US-20260126002-A1 - Turbine Arrangement for Turbo Device, Turbo Device, Internal Combustion Engine, and Vehicle

US20260126002A1US 20260126002 A1US20260126002 A1US 20260126002A1US-20260126002-A1

Abstract

A turbine arrangement is disclosed for a turbo device of an internal combustion engine. The turbine arrangement comprises a turbine housing and a turbine unit. The turbine housing comprises an exhaust conducting section comprising a turbine shroud and a turbine outlet duct, a first opening provided in a wall of the exhaust conducting section, and a chamber fluidly connected to the exhaust conducting section via the first opening. The turbine arrangement comprises a sensor arranged to sense a property of gas inside the chamber. The present disclosure further relates to a turbo device, an internal combustion engine comprising a turbo device, and a vehicle.

Inventors

Magnus Lindgren
Viktor Olsson
Dag Eriksson
Olle Bodin
Joakim Kain

Assignees

SCANIA CV AB

Dates

Publication Date: 20260507
Application Date: 20230920
Priority Date: 20220922

Claims (15)

1 . A turbine arrangement for a turbo device of an internal combustion engine, wherein the turbine arrangement comprises a turbine housing and a turbine unit arranged to rotate in the turbine housing, wherein the turbine housing comprises: an exhaust conducting section comprising a turbine shroud and a turbine outlet duct, a first opening provided in a wall of the exhaust conducting section, and a chamber fluidly connected to the exhaust conducting section via the first opening, and wherein the turbine arrangement comprises a sensor arranged to sense a property of gas inside the chamber, wherein the turbine outlet duct comprises a second opening provided in the wall of the exhaust conducting section, and wherein the chamber is fluidly connected to the exhaust conducting section via the second opening, and wherein the turbine outlet duct comprises a first and a second end portion, wherein the first end portion is arranged at an interface between the turbine shroud and the turbine outlet duct, characterized in that the second opening is arranged closer to the first end portion than to the second end portion.
2 . The turbine arrangement according to claim 1 , wherein the first opening faces the turbine unit.
3 . The turbine arrangement according to claim 1 , wherein the chamber is arranged radially outside of the turbine outlet duct and encloses more than 25%, or more than 50%, of the circumference of the turbine outlet duct.
4 . The turbine arrangement according to claim 1 , wherein the first opening is provided in a wall of the turbine outlet duct at a position closer to the first end portion than to the second end portion.
5 . The turbine arrangement according to claim 1 , wherein the first opening is provided in a wall of the turbine outlet duct at a position adjacent to an interface between the turbine shroud and the turbine outlet duct.
6 . The turbine arrangement according to claim 1 , wherein the second opening is provided at a different circumferential position of the exhaust conducting section than the first opening.
7 . The turbine arrangement according to claim 1 , wherein the second opening is provided in a wall of the turbine outlet duct at a position adjacent to an interface between the turbine shroud and the turbine outlet duct.
8 . The turbine arrangement according to claim 1 , wherein the first opening has a geometrical centre line being angled relative to a geometrical centre line of the second opening.
9 . The turbine arrangement according to claim 1 , wherein the turbine arrangement comprises an exhaust additive dosing unit arranged to supply an exhaust additive inside the turbine outlet duct.
10 . The turbine arrangement according to claim 9 , wherein the exhaust additive dosing unit is arranged to supply the exhaust additive at a position closer to the first end portion than to the second end portion.
11 . The turbine arrangement according to claim 9 , wherein the turbine arrangement comprises a distribution device arranged on the turbine unit, and wherein the exhaust additive dosing unit is arranged to supply an exhaust additive onto the distribution device.
12 . The turbine arrangement according to claim 1 , wherein the sensor is a NOx sensor configured to sense a NOx content of the gas inside the chamber.
13 . A turbo device for an internal combustion engine, wherein the turbo device comprises a turbine arrangement according to claim 1 , and wherein the turbine unit of the turbine arrangement is configured to be driven by exhaust gas of the internal combustion engine.
14 . An internal combustion engine comprising a turbo device according to claim 13 .
15 . A vehicle comprising an internal combustion engine according to claim 14 .

Description

TECHNICAL FIELD The present disclosure relates to a turbine arrangement for a turbo device of an internal combustion engine. The present disclosure further relates to a turbo device for an internal combustion engine, an internal combustion engine comprising a turbo device, and a vehicle comprising an internal combustion engine. BACKGROUND Turbo devices are used on internal combustion engines to increase the performance and/or the fuel efficiency of the engine. One type of turbo device is a turbocharger. A turbocharger comprises a turbine unit and a compressor, wherein the turbine unit is driven by exhaust gas of the engine to power the compressor. The compressor forces air to an air inlet of the engine which allows more fuel to be added and hence higher power output of the engine. A turbocharger is an efficient means of supercharging an engine since it utilizes energy of the exhaust gasses of the engine to compress the inlet air of the engine. Another type of turbo device is a turbo compound. A turbo compound also comprises a turbine unit driven by exhaust gas of the engine. However, instead of powering a compressor, the energy recovered from the exhaust gasses is sent to an output shaft of the engine or is used for another purpose, such as powering an electric generator, or the like. The produced electricity can be used to produce motive power to the vehicle in an electric machine or can be used to power one or more other subsystems of the vehicle. A turbo compound is an efficient means of increasing the total fuel efficiency since it is capable of converting part of the energy of the exhaust gases into useful energy. Since the turbine unit of a turbo device is configured to extract energy of the exhaust gasses of the engine, the temperature and the pressure of the exhaust gas is, in most cases, higher upstream of the turbine unit than downstream of the turbine unit. Environmental concerns, as well as emissions standards for motor vehicles, have led to the development of combustion engine assemblies using exhaust additives, such as reducing agents for diesel, and/or ethanol, exhaust gases. Reducing agents may comprise an aqueous urea solution and may be used as a consumable in a Selective Catalytic Reduction SCR catalyst in order to lower nitrogen oxides NOx concentration in exhaust emissions from the internal combustion engine. Nitrogen oxides NOx are formed by a reaction between oxygen O2 and nitrogen N upon high temperatures and pressures in a cylinder of an engine. In other words, when the operation of the engine is optimized regarding fuel efficiency, large amounts of nitrogen oxides NOx may be formed. The term NOx represents several forms of nitrogen oxides including nitric oxide NO and nitrogen dioxide NO2. A selective catalytic reduction arrangement is a means of converting nitrogen oxides NOx with the aid of a catalyst into diatomic nitrogen N2, and water H2O using a reduction agent added to a stream of exhaust gas which is adsorbed onto a catalyst substrate of the SCR catalyst. The reduction agent may comprise a gaseous reductant, typically anhydrous ammonia, aqueous ammonia, or urea. Some exhaust systems have been developed comprising two or more SCR catalysts arranged in series. In internal combustion engines comprising a turbo device and one or more SCR catalysts, the SCR catalyst/catalysts is/are usually arranged downstream of the turbine unit of the turbo device. In this manner, the SCR catalyst/catalysts has/have a low impact on the flow of exhaust gas from exhaust valves of the combustion engine to the turbine unit. The use of exhaust additives is associated with some problems and design difficulties. One problem is the requirement for an efficient mixing in order to achieve uniform distribution of exhaust additive over the entire surface area of a catalyst substrate. The space available for mixing is limited which may cause an insufficient mixing of the exhaust additive and the exhaust gas upstream of the catalyst substrate. An insufficient mixing between the exhaust additive and the exhaust gas reduces the reduction efficiency at the catalyst substrate and may cause formation of deposits of the exhaust additive inside the exhaust system. Modern engines usually comprise various sensors arranged to sense a property of the exhaust gas of the engine, such as one or more NOx sensors, one or more oxygen sensors, and one or more temperature sensors. A nitrogen oxide sensor, also referred to as a NOx sensor, is a device which can be used to detect nitrogen oxides in a stream of exhaust gas from an internal combustion engine. A NOx sensor can be arranged downstream of a SCR catalyst to measure the NOx content in the exhaust gas downstream of the SCR catalyst. In this manner, the NOx conversion rate of the SCR catalyst can be monitored. Moreover, a NOx sensor can be arranged upstream of the first SCR catalyst of an exhaust system. In this manner, the NOx generation of the internal combustion engin