EP2395213B1 - Supercharged internal combustion engine with an integrated coupling flange for a turbosupercharger - Google Patents
Supercharged internal combustion engine with an integrated coupling flange for a turbosupercharger Download PDFInfo
- Publication number
- EP2395213B1 EP2395213B1 EP20100425204 EP10425204A EP2395213B1 EP 2395213 B1 EP2395213 B1 EP 2395213B1 EP 20100425204 EP20100425204 EP 20100425204 EP 10425204 A EP10425204 A EP 10425204A EP 2395213 B1 EP2395213 B1 EP 2395213B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- connection flange
- internal combustion
- combustion engine
- 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.)
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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
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- 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 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)
Description
- The present invention refers to a supercharged internal combustion engine comprising:
- a motor unit including a cylinder block, a head, an exhaust manifold and at least one hydraulic circuit,
- a turbocharger assembly fluid dynamically connected to said exhaust manifold, the turbocharger assembly comprising a turbine, a compressor and a central body interposed therebetween, wherein the central body comprises at least one hydraulic channel.
- Supercharging the internal combustion engines by means of a turbocharger, that has recently acquired great importance due to the new design trends consolidated in the field of the automotive engineering, implies, in view of several indisputable advantages, several technical drawbacks which require to be addressed and resolved.
- Such drawbacks comprise, among others:
- the mechanical connection of the turbocharger assembly to the motor unit of the internal combustion engine,
- the lubrication of the turbocharger assembly, and
- the cooling of the turbocharger assembly.
- 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.
- Referring to
figure 1 , an internal combustion engine 1 of the known type comprises amotor unit 1A, in turn including a cylinder block 2 (schematically illustrated), a head 3 and anexhaust manifold 4, and aturbocharger assembly 5. - The
turbocharger assembly 5 comprises acentripetal turbine 6, a centrifugal compressor 7 and acentral body 8 interposed between theturbine 6 and the compressor 7. - The
turbine 6 comprises abody 9, aflange 10 integral with said body 9 (sometimes indicated as "turbine body") and positioned in correspondence of an inlet port of the exhaust gases, aflange 11 for connection to a discharge line of the engine 1 and acontrol valve 12 controlled by apneumatic actuator 13. An impeller, not shown in the figures, is arranged inside thebody 9. - The compressor 7 comprises a body 14 (sometimes indicated as "compressor body"), an
inlet port 15 and anoutlet port 16. An impeller, not shown in the figures, is arranged inside thecompressor 14. The impellers of theturbine 6 and of the compressor 7 are supported by a shaft rotatably supported within thecentral 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, thecompressor body 14 and the central body 7 define a stator assembly (i.e. an assembly of fixed parts) of theturbocharger assembly 5, while the impellers of theturbine 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 theturbocharger assembly 5. - Particularly referring to
figures 1 ,2 , illustrating a turbocharger assembly for application on spark ignition engines, thecentral body 8 comprises aninlet port 17 for cooling water hydraulically connected, by means of a first channel provided inside the central body 8 (not visible infigures 1 ,2 ), to anoutlet port 18 onto which afitting 19 connected to apipe 20 hydraulically connected to the cooling circuit of themotor unit 1A of the internal combustion engine 1 is fitted. - The
central body 8 further comprises aninlet port 21 for lubrication oil onto which a fitting 22 in turn connected to apiping 23 connected to the lubrication circuit of themotor unit 1A of the internal combustion engine 1 is fitted. Theinlet port 21 is hydraulically connected by means of a channel not visible infigures 1 ,2 to a flangedoutlet port 24 onto which apiping 25 which returns the oil towards the cylinder block of themotor unit 1A is fitted. The channel which connects theports - The solution illustrated herein by way of example is typical of spark ignition internal combustion engines wherein, due to the high temperatures of the exhaust gases entering into the
turbine 6, in combination to the channel which connects theports turbocharger assembly 5, they also require the presence of a cooling circuit of thecentral body 8 comprising theports turbocharger assembly 5, comprising theturbine 6 and thecentral body 8. - 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 threadedjoints 26 and comprises a plurality of conduits associated to each of the cylinders of the internal combustion engine 1 which come together interminal section 27 terminating in aflange 28 shaped substantially identically to theflange 10 on theturbocharger assembly 5. - The coupling between the
turbocharger assembly 5 and themotor unit 1A of the internal combustion engine 1 is provided by means of direct coupling, with the interposition of a gasket, between theflanges elements 29 traversing holes arranged in homologous positions on theflanges - The coupling between the
motor unit 1A and theturbocharger assembly 5 described above reveal several drawbacks. First and foremost, in order to resist to the high temperatures of the exhaust gases of spark ignition engines, thebody 9 of theturbine 6 made of nickel steels (in particular Nimonic® steels) which are quite expensive. - 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. Theflange 10 has considerable dimensions if compared to those of thebody 9 and thus represents a significant part of the total production cost of theturbocharger 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 theturbocharger 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 theturbocharger 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. - An engine of the type indicated in the preamble of claim 1 is known from
US 5 261 237 A . - The object of the present invention is that of overcoming the previously described technical problems. In particular, 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 the characteristics forming the subject of the claims that follow, which form integral part of the technical disclosure provided herein in relation to the invention.
- In particular, the object of the present invention is attained by an internal combustion engine having all the characteristics listed in claim 1.
- Now, the invention will be described with reference to the attached drawings, purely provided by way of non-limiting example, wherein:
-
figure 1 , previously described, is a perspective view of a turbocharged internal combustion engine of the known type and with some components removed for the sake of clarity, -
figure 2 is a view according to arrow II offigure 1 , -
figure 3 is a partly exploded view of the internal combustion engine offigure 1 , -
figure 4 is a perspective view of an internal combustion engine according to the present invention with some components removed for the sake of clarity, -
figure 5 is a view according to arrow V of a component of the internal combustion engine offigure 4 , -
figure 6 is a view according to arrow VI of a turbocharger assembly of the internal combustion engine offigure 4 , -
figure 7 is a sectional view along line VII-VII offigure 4 , -
figure 8 is a sectional view according to line VIII-VIII offigure 4 , -
figure 9 is a view according to arrow IX offigure 4 , -
figure 10 is a schematic view of a variant of the internal combustion engine according to the invention, partly sectioned and with some components removed for the sake of clarity, and -
figure 11 is an enlarged view of a detail indicated with XI infigure 10 - An internal combustion engine according to the present invention is indicated with 100 in
figure 4 . Thecombustion engine 100 comprises amotor unit 101, in turn including acylinder block 102, ahead 103 and anexhaust manifold 104 integrally cast in thehead 103, and aturbocharger assembly 105. Referring tofigures 4 ,5 ,7 , theexhaust manifold 104 comprises ajunction 106 towards which exhaust conduits 107 (figure 5 ) fluid dynamically connected to single cylinders of theengine 100 converge. - The
fitting 106 is integral with aterminal 108 which defines a common outlet of the exhaust gases. Theterminal 108 comprises, therein, a front gas-tight surface 109 (figure 5 ). - The
head 103 comprises, integrally cast therewith and with theexhaust manifold 104, afirst connection flange 110 integral therewith and having afront coupling surface 111. Thefirst connection flange 110 comprises a pair of threadedholes 112 arranged at end positions thereof and open on thecoupling surface 111 and also comprises afirst terminal port 113 open on thesurface 111 and in hydraulic communication, by means of achannel 114, with a lubrication circuit of themotor unit 101 inside which the lubricating oil flows. - Furthermore, in this embodiment the
coupling flange 110 comprises a second and athird terminal port surface 111 and hydraulically connected, by means ofrespective channels motor unit 101, particularly to acooling jacket 119. In the illustrated embodiment, thejacket 119 is part of thehead 103 and it is preferably divided into several overlapped layers. - Referring to
figure 6 , theturbocharger assembly 105 comprises acentripetal turbine 120, acentrifugal compressor 121 and acentral body 122. - The
turbine 120 comprises a body 123 (at times indicated, in the present description, as "turbine body") including aninlet port 124 and anoutlet port 125 and comprises acontrol valve 126 actuated by means of apneumatic actuator 127. - An impeller, not visible in
figure 6 , is rotatably mounted in theturbine 120. Thecentrifugal compressor 129 comprises a volute body 128 (at times indicated, in the present description, as "compressor body") including anintake port 129 and adelivery port 130. An impeller, not visible infigure 6 , supported by a shaft which traverses thecentral body 122 and which rotatably connects it to the impeller of theturbine 120 is located inside thebody 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. - Analogously to the
turbocharger assembly 5, theturbine body 123, thecompressor body 128 and thecentral body 122 define a stator assembly of theturbocharger assembly 105, while the impellers, the shaft which connects them rotatably and the bearings which support it define a rotor assembly of theturbocharger assembly 105. - The
central body 122 further comprises asecond coupling flange 132 having afront coupling surface 133 preferably shaped substantially identically to thesurface 111 and comprising, in homologous positions with respect to thefirst coupling flange 110, the following elements: - a pair of through
holes 134 in homologous positions and coaxial with respect to the threadedholes 112, - a fourth
terminal port 135 open on thesurface 132 hydraulically connected, by means ofchannels figure 7 ) to anoutlet port 138 onto which apipe 139 in hydraulic communication with the cylinder block of themotor unit 101 is flanged, wherein theport 135 is in homologous position and coaxial to theport 113, - a fifth and a
sixth port respective channels - The coupling between the
turbocharger assembly 105 and themotor unit 101 is provided as follows. - Referring to
figure 7 , the first and thesecond connection flange flanges screws 144 which traverse theholes 134 and are engaged in the threadedholes 112, mechanically fixing theturbocharger assembly 105 to themotor unit 101, particularly to theexhaust manifold 104. - The mutual coupling of the
flanges terminal port 113 and the fourthterminal port 135, between the secondterminal port 115 and the fifthterminal port 140 and between the thirdterminal port 116 and the sixthterminal port 141. - In such a manner, a direct hydraulic connection of the
channels motor unit 101 and of thechannels motor unit 101, particularly to thejacket 119, is provided. - The
turbocharger assembly 105 is fluid dynamically connected to theexhaust manifold 104 by means of insertion of theinlet port 124 into the terminal 108 without employing further connection elements. This allows providing a bell-and-spigot joint between theport 124 and the terminal 108 wherein theport 124 is inserted into the terminal 108 maintaining a clearance C (figure 8 ) between them and thefront 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 themotor unit 101, are collected by the manifold 104 and exit therefrom through the terminal 108. From here, they are conveyed directly to theturbine 120 by means of theinlet port 124 maintaining the impeller of the turbine itself in rotation and thus also rotating the shaft and the impeller of thecompressor 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 theconnection flanges turbine 120. The bell-and-spigot joint with a clearance C between theinlet port 124 and the terminal 108, with gasket interposed, also allows adapting to the thermal expansions during the operation, given that theturbocharger assembly 105 is subjected to a non uniform temperature field, with extreme values on the side of theturbine 120. - The 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. In particular, during the operation of the
engine 100, the lubricating oil circulating within the lubrication circuit of themotor unit 101, flows into theturbocharger assembly 105 through thechannel 114 andchannels turbocharger assembly 105. Then, the oil returns to the lubrication circuit of themotor unit 101, in particular towards thecylinder block 102 or towards an oil sump of theengine 100, by means of theoutlet port 138 and thepiping 139. - Simultaneously, the cooling water circulating within the cooling circuit of the
motor unit 101 passes from thejacket 119 to thechannel 117 and therefrom it flows into thechannel 142, from which it reaches, after cooling thecentral body 122, to thechannel 143, to thechannel 118 and once again to thejacket 119 and to the cooling circuit of themotor unit 101. - It is thus clear that the
connection flanges turbocharger assembly 105 and themotor 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. - This allows eliminating the
flange 10 described previously and saving material when constructing the turbine, with the ensuing apparent advantages in terms of costs. Nevertheless, it is possible to eliminate all the pipings which - in the internal combustion engines of the known type - convey oil and cooling water to the central body of the turbocharger assembly, thus saving on the costs related to pipings, fittings and the elements for connecting the ports of the central body typical of the turbocharged internal combustion engines of the known type. - In the case where the
internal combustion engine 100 is of the compression ignition type, due to the lower temperatures of the exhaust gases flowing into theturbine 120, the first and thesecond connection flange ports channels ports channels central body 122 would not be required. In such a manner, thecoupling flange 110 would comprise a sole terminal port, i.e. theport 113 in hydraulic connection with the lubrication circuit of themotor unit 101. Also the second connection flange would comprise a sole terminal port, i.e. theterminal port 135 arranged in homologous position and coaxial with respect to theterminal port 113 on the first connection flange and in hydraulic connection therewith due to the mutual coupling of theconnection flanges terminal port 113 the lubricating oil circulating within the abovementioned motor unit would flow into thecentral body 122 through theterminal port 135 and thechannels - Also in this case, there would be a considerable impact on costs, given that the pipings, the fittings and the respective gaskets typical of turbocharged engines of the known type in which the abovementioned elements are fitted into the central body of the turbocharger assembly, would be eliminated. Nevertheless, even this solution allows saving material regarding the turbine, even though the margin is less marked with respect to the spark ignition engines mainly due to the fact that the material is less precious.
- Referring to
figure 10 , 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 thehead 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 thecentral body 122 and the turbine and thecompressor - The
exhaust manifold 104' comprises a terminal 108' inside which theinlet port 124 of theturbine 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 theconnection flange 110, which is made integral with the cylinder block 102'. In the case where the engine 100' is of the compression ignition type, thechannels terminal ports channels terminal ports - 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 theflanges - However, a
separate exhaust manifold 104, of the conventional type, though without a connection flange to theturbine 120 like in the engines of the known type, is used in this case. This allows obtaining the advantages of the present invention even without using heads with the exhaust manifold integrated. - Naturally, the details and embodiments may vary, even significantly, with respect to what has been described and illustrated purely by way of example, without departing from the scope of the present invention as defined by the attached claims.
Claims (13)
- A supercharged internal combustion engine (100, 100') comprising:- a motor unit (101, 101') including a cylinder block (102, 102') a head (103, 103'), an exhaust manifold (104, 104') and at least one hydraulic circuit;- a turbocharger assembly (105, 105') fluid dynamically connected to said exhaust manifold (104, 104'), said turbocharger assembly (105, 105') comprising a turbine (120), a compressor (121) and a central body (122) interposed therebetween, wherein said central body (122) comprises at least one hydraulic channel (136, 137, 137A, 142, 143)wherein said motor unit comprises a first connection flange (110, 110') including at least one terminal port (113, 115, 116) hydraulically connected to said at least one hydraulic circuit and in that said turbocharger assembly (105, 105') comprises a second connection flange (132, 132') provided on said central body (122) wherein said second connection flange (132, 132') comprises at least one terminal port (135, 140, 141) hydraulically connected to said at least one hydraulic channel (136, 137, 137A 142, 143) of said central body (122) and wherein the first and the second connection flange (110, 132; 110', 132') are arranged for the mutual coupling, wherein said mutual coupling hydraulically connects said at least one terminal port (113, 115, 116) of said first connection flange (110, 110') to a corresponding terminal port (135, 140, 141) of said second connection flange (132, 132') and mechanically connects said turbocharger assembly (105, 105') to said motor unit (101, 101') of said internal combustion engine (100, 100'),
said engine being characterized in that the function of structural connection of the turbocharger assembly (105,105') to the motor unit is carried out by said first connection flange (110,110') provided on said motor unit and said second connection flange (132,132') provided on said central body (122) of the turbocharger assembly (105,105') and coupled to said first flange, and in that, said exhaust manifold (104, 104') comprises a terminal (108, 108') inside of which an inlet port (124) of said turbine (120) is inserted, without employing further connection elements, said terminal (108) comprising a front surface (109), wherein said inlet port (124) of said turbine (120) is inserted in said terminal (108) with a clearance (C) with respect to said front surface (109) and with an interposed gas-tight gasket. - The internal combustion engine (100, 100') according to Claim 1, characterized in that said first connection flange (110, 110') comprises a first (113), a second (115) and a third (116) terminal port, wherein said first terminal port is hydraulically connected, by means of a channel (114), to a lubrication circuit of said motor unit (101, 101') of said internal combustion engine (100, 100') and said second and third terminal port are hydraulically connected (116, 117) to a cooling circuit of said motor unit (101, 101') of said internal combustion engine (100, 100').
- The internal combustion engine according to Claim 2, characterized in that:- said second connection flange (132, 132') comprises a fourth (135), a fifth (140) and a sixth (141) terminal port, wherein said fourth terminal port (135) is hydraulically connected (136, 137, 137A) to an outlet port (138), and- said fifth and sixth terminal port (140, 141) are hydraulically connected to respective channels (142, 143) communicating with each other,wherein said forth (135), fifth (140) and sixth (141) terminal ports are located, on said second connection flange (132, 132'), in homologous positions with respect to said first (113), second (115) and third (116) terminal port respectively on said first connection flange (110, 110').
- The internal combustion engine (100, 100') according to Claim 3, characterized in that:- said first terminal port (113) of said first connection flange (110, 110') is hydraulically connected to said fourth terminal port (135) of said second connection flange (132, 132'),- said second (115) and third (116) terminal port of said first connection flange (110, 110') are hydraulically connected, respectively, to said second (115) and third (116) terminal port of said second connection flange (132, 132').
- The internal combustion engine (100, 100') according to Claim 1, characterised in that said first connection flange (110, 110') comprises a pair of threaded holes (112) and in that said second connection flange (132, 132') comprises a pair of through holes (134) wherein said threaded holes (112) are located on said first connection flange (110, 110') in homologous position with respect to said through holes (134) of said second connection flange (132, 132').
- The internal combustion engine (100, 100') according to Claim 5, characterized in that the mutual coupling between said first (110, 110') and second connection flanges (132, 132') is tightened by means of fastening elements (144) traversing said through holes (134) and engaging within said threaded holes (112).
- The internal combustion engine (100, 100') according to Claim 1, characterized in that said first connection flange (110, 110') comprises a sole terminal port (113) in hydraulic communication with a lubrication circuit of said motor unit (101, 101') of said internal combustion engine (100, 100').
- The internal combustion engine according to Claim 7, characterized in that said second connection flange (132, 132') comprises a sole terminal port (135) hydraulically connected to an outlet port (138), wherein said sole terminal port (135) of said second connection flange (132, 132') is in homologous position with respect to said sole terminal port (113) of said first connection flange (110, 110').
- The internal combustion engine according to Claim 8, characterized in that said sole terminal port (113) of said first connection flange (110, 110') is hydraulically connected to said sole terminal port (135) of said second connection flange (132, 132').
- The internal combustion engine (100) according to Claim 1, characterized in that said exhaust manifold (104) is integrally cast in said head (103) and said first connection flange (110) is integral with said head (103).
- The internal combustion engine (100') according to Claim 1, characterized in that said first connection flange is made integral with said cylinder block (102').
- The internal combustion engine (100') according to Claim 11, characterized in that said exhaust manifold (104) is fastened to said head (103).
- The internal combustion engine (100, 100') according to Claim 3 or 8, characterized in that said outlet port (138) is hydraulically connected to a piping (139) arranged for returning oil towards the cylinder block (102, 102') or an oil sump of said motor unit (101, 101') of said internal combustion engine (100, 100').
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ITTO2010A000500A IT1400622B1 (en) | 2010-06-11 | 2010-06-11 | SUPER-POWERED INTERNAL COMBUSTION ENGINE WITH INTEGRATED COUPLING FLANGE FOR A TURBOCHARGER |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2395213A1 EP2395213A1 (en) | 2011-12-14 |
EP2395213B1 true EP2395213B1 (en) | 2014-07-02 |
Family
ID=42976137
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20100425204 Not-in-force EP2395213B1 (en) | 2010-06-11 | 2010-06-16 | Supercharged internal combustion engine with an integrated coupling flange for a turbosupercharger |
Country Status (2)
Country | Link |
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EP (1) | EP2395213B1 (en) |
IT (1) | IT1400622B1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ES2706421T3 (en) * | 2011-07-04 | 2019-03-28 | Iveco Spa | Supercharger for an industrial vehicle with improved connection characteristics to the refrigeration circuit and the industrial vehicle comprising such a supercharger |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5779221A (en) * | 1980-10-31 | 1982-05-18 | Yamaha Motor Co Ltd | Lubricating system for turbo-charger |
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 |
-
2010
- 2010-06-11 IT ITTO2010A000500A patent/IT1400622B1/en active
- 2010-06-16 EP EP20100425204 patent/EP2395213B1/en not_active Not-in-force
Also Published As
Publication number | Publication date |
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ITTO20100500A1 (en) | 2011-12-12 |
IT1400622B1 (en) | 2013-06-14 |
EP2395213A1 (en) | 2011-12-14 |
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