U.S. patent application number 13/183989 was filed with the patent office on 2013-01-17 for housing for an internal combustion engine.
This patent application is currently assigned to GM GLOBAL TECHNOLOGY OPERATIONS LLC.. The applicant listed for this patent is Rodney E. Baker, Darrel J. Walter, Ko-Jen Wu. Invention is credited to Rodney E. Baker, Darrel J. Walter, Ko-Jen Wu.
Application Number | 20130014497 13/183989 |
Document ID | / |
Family ID | 47479384 |
Filed Date | 2013-01-17 |
United States Patent
Application |
20130014497 |
Kind Code |
A1 |
Wu; Ko-Jen ; et al. |
January 17, 2013 |
HOUSING FOR AN INTERNAL COMBUSTION ENGINE
Abstract
In one exemplary embodiment of the invention, a housing for an
internal combustion engine includes a manifold section configured
to receive an exhaust gas flow from cylinders of the internal
combustion engine and a turbine section, wherein the turbine
section and manifold section are a single member. Further, the
housing includes a volute chamber within the turbine section
configured to direct the exhaust gas flow to a turbine wheel
disposed about a turbine axis and a circumferential septum
positioned inside the volute chamber to separate two chambers that
are substantially nested about the turbine wheel.
Inventors: |
Wu; Ko-Jen; (Troy, MI)
; Baker; Rodney E.; (Fenton, MI) ; Walter; Darrel
J.; (Romeo, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Wu; Ko-Jen
Baker; Rodney E.
Walter; Darrel J. |
Troy
Fenton
Romeo |
MI
MI
MI |
US
US
US |
|
|
Assignee: |
GM GLOBAL TECHNOLOGY OPERATIONS
LLC.
Detroit
MI
|
Family ID: |
47479384 |
Appl. No.: |
13/183989 |
Filed: |
July 15, 2011 |
Current U.S.
Class: |
60/323 |
Current CPC
Class: |
F02B 37/025 20130101;
Y02T 10/144 20130101; F05D 2220/40 20130101; Y02T 10/12 20130101;
F01D 9/026 20130101; F01N 13/10 20130101 |
Class at
Publication: |
60/323 |
International
Class: |
F01N 13/10 20100101
F01N013/10 |
Goverment Interests
FEDERAL RESEARCH STATEMENT
[0001] This invention was made with Government support under
Agreement No. DE-FC26-07NT43271, awarded by the Department of
Energy. The U.S. Government has certain rights in the invention.
Claims
1. A housing for an internal combustion engine, the housing
comprising: a manifold section configured to receive an exhaust gas
flow from cylinders of the internal combustion engine; a turbine
section, wherein the turbine section and manifold section comprise
a single member; a volute chamber within the turbine section
configured to direct the exhaust gas flow to a turbine wheel
disposed about a turbine axis; and a circumferential septum
positioned inside the volute chamber to separate two chambers that
are substantially nested about the turbine wheel.
2. The housing of claim 1, wherein the manifold section is coupled
to a cylinder head housing the cylinders.
3. The housing of claim 1, wherein the circumferential septum
separates a first chamber from a second chamber in the volute
chamber, wherein the first chamber is radially inside the second
chamber.
4. The housing of claim 3, wherein the first chamber is in fluid
communication with a first group of cylinders and the second
chamber is in fluid communication with a second group of
cylinders.
5. The housing of claim 3, wherein the circumferential septum is
configured to prevent radial fluid communication between the first
and second chambers for at least a portion of the volute
chamber.
6. The housing of claim 3, wherein at least a portion of the second
chamber is defined by an outer wall of the volute chamber and the
circumferential septum.
7. The housing of claim 1, wherein the housing is configured for
use with a twin scroll turbocharger.
8. The housing of claim 1, wherein the two chambers are
substantially concentric about the turbine axis.
9. A housing for an internal combustion engine, the housing
comprising: a manifold section configured to receive an exhaust gas
flow from cylinders of the internal combustion engine; a turbine
section, wherein the turbine section and the manifold section
comprise a single member; a volute chamber within the turbine
section configured to direct the exhaust gas flow to a turbine
wheel disposed about a turbine axis; and a septum positioned inside
the volute chamber to form a first chamber in fluid communication
with the turbine wheel and a first group of cylinders and a second
chamber in fluid communication with the turbine wheel and a second
group of cylinders.
10. The housing of claim 9, wherein the manifold section is coupled
to a cylinder head housing the cylinders.
11. The housing of claim 9, wherein the septum comprises a
substantially radial septum with respect to the turbine axis.
12. The housing of claim 9, wherein the first and second chambers
are nested about the turbine wheel and the septum comprises a
substantially circumferential septum with respect to the turbine
axis.
13. The housing of claim 12, wherein the circumferential septum is
configured to prevent fluid communication between the first and
second chambers for at least a portion of the volute chamber.
14. The housing of claim 9, wherein the housing is configured for
use with a twin scroll turbocharger.
15. An internal combustion engine, comprising: a plurality of
cylinders in a cylinder head; a first portion of a turbine housing
coupled to the cylinder head and in fluid communication with the
plurality of cylinders; a second portion of the turbine housing
comprising a volute chamber housing a turbine wheel disposed about
a turbine axis; and a septum positioned inside the volute chamber
to form a first chamber and second chamber, wherein the first
chamber is in fluid communication with the turbine wheel and a
first group of cylinders and the second chamber is in fluid
communication with the turbine wheel and a second group of
cylinders.
16. The internal combustion engine of claim 15, wherein the septum
comprises a substantially radial septum with respect to the turbine
axis.
17. The internal combustion engine of claim 16, wherein the first
and second chambers are in fluid communication with the turbine
wheel via axially adjacent circumferential passages on each side of
the radial septum.
18. The internal combustion engine of claim 15, wherein the first
and second chambers are nested about the turbine wheel and the
septum comprises a substantially circumferential septum with
respect to the turbine axis.
19. The internal combustion engine of claim 18, wherein the
circumferential septum is configured to prevent radial fluid
communication between the first and second chambers for at least a
portion of the volute chamber.
20. The internal combustion engine of claim 15, wherein the turbine
housing is configured for use with a twin scroll turbocharger.
Description
FIELD OF THE INVENTION
[0002] The subject invention relates to internal combustion
engines, and, more particularly, to turbocharger housings for
internal combustion engines.
BACKGROUND
[0003] An engine control module of an internal combustion engine
controls the mixture of fuel and air supplied to combustion
chambers of the engine. After the spark plug ignites the air/fuel
mixture, combustion takes place and, later, the combustion gases
exit the combustion chambers through exhaust valves. The combustion
gases are directed by an exhaust manifold to a catalytic converter
or other exhaust after treatment systems.
[0004] A turbocharger can be utilized to receive the exhaust gases
from the exhaust manifold to provide enhanced performance and
reduced emissions for the engine. In addition, twin scroll
technology is often used to further enhance the performance of a
turbocharged engine; in particular inline four or six cylinder
engines as well as those having "V" or "flat" architectures. In
engines featuring twin scroll or twin turbo technology, the exhaust
manifold of the engine is designed to group the cylinders so
combustion events of the cylinders in each group are separated to
minimize cylinder-to-cylinder exhaust flow interference, thereby
improving exhaust pulse integrity. For example, cylinders are
grouped to provide sequences of high pulse energy to drive the
turbine wheel as each cylinder experiences combustion. Thus, a
first group of cylinders that is substantially out of phase
(substantially not firing) with respect to a second group of
cylinders (substantially firing) does not interfere with or degrade
an exhaust pulse ignited by the second group of cylinders.
Accordingly, twin scroll turbocharger systems have forces imparted
on the turbine wheel more frequently to improve turbine
performance. In addition, engines utilizing twin scroll technology
may have packaging and assembly constraints due to the complexity
of separated exhaust passages. Additional components may be used to
make factory assembly of the twin scroll turbocharger possible, but
these additional components can increase overall complexity,
materials and cost of the engine.
SUMMARY OF THE INVENTION
[0005] In one exemplary embodiment of the invention, a housing for
an internal combustion engine includes a manifold section
configured to receive an exhaust gas flow from cylinders of the
internal combustion engine and a turbine section, wherein the
turbine section and manifold section are a single member. Further,
the housing includes a volute chamber within the turbine section
configured to direct the exhaust gas flow to a turbine wheel
disposed about a turbine axis and a circumferential septum
positioned inside the volute chamber to separate two chambers that
are substantially nested about the turbine wheel.
[0006] In another exemplary embodiment of the invention, an
internal combustion engine includes a plurality of cylinders in a
cylinder head, a first portion of a turbine housing coupled to the
cylinder head and in fluid communication with the plurality of
cylinders and a second portion of the turbine housing including a
volute chamber housing a turbine wheel disposed about a turbine
axis. The engine also includes a septum positioned inside the
volute chamber to form a first chamber and second chamber, wherein
the first chamber is in fluid communication with the turbine wheel
and a first group of cylinders and the second chamber is in fluid
communication with the turbine wheel and a second group of
cylinders.
[0007] The above features and advantages, and other features and
advantages of the invention are readily apparent from the following
detailed description of the invention when taken in connection with
the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] Other objects, features, advantages and details appear, by
way of example only, in the following detailed description of
embodiments, the detailed description referring to the drawings in
which:
[0009] FIG. 1 is a schematic diagram of an embodiment of an
internal combustion engine;
[0010] FIG. 2 is a perspective view of an embodiment of a housing
for the internal combustion engine; and
[0011] FIG. 3 is a perspective view of another embodiment of a
housing for the internal combustion engine.
DESCRIPTION OF THE EMBODIMENTS
[0012] The following description is merely exemplary in nature and
is not intended to limit the present disclosure, its application or
uses. It should be understood that throughout the drawings,
corresponding reference numerals indicate like or corresponding
parts and features.
[0013] In accordance with an exemplary embodiment of the invention,
FIG. 1 illustrates an exemplary internal combustion engine 100, in
this case an in-line four cylinder engine, including an engine
block and cylinder head assembly 104, an exhaust system 106, a
turbocharger 108 and a controller 110. Coupled to the engine block
and cylinder head assembly 104 is a housing 118 which may be
external to the engine block and cylinder head assembly 104. In
addition, the engine block and cylinder head assembly 104 includes
cylinders 114 wherein the cylinders 114 receive a combination of
combustion air and fuel. The combustion air/fuel mixture is
combusted resulting in reciprocation of pistons (not shown) located
in the cylinders 114. The reciprocation of the pistons rotates a
crankshaft (not shown) to deliver motive power to a vehicle
powertrain (not shown) or to a generator or other stationary
recipient of such power (not shown) in the case of a stationary
application of the internal combustion engine 100. The combustion
of the air/fuel mixture causes a flow of exhaust gas through the
housing 118 and turbocharger 108 and into the exhaust system 106.
In an embodiment, the turbocharger 108 includes a compressor wheel
123 and a turbine wheel 124 coupled by a shaft 125 rotatably
disposed in the turbocharger 108.
[0014] The exhaust system 106 may include "close-coupled" catalysts
126 and 128 as well as an under floor exhaust treatment system 130.
The exhaust gas 132 flows through the exhaust system 106 for the
removal or reduction of pollutants and is then released into the
atmosphere. In an exemplary internal combustion engine 100, the
controller 110 is in signal communication with the turbocharger
108, a charge cooler 144 and the exhaust system 106, wherein the
controller 110 is configured to use various signal inputs to
control various processes, such as the amount of boost supplied to
the engine by the turbocharger 108. As used herein the term
controller refers to an application specific integrated circuit
(ASIC), an electronic circuit, a processor (shared, dedicated or
group) and memory that executes one or more software or firmware
programs, a combinational logic circuit, and/or other suitable
components that provide the described functionality.
[0015] Still referring to FIG. 1, the exhaust gas flow 122 drives
the turbine wheel 124 of turbocharger 108, thereby providing energy
to rotate the compressor wheel 123 to create a compressed air
charge 142. In an exemplary embodiment, the compressed air charge
142 is cooled by the charge cooler 144 and is routed through the
conduit 146 to an intake manifold 148. The compressed air charge
142 provides additional combustion air (when compared to a
non-turbocharged, normally aspirated engine) for combustion with
fuel in the cylinders 114, thereby improving the power output and
efficiency of the internal combustion engine 100. In addition,
exemplary embodiments of turbocharger 108 utilize twin scroll or
twin turbo technology. The exemplary turbocharger 108 includes a
twin scroll turbine housing 118 using two substantially separate
chambers to direct exhaust gas into the turbocharger 108. The
housing 118 is coupled to the cylinder head 104 and is configured
to receive the exhaust gas flow 122 and direct it to the turbine
wheel 124. The housing 118 is a single member or component with a
manifold section 120 and a turbine section 119 wherein the turbine
wheel 124 is disposed in the turbine section 119. In an embodiment,
the housing 118 may be referred to as a member with a manifold
section 120 integrated with a turbine section 119. By forming the
manifold section 120 and turbine section 119 from a single member,
assembly and packaging of the turbocharger 108 and cylinder block
104 are simplified. Further, embodiments of the housing 118 also
improve performance of the twin scroll turbocharger 108 by reducing
interference or "cross-talk" between exhaust pulses from exhaust
chambers or passages within the housing 118. In embodiments, the
housing 118 may be coupled to additional housings containing the
compressor wheel 123 and shaft 125.
[0016] The turbocharger 108 includes twin scroll technology that
separates exhaust pulses from the cylinders 114 by as many degrees
as possible in relation to a firing order of the cylinders to
maintain exhaust pulse energy received by the turbine wheel 124.
The twin scroll turbocharger 108 reduces lag, decreases exhaust
backpressure on the top end of the combustion cycle and increases
fuel economy. The twin scroll design restricts fluid communication
of combustion exhaust gases 122 from an out of phase cylinder
(e.g., at a different combustion cycle position) from reducing the
energy of an exhaust pulse provided by a recently fired cylinder.
Accordingly, the housing 118 is designed to provide substantially
separate fluid communication from two groups of cylinders 114. In
one exemplary embodiment, "in phase" describes cylinders 114 with
substantially similar positions in the combustion cycle at a point
in time such that, for example, the first firing cylinder is out of
phase with reference to the third firing cylinder. Thus, an
exemplary in-line four cylinder engine has cylinders 114 in the
following order 134-136-138-140. The firing order is then as
follows, with the cylinder number shown in brackets:
1[134]-3[138]-4[140]-2[136]. Fluid communication and cross-talk
between the passages of the adjacent and substantially out of phase
cylinders can degrade exhaust pulse energy. Thus, in an embodiment,
the housing 118 has a first group of cylinders 134, 140 and a
second group of cylinders 136, 138, wherein separate chambers for
the two cylinder groups reduce cross-talk to improve turbocharger
108 performance.
[0017] FIG. 2 is a perspective view of an embodiment of a housing
118 wherein a portion is removed to show details thereof The
housing 118 includes a manifold section 120 and a turbine section
119, wherein the sections are integrated into a single member. The
manifold section 120 is configured to couple to the cylinder head
104 (FIG. 1) along couplings 206 which lead to separate conduits or
passages 222, 224, 226 and 228 within the housing 118 for receiving
exhaust gas flow from cylinders 134, 136, 138, 140 of the engine
100 (FIG. 1), as described below. The turbine section 119 has a
volute chamber 208 configured to house the turbine wheel 124 (FIG.
1) in a cavity 209. The volute chamber 208 is divided by a septum
210 into an outer chamber 212 and an inner chamber 214. The inner
chamber 214 may be described as nested within the outer chamber
212. In an embodiment, the outer chamber 212 and inner chamber 214
are substantially concentrically disposed about a turbine axis 216.
The septum 210 is configured to substantially separate groups of
exhaust pulses directed to the turbine wheel 124 to reduce
cross-talk and interference. Accordingly, the exemplary twin scroll
turbocharger 108 (FIG. 1) has an improved performance due to the
housing 200 maintaining integrity of exhaust pulses generated by
the cylinders 114 (FIG. 1).
[0018] As depicted, the cylinders 114 direct exhaust gas flow 122
(FIG. 1) through an outer passage 218 and an inner passage 220 to
the outer chamber 212 and inner chamber 214, respectively. In an
embodiment, the outer chamber 212 is a portion of the outer passage
218 that directs the exhaust gas to the turbine wheel 124.
Similarly, the inner chamber 214 is a portion of the inner passage
220 that directs the exhaust gas to the turbine wheel 124. As
depicted, passages 222, 224, 226, 228 are configured to receive the
exhaust gas flow 122 from respective cylinders 134, 136, 138, 140
of the engine 100 (FIG. 1) and are arranged in groups to preserve
the integrity of exhaust pulses. Thus, exhaust passages 222 and 228
direct exhaust gas flow 122 to the inner passage 220. Further,
exhaust passages 224 and 226 direct exhaust gas flow 122 to the
outer passage 218. In embodiments, the cylinders and corresponding
passages may be grouped differently based on engine configuration,
firing order, packaging constraints and other factors.
[0019] The exemplary single member or piece housing 118 provides
simplified packaging, production and assembly for the turbocharger
108 and the engine 100. Further, the single member design reduces
materials used for the twin scroll turbocharger 108 to reduce
weight and improve thermal communication along the exhaust flow
path (e.g. through the turbocharger 108 to exhaust treatment
apparatus). Less volume and mass of material reduces the amount of
thermal energy absorbed by the housing 118 prior to the exhaust gas
flow 122 into the exhaust system 106 (FIG. 1). Improved thermal
communication improves performance of the exhaust system 106 during
startup by preserving thermal energy to heat the close coupled
catalysts 126, 128, thereby improving catalyst performance. The
integrated housing 118 including the manifold and turbine sections
120, 119 may be made by any suitable process, such as investment
casting, sand casting, machining and/or any other method. The
housing 118 comprises any suitable durable and substantially
lightweight material, such as a steel alloy. In an embodiment, a
part of the outer chamber 212 is defined by the septum 210 and the
outer wall of the volute chamber 208. Further, the septum 210
defines the outer portion of a part of the inner chamber 214.
Accordingly, the septum 210 is configured to prevent radial (i.e.,
in a radial direction) fluid communication between the inner and
outer chambers 214, 212 for at least a portion of the circumference
of the volute chamber 208. In embodiments, the inner chamber 214
may be described as radially within the outer chamber 212. Further,
the septum 210 may be described as a circumferentially extending
septum.
[0020] FIG. 3 is a perspective view of another embodiment of a
housing 300 wherein a portion is cut away to show details thereof
The housing 300 includes a manifold section 302 and a turbine
section 304, wherein the sections are integrated into a single
member. The manifold section 302 is configured to couple to the
cylinder head 104 (FIG. 1) along couplings or mounts 306 which
include passages for exhaust gas flow from the engine 100 (FIG. 1).
The turbine section 304 forms a volute chamber 308 configured to
house the turbine wheel 124 (FIG. 1) in a cavity 309. The volute
chamber 308 is divided by a septum 310 into a first chamber 312 and
a second chamber 314. The second chamber 314 may be described as
axially adjacent to the first chamber 312. The septum 310 is
configured to substantially separate or isolate exhaust pulses
directed to the turbine wheel 124 to reduce cross-talk and
interference. As depicted, the septum 310 may be described as a
radial septum dividing the adjacent first chamber 312 and second
chamber 314. The exemplary twin scroll turbocharger 108 (FIG. 1)
has an improved performance due to the arrangement of the septum
310 and housing 300 that maintains exhaust pulse integrity within
chambers 312 and 314.
[0021] As depicted, the cylinders 114 direct exhaust gas flow 122
(FIG. 1) through a first passage 318 and a second passage 320 to
the first chamber 312 and second chamber 314, respectively. In an
embodiment, the first chamber 312 is a portion of the first passage
318 that directs the exhaust gas to the turbine wheel 124.
Similarly, the second chamber 314 is a portion of the second
passage 320 that directs the exhaust gas to the turbine wheel 124.
As depicted, exhaust passages 322, 324, 326 and 328 are configured
to receive the exhaust gas flow 122 from respective cylinders 134,
136, 138, 140 of the engine 100 (FIG. 1). The exhaust passages 322
and 328 are in fluid communication with the first passage 318 while
the exhaust passages 324 and 326 are in fluid communication with
the second passage 320. Exhaust pulse integrity is maintained by
grouping the cylinders in the passages 318, 320 and by the septum
310 providing a radial barrier to reduce fluid communication and
cross-talk between the flow from the cylinder groups. As depicted,
fluid communication from the first and second chambers 312, 314 to
the turbine wheel 124 (FIG. 1) via adjacent circumferential
passages is provided on each side of the radial septum 310. In
addition, the first and second chambers 312, 314 decrease in size
from a first radial position 330 (about 3 o'clock when viewed from
the left side) as compared to a second radial position 332 (about 9
o'clock).
[0022] While the invention has been described with reference to
exemplary embodiments, it will be understood by those skilled in
the art that various changes may be made and equivalents may be
substituted for elements thereof without departing from the scope
of the invention. In addition, many modifications may be made to
adapt a particular situation or material to the teachings of the
invention without departing from the essential scope thereof
Therefore, it is intended that the invention not be limited to the
particular embodiments disclosed, but that the invention will
include all embodiments falling within the scope of the present
application.
* * * * *