US20070062187A1 - Turbocharged compression ignition engine - Google Patents
Turbocharged compression ignition engine Download PDFInfo
- Publication number
- US20070062187A1 US20070062187A1 US10/528,819 US52881903A US2007062187A1 US 20070062187 A1 US20070062187 A1 US 20070062187A1 US 52881903 A US52881903 A US 52881903A US 2007062187 A1 US2007062187 A1 US 2007062187A1
- Authority
- US
- United States
- Prior art keywords
- housing
- turbocharger
- fluid
- inlet
- outlet
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/045—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly
- F02B29/0475—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly the intake air cooler being combined with another device, e.g. heater, valve, compressor, filter or EGR cooler, or being assembled on a special engine location
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/12—Turbo charger
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/12—Arrangements for cooling other engine or machine parts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/16—Other safety measures for, or other control of, pumps
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
A component for a turbocharger (12) includes a housing (14) defining a chamber (16) for a predetermined part of the turbocharger (12). A jacket (24) surrounds the housing (14) and is arranged in a spaced relationship relative to an outer surface (26) of the housing (14) to define a fluid path (28) about the outer surface of the housing (14). The fluid path (28) has a fluid inlet (30) and a fluid outlet (32). This allows the turbocharger component to remain cooler. Also there is defined a flame trap (34) having an housing (36) which is double skinned (inner skin 46 and outer skin 48) forming a fluid flow path (52), having fluid inlet (50) and fluid outlet (54). The flame trap (34) is configured to engage the air outlet (22) of the turbocharger (12) and also engage the inlet of an after cooler (44).
Description
- This invention relates to a turbocharged compression ignition engine. More particularly, the invention relates to components for a turbocharged compression ignition engine and to a compression ignition engine including such components.
- Mining environments are clearly hazardous environments where extreme safety precautions must always be considered and upgraded. Of particular importance, are the safety measures designed with regard to the combustibility of the material being mined. Any object brought into a mine can either create a spark or simply heat up to temperatures above a critical ignition temperature which can cause explosions. This is a serious problem within coal mines, in particular, since coal dust can spontaneously ignite at temperatures of about 160° C. to 170° C. This means that any object introduced into the mines must not emit flames or sparks and surfaces must remain well below critical temperatures.
- Heavy machinery is used throughout the mining industry to move materials around the mines, in particular LHD (Load Haul Dump) machines. These machines require a great deal of power to move heavy loads. Ideally turbocharged engines should be used since they increase the amount of power in comparison with a naturally aspirated engine of similar capacity without suffering a significant fuel consumption disadvantage.
- However, turbochargers of compression ignition engines have surface temperatures in excess of 150° C. and as a result temporary measures have been implemented on and around ‘hot spots’ to reduce the surface temperature of the turbochargers and increase safety measures. As a consequence of the unreliable nature of this temporary method, non-turbocharged engines have been traditionally used since their surface temperatures remain below the critical temperatures, although they continue to remain inefficient in light of the present technology.
- In addition to the problems associated with the surface temperatures of the turbocharger, flames or sparks emitted from the engines or occurring within the engine itself, also present a potential danger. As a result, flame traps are positioned within the engine system to arrest the transmission of flames.
- At present, the arrangement is such that the flame traps are situated at the inlet of the turbocharger so that the aftercooler is situated directly off the turbocharger at a right angle. This arrangement does not optimise the space constraints within the engine and furthermore the arrangement of the flame trap, turbocharger and aftercooler do not optimise fluid flow rates within the system. Thus there is a need for improved methods to increase the efficiency and safety of the turbocharged compression ignition engine.
- According to a first aspect of the invention, there is provided a component for a turbocharger, the component including;
- a housing defining a chamber for a predetermined part of the turbocharger; and
- a jacket surrounding the housing, the jacket being arranged in a spaced relationship relative to an outer surface of the housing to define a fluid path about said outer surface of the housing, the fluid path having a fluid inlet and a fluid outlet.
- A preferred embodiment may comprise the fluid path having the fluid outlet situated at a furthermost position from the fluid inlet, so that, in use, the effect of the cooling fluid is maximised since it covers a larger portion of the outer surface of the housing and hence increases the efficiency of the cooling arrangement.
- The housing may be a compressor housing of the turbocharger and may have an air inlet for receiving uncompressed air and an air outlet for discharging compressed air to an engine.
- The jacket may be of aluminium and may be attached to the housing by welding by appropriate choice of welding techniques.
- The invention extends also to a turbocharger having a component as described above.
- According to a second aspect of the invention, there is provided a flame trap housing for a flame trap of a compression ignition engine, the housing having an inlet configured to engage an air outlet of a turbocharger and an outlet configured to engage an inlet of an inlet after-cooler, the housing being double skinned, having an inner skin defining a flame trap compartment and an outer skin arranged in a spaced relationship relative to the inner skin, to define a fluid path for the flow of a cooling fluid about the inner skin of the housing.
- The housing may define a cooling fluid inlet and a cooling fluid outlet of the fluid path. Further, the cooling fluid outlet may be situated at a furthermost position on the housing relative to the cooling fluid inlet so that, in use, the effect of the cooling fluid is maximised since it traverses a larger portion of the inner skin of the housing and hence increases the efficiency of the cooling arrangement.
- According to a third aspect of the invention there is provided a fluid input assembly for a compression ignition engine, the assembly including
- a turbocharger;
- a flame trap, as described above, connected to an outlet of the turbocharger; and
- an inlet after-cooler connected to an outlet of the flame trap.
- The turbocharger may include a component as described above. The fluid outlet of the jacket of the compressor housing may be in fluid communication with the cooling fluid inlet of the flame trap housing.
- The invention extends still further to a compression ignition engine including a fluid input assembly as described above.
- The invention is now described by way of example with reference to the accompanying drawings in which:
-
FIG. 1 shows a side view of a fluid input assembly, in accordance with an aspect of the invention, for a compression ignition engine; -
FIG. 2 shows a plan view of the fluid input assembly; and -
FIG. 3 shows a side view of a fluid cooled turbocharged, compression ignition engine. - Referring initially to
FIGS. 1 and 2 of the drawings, an embodiment of a fluid input assembly for a turbocharged compression ignition engine arrangement is illustrated and is generally designated byreference numeral 10. - The
assembly 10 comprises aturbocharger 12 for a compression ignition engine 11 (FIG. 3 ). Theturbocharger 12 includes ahousing 14, in accordance with a first aspect of the invention, defining a chamber 16 for a predetermined part, more particularly, acompressor 18 of theturbocharger 12. Thecompressor 18 comprises a plurality of radially extending blades 18.1 which draws air through aninlet 20 and expels the resulting air through anoutlet 22. - The
assembly 10 further comprises aflame trap 34 having ahousing 36, also in accordance with an aspect of the invention and which will be described in greater detail below. - A
jacket 24 surrounding thehousing 14 of theturbocharger 12 is arranged in a spaced relationship relative to anouter surface 26 of thehousing 14 to define afluid path 28 about said outer surface of thehousing 14, thefluid path 28 having afluid inlet 30 and afluid outlet 32. - A preferred embodiment of the invention has the
fluid outlet 32 of thefluid path 28 situated at a furthermost position from thefluid inlet 30, so that, in use, the effect of the cooling fluid is maximised since it covers a larger portion of theouter surface 26 of thehousing 14 and hence increases the heat-exchange efficiency of the cooling arrangement generally indicated at 12. As thehousing 14 is substantially circular, this entails having the fluid inlet 30 and thefluid outlet 32 arranged in about diametrically opposed positions on thejacket 24. - The
housing 36 of theflame trap 34 has an inlet 38 configured to engage theoutlet 22 of theturbocharger 12 and anoutlet 40 configured to engage aninlet 42 of an inlet after-cooler 44. - The
housing 36 of theflame trap 34 is fluid cooled. Hence thehousing 36 is double skinned having aninner skin 46, an inner surface of which is in communication with aflame trap compartment 35, and anouter skin 48 arranged in spaced relationship relative to theinner skin 46 of thehousing 36 to form afluid path 52. Thefluid path 52 defines acooling fluid inlet 50 and acooling fluid outlet 54. A fluid trap element (not shown) is received in thecompartment 35. - A preferred embodiment of the
flame trap housing 36 comprises thefluid path 52 having thecooling fluid outlet 54 situated at a furthermost position from thecooling fluid inlet 50, so that, in use, the heat-exchange effect of the cooling fluid is maximised since it traverses a larger portion of theinner skin 46 of theflame trap housing 36 and hence increases the efficiency of the cooling arrangement. - In this embodiment of the invention, the
flame trap 34 includes abody portion 58 having afirst surface 60 and a spaced,second surface 62 and defining theflame trap outlet 40. Thehousing 36 has two parallel triangular side walls 64 and 66 (FIG. 2 ) extending from thesurface 60 of thebody portion 58. The walls 64, 66 are bridged by a bottom member 68, which extends from thesurface 60 of thebody portion 58. The flame trap inlet 38 is defined through the bottom member 68. An outer plate 70 defines an inlet to theflame trap compartment 35. - Furthermore, the
surface 62 of thebody portion 58 abuts the inlet after-cooler 44. Thebody portion 58 provides an attachment means for attaching theflame trap housing 36 to the inlet after-cooler 44 using, for example,bolts 72. - The
flame trap housing 36 acts as an elbow connecting theturbocharger 12 to the inlet after-cooler 44, and serves to trap any blow back from the compression ignition engine to inhibit escape of sparks. - In use, the
fluid input assembly 10 for the compression ignition engine 11 includes theturbocharger 12, theflame trap 34 connected to anoutlet 22 of the turbocharger and the inlet after-cooler 44 connected to an outlet 38 of thecompartment 35 of thehousing 36. - The
fluid path 28 of theturbocharger 12 is in fluid communication with thefluid path 52 of theflame trap housing 36. - Thus, cooling fluid enters the
assembly 10 through thefluid inlet 30 of theturbocharger 12, circulates through the coolingfluid path 28 and is discharged through thefluid outlet 32. Thefluid path 28 of theturbocharger 12 is coupled via a suitable conduit (not shown) to thefluid path 52 of theflame trap housing 36 so that thefluid outlet 32 of theturbocharger 12 discharges the cooling fluid to thefluid inlet 50 of theflame trap housing 36. The cooling fluid circulates through thefluid path 52 of thehousing 36 and is discharged through thefluid outlet 54 back into a cooling system of the engine 11. - The
fluid input assembly 10 is shown, in use, mounted on the compression ignition engine 11 inFIG. 3 of the drawings. The air is injected into theturbocharger 12 via theair inlet 20 from an inlet manifold 74. The compressed air is discharged from theturbocharger 12 via theoutlet 22 to theflame trap housing 36. The compressed air is then injected into the engine 11 via the inlet after-cooler 44. - The engine 11 is cooled by a
cooling system 76, having aradiator 78 and a coolingfan 80 which is controlled by afan motor 82. Cooling fluid circulating through thefluid input assembly 10 is fed back into thecooling system 76. - An advantage of the invention is that a
fluid input assembly 10 is provided which the applicant believes will operate at a temperature lower than the highest permitted temperature in adverse environments. This allows turbocharged compression ignition engines to be used in such environments. - It will be appreciated by persons skilled in the art that numerous variations and/or modifications may be made to the invention as shown in the specific embodiments without departing from the spirit or scope of the invention as broadly described. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive.
Claims (12)
1. A component for a turbocharger, the component including:
a housing defining a chamber for a predetermined part of the turbocharger; and
a jacket surrounding the housing, the jacket being arranged in a spaced relationship relative to an outer surface of the housing to define a fluid path about the outer surface of the housing, the fluid path having a fluid inlet and a fluid outlet.
2. The component according to claim 1 , in which the fluid path has the fluid outlet situated at a furthermost position on the housing from the fluid inlet.
3. The component according to claim 1 , in which the housing is a compressor housing of the turbocharger and has an air inlet for receiving uncompressed air and an air outlet for discharging compressed air to an engine.
4. The component according to claims 1, in which the jacket is of aluminium and is attached to the housing by welding.
5. A turbocharger including a component comprising a housing defining a chamber for a predetermined part of the turbocharger, and a jacket surrounding the housing, the jacket being arranged in a spaced relationship relative to an outer surface of the housing to define a fluid path about the outer surface of the housing, the component having a fluid inlet and a fluid outlet.
6. A flame trap housing for a flame trap of a compression ignition engine, the housing having an inlet configured to engage an air outlet of a turbocharger and an outlet configured to engage an inlet of an inlet after-cooler, the housing being double skinned, having an inner skin defining a flame trap compartment and an outer skin arranged in a spaced relationship relative to the inner skin, to define a fluid path for the flow of a cooling fluid about the inner skin of the housing.
7. The housing according to claim 6 , which defines a cooling fluid inlet and a cooling fluid outlet of the fluid path.
8. The housing according to claim 7 , in which the cooling fluid outlet is situated at a furthermost position on the housing relative to the cooling fluid inlet.
9. A fluid input assembly for a compression ignition engine, the assembly including:
a turbocharger;
a flame trap including a housing comprising an inlet connected to an air outlet of a turbocharger and an outlet configured to engage an inlet of an inlet after-cooler, the housing being double skinned and having an inner skin defining a flame trap compartment and an outer skin arranged in a spaced relationship relative to the inner skin, to define a fluid path for the flow of a cooling fluid about the inner skin of the housing; and
an inlet after-cooler connected to an outlet of the flame trap housing.
10. The assembly as claimed in claim 9 in which the turbocharger includes a component comprising a turbocharger housing defining a chamber for a predetermined part of the turbocharger; and a jacket surrounding the turbocharger housing, the jacket being arranged in a spaced relationship relative to an outer surface of the turbocharger housing to define a fluid path about the outer surface of the turbocharger housing, the component having a cooling fluid inlet and a cooling fluid outlet.
11. The assembly as claimed in claim 10 , in which the cooling fluid outlet of the turbocharger housing of the component is in fluid communication with a cooling fluid inlet of the housing of the flame trap.
12. A compression ignition engine which includes the fluid input assembly as claimed in claims 9.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/933,233 US7451598B2 (en) | 2002-09-25 | 2007-10-31 | Turbocharged compression ignition engine |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2002951688A AU2002951688A0 (en) | 2002-09-25 | 2002-09-25 | Turbocharged compression ignition engine |
AU2002951688 | 2002-09-25 | ||
PCT/AU2003/000484 WO2004029429A1 (en) | 2002-09-25 | 2003-04-23 | Turbocharged compression ignition engine |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/AU2003/000484 A-371-Of-International WO2004029429A1 (en) | 2002-09-25 | 2003-04-23 | Turbocharged compression ignition engine |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/933,233 Division US7451598B2 (en) | 2002-09-25 | 2007-10-31 | Turbocharged compression ignition engine |
Publications (1)
Publication Number | Publication Date |
---|---|
US20070062187A1 true US20070062187A1 (en) | 2007-03-22 |
Family
ID=28047441
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/528,819 Abandoned US20070062187A1 (en) | 2002-09-25 | 2003-04-23 | Turbocharged compression ignition engine |
US11/933,233 Expired - Lifetime US7451598B2 (en) | 2002-09-25 | 2007-10-31 | Turbocharged compression ignition engine |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/933,233 Expired - Lifetime US7451598B2 (en) | 2002-09-25 | 2007-10-31 | Turbocharged compression ignition engine |
Country Status (6)
Country | Link |
---|---|
US (2) | US20070062187A1 (en) |
CN (2) | CN101260826B (en) |
AU (1) | AU2002951688A0 (en) |
RU (1) | RU2005112005A (en) |
WO (1) | WO2004029429A1 (en) |
ZA (1) | ZA200502336B (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2142774A1 (en) * | 2007-03-30 | 2010-01-13 | Stephen Fletcher | Flame proof power pack |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102005039459B4 (en) * | 2005-08-20 | 2015-03-05 | Daimler Ag | Internal combustion engine with an exhaust gas turbocharger |
DE102006011797A1 (en) * | 2006-03-15 | 2007-09-20 | Man Nutzfahrzeuge Ag | Vehicle or stationary power plant with a supercharged internal combustion engine as the drive source |
CN101158307B (en) * | 2007-11-07 | 2010-06-02 | 奇瑞汽车股份有限公司 | Turbo-charger heat protecting equipment |
DE102008011257A1 (en) * | 2008-02-27 | 2009-09-10 | Continental Automotive Gmbh | Chilled turbine housing |
DE102010005824A1 (en) * | 2010-01-27 | 2011-07-28 | GM Global Technology Operations LLC, ( n. d. Ges. d. Staates Delaware ), Mich. | A liquid cooling system of an internal combustion engine charged by a turbocharger and method of cooling a turbine housing of a turbocharger |
JP5935677B2 (en) * | 2012-12-10 | 2016-06-15 | トヨタ自動車株式会社 | Turbine housing |
JP7228402B2 (en) * | 2019-02-18 | 2023-02-24 | 株式会社オティックス | Compressor housing for turbocharger and manufacturing method thereof |
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2002
- 2002-09-25 AU AU2002951688A patent/AU2002951688A0/en not_active Abandoned
-
2003
- 2003-04-23 CN CN2007101613493A patent/CN101260826B/en not_active Expired - Fee Related
- 2003-04-23 WO PCT/AU2003/000484 patent/WO2004029429A1/en active IP Right Grant
- 2003-04-23 CN CNB038230437A patent/CN100416061C/en not_active Expired - Fee Related
- 2003-04-23 US US10/528,819 patent/US20070062187A1/en not_active Abandoned
- 2003-04-23 RU RU2005112005/06A patent/RU2005112005A/en not_active Application Discontinuation
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2005
- 2005-03-18 ZA ZA200502336A patent/ZA200502336B/en unknown
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2007
- 2007-10-31 US US11/933,233 patent/US7451598B2/en not_active Expired - Lifetime
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Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2142774A1 (en) * | 2007-03-30 | 2010-01-13 | Stephen Fletcher | Flame proof power pack |
EP2142774A4 (en) * | 2007-03-30 | 2015-01-07 | Sandvik Mining & Constr Oy | Flame proof power pack |
Also Published As
Publication number | Publication date |
---|---|
AU2002951688A0 (en) | 2002-10-17 |
CN101260826A (en) | 2008-09-10 |
US7451598B2 (en) | 2008-11-18 |
US20080072594A1 (en) | 2008-03-27 |
WO2004029429A1 (en) | 2004-04-08 |
CN100416061C (en) | 2008-09-03 |
CN101260826B (en) | 2010-06-16 |
ZA200502336B (en) | 2006-05-31 |
CN1685136A (en) | 2005-10-19 |
RU2005112005A (en) | 2005-09-20 |
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