U.S. patent application number 11/278881 was filed with the patent office on 2007-10-11 for turbocharger oil supply passage check valve and method.
Invention is credited to Nicholas J. Prenger.
Application Number | 20070234997 11/278881 |
Document ID | / |
Family ID | 38573809 |
Filed Date | 2007-10-11 |
United States Patent
Application |
20070234997 |
Kind Code |
A1 |
Prenger; Nicholas J. |
October 11, 2007 |
TURBOCHARGER OIL SUPPLY PASSAGE CHECK VALVE AND METHOD
Abstract
A turbocharger (500) for an internal combustion engine (400)
includes a center housing (504) having an oil supply passage (412)
in fluid communication with an oil pump (404). The oil pump (404)
is in fluid communication with an oil reservoir (420) in the engine
(400). An oil drain passage (418) is also in fluid communication
with the oil reservoir (420). A check valve (401) is in fluid
communication with the supply passage (412) and located between the
oil pump (404) and the center housing (504) of the turbocharger
(500) to prevent oil from passing from a portion of the oil supply
passage (424) back to the oil pump (404).
Inventors: |
Prenger; Nicholas J.;
(Cincinnati, OH) |
Correspondence
Address: |
INTERNATIONAL ENGINE INTELLECTUAL PROPERTY COMPANY
4201 WINFIELD ROAD
P.O. BOX 1488
WARRENVILLE
IL
60555
US
|
Family ID: |
38573809 |
Appl. No.: |
11/278881 |
Filed: |
April 6, 2006 |
Current U.S.
Class: |
123/196S |
Current CPC
Class: |
F02B 39/14 20130101;
F01M 11/02 20130101; F01M 2011/021 20130101 |
Class at
Publication: |
123/196.00S |
International
Class: |
F01M 11/10 20060101
F01M011/10 |
Claims
1. A turbocharger for an internal combustion engine comprising: a
center housing connected to a turbine housing and a compressor
housing; an oil supply passage in fluid communication with an oil
pump, wherein the oil pump is in fluid communication with an oil
reservoir; an oil drain passage in fluid communication with the oil
reservoir; and a check valve disposed in fluid communication with
the supply passage between said oil pump and the center housing of
said turbocharger to prevent oil from passing from a portion of the
oil supply passage to the oil pump.
2. The turbocharger of claim 1, wherein the check valve is
integrated into a fluid coupling, wherein the oil supply passage is
a tube, and wherein the coupling is disposed at a distal end of the
tube.
3. The turbocharger of claim 1, wherein an amount of oil is
disposed in the portion of the oil supply passage when the engine
is not operating, wherein the amount of oil in the portion of the
supply passage is adequate for lubrication of the center housing
for a limited time, and wherein the limited time is adequate for
the oil pump to supply oil to the supply passage when the engine is
first started.
4. The turbocharger of claim 1, wherein the check valve is disposed
above the level of oil reservoir.
5. The turbocharger of claim 1, further comprising an oil cooler
disposed between the oil pump and the check valve.
6. The turbocharger of claim 1, wherein the check valve includes a
plug disposed in a chamber, and wherein the plug is pressed against
a seat when the check valve is closed.
7. The turbocharger of claim 1, wherein the check valve includes a
flap disposed in a chamber, and wherein the flap is pressed against
a substantially flat surface when the check valve is closed.
8. A method for operating an engine having a turbocharger,
comprising the steps of: collecting oil in an internal volume of an
internal combustion engine; pumping oil from the engine internal
volume with an oil pump; supplying pumped oil flow to a center
housing of a turbocharger through an oil supply passage when the
internal combustion engine is operating; draining oil from the
center housing into the engine internal volume; and maintaining a
quantity of oil in the oil supply passage between the center
housing of the turbocharger and a check valve, the check valve
disposed between the center housing of the turbocharger and the oil
pump, when the engine is not in operation.
9. The method of claim 8, further comprising the step of cooling
the pumped oil flow.
10. The method of claim 8, opening the check valve when the engine
is in operation.
11. The method of claim 8, wherein quantity of oil maintained in
the oil supply passage is adequate for lubrication of the center
housing for a period of time after the engine is in operation.
12. The method of claim 8, wherein the step of maintaining a
quantity of oil in the oil supply passage is accomplished by
closing the check valve when the engine is turned off, wherein the
quantity of oil in the supply passage forms a column of oil which
exerts a hydrostatic pressure, and wherein the check valve is
closed by the hydrostatic pressure.
13. The method of claim 12, wherein the step of closing the check
valve includes at least one of sinking a plug in a chamber and
pressing a flap against a surface.
14. An internal combustion engine comprising: an engine structure
having an internal volume including an oil reservoir, wherein an
amount of oil is collected in an oil pool in the reservoir; a
turbocharger mounted to said engine structure and having a
center-housing connected to a turbine housing and a compressor
housing, wherein the center-housing includes an oil supply passage
and an oil drain passage, in fluid communication with the oil
cavity; an oil pump in fluid communication with the oil supply
passage and the oil pool; a check valve fluidly connecting the oil
supply passage with the oil pump, wherein the check valve is
arranged to prevent oil flow from the oil supply passage in the
center-housing to the oil pump; and a quantity of oil disposed
between the check valve and the center housing when the engine is
not in operation, wherein the quantity of oil is sufficient to
lubricate the center housing when the engine is first operated.
15. The internal combustion engine of claim 14, wherein the oil
drain passage is in fluid communication with the oil reservoir.
16. The internal combustion engine of claim 14, wherein the
quantity of oil is disposed in an oil supply tube, and wherein the
quantity of oil in the oil supply tube forms a standing column of
fluid that exerts a hydrostatic pressure on the check valve.
17. The internal combustion engine of claim 14, further comprising
an oil cooler in fluid communication with the oil pump and the oil
supply passage.
18. The internal combustion engine of claim 14, wherein the check
valve is integrated with an oil supply tube, said oil supply tube
fluidly connecting the oil pump with the oil supply passage in the
center housing of the turbocharger.
19. The internal combustion engine of claim 14, further comprising
an oil cooler disposed between the oil pump and the check
valve.
20. The internal combustion engine of claim 19, further comprising
an oil filter disposed between the oil cooler and the check valve.
Description
FIELD OF THE INVENTION
[0001] This invention relates to turbochargers, including but not
limited to turbochargers for internal combustion engines.
BACKGROUND OF THE INVENTION
[0002] Some internal combustion engines use turbochargers and other
devices to improve their performance. A typical turbocharger
includes a turbine, which is driven by exhaust gas, connected to a
center housing, which in turn is connected to a compressor. A shaft
running through the turbocharger has a wheel attached on either
end. The shaft rotates during operation of the turbocharger
requiring lubrication.
[0003] Lubrication for the turbocharger shaft is typically
accomplished in the center housing by a flow of oil from the engine
passing there through. The flow of oil usually is supplied by an
oil pump attached to the engine. A series of tubes and passages
usually fluidly connect an outlet of the oil pump with an inlet in
the center housing. Oil drains from the center housing back into
the engine.
[0004] When the engine is not operating, the oil pump is not
supplying oil to the center housing of the turbocharger, and all if
not most of the oil in the center housing has drained into the
engine. When the engine is first turned on, the turbocharger shaft
begins to rotate through the action of exhaust gas coming from the
engine. As the engine begins to operate, the oil pump also begins
to pump oil to various engine components, including the
turbocharger. There is a lag time for oil from the oil pump to
reach and lubricate the rotating shaft in the center housing of the
turbocharger. This time lag may be attributed, in part, to factors
such as the time required to prime the oil pump, travel time
through the various tubes and passages connecting the oil pump and
the center housing for the initial flow of oil, or high oil
viscosity due to cold engine operation. During this lag time, the
shaft in the center housing is rotating without lubrication. This
operation of the shaft without lubrication may cause scuffing of
bearings attached thereon.
[0005] There have been various methods in the past addressing the
issue of inadequate lubrication of a turbocharger at engine
startup. One such example is an engine configuration shown in U.S.
Pat. No. 6,745,568 by Squires, published Jun. 8, 2004. Squires
teaches a turbocharger lubrication system with an inlet in fluid
communication with an oil pump, having a pressure driven check
valve that prevents oil from flowing into the turbocharger when the
pressure of oil coming from the oil pump is less than 5 psi. The
check valve taught in Squires may work well in lubricating the
turbocharger at engine startup with oil in the turbocharger supply
passage, but also introduces a pressure drop in the lubrication
system of the turbocharger of at least 5 psi. This additional
pressure drop in the turbocharger lubrication system is detrimental
to the operation of the lubrication system at times when pressure
in the lubrication system is low. Moreover, lubrication to the
turbocharger is essentially disabled when oil pressure in the
lubrication circuit is below 5 psi. Additionally, oil may pass
through the check valve once an adequate pressure has accumulated
upstream of the check valve, in this case a pressure of above 5
psi, which may introduce a delay in the time required for
lubrication of the turbocharger after the engine is in
operation.
[0006] Accordingly, there is a need for ensuring that adequate
lubrication is available for a turbocharger shaft under conditions
of initial engine startup or cold engine operation, without adding
an additional pressure drop to an oil lubrication system, and that
ensures that lubrication to the turbocharger is immediately
available for all lubrication system operating pressures when the
engine is in operation.
SUMMARY OF THE INVENTION
[0007] To avoid potential issues associated with operating a
turbocharger without an adequate supply of oil for lubrication when
an engine is first turned on, or, when an engine is operating under
cold conditions, a check valve is added to a turbo oil supply
passage. A turbocharger for an internal combustion engine includes
a center housing having an oil supply passage in fluid
communication with an oil pump. The oil pump is in fluid
communication with an oil reservoir in the engine. An oil drain
passage is also in fluid communication with the oil reservoir. A
check valve is in fluid communication with the supply passage and
located between the oil pump and the center housing of the
turbocharger to prevent oil from passing from a portion of the oil
supply passage back to the oil pump.
[0008] A method for operating an engine having a turbocharger
includes the step of collecting oil in an internal volume of an
internal combustion engine. Oil from the engine internal volume is
pumped with an oil pump. Pumped oil flow is supplied to a center
housing of a turbocharger through an oil supply passage when the
internal combustion engine is operating. Oil from the center
housing is drained into the engine internal volume. A quantity of
oil in the oil supply passage is maintained between the center
housing of the turbocharger and a check valve when the engine is
not in operation. The check valve is located between the center
housing of the turbocharger and the oil pump.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] FIG. 1 is a block diagram of an engine having a
turbocharger.
[0010] FIG. 2 is a block diagram of an oil circuit for an internal
combustion engine in accordance with the invention.
[0011] FIG. 3 is a block diagram of an engine having a turbocharger
with a check valve in accordance with the invention.
[0012] FIG. 4 is a view of an turbocharger oil supply passage with
a fitting having a check valve in accordance with the
invention.
[0013] FIGS. 5-8 are cross section views of various fittings, each
having an integrated check valve in accordance with the
invention.
[0014] FIG. 9 is a flowchart for a method of operating an engine
having a turbocharger in accordance with the invention.
DESCRIPTION OF A PREFERRED EMBODIMENT
[0015] The following describes an apparatus for and method of
ensuring that adequate lubrication is available for a turbocharger
shaft under conditions of initial engine startup or cold engine
operation. A typical diesel engine configuration having a
turbocharger is shown in FIG. 1. An engine 100 may include a
crankcase 102, which may contain an oil pump 104, a sump feed 106,
and an oil cooler feed 108. The engine 100 may additionally have an
oil cooler 110, an optional component, connected to a turbocharger
oil supply line 112. During operation of the engine 100, oil may be
drawn to the pump 104 through the sump feed 106 that may be
submerged in an oil pool 114 collected in an oil pan 116 that is
connected to the crankcase 102. The pump 104 will push oil into the
oil cooler feed 108. Oil entering the oil cooler 110 may be
distributed to many areas and components of the engine 100 for
cooling and lubrication of the engine 100 as is known in the art. A
portion of the oil flow exiting the oil cooler 110 may be routed to
the turbocharger oil supply line 112. Oil flow in the oil supply
line 112 may enter a turbocharger 200 from an oil inlet 208 to the
center housing 204 discussed above. The turbocharger 200 may be
connected to the engine 100, but is shown above the engine 100 for
the sake of clarity concerning oil connections.
[0016] Oil flow exiting the center housing 204 from an oil outlet
210 is collected in an oil drain line 118. The oil drain line 118
fluidly connects the center housing 204 with an internal volume 120
of the crankcase 102. Oil exiting the drain line 118 may be allowed
to pour into the internal volume 120 through a convenient location,
for example, a valve cover 122, and collect under the force of
gravity into the oil pan 116. Oil is compelled to flow through the
center housing 204 because of a pressure difference between a high
pressure P1 generated by the pump 104 and a low pressure P2 of the
air inside the crankcase 102. The high pressure P1 is an outlet oil
pressure within the oil cooler feed 108 that may be within a range
of about 12 to 30 PSI (83 to 207 kPa) during normal operation of a
warm engine, and may reach pressures up to 150 PSI (1 MPa) under
cold engine conditions. The gas pressure P2 within the crankcase
102 of the engine 100 may be between about 3 to 10 inches of
Mercury (10 to 34 kPa) during normal operation.
[0017] When the engine 100 is not operating, oil anywhere along a
supply path connecting the outlet 108 of the oil pump 104 with the
inlet 208 of the center housing 204 may drain out. When the engine
100 is first turned on, oil must be drawn up the sump 106, through
the pump 104, through the passage 108, through the cooler 110, and
through the tube 112 before reaching the center housing 204. During
this time, a shaft (not shown) rotating within the center housing
204 will be operating without lubrication. A typical engine may
require 10 to 15 seconds or more, after starting, to supply a
turbocharger with oil. During this time, scuffing may occur at an
interface (not shown) between the shaft and bearings. This issue
may be resolved, or its effects may be substantially alleviated, as
described below.
[0018] A block diagram of an engine 300 having a turbocharger and a
check valve is shown in FIG. 2. An oil reservoir 302 holds a
quantity of oil. When the engine 300 operates, oil from the
reservoir 302 is pulled into an oil pump 304. The oil pump 304
increases a pressure of oil passing through it, and pumps it to an
oil cooler and/or and oil filter, collectively denoted with
reference numeral 306 and shown in dashed line as optional. One
portion of oil flow from the oil pump 304 is routed to other engine
components, shown collectively as block number 308. These other
engine components 308 may include for instance fuel injectors,
crankshaft and/or camshaft bearings, piston cooling jets, and so
forth. A second portion of oil flow from the oil pump 304 is routed
to a check valve 310 valve 310 before being supplied to a
turbocharger 312. Oil from the turbocharger 312 and the other
engine components 308 drains back into the reservoir 302. The check
valve 310 valve 310 is arranged to allow oil to flow in a direction
toward the turbocharger 312, and prevent oil to flow back from the
turbocharger 312 toward the oil pump 304. The valve 310 may be a
unidirectional valve that opens immediately when flow from the oil
pump to the turbocharger is initiated and present, and may close
when a driving force, or pressure, causing the flow of oil from the
oil pump to the turbocharger, ceases. Advantageously, the valve 310
may not have a minimum opening pressure required to open. The valve
310 may be a "zero" opening pressure check valve, or alternatively,
may be an electronically controlled valve.
[0019] In the case when the valve 310 is a "zero" opening pressure
valve, a gate member or plug (discussed below in the embodiments of
FIGS. 5-8)
[0020] One embodiment of an engine 400 implementing a check valve
401 is shown in FIG. 3. The engine 400 may include a crankcase 402,
which may contain an oil pump 404 having a sump feed 406 and an oil
cooler feed 408. The engine 400 may additionally have an optional
oil cooler 410 connected to a turbocharger oil supply line 412. The
supply line 412 is connected to an input 508 on the turbocharger
500. The supply line 412 has a check valve 413 attached thereon
between the oil pump 404 and a turbocharger 500. The turbocharger
500 may be connected to the engine 400, but is shown above the
engine 400 for the sake of clarity concerning oil connections.
[0021] Oil flow exits a center housing 504 of the turbocharger 500
from an oil outlet 510, and is collected in an oil drain line 418.
The oil drain line 418 fluidly connects the center housing 504 with
an internal volume 420 of the crankcase 402. Oil exiting the drain
line 418 may be allowed to pour into the internal volume 420
through a convenient location, for example, a valve cover 422, and
collect under the force of gravity into an oil pan 416 and mix with
an oil pool 414 collected therein. Oil is compelled to flow through
the center housing 504 because of a pressure difference between a
high pressure P1 generated by the pump 504 and a low pressure P2 of
the air inside the crankcase 502. The high pressure P1 is an outlet
oil pressure within the oil cooler feed 408 that may be within a
range of about 12 to 30 PSI (83 to 207 kPa) during normal operation
of a warm engine, and may reach pressures up to 150 PSI (1 MPa)
under cold engine conditions. The gas pressure P2 within the
crankcase 102 of the engine 400 may be between about 3 to 10 inches
of Mercury (10 to 34 kPa) during normal operation.
[0022] When the engine 400 is not operating, oil present along a
supply path connecting the outlet 408 of the oil pump 404 with the
inlet 508 of the center housing 504 will advantageously not drain
out completely. An amount of oil 424 is advantageously retained in
a portion 426 of the line 418 by the check valve 401. The amount of
oil 424 is adequate for lubrication of the center housing 504 for a
limited time, typically about 10 to 15 seconds or until an oil flow
from the pump 404 reaches the center housing 504 when the engine is
first started. The check valve 401 is advantageously located above
a level of oil in the oil pan 416. The amount of oil 424 in the
supply passage portion 426 forms a column of oil of height, H,
which exerts a hydrostatic pressure. This hydrostatic pressure,
which is approximately equal to the height H multiplied by a
density of engine oil, may be used to close the check valve 401
when the engine 400 is not operating. Alternatively, the check
valve 401 may be closed by a spring or any other device known to be
used for this purpose.
[0023] One example of an advantageous implementation of the
embodiment of FIG. 3 is shown in FIG. 4. In this example, a partial
view of a side portion of an engine 600 is shown. A turbocharger
602 has a center housing 604 with an oil inlet 606. The
turbocharger 602 is connected to the engine 600. An oil cooler 608
is connected to the engine 600 below the turbocharger 602. A turbo
supply tube assembly 610 includes an inlet fitting 612, a first
tube section 614, a flexible section 616, a second tube section
618, and an outlet fitting 620. The inlet fitting 612 is connected
to the engine 600 at an outlet of the oil cooler 608. The outlet
fitting 620 is connected to the center housing 604 of the
turbocharger 602. A check valve 622 is advantageously integrated
with the inlet fitting 612. Almost an entire volume of the turbo
oil supply tube assembly 610 may advantageously be used to collect
an amount of oil to lubricate the turbocharger 602 when the engine
600 is first started.
[0024] One exemplary embodiment for an inlet fitting 700 having a
check valve integrated therein is shown in a closed position in
FIG. 5, and in an open position in FIG. 6. The fitting 700 includes
a threaded nut 702. The nut 702 is adapted to thread onto a male
piece (not shown) and secure a connector body 704 by pressing on a
shoulder surface 706 of the body 704. The body 704 has a sealing
surface 708 opposite the shoulder 706. The sealing surface 708 may
have a sealing groove 710 formed therein and adapted to receive a
seal (not shown) that will advantageously form a seal with the male
piece. The sealing groove surrounds an inlet opening 711. The body
704 has a central chamber 712 that creates a passage 714 for fluid
flow through the body 704. The chamber 712 has an entry socket seat
716 on one end of the passage 714 adjacent to the inlet opening
711, and an exit socket seat 718 on another end of the passage 714.
The chamber 712 contains a spherical plug 720.
[0025] The inlet fitting 700 is shown in a closed position in FIG.
5. The plug 720 sits against the entry socket seat 716
substantially fluidly sealing and cutting off the passage 714. In a
typical condition, an amount of oil rests above the plug 720. A
force of gravity due to the weight of the plug 720, in addition to
a hydrostatic pressure of the amount of oil resting above the plug
720 presses the plug 720 against the entry socket seat 716. When a
flow of oil begins to flow through the inlet opening 711, for
example when an engine is turned on and an oil pump begins to
supply oil to a turbocharger through the fitting 700, a pressure of
the flow of oil pushes the plug 720 off the entry socket seat 716
and against the exit socket seat 718, as shown in FIG. 6. The exit
socket seat 718 is advantageously not continuous and has a
plurality of openings 722 formed therein to allow the flow of oil
to pass from the inlet opening 711, around the plug 720, through
the openings 722, and exit the fitting 700 through an outlet
opening 724 that is located at a distal end of the passage 714
opposite from the inlet opening 711.
[0026] The plug 720 will remain off the entry socket seat 716 and
allow oil to flow through the fitting 700 while the engine is
operating and the flow of oil is pushed through the fitting 700.
When the flow of oil ceases, for example when the engine ceases to
operate, the plug 720 will once more rest against the entry socket
seat 716 thus trapping a quantity of oil above the plug 720 as
described above.
[0027] Another exemplary embodiment for an inlet fitting 800 having
a check valve integrated therein is shown in a closed position in
FIG. 7, and in an open position in FIG. 8. The fitting 800 includes
a threaded nut 802. The nut 802 is adapted to thread onto a male
piece (not shown) and secure a connector body 804 by pressing on a
shoulder surface 806 of the body 804. The body 804 has a sealing
surface 808 opposite the shoulder 806. The sealing surface 808 may
have a sealing groove 810 formed therein and adapted to receive a
seal (not shown) that will advantageously form a seal with the male
piece. The sealing groove surrounds an inlet opening 811. The body
804 has a central chamber 812 that is part of a passage 814, which
allows for fluid flow through the body 804. The chamber 812 has an
entry seat 816 on one end of the passage 814 adjacent to the inlet
opening 811. The chamber 812 contains a flap 820 that is rotateably
connected to the surface 816 and constructed to cover the opening
811 completely.
[0028] The inlet fitting 800 is shown in a closed position in FIG.
7. The flap 820 sits against the entry seat 816 substantially
fluidly sealing and cutting off the passage 814. In a typical
condition, an amount of oil rests above the flap 820. A force of
gravity due to the weight of the flap 820, in addition to a
hydrostatic pressure of the amount of oil resting above the flap
820 presses the flap 820 against the entry seat 816. When a flow of
oil begins to pass through the inlet opening 811, for example when
an engine is turned on and an oil pump begins to supply oil to a
turbocharger through the fitting 800, a pressure of the flow of oil
pushes the flap 820 off the entry seat 816 and into the chamber
812, as shown in FIG. 8. The flow of oil passes from the inlet
opening 811, around the flap 820, and exits the fitting 800 through
an outlet opening 824 that is located at a distal end of the
passage 814 opposite from the inlet opening 811.
[0029] The flap 820 will remain off the entry seat 816 and allow
oil to flow through the fitting 800 while the engine is operating
and the flow of oil is pushed through the fitting 800. When the
flow of oil ceases, for example when the engine ceases to operate,
the flap 820 will once more rest against the entry seat 816 thus
trapping a quantity of oil above the plug 820 as described
above.
[0030] Other types or designs of check valves known in the art may
be used in addition or in place to the ones described herein.
[0031] A flowchart for a method of operating a turbocharger is
shown in FIG. 9. Oil is collected in an internal volume of an
internal combustion engine at step 902. A quantity of oil is pumped
from the engine internal volume with an oil pump at step 904 when
the engine is operating, and sent to various engine components. A
pumped oil flow exiting the oil pump is supplied to a center
housing of a turbocharger through an oil supply passage at step 906
and while the internal combustion engine is still operating. Oil
from the center housing is drained back into the engine internal
volume at step 908. A quantity of oil is maintained in the oil
supply passage between the center housing of the turbocharger and a
check valve, the check valve fluidly connected to the oil supply
passage and located between the center housing of the turbocharger
and the oil pump at step 910 and when the engine is not in
operation.
[0032] The check valve may be opened when the engine is in
operation to allow the flow of oil to reach the center housing of
the turbocharger. The quantity of oil maintained in the oil supply
passage when the engine is not in operation may advantageously be
adequate for lubrication of the center housing for a period of
time, for example 10 seconds or more, after the engine is in
operation. Further, the quantity of oil in the supply passage may
form a column of oil which may advantageously exert a hydrostatic
pressure that closes and/or helps seal the check valve.
[0033] The present invention may be embodied in other specific
forms without departing from its spirit or essential
characteristics. The described embodiments are to be considered in
all respects only as illustrative and not restrictive. The scope of
the invention is, therefore, indicated by the appended claims
rather than by the foregoing description. All changes that come
within the meaning and range of equivalency of the claims are to be
embraced within their scope.
* * * * *