• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Exhaust gas turbocharger module (50) and thus equipped internal combustion engine (1,1a, 1b), wherein the exhaust gas turbocharger module a single Aufladegruppe (51) with a low-pressure exhaust gas turbocharger (60) with a low-pressure turbine (61) and a low pressure compressor (62) having a common first Turbocharger axle (A1), and a high-pressure exhaust gas turbocharger (70) with a high-pressure turbine (71) and a high-pressure compressor (72) having a common perpendicular to the first turbocharger axis extending second turbocharger axis (A2), wherein the low-pressure turbine via an exhaust gas connection line (80 ) is connected downstream of the high-pressure turbine and the high-pressure compressor via a charge air connection line (90) downstream of the low-pressure compressor, and a housing (110) which is formed so that therein the low-pressure turbine, the high-pressure turbine and the exhaust gas connection line are accommodated and the low-pressure compressor, the high-pressure compressor as well as the charge air ver connecting line are arranged outside the housing.
    公开号:AT512584A1
    申请号:T133/2013
    申请日:2013-02-21
    公开日:2013-09-15
    发明作者:
    申请人:Man Diesel & Turbo Se；
    IPC主号:
    专利说明:

    The invention relates to an exhaust gas turbocharger module according to the preamble of claim 1 and an engine equipped with such an exhaust gas turbocharger module.
    An exhaust gas turbocharger module and an internal combustion engine of the aforementioned type are known from DE 80 04 048 U1.
    The invention has for its object to provide an exhaust gas turbocharger module according to the preamble of claim 1 and equipped with such an exhaust gas turbocharger engine, so that an improved turbocharging of the internal combustion engine is achieved.
    This is achieved with an exhaust gas turbocharger module according to claim 1 and an internal combustion engine according to claim 8. Further developments of the invention are defined in the respective dependent claims.
    According to a first aspect of the invention, there is provided an exhaust gas turbocharger module for an internal combustion engine, comprising: a supercharger group including: a low pressure exhaust gas turbocharger having a low pressure turbine and a low pressure compressor having a common first turbocharger axle and a high pressure exhaust gas turbocharger having a high pressure turbine and a high pressure compressor, which have a common at least approximately perpendicular to the first turbocharger axis second turbocharger axis, wherein the low-pressure turbine is connected via an exhaust gas connection line of the high pressure turbine and the high pressure compressor is connected downstream of the low pressure compressor via a charge air connection line; and a housing formed to receive therein the low-pressure turbine, the high-pressure turbine, and the exhaust gas communication passage, and the low-pressure compressor; High-pressure compressor and the charge air connection line are arranged outside the housing.
    Characterized in that the exhaust gas turbocharger module has only a single as defined above two-stage Aufladegruppe, a module grading can be made relatively narrow, so that the turbocharging a equipped with one or more such exhaust gas turbocharged engines finer and thus better at parameters (eg number of cylinders and power) of the respective internal combustion engine and their respective load conditions can be adjusted. Thus, the exhaust gas turbocharger module according to the invention allows for tight performance levels with optimized turbocharging.
    In other words, the close modularity, i. a comparatively lower supercharging capacity per exhaust gas turbocharger module and thus a comparatively higher number of exhaust gas turbocharger modules, very different cylinder and power variants of an internal combustion engine with one or more structurally identical exhaust gas turbocharger modules according to the invention optimally turboaufladen. When servicing, all cylinder and power variants can thus be supplied with one and the same type of turbocharger module.
    As a result of the comparatively large number of exhaust-gas turbochargers and additional parts required for production purposes, lower unit costs for the individual components of the exhaust-gas turbocharger modules can be achieved.
    According to one embodiment of the exhaust gas turbocharger module according to the invention, the charging group also has a charge air intercooler, which is arranged outside the housing in the charge air connection line.
    According to a further embodiment of the exhaust gas turbocharger module according to the invention, the Aufladegruppe also has disposed within the housing exhaust bypass line which connects an exhaust gas inlet of the high-pressure turbine with an exhaust gas inlet of the low-pressure turbine, wherein in the Abgasumgehungsleitung a check valve is arranged for selectively releasing and blocking the exhaust gas bypass line. In other words, according to this embodiment of the invention, compactly constructed is a so-called " wastegate " (Exhaust bypass line with check valve) for selective charge air control integrated into the housing.
    According to yet another embodiment of the exhaust gas turbocharger module according to the invention, the charge air connection line extends from the low pressure compressor to the high pressure compressor such that it forms a triangle with the first and second turbocharger axles when projected into a common plane with the first and second turbocharger axes.
    This guidance of the charge air connection line advantageously supports a particularly compact implementation of the exhaust gas turbocharger module according to the invention, so that the exhaust gas turbocharger module takes up relatively little installation space.
    According to yet another embodiment of the exhaust gas turbocharger module according to the invention, the first turbocharger axis is arranged in a first axial plane and the second turbocharger axis is arranged in a second axial plane, wherein the second axis plane is arranged parallel to and at a predetermined distance from the first axis plane.
    As a result of this axial offset, the exhaust gas connection line can be carried out in a particularly space-saving manner from an exhaust gas outlet of the high-pressure turbine to an exhaust gas inlet of the low-pressure turbine, so that the compactness of the exhaust gas turbocharger module is further improved.
    According to a further embodiment of the exhaust gas turbocharger module according to the invention, the housing is designed in several parts, so that it has two mutually parallel and spaced from each other housing separation planes. Preferably, the first turbocharger axis lies in one of the housing separation planes and the second turbocharger axis lies in the other of the housing separation planes.
    In this way, the exhaust gas turbocharger module according to the invention can be excellently preassembled, so that ready for installation on an internal combustion engine pre-assembled exhaust gas turbocharger modules can be used, which reduces the assembly effort at the location of installation of the internal combustion engine. • ♦♦ 4 • ♦♦ 4 ·· + ·:: t i ι:
    I «· * * * *« «* 9 9« · »· ·. -. ♦ »« · «AUt. * T
    According to yet another embodiment of the exhaust gas turbocharger module according to the invention, the housing is at least partially double-walled, so that at least one cooling channel is formed between a housing outer wall and a housing inner wall.
    Thus, a cooling of the outer surface of the housing can be achieved in an extremely compact manner, which u.a. the reliability of the exhaust gas turbocharger module according to the invention is increased.
    According to a second aspect of the invention, there is provided an internal combustion engine having a plurality of cylinders and at least one number of exhaust gas turbocharger modules in any conceivable combination according to one, several or all of the previously described embodiments, wherein the high pressure turbine is connected on the input side to an exhaust gas exhaust pipe of the internal combustion engine , and wherein the high-pressure compressor is connected on the output side to a charge air inlet line of the internal combustion engine.
    Characterized in that the exhaust gas turbocharger module has only a single as defined above two-stage Aufladegruppe, a module grading can be made relatively narrow, so that the turbocharging of the engine finer graded and thus better adapted to parameters (eg number of cylinders and power) of the internal combustion engine and their respective load conditions can. Thus, the exhaust gas turbocharger module according to the invention allows for tight performance levels with optimized turbocharging.
    In other words, the close modularity, i. a comparatively lower supercharging capacity per exhaust gas turbocharger module and thus a comparatively higher number of exhaust gas turbocharger modules, very different cylinder and power variants of the internal combustion engine with one or more structurally identical exhaust gas turbocharger modules according to the invention optimally turboaufladen. When servicing, all cylinder and power variants can thus be supplied with one and the same type of turbocharger module. • · »*» t * · ·
    As a result of the comparatively large number of exhaust-gas turbochargers and additional parts required for production purposes, lower unit costs for the individual components of the exhaust-gas turbocharger modules can be achieved.
    According to one embodiment of the internal combustion engine according to the invention, this has an integer by four divisible number of cylinders, wherein the number of exhaust gas turbocharger modules corresponds to a result of the number of cylinders divided by four, so that an exhaust gas turbocharger module is provided for every four cylinders.
    Since cylinder ratings of four cylinders (e.g., 8-cylinder engine, 12-cylinder engine, 16-cylinder engine, 20-cylinder engine) are built particularly in large engines, according to the invention, the modular grading will match the cylinder grading exactly, resulting in equal matching for all exhaust gas turbochargers.
    According to a further embodiment of the internal combustion engine according to the invention, the cylinders of the internal combustion engine are arranged in at least one row of cylinders along a longitudinal axis of the internal combustion engine, wherein the number of exhaust gas turbocharger modules are arranged along the longitudinal axis of the internal combustion engine in a module row. This promotes advantageously a space-saving arrangement of the exhaust gas turbocharger modules on the internal combustion engine.
    According to yet another embodiment of the internal combustion engine according to the invention, the number of exhaust-gas turbocharger modules is arranged on an upper side of the internal combustion engine such that each charge-air connection line traverses the longitudinal axis. Accordingly, in this embodiment, all the components except the charge air intercooler and the charge air communication passage of each exhaust gas turbocharger module may be disposed on a longitudinal side of the engine, whereas the charge air intercooler may be disposed on the opposite longitudinal side of the engine. This promotes advantageously the space-saving arrangement of the exhaust gas turbocharger modules on the internal combustion engine.
    According to yet another embodiment of the internal combustion engine according to the invention, a charge air aftercooler is provided for each cylinder row, which is arranged at a longitudinal end of the internal combustion engine and the input side is connected to a charge air outlet of the high pressure compressor and the output side with charge air inlet of the cylinder of the internal combustion engine.
    Due to the space-saving arrangement of the charge air aftercooler at the longitudinal end (for example on the opposite side of the coupling) of the internal combustion engine, a separate charge air aftercooler can be provided for each cylinder row, which improves the cooling of the charge air and thus the performance of the internal combustion engine.
    According to a further embodiment of the internal combustion engine according to the invention, the cylinders of the internal combustion engine are arranged in two parallel to each other with respect to the longitudinal axis of the internal combustion engine cylinder rows, the charge air inlet line having a charge air manifold extending between the two rows of cylinders along the longitudinal axis of the internal combustion engine and the Charge air outlet of each high-pressure compressor is connected.
    Due to this particularly space-saving guidance of the charge air manifold between the cylinder rows, the available space on the internal combustion engine is utilized extremely efficiently.
    According to yet another embodiment of the internal combustion engine according to the invention, the charge air manifold at the longitudinal end of the internal combustion engine branches into two charge air manifolds respectively connected to one of the charge air aftercoolers, the charge air intake manifold having, for each of the two cylinder rows, a charge air distribution manifold connected to the respective charge air inlets of the cylinders of the internal combustion engine, and wherein both charge air aftercooler output side are each connected to one of the charge air manifolds.
    According to yet another embodiment of the internal combustion engine according to the invention, the charge air collection under each charge air connection duct extends the number of exhaust gas turbocharger modules, i.e., between the top of the internal combustion engine and each charge air connection duct.
    Due to this particularly space-saving guidance of the charge air manifold between the rows of cylinders, the available space on the internal combustion engine is utilized even more efficiently.
    In summary, the solution according to the invention achieves a reduction in the volumes of the exhaust gas and charge air carrying lines upstream of the exhaust gas turbochargers, between the exhaust gas turbochargers and downstream of the exhaust gas turbochargers. The invention realizes a sequential structure (within the sub-modules) of the media guide (coolant, charge air and exhaust gas) in the longitudinal direction of the internal combustion engine. In the solution according to the invention, the number, the size and the position of the respective units or components of one or more exhaust-gas turbocharger modules are configured such that the o.g. Advantages are all realized within compact dimensions.
    The invention expressly extends to such embodiments, which are not given by combinations of features of explicit back references of the claims, whereby the disclosed features of the invention - as far as is technically feasible - can be combined with each other.
    In the following the invention will be described in more detail by means of a preferred embodiment and with reference to the attached figures.
    1 shows a block diagram of an exhaust gas turbocharger module for a
    Internal combustion engine according to an embodiment of the invention.
    2 shows a view of an exhaust gas turbocharger module according to the invention viewed from the longitudinal side of a clutch side of the internal combustion engine, the flow directions of the different media (charge hose and exhaust gas) being indicated by means of bold arrows.
    3 shows a view of the exhaust gas turbocharger module of Figure 2 of a
    Coupling side of the internal combustion engine seen from the longitudinal direction of this.
    FIG. 4 shows a view similar to FIG. 2, wherein the exhaust-gas turbocharger module is provided with a housing according to the invention.
    FIG. 5 shows a view similar to FIG. 4, wherein the housing is shown transparent, so that the contours of the internal components are visible.
    FIG. 6 shows a top view of the exhaust gas turbocharger module of FIG. 2.
    7 shows an exploded perspective view of a housing of the exhaust gas turbocharger module of Figure 2.
    Fig. 8 is a cutaway exploded perspective view of the housing of Fig. 7.
    9 shows a perspective view of a 12-cylinder V-engine formed according to an embodiment of the invention, wherein the exhaust gas turbocharger modules are shown without housing.
    FIG. 10 shows a perspective view similar to FIG. 9, wherein the exhaust gas turbocharger modules are shown with housing.
    11 shows a perspective view of a 16-cylinder V-engine engine according to an embodiment of the invention, wherein the exhaust gas turbocharger modules are shown without housing.
    FIG. 12 shows a perspective view similar to FIG. 11, wherein the exhaust gas turbocharger modules are shown with housing.
    13 shows a perspective view of a 20-cylinder V-engine engine according to an embodiment of the invention, wherein the exhaust gas turbocharger modules are shown without housing.
    FIG. 14 shows a perspective view similar to FIG. 13, wherein the exhaust gas turbocharger modules are shown with housing. · Ι: m%
    In the following, an exhaust-gas turbocharger module 50 according to an embodiment of the invention and with such an exhaust-gas turbocharger module 50-equipped internal combustion engines 1, 1a, 1b according to embodiments of the invention will be described with reference to FIGS.
    As can be seen in FIGS. 1 to 8, the turbocharger module 50 according to the invention has a single charge group 51 with a low-pressure turbocharger 60 with a low-pressure turbine 61 and a low-pressure compressor 62, which have a common first turbocharger axis A1, and a high-pressure turbocharger 70 with a high-pressure turbine 71 and a high pressure compressor 72 having a common second turbocharger axis A2 extending approximately perpendicular to the first turbocharger axis A1.
    The high-pressure turbine 71 has exhaust gas connected on the input side to an exhaust gas outlet line 10 of the internal combustion engine 1, 1, 1 b, the exhaust gas outlet line 10 having a first exhaust gas outlet line part 11 and a second exhaust gas outlet line part 12 for respective cylinder rows 35, 40 described later.
    The high-pressure compressor 72 is the charge air outlet side connected to a charge air inlet line 20 of the internal combustion engine 1,1a, 1b. In the charge air input line 20 of the internal combustion engine 1,1a, 1b, a charge air aftercooler arrangement 30, which will be described in more detail below, is provided.
    The low-pressure turbine 61 is the exhaust side connected via an exhaust gas discharge line 61b of the exhaust gas turbocharger module 50 to an exhaust pipe (not shown) of the internal combustion engine 1,1a, 1b, wherein the low-pressure compressor 62 charge air is connected on the input side to an air filter 100.
    The low-pressure turbine 61 is connected via an exhaust gas connection line 80 to the high-pressure turbine 71 and connected downstream thereof, so that the exhaust gas on the output side of the high-pressure turbine 71 effluent exhaust gas of the low-pressure turbine 61 exhaust gas is supplied on the input side for further drive use.
    The high-pressure compressor 72 is connected via a charge air connection line 90 with the low-pressure compressor 62 and downstream, so that the charge air output side of the low-pressure compressor 62 outflowing precompressed charge air is supplied to the high pressure compressor 72 charge air inlet side for further compression.
    The single charge group 51 of the exhaust gas turbocharger module 50 also has a charge air intercooler 91 connected in the charge air connection line 90.
    Furthermore, the single charge group 51 of the exhaust gas turbocharger module 50 has an exhaust gas bypass line (bypass line) 85 arranged inside the housing 110, which connects an exhaust gas inlet 71a of the high-pressure turbine 71 with an exhaust gas inlet 61a of the low-pressure turbine 61 or with the exhaust gas connection line 80. In the exhaust bypass line 85, a check valve 86 is provided for selectively releasing and blocking the exhaust bypass passage 85. The exhaust bypass passage 85 and the check valve 86 thus integrally realize a so-called " wastegate " for selective charge air control.
    The exhaust gas turbocharger module 50 further includes a housing 110 shaped to receive therein the low pressure turbine 61, the high pressure turbine 71, the exhaust connection line 80, the exhaust bypass 85 and the check valve 86, and the low pressure compressor 62, the high pressure compressor 72, the charge air connection line 90 and the charge air intercooler 91 are disposed outside of the housing 110.
    As can be seen in particular from FIG. 6, the charge-air connection line 90 extends from the low-pressure compressor 62 toward the high-pressure compressor 72 in such a way that a longitudinal axis A3 of the charge air connection line 90 projects into a common plane (in FIG. 6 through the plane of the drawing) with the first turbocharger axis A1 and the second turbocharger axis A2 forms a triangle P1, P2, P3 with the first and second turbocharger axes A1, A2.
    As shown in FIG. 3, the first turbocharger axis A1 is arranged in a first axial plane E1 and the second turbocharger axis A2 is arranged in a second axial plane E2, wherein the second axial plane E2 is arranged parallel to and at a predetermined distance Z from the first axis plane E1 ,
    As a result of this distance or axial offset Z, the exhaust gas connection line 80 leads in a particularly space-saving manner from an axial exhaust gas outlet 71b of the high-pressure turbine 71 to the radial exhaust gas inlet 61a of the low-pressure turbine 61.
    As can be seen in particular from FIGS. 7 and 8, the housing 110 is formed in three parts and has an upper part 111, a middle part 112 and a lower part 113. In this way, two mutually parallel and spaced-apart housing separation planes TE1, TE2 are formed on the housing 110, so that the first turbocharger axis A1 is in the top in Fig.7 upper housing separation plane TE1, whereas the second turbocharger axis A2 in the in Fig. 7 lower housing separation plane TE2 is located.
    Thus, the exhaust-gas turbocharger module 50 according to the invention can be excellently preassembled, so that pre-assembled exhaust-gas turbocharger modules 50 can be used for installation on the internal combustion engine 1, 1 a, which reduces the assembly effort at the location of the installation of the internal combustion engine 1, 1 a, 1 b.
    As can be seen from FIG. 8, the housing 110 is at least partially double-walled, so that a plurality of cooling channels 114 are formed between a housing outer wall 110a and a housing inner wall 110b. Thus, a cooling or thermal insulation of the housing outer wall 110a is achieved in an extremely compact manner, which u.a. the reliability of the exhaust gas turbocharger module 50 according to the invention is increased.
    In the following, internal combustion engines 1, 1a, 1b equipped with exhaust gas turbocharger modules 50 according to the invention will be described according to embodiments of the invention, with particular reference to FIGS. 9 to 14. Like or similar reference numerals designate the same or similar components in the different embodiments of internal combustion engines 1, 1a, 1b.
    Each of the internal combustion engines 1, 1a, 1b shown in FIGS. 9 through 14 has a plurality of (combustion) cylinders (not designated) and an at least one number of exhaust gas turbocharger modules 50 according to the invention. As already mentioned above, with each exhaust-gas turbocharger module 50, the high-pressure turbine 71 is connected on the input side to the exhaust-gas outlet line 10 (see FIG. 1) of the internal combustion engine 1, 1 a, 1 b, the high-pressure compressor 72 being connected on the output side to the charge air inlet line 20 of the internal combustion engine 1, 1 a, 1 b is.
    Each of the internal combustion engines 1, 1 a, 1 b shown in FIGS. 9 to 14 has an integer number of cylinders which can be divided by four, the number of exhaust gas turbocharger modules 50 corresponding to a result of the number of cylinders divided by four, so that for every four cylinders an exhaust gas turbocharger module 50 is provided.
    In each of the internal combustion engines 1, 1a, 1b shown in FIGS. 9 to 14, the cylinders are arranged in two cylinder rows 35, 40 which are parallel to each other with respect to a longitudinal axis A4 of the internal combustion engine 1, 1a, 1b, the number of exhaust gas turbocharger modules 50 being along the longitudinal axis A4 of the internal combustion engine 1,1a, 1b are arranged in a module row.
    More specifically, the number of exhaust gas turbocharger modules 50 are arranged on an upper side (not labeled) of the engine 1, 1a, 1b such that each charge air connection pipe 90 crosses the longitudinal axis A4 of the engine 1, 1a, 1b at an angle of 90 degrees.
    In this way, all the components, with the exception of the charge air intercooler 91 and the charge air connection line 90, of each exhaust gas turbocharger module 50 are arranged on one longitudinal side (on the cylinder row 35) of the internal combustion engine 1, 1a, 1b,
    • > ♦ 13/21
    whereas the charge air intercooler 91 is disposed on the opposite longitudinal side (on the cylinder bank 40) of the internal combustion engine 1, 1a, 1b.
    In each of the internal combustion engines 1, 1a, 1b shown in FIGS. 9 to 14, the charge air aftercooler arrangement 30 has for each cylinder bank 35, 40 a separate charge air aftercooler 31, 32 which is arranged at a longitudinal end 2 of the internal combustion engine 1, 1a, 1b and Input side with respective charge air outlets 72b (see Figure 1) of the high pressure compressor 72 and the output side with charge air inlets 45 (only one designated) of the internal combustion engine 1,1a, 1b is connected.
    The charge air inlet line 20 has a charge air manifold 21, which extends between the two cylinder rows 35,40 along the longitudinal axis A4 of the internal combustion engine 1,1a, 1b and which is connected to the charge air outlet 72b of each high-pressure compressor 72. More specifically, the charge air manifold 21 extends below each charge air connection line 90 of the number of exhaust gas turbocharger modules 50 and between the top of the engine 1,1a, 1b and the respective charge air connection lines 90 of the exhaust gas turbocharger modules 50.
    The charge air manifold 21 branches off at the longitudinal end 2 of the internal combustion engine 1,1a, 1b into two charge air manifolds 22, 23 respectively connected to one of the charge air aftercoolers 31, 32. The charge air intake manifold 20 also has one with the respective charge air inlets for each of the two cylinder rows 35, 40 45 of the cylinder connected charge air distribution line 24, 25, wherein the two charge air aftercooler 31, 32 on the output side are each connected to one of the charge air distribution lines 24, 25.
    The internal combustion engine according to the invention can be designed in a wide variety of forms, such as e.g. as a single-row or as a double-row internal combustion engine. 9 shows an embodiment of the internal combustion engine 1, wherein this is designed as a 12-Zy! Inder-V engine and three exhaust gas turbocharger modules 50 has. In Figure 9, the exhaust gas turbocharger modules 50 are shown without their respective housing 110. FIG. 10 shows the internal combustion engine 1 of FIG. 9, wherein the exhaust gas turbocharger modules 50 are shown with their respective housings 110.
    11 shows a Ausfühmngsform of the internal combustion engine 1 a, wherein this is designed as a 16-cylinder V-engine and four exhaust gas turbocharger modules 50 has. In Figure 11, the exhaust gas turbocharger modules 50 are shown without their respective housing 110. FIG. 12 shows the internal combustion engine 1a of FIG. 11, wherein the exhaust gas turbocharger modules 50 are shown with their respective housings 110.
    Fig. 13 shows an embodiment of the internal combustion engine 1 b, wherein this is designed as a 20-cylinder V-engine and has five exhaust gas turbocharger modules 50. In Fig. 13, exhaust gas turbocharger modules 50 are shown without their respective housing 110. FIG. 14 shows the internal combustion engine 1b of FIG. 13, wherein the exhaust gas turbocharger modules 50 are shown with their respective housings 110.
    List of Reference Numerals 1, 1a, 1b Internal combustion engine 2 Long end 10 Exhaust gas outlet line 11 First exhaust gas outlet line part 12 Second exhaust gas outlet line part 20 Charge air inlet line 21 Charge air intake line 22 Charge air branch line 23 Charge air branch line 24 Charge air distribution line 30 Charge air distribution line 30 Charge air recirculation line 31, 32 Charge air aftercooler 35, 40 Cylinder line 45 Charge air inlet 50 Exhaust gas turbocharger module 51 Charging group 60 Low-pressure exhaust gas turbocharger 61 Low-pressure turbine 61a Exhaust inlet 61b Exhaust gas discharge line 62 Low-pressure compressor 70 High-pressure turbocharger 71 High-pressure turbine 71a Exhaust inlet 71b Exhaust gas outlet 72 High-pressure compressor 72b Charge air outlet 80 Exhaust gas connection line 85 Exhaust gas bypass 86 Shut-off valve ·· W 2.1 · · · · · · · «« 90 Charge air connection line 91 Charge air intercooler 100 Air filter 110 Housing 110a Housing outer wall 110b Housing inner wall 111 Top 112 Middle part 113 lower part 114 cooling channels P1, P2, P3 triangle A1 first turbocharger axis A2 second turbocharger axis A3 longitudinal axis A4 longitudinal axis E1 first axis plane E2 second axis plane Z distance TE1 housing separation plane TE2 housing separation plane
    权利要求:
    Claims (7)
    [1]
    An exhaust gas turbocharger module (50) for an internal combustion engine (1,1a, 1b), comprising: a charge group (51) comprising: a low pressure exhaust gas turbocharger (60) having a low pressure turbine (61) and a low pressure compressor (62) having a common first turbocharger axis (A1), and a high pressure turbocharger (70) having a high pressure turbine (71) and a high pressure compressor (72) having a common second turbocharger axis (A2) extending substantially perpendicular to the first turbocharger axis (A1), the low pressure turbine ( 61) is connected downstream via an exhaust gas connection line (80) of the high-pressure turbine (71) and the high-pressure compressor (72) is connected downstream of the low-pressure compressor (62) via a charge air connection line (90), and a housing (110) which is shaped therein Low-pressure turbine (61), the high-pressure turbine (71) and the exhaust gas connection line (80) are added and the low-pressure compressor (62), the Hochdruckverdic The charging unit (51) and the charge air connection line (90) are arranged outside the housing (110), characterized in that the charge group (51) forms the sole charge group of the exhaust gas turbocharger module (50). The exhaust gas turbocharger module (50) according to claim 1, wherein the charge group (51 ) further includes a charge air intercooler (91) disposed outside of the housing (110), connected in the charge air communication line (90). The exhaust gas turbocharger module (50) according to claim 1 or 2, wherein the charge group (51) further comprises an exhaust bypass conduit (85) disposed within the housing (110), including an exhaust gas inlet (71a) of the high pressure turbine (71) with an exhaust gas inlet (61a) of the low pressure turbine (61), wherein in the exhaust bypass line (85), a check valve (86) is arranged for selectively releasing and blocking the exhaust bypass line (85). The exhaust gas turbocharger module (50) according to any one of claims 1 to 3, wherein the charge air connection line (90) extends from the low pressure compressor (62) to the high pressure compressor (72) so as to project into a common plane with the first and second turbocharger axles (50). A1, A2) forms a triangle (P1, P2, P3) with the first and second turbocharger axles (A1, A2). Exhaust gas turbocharger module (50) according to one of claims 1 to 4, wherein the first turbocharger axis (A1) in a first axial plane (E1) is arranged and the second turbocharger axis (A2) in a second axial plane (E2) is arranged, and wherein the second axial plane (E2) is arranged parallel to and at a predetermined distance (Z) from the first axis plane (E1). Exhaust gas turbocharger module (50) according to one of claims 1 to 5, wherein the housing (110) is formed in three parts, so that it has two mutually parallel and spaced apart housing separation planes (TE1, TE2). Internal combustion engine (1,1a, 1b) having a plurality of cylinders and an at least one number of exhaust gas turbocharger modules (50) according to one of claims 1 to 7, wherein the high-pressure turbine (71) on the input side to an exhaust gas outlet line (10) of the internal combustion engine (1, 1a, 1b) is connected, and wherein the high-pressure compressor (72) on the output side to a charge air inlet pipe (20) of the internal combustion engine (1, 1a, 1b) is connected. An internal combustion engine (1, 1a, 1b) according to claim 7, wherein the internal combustion engine (1, 1a, 1b) has an integer number of cylinders divisible by four, and wherein the number of exhaust gas turbocharger modules (50) is 9 · 9 · 9 · 9 9 9 9 9 9 99 • 9 9 · ** 9 99 9 9 9 · 99 1 im. Corresponds to a result of the number of cylinders divided by four, so that for each four cylinders, an exhaust gas turbocharger module (50) is provided.
    [2]
    9. internal combustion engine (1, 1a, 1b) according to claim 7 or 8, wherein the cylinders of the internal combustion engine (1,1a, 1b) in at least one row of cylinders (35, 40) along a longitudinal axis (A4) of the internal combustion engine (1,1a, 1b) are arranged, and wherein the number of exhaust gas turbocharger modules (50) along the longitudinal axis (A4) of the internal combustion engine (1, 1a, 1b) are arranged in a module row.
    [3]
    10. An internal combustion engine (1, 1a, 1b) according to claim 9, wherein the number of exhaust gas turbocharger modules (50) on an upper side of the internal combustion engine (1, 1a, 1b) are arranged so that each charge air connection line (90) the longitudinal axis (A4) of Internal combustion engine (1, 1a, 1b) crossed.
    [4]
    11. internal combustion engine (1,1a, 1b) according to claim 9 or 10, wherein for each cylinder row (35, 40) a charge air aftercooler (31, 32) is provided, which at one longitudinal end (2) of the internal combustion engine (1,1a, 1b ) is arranged and the input side with a charge air outlet (72b) of the high pressure compressor (72) and the output side with charge air inlets (45) of the cylinder of the internal combustion engine (1, 1a, 1b) is connected.
    [5]
    12. internal combustion engine (1,1 a, 1 b) according to claim 11, wherein the cylinders of the internal combustion engine (1,1a, 1b) in two mutually parallel with respect to the longitudinal axis (A4) of the internal combustion engine (1, 1a, 1b) axisymmetric Cylinder rows (35,40) are arranged, and wherein the charge air inlet line (20) has a charge air collecting line (21) extending between the two cylinder rows (35, 40) along the longitudinal axis (A4) of the internal combustion engine (1, 1a, 1b) and which is connected to the charge air outlet (72b) of each high pressure compressor (72).
    [6]
    13. Internal combustion engine (1, 1a, 1 b) according to claim 12, wherein the charge air manifold (21) at the longitudinal end (2) of the internal combustion engine (1, ····················) * 4 * * * »*« * * «Μ * * * *« 9 * * ··· · # 4 ··· * · · · · «1a, 1b) in two, each with one of the charge air aftercooler (31, 32 branched charge air manifolds (22,23), wherein the charge air inlet line (20) for each of the two rows of cylinders (35,40) connected to the respective charge air inlets (45) of the cylinders of the internal combustion engine (1, 1a, 1b) charge air distribution line (24, 25), and wherein the two charge air aftercoolers (31, 32) are each connected on the output side to one of the charge air distribution lines (24, 25).
    [7]
    The internal combustion engine (1, 1a, 1b) according to claim 12 or 13, wherein the charge air manifold (21) extends below each charge air connection duct (90) of the number of exhaust gas turbocharger modules (50).
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    法律状态:
    2019-01-15| HC| Change of the firm name or firm address|Owner name: MAN ENERGY SOLUTIONS SE, DE Effective date: 20181204 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102012203701A|DE102012203701A1|2012-03-08|2012-03-08|Exhaust gas turbocharger module and thus equipped internal combustion engine|
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