CA2349917C - Variable geometry turbocharger - Google Patents
Variable geometry turbocharger Download PDFInfo
- Publication number
- CA2349917C CA2349917C CA002349917A CA2349917A CA2349917C CA 2349917 C CA2349917 C CA 2349917C CA 002349917 A CA002349917 A CA 002349917A CA 2349917 A CA2349917 A CA 2349917A CA 2349917 C CA2349917 C CA 2349917C
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- CA
- Canada
- Prior art keywords
- vanes
- crank shaft
- slots
- unison ring
- piston
- 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.)
- Expired - Fee Related
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Classifications
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- 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
- F02B37/12—Control of the pumps
- F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D17/00—Regulating or controlling by varying flow
- F01D17/10—Final actuators
- F01D17/12—Final actuators arranged in stator parts
- F01D17/14—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits
- F01D17/16—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by means of nozzle vanes
- F01D17/165—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by means of nozzle vanes for radial flow, i.e. the vanes turning around axes which are essentially parallel to the rotor centre line
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2220/00—Application
- F05D2220/40—Application in turbochargers
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Supercharger (AREA)
- Control Of Turbines (AREA)
- Preparation Of Compounds By Using Micro-Organisms (AREA)
Abstract
In a variable geometry turbocharger, with a turbine housing having a standard inlet for exhaust gas and an outlet to the exhaust system of the engine, a volute connected to the inlet and an integral outer nozzle, a plurality of vanes having rotation posts extending from a first surface substantially parallel to the outer nozzle wall to provide the variable nozzle; the posts received in circumferentially spaced apertures in the outer nozzle wall; the vanes having actuation tabs extending from the opposite surfaces of the vanes; a unison ring engaged between the centre housing and the vanes and having a plurality of profiled slots equal in number to the vanes; the slots oriented obliquely to a circumference of the unison ring and receive the tabs; the profiled surfaces of the slots engage the substantially flat sides of the tabs on different surfaces during the translation to provide optimum control and wear reduction; a radial slot with crank shaft having a pin engaging the radial slot to actuate the unison ring, the crank shaft moveable continuously from a first position to a second position to cause the pin to translate in the radial slot; an integral hydraulic actuator providing the actuation mechanism for the crank shaft.
Description
VARIABLE GEOMETRY TURBOCHARGER
BACKGROUND OF THE INVENTION
Field of the Invention:
This invention relates generally to the field of turbochargers having variable turbine inlet geometries. More particularly, the present invention provides a simplified structural arrangement for positioning multiple aerodynamic vanes in the inlet nozzle of the turbine housing and an integrated actuator for control of the vane position.
Descrintion of the Related Art:
In a turbocharger it is often desirable to control the flow of exhaust gas into the turbine to improve the efficiency or operational range.
Various configurations of variable nozzles have been employed to control the exhaust gas flow. Multiple pivoting vanes annularly positioned around the turbine inlet and commonly controlled to alter the throat area of the passages between the vanes is an approach which has been successfully used in prior turbochargers. Various approaches to this method for implementing a variable nozzle are disclosed in US Patent numbers 4,679,984 to Swihart et al. entitled "Actuation System for Variable Nozzle Turbine" and 4,804,316 to Fleury entitled "Suspension for the Pivoting Vane Actuation Mechanism of a Variable Nozzle Turbocharger" having a common assignee with the present application.
In more detail, US 4,679,984 discloses a turbocharger having a variable nozzle vane assembly. A plurality of pivotable vanes are mounted between the turbocharger backplate and unison ring on one side, and an annular side wall independent of the turbine housing, on the other side. Each vane inicudes a drive pin which pivots the vane in response to rotational movement of the unison ring.
In order to achieve this, the unison ring has a plurality of slots on its inner radial surface, each slot receiving a vane drive pin.
While multiple vane variable nozzle turbochargers have significantly increased the overall efficiency and capability of turbochargers, the complexity of support and actuation structures for the vanes have increased manufacturing costs and occasionally created maintenance issues. It is therefore desirable to reduce the complexity and parts count of variable nozzle structural arrangements and improve the actuation systems to increase reliability and reduce manufacturing cost for turbochargers employing them.
SUMMARY OF THE INVENTION
A variable geometry turbocharger employing the present invention includes a turbine housing having a standard inlet for exhaust gas and an outlet to the exhaust system of the engine. A volute is connected to the inlet and an integral outer nozzle wall is incorporated in the turbine housing casting adjacent the volute. A center housing is attached to the turbine housing . A
center bore in the center housing carries a bearing assembly. A compressor housing having an air inlet and a compressed air outlet is attached to the center housing.
A turbine wheel is carried within the turbine housing and attached to a shaft extending through the center housing, supported by the bearing assembly. The shaft attached to a compressor impeller carried within the compressor housing.
A plurality of vanes having rotation posts extending from a first -surface substantially parallel to the outer nozzle wall provide the variable nozzle. The posts are received in circumferentially spaced apertures in the outer nozzle wall. The vanes further have actuation tabs extending from the opposite surface of the vanes. A unison ring is engaged between the center housing and the vanes and has a plurality of profiled slots equal in number to the vanes. The slots are oriented obliquely to a circumference of the unison ring and receive the tabs. The profiled surfaces of the slots engage the substantially flat sides of the tabs on different surfaces during the translation to provide optimum control and wear reduction.
Actuation of the unison ring is accomplished by a radial slot and a crank shaft having a pin engaging the radial slot. The crank shaft is movable continuously from a first position to a second position, causing the pin to ...
translate in the radial slot and impart force perpendicular to the radial slot to urge rotational motion of the unison ring. The rotational motion of the unison ring causes the tabs to traverse the actuation slots from a first end of the slots to a second end of the slots. The oblique orientation of the slots causes a continuously variable rotation of the vanes from a first open position to a second closed position.
An integral hydraulic actuator provides the actuation mechanism for the crank shaft. Mounted in a boss in the center housing, the actuator uses a piston and piston rod attached by a rack and pinion to the crank shaft for position control of the vanes. Hydraulic pressure to operate the piston is provided by a solenoid operated multiport valve with direct feedback through a cam mounted on the crank shaft adjacent the pinion gear.
BRIEF DESCRIPTION OF THE DRAWINGS
The details and features of the present invention will be more clearly understood with respect to the detailed description and drawings in whichr Fig. 1 is an exploded view of an embodiment of a turbocharger employing the present invention;
Fig. 2 is a side section elevation showing the turbine housing, center housing 2o and compressor back plate with the turbine shaft wheel assembly and compressor impeller as supported by the bearing system;
Fig. 3 is an end section elevation through the center housing showing an embodiment of an integral actuation valve arrangement according to the invention;
Fig. 4 is a partial view of an alternate embodiment of the valve piston arrangment;
Fig. 5a is a view along line G-G of Fig. 3 and with Figs. 5b-c provides section views of the crank shaft assembly extending from the actuation valve to the unison ring engaging the nozzle vanes;
BACKGROUND OF THE INVENTION
Field of the Invention:
This invention relates generally to the field of turbochargers having variable turbine inlet geometries. More particularly, the present invention provides a simplified structural arrangement for positioning multiple aerodynamic vanes in the inlet nozzle of the turbine housing and an integrated actuator for control of the vane position.
Descrintion of the Related Art:
In a turbocharger it is often desirable to control the flow of exhaust gas into the turbine to improve the efficiency or operational range.
Various configurations of variable nozzles have been employed to control the exhaust gas flow. Multiple pivoting vanes annularly positioned around the turbine inlet and commonly controlled to alter the throat area of the passages between the vanes is an approach which has been successfully used in prior turbochargers. Various approaches to this method for implementing a variable nozzle are disclosed in US Patent numbers 4,679,984 to Swihart et al. entitled "Actuation System for Variable Nozzle Turbine" and 4,804,316 to Fleury entitled "Suspension for the Pivoting Vane Actuation Mechanism of a Variable Nozzle Turbocharger" having a common assignee with the present application.
In more detail, US 4,679,984 discloses a turbocharger having a variable nozzle vane assembly. A plurality of pivotable vanes are mounted between the turbocharger backplate and unison ring on one side, and an annular side wall independent of the turbine housing, on the other side. Each vane inicudes a drive pin which pivots the vane in response to rotational movement of the unison ring.
In order to achieve this, the unison ring has a plurality of slots on its inner radial surface, each slot receiving a vane drive pin.
While multiple vane variable nozzle turbochargers have significantly increased the overall efficiency and capability of turbochargers, the complexity of support and actuation structures for the vanes have increased manufacturing costs and occasionally created maintenance issues. It is therefore desirable to reduce the complexity and parts count of variable nozzle structural arrangements and improve the actuation systems to increase reliability and reduce manufacturing cost for turbochargers employing them.
SUMMARY OF THE INVENTION
A variable geometry turbocharger employing the present invention includes a turbine housing having a standard inlet for exhaust gas and an outlet to the exhaust system of the engine. A volute is connected to the inlet and an integral outer nozzle wall is incorporated in the turbine housing casting adjacent the volute. A center housing is attached to the turbine housing . A
center bore in the center housing carries a bearing assembly. A compressor housing having an air inlet and a compressed air outlet is attached to the center housing.
A turbine wheel is carried within the turbine housing and attached to a shaft extending through the center housing, supported by the bearing assembly. The shaft attached to a compressor impeller carried within the compressor housing.
A plurality of vanes having rotation posts extending from a first -surface substantially parallel to the outer nozzle wall provide the variable nozzle. The posts are received in circumferentially spaced apertures in the outer nozzle wall. The vanes further have actuation tabs extending from the opposite surface of the vanes. A unison ring is engaged between the center housing and the vanes and has a plurality of profiled slots equal in number to the vanes. The slots are oriented obliquely to a circumference of the unison ring and receive the tabs. The profiled surfaces of the slots engage the substantially flat sides of the tabs on different surfaces during the translation to provide optimum control and wear reduction.
Actuation of the unison ring is accomplished by a radial slot and a crank shaft having a pin engaging the radial slot. The crank shaft is movable continuously from a first position to a second position, causing the pin to ...
translate in the radial slot and impart force perpendicular to the radial slot to urge rotational motion of the unison ring. The rotational motion of the unison ring causes the tabs to traverse the actuation slots from a first end of the slots to a second end of the slots. The oblique orientation of the slots causes a continuously variable rotation of the vanes from a first open position to a second closed position.
An integral hydraulic actuator provides the actuation mechanism for the crank shaft. Mounted in a boss in the center housing, the actuator uses a piston and piston rod attached by a rack and pinion to the crank shaft for position control of the vanes. Hydraulic pressure to operate the piston is provided by a solenoid operated multiport valve with direct feedback through a cam mounted on the crank shaft adjacent the pinion gear.
BRIEF DESCRIPTION OF THE DRAWINGS
The details and features of the present invention will be more clearly understood with respect to the detailed description and drawings in whichr Fig. 1 is an exploded view of an embodiment of a turbocharger employing the present invention;
Fig. 2 is a side section elevation showing the turbine housing, center housing 2o and compressor back plate with the turbine shaft wheel assembly and compressor impeller as supported by the bearing system;
Fig. 3 is an end section elevation through the center housing showing an embodiment of an integral actuation valve arrangement according to the invention;
Fig. 4 is a partial view of an alternate embodiment of the valve piston arrangment;
Fig. 5a is a view along line G-G of Fig. 3 and with Figs. 5b-c provides section views of the crank shaft assembly extending from the actuation valve to the unison ring engaging the nozzle vanes;
Figs 6 a-e are end views of the unison ring and nozzle vanes demonstrating the variable vane positions and the actuation structural arrangement;
Fig. 7 is a reverse end view of an alternative embodiment of the unison ring showing a blind relief design for pressure compensation;
Fig. 8 is a schematic side view of the unison ring of Fig. 7 and vanes as mounted in the turbine housing to demonstrate the pressure compensation for vane tolerance control; and Figs. 9a-e are schematic side views of the actuation valve porting and piston structure for control of the vane position.
DETAILED DESCRIPTION OF THE INVENTION
Referring to the drawings, the embodiment of the invention shown in Fig. 1 includes a compressor housing 10 which is connected to a backplate 12 using two or more clamps 14 secured by bolts 16. The backplate is attached to a center housing 18 with multiple bolts 20 and a seal ring 22. A turbine housing 24 is connected to the center housing using multiple clamps 26 secured by bolts 28. A turbine wheel and shaft assembly 30 is carried within the turbine housing. Exhaust gas or other high energy gas supplying the turbocharger enters the turbine housing through inlet 32 and is distributed through the volute in the turbine housing for substantially radial entry into the turbine wheel through a circumferential nozzle entry 34.
Multiple vanes 36 are mounted to a nozzle wall 38 machined into the turbine housing using posts 40 extending from the vanes for rotational engagement within holes 42 in the nozzle wall. Actuation tabs 44 extend from the vanes to be engaged by slots 46 in unison ring 48 which acts as the second nozzle wall. The configuration of the tabs, slots and unison ring will be explained in greater detail subsequently. An actuator crank 50 terminates at a first end in a lever arm 52 carrying a pin 54 to engage'elliptical slot 56 in the unison ring for rotation of the ring as will be later explained. The crank extends into a boss 58 in the center housing casting through a bushing 60 and a gear 62 which is secured to the crank by a pin 64 and is received into an end bearing 66 which mates with aperture 68 in the crank boss. An 0-ring 70 seals the end bearing and a snap ring 72 secures the end bearing into the aperture 68.
A bearing system having two journal bearings 74 and a bearing spacer 76 support the shaft wheel assembly in the center housing center bore 78. The shaft further extends through a thrust collar 80 which engages a thrust bearing 82 carried between the center housing and compressor back plate. A piston lo ring 84 seals the thrust collar with the shaft bore in the back plate. The stack up of the shaft wheel assembly within the turbine housing, center housing and back plate is best seen in Fig. 2. The unison ring and vanes are not shown for clarity. The compressor impeller 86 is attached to the shaft wheel assembly.
Referring again to Fig. 1, the integrated actuator for the turbocharger is housed in an actuator boss 82 in the casting of the center housing 18. A
solenoid valve 84 is mounted in an aperture at one end of the boss while the actuating components are mounted in a second aperture at the opposite end of the boss. The actuating components include a piston 86 that incorporates a rod 88 having a rack gear 90 engaging the gear 62 mounted on the crank shaft 50. A ring seal 92 surrounds the piston circumference sealing the piston in the bore of the actuator boss. Additional ring seals 94 and 96 seal the piston rod to a rod bore of smaller diameter than the piston bore. The piston bore is sealed with a piston end 98 held in the bore with a snap ring 100. A bolt 102 is inserted into a threaded hole in the piston end for use in manipulating the piston end. An additional ring seal 104 seals the piston end to the bore.
Alternatively, a freeze plug 106 is employed as a replacement for the piston end. The solenoid valve is secured to the boss with a bracket 108 held by a bolt 110. Bore plugs 112 and 114 seal the blind ends of actuation passages in the actuator boss while steel balls 116 are employed to seal other actuation passages, described in greater detail subsequently.
Fig. 2 is a side sectional elevation of the turbocharger showing the assembled turbine housing, center housing and compressor back plate with the turbine shaft wheel assembly and compressor impeller supported by the bearing assembly.
Fig. 3 is an end sectional view through the actuator boss and assembled actuator components. Fig. 4 shows the alternative freeze plug arrangement for sealing the piston bore.
As best seen in Fig. 2, the center housing includes a main casting portion and a turbine housing back plate 120 for attachment of the center housing to the turbine housing using bolts, as previously described. Fig. 5a is a sectional view showing the crank shaft assembly with the gear 62 bushing 60 mounted in the main casting portion of the center housing with the crank shaft extending across the air gap between the main casting portion and the turbine housing back plate and into an aperture in the back plate. Fig. 5b shows the details of the crank shaft sealing arrangement in the back plate aperture. A
first metalic ring seal 122 having a first diameter is employed to seal an inner diameter of the aperture 124, while a second metalic ring seal 126 is employed in combination with the first seal to seal a second larger diameter 128 of the aperture. This arrangement allows continued sealing during uneven thermal expansion of the main casting portion and the back plate during operation.
Fig. 5b demonstrates the configuration during operation, with the temperature of the back plate exceed the main portion, with resulting greater expansion while Fig. 5c, shows the arrangement with nominal tolerance at a common temperature for the main casting portion and the back plate.
The nozzle vanes36 in the turbine inlet nozzle are operated by the unison ring 48. Fig. 6a shows the unison ring engaged by the end pin 54 of the crank shaft 50 in a radial slot 130. Rotation of the crank shaft causes the offset end pin to traverse the radial slot resulting in rotation of the unison ring.
The vanes, mounted for rotation on pins 40 which extend into receiving holes 42 in the nozzle wall of the turbine housing, have guide tabs 132 which are received in the slots 46 in the unison ring. As the unison ring rotates, the motion of the slots causes the tabs to traverse from one end of the slot to the other resulting in rotation of the vanes from a first fully open position, through a neutral position, shown in Fig. 6a, to a fully closed position. Fig. 6b shows in phantom the fully open, neutral and fully closed positions of the vanes with tab positioning in the slots. Fig. 6c is an enlarged view of the unison ring slot with the tab shown in multiple positions. The tab incorporates substantially flat sides 134 and 136 which provide extended engagement of the slot wall by the tab to reduce point wear on the tab. The profile of the slot, not purely oval, is predetermined to provide maximum engagement with the tab, while engaging first side 134 of the tab at the open and closed end points with maximum area and the second side 136 during the intermediate positioning of the vanes.
For the embodiment shown in the drawings, Fig. 6d shows the fully open and fully closed positions of the vanes. A 22 degree rotation of the vanes is provided.
In certain applications, pressure balancing of the mounting of the vanes in the nozzle is desirable. Fig. 7 shows one embodiment of the unison ring 48 that incorporates blind slots 46 while providing a blind relief 138 on the reverse side of the ring with pressure ports 140 machined into the relief.
Fig.
8 is a detail side section of the relieved unison ring engaging the vanes in the nozzle. For the arrangement shown, pressure of the exhaust gas entering the nozzle pressurizes the relieved back portion 138 of the unison ring through gap 142 provided by tolerancing of the mounting channel 144 in the back plate 120, through ports 140. Alternatively, a feed hole 146 is provided through the back plate into the unison ring mounting channel proximate the location of the ports 144. Total pressure of the exhaust gas urges the unison ring against the vanes, which are in turn urged against the nozzle surface 38 in the turbine housing. Holes 42 receiving the vane pins 40 are provided with sufficient depth to allow the vanes to be maintained in close contact with the nozzle surface and unison ring for minimum vane leakage.
Actuation of the vanes is initiated by the solenoid valve 84 and actuation components previously described. Figs. 9a through 9e show the various states of the actuation piston 86 and its piston rod 88 driving gear through rack 90. The solenoid valve is reacted by a spring 150 having a cap 152 engaging a cam 154 machined into the gear body. Various ports, as will be described are then opened and closed, hydraulically positioning the piston which, through the mechanical closed loop of the rack and gear provides positive control on the position of the crank shaft and, therefore, the unison ring.
The solenoid valve is a proportional servo 4-way hydraulic actuator control valve. As shown in Fig. 9a, if no current is applied to the solenoid, port A is open, port B (top of the piston) is connected to drain port D. As shown in Fig. 9b, when oil pressure is applied from the engine on which the turbocharger is mounted, oil pressure is directed through port A into the bottom of the piston, placing the vanes in a fully open position. When current is applied to the solenoid, port A is closed, port A (bottom of the piston) is connected to drain, port B opens and oil pressure is directed to the top of the piston, moving the piston to the left starting to close the vanes.
Fig. 9c shows the condition of the actuation systems with a balanced state low current in the solenoid. Port A is closed, poitt B is closed and the vanes are positioned as a function of the applied current. If the current is { -8-increased, Fig. 9d shows that port B is opened directing oil pressure to the top of the piston. Port A is connected to the drain and the piston moves to the left, moving the vanes in the closed direction. After some finite time, the system stabilizes in a balanced state with high current as shown in Fig. 5e with port A
S closed, port B closed and the vanes positioned as a function of the applied current. Full current applied to the solenoid results in port B being closed, oil pressure being directed to the top of the piston while port A is connect to the drain and the piston moves to the left until a full closed vane position is achieved. Removing current from the solenoid returns the actuation system to io the state shown in Fig. 9a with the vanes fully open.
Having now fully described the invention as required by the patent statutes, those skilled in the art will be able to ascertain modifications and alterations to the specific embodiments disclosed herein. Such modifications and alterations are within the scope of the invention as defined in the 15 following claims.
Fig. 7 is a reverse end view of an alternative embodiment of the unison ring showing a blind relief design for pressure compensation;
Fig. 8 is a schematic side view of the unison ring of Fig. 7 and vanes as mounted in the turbine housing to demonstrate the pressure compensation for vane tolerance control; and Figs. 9a-e are schematic side views of the actuation valve porting and piston structure for control of the vane position.
DETAILED DESCRIPTION OF THE INVENTION
Referring to the drawings, the embodiment of the invention shown in Fig. 1 includes a compressor housing 10 which is connected to a backplate 12 using two or more clamps 14 secured by bolts 16. The backplate is attached to a center housing 18 with multiple bolts 20 and a seal ring 22. A turbine housing 24 is connected to the center housing using multiple clamps 26 secured by bolts 28. A turbine wheel and shaft assembly 30 is carried within the turbine housing. Exhaust gas or other high energy gas supplying the turbocharger enters the turbine housing through inlet 32 and is distributed through the volute in the turbine housing for substantially radial entry into the turbine wheel through a circumferential nozzle entry 34.
Multiple vanes 36 are mounted to a nozzle wall 38 machined into the turbine housing using posts 40 extending from the vanes for rotational engagement within holes 42 in the nozzle wall. Actuation tabs 44 extend from the vanes to be engaged by slots 46 in unison ring 48 which acts as the second nozzle wall. The configuration of the tabs, slots and unison ring will be explained in greater detail subsequently. An actuator crank 50 terminates at a first end in a lever arm 52 carrying a pin 54 to engage'elliptical slot 56 in the unison ring for rotation of the ring as will be later explained. The crank extends into a boss 58 in the center housing casting through a bushing 60 and a gear 62 which is secured to the crank by a pin 64 and is received into an end bearing 66 which mates with aperture 68 in the crank boss. An 0-ring 70 seals the end bearing and a snap ring 72 secures the end bearing into the aperture 68.
A bearing system having two journal bearings 74 and a bearing spacer 76 support the shaft wheel assembly in the center housing center bore 78. The shaft further extends through a thrust collar 80 which engages a thrust bearing 82 carried between the center housing and compressor back plate. A piston lo ring 84 seals the thrust collar with the shaft bore in the back plate. The stack up of the shaft wheel assembly within the turbine housing, center housing and back plate is best seen in Fig. 2. The unison ring and vanes are not shown for clarity. The compressor impeller 86 is attached to the shaft wheel assembly.
Referring again to Fig. 1, the integrated actuator for the turbocharger is housed in an actuator boss 82 in the casting of the center housing 18. A
solenoid valve 84 is mounted in an aperture at one end of the boss while the actuating components are mounted in a second aperture at the opposite end of the boss. The actuating components include a piston 86 that incorporates a rod 88 having a rack gear 90 engaging the gear 62 mounted on the crank shaft 50. A ring seal 92 surrounds the piston circumference sealing the piston in the bore of the actuator boss. Additional ring seals 94 and 96 seal the piston rod to a rod bore of smaller diameter than the piston bore. The piston bore is sealed with a piston end 98 held in the bore with a snap ring 100. A bolt 102 is inserted into a threaded hole in the piston end for use in manipulating the piston end. An additional ring seal 104 seals the piston end to the bore.
Alternatively, a freeze plug 106 is employed as a replacement for the piston end. The solenoid valve is secured to the boss with a bracket 108 held by a bolt 110. Bore plugs 112 and 114 seal the blind ends of actuation passages in the actuator boss while steel balls 116 are employed to seal other actuation passages, described in greater detail subsequently.
Fig. 2 is a side sectional elevation of the turbocharger showing the assembled turbine housing, center housing and compressor back plate with the turbine shaft wheel assembly and compressor impeller supported by the bearing assembly.
Fig. 3 is an end sectional view through the actuator boss and assembled actuator components. Fig. 4 shows the alternative freeze plug arrangement for sealing the piston bore.
As best seen in Fig. 2, the center housing includes a main casting portion and a turbine housing back plate 120 for attachment of the center housing to the turbine housing using bolts, as previously described. Fig. 5a is a sectional view showing the crank shaft assembly with the gear 62 bushing 60 mounted in the main casting portion of the center housing with the crank shaft extending across the air gap between the main casting portion and the turbine housing back plate and into an aperture in the back plate. Fig. 5b shows the details of the crank shaft sealing arrangement in the back plate aperture. A
first metalic ring seal 122 having a first diameter is employed to seal an inner diameter of the aperture 124, while a second metalic ring seal 126 is employed in combination with the first seal to seal a second larger diameter 128 of the aperture. This arrangement allows continued sealing during uneven thermal expansion of the main casting portion and the back plate during operation.
Fig. 5b demonstrates the configuration during operation, with the temperature of the back plate exceed the main portion, with resulting greater expansion while Fig. 5c, shows the arrangement with nominal tolerance at a common temperature for the main casting portion and the back plate.
The nozzle vanes36 in the turbine inlet nozzle are operated by the unison ring 48. Fig. 6a shows the unison ring engaged by the end pin 54 of the crank shaft 50 in a radial slot 130. Rotation of the crank shaft causes the offset end pin to traverse the radial slot resulting in rotation of the unison ring.
The vanes, mounted for rotation on pins 40 which extend into receiving holes 42 in the nozzle wall of the turbine housing, have guide tabs 132 which are received in the slots 46 in the unison ring. As the unison ring rotates, the motion of the slots causes the tabs to traverse from one end of the slot to the other resulting in rotation of the vanes from a first fully open position, through a neutral position, shown in Fig. 6a, to a fully closed position. Fig. 6b shows in phantom the fully open, neutral and fully closed positions of the vanes with tab positioning in the slots. Fig. 6c is an enlarged view of the unison ring slot with the tab shown in multiple positions. The tab incorporates substantially flat sides 134 and 136 which provide extended engagement of the slot wall by the tab to reduce point wear on the tab. The profile of the slot, not purely oval, is predetermined to provide maximum engagement with the tab, while engaging first side 134 of the tab at the open and closed end points with maximum area and the second side 136 during the intermediate positioning of the vanes.
For the embodiment shown in the drawings, Fig. 6d shows the fully open and fully closed positions of the vanes. A 22 degree rotation of the vanes is provided.
In certain applications, pressure balancing of the mounting of the vanes in the nozzle is desirable. Fig. 7 shows one embodiment of the unison ring 48 that incorporates blind slots 46 while providing a blind relief 138 on the reverse side of the ring with pressure ports 140 machined into the relief.
Fig.
8 is a detail side section of the relieved unison ring engaging the vanes in the nozzle. For the arrangement shown, pressure of the exhaust gas entering the nozzle pressurizes the relieved back portion 138 of the unison ring through gap 142 provided by tolerancing of the mounting channel 144 in the back plate 120, through ports 140. Alternatively, a feed hole 146 is provided through the back plate into the unison ring mounting channel proximate the location of the ports 144. Total pressure of the exhaust gas urges the unison ring against the vanes, which are in turn urged against the nozzle surface 38 in the turbine housing. Holes 42 receiving the vane pins 40 are provided with sufficient depth to allow the vanes to be maintained in close contact with the nozzle surface and unison ring for minimum vane leakage.
Actuation of the vanes is initiated by the solenoid valve 84 and actuation components previously described. Figs. 9a through 9e show the various states of the actuation piston 86 and its piston rod 88 driving gear through rack 90. The solenoid valve is reacted by a spring 150 having a cap 152 engaging a cam 154 machined into the gear body. Various ports, as will be described are then opened and closed, hydraulically positioning the piston which, through the mechanical closed loop of the rack and gear provides positive control on the position of the crank shaft and, therefore, the unison ring.
The solenoid valve is a proportional servo 4-way hydraulic actuator control valve. As shown in Fig. 9a, if no current is applied to the solenoid, port A is open, port B (top of the piston) is connected to drain port D. As shown in Fig. 9b, when oil pressure is applied from the engine on which the turbocharger is mounted, oil pressure is directed through port A into the bottom of the piston, placing the vanes in a fully open position. When current is applied to the solenoid, port A is closed, port A (bottom of the piston) is connected to drain, port B opens and oil pressure is directed to the top of the piston, moving the piston to the left starting to close the vanes.
Fig. 9c shows the condition of the actuation systems with a balanced state low current in the solenoid. Port A is closed, poitt B is closed and the vanes are positioned as a function of the applied current. If the current is { -8-increased, Fig. 9d shows that port B is opened directing oil pressure to the top of the piston. Port A is connected to the drain and the piston moves to the left, moving the vanes in the closed direction. After some finite time, the system stabilizes in a balanced state with high current as shown in Fig. 5e with port A
S closed, port B closed and the vanes positioned as a function of the applied current. Full current applied to the solenoid results in port B being closed, oil pressure being directed to the top of the piston while port A is connect to the drain and the piston moves to the left until a full closed vane position is achieved. Removing current from the solenoid returns the actuation system to io the state shown in Fig. 9a with the vanes fully open.
Having now fully described the invention as required by the patent statutes, those skilled in the art will be able to ascertain modifications and alterations to the specific embodiments disclosed herein. Such modifications and alterations are within the scope of the invention as defined in the 15 following claims.
Claims (6)
1. A variable geometry turbo charger comprising:
a turbine housing having an inlet for exhaust gas and an outlet, a volute connected to the inlet and an integral outer nozzle wall adjacent the volute;
a center housing attached to the turbine housing and having a center bore carrying a bearing assembly;
a compressor housing having an air inlet and a compressed air outlet, the compressor housing attached to the center housing;
a turbine wheel carried within the turbine housing and attached to a shaft extending through the center housing, supported by the bearing assembly, the shaft attached distal the turbine wheel to a compressor impeller carried within the compressor housing;
a plurality of vanes having rotation posts extending from a first surface substantially parallel to the outer nozzle wall, the posts received in circumferentially spaced apertures in the outer nozzle wall, the vanes further having actuation tabs extending from a second surface of the vanes distal the first surface;
a unison ring intermediate the center housing and the vanes, the unison ring having a plurality of slots equal in number to the vanes, said slots oriented obliquely to a circumference of the unison ring and receiving the tabs, the unison ring further having a radial slot;
a crank shaft having a pin engaging the radial slot, the crank shaft movable continuously from a first position to a second position, movement of the crank shaft causing the pin to translate in the radial slot and impart force perpendicular to the radial slot to urge rotational motion of the unison ring, the rotational motion of the unison ring causing the tabs to traverse the actuation slots from a first end of the slots to a second end of the slots; and means for moving the crank shaft from the first position to the second position, characterized in that the tabs incorporate substantially flat sides to be received within the actuation slots, the slots being configured to provide extended engagement between the substantially flat sides and the inner surfaces of the slots.
a turbine housing having an inlet for exhaust gas and an outlet, a volute connected to the inlet and an integral outer nozzle wall adjacent the volute;
a center housing attached to the turbine housing and having a center bore carrying a bearing assembly;
a compressor housing having an air inlet and a compressed air outlet, the compressor housing attached to the center housing;
a turbine wheel carried within the turbine housing and attached to a shaft extending through the center housing, supported by the bearing assembly, the shaft attached distal the turbine wheel to a compressor impeller carried within the compressor housing;
a plurality of vanes having rotation posts extending from a first surface substantially parallel to the outer nozzle wall, the posts received in circumferentially spaced apertures in the outer nozzle wall, the vanes further having actuation tabs extending from a second surface of the vanes distal the first surface;
a unison ring intermediate the center housing and the vanes, the unison ring having a plurality of slots equal in number to the vanes, said slots oriented obliquely to a circumference of the unison ring and receiving the tabs, the unison ring further having a radial slot;
a crank shaft having a pin engaging the radial slot, the crank shaft movable continuously from a first position to a second position, movement of the crank shaft causing the pin to translate in the radial slot and impart force perpendicular to the radial slot to urge rotational motion of the unison ring, the rotational motion of the unison ring causing the tabs to traverse the actuation slots from a first end of the slots to a second end of the slots; and means for moving the crank shaft from the first position to the second position, characterized in that the tabs incorporate substantially flat sides to be received within the actuation slots, the slots being configured to provide extended engagement between the substantially flat sides and the inner surfaces of the slots.
2. A variable geometry turbocharger as defined in claim 1 wherein the actuation slots incorporate a profile predetermined to provide maximum engagement of a first side of each tab with the tab located at the first end and second end of the slot and maximum engagement of a second side of each tab with the tab located in the slot intermediate the first and second end.
3. A variable geometry turbocharger as defined in claim 1 wherein the moving means comprises a hydraulic actuator integral with the center housing and having a piston received in a boss integrally cast in the center housing for reciprocating motion perpendicular to the crank shaft;
a piston rod attached to the piston at a first end;
means for attaching the piston rod to the crank shaft, the attaching means converting reciprocating motion of the rod to rotational motion of the shaft; and means for controllably varying hydraulic pressure on opposing sides of the piston to induce motion from a first position corresponding to the first position of the crank shaft to a second position corresponding to the second position of the crank shaft.
a piston rod attached to the piston at a first end;
means for attaching the piston rod to the crank shaft, the attaching means converting reciprocating motion of the rod to rotational motion of the shaft; and means for controllably varying hydraulic pressure on opposing sides of the piston to induce motion from a first position corresponding to the first position of the crank shaft to a second position corresponding to the second position of the crank shaft.
4. A variable geometry turbocharger as defined in claim 3 wherein the attaching means comprises:
a gear rack on the piston rod; and a pinion gear on the crank shaft.
a gear rack on the piston rod; and a pinion gear on the crank shaft.
5. A variable geometry turbocharger as defined in claim 3 wherein the means for controllably varying the hydraulic pressure comprises:
a hydraulic valve stem having multiple ports and movable by an variable current electric solenoid balanced by a bias spring;
a hydraulic pressure source in communication with a first port with the stem in a first position and a second port with the stem in a second position;
a hydraulic drain in communication with a third port with the stem in the first position and a forth port with the stem in the second position;
a first conduit communicating with the a first side of the piston and communicating with the first port with the stem in the first position and the fourth port with the stem in the second position;
a second conduit communicating with a second side of the piston and communicating the third port with the stem in the first position and the second port with the stem in the second position; and a cam on the crank shaft operatively engaging the bias spring.
a hydraulic valve stem having multiple ports and movable by an variable current electric solenoid balanced by a bias spring;
a hydraulic pressure source in communication with a first port with the stem in a first position and a second port with the stem in a second position;
a hydraulic drain in communication with a third port with the stem in the first position and a forth port with the stem in the second position;
a first conduit communicating with the a first side of the piston and communicating with the first port with the stem in the first position and the fourth port with the stem in the second position;
a second conduit communicating with a second side of the piston and communicating the third port with the stem in the first position and the second port with the stem in the second position; and a cam on the crank shaft operatively engaging the bias spring.
6. A variable geometry turbocharger as defined in claim 1 wherein the actuation slots are blind and further comprising:
an annular channel in the center housing closely receiving the unison ring; and means for supplying air pressure to the channel to urge the unison ring into close contact with the second surface of the vanes.
an annular channel in the center housing closely receiving the unison ring; and means for supplying air pressure to the channel to urge the unison ring into close contact with the second surface of the vanes.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/US2000/006512 WO2001069045A1 (en) | 2000-03-13 | 2000-03-13 | Variable geometry turbocharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2349917A1 CA2349917A1 (en) | 2001-09-13 |
| CA2349917C true CA2349917C (en) | 2008-12-02 |
Family
ID=21741144
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002349917A Expired - Fee Related CA2349917C (en) | 2000-03-13 | 2000-03-13 | Variable geometry turbocharger |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP1264078B1 (en) |
| JP (1) | JP4460814B2 (en) |
| KR (1) | KR100642050B1 (en) |
| CN (1) | CN1313711C (en) |
| AT (1) | ATE313007T1 (en) |
| AU (1) | AU758433B2 (en) |
| CA (1) | CA2349917C (en) |
| DE (2) | DE1264078T1 (en) |
| WO (1) | WO2001069045A1 (en) |
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|---|---|---|---|---|
| DE10237413B4 (en) * | 2002-08-16 | 2004-07-15 | Daimlerchrysler Ag | Exhaust gas turbocharger for an internal combustion engine |
| DE10253693B4 (en) * | 2002-11-18 | 2005-12-01 | Borgwarner Turbo Systems Gmbh | turbocharger |
| US6895751B1 (en) * | 2004-03-08 | 2005-05-24 | Christopher Greentree | Vane control |
| DE102004023214A1 (en) * | 2004-05-11 | 2005-12-08 | Volkswagen Ag | Turbocharger for a combustion engine comprises a housing which contains a turbine wheel, a bearing housing, a flow channel section, and a scoop and carrier |
| JP4483571B2 (en) | 2004-12-24 | 2010-06-16 | トヨタ自動車株式会社 | Variable capacity turbocharger |
| JP4560468B2 (en) * | 2005-10-04 | 2010-10-13 | 株式会社小松製作所 | Variable turbocharger and engine equipped with the same |
| US7958730B2 (en) | 2005-12-30 | 2011-06-14 | Honeywell International Inc. | Control of dual stage turbocharging |
| KR101258687B1 (en) * | 2006-03-14 | 2013-04-26 | 보르그워너 인코퍼레이티드 | Turbocharger |
| US7559199B2 (en) * | 2006-09-22 | 2009-07-14 | Honeywell International Inc. | Variable-nozzle cartridge for a turbocharger |
| JP4641521B2 (en) | 2006-09-29 | 2011-03-02 | 株式会社小松製作所 | Variable turbocharger and driving method thereof |
| CN101523025B (en) * | 2006-09-29 | 2011-06-08 | 株式会社小松制作所 | Variable turbo supercharger and method of driving the same |
| DE112007002529B4 (en) | 2006-10-27 | 2014-04-03 | Komatsu Ltd. | Variable turbocharger and method for returning oil from hydraulic drive means |
| JP4780666B2 (en) * | 2006-11-29 | 2011-09-28 | 株式会社小松製作所 | SILTING PREVENTION CONTROL DEVICE AND METHOD |
| JP4820765B2 (en) * | 2007-01-31 | 2011-11-24 | 株式会社小松製作所 | Variable turbocharger |
| JP5095458B2 (en) | 2008-03-21 | 2012-12-12 | 株式会社小松製作所 | Hydraulic servo drive device and variable turbocharger using the same |
| JP2009299767A (en) * | 2008-06-12 | 2009-12-24 | Komatsu Ltd | Hydraulic servo driving device |
| WO2010068558A2 (en) * | 2008-12-11 | 2010-06-17 | Borgwarner Inc. | Simplified variable geometry turbocharger with variable nozzle |
| CN101539034B (en) * | 2009-04-16 | 2010-12-08 | 上海交通大学 | Fixed blade device with adjustable bend angle in circumferential direction |
| CN101634233B (en) * | 2009-08-20 | 2011-07-20 | 康跃科技股份有限公司 | Pneumatic nozzle of variable geometry turbocharger (VGT) |
| DE102009057664A1 (en) * | 2009-12-09 | 2011-06-16 | Ihi Charging Systems International Gmbh | Adjusting device for a charging device, in particular for an exhaust gas turbocharger |
| US20120023936A1 (en) * | 2010-07-30 | 2012-02-02 | Caterpillar Inc. | Nozzled turbocharger turbine |
| US8992165B2 (en) * | 2010-09-22 | 2015-03-31 | Cummins Turbo Technologies Limited | Variable geometry turbine |
| CN102297016B (en) * | 2011-08-15 | 2012-12-12 | 无锡凯迪增压器配件有限公司 | Turbocharger for double-vane nozzle systems |
| EP2733311B1 (en) | 2012-11-16 | 2019-01-02 | ABB Turbo Systems AG | Nozzle ring |
| US9429033B2 (en) * | 2013-11-08 | 2016-08-30 | Honeywell International Inc. | Drive arrangement for a unison ring of a variable-vane assembly |
| US20170248070A1 (en) * | 2014-09-23 | 2017-08-31 | Borgwarner Inc. | Turbocharger with integrated actuator |
| US10018107B2 (en) * | 2015-07-10 | 2018-07-10 | Kangyue Technology Co., Ltd | Balanced vanes and integrated actuation system for a variable geometry turbocharger |
| IL241683B (en) | 2015-09-17 | 2020-09-30 | Israel Aerospace Ind Ltd | Multistage turbocharging system |
| CN110608091A (en) * | 2018-06-14 | 2019-12-24 | 博格华纳公司 | Device for compressor with variable adjusting mechanism |
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| GB731822A (en) * | 1952-03-14 | 1955-06-15 | Power Jets Res & Dev Ltd | Improvements relating to turbines or compressors for operation with gaseous fluids |
| US4274329A (en) * | 1978-11-13 | 1981-06-23 | Weyer Paul P | Rotary actuator apparatus |
| US4300869A (en) * | 1980-02-11 | 1981-11-17 | Swearingen Judson S | Method and apparatus for controlling clamping forces in fluid flow control assemblies |
| US4502836A (en) * | 1982-07-02 | 1985-03-05 | Swearingen Judson S | Method for nozzle clamping force control |
| US4654941A (en) * | 1984-04-20 | 1987-04-07 | The Garrett Corporation | Method of assembling a variable nozzle turbocharger |
| US4726744A (en) * | 1985-10-24 | 1988-02-23 | Household Manufacturing, Inc. | Tubocharger with variable vane |
| US4679984A (en) * | 1985-12-11 | 1987-07-14 | The Garrett Corporation | Actuation system for variable nozzle turbine |
| US4804316A (en) | 1985-12-11 | 1989-02-14 | Allied-Signal Inc. | Suspension for the pivoting vane actuation mechanism of a variable nozzle turbocharger |
-
2000
- 2000-03-13 DE DE1264078T patent/DE1264078T1/en active Pending
- 2000-03-13 EP EP00917890A patent/EP1264078B1/en not_active Expired - Lifetime
- 2000-03-13 KR KR1020017004407A patent/KR100642050B1/en active IP Right Grant
- 2000-03-13 JP JP2001567905A patent/JP4460814B2/en not_active Expired - Lifetime
- 2000-03-13 CA CA002349917A patent/CA2349917C/en not_active Expired - Fee Related
- 2000-03-13 AU AU38796/00A patent/AU758433B2/en not_active Ceased
- 2000-03-13 DE DE60024879T patent/DE60024879T2/en not_active Expired - Lifetime
- 2000-03-13 CN CNB008193304A patent/CN1313711C/en not_active Expired - Lifetime
- 2000-03-13 AT AT00917890T patent/ATE313007T1/en not_active IP Right Cessation
- 2000-03-13 WO PCT/US2000/006512 patent/WO2001069045A1/en active IP Right Grant
Also Published As
| Publication number | Publication date |
|---|---|
| KR100642050B1 (en) | 2006-11-10 |
| CN1451076A (en) | 2003-10-22 |
| EP1264078B1 (en) | 2005-12-14 |
| KR20020081047A (en) | 2002-10-26 |
| CA2349917A1 (en) | 2001-09-13 |
| AU758433B2 (en) | 2003-03-20 |
| CN1313711C (en) | 2007-05-02 |
| AU3879600A (en) | 2001-09-24 |
| EP1264078A1 (en) | 2002-12-11 |
| DE60024879T2 (en) | 2006-07-20 |
| JP4460814B2 (en) | 2010-05-12 |
| DE1264078T1 (en) | 2003-06-26 |
| DE60024879D1 (en) | 2006-01-19 |
| WO2001069045A1 (en) | 2001-09-20 |
| ATE313007T1 (en) | 2005-12-15 |
| JP2003527522A (en) | 2003-09-16 |
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| EEER | Examination request | ||
| MKLA | Lapsed |
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