GB1603575A

GB1603575A - Internal combustion engine having two-stage turbo-supercharging

Info

Publication number: GB1603575A
Application number: GB18000/78A
Authority: GB
Original assignee: Sulzer AG; Gebrueder Sulzer AG
Current assignee: Sulzer AG
Priority date: 1977-05-05
Filing date: 1978-05-05
Publication date: 1981-11-25
Also published as: IT1095747B; CH620969A5; JPS53139012A; DK175278A; FR2389764A1; IT7822961A0; SE7804797L; DE2721314B2; DE2721314A1; NL7804765A

Abstract

In the said internal combustion engine the turbocharger for the second stage (22) is arranged on a box-shaped carrier structure (30) located on the housing of the internal combustion engine. This carrier structure is designed for the ducting of charging air flows separated from one another. In this way an advantageous ducting can in particular be achieved between the two turbochargers (12, 22), it being possible to lead an air line (18) from the turbocharger of the first stage (12) to the turbocharger of the second stage (22) and an exhaust line (24) from the turbocharger of the second stage (22) to the turbocharger of the first stage (12) essentially parallel to one another and on the same side of the internal combustion engine. One side of the internal combustion engine consequently remains freely accessible for maintenance and servicing. <IMAGE>

Description

(54) AN INTERNAL COMBUSTION ENGINE HAVING TWO-STAGE TURBO SUPERCHARGING (71) We, SULZER BROTHERS LI MITED, a Company organised under the laws of Switzerland, of Winterthur, Switzerland, do hereby declare this invention, for which we pray that a patent may be granted to us and the method by which it is to be performed, to be particularly described in and by the following statement: This invention relates to an internal combustion engine having two-stage turbosupercharging.

In internal combustion engines, more particularly diesel engines, having two-stage turbo-charging, the arrangement of the piping for the second-stage turbo-charger gives rise to difficulties particularly in providing for the passage of the air from the first-stage turbo-charger to the second-stage turbocharger, and in taking the compressed air from the second-stage turbo-charger through a supercharging air cooler and then to the engine. In the conventional type of construction, there are frequently large pipe junctions and pipe bends which occupy a considerable amount of space and give rise to assembly difficulties. There are also problems in respect of fixing the secondstage turbo-charger on the engine housing, because the said pipe junctions and bends make this difficult.

The object of the invention is to alleviate these disadvantages.

Accordingly the present invention provides an internal combustion engine having means for two-stage turbo-charging, in which the second-stage turbo-charger is mounted on a box-like supporting structure carried on the engine housing structure, the supporting structure having two separate passages therein for supercharging air flow to pass therethrough.

This provides for an advantageous run of piping between the two turbo-chargers, the air pipe from the first-stage turbo-charger to the second-stage turbo-charger and the pipe for engine exhaust gases from the secondstage turbo-charger to the first-stage turbocharger extending substantially parallel to one another and along one side of the engine. The other side of the engine is thus freely accessible for maintenance and servicing.

In order to promote a fuller understanding of the above and other aspects of the present invention, an embodiment will now be described, by way of example only, with reference to the accompanying drawings in which: Figure 1 is a front elevation of an in-line diesel engine with two-stage supercharging, the first and second stage turbo-chargers being disposed at respective ends of the diesel engine and being interconnected by air and exhaust gas pipes.

Figure 2 is a plan view of the diesel engine according to Figure 1, Figure 3 is a side elevation of the diesel engine according to Figure 1 showing the second-stage turbo-charger, the provision of another similar diesel engine being additionally shown diagrammatically, Figure 4 shows the supporting structure for the second-stage turbo-charger, and, Figure 5 is a section on the line V-V through the supporting structure shown in Figure 4, an attached supercharging air cooler also being shown diagrammatically.

The drawings show an 8-cylinder in-line diesel engine 10, 11, which comprises a first-stage turbo-charger 12, which is connected via air pipe 14, charge air cooler 16, air pipe 18 and air pipe 20, to the secondstage turbo-charger 22. The first-stage turbo-charger is fed with combustion exhaust gas from the engine to drive it via pipe 24.

From the second-stage turbo-charger 22, the compressed air is taken via pipe 26 and a second charge air cooler 28 through a support structure 30 embodying the invention and fed to the individual engine cylin ders via pipe 32 with appropriate branches.

The drive turbine stage of turbo-charger 12 has been given reference 34 (Figure 2) while the corresponding drive turbine stage of turbo-charger 22 has the reference 35. The corresponding compressor stages are denoted by references 36 and 37. The second charge air cooler 28 is fitted directly to and communicates with the support structure 30.

The support structure 30 (Figures 4 and 5) carried on the engine housing is substantially box-shaped and has a through passage 40 and a second passage formed by a cavity 42, open to the front through an aperture 44 and open to the rear through an aperture 45.

Cavity 42 is separated from cavity 40 by a partition wall 46 (see Figure 5). For the purposes of mounting the second-stage turbo-charger 22, the box-shaped supporting structure 30 also has a platform 47. Flanges 48 and 49 at each end of the passage 40 are used to fix appropriate pipe connections.

The directions of the flow of the air through the cavity 42 and passage 40 supporting structure 30, and in particular to the charge air cooler 28 fitted to it, are denoted by arrows 50-53.

The turbo-charger system described above operates as follows: Turbo-charger 12 takes in air in the direction of arrow 55 and compresses it in its compressor stage 36, whereupon the air is taken in the direction of arrows 56, 57, 58, 59, 60, 61 through the air pipes 14, charge air cooler 16, and air pipe 18, and through the passage 40 of the box-shaped supporting structure 30, and fed in the direction of arrow 62 to the compressor stage 37 of the second-stage turbo-charger 22, whereafter it passes in the direction of arrow 64 through the second charge air cooler 28 and the box-shaped supporting structure 30, i.e.

through the cavity 42 and the opening 44, and then fed in the direction of arrow 66 to the engine cylinders.

The combustion exhaust gases from the engine cylinders are fed in the direction of arrows 71, 72, 73 to the turbine stage 35 of the second-stage turbo-charger 22 by means of the engine exhaust gas pipes 68, 70, and then fed via pipe 24 in the direction of arrows 74 and 76 to the turbine stage 34 of the first-stage turbo-chrger 12, and then to an exhaust receiver (not shown) in the direction of arrow 78.

WHAT WE CLAIM IS: 1. An internal combustion engine having means for two-stage turbo-charging, in which the second-stage turbo-charger is mounted on a box-like supporting structure carried on the engine housing structure, the supporting structure having two separate passages therein for supercharging air flow to pass therethrough.

2. An internal combustion engine as claimed in Claim 1, in which the supporting structure is in the form of a hollow member and said passages are separated by an internal partition.

3. An internal combustion engine as claimed in Claim 1 or 2, in which said passages are arranged in directions extending transversely of one another.

4. An internal combustion engine as claimed in Claim 3, in which one of said supercharging air flows is in a direction which extends transversely of the longitudinal direction of the engine.

5. An internal combustion engine as claimed in any preceding claim including a charge air cooler fitted directly to the supporting structure in communication with one of said passages, the second-stage turbo-charger feed air pre-compressed in the first-stage turbo-charger being fed in the other of the passages in the supporting structure, and the outlet air from the second-stage turbo-charger being fed through the charge air cooler, through said one of the passages in the supporting structure and then to the engine.

6. An in-line internal combustion engine as claimed in Claim 5, in which the first and second stage turbo-chargers are disposed at opposite ends of the engine substantially transversely of the longitudinal direction of the engine, the charge air pipe from the first-stage turbo-charger to the second-stage turbo-charger and the engine exhaust gas pipe from the second-stage turbo-charger to the first-stage turbocharger extending substantially parallel to one another and along one side of the engine.

7. An internal combustion engine substantially as herein described with reference to the accompanying drawings.

**WARNING** end of DESC field may overlap start of CLMS **.

Claims

**WARNING** start of CLMS field may overlap end of DESC **. ders via pipe 32 with appropriate branches. The drive turbine stage of turbo-charger 12 has been given reference 34 (Figure 2) while the corresponding drive turbine stage of turbo-charger 22 has the reference 35. The corresponding compressor stages are denoted by references 36 and 37. The second charge air cooler 28 is fitted directly to and communicates with the support structure 30. The support structure 30 (Figures 4 and 5) carried on the engine housing is substantially box-shaped and has a through passage 40 and a second passage formed by a cavity 42, open to the front through an aperture 44 and open to the rear through an aperture 45. Cavity 42 is separated from cavity 40 by a partition wall 46 (see Figure 5). For the purposes of mounting the second-stage turbo-charger 22, the box-shaped supporting structure 30 also has a platform 47. Flanges 48 and 49 at each end of the passage 40 are used to fix appropriate pipe connections. The directions of the flow of the air through the cavity 42 and passage 40 supporting structure 30, and in particular to the charge air cooler 28 fitted to it, are denoted by arrows 50-53. The turbo-charger system described above operates as follows: Turbo-charger 12 takes in air in the direction of arrow 55 and compresses it in its compressor stage 36, whereupon the air is taken in the direction of arrows 56, 57, 58, 59, 60, 61 through the air pipes 14, charge air cooler 16, and air pipe 18, and through the passage 40 of the box-shaped supporting structure 30, and fed in the direction of arrow 62 to the compressor stage 37 of the second-stage turbo-charger 22, whereafter it passes in the direction of arrow 64 through the second charge air cooler 28 and the box-shaped supporting structure 30, i.e. through the cavity 42 and the opening 44, and then fed in the direction of arrow 66 to the engine cylinders. The combustion exhaust gases from the engine cylinders are fed in the direction of arrows 71, 72, 73 to the turbine stage 35 of the second-stage turbo-charger 22 by means of the engine exhaust gas pipes 68, 70, and then fed via pipe 24 in the direction of arrows 74 and 76 to the turbine stage 34 of the first-stage turbo-chrger 12, and then to an exhaust receiver (not shown) in the direction of arrow 78. WHAT WE CLAIM IS:

1. An internal combustion engine having means for two-stage turbo-charging, in which the second-stage turbo-charger is mounted on a box-like supporting structure carried on the engine housing structure, the supporting structure having two separate passages therein for supercharging air flow to pass therethrough.