• 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:
    The invention relates to a pressure cell device for the pneumatic-mechanical adjustment of a waste gate or the turbine blades of an exhaust gas turbocharger, comprising a housing with a membrane arranged therein, which is equipped with an actuator for transmitting a mechanical actuating force to the waste gate or the turbine blades is connected, characterized in that one or more cooling channels are provided in the area of the housing wall of the pressure cell, through which an external coolant flow for dedicated cooling of the pressure cell can flow.
    公开号:CH717223A1
    申请号:CH00617/20
    申请日:2020-05-25
    公开日:2021-09-15
    发明作者:Ricca Fabio；Macias Octavio；Grangler Frédéric
    申请人:Liebherr Machines Bulle Sa；
    IPC主号:
    专利说明:

    The invention relates to a pressure cell device for the pneumatic mechanical adjustment of a waste gate or the turbine blades of an exhaust gas turbocharger, comprising a housing with a membrane arranged therein, which is provided with an actuator for transmitting a mechanical actuating force to the waste gate or with a mechanism for Adjustment of the turbine blades is connected.
    The starting point of the following statements are dynamically operated internal combustion engines with supercharging. It is desirable that effective compression is achieved even at comparatively low engine speeds / powers and that it can be increased sufficiently quickly with increasing power requirements. A design of the exhaust gas turbocharger that fulfills the corresponding requirement means that its thermal and / or mechanical load capacity limit is already reached well below the full-load operation of the internal combustion engine. In order to enable the exhaust gas turbocharger to also operate when the internal combustion engine is operating at full load, the power consumption of the turbine is usually limited.
    In the simplest case, the exhaust gas path contains a bypass line to the turbine, which can be switched via the so-called waste gate. The waste gate is closed when the amount of exhaust gas is low, and all of the exhaust gas flow intended for charging is fed to the turbocharger. In operation with a high load or in full load operation, the waste gate opens so that part of the exhaust gas flow can bypass the turbocharger via the bypass line.
    The waste gate can be actuated mechanically, for example via a pressurized can. Such a pressure cell contains a membrane which acts on a movable control rod for actuating the waste gate. Depending on a pressure level supplied to the pressure cell, the membrane exerts a force on the waste gate against its reset device via the actuating rod, whereby a defined opening width of the waste gate is set. The pressure level supplied to the pressure cell is usually the negative pressure generated in the intake tract. Alternatively, the exhaust gas pressure can be supplied to the pressure cell by a different construction. Another known principle, which enables an improved adaptation of the supercharging to the engine operating point, is the use of an exhaust gas turbocharger, the turbine of which has adjustable guide vanes. This is known as the so-called “variable turbine geometry charger” (VTG). The guide vanes can also be adjusted mechanically by means of a pressure cell.
    A problem of such exhaust gas turbochargers is the enormous temperature development caused by the hot exhaust gases. Particularly in full load operation, very high temperatures occur in the area of the waste gate or the turbine blades of the exhaust gas turbocharger, which by convention can heat the pressure cell wall via the ambient air. Even more serious is the heating of the membrane in the pressure cell via the adjustment kinematics (control rod) of the waste gate or the turbocharger by conduction. In addition, there is conduction via the fixation of the pressure cell on the exhaust gas turbocharger. Excessive heating of such a membrane accelerates its aging process or even leads to its instantaneous destruction. It makes sense to limit the temperature to a maximum of 180 degrees to protect the membrane.
    In many applications, the temperature of the ambient air is sufficient to cool the pressure cell, which is why a threat to the membrane from thermal damage is negligible. This is different with special applications, for example with internal combustion engines for maritime applications. International agreements (e.g. the International Convention for the Safety Of Life At Sea (SOLAS)) require special safety precautions for passenger and cargo ships. This also includes limiting the surface temperature of an internal combustion engine to a maximum of 220 degrees, which can often only be achieved by insulating certain areas and components of the internal combustion engine. Naturally, the exhaust side and the air section must therefore be thermally insulated, starting from the compression to the charge air cooling, mostly by means of a housing-like encapsulation. Such an encapsulation may also be necessary for reasons of noise emissions.
    A disadvantage of such an encapsulation is its disadvantageous effect on the thermal ambient conditions in the area of the exhaust gas turbocharger. Even if the pressurized cell can be arranged outside the encapsulation, there is a significantly higher thermal load on the pressurized cell and the membrane located therein. This is because the encapsulation of the exhaust gas turbocharger, which acts as a heat source for the conduction path to the pressure cell, leads to a temperature increase under otherwise identical operating conditions. In addition, a significantly higher proportion of the heat output must be dissipated from the encapsulated heat source via the two mechanical coupling paths (i) the mechanical fixation of the pressure cell and (ii) the control rod between the waste gate and the membrane.
    The thermal load on the pressurized can and the membrane located therein can, however, be even more serious if, for example, there is also the need to encapsulate the pressurized can and all components mechanically connected to the pressurized can in order to maintain surface temperatures. This can be implemented via a second encapsulation, which is already located outside that encapsulation that surrounds the exhaust gas turbocharger. As a result, there remains a partition from the pressure cell to the exhaust gas turbocharger. However, the second encapsulation severely restricts or even prevents convection as a purely passive cooling of the pressurized can.
    Overheating of the pressurized cell can occur during operation of the internal combustion engine, but also after the machine has been switched off when the exhaust gas turbocharger is not cooled and the thermal energy stored in its housing heats the pressurized cell or membrane. A completely cooled exhaust gas turbocharger can help, but this requires special components and thus causes higher costs. In addition, this significantly limits the selection of exhaust gas turbochargers available on the market. If a special component were to be used, there is, with respect to the turbocharger matching, a greater deviation from the turbocharger with the optimal characteristics for the actually available turbocharger with a high degree of probability. Furthermore, strong cooling in the area of the exhaust manifold usually leads to direct losses in efficiency.
    The search is therefore for a constructive solution for a pressurized can in order to overcome the aforementioned problems.
    To achieve the object, a pressurized can device according to the features of claim 1 is proposed. Advantageous embodiments of the pressurized can device are the subject of the dependent claims.
    The invention proposes a pressurized can device which is based on a conventional pressurized can. According to the invention, however, this pressure cell is expanded by one or more cooling channels which run inside or in the area of the housing wall of the pressure cell. A flow of cooling medium can flow through the one or more cooling channels, whereby thermal energy can be transferred from the housing wall to the cooling medium. With this constructive measure, sufficient cooling capacity is brought into focus at the place where it is actually needed.
    The outer surface of the housing of the pressure cell consequently serves as a cooling surface, which enables the necessary heat dissipation from the membrane to the cooling medium by utilizing the convection. Preferably there is a flow around the casing jacket surface of the pressure cell that is as large as possible in order to ensure sufficient heat dissipation both during the operation of the internal combustion engine and also after the deactivation of the internal combustion engine. In particular, the dimensioning of the cooling channels is selected so that they ensure adequate cooling performance even after any flow generating means within the cooling circuit have been switched off and the resulting decreasing or completely absent flow volume of the cooling medium through the cooling channels.
    Since a key aspect of the invention is not to have to modify an existing pressure cell as possible, it is proposed in an advantageous embodiment to mount at least one attachment on the housing of the pressure cell, which preferably rests against the outer surface of the pressure cell housing after assembly. This add-on part has one or more cooling channels that enable a flow of cooling medium around the outer surface of the pressure cell housing. In this way, an existing internal combustion engine can be retrofitted in a simple manner with a cooling function focused on the pressure cell.
    Such an add-on part can preferably be designed in the manner of a clamp, which engages around the outer surface of the pressurized can. The inside diameter of the clamp of the attachment is matched to the outside circumference of the pressure cell. The attachment can be made in one piece, but a two-part or multi-part structure is better. It is conceivable that the clamp shape is formed by two clamp part elements that can be connected to one another, in particular screwable. Ideally, the clamp part elements are identical.
    In the area of the inner wall of the attachment there is at least one groove serving for cooling. This preferably extends partially in the circumferential direction of the attachment. It is particularly preferred that this is designed as an annular groove. A central position in the axial direction of the inner wall of the attachment part of the groove used for cooling is preferably located in the inner wall. After assembly, the area of the inner wall of the add-on part that is not penetrated by a groove rests on the outer surface of the pressure cell, so that this groove forms a cooling space with the outer surface of the pressure cell, i.e. with the pressure cell housing, which is particularly preferably ring-shaped. This cooling space preferably encloses the largest possible circumferential surface of the pressure cell so that the cooling medium flows around the largest possible circumferential surface of the pressure cell.
    Furthermore, the attachment can be provided in the area of the cooling space formed with one or more radial bores, which are used to connect the cooling lines of an external cooling circuit. It is then not necessary to use an existing pressure cell to expand the corresponding connections.
    In addition to the aforementioned at least one cooling groove and one or more additional grooves for introducing sealing elements, the inner wall of the attachment part can have. The sealing grooves are ideally designed as annular grooves so that one or more O-rings can be used as sealing elements. The one or more sealing elements inserted into the sealing grooves serve to seal off the cooling space formed by the attachment of the attachment. It is therefore sensible to provide at least one sealing groove in front of and behind the cooling groove in the axial direction of the attachment.
    The axial extent of the attachment is matched to the axial length of the pressure cell. The attachment can preferably extend beyond at least one end face of the pressure cell and ideally, in addition to the jacket surface, at least partially enclose the respective end face of the pressure cell. This is useful, for example, in the area of a holding element for mounting the pressure cell on the exhaust gas turbocharger. In this case, the add-on part extending over the end face can also be used to mount the pressure cell on the turbocharger. The attachment is preferably additionally fixed to the pressure cell with screw elements in the region of at least one end face of the pressure cell.
    Furthermore, it can be provided that the add-on part in the region of its inner wall, in addition to the at least one cooling groove and the one or more sealing grooves, additionally has at least one further recessed volume, in particular in the form of an annular space. Such a volume is positionally matched to a possible radial projection in the area of the lateral surface of the pressure cell housing, for example an annular bead, so that such a projection engages in this recessed volume of the attachment after the attachment has been installed. This not only provides a positioning aid for the attachment, but also achieves better fixation of the attachment on the outer surface of the pressurized can.
    An alternative or supplementary version to the aforementioned variant with an attachment consists in providing the cooling channels within a holding means of the pressure cell. The cooling of the holding means can be integrated as an alternative to cooling by means of an add-on part or also in addition.
    The holding means is to be understood as a holder or a holding arm for mounting the pressure cell on a component of the internal combustion engine. The pressure cell is usually installed on the housing of the turbocharger by means of the holding means. The high temperatures in the area of the turbocharger are correspondingly transferred to the holding means. Through the active cooling of the holding means, a heat transfer to the pressure cell can be reduced or active cooling of the pressure cell and / or the actuator can be achieved.
    Particularly preferably, the cooling channel or the plurality of cooling channels are guided through a region of the holding means adjoining the housing of the pressurized cell in order to optimize the heat transfer between the pressurized cell and holding means.
    Ideally, the holding means comprises an enlarged section at the end in order to create sufficient space for the integration of the cooling channel or the plurality of cooling channels with a sufficient diameter. It is conceivable that several cooling channels are provided with a direction of flow in the same direction or in the opposite direction. The cooling channels preferably extend transversely to the longitudinal axis of the holding means.
    If heat is provided from the pressure socket housing into the cooling channel of the holding means because this cooling channel represents a particularly strong heat sink compared to the pressure socket housing, the holding means preferably has a transverse area dimensioned in this way, which has a large cross-sectional area available for conduction represents. The transverse area can be widened at the end in a direction transverse to the longitudinal axis. The extended transverse area forms a kind of console to accommodate the pressurized can. Preferably, only a surface part of the surface of the extended transverse area facing the pressure cell forms the contact surface / contact surface for the housing surface of the pressure cell. In particular, the contact surface is in contact with the bottom of the pressure cell
    One or more recesses in the transverse area are used to carry out fastening screws in order to connect the pressure cell to the transverse area. At least one further recess can be provided for the passage of the actuator.
    The end of the holding means opposite the pressurized can device can have one or more assembly points for fixing the holding means on a component of the internal combustion engine, in particular the turbocharger housing. The assembly points can be bores or sockets that allow a screw connection with the component. In order to minimize the contact area between the component and the holding means and thus the heat transfer from the higher temperature component to the holding means, one or more flat recesses are provided in the assembly area of the holding means on the component.
    In addition to the pressurized can according to the invention, the present invention also relates to an internal combustion engine with turbocharging and at least one pressurized can device according to the present invention. As a result, the same advantages and properties result for the internal combustion engine as have already been explained in detail above with reference to the pressure cell device according to the invention. For this reason, a repetitive description is dispensed with.
    According to an advantageous embodiment of the internal combustion engine, it has at least one cooling circuit for cooling; especially for cooling the combustion chambers. A cooling circuit of the internal combustion engine is provided with a branch, so that a corresponding flow of coolant of the cooling circuit can be guided through at least one cooling channel of the pressure cell device. If the cooling medium flowing through the pressure cell device is circulated by the same circulating pump as that for the combustion chamber cooling and / or the charge air cooling, a parallel routing of the cooling channel to the pressure cell device is preferred; at least within the section over which the cooling medium flows through the cooling channel of the pressure cell device.
    The internal combustion engine can be designed, for example, in the form of a V-engine, the at least two cylinder banks each being equipped with an exhaust gas turbocharger. Each exhaust gas turbocharger accordingly comprises a corresponding pressure cell device with add-on parts for cooling the pressure cell. In this case, the pressure cans and / or the individual parts of the attachment are ideally designed as identical parts.
    According to an advantageous embodiment, the internal combustion engine is also equipped with a thermal encapsulation which, in addition to the exhaust gas turbocharger, thermally encapsulates other components such as the waste gate, an exhaust gas collector, etc.
    Further advantages and properties of the invention are to be explained in more detail below with reference to an exemplary embodiment shown in the drawings. The figures show: FIG. 1: a schematic representation of the internal combustion engine according to the invention with exhaust gas turbocharger and pressure cell, FIG. 2: a sectional view of the pressure cell device according to the invention with attached clamp, FIGS. 3a-3c: different views of a clamp part of the attachment for the pressure cell, FIG. 4: a perspective side view of the holding means with integrated cooling line, Figure 5: Another side view of the holding means of Figure 4, Figures 6a, 6b: Sketches of the transverse area of the holding means according to the invention, Figures 7a, 7b: Side views of a turbocharger with a pressure cell device mounted by means of holding means from different perspectives and Figure 8: a detail of an internal combustion engine according to the invention.
    FIG. 1 shows schematically an internal combustion engine in a series construction. However, the application of the invention is not restricted to such a type of engine and can also be implemented, for example, for V-engines.
    The internal combustion engine 1 shown comprises several combustion chambers 2. The necessary combustion air is supplied via the air distributor 3. The combustion exhaust gas is collected by means of exhaust gas collector 4 and at least partially fed to an exhaust gas turbocharger 20. The turbine 22 driven by the exhaust gas flow drives the compressor 21 for the intake air of the engine 1. Depending on the load on the internal combustion engine, the waste gate 24 can be opened. When the waste gate 24 is open, a portion of the exhaust gas flow can bypass the turbine 22. The waste gate 24 is actuated via a mechanical adjusting lever 13, the position of which is controlled via a pressure cell 10. The pressure cell 10 comprises a membrane 12, the position of which is dependent on the pressure in the pressure chamber 11, and transfers this to the adjusting lever 13. The pressure chamber 11 is connected to the exhaust gas collector 4 via a control pressure line 7.
    In the present example, the turbocharger 20, the waste gate 24 and the exhaust manifold 4 are encapsulated by thermal insulation 23. Nevertheless, there is a thermal coupling between the exhaust gas turbocharger 20 and the pressure cell 10, at least via the adjusting lever 13, which can lead to undesired heating of the membrane 12.
    Against this background, it is proposed according to the invention to create a separate cooling system for the pressure cell 10. In the exemplary embodiment shown in FIG. 1, there is a parallel path with the lines 6a, 6b to the cooling water path 6 of the internal combustion engine 1, which among other things cools the combustion chamber environment, which enables heat to be dissipated from the pressure cell 10. For the sake of simplicity, components that are generally known for operating the cooling circuit 6, such as, for example, circulation pumps, are not shown. The exhaust gas turbocharger 20 or. the waste gate 24, on the other hand, does not have an independent cooling system in order to have the largest possible selection of available turbochargers within the framework of turbo matching.
    In order to keep the retrofitting effort for the pressure can cooling as low as possible, the pressure can 10 also remains unchanged. Instead, a suitable attachment for a conventional pressurized can was developed in order to retrofit it with separate cooling channels. An exemplary embodiment for such an attachment can be seen in the representations of FIGS. 2, 3a-3c. The attachment has essentially the shape of a clamp 30, which is composed of two ideally identical clamp part elements. The clamp 30 can be placed around the jacket surface 10a of the pressure cell 10 and fixed there. The dimension of the inner radius of the clamp 30 is matched to the lateral surface 10a of the pressure cell 10, so that the clamp 30 rests against the pressure cell housing over an extensive length section. Together with the jacket surface 10a, the clamp 30 forms one or more cooling channels through which the coolant branched off from the cooling circuit 6 of the internal combustion engine 1 can flow.
    The at least one cooling channel is produced by a groove made in the inner wall of the clamp 30. The groove is designed in such a way that there is an annular space 31 with respect to the two clamp part elements 30 attached to the pressure cell 10, which is arranged rotationally symmetrical to the longitudinal axis of the pressure cell 10. This annular space 31, together with the lateral surface 10a of the pressurized cell 10, forms a closed annular space 31 for cooling the pressurized cell 10. As a result, a sufficient partial area of the lateral surface 10a of the pressurized cell 10 can be flowed around by a cooling medium within the annular space 31. The flow around the lateral surface 10a is preferably as large as possible.
    The annular space 31 serving as a cooling channel must have a correspondingly high cross-section, so that sufficient heat removal is still possible given the maximum flow temperature of the cooling medium and the maximum exhaust gas temperature. The decisive factor for the cross-section of the annular space 31 is that, even when the internal combustion engine 1 is switched off at the maximum temperature in the turbocharger housing and the maximum temperature of the cooling medium, a sufficiently high heat dissipation is ensured by the cooling medium, which is used as a cooling channel, in order to exclude thermal damage to the pressure cell membrane 12. Here, the amount of cooling medium existing in the annular space 31 should be sufficient, i.e. the annular space 31 should accommodate a correspondingly large amount of cooling medium, so that there is no need to continue the cooling medium circulation after the internal combustion engine 1 has been switched off.
    Through radial bores 31a opening into the annular space 31 in the clamp part elements 30, two connections are created for the connection of the annular space 31 serving as a cooling channel to the cooling path 6a, 6b. Clearly, these radial bores 31a are placed in such a way that two parallel cooling channels result along the cooling surface in terms of flow mechanics.
    Sealing rings 35 can be inserted into two further annular radial grooves 32, 33 in the inner radius of the clamp 30 in order to prevent coolant from escaping between the cooling surface and the clamp 30. There is a radial groove 32, 33 with an inserted sealing ring 35 in the axial direction in front of and behind the annular space 31.
    The inner radius of the clamp 30 is also provided with a further radial groove 34. This forms an approximately complementary recess to a housing projection 14 of the pressure cell 10. This recess 34 of the clamp 30 is dimensioned in such a way that the housing protrusion 14 can be completely immersed therein, with a direct contact between the pressure cell housing and the clamp 30 preferably being present in selected surface areas. With this construction, a better fixation of the clamp 30 can be achieved. In addition, the pairing of recess 34 and projection 14 serves as an assembly aid when the clamp part elements 30 are stopped on the lateral surface 10a of the pressure cell and are then fastened to one another by means of screws extending through the connecting bores 36
    The clamp 30 shown in the exemplary embodiment encloses the pressure cell 10 beyond its outer surface and extends far into the area of its cover 37 on the side on which the pressure cell 10 is screwed to the holding means 38 by screws 39, via which the pressure cell 10 is fixed to the turbocharger housing 20 . By appropriately designing the contour of the clamp 30, an improved fixation can also be achieved in this area and a more reliable positioning of the clamp 30 on the pressure cell 10 can be achieved. On said underside of the pressurized can 10, the clamp 30 can also be fixed to the lid of the pressurized can 10 by means of the screws 39.
    A correspondingly solid fixation of the clamp 30 on the pressure socket housing offers the added value that the cooling lines 6a, 6b are fixed by the connection of the cooling lines 6a, 6b to the clamp 30, which is already necessary for function reasons. As is known to the person skilled in the art, the flow resistance through the cooling path containing the annular space 31 serving as the cooling channel of the pressure cell must not be too great, since otherwise there is the risk that the coolant throughput is too low. On the other hand, the throughput should not be unnecessarily high. A sensible coolant volume flow can be achieved by installing a correctly dimensioned throttle. An adjustable throttle is preferably used, which means that subsequent adjustment remains possible.
    The advantages of the invention can be summarized as follows:The cooling capacity is brought into focus where it is actually needed.After the internal combustion engine 1 has been switched off, the cooling is maintained for a sufficiently long period of time until the surroundings have cooled down accordingly, so that the remaining heat transfer to the membrane 12 of the waste gate pressure cell 10 no longer poses any risk of damage.This after-cooling takes place in a purely passive manner. There is no active overrun with the risk of this cooling function failing. Even in the event of a fault which, without emergency functions, would lead to a complete failure of all auxiliary functions of the internal combustion engine 1, no redundancy has to be provided for the said aftercooling.
    An alternative embodiment of the pressurized can device is shown in FIGS. In this embodiment, the cooling channels are not integrated in an attachment, but instead in a holding means 100 for installing the pressure cell 10 on a turbocharger 22, in particular its turbine housing.
    The holding means 100 is shown in detail in FIGS. 4, 5. The elongated holding means 100 has a longitudinal extent of size I. The left end shown in FIGS. 4, 5 has a total of three sockets 105 for the passage of screws for fastening the holding means 100 to the turbine housing of the turbocharger 22 of the internal combustion engine. A flat recess 108 is also provided in the area of the bushings 105 in order to minimize the contact area between the turbine housing 22 and the holding means 100 as far as possible.
    The opposite end of the holding means 100 provides a component section 101 with an enlarged volume, through which the cooling channel 310 extends perpendicular to the plane of the drawing in FIGS. 4, 5 and thus transversely to the longitudinal axis of the holding means 100. On the side surfaces of the holding means 100 are the openings 102 of the cooling channel 310, onto which connecting pieces 102a, 102b for the coolant supply 6a or coolant discharge 6b can be placed (see FIGS. 7a, 7b). The routing of the cooling channel 310 transversely to the longitudinal axis of the holder 100 can be seen in FIGS. 6a and 6b; the latter shows an embodiment of the transverse area 106 * with two cooling channels 310 * running parallel to one another, while the execution of the transverse area 106 in FIG. 6a has only a single cooling channel 310. In the case of the version with two or more cooling channels 310 *, flow can flow through them in the same or opposite directions.
    An enlarged transverse area 106 adjoins the enlarged area 101, which at the same time forms the end face of the holding means 100 facing the pressure cell 10. It can be seen here that the surface only protrudes in one direction like a bracket, here in the plane of the drawing in FIGS. 4, 5 downwards. The outer area 106a of the extended transverse area 106 forms the connection surface / contact surface for the pressure cell 10. Recesses 103 in the connection surface 106a are used for the passage of screws to connect the pressure cell 10 or to be able to screw the bottom side of the pressure cell housing onto the transverse area 106a. The central recess 104 serves to lead through the actuator 13, which extends from the bottom of the pressure cell 10 parallel to the holding means 100 in the direction of the turbocharger 22.
    Figures 7a, 7b show the mounting position of the pressure cell 10bzw. that of the holding means 100 on the turbine housing 22 of the turbocharger. FIG. 8 shows a partial section of the internal combustion engine with thermal insulation 23. The pressure cell 10, part of the holding means 100 (here the transverse area 106) and a partial section or partial area of the control rod 13 are not covered by the thermal insulation 23. In an alternative embodiment, however, the control rod 13 could be completely covered. The inner insulation 23 would then terminate with the transverse area 106 of the holding means 100.
    The cooled holding means 100 also ensures sufficient cooling of the pressurized cell 13 or the membrane 11 there achieved. Additional cooling of the pressurized can 10 via an attachment 30 can be dispensed with, but there is nothing to prevent the two solutions shown above from being combined with one another in order to optimize the cooling effect.
    List of reference symbols:
    Internal combustion engine 1 combustion chamber 2 air distributor 3 exhaust gas collector 4 heat exchanger 5 cooling circuit 6 pressure control line 7 pressure cell 10 jacket surface 10a pressure chamber 11 membrane 12 adjusting lever 13 projection 14 exhaust gas turbocharger 20 compressor 21 turbine 22 thermal insulation 23 waste gate 24 clamp, clamp part element 30 annular space 31 Radial bore 31a Sealing groove 32 Sealing groove 33 Annular groove 34 O-ring 35 Connection bore 36 Cover 37 Retaining means 38 Screw connection 39 Retaining means 100 volume-enlarged area 101 Cooling channel openings 102 Connection pieces 102a, 102b Recesses 103, 104 Sockets 105 Transverse area 106, 106 * Connection surface 106a Recess 108 Cooling channel 310, 310 *
    权利要求:
    Claims (18)
    [1]
    1. Pressure cell device for the pneumatic-mechanical adjustment of a waste gate (24) or the turbine blades of a turbocharger (20), comprising a housing with a membrane (12) arranged therein, which is connected to an actuator (13) for transmitting a mechanical actuating force is connected to the waste gate (24) or the turbine blades,characterized,that in the area of the housing wall of the pressure cell (10), preferably in the jacket area (10a) of the pressure cell (10), one or more cooling channels (31) are provided which are supplied by an external cooling medium flow (6) for dedicated cooling of the pressure cell (10) and / or can be flowed through to reduce the heat input into the pressure cell (10).
    [2]
    2. Pressure cell device according to claim 1, characterized in that an attachment part (30) is mounted on the housing of the pressure cell (10) which sealingly encompasses the casing surface (10a) of the pressure cell (10), the attachment part (30) comprising the one or more Comprises cooling channels (31).
    [3]
    3. Pressure cell device according to claim 2, characterized in that the attachment part (30) is designed like a clip and comprises the outer surface (10a) of the pressure cell (10), in particular the attachment part (30) is formed by a pair of clips that can be screwed together, the pair of clips ideally being two includes identical clamp part elements.
    [4]
    4. Pressure cell device according to one of the preceding claims 2 or 3, characterized in that the attachment (30) has one or more radially extending grooves in the region of its inner wall to form a cooling space extending around the lateral surface (10a) of the pressure cell (10), this preferably is arranged rotationally symmetrical to the longitudinal axis of the pressure cell (10).
    [5]
    5. Pressurized can device according to claim 4, characterized in that the attachment (30) comprises one or more radial bores (31a) opening into the cooling groove for connecting an external cooling circuit (6a, 6b) in the region of the at least one cooling groove.
    [6]
    6. Pressure cell device according to one of the preceding claims 2 to 5, characterized in that the attachment (30) has one or more sealing grooves (32, 33) with inserted sealing elements (35), in particular O-ring seals, in the region of the inner wall.
    [7]
    7. Pressurized can device according to one of the preceding claims 2 to 6, characterized in that the attachment (30) at least partially also surrounds at least one cover side of the pressurized can (10), in particular with the bottom side of the pressurized can (10) and / or a holding means (38) of the Pressure cell (10) is screwed for assembly on the turbocharger (20).
    [8]
    8. Pressure can device according to one of the preceding claims 2 to 7, characterized in that the add-on part (30) in the region of its inner wall has at least one inner volume (34), in particular an annular space, for receiving a housing projection (14), in particular one on the lateral surface (10a) the pressure cell (10) has formed annular bead.
    [9]
    9. Pressurized cell device according to one of the preceding claims, characterized in that one or more cooling channels (310) extend through a holding means (100) of the pressurized cell (10), in particular through an area (101) of the pressurized cell adjoining the housing (10) Holding means (100).
    [10]
    10. Pressurized can device according to claim 9, characterized in that the holding means (100) has an enlarged area (10) at the end for the passage of the one or more cooling lines (310).
    [11]
    11. Pressurized can device according to one of claims 9 or 10, characterized in that the holding means (100) has a transverse area (106) of enlarged area at the end for receiving the pressurized can (10), the transverse area (106), in particular the contact area (106a) of the transverse area ( 106) is provided with one or more recesses (103, 104) for mounting screws and / or for the actuator (13).
    [12]
    12. Pressurized can device according to one of claims 9 to 11, characterized in that the holding means (100) has one or more bores, in particular sockets (105) for fastening the holding means (100) to a component (20) of the internal combustion engine, in particular the turbocharger housing, wherein a flat recess (108) of the holding means (100) is provided in the area of the bores or sockets (105) in order to reduce the contact area between the holding means (100) and the component (20).
    [13]
    13. Internal combustion engine (1) with turbocharging and at least one pressure cell device according to one of the preceding claims for the pneumatic-mechanical adjustment of a waste gate (24) and / or the turbine blades of a turbocharger.
    [14]
    14. Internal combustion engine (1) according to claim 13, characterized in that a cooling circuit (6) of the internal combustion engine (1) is connected to the at least one cooling channel (31) of the pressure cell device via a branch (6a, 6b).
    [15]
    15. Internal combustion engine (1) according to claim 14, characterized in that the coolant path (6a, 6b) of the pressure cell device runs parallel to the coolant path for cooling the combustion chambers (2) of the internal combustion engine (1).
    [16]
    16. Internal combustion engine (1) according to one of claims 13 to 15, characterized in that the internal combustion engine (1) comprises at least two cylinder banks, each with a turbocharger (20), the individual parts of the attachment (30) of the pressure cell device being designed as identical parts.
    [17]
    17. Internal combustion engine according to one of claims 13 to 16, characterized in that the turbocharger (20) and optionally a waste gate (24) and / or exhaust manifold (4) are thermally encapsulated.
    [18]
    18. Internal combustion engine according to claim 17, characterized in that the pressure cell (10) and areas of such components which are mechanically connected to it and are not located within the encapsulation which surrounds the turbocharger (20) are located under a separate encapsulation.
    类似技术:
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    同族专利:
    公开号 | 公开日
    CH717206A2|2021-09-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102008026882A1|2008-06-05|2009-01-22|Daimler Ag|Actuator for exhaust gas turbocharger of internal combustion engine, has heat exchanging medium receiving channel provided with wall formed as housing wall, and another wall partially/completely covering inner or outer side of housing wall|
    JP2011185200A|2010-03-10|2011-09-22|Honda Motor Co Ltd|Variable valve gear of internal combustion engine|
    WO2015020846A1|2013-08-08|2015-02-12|Borgwarner Inc.|Pneumatic actuator preload sleeve|
    KR20150098774A|2014-02-21|2015-08-31|주식회사 만도|Electrical Actuator For Variable Geometry Turbocharger Having Water Jacket|
    US20180202351A1|2017-01-18|2018-07-19|Mahle International Gmbh|Exhaust gas turbocharger comprising adjusting device|
    DE102018005564A1|2018-07-13|2020-01-16|Daimler Ag|Actuating device for actuating a valve element of an internal combustion engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    CH00277/20A|CH717206A2|2020-03-11|2020-03-11|Pressurized can device for exhaust gas turbochargers and combustion engines.|EP21154775.7A| EP3879087A1|2020-03-11|2021-02-02|Pneumatic actuatorfor turbocharger wastegate and combustion engine|
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