Compressor housing

Abstract

The present disclosure provides a "compressor housing". A turbocharger compressor and method are provided, the turbocharger compressor comprising: a first coolant passage, which is in thermal contact with an inlet, the inlet being configured to direct the pressurized gas to an impeller; and a second, third and fourth coolant passages, which are in thermal contact with the impeller, the volute and the diffuser area, respectively. All of the coolant passages are fluidly coupled to a heat exchanger. One or more of the coolant passages are configured so that the coolant flows in an upstream direction relative to the general flow direction of the pressurized gas through the compressor.

Description

Technical Field

[0001] The present application relates to a system for a turbocharger of an internal combustion engine with exhaust gas recirculation.

[0002] Background and Summary of the Invention

[0003] The engine may use a turbocharger to improve the engine torque / power output density. In one example, a turbocharger may include a compressor and a turbine connected by a drive shaft, wherein the turbine is coupled to the exhaust manifold side and the compressor is coupled to the intake manifold side. In this way, the turbine driven by the exhaust gas supplies energy to the compressor to increase the airflow into the engine.

[0004] Turbocharger compressors that attempt to obtain high efficiency and wide flow ranges to improve engine (especially diesel engine) power and fuel economy can include variable inlet compressors and variable vaned diffusers. However, these technologies may require an actuation system, which may increase cost and durability issues. Additionally, the increased turbocharger power density can produce high pressure ratios and high temperatures inside the compressor. High temperatures bring various disadvantages, including oil coking inside the compressor diffuser. This may cause the compressor efficiency to decline.

[0005] The compressor may be intended to operate in an operating range between two conditions, surge and choke. Surge occurs during periods of low air mass flow when the airflow through the compressor loses velocity and may reverse direction. Airflow reversal may cause the engine to lose power. Surge may occur when the engine is suddenly decelerated, a source of tip-out surge. During tip-out surge, the engine and the mass of air flow through the compressor may slow down while the turbocharger continues to rotate and lag through the exhaust system due to inertia. The spinning compressor and low air flow rates may result in a rapid pressure buildup at the compressor outlet, while the lagging higher exhaust flow rates may result in a pressure drop on the turbine side. When forward flow through the compressor is no longer sustainable, a transient flow reversal occurs and the compressor is in surge.

[0006] A solution for cooling the turbine side of a turbocharger, which encounters very hot exhaust gases, is disclosed in US 2011 / 0180026A1. A cooling jacket is provided in the wall of the turbine housing to allow fluid cooling. However, at least for the reasons discussed herein, the inventors herein have recognized that the compressor side of a turbocharger would benefit from more efficient cooling.

[0007] In particular, according to the present invention, a turbocharger compressor that solves the above-mentioned problems is described. The turbocharger compressor may include an inlet configured to suck in a pressurized gas at a first end and direct the pressurized gas to an impeller. A first coolant channel may be in thermal contact with the pressurized gas in the inlet and coupled to a heat exchanger fluid. An impeller region may surround the impeller downstream of the inlet, and a second coolant channel may be in thermal contact with the impeller region and coupled to the heat exchanger fluid. A diffuser region may be downstream of the impeller region, and a third coolant channel may be in thermal contact with the diffuser region and coupled to the heat exchanger fluid. Additionally, a volute region may be downstream of the diffuser region, and a fourth coolant channel may be in thermal contact with the volute region and coupled to the heat exchanger fluid. In this way, the pressurized gas along the path through the compressor may experience particularly effective cooling. Also in this way, areas in the compressor where oil may be present may be less likely to experience oil coking. Also in this way, the charge air cooler may be relieved by particularly hot intake air.

[0008] Embodiments may also provide a turbocharger compressor in which one or more coolant passages (e.g., the first or second coolant passages) may be configured so that the coolant flows in an upstream direction relative to the general flow direction of the pressurized gas through the compressor. In this way, heat removal in the intake region may be particularly effective.

[0009] The above advantages and other advantages and features of the present specification will be apparent from the following detailed description taken alone or in conjunction with the accompanying drawings.

[0010] It should be understood that the above summary is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to represent key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that address any disadvantages mentioned above or in any part of this disclosure. Finally, the above explanation does not admit that any information or problem is well known. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 A block diagram of a turbocharged engine with exhaust gas recirculation according to the present disclosure is shown.

[0012] Figure 2 is a cross-sectional view illustrating an exemplary turbocharger compressor according to the present disclosure.

[0013] Figure 3 is a cross-sectional view illustrating another exemplary turbocharger compressor according to the present disclosure.

[0014] Figure 4Exemplary first, second, third, and fourth coolant passages arranged in an exemplary U-shaped manifold flow arrangement according to the present disclosure are shown.

[0015] Figure 5 Exemplary first, second, third, and fourth coolant passages arranged in an exemplary Z-manifold flow arrangement according to the present disclosure are shown.

[0016] Figure 6 Exemplary first, second, third, and fourth coolant passages arranged in an exemplary serial flow arrangement are shown in accordance with the present disclosure. DETAILED DESCRIPTION

[0017] Figure 1 An example of a turbocharged engine with an EGR system is shown. Specifically, internal combustion engine 10 is controlled by controller 12, and the internal combustion engine includes a plurality of cylinders, one of which is in Figure 1 . Engine 10 includes combustion chamber 30 and cylinder walls 32 with piston 36 positioned therein and connected to crankshaft 40. Combustion chamber 30 communicates with intake manifold 44 and exhaust manifold 48 via respective intake valve 52 and exhaust valve 54. Intake manifold 44 is further shown having fuel injector 68 coupled thereto for delivering fuel in proportion to the pulse width of signal (FPW) from controller 12.

[0018] The engine can be coupled in a hybrid electric vehicle including a motor / generator and a battery system coupled to the engine so that the vehicle can be driven by the motor without the engine operating under selected conditions. The vehicle can be a plug-in electric hybrid vehicle and can also operate in various modes (including the all-electric mode described). The vehicle can also operate in an autonomous driving mode, and the selection of the motor / engine mode can be varied under autonomous driving conditions compared to driver-controlled operation. In some examples, as described in detail below, control of the turbocharger valve can depend on the operating mode (including the autonomous mode).

[0019] Controller 12 is shown as a microcomputer including a microprocessor unit 102 , input / output ports 104 , an electronic storage medium for executable programs and calibration values ​​(shown in this particular example as a read only memory chip 106 ), a random access memory 108 , and a conventional data bus.

[0020] Controller 12 receives various signals from sensors coupled to engine 10, including, but not limited to: a measurement of intake mass air flow (MAF) from a mass air flow sensor 110 coupled to the air filter; an engine coolant temperature (ECT) from a temperature sensor 112 coupled to a cooling sleeve 114; a measurement of manifold pressure (MAP) from a manifold pressure sensor 115 coupled to intake manifold 44; and a surface ignition pick-off signal (PIP) from a Hall effect sensor 118 coupled to crankshaft 40, which indicates engine speed.

[0021] In a configuration known as high pressure EGR, exhaust gas is delivered to intake manifold 44 via EGR pipe 125, which is in communication with exhaust manifold 48. EGR valve assembly 120 is located in EGR pipe 125. In other words, exhaust gas first travels from exhaust manifold 48 through valve assembly 120 before reaching intake manifold 44. EGR valve assembly 120 can then be considered to be located upstream of the intake manifold. There is also an optional EGR cooler 130, which is placed in EGR pipe 125 to cool the EGR before it enters the intake manifold. Low pressure EGR can be used to recirculate exhaust gas from downstream of turbine 142 to upstream of compressor 140 via valve 141.

[0022] Pressure sensor 115 provides a measurement of manifold pressure (MAP) to controller 12. EGR valve assembly 120 has a valve position (not shown) for controlling a variable area restriction in EGR tube 125, thereby controlling EGR flow. EGR valve assembly 120 can minimally restrict EGR flow through tube 125 or completely restrict EGR flow through tube 125, or operate to variably restrict EGR flow. Vacuum regulator 124 is coupled to EGR valve assembly 120. Vacuum regulator 124 receives an actuation signal 126 from controller 12 for controlling the valve position of EGR valve assembly 120. In one embodiment, EGR valve assembly is a vacuum actuated valve. However, any type of flow control valve may be used, such as, for example, an electric solenoid power valve or a stepper motor power valve. Therefore, controller 12 receives signals from various sensors and employs various actuators (such as the turbocharger valve described herein) to adjust engine operation based on the received signals and instructions stored on the memory of the controller. Instructions for performing the exemplary methods included herein may be executed by a controller based on instructions stored on a memory of the controller and in conjunction with signals received from sensors of the engine system, such as the sensors described above. According to the methods described herein, the controller may employ actuators of the system to adjust engine operation.

[0023] The turbocharger 13 has a turbine 16 coupled in the exhaust manifold 48 and a compressor 14 coupled in the intake manifold 44 via an intercooler 132. The turbine 16 is coupled to the compressor 14 via a drive shaft 15. Air at atmospheric pressure enters the compressor 14 from a passage 140. Exhaust gas from the turbine 16 leaves the passage 142. Various turbocharger arrangements can be used. For example, a variable nozzle turbocharger (VNT) can be used when a variable area nozzle vortex is placed upstream and / or downstream of the turbine in the exhaust line to change the effective expansion of the gas passing through the turbine. Other methods can also be used to change the expansion in the exhaust, such as a wastegate valve. Figure 1 An exemplary valve 20 is shown for use as a wastegate. As mentioned above, the valve may be located within the turbine, or may be a variable nozzle. Figure 1 Also shown is a cooling system 200 that may provide beneficial cooling to or for a turbocharger compressor 14 according to the present disclosure.

[0024] Reference now Figure 2 , shows a cross-section of an exemplary turbocharger compressor 14 according to the present disclosure, which may include an impeller 202, a diffuser 208, a compressor chamber 210, and a housing 204. The rotation of the impeller 202 draws gas into the compressor 14 through the compressor inlet 206 of the housing 220. As a non-limiting example, the gas may include gas from the passage 140 ( Figure 1 ), exhaust (such as when long loop EGR is used), gaseous fuel (for example when port injection of fuel is used), and combinations thereof. Gas flows from compressor inlet 206 and may be accelerated by impeller 202 through diffuser 208 into compressor chamber 210. Diffuser 208 and compressor chamber 210 may decelerate the gas, resulting in an increase in pressure in compressor chamber 210. Gas may flow from compressor chamber 210 to intake manifold 44 under pressure.

[0025] Elements in the turbocharger 13 can be described relative to the direction of the gas flow path through the turbocharger 13. Elements that are substantially in the direction of the gas flow relative to a reference point are located downstream of the reference point. Elements that are substantially opposite to the direction of the gas flow relative to the reference point are located upstream of the reference point. For example, the compressor inlet 206 is upstream of the impeller 202, which is upstream of the diffuser 208. The diffuser 208 is downstream of the impeller 202, which is downstream of the compressor inlet 206.

[0026] The compressor 14 may include an inlet 206 that may be configured to draw in pressurized gas at a first end 212 and direct the pressurized gas toward the impeller 202. A first coolant passage 216 may be in thermal contact with the pressurized gas in the inlet 206 and may be fluidly coupled to a heat exchanger 220. An impeller region 222 may be around the impeller 202 downstream of the inlet 206. A second coolant passage 232 may be in thermal contact with the impeller region 222 and may be fluidly coupled to the heat exchanger 220. A diffuser region 224 may be downstream of the impeller region 222, and a third coolant passage 234 may be in thermal contact with the diffuser region 224 and may be fluidly coupled to the heat exchanger 220. A volute region 226 may be downstream of the diffuser region 224. A fourth coolant passage 236 may be in thermal contact with the volute region 226 and may be fluidly coupled to the heat exchanger 220.

[0027] Figures 2 to 3 Also shown are a plurality of exemplary coolant paths 244, whereby the coolant fluid may be directed using appropriate pipes or tubes, etc. Exemplary flow directions are indicated by arrows 245. A primary coolant loop 246 may pass the heated coolant through the heat exchanger 220, where it may be cooled and directed again to the area to be cooled. For example, the coolant may be directed through the coolant channels 216, 232, 234, 236 via a separate coolant path 244 including coolant loops 251, 252, 254, 256.

[0028] Some embodiments may provide a compressor 14 in which the second coolant passage 232 is configured such that the coolant may flow in an upstream direction 240 relative to a general flow direction 242 of the pressurized gas through the compressor 14. In some cases, the first coolant passage 216 may be configured such that the coolant may flow in the upstream direction 240. The coolant may flow into the first coolant passage 216 from an inlet branch 258 of a first coolant loop 251 coupled at a downstream side of the first coolant passage 216. The coolant may then return to the main coolant loop 246 via an output branch 259 of the first coolant loop 251.

[0029] The second coolant circuit 252 may provide coolant to the second coolant passage 232, the third coolant circuit 254 may provide coolant to the third coolant passage 234, and the fourth coolant circuit 256 may provide coolant to the fourth coolant passage 236. However, as indicated in the exemplary embodiment shown, coolant may flow through the second coolant passage 232, the third coolant passage 234, and the fourth coolant passage 236 in a downstream direction via the respective second coolant circuit 253, the third coolant circuit 254, and the fourth coolant circuit 256. Other configurations are also possible.

[0030] Figure 3 is a cross-sectional view showing another exemplary turbocharger compressor 14 according to the present disclosure. The compressor 14 may have an inlet 206 that may include a ported shroud 260, wherein under certain conditions, pressurized gas may flow through one or more ports 262 as indicated by arrows 241 and between the shroud 260 and an inner wall 264 in an upstream direction 240 relative to the overall flow of pressurized gas through the inlet, and wherein coolant may flow through a first coolant passage in the upstream direction 240.

[0031] like Figure 2 and Figure 3 As shown in the example embodiment shown in , one or more of the first coolant passage 216, the second coolant passage 232, the third coolant passage 234, and the fourth coolant passage 236 can be fluidly coupled to a water jacket 266, which is configured to cool a bearing element 268, which is configured to at least help support the impeller 202 for rotation. The water jacket 266 is simply depicted herein as a bearing coolant passage 270 of a schematic diagram surrounding the bearing 268. It can be constructed in a variety of ways (including modern and / or traditional ways). Coolant can be provided to the bearing coolant passage 270 via a bearing coolant loop 272.

[0032] Figures 2 to 3An exemplary configuration with relative positioning of various components is shown. If shown as directly contacting each other or directly connected, at least in one example, such elements can be referred to as directly contacting or directly connected, respectively. Similarly, at least in one example, the elements shown as being adjacent or adjacent to each other can be adjacent or adjacent to each other, respectively. As an example, components that are coplanarly contacted with each other can be referred to as coplanar contact. As another example, elements that are positioned to be spaced apart from each other so that there is only a spacing therebetween without other components can be referred to as such in at least one example. As another example, elements shown as being above / below each other, on opposite sides of each other, or on the left / right side of each other can be referred to as such relative to each other. In addition, as shown in the figure, in at least one example, the topmost element or the topmost point of an element can be referred to as the "top" of a component, and the bottommost element or the bottommost point of an element can be referred to as the "bottom" of a component. As used herein, top / bottom, upper / lower, above / below can be relative to the vertical axis of the figure, and are used to describe the positioning of the elements of the figure relative to each other. Thus, in one example, the element shown as being above other elements is vertically positioned above other elements. As yet another example, the shapes of elements depicted in the figures may be referred to as having those shapes (e.g., such as round, straight, flat, curved, rounded, chamfered, angled, etc.). Furthermore, in at least one example, elements shown as crossing each other may be referred to as crossing elements or crossing each other. Furthermore, in one example, elements shown as being within another element or being shown as being outside another element may be referred to as such.

[0033] Figures 4 to 6 2 is a schematic diagram showing various coolant flow configurations. The coolant flow can pass through the various coolant channels 216, 232, 234, 236 in various orders and / or combinations. For example, the flow can be a continuous flow ( Figure 6 ) or parallel flow ( Figures 4 to 5 ). The manifold can provide various types of flows, such as split or combined flows. The order of individual flow connections can also define the flow type, such as U-flow or manifold ( Figure 4 ), or Z-flow or manifold ( Figure 5 ).

[0034] The different exemplary flow sequences and combinations shown in the figures may be modified and / or combined in a mix and match manner to produce other flow arrangements. For example, two or more coolant channels may be configured so that flow passes through them sequentially while they may together receive fluid in parallel with one or more other channels. Additionally, the bearing coolant channels may be combined in any possible arrangement in accordance with the present disclosure. Figure 6Possible variations of double dashed lines are shown, indicating that the bearing coolant circuit 272 can be coupled to other coolant circuits between various connection points, such as pipes. One or more valves 274 can be located between various components of the cooling system 200. The valves can be controlled by the controller 12. In this way, the coolant flow through the cooling system 200 can be selectively controlled in response to sensed engine operating parameters (such as coolant temperature, intake air temperature, engine load, and / or other parameters and combinations thereof). The valves can be operably coupled to the controller 12.

[0035] In some embodiments, two or more coolant channels 216, 232, 234, 236 may be made integral with each other. For example, but not limited to, the second coolant channel 232, the third coolant channel 234, and the fourth coolant channel 236 may be combined to various levels of integration, including full integration, and the first coolant channel may be separate. Other combinations may be used.

[0036] Various embodiments provide a turbocharger compressor 14 in which the first coolant passage 216, the second coolant passage 232, the third coolant passage 234, and the fourth coolant passage 236 are coupled to the heat exchanger 220 to receive substantially parallel coolant flows. In other cases, one or more of the coolant passages 216, 232, 234, 236 may be upstream or downstream of the bearing coolant passage 270 and may receive a continuous coolant flow before and after the bearing coolant passage 270. In some embodiments, more than one heat exchanger may be used. Various embodiments provide a turbocharger compressor 14 in which two or more coolant passages 216, 232, 234, 236 receive a coolant flow that first passes through one of the two or more coolant passages and then passes through another coolant passage in sequence.

[0037] Various embodiments provide a compressor housing 204 or casing 204 for compressing charge air for an internal combustion engine 10. The compressor housing 204 may include an inlet region 206 having an opening 274 at an upstream side 213 and a downstream side 276 at an inducer region 276 of the impeller blades 203. An impeller region 222 may surround the impeller blades 203 downstream of the inlet region 206. A diffuser region 224 may be downstream of the impeller region 206. A volute region 226 is downstream of the diffuser region 224. Coolant passages 216 in the inlet region 206 may be in thermal contact with the charge air within the inlet region 206, wherein the coolant fluid flows as an upstream directional coolant flow 278 in an upstream direction 240 relative to a general flow direction 242 of the charge air.

[0038] In some cases, for example, under surge or near-surge conditions (which can be sensed based on engine airflow and / or other parameters), the charge air may tend to flow near the inner surface of the inlet region as a recirculation flow 241 in the upstream direction 240. The coolant fluid flow in the upstream direction (e.g., upstream directional coolant flow 279) can absorb heat from the recirculation flow. In this way, heat absorption can be particularly effective. Also in this way, the area downstream of the inlet (e.g., diffuser area 224) may tend to experience low temperature conditions, which may tend to reduce the chance of oil coking.

[0039] Special References Figure 3 , the compressor 14 may include a shroud 260 in the inlet region 206, the shroud may be spaced apart from an inner surface or wall 264 of the inlet region 206, thereby defining a passage 280 therebetween. An opening or port 262 may be provided through the shroud 260, wherein at least under some operating conditions of the compressor 14, fluid may flow through the opening 262 and through the passage 278 in the upstream direction 240 as a recirculation flow 241, and wherein the coolant fluid flow in the upstream direction 240 may absorb heat from the recirculation flow 241. The compressor 14 may include a second coolant passage 232 in thermal contact with the impeller region 222, a third coolant passage 234 in thermal contact with the diffuser region 224, and a fourth coolant passage 236 in thermal contact with the volute region 226.

[0040] In some embodiments, compressor 14 may include a bearing housing to house bearings 268 to support impeller 202 for rotation. A water jacket, such as bearing coolant passage 270, may be included to house coolant in thermal contact with bearing 268. Coolant passage 270 may be fluidly coupled to the water jacket.

[0041] At least the second coolant channel 232, the third coolant channel 234, and the fourth coolant channel 236 can be fluidly coupled so that the coolant fluid flows sequentially from the second coolant channel to the third coolant channel and then to the fourth coolant channel. In some cases, at least the second, third, and fourth coolant channels are each fluidly coupled to the coolant path 244 so that the coolant fluid flows in substantially parallel paths to each of the second, third, and fourth coolant channels. Each of the first, second, third, and fourth coolant channels can each be fluidly coupled to the coolant line 246 so that the coolant fluid can flow in substantially parallel paths to each of the first coolant channel, the second coolant channel 232, the third coolant channel 234, and the fourth coolant channel 236.

[0042] Various embodiments may provide a method for use with a compressor for compressing charge air for an engine, the method may include: passing a coolant through a first passage in thermal contact with an inner surface of an inlet passage in an upstream direction relative to a general flow direction of the charge air; absorbing heat from at least a recirculated portion of the charge air flow; and moving the absorbed heat from the inlet passage to a heat exchanger via the coolant.

[0043] The method may also include passing the coolant through a second passage in thermal contact with the impeller region of the compressor, absorbing heat from the impeller region, and moving the absorbed heat to a heat exchanger via the coolant. The method may also include passing the coolant through a third passage in thermal contact with the diffuser region of the compressor, absorbing heat from the diffuser region, and moving the absorbed heat to the heat exchanger via the coolant. The method may also include passing the coolant through a fourth passage in thermal contact with the volute region of the compressor, absorbing heat from the volute region, and moving the absorbed heat to the heat exchanger via the coolant.

[0044] In some embodiments, the method may also include: passing the coolant through a second channel in thermal contact with the impeller area of ​​the compressor to absorb heat from the impeller area; passing the coolant through a third channel in thermal contact with the diffuser area of ​​the compressor to absorb heat from the diffuser area; passing the coolant through a fourth channel in thermal contact with the volute area of ​​the compressor to absorb heat from the volute area; and moving the absorbed heat to a heat exchanger via the coolant.

[0045] In some cases, passing the coolant through the first passage in thermal contact with the inner surface of the inlet passage can include directing the coolant fluid from a cooling fluid conduit coupled to a coolant jacket, the coolant jacket being configured to cool a bearing. The bearing can be configured to support a shaft configured to rotate with a turbine located within the compressor.

[0046] In an example where the vehicle is an autonomous hybrid electric vehicle, the method can include adjusting one or more valves of the turbocharger to a first position (e.g., fully open, fully closed, or partially open near open) when operating in an autonomous driving mode (including no occupants in the vehicle with the engine running and in one example responsive to the autonomous driving mode being operated), and adjusting the one or more valves to a second position different from the first position (e.g., fully closed, fully open, or partially open near closed) when operating in a non-autonomous mode and in one example responsive to the non-autonomous driving mode being operated (such as the driver actively driving the vehicle with the engine running).

[0047] Note that the exemplary control and estimation routines included herein can be used in conjunction with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system including a controller in conjunction with various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threaded processing strategies, etc. Thus, the various actions, operations, or functions shown can be performed in the order shown, in parallel, or omitted in some cases. Likewise, the processing order is not necessarily required to achieve the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the actions, operations, and / or functions shown can be repeatedly performed depending on the specific strategy used. In addition, the actions, operations, and / or functions can be graphically represented as codes in a non-transitory memory of a computer-readable storage medium programmed into an engine control system, wherein the actions are performed by executing instructions in a system including various engine hardware components in conjunction with an electronic controller.

[0048] It should be understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments should not be viewed in a limiting sense, as many variations are possible. For example, the above technology can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or properties disclosed herein.

[0049] The following claims specifically point out certain combinations and subcombinations deemed novel and non-obvious. These claims may refer to "an" element or a "first" element or the equivalent thereof. These claims should be understood to include the introduction of one or more such elements, thereby neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amendment of the present claims or by presenting new claims in this or a related application. Such claims, whether broader, narrower, equivalent, or different in scope to the original claims, are deemed to be included in the subject matter of the present disclosure.

[0050] According to the present invention, a turbocharger compressor is provided, which has: an inlet, which is configured to suck in a pressurized gas at a first end and guide the pressurized gas to an impeller, a first coolant channel being in thermal contact with the pressurized gas in the inlet and being fluidly connected to a heat exchanger; an impeller region, which surrounds the impeller downstream of the inlet, a second coolant channel being in thermal contact with the impeller region and being fluidly connected to the heat exchanger; a diffuser region, which is downstream of the impeller region, a third coolant channel being in thermal contact with the diffuser region and being fluidly connected to the heat exchanger; and a volute region, which is downstream of the diffuser region, a fourth coolant channel being in thermal contact with the volute region and being fluidly connected to the heat exchanger.

[0051] According to an embodiment, one or more of the coolant passages are configured such that the coolant flows in an upstream direction relative to a general flow direction of charge gas through the compressor.

[0052] According to an embodiment, the inlet comprises a ported shroud, wherein under certain conditions, the pressurized gas flows through one or more ports and flows between the shroud and an inlet wall in an upstream direction relative to an overall flow of pressurized gas through the inlet, and wherein coolant flows through the first coolant passage in the upstream direction.

[0053] According to an embodiment, one or more of the first, second, third and fourth coolant passages are fluidly coupled to a water jacket configured to cool a bearing element configured to support the impeller for rotation.

[0054] According to an embodiment, the first, second, third and fourth coolant channels are coupled to the heat exchanger to receive substantially parallel coolant flows.

[0055] According to an embodiment, two or more coolant channels receive a coolant flow that sequentially passes first through one of the two or more coolant channels and then through another coolant channel.

[0056] According to the present invention, a compressor housing for compressing charge air of an internal combustion engine is provided, the compressor housing having: an inlet region having an opening at an upstream side and having a downstream side at an inducer region of an impeller blade; an impeller region surrounding the impeller blade downstream of the inlet region; a diffuser region downstream of the impeller region; a volute region downstream of the diffuser region; and a coolant passage in the inlet region in thermal contact with the charge air in the inlet region, wherein the coolant fluid flows in an upstream direction relative to the general flow direction of the charge air.

[0057] According to an embodiment, under surge or near-surge conditions, charge air tends to flow near the inner surface of the inlet region as a recirculation flow in the upstream direction, and wherein the coolant fluid flow in the upstream direction absorbs heat from the recirculation flow.

[0058] According to an embodiment, the above invention is also characterized by a shroud, which is spaced apart from the inner surface of the inlet area in the inlet area, thereby defining a channel between the shroud and the inner surface; an opening, which passes through the shroud, and wherein at least under some operating conditions of the compressor, the fluid flows through the opening and passes through the channel as a recirculation flow in the upstream direction, and wherein the coolant fluid flow in the upstream direction absorbs heat from the recirculation flow.

[0059] According to an embodiment, the above invention is also characterized by a second coolant passage that is in thermal contact with the impeller region; a third coolant passage that is in thermal contact with the diffuser region; and a fourth coolant passage that is in thermal contact with the volute region.

[0060] According to an embodiment, the above invention is also characterized by a bearing housing for accommodating a bearing to support the impeller for rotation; and a water jacket for accommodating a coolant in thermal contact with the bearing, and wherein the coolant channel is fluidly coupled to the water jacket.

[0061] According to an embodiment, at least the second, third and fourth coolant channels are fluidly coupled such that the coolant fluid flows sequentially from the second coolant channel to the third coolant channel and then to the fourth coolant channel.

[0062] According to an embodiment, at least the second, third and fourth coolant channels are each fluidly coupled to a coolant line such that the coolant fluid flows in substantially parallel paths to each of the second, third and fourth coolant channels.

[0063] According to an embodiment, each of the first, second, third and fourth coolant channels are each fluidly coupled to a coolant line such that the coolant fluid flows in substantially parallel paths to each of the first, second, third and fourth coolant channels.

[0064] According to an embodiment, the above invention is also characterized by passing the coolant through a first channel in thermal contact with the inner surface of the inlet channel in an upstream direction relative to the general flow direction of the boost air; absorbing heat from at least a recirculated portion of the boost air flow; and moving the absorbed heat from the inlet channel to the heat exchanger via the coolant.

[0065] According to an embodiment, the above invention is also characterized in that the coolant is passed through a second channel in thermal contact with the impeller area of ​​the compressor, heat is absorbed from the impeller area, and the absorbed heat is moved to the heat exchanger via the coolant, wherein the vehicle is an autonomous vehicle, and wherein one or more valves of the turbocharger are adjusted to a first position when operating in an autonomous driving mode (including no passengers in the vehicle), and the one or more valves are adjusted to a second position when operating in a non-autonomous mode.

[0066] According to an embodiment, the above invention is further characterized by passing the coolant through a third passage in thermal contact with the diffuser region of the compressor, absorbing heat from the diffuser region, and moving the absorbed heat to the heat exchanger via the coolant.

[0067] According to an embodiment, the above invention is also characterized by passing the coolant through a fourth passage in thermal contact with the volute region of the compressor, absorbing heat from the volute region, and moving the absorbed heat to the heat exchanger via the coolant.

[0068] According to an embodiment, the above invention is also characterized in that the coolant is passed through a second channel in thermal contact with the impeller area of ​​the compressor to absorb heat from the impeller area; the coolant is passed through a third channel in thermal contact with the diffuser area of ​​the compressor to absorb heat from the diffuser area; the coolant is passed through a fourth channel in thermal contact with the volute area of ​​the compressor to absorb heat from the volute area; and the absorbed heat is moved to a heat exchanger via the coolant.

[0069] According to an embodiment, passing the coolant through the first passage in thermal contact with the inner surface of the inlet passage includes directing the coolant fluid from a cooling fluid conduit coupled to a coolant jacket configured to cool bearings supporting a shaft configured to rotate with a turbine located within the compressor.

Claims

1. A turbocharger compressor, comprising: an inlet configured to draw in a pressurized gas at a first end and direct the pressurized gas toward an impeller, a first coolant passage in thermal contact with the pressurized gas in the inlet and fluidly coupled to a heat exchanger; an impeller region surrounding the impeller downstream of the inlet, a second coolant passage in thermal contact with the impeller region and fluidly coupled to the heat exchanger; a diffuser region downstream of the impeller region, a third coolant passage in thermal contact with the diffuser region and fluidly coupled to the heat exchanger; and A volute region is downstream of the diffuser region, and a fourth coolant passage is in thermal contact with the volute region and is fluidly coupled to the heat exchanger.

2. The turbocharger compressor of claim 1, wherein one or more of the first and second coolant passages are configured such that coolant flows in an upstream direction relative to a general flow direction of charge gas through the compressor.

3. The turbocharger compressor of claim 1 , wherein the inlet includes a ported shroud, wherein under certain conditions, the pressurized gas flows through one or more ports and flows between the shroud and an inlet wall in an upstream direction relative to the overall flow of pressurized gas through the inlet, and wherein coolant flows through one or more of the coolant passages proximate the shroud in the upstream direction.

4. The turbocharger compressor of claim 1 , wherein one or more of the first coolant passage, the second coolant passage, the third coolant passage, and the fourth coolant passage are fluidly coupled to a water jacket configured to cool a bearing element configured to support the impeller for rotation. 5 . The turbocharger compressor of claim 1 , wherein the first coolant passage, the second coolant passage, the third coolant passage, and the fourth coolant passage are coupled to the heat exchanger to receive substantially parallel coolant flows. 6 . The turbocharger compressor of claim 1 , wherein two or more coolant passages receive a coolant flow that sequentially passes first through one of the two or more coolant passages and then through another coolant passage.

7. The turbocharger compressor of claim 1 further comprising: an inlet region having an opening at an upstream side and a downstream side at an inducer region of the impeller blades; and A coolant channel is in thermal contact with the charge air in the inlet region in the inlet region, wherein a coolant fluid flows in an upstream direction relative to a general flow direction of the charge air.

8. The turbocharger compressor of claim 7, wherein under surge or near-surge conditions, charge air tends to flow in the upstream direction near an inner surface of the inlet region as a recirculation flow, and wherein the coolant fluid flow in the upstream direction absorbs heat from the recirculation flow.

9. The turbocharger compressor of claim 7, further comprising: a shroud spaced apart from an inner surface of the inlet region in the inlet region so as to define a passage between the shroud and the inner surface; an opening through the shroud, and wherein, at least under some operating conditions of the compressor, fluid flows through the opening and through the passage in the upstream direction as a recirculation flow, and wherein the coolant fluid flow in the upstream direction absorbs heat from the recirculation flow.

10. The turbocharger compressor of claim 1 further comprising: a bearing housing for accommodating a bearing to support the impeller for rotation; and a water jacket for containing a coolant in thermally conductive contact with the bearing, and wherein the coolant passage is fluidly coupled to the water jacket.

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