cooling the central body 122, to the channel 143, to the channel 118 and once again to the jacket 119 and to the cooling circuit of the motor unit 101.
  • connection flanges 110, 132 not only serve the function of structural connection between the turbocharger assembly 105 and the motor unit 101, but they also incorporate all the hydraulic connections required for the lubrication of the moveable parts of the turbocharger assembly and the cooling of the central body of the same.
  • the first and the second connection flange 110, 132 would be without ports 115, 116 of the corresponding channels 117, 118 as well as without ports 140, 141 and the corresponding channels 142, 143, given that the cooling of the central body 122 would not be required.
  • the coupling flange 110 would comprise a sole terminal port, i.e. the port 113 in hydraulic connection with the lubrication circuit of the motor unit 101.
  • the second connection flange would comprise a sole terminal port, i.e.
  • the terminal port 135 arranged in homologous position and coaxial with respect to the terminal port 113 on the first connection flange and in hydraulic connection therewith due to the mutual coupling of the connection flanges 110, 132.
  • the lubricating oil circulating within the abovementioned motor unit would flow into the central body 122 through the terminal port 135 and the channels 136, 137.
  • number 100' indicates an advantageous variant of an internal combustion engine according to the invention. Components identical to those described previously are indicated using the same reference number.
  • the internal combustion engine 100' comprises a motor unit 101', in turn including a cylinder block 102', a head 103' and an exhaust manifold 104' fastened by means of threaded joints to the head 103, and a turbocharger assembly 105'.
  • the components of the turbocharger assembly 105' are identical to those of the turbocharger assembly 105 but the relative angular position between the central body 122 and the turbine and the compressor 120, 121 is different.
  • the exhaust manifold 104' comprises a terminal 108' inside which the inlet port 124 of the turbine 120 is inserted providing a bell-and-spigot joint.
  • the second flange 132' is coupled, in a manner entirely analogous with the previous description, with a connection flange 110' substantially identical to the connection flange 110, which is made integral with the cylinder block 102'.
  • the channels 117, 118 and the corresponding terminal ports 115, 116 just like the channels 142, 143 and the corresponding terminal ports 140, 141 are not provided due to the reasons described previously.
  • the operation of the internal combustion engine 100' remains entirely unvaried with respect to what has been described regarding the internal combustion engine 100, given that the coupling between the flanges 110', 132' provides the same functions with respect to the coupling between the flanges 110, 132.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
EP20100425204 2010-06-11 2010-06-16 Moteur à combustion interne suralimenté avec une bride d'accouplement integrée pour turbocompresseur Not-in-force EP2395213B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ITTO2010A000500A IT1400622B1 (it) 2010-06-11 2010-06-11 Motore a combustione interna sovralimentato con flangia di accoppiamento integrata per un turbocompressore

Publications (2)

Publication Number Publication Date
EP2395213A1 true EP2395213A1 (fr) 2011-12-14
EP2395213B1 EP2395213B1 (fr) 2014-07-02

Family

ID=42976137

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20100425204 Not-in-force EP2395213B1 (fr) 2010-06-11 2010-06-16 Moteur à combustion interne suralimenté avec une bride d'accouplement integrée pour turbocompresseur

Country Status (2)

Country Link
EP (1) EP2395213B1 (fr)
IT (1) IT1400622B1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2543846A1 (fr) * 2011-07-04 2013-01-09 IVECO S.p.A. Compresseur volumétrique pour véhicule industriel avec caractéristiques de connexion améliorées sur le circuit de refroidissement et véhicule industriel comportant un tel compresseur volumétrique

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4422295A (en) * 1980-10-31 1983-12-27 Yamaha Motor Co., Ltd. Lubricating system for turbo-chargers
US5261237A (en) * 1992-11-30 1993-11-16 Benson Steven R Oil drain and turbo assembly support
US6745568B1 (en) * 2003-03-27 2004-06-08 Richard K. Squires Turbo system and method of installing
US20070234997A1 (en) * 2006-04-06 2007-10-11 Prenger Nicholas J Turbocharger oil supply passage check valve and method

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4422295A (en) * 1980-10-31 1983-12-27 Yamaha Motor Co., Ltd. Lubricating system for turbo-chargers
US5261237A (en) * 1992-11-30 1993-11-16 Benson Steven R Oil drain and turbo assembly support
US6745568B1 (en) * 2003-03-27 2004-06-08 Richard K. Squires Turbo system and method of installing
US20070234997A1 (en) * 2006-04-06 2007-10-11 Prenger Nicholas J Turbocharger oil supply passage check valve and method

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2543846A1 (fr) * 2011-07-04 2013-01-09 IVECO S.p.A. Compresseur volumétrique pour véhicule industriel avec caractéristiques de connexion améliorées sur le circuit de refroidissement et véhicule industriel comportant un tel compresseur volumétrique

Also Published As

Publication number Publication date
ITTO20100500A1 (it) 2011-12-12
IT1400622B1 (it) 2013-06-14
EP2395213B1 (fr) 2014-07-02

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