CN1791738A - 用于内燃机的涡轮压缩机*** - Google Patents

用于内燃机的涡轮压缩机*** Download PDF

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CN1791738A
CN1791738A CNA2004800132240A CN200480013224A CN1791738A CN 1791738 A CN1791738 A CN 1791738A CN A2004800132240 A CNA2004800132240 A CN A2004800132240A CN 200480013224 A CN200480013224 A CN 200480013224A CN 1791738 A CN1791738 A CN 1791738A
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turbine
compressor
blade
impeller
turbo
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拉尔斯·松丁
马格努斯·伊辛
塞巴斯蒂安·克劳舍
佩尔·安德松
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Abstract

本发明涉及一种用于内燃机(10)的涡轮增压器单元(18)，该内燃机至少有一个用于将废气从发动机的燃烧室(11)中引导出去的排气管(15、16)，并且至少有一个用于给所述燃烧室供应空气的进气管(12)。该涡轮增压器单元包括与压缩机(19)相互作用的涡轮(17)，用于从发动机的废气流中提取能量，并给发动机的进气增压。压缩机(19)是径向式的，设置有叶轮，该叶轮有后掠叶片(35)，沿出口切线方向根部截面和顶端截面之间的叶片中心线的假想延长线和连接叶轮中心轴与叶片外尖端的线(36)之间的叶片角(βb2)至少为大约45°。驱动压缩机(19)的涡轮(17)是径流式的。

Description

用于内燃机的涡轮压缩机***
技术领域
本发明涉及一种用于内燃机的涡轮增压器单元，该内燃机至少有一个排气管，用于将废气从发动机的燃烧室中引导出去，至少有一个进气管，用于给所述燃烧室供应空气。该涡轮增压器单元包括与压缩机相互作用的涡轮，用于从发动机的废气流中提取能量，并给发动机的进气增压。
背景技术
涉及用于给柴油型内燃机增压的涡轮增压器***的现有技术，特别是用于重型车辆，通常包括由单级涡轮驱动的单级压缩机，这两者都是径流式的。
适合于工作容积为6到20升的柴油机的增压器，在稳态工况下，其效率通常在50％和60％之间(ηcompressor·ηmechanical·ηturbine)。在现有的柴油机中，高效率的好处不如将来需要更高进气压力的发动机。对增压有增大的需求的***的实例是用于降低氮氧化合物排放的废气再循环，或是拥有进气门可变控制的***。
稳态工况下效率高于60％的涡轮增压器***，提供了符合未来发动机环保和经济性要求的更大的可能性。此前，对于柴油机的环境要求通常导致效率的削弱，从而意味着燃油能源更加没有被充分利用。
现代的叶轮通常设置有后掠的叶片，叶片沿出口切线方向在根部截面和顶端截面之间的中心线的假想延长线和连接叶轮中心轴与叶片外尖端的直线之间的叶片角βb2小于35°。
涡轮增压器中使用的径流式涡轮通常在涡轮叶片之间设有扇形切口(如图4所示)来减小涡轮叶轮质量，这会改善瞬态响应，也就是说增大了涡轮叶轮对增加的废气流起作用的能力。由于扇形切口消除了涡轮叶轮边缘的材料而降低了极惯性矩，使得对于发动机来说更快速的增加转速成为可能。然而，由于在涡轮叶片的外端从加压端到吸入端的气流泄漏，扇形切口对于涡轮的效率有负面的影响。另一个在涡轮上设置扇形切口的原因是为了减小由于起动、停车和负荷改变期间的温度不均匀而导致的压力。在大直径叶轮中温度分布不均匀的问题更大。
增大压缩机的叶片角βb2的缺点在于对于相同的压力比，外缘速度增大，从而叶轮中的压力增大。这就意味着需要更高强度特性的材料。比如，现有的铸铝叶轮和转轮可以用贵很多的铸造并经机械加工的铝或钛元件代替。
发明内容
因此本发明的目的在于生产一种涡轮增压器单元，在瞬态响应和效率方面都有好的特性。
依据本发明这个目设计的用于内燃机的涡轮增压器单元，至少有一个排气管，用于将废气从发动机的燃烧室中引导出去，并且至少有一个进气管，用于给所述燃烧室供应空气；该涡轮增压器单元包括与压缩机相互作用的涡轮，用于从发动机的废气流中提取能量，并给发动机的进气增压，其特征在于，压缩机是径向式(离心式)的，设置有叶轮，该叶轮有后掠的叶片，沿出口切线方向在根部截面和顶端截面之间的叶片中心线的假想延长线和连接叶轮中心轴与叶片外尖端的直线之间的叶片角βb2至少为大约45°，并且驱动压缩机的涡轮是径流式的。由于涡轮增压器的这种设计，可以保持高的效率，同时改善瞬态响应。
增大压缩机的叶片角βb2导致，对于给定的转速，压力增量会下降。为了弥补这个，需要更高的速度或更大的叶轮直径。然而，一个意外的效果是，用于压缩机结构的最佳转速比为了保持压力增大所需要的转速增加的快，从而正好可以减小直径。
这可以从图表1和2中看出，图表1为叶轮的功系数h0/U2与叶片角βb2之间的函数关系，其中h0是焓增量，U是叶轮外缘速度。比如叶片角βb2从45°增大到55°，意味着功系数下降了大约5％。假定效率不变，为了保持压力比，外缘速度U必须因此而增加大约2.5％(v1.05＝1.025)。
图表1：
图表2为效率与比转速Ns和叶片角βb2之间的函数关系，从图表2中可以很快读出最佳转速。比转速Ns在这里定义为Ns＝ω·√V/(Had)3/4，其中ω＝角速度，V＝入口容积流量，Had＝绝热焓增量(＝Cp·T0，in·((压力比)((k-1)/k)-1))。从图表2中可以看出，在容积流量、压力比和入口条件不变的情况下，当叶片角βb2从45°增大到55°时，最佳Ns增大了大约4％，从而转速增大了大约4％。
图表2：
Figure A20048001322400061
用于驱动压缩机的径流式涡轮至少可以对应于压缩机更高的转速而减小其直径，这导致极惯性矩变小。另一种改善的可能性是减少或消除扇形切口。这意味着效率增加了，这本身意味着可以使用更小的直径。
本发明有利的说明性的实施例出现在下面的从属专利权利要求中。
使用在两级涡轮***中所描述的涡轮增压器的优点在于，每个涡轮增压器的压力增加较小，从而转速较低。在这种情况下，尽管有大的后倾角(βb2)，也可以使用现有的材料。
附图说明
以下将参考附图中所示的说明性实施例，更加详细的说明本发明，其中
图1为拥有两级涡轮增压器***的内燃机示意图；
图2为通过涡轮增压器***中的两级涡轮增压器的纵向剖面图；
图3为用于本发明涡轮增压器单元的叶轮的部分剖开的平面图；以及
图4为高压涡轮中涡轮叶轮的平面图。
具体实施方式
本发明主要是应用于柴油机的两级增压***中，所述柴油机具有6到约20升的工作容积，特别是应用于重型车辆，比如卡车、公共汽车和施工机械。增压***的特征在于它提供了比现有***更有效的增压作用。该增压作用在中间冷却的两个串联的径向式压缩机(离心式压缩机)的两级中进行。作为低压压缩机的第一级压缩机由轴流式低压涡轮驱动。作为高压压缩机的第二级压缩机由径流式高压涡轮驱动。
图1所示为有六个发动机气缸11的发动机缸体10，该气缸11以传统的方式与进气歧管12和两个独立的排气歧管13、14连接。每个进气歧管接收三个气缸排出的废气。废气通过独立的管道15、16传递到高压涡轮单元18中的涡轮17，该高压涡轮单元18包括与涡轮17同轴设置的压缩机19。
废气通过管道20向前传递到低压涡轮单元22中的涡轮21，该低压涡轮单元22包括与涡轮21同轴设置的压缩机23。最后，废气通过管道24向前传递到发动机的排气***，该排气***可以包括废气后处理单元。
过滤后的空气被允许通过管道25进入发动机，并传递到低压涡轮单元22的压缩机23。管道26向前引导进入的空气通过第一中冷器27传递到高压涡轮单元18的压缩机19。在两级中经过中间冷却之后，进入的空气通过管道28向前传递到第二中冷器29，之后，进入的空气通过管道30到达进气歧管12。
在图2中更详细的显示了涡轮增压器***，图中双蜗管入口15、16连接到高压涡轮17，每个蜗管入口通过进气导向叶片17a提供给涡轮一半气流量。高压涡轮17为径流式，通过中间管道20连接到低压涡轮21。
高压涡轮17和高压压缩机19一起设置在轴31上。低压涡轮21相应的与低压压缩机23一起设置在轴32上。
高压涡轮依据说明的本发明设计，由带有大后掠角叶片的高压压缩机组成，以下将参考图3说明该叶片。
从图3中可以看出，叶片35沿根部截面和顶端截面之间中心线在出口切线方向的假想延长线和连接叶轮中心轴与叶片外尖端的线(点划线)36之间的叶片角βb2至少为大约45°，至少大约50-55°较为合适。市场上可获得的涡轮压缩机的叶片角βb2在大约25到大约35°之间。测试依据本发明的涡轮增压器***显示，将叶片角增大到至少大约45°是有利的。这种叶片角增大的影响主要在于，在给定的压力比下，与涡轮连接的叶轮可以以更高的转速旋转。这种速度上的增大意味着涡轮叶轮的直径可以减小，从而涡轮叶轮的质量惯性也可以减小。这种增大的次要影响在于，在质量惯性减小时，发动机的瞬态响应也得到改善，这意味着涡轮叶轮可以更容易的加速到有效速度范围。压缩机的效率也增加了，其它的，由于沿叶片加压侧和吸入侧之间的速度差值降低，导致更小的二次流，从而降低了损失，并且由于转子出口流速的降低，导致接下来的扩压件中的损失降低了。
为了使压力增长最优化，两个压缩机都在各自的叶轮的下游设置导向叶片。这种扩压件有利的为LSA(低稠度翼面)型，这意味着其是带有按空气动力学设计的叶片的扩压件，叶片长度与进口圆周方向上叶片之间的间距(节距)成一定的比例，该比例在0.75-1.5范围内。这种类型扩压件的特征在于，它不像带有长叶片的传统扩压件那样多的限制压缩机可能的工作范围(压力比和容积流量的结合)。
出口扩压件37位于低压涡轮21之后，用于恢复来自涡轮的动态压力。扩压件伸进废气收集器38，该废气收集器将废气导出到排气管24。
如图4所示，驱动高压压缩机19的高压涡轮17是径流式的，带有涡轮叶轮，在转速相对较高的情况下，该涡轮叶轮直径制造的较小。这使得可以避免涡轮叶轮轮毂40中的切口39，在这类涡轮中根据现有工艺水平通常会使用这种切口(已知的扇形缺口)。这些切口39如图4中的虚线所示，只是为了说明了现有的工艺水平。由于不要求这些切口，涡轮叶轮可以更有效的工作而获得更高的整体效率。
本发明并不受上述示例性实施例的限制，更多的变化和修改可以看作是在以下专利权利要求的范围之内。比如，依据本发明的涡轮增压器单元是与具有两级涡轮增压的六缸柴油机连接的，但是本发明也可以应用于所有不同的活塞发动机，从一缸到一缸以上，为两冲程或四冲程。本发明也可以应用于船用发动机和不同于上述工作容积的发动机。高压涡轮17可以没有进气导向叶片，或者另一种选择是，可以设置有固定的或几何上可旋转进气导向叶片17a。

Claims (7)

1.一种用于内燃机(10)的涡轮增压器单元(18)，该内燃机具有至少一个用于将废气从发动机的燃烧室(11)中引导出去的排气管(15、16)，以及至少一个用于给所述燃烧室供应空气的进气管(12)，该涡轮增压器单元包括与压缩机(19)相互作用的涡轮(17)，用于从发动机的废气流中提取能量并给发动机的进气增压，其特征在于：压缩机(19)是径向式的，设置有叶轮，该叶轮有后掠叶片(35)，沿出口切线方向在根部截面和顶端截面之间的叶片中心线的假想延长线和连接叶轮中心轴与叶片外尖端的线(36)之间的叶片角(βb2)至少为大约45°，并且驱动压缩机(19)的涡轮(17)是径流式的。
2.根据权利要求1所述的涡轮增压器单元，其特征在于：所述叶片角(βb2)至少为大约45°。
3.根据权利要求1所述的涡轮增压器***，其特征在于：所述叶片角(βb2)至少为大约55°。
4.根据权利要求1至3所述的涡轮增压器***，其特征在于：所述压缩机设置有LSA型即低稠度翼面型的扩压件。
5.根据权利要求1至4中任一个所述的涡轮增压器***，其特征在于：所述径流式涡轮制造有不带切口的轮毂。
6.根据权利要求1至4中任一个所述的涡轮增压器***，其特征在于：所述径流式涡轮制造有带切口的轮毂，该切口的最大径向深度相当于叶轮直径的5％。
7.根据权利要求1至6中任一个所述的涡轮增压器***，其特征在于：所述涡轮增压器用于具有两级增压的涡轮***，其压缩机和涡轮串联布置。
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CN115962154A (zh) * 2023-03-17 2023-04-14 潍柴动力股份有限公司 过渡段子午流道在机匣侧变窄的压气机、发动机和汽车

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