CN109578115B

CN109578115B - Internal combustion engine system

Info

Publication number: CN109578115B
Application number: CN201811137885.4A
Authority: CN
Inventors: S·梅尔加德; J·霍兰德
Original assignee: MAN Energy Solutions Filial af MAN Energy Solutions SE
Current assignee: MAN Energy Solutions Filial af MAN Energy Solutions SE
Priority date: 2017-09-29
Filing date: 2018-09-28
Publication date: 2020-06-30
Anticipated expiration: 2038-09-28
Also published as: JP6584616B2; DK201770739A1; KR102049971B1; JP2019065858A; KR20190038443A; CN109578115A; DK179782B1

Abstract

The present invention relates to an internal combustion engine system comprising an internal combustion engine generating exhaust gases, and an exhaust gas receiver having a receiver housing for receiving the exhaust gases, a turbocharger, NO in fluid connection with the exhaust gas receiver for receiving and purifying the exhaust gases_xA reduction unit, and a guiding device for controlling the exhaust gas before it enters the turbocharger, the guiding device comprising a first inlet in fluid communication with an exhaust gas receiver, a NO inlet in fluid communication with the NO receiver_xA second inlet in fluid communication with the reduction unit, an outlet in fluid communication with the turbocharger, a piping unit connecting the first inlet, the second inlet and the outlet, a bypass valve having a valve element for closing and opening the first inlet, and a first reaction valve arranged in fluid communication with the second inlet to control the flow of NO from the NO generator_xThe reduction unit leads to the exhaust gas of the guiding device, wherein the first inlet, the valve element and a main part of the pipe unit are arranged in the receiver housing.

Description

Internal combustion engine system

Technical Field

The invention relates to an internal combustion engine system comprising an internal combustion engine generating exhaust gases and an exhaust gas receiver having a receiver housing for receiving the exhaust gases.

Background

When building ships, such as container ships, one of the main concerns is to maximize the space available on the ship for cargo, and therefore the space occupied by the engines is a major concern.

Additionally, in some engine systems, the turbocharger is disposed behind the exhaust gas receiver, and in other designs, the turbocharger is disposed side-by-side with respect to the exhaust gas receiver. For all of these engine system designs, the exhaust gas receiver needs to be in fluid communication with the turbocharger while also being fluidly connectable to some sort of aftertreatment device. All of the conduits and valves for this fluid connection take up space, but also need to be customized for each engine system depending on which turbocharger is used. The ducts and valves take up space on the engine overhead platform and, because the ducts must be supported, the platform needs to be large enough to enable personnel to move around it.

Disclosure of Invention

It is an object of the present invention to wholly or partly overcome the above disadvantages and drawbacks of the prior art. More specifically, it is an object of the present invention to provide an improved internal combustion engine system having a turbocharger and which is easier to adjust between the arrangement of the turbocharger behind or side by side with respect to the exhaust gas receiver, while not taking up more space on the ship.

The above objects, together with numerous other objects, advantages, and features, which will become evident from below description, are accomplished by a solution in accordance with the present invention by an internal combustion engine system comprising:

-an internal combustion engine generating exhaust gases, and

an exhaust gas receiver having a receiver housing for receiving exhaust gas,

-a turbocharger having a turbocharger turbine and a turbocharger turbine,

NO in fluid connection with an exhaust gas receiver for receiving and purifying exhaust gases_xA reduction unit, and

-a guiding device for controlling the exhaust gases before they enter the turbocharger, the guiding device comprising:

-a first inlet in fluid communication with an exhaust gas receiver,

-and NO_xA second inlet in fluid communication with the reduction unit,

an outlet in fluid communication with the turbocharger,

a pipe unit connecting the first inlet, the second inlet and the outlet,

-a bypass valve having a valve element for closing and opening the first inlet, and

-a first reaction valve arranged in fluid communication with the second inlet for controlling the slave NO_xThe reduction unit is led to the exhaust gas passage of the guide means,

wherein the first inlet, the valve element and a part of the pipe unit are arranged in the receiver housing.

By incorporating the bypass valve and a part of the conduit unit for connecting the exhaust gas receiver with the turbocharger into the exhaust gas receiver, the total space occupied by the internal combustion engine system is substantially reduced/substantially minimized. In addition, when designing an engine system to have a turbocharger of one inlet type or another, very little change is required, which reduces the effort and cost of the engine designer/builder.

In addition, the need for a support structure as an internal system is reduced because it eliminates the use of compensators, thereby eliminating stress from the compensators.

When the connection (i.e. the bypass valve and the partial pipe unit) is located in the exhaust gas receiver, the pressure difference is reduced from 3.8 bar to NO_xThe pressure loss in the reduction unit (e.g. SCR system), i.e. 70 mbar, reduces the need for wall thickness and, together with the reduced support structure, reduces the total mass of the engine.

A pipe unit refers to any type of unit that connects the first inlet, the second inlet and the outlet. Thus, a pipe unit refers to a unit consisting of a pipe, a plate, a portion of a reactor shell, and any combination thereof. The pipe unit may not only be made of pipe, but partly as a compartment in the receiver housing. Thus, the pipe unit may be defined in part by a portion of the reactor shell.

In addition, the portion of the piping unit disposed in the receiver housing may be greater than 50%. Thus, a major part of the pipe unit may be arranged in the receiver housing.

The guiding device is also easier to retrofit and requires fewer parts, which reduces the price.

The bypass valve may comprise a control unit to control the valve element to open or close the first inlet, the control unit being arranged at least partly outside the receiver housing.

In addition, the pipe unit may comprise a first pipe portion and a second pipe portion, the first pipe portion being arranged at an angle to the second pipe portion and being connected to the second pipe portion by a connection.

In addition, the connection may be arranged inside the receiver housing.

Also, the first conduit portion may include a first inlet.

Additionally, the second conduit portion may include a second inlet.

In addition, the second inlet may be arranged inside or outside the receiver housing.

In addition, the receiver housing may have apertures to allow exhaust gases to pass from the exhaust gas receiver to the NO_xA reduction unit.

The internal combustion engine system according to the invention may further comprise a second reaction valve arranged in fluid communication with the aperture in the receiver housing for allowing exhaust gases to pass to the NO_xA reduction unit.

Furthermore, the guiding means may further comprise a third inlet in fluid communication with the scavenging air receiver.

The third inlet may be in fluid communication with a scavenging air valve to control the passage of scavenging air to the directing means.

In addition, the outlet may be arranged inside or outside the receiver housing.

Additionally, the receiver housing may further comprise a hatch/hatch to provide access to at least a portion of the bypass valve in the receiver housing.

Further, the pipe unit of the guiding device may comprise a pipe having an inner diameter of at least 0.2 meters.

In addition, the turbocharger may be disposed rearward with respect to the internal combustion engine.

Furthermore, the guiding device may comprise a support arranged inside the receiver housing to support the guiding device in the receiver housing. The receiver housing may include a plurality of exhaust gas inlets to receive exhaust gas from the internal combustion engine.

In addition, the receiver housing may have a first opening to receive NO_xThe reduction unit may be in fluid communication with the second inlet of the guide means, and the receiver housing may have a second opening to provide fluid communication between the outlet of the guide means and the turbocharger.

Additionally, the first reaction valve may be a throttle valve.

Additionally, the receiver housing may have a third opening to provide access to the control unit of the bypass valve.

In addition, the receiver housing may have a fourth opening to provide fluid communication between the guiding means and the scavenging air receiver.

Further, the outer diameter of the pipe unit may be at least 30% of the inner diameter of the receiver housing.

Furthermore, the pipe of the pipe unit may be arranged at a distance from the inner wall of the receiver housing, so that the exhaust gases may circulate around the pipe unit.

The guiding means may be fluidly connected to the turbocharger via a conduit passing through a radial turbine inlet of the turbocharger.

Additionally, the guiding means may be fluidly connected to the turbocharger via a conduit passing through an axial turbine inlet of the turbocharger.

The outlet of the guiding means may be arranged axially with respect to the receiver housing.

In addition, the outlet of the guiding means may be arranged radially with respect to the receiver housing.

In addition, NO_xThe reduction unit may comprise one or more catalytic reactors.

In addition, NO_xThe reduction unit may be a high-pressure SCR system.

Furthermore, the internal combustion engine system may comprise one or more catalytic reactor housings having a volume of at least 200 liters.

NO_xThe reduction unit may further comprise a reductant supply unit comprising means for supplying NO to the incoming NO_xExhaust gas before reduction unit or in NO_xAnd a dosing unit for dosing a certain amount of reducing agent to the exhaust gas in the reduction unit.

In addition, NO_xThe reduction unit may further comprise a control unit adapted to reduce the supply of NO to the reduction unit_xThe amount of reducing agent of the reduction unit.

Additionally, the reductant may include ammonia.

Additionally, the internal combustion engine system may also include a heat exchanger, such as a boiler.

Furthermore, the internal combustion engine may be powered by a fuel having a sulfur content of at least 0.05%.

The engine may be a large two-stroke engine.

Additionally, the internal combustion engine may be a large turbocharged two-stroke internal combustion engine of the crosshead type.

Additionally, the internal combustion engine of the internal combustion engine system may be a two-stroke or four-stroke internal combustion engine.

Drawings

The invention and its various advantages will be described in more detail below with reference to the accompanying schematic drawings, which show, for the purpose of illustration, some non-limiting embodiments, in which:

fig. 1 shows a perspective view of an internal combustion engine system, with a turbocharger after an exhaust gas receiver,

fig. 2 shows the internal combustion engine system of fig. 1, with the housing of the exhaust gas receiver partially removed for illustration purposes, to reveal the piping arrangement,

fig. 3 shows a perspective view of an internal combustion engine system, with a turbocharger alongside an exhaust gas receiver,

FIG. 4 shows a perspective view of a portion of an internal combustion engine system having two turbochargers side-by-side with an exhaust gas receiver, an

Fig. 5 shows another perspective view of a portion of an internal combustion engine system having two turbochargers side-by-side with an exhaust gas receiver.

All the figures are highly schematic and not necessarily to scale, and they show only those parts which are necessary in order to elucidate the invention, other parts being omitted or merely suggested.

Detailed Description

Fig. 1 shows an internal combustion engine system 1 having a turbocharger 4 downstream of an exhaust gas receiver 3. The turbocharger 4 and the exhaust gas receiver 3 are arranged on a top platform at the top of the engine 2 such that exhaust gas emitted at the top of the engine is injected into the exhaust gas receiver 3 through a plurality of exhaust gas inlets 26 in the receiver housing 14 of the exhaust gas receiver 3. The exhaust gas receiver 3 is also connected withNO shown by dotted line_xThe reduction unit 5 is fluidly connected. When it is desired to purify the exhaust gases, the exhaust gases are led from the exhaust gas receiver 3 to NO via a conduit (shown by dashed lines)_xReduction of unit 5 and from NO_xThe reduction unit 5 leads to the turbocharger 4. In another operating mode, the exhaust gas is conducted directly from the exhaust gas receiver 3 to the turbocharger 4.

In yet another mode of operation, the exhaust gas from the exhaust gas receiver 3 is split into two separate streams, such that one stream is supplied directly to the turbocharger 4 and the other stream is led to NO before being led to the turbocharger 4_xA reduction unit 5. Usually when NO is required_xThis mode of operation is applied at a specific temperature of the reduction unit 5, since the hot exhaust gas ensures that NO is maintained_xThe temperature of the reduction unit 5.

In fig. 2, a portion of the receiver housing 14 of the exhaust gas receiver 3 has been removed for illustration purposes only, to show that the internal combustion engine system 1 comprises a guiding device 6, which guiding device 6 controls the flow of exhaust gas in a first operating mode, such that the exhaust gas is guided directly into the turbocharger 4, and in a second operating mode controls the exhaust gas to be guided through NO before being guided to the turbocharger 4_xA reduction unit 5. The guiding means 6 comprises a first inlet 7 in fluid communication with the exhaust gas receiver 3, with NO_xA second inlet 8 in fluid communication with the reduction unit 5 and an outlet 9 in fluid communication with the turbocharger 4. The guiding means 6 further comprises a pipe unit 12 connecting the first inlet 7, the second inlet 8 and the outlet 9. The guiding means further comprises a bypass valve 10 having a valve element 11 for closing and opening the first inlet 7, and a first reaction valve 16, the first reaction valve 16 being arranged in fluid communication with the second inlet 8 for controlling the exhaust gases from the NO_xThe passage of the reduction unit 5 to the guide device 6. The internal combustion engine system 1 further comprises a second reaction valve 17 arranged in fluid communication with an aperture 18 in the receiver housing 14 for allowing exhaust gases to pass to NO_x A reduction unit 5.

In the first operating mode, when the exhaust gases are led directly to the turbocharger 4, the bypass valve 10 is opened and the first reaction valve 16 and the second reaction valve 17 are closed. In this wayBy passing NO_xA reduction unit 5. In a second operating mode, the bypass valve 10 is closed and the first 16 and second 17 reaction valves are opened, so that the exhaust gases are led to NO through the bore 18 in the receiver housing 14_xThe reduction unit 5 is then led to the pipe unit 12 through the second inlet 8 and from the outlet 9 to the turbocharger 4. It can be seen that the first inlet 7, the valve element 11 and a major part of the pipe unit 12 (i.e. the major part means more than 50% of the pipe unit) are arranged in the receiver housing 14. Thus, the main part of the guiding means 6 is arranged inside the exhaust gas receiver 3, minimizing the space required on the platform, which reduces the total space required on the ship.

Thus, by incorporating the whole or at least a major part of the bypass valve 10 and the conduit unit 12 for connecting the exhaust gas receiver 14 and the turbocharger 4 into the exhaust gas receiver 3, the total space occupied by the internal combustion engine system 1 is substantially reduced/substantially minimized. The exhaust gas receiver 3 is enlarged so that the volume of the exhaust gas receiver 3 is the same, but this enlargement can be achieved by extending the exhaust gas receiver 3, which does not result in more space being required on the platform to surround the exhaust gas receiver 3, since the engine 2 is still somewhat longer than the exhaust gas receiver 3.

In addition, by arranging the bypass valve 10 and the main part of the pipe unit 12 inside the exhaust gas receiver 3, only the location of the outlet has to be designed, depending on the type of turbocharger preferred by the ship builder. Thus, the location of the outlet 9 in one engine design with a radial inlet turbocharger 4 must be changed when another axial inlet turbocharger design is made. Fig. 2 discloses a radial inlet turbocharger design and fig. 3 discloses an axial inlet turbocharger design. Compared to fig. 3, the guiding device 6 in fig. 2 is rotated such that the second inlet 8 in fig. 2 is rotated about 90 ° with respect to fig. 3, but the position of the second inlet 8 in the guiding device 6 is the same and does not have to be changed between one turbocharger design and another.

The pipe unit 12 of fig. 2 and 3 comprises a first pipe section 33 and a second pipe section 34. The first conduit portion 33 has a first end at which the first inlet 7 is arranged and a second end connected to a second end of the second conduit portion 34. The second conduit portion 34 has a first end at which the second inlet 8 is arranged. The first and

second conduit portions

33, 34 are connected to form an angle a (shown in fig. 3) therebetween. The first and

second pipe portions

33, 34 are connected by a connection 35, the connection 35 being arranged inside the receiver housing 14.

The bypass valve 10 comprises a control unit 15 for controlling the valve element 11 to open or close the first inlet 7, in fig. 2 the control unit 15 is at least partly arranged outside the receiver housing 14. The receiver housing 14 therefore has a third opening 27 to provide a passage, so that the control unit 15 of the bypass valve 10 can be arranged outside the exhaust gas receiver 3, with the valve element 11 controlled by it arranged inside the exhaust gas receiver 3.

In fig. 1, the second inlet 8, where the first reaction valve 16 operates, is arranged outside the receiver housing 14, but in another embodiment the second inlet 8 may be arranged inside, such that only the first reaction valve 16 extends on the outside of the receiver housing 14 through the first opening 23 in the receiver housing 14. The internal combustion engine system 1 further comprises a second reaction valve 17 arranged in fluid communication with an aperture 18 in the receiver housing 14 for allowing exhaust gases to pass to NO_x A reduction unit 5. To ensure complete bypass of NO_xThe reduction unit 5 and the second reaction valve 17 are closed. The first reaction valve 16 is throttled in particular during the start-up of the engine 2.

The outlet 9 of the guiding means 6 is arranged upstream of the turbocharger 4, which in fig. 1 is arranged in the second opening 24 of the receiver housing 14 to provide fluid communication between the outlet 9 of the guiding means 6 and the turbocharger 4. Thus, the outlet 9 is arranged inside the receiver housing 14. The pipe unit 12 may also extend beyond the second opening 24 of the receiver housing 14, whereby the outlet 9 is arranged outside the receiver housing 14. In fig. 1, the outlet 9 of the guiding means 6 is arranged axially with respect to the receiver housing 14, the guiding means 6 being fluidly connected to the turbocharger via a conduit 31 through a radial turbine inlet 32A of the turbocharger 4. In fig. 3, the outlet 9 of the guiding means 6 is arranged radially with respect to the receiver housing 14, the guiding means 6 being fluidly connected to the turbocharger 4 via a conduit 31 through an axial turbine inlet 32B of the turbocharger 4.

As shown in fig. 2, the guiding means 6 further comprises a third inlet 30 in fluid communication with the scavenging air receiver 19 for letting scavenging air into the gas in the duct unit 12 of the guiding means 6 by means of a scavenging air valve 25, which scavenging air valve 25 controls the passage of scavenging air to the third inlet 30. The receiver housing 14 has a fourth opening 28 to provide fluid communication between the guiding means 6 and the scavenge air receiver 19, from which fourth opening 28 the guiding means 6 may extend or be connected to the fourth opening 28 of the receiver housing 14.

The guiding device 6 of fig. 3 is supported inside the receiver housing 14 and thus comprises a support 22 arranged inside the receiver housing 14, which support 22 is connected to and supports the pipe unit 12 of the guiding device 6. The pipe 21 of the pipe unit 12 is arranged at a distance d from the inner wall 29 of the receiver housing 14 so that exhaust gases can circulate around the pipe unit 12. According to the support 22, the pipe unit 12 may be arranged in the center of the exhaust gas receiver 3, and preferably closer to the bottom of the exhaust gas receiver 3 than to the top of the exhaust gas receiver 3, to provide more space for newly injected exhaust gas from the plurality of exhaust gas inlets 26. The pipe unit 12 comprises a pipe 21 for guiding the exhaust gases in the pipe unit 12, the pipe 21 having an inner diameter ID_PAt least 0.2 m. In fig. 2, the outer diameter OD of the pipe 21 of the pipe unit 12_PAt least the inner diameter ID of the receiver housing 14_R40% of (shown in FIG. 3).

In fig. 1, the receiver housing 14 further includes a hatch 20 to provide access to at least a portion of the bypass valve 10 in the receiver housing 14. Thus, a person can open the hatch to increase access to the bypass valve 10 of the guiding means 6, the first inlet 7 and a part of the duct unit 12. If more guiding devices 6 are arranged inside the receiver housing 14 so that personnel will have more access from more than one hatch 20 to all inlets 7, 8, outlets 9, ducts 21 and

valves

10, 16, 17, the receiver housing 14 may be provided with more hatches.

In fig. 3, the turbocharger 4 of the internal combustion engine system 1 is arranged side by side with respect to the exhaust gas receiver and parallel to the internal combustion engine 2.

In fig. 4 and 5, the internal combustion engine system 1 comprises two turbochargers 4, wherein each turbocharger 4 of the internal combustion engine system 1 is arranged side by side with respect to the exhaust gas receiver and parallel to the internal combustion engine 2 (not shown). For illustrative purposes only, a portion of the receiver housing 14 of the exhaust gas receiver 3 has been removed to show that the internal combustion engine system 1 comprises a directing device 6 which, in a first operating mode, controls the exhaust gas flow such that the exhaust gas is directly introduced into the turbocharger 4, and in a second operating mode controls the exhaust gas to be directed to NO before being directed to the turbocharger 4_xA reduction unit 5. The guiding means 6 comprises two first inlets 7 in fluid communication with the exhaust gas receiver 3, with NO_xA second inlet 8 and two outlets 9 of the reduction unit 5 (not shown) in fluid communication, each outlet 9 being in fluid communication with one turbocharger 4. The guiding means 6 further comprises a pipe unit 12 connecting the first inlet 7, the second inlet 8 and the outlet 9. The guiding arrangement further comprises two bypass valves 10, each having a valve element 11 for closing and opening the first inlet 7. The guiding means further comprises a first reaction valve 16 arranged in fluid communication with the second inlet 8 for controlling the exhaust gas from NO_xThe reduction unit 5 leads to a guiding device 6. The internal combustion engine system 1 further comprises a second reaction valve 17 arranged in fluid communication with an aperture 18 in the receiver housing 14 for allowing exhaust gases to pass to NO_x A reduction unit 5.

The pipe unit 12 of fig. 4 and 5 is not made separately from a pipe, but partly as a compartment in the receiver housing 14. Thus, the pipe unit 12 is defined in part by a portion of the reactor shell 14.

Thus, the pipe unit 12 means a unit consisting of a pipe, a plate, a part of the reactor shell and any combination thereof.

NO_xThe reduction unit 3 comprises one or more catalytic reactors and one or more catalytic reactor housings having a volume of at least 200 litres. NO_xThe reduction unit may further comprise a reductant supply unit comprising means for supplying NO with reductant_xWaste gas or waste in reduction unitsGas introduction of NO_xA dosing unit for dosing a certain amount of reducing agent to the exhaust gas before the reduction unit.

Additionally, the internal combustion engine system may also include a heat exchanger, such as a boiler. Internal combustion engines may be powered by fuels having a sulfur content of at least 0.05%. The engine may be a large two-stroke engine or a large turbocharged two-stroke engine 1 of the crosshead type.

Although the invention has been described above in connection with preferred embodiments of the invention, it will be evident to a person skilled in the art that various modifications may be envisaged without departing from the invention as defined by the appended claims.

Claims

1. An internal combustion engine system (1) comprising:

-an internal combustion engine (2) generating exhaust gases, and

-an exhaust gas receiver (3) having a receiver housing (14) for receiving exhaust gas,

-a turbocharger (4),

-a NOx reduction unit (5) in fluid connection with the exhaust gas receiver (3) for receiving and purifying the exhaust gas, and

-a guiding device (6) for controlling the exhaust gases before they enter the turbocharger, the guiding device (6) comprising:

-a first inlet (7) in fluid communication with the exhaust gas receiver (3),

-with said NO_xA second inlet (8) in fluid communication with the reduction unit (5),

-an outlet (9) in fluid communication with the turbocharger (4),

-a pipe unit (12) connecting the first inlet (7), the second inlet (8) and the outlet (9),

-a bypass valve (10) having a valve element (11) for closing and opening the first inlet (7), and

-a first reaction valve (16) arranged in fluid communication with the second inlet (8) for controlling the NO from the second inlet_xAn exhaust gas passage from the reduction unit (5) to the guide means (6),

characterized in that the first inlet (7), the valve element (11) and a part of the pipe unit (12) are arranged in the receiver housing (14).

2. An internal combustion engine system (1) according to claim 1, wherein the bypass valve (10) comprises a control unit (15) to control the valve element (11) to open or close the first inlet, the control unit (15) being arranged at least partly outside the receiver housing (14).

3. An internal combustion engine system (1) according to claim 1 or 2, wherein the conduit unit (12) comprises a first conduit portion (33) and a second conduit portion (34), the first conduit portion (33) being arranged at an angle (a) to the second conduit portion (34) and being connected to the second conduit portion (34) by a connection (35).

4. An internal combustion engine system (1) according to claim 3, wherein the connection (35) is arranged inside the receiver housing (14).

5. An internal combustion engine system (1) according to claim 1 or 2, further comprising a second reaction valve (17) arranged in fluid communication with an aperture (18) in the receiver housing (14) to allow passage of exhaust gases to the NO_xA reduction unit (5).

6. An internal combustion engine system (1) according to claim 1 or 2, wherein the guiding means (6) further comprises a third inlet (30) in fluid communication with a scavenging air receiver (19).

7. The internal combustion engine system (1) according to claim 1 or 2, wherein the pipe unit (12) of the guiding device (6) comprises an Inner Diameter (ID)_P) A pipe (21) of at least 0.5 m.

8. An internal combustion engine system (1) according to claim 1 or 2, wherein the turbocharger (4) is arranged behind with respect to the internal combustion engine (2).

9. The internal combustion engine system (1) according to claim 1 or 2, wherein the guiding device (6) comprises a support (22) arranged inside the receiver housing (14) to support the guiding device (6) in the receiver housing (14).

10. The internal combustion engine system (1) of claim 1 or 2, wherein the receiver housing (14) has a first opening (23) to receive the NO_x-providing fluid communication between a reduction unit (5) and the second inlet (8) of the guiding device (6), and wherein the receiver housing (14) has a second opening (24) to provide fluid communication between the outlet (9) of the guiding device (6) and the turbocharger (4).