Abstract:
A turbocharged internal-combustion engine ( 10 ), with at least one high-pressure stage ( 20 ), with at least one low-pressure stage ( 30 ), which is arranged downstream of the high-pressure stage, with bypass piping ( 24   a,    24   b ) having pipe switch(es) ( 70, 71 ), and which connect the exhaust side ( 12 ) of the engine with the inlet side of the low-pressure turbine ( 31 ) with sensors for detection of the operating parameters of the engine. The high-pressure turbine ( 21 ) is continuously flowed through by at least a minimum exhaust mass flow so that it continually circulates, a central processing unit (CPU) is provided, into which signals of the sensors are fed, the CPU actuates the pipe switch ( 70, 71 ) in such a way that variable partial flows of the entire exhaust mass flow are distributed to the high-pressure turbine ( 21 ), to the low-pressure turbine ( 31 ) and optionally to the fresh air side of the engine, and namely in order to optimize the mode of operation of the engine with a view to achieving minimum fuel consumption and/or minimum pollutant emission.

Description:
RELATED APPLICATIONS 
     This application is a continuation of application Ser. No. 09/688,747 filed Oct. 16, 2000 now U.S. Pat. No. 6,378,308 allowed on Oct. 9, 2001, entitled “Turbocharged Internal Combustion Engine”, and a Continuation-In-Part Application of PCT Application No. PCT/EP99/02405 filed Apr. 9, 1999, entitled “Turbocharged Internal Combustion Engine”. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The invention relates to a turbocharged internal combustion engine, in particular a turbocharged internal combustion engine with at least one high-pressure and one downstream low-pressure stage, whose turbines are designed as single-flow or double-flow type, as well as with piping that connects the high pressure turbine on the inlet side to the exhaust side of the engine and the outlet side to the low-pressure turbine with at least one bypass channel lockable by means of a pipe switch connecting the exhaust side of the engine on the inlet side to the low-pressure turbine. 
     2. Description of the Related Art 
     On such an internal combustion engine with two-stage turbocharging disclosed in DE 195 14 572 A1, a high-pressure stage and a low-pressure stage are arranged in series in a turbocharger in the lower speed range of the internal combustion engine. The exhaust initially flows through the high-pressure turbine and then through the low-pressure turbine. The turbocharging air is first compressed by the low-pressure compressor and then by the high-pressure compressor and fed, after cooling in a heat exchanger, to the fresh-air side of the internal combustion engine. As the rotational speed of the internal combustion engine increases, a changeover can be made to single-stage compression exclusively in the low-pressure compressor in that the high-pressure turbine is completely bypassed by means of an exhaust-side pipe switch and, appropriately, the high-pressure compressor can be fully bypassed via a turbocharging-air-side pipe switch. 
     A disadvantage of such changeover turbocharging can be seen by the fact that in the event of frequently desired load and speed changes of the internal combustion engine, very often a changeover must be made between one-stage and two-stage mode of operation of the turbocharging unit. 
     Consequently, there may be a loss of traveling comfort, i.e. unsteady acceleration and braking power response. 
     A further internal combustion engine according to the preamble is disclosed in DE 39 03 563 C1. Here, too, a changeover is provided from two-stage to one-stage turbocharging. The changeover is affected by means of a pipe switch arranged between the outlet side and the high-pressure turbine. Thus losses in traveling comfort may occur here also. 
     The same problem is with DE 25 44 471 A1 which features an exhaust gas recirculation (EGR), because the pipe switch is arranged between the outlet side and the high-pressure turbine. A different type of EGR is disclosed in the U.S. Pat. No. 5,142,866, wherein the bypass is located downstream of the high pressure turbine. 
     SUMMARY OF THE INVENTION 
     The invention is based on the problem of providing an internal combustion engine which responds to fast load and speed changes without unsteady acceleration and braking power response. The turbocharging pressure is intended, in the case of acceleration—i.e. when the vehicle is to be accelerated—to build up rapidly and be capable of being adapted infinitely and variably to the engine requirements. 
     This problem is solved by the characteristics described below. 
     Through the characteristics according to the invention, specifically the following is achieved: 
     Because there is a continuously flow through the high-pressure turbine at least to a certain extent, and this flow circulates, it is ensured that in the case of acceleration a minimum turbocharging pressure exists and, in particular, the rotational speed of the HP rotor is at a favorable initial level. Furthermore, the individual exhaust mass flows can be supplied to the high-pressure turbine, the low-pressure turbine, or the fresh air side by the arrangements according to the invention with the help of the central processing unit and the pipe switch to the extent desired in each case, so that an optimization of the mode of operation of the engine can be made with respect to minimum fuel consumption and/or minimum pollutant emission. 
     With corresponding load and increasing rotational speed of the engine, a fast response of the high-pressure turbine is thus ensured in that the expansion work is shifted in the direction of the high-pressure turbine, i.e. through extensive closure of the bypass channel by means of a pipe switch, the largest portion of the exhaust flow is fed to the high-pressure turbine. If, at low load and with small exhaust mass flows, a low-consumption, small load and, above all, exhaust counter pressures are desired in this operating range, the expansion work of the exhaust can for the greater part take place in the low-pressure turbine and possibly by appropriate positioning of the pipe switch via the exhaust return, independently of the rotational speed of the engine by opening the bypass channel. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     Preferred embodiments of the invention are explained in the following sections with reference to the attached drawing. It shows: 
     FIG. 1 a  a flow diagram of the exhaust and fresh-air flow of a two-stage turbocharged diesel internal combustion engine with dual bypass run as preferred for diesel trucks, 
     FIG. 1 b  a flow diagram of the exhaust flow of a two-stage turbocharged diesel internal combustion engine with common bypass run, 
     FIG. 2 a flow diagram of the exhaust flow of a two-stage turbocharged diesel internal combustion engine with dual bypass run for twin-flow low-pressure turbines, 
     FIG. 3 a flow diagram of the exhaust and fresh-air flow according to FIG. 1 a  with low-pressure bypass unit, 
     FIG. 4 a flow diagram of the exhaust and fresh-air flow of a two-stage turbocharged diesel internal combustion engine in V shape, 
     FIGS. 5 and 6 represent a further diagram in which turbines with a variable geometry is used as a high-pressure turbines, 
     FIG. 7 a schematic diagram disclosing a particular bypass arrangement, 
     FIGS. 8-10 demonstrate how the 2-stage systems works in a preferred embodiment and how the whole compression ratio is divided by the LP- and the HP-stage, and 
     FIGS. 11-12 show a simplified flow diagram of the exhaust and fresh-air flow of a two-stage turbocharged diesel internal combustion engine with single bypass as preferred for automobiles. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Linked to a motor electronic system, which records the operating characteristics of the engine, such as rotational speeds, mass flows, turbocharging pressures and turbocharging air temperatures, the pipe switches can be controlled for a mode of operation that minimizes consumption or pollutants at any operating point of the engine. As a rule, a trade-off is required between minimal consumption and minimal pollutants. Depending on the ambient conditions, load state and rotational speed, a target-optimized splitting of the exhaust mass flow is made to the fresh air side, the high-pressure turbine, and the low-pressure turbine. 
     Further advantages can be seen in the fact that, due to the possible distribution of the exhaust flow, the operating lines run in the high-pressure and low-pressure compressor performance characteristics so that on the one hand a high compressor efficiency is reached, and on the other, pumping is virtually excluded under extreme conditions. 
     In a further embodiment of the invention, a bypass channel, which connects the internal combustion engine to the inlet side of the low-pressure turbine, is not absolutely required. Rather, one of the two turbines—preferably the high-pressure turbine—can also be designed with a corresponding variable turbine geometry, above all with a distributor with adjustable vanes. If, for example, the high-pressure turbine is provided with such a distributor, although the entire mass flow goes through the high-pressure turbine, the rate of this mass flow can be throttled to a greater or less extent. 
     Additionally, a bypass pipe can be provided, with which the high-pressure turbine can be bypassed, and which has a pipe switch. In this case, too, the distributor is always a little open so that at least a minimum exhaust mass flow flows reliably through the high-pressure turbine so that always at least a minimum turbocharging pressure is present and, in particular, the rotational speed of the HP rotor is at a favorable initial level. By means of the pipe switch, however, there is an additional possibility of control. 
     At any rate, on the use of one of the two main ideas, the advantage is achieved that different operating parameters of the internal combustion engine can be dealt with in a very sensitive way. 
     The six-cylinder diesel internal combustion engine  10  in series mode of construction shown in FIG. 1 is turbocharged in two stages via a turbocharger unit. For this purpose, a high-pressure stage  20  is arranged ahead of a single-flow low-pressure stage  30 . Via the compressors  22  and  32  driven by the high-pressure turbine  21  and low-pressure turbine  31 , fresh air is compressed, cooled down in the two turbocharging-air coolers  40 , mixed to a certain percentage (≧0) with exhaust from an exhaust return flow  50  and fed to the fresh air side  11  of the engine  10 . The rotor diameter of the low-pressure turbine  32  is larger than that of the high-pressure turbine  21 , with the rotor diameter ratio d L,ND /d L,HD  being 1.2 to 1.8 between low-pressure and high pressure turbine. The two flows  23   a, b  of the twin-flow high-pressure turbine  21  are each connected on the inlet side via a separate pipe  60 ,  61  with the exhaust side  12  of the engine. On the outlet side, the flows  23   a, b  are connected via outlet-side pipes  63 ,  64  to a common pipe  62 , which in turn is connected on the inlet side to the single-flow low-pressure turbine  31 . One of the two-turbocharging air coolers can, of course, also be omitted. 
     For optimum adaptation of the turbocharger unit to the operating conditions of the engine  10 , a bypass channel  24   a  and  24   b  is provided in symmetrical arrangement for each flow  23   a, b  of the high-pressure turbine  21 . Each of these branches off the separate pipe  60  or  61  designed as exhaust elbow, bypass the high-pressure turbine  20  and flow into the common pipe  62  for the same supply to the single-flow low-pressure turbine  30 . Each bypass channel  24   a, b  is provided with a pipe switch  70  or  71  arranged downstream of the branch. These can be integrated in the exhaust elbow or in the housing of the high-pressure turbine and can be designed as slide, valve or flap or similar element and controlled by a CPU both singly and jointly. By means of pipe switches  70  it is possible to increase exhaust back pressure  12  so that pressure  12 &gt; 11  and EGR can be realized via  50 . By means of pipe switch  70  as described before, a splitting of the exhaust flow is possible to the high-pressure turbine  21 , the low pressure turbine  31 , and exhaust return  50 . 
     In addition, exhaust return pipes  50  are connected, leaving to the fresh air side  11  respectively behind compressor  22 . The returned quantity of exhaust can, however, also be fed to any other point of the fresh air side. By means of the pipe switch  70  on the one hand the bypass channel  24   a  can be closed and, on the other, with opened bypass channel  24   a  partial flows distributed in the required ratio to the low-pressure turbine  30  and exhaust return pipe  50  (exhaust gas return rate ≧0). Furthermore, for control of the pipe switches  70 ,  71  and  50  as a function of the operating characteristic variables a 1 -n, the pipe switches  70 ,  71  and  50  are connected to an electronic motor control  80 , which ensures an optimum distribution of the exhaust mass flow for operation. Through the possible adjustment of different bypass rates  24   a, b,  an additional degree of freedom is obtained for the distribution of the entire exhaust mass. 
     An alternative embodiment of the internal combustion engine  10  is shown in FIG. 1 b;  this differs from the variant according to FIG. 1 a  in the design of the turbocharger unit. In this case, the outlet side connection of the high-pressure turbine  21  is provided to the common pipe  62  downstream of the mouth point  63  of the two bypass channels  24   a, b,  whereas this is designed upstream according to FIG. 1 a.    
     A third variant of the internal combustion engine  10  is represented in FIG.  2 . Here, the low-pressure turbine  30  is designed to be double flow. The two channels  33   a, b  of the low-pressure turbine  31  are each supplied from a separate pipe  62   a  and  62   b  and so an uneven admission to the low-pressure turbine is possible. Thus, the bypass channels  24   a, b  are also each allocated a flow  33   a  and  33   b  and, like the flows  23   a, b  of the high-pressure turbine  21  are each connected separately from each other to the separate pipes  62   a  and  62   b.    
     The internal combustion engine that can be seen in FIG. 3 has a low-pressure turbine  31  provided with a bypass unit  34 , which is controllable by means of a pipe switch  72  for optimization of the pre-compression as a function of the operating characteristics a 1 -n. This is particularly interesting for applications (passenger cars) in which, for example, because of construction space problems cooling of the compressor air between high-pressure  22  and low-pressure compressor  32  has to be dispensed with. Through this, the pre-compression can be limited in the area of the rated power of the engine  10  by the low-pressure stage  30  to a desired extent. 
     Through the bypass piping  34  with pipe switch  72 , it is possible to use a very small low-pressure  31 . This makes possible higher braking powers in engine overrun. In addition, the acceleration response of the engine can be improved by the said measure. Furthermore, the turbocharging and exhaust counter pressure can be further reduced in certain operating ranges. This additionally increases the efficiency of the internal combustion engine. 
     FIG. 4 shows a fifth embodiment of the internal combustion engine  10 , which in this case is of the V8 type. Each cylinder bank  13   a, b  is allocated a separate high-pressure stage  20 . The single-flow high-pressure turbines  21  are provided with a bypass channel  24  including pipe switch  70 . On the exhaust side, both high-pressure turbines  21  are connected to the inlet of the joint low-pressure turbine  31 . Through the possible setting of different bypass rates of the two high-pressure stages  20 , here, too, a further degree of freedom is obtained for the distribution of the entire exhaust mass. By means of the pipe switch  70 , as described before a splitting of the exhaust flow is possible to the high-pressure turbine  21 , low-pressure turbine  31 , and exhaust return  50 . 
     Fundamentally, any turbine can be designed to be single flow, double flow, or with variable turbine geometry, especially with a distributor with adjustable vanes. 
     The diagram shown in FIG. 6 is similar to diagram of FIG.  3 . It comprises, however, a bypass line  86  which bypasses the HP compressor. Further it comprises a pipe switch  87 . The said embodiment has proven particularly useful with passenger car engines in view of significant improvements with regard to motor efficiency, fuel consumption and emissions in the upper speed range. The mechanical effort as compared with the result obtained is relatively low. 
     A stationary embodiment of a preliminary stage of the invention is explained in an article entitled “Regulated Two-Stage Turbocharging—KKK&#39;s new charging system for commercial diesel engines” authored by the inventor. It is desired to have very high boost pressure at low engine speeds to improve the engine&#39;s accelerating behavior. The desire for an over proportionately high air mass flow, i.e. boost pressure, at low engine speeds dictates that the turbine and compressor must be relatively small. It is also desirable to have increased boost pressure at the upper engine speed range to have higher engine performance with low fuel consumption and emissions. Increased air mass flow for the rated power point basically requires a larger turbocharger to ensure high efficiency at greater air and exhaust gas mass flows. 
     Since the ideal solution would be a combination of both, the inventors developed a regulated 2-stage turbocharging system which can operate as a small (HP) turbocharger for low engine speed rapid acceleration, or as a combination of small and large (LP) turbocharger (mainly LP) at high engine speeds, with the LP turbocharger boosting the combustion air charge pressure prior to going to the HP turbocharger, for rapid acceleration (responsiveness) at high (passing, overtaking) speeds. 
     The turbochargers are positioned in series with bypass control. The exhaust gas mass flow coming from the engine cylinders first flows into the exhaust gas manifold. From here, either the entire exhaust gas mass flow is expanded through the high-pressure turbine (HP) or a part of the mass flow is conducted through the bypass. Regardless of the proportion of gas flowing through the HP turbine, the entire exhaust gas mass flow (coming from the HP turbine or the bypass) then passes through the low-pressure (LP) turbine arranged downstream. 
     The intake air mass flow is thus first precompressed through the low-pressure stage and, ideally, intercooled. Further compression and charge air-cooling takes place in the high-pressure stage. As a result of the precompression, the relatively small HP compressor operates at a higher-pressure level, so that the required air mass flow throughput can be obtained. At low engine speeds, i.e. low exhaust gas mass flows, the bypass remains closed and the entire exhaust gas expands through the HP turbine (prior to reaching the LP turbine). This results in a very quick and high boost pressure rise. With increased engine speed or load, the bypass valve is opened, progressively shifting more of the expansion work to the LP turbine (which can handle higher air mass flow). 
     Therefore, the regulated 2-stage charging system allows a stepless, responsive, variable matching of the turbine and compressor side to the engine&#39;s operational requirements. The rated engine speed can be reduced without reduction in performance. 
     It is understood that engine load does not necessarily correspond with engine speed. For example, when climbing a hill, an engine load may increase while the engine speed remains constant or even decreases. In such a case, in the present invention as load increases the bypass valve begins to close, shifting more expansion work to the HP turbine. 
     When coasting down a hill, the load on an engine will be comparatively low (or even negative), and the engine speed may increase. In such a case, when an additional motor brake is required (commercial diesel engines, trucks), the bypass valve may remain closed, such that all exhaust gas passes first through the HP turbine, then the LP turbine. If no motor brake is required, expansion work can be shifted to the LP turbine in order to reduce engine friction and fuel consumption of the engine. 
     When maintaining speed on a level road, either low speed or high speed, the load on an engine may be small. In such a case, the bypass valve may be opened, such that the HP turbine is idling rather than working. 
     When accelerating for overtaking on a level road, at low speed and high load (accelerator pedal depressed) exhaust flow mass increases. Expansion work initially takes place mainly in the (rapidly accelerating) HP turbo, which causes the HP compressor to rapidly boost fresh air intake pressure. Then, as engine speed and load increases, the bypass valve gradually opens, progressively shifting more of the expansion work to the LP turbine (which can handle higher air mass flow), until expansion work is balanced between the HP and LP turbine. With the HP and LP turbines operating together, compression is boosted in the LP compressor and this pre-compressed air is further compressed in the HP compressor. 
     FIGS. 8-10 demonstrate how the 2-stage systems works in a preferred embodiment and how the whole compression ratio is divided by the LP- and the HP-stage: 
     FIG. 8 shows the compression ratio of the LP-stage versus engine load/BMEP (pme) (BMEP brake mean effective pressure) and the engine speed (lines of constant compression ratio). 
     The LP-turbine is not bypassed and the compression ratio increases with both engine load and speed. After this pre-compression the second compression of the charge air takes place in the HP-compressor. FIG. 9 shows the compression ratio of the HP-stage versus engine load/BMEP (pme) and the engine speed (lines of constant compression ratio). The HP-turbine is bypassed and the compression ratio can be chosen as a function of engine load and engine speed (max. overall compression ratio/boost pressure is limited by the max. permissible cylinder peak pressure of the engine.) 
     At constant speed with increasing load the bypass begins to close and compression ratio increases. 
     Full load curve: The bypass is completely closed up to about 1100 rpm. With increasing speed/mass flow the bypass again begins to open. 
     The whole compression ratio as a multiplication of the two ratios is shown in FIG.  10 . 
     FIGS. 11-12 correspond to FIG. 1, except that instead of showing a dual bypass as preferred for diesel trucks, they show a simplified flow diagram of the exhaust and fresh-air flow of a two-stage turbocharged diesel internal combustion engine with single bypass as preferred for automobiles. Exhaust return pipe including pipe switch  50  is shown in FIG.  11 . 
     The present invention is not limited to land based turbocharged engines. In the past decade, the increasing cost and diminishing availability of aviation gas, and the desire to provide a more reliable and economical aviation piston engine has resulted in a rediscovery of aviation diesel engines (see Ells, “Future Flight—Horsepower of a Different Color—High-Compression Diesels and Efficient Turbines Will Power Tomorrow&#39;s Aircraft”—AOPA Pilot August 2000, pages 163-170). Turbocharged aviation diesel engines are under development by Teledyne Continental Motors, Lycoming, Moraine Renault, DeltaHawk and Zoche. The Zoche aero-diesel(™) is a direct drive, air cooled, radial two-stroke cycle diesel, featuring two stage charging (turbo- and supercharger), direct fuel injection and intercooling. 
     Compared to the opposed-cylinder, spark ignited aircraft engine, Zoche aero-diesels(™) offer many advantages: 
     half the specific weight, half the frontal area, and lower fuel consumption, leading to improvements of payload, range and speed; 
     environmentally friendly—low CO 2  emissions due to low fuel consumption, low NO x  due to two stroke principle, low soot and unburnt hydrocarbon emissions due to modern high pressure injection (diesel and jet fuels contain no toxic substances like lead, benzene or scavengers); 
     low noise emission due to two-stroke and turbocharging; 
     no electromagnetic interference; 
     very low vibration level—a 4 cylinder bank can be 100% balanced for all rotating and reciprocating inertias; 
     greatly reduced fuel costs—engine burns fewer lb/hp hr, and diesel engines have better thermal efficiency and extract more power out of a gallon of fuel than avgas fueled engines; 
     diesel fuel (actually, Jet-A) has more lb/gallon, more latent engergy per lb, and 20-30% more range per gallon in comparison to avgas, yet costs less per gallon; 
     easy to operate—one power level only, no mixture, no alternate air, no aux fuel pump, no magneto switches, no mandatory temperature, boost or power restrictions; 
     good reliability and low maintenance costs due to the lack of a reduction drive, the very low parts count and the use of reliable diesel components, diesel and jet fuels provide more lubricity; 
     high inflight reliability—no carburetor-icing, no magneto or spark-plug problems, no vapor lock, turbine inlet temperature is so low that it needs no monitoring, even cylinder head temperatures are not critical; 
     dramatically reduced fire hazard—diesel fuel has a much lower flammability—exhaust manifold temperature is about 720° F. lower. 
     Where Zoche uses a mechanically driven supercharger first stage and an exhaust gas driven second stage, the present invention utilizes a two-stage exhaust driven turbocharger arrangement. In the present invention the need to mechanically drive a supercharger is avoided, and the problem of inertial lag is overcome by use of a constantly driven high pressure turbocharger. The low pressure high flow-through turbocharger is particularly useful for high altitude (low atmospheric pressure) flying. Further, by using exhaust flow driven rather than mechanically driven first stage, the compressor is primarily responsive to engine load rather than engine speed. 
     With respect to the above description then, it is to be realized that the optimum dimensional relationships for the parts of the invention, to include variations in size, materials, shape, form, function and manner of operation, assembly and use, are deemed readily apparent and obvious to one skilled in the art, and all equivalent relationships to those illustrated in the drawings and described in the specification are intended to be encompassed by the present invention. 
     Therefore, the foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly, all suitable modifications and equivalents may be resorted to, falling within the scope of the invention. 
     Now that the invention has been described, 
     
       
         
               
             
               
               
               
             
           
               
                   
               
               
                 LIST OF REFERENCE NUMBERS 
               
               
                   
               
             
             
               
                   
               
             
          
           
               
                   
                 10 
                 Internal combustion engine 
               
               
                   
                 11 
                 Fresh air side 
               
               
                   
                 12 
                 Exhaust side 
               
               
                   
                 13a, b 
                 Cylinder bank 
               
               
                   
                 20 
                 High-pressure stage 
               
               
                   
                 21 
                 High-pressure turbine 
               
               
                   
                 22 
                 High-pressure compressor 
               
               
                   
                 23a, b 
                 Flow 
               
               
                   
                 24, 24a, b 
                 Bypass channel 
               
               
                   
                 30 
                 Low-pressure stage 
               
               
                   
                 31 
                 Low-pressure turbine 
               
               
                   
                 32 
                 Low-pressure compressor 
               
               
                   
                 33a, b 
                 Flow 
               
               
                   
                 34 
                 Bypass unit 
               
               
                   
                 40 
                 Turbocharging air cooler 
               
               
                   
                 50 
                 Exhaust return with EGR pipe switch 
               
               
                   
                 51 
                 Sensor and sender for regulating EGR 
               
               
                   
                 60, 61, 62, 
                 Pipe 
               
               
                   
                 62a, b 
               
               
                   
                 63, 63a, b 
                 Mouth point 
               
               
                   
                 70, 71, 72 
                 Pipe switch 
               
               
                   
                 80 
                 Motor control