DE102017211940A1 - Fuel cell system for a motor vehicle and turbomachine for a fuel cell system - Google Patents

Abstract

The technology disclosed herein relates to a turbomachine for a motor vehicle. The turbomachine comprises at least one electric drive and at least one impeller. The impeller and the electric drive are connected to each other via a shaft. At least one impeller, at least one pressure divider is provided. The at least one impeller forms the at least one pressure divider with.

Description

The technology disclosed herein relates to a turbomachine for a fuel cell system, in particular a turbocharger. Further, the technology disclosed herein relates to a fuel cell system having such a turbomachine.

Turbochargers as such are known in the art. It is also known to use such turbochargers in fuel cell systems. It is also known to use air bearings in such a fuel cell system.

The turbochargers may include axial air bearings with radially projecting discs. These disks rotating with the shaft are surrounded by air on both sides. A disadvantage of such a configuration is that the total length of the shaft increases. However, a large overall length of the shaft is detrimental to the natural frequencies of the shaft. Especially at high-speed applications (> 100,000 rpm) this has a significant influence on the shaft dynamics. The disc increases the mass moment of inertia of the rotating components, which has a negative effect on the response of the compressor. The disc is also an additional component that adds cost and manufacturing effort (e.g., balancing). Furthermore, the turbocharger shafts are sealed with radial seals, which can also adversely affect the wavelength. Furthermore, there is a need to provide the bearings with sufficient air for cooling.

It is a preferred object of the technology disclosed herein to reduce or eliminate at least one disadvantage of a previously known solution or to suggest an alternative solution. In particular, it is a preferred object of the technology disclosed here to provide a turbomachine or a fuel cell system which is preferably improved with regard to the susceptibility to vibrations, bearing cooling, space requirement, weight and / or production costs. Other preferred objects may result from the beneficial effects of the technology disclosed herein. The object (s) is / are solved by the subject independent claims. The dependent claims are preferred embodiments.

The technology disclosed here relates to a turbomachine, in particular a turbocharger or turbocompressor for a motor vehicle. The turbomachine comprises: i) at least one impeller; ii) at least one wave; and iii) preferably at least one electric drive. The impeller and the electric drive are rotatably coupled together via the shaft or connected to each other. The electric drive is set up to drive the at least one impeller of the compressor unit.

The turbomachine is in particular designed to convey air to an energy converter, in particular to at least one fuel cell. The turbomachine may in particular be an air-bearing turbocompressor, turbocompressor or centrifugal compressor. Preferably, the compressor has a working speed range from about 15,000 rpm to about 170,000 rpm, and more preferably from about 20,000 rpm to about 130,000 rpm. The turbomachine is in particular configured to supply air to at least one energy converter of a motor vehicle via an energy converter inflow path. The turbomachine preferably comprises a compressor unit with at least one compressor wheel and / or a turbine unit with at least one turbine wheel.

The energy converter inflow path establishes fluid communication between the turbomachine and the energy converter. The energy converter inflow path may be formed by a plurality of leads interconnecting the various components in the energy converter inflow path.

The at least one energy converter is set up to convert the chemical energy of the fuel into other forms of energy, for example electrical energy and / or kinetic energy. The energy converter can be, for example, an internal combustion engine or a fuel cell system with at least one fuel cell.

The at least one impeller may be a compressor wheel or a turbine wheel. The compressor wheel is set up to convey the air to be compressed. The turbine wheel is designed to convert the drop in internal energy from the incoming gas into mechanical power (here, torque times speed) that it delivers to the shaft. Preferably, the turbine wheel is designed as a Abgasturbinenrad. The turbine wheel is particularly adapted to expand incoming gas. The turbomachine preferably comprises a compressor wheel and a turbine wheel.

The at least one impeller is coupled to the shaft of the turbomachine, for example via a shaft-hub connection, gluing or any other suitable connection. The at least one impeller is i.d.R. circular and concentric with the central axis of the shaft.

The impeller may be used on its impeller front or impeller outer side or front side of the impeller (hereinafter for all terms, for the sake of simplification: front side of the impeller) Impeller "or generally" front ") have air guide elements, in particular rotating vanes, which are also referred to below as blades. The rear of the wheel or the inner side of the wheel or rear side (for the sake of simplification, the following is used for all terms: "rear of the wheel" or generally "rear") is the rear of the wheel.

The front may be configured to suck air axially and convey it into the compressor housing, thereby compressing the intake air. The front side can be configured to allow gas to flow out axially into the turbine housing, in particular radially, wherein in the turbine unit the gas expands and the shaft is driven.

The drive housing, the compressor housing or compressor-side impeller housing and / or the turbine housing or compressor-side impeller housing form i.d.R. the housing of the turbomachine. The drive housing of the turbomachine encloses at least the electric drive. At one end of the drive housing, a compressor housing of a compressor unit is expediently provided, in which the compressor wheel is accommodated. At the other end of the drive housing, a turbine housing may be provided. The compressor housing and / or the turbine housing may be formed as a spiral housing, which form the volutes from the compressor or from the turbine. In the housing, in particular in the drive housing, the at least one shaft is mounted.

At least one impeller can be provided at least one pressure divider. Alternatively or additionally, the at least one impeller can form the at least one pressure divider. The pressure divider is a device which divides a flow path into two adjacent subregions; where there is a pressure difference between these subregions. Advantageously, the pressure difference between the adjacent subregions amounts to at least 20% or at least 50% or at least 75% of the outlet pressure, the outlet pressure being the pressure in the partial area which has the higher pressure of the two partial areas. Preferably, the pressure divider is a throttle. Particularly advantageously, the pressure divider is designed as a radial seal. The pressure divider may be fluidly connected to the disclosed here at least one air bearing and the impeller disclosed herein, so that air for cooling the air bearing via the pressure divider is fed or discharged.

1. i) der radiale Abstand zwischen der Oberfläche der Welle und dem Druckteiler; und/oder
2. ii) der durch den Druckteiler verursachte Druckunterschied zwischen den Teilbereichen unmittelbar benachbart zum Druckteiler

so gewählt sein, dass sich die auf die Welle einwirkenden Kräfte in axialer Richtung zumindest zu 80% oder im Wesentlichen ganz aufheben. Der radiale Abstand ist dabei der Abstand von der Oberfläche der Welle bis zum Druckteiler in einer Richtung senkrecht zur Längsachse der Welle. The pressure divider can be arranged and designed such that forces acting on the shaft cancel out at least 80% or essentially completely in the axial direction. For this purpose can

1. i) the radial distance between the surface of the shaft and the pressure divider; and or
2. ii) the pressure difference between the subregions immediately adjacent to the pressure divider caused by the pressure divider

be chosen so that the forces acting on the shaft in the axial direction cancel at least 80% or substantially completely. The radial distance is the distance from the surface of the shaft to the pressure divider in a direction perpendicular to the longitudinal axis of the shaft.

1. a) einer Drehzahl vom Laufrad, die ca. 80% bis 100% der Maximaldrehzahl des Laufrads beträgt; und/oder
2. b) bei einem Druck am (radialen) Laufradausgang, der ca. 80% bis 100% vom maximalen (Förder)Druck der Strömungsmaschine beträgt.

In particular, the forces acting on the shaft in the axial direction at least 80% or substantially cancel at

1. a) a speed of the impeller, which is about 80% to 100% of the maximum speed of the impeller; and or
2. b) at a pressure at the (radial) impeller outlet, which is approximately 80% to 100% of the maximum (delivery) pressure of the turbomachine.

The maximum speed of the impeller may be, for example, 170,000 rpm or 130,000 rpm. The maximum delivery pressure may be, for example, 2 bar or 3 bar or more (absolute pressure). The pressure ratio of the turbomachine may be, for example, 2 or 3 or more.

• - ca. 20% bis 100% oder
• - ca. 50% bis 100% oder
• - ca. 75% bis 100%

vom maximalen Laufradabstand, wobei der maximale Laufradabstand der Abstand ist zwischen der Oberfläche der Welle und dem äußeren Umfangsrand vom Laufrad.The pressure divider is expediently arranged at a distance from the shaft. The radial distance is preferred

• - about 20% to 100% or
• - about 50% to 100% or
• - about 75% to 100%

from the maximum impeller clearance, the maximum impeller clearance being the distance between the surface of the shaft and the outer peripheral edge of the impeller.

The pressure divider may be provided on the rear side and / or on the peripheral edge, in particular its outer circumferential surface, of the impeller. The pressure divider may alternatively or additionally be formed by the rear side and / or by the peripheral edge, in particular its outer peripheral surface.

At least a part of the pressure divider can be arranged on an axial projection of the back and / or the axial projection can form the pressure divider with. For example, the protrusion may protrude from the back surface. Advantageously, the projection can be formed by a recess which starts at the radial outer periphery of the impeller and extends to the longitudinal axis of the impeller or the shaft. A wall of this recess may be a peripheral wall having a smaller diameter than the outer periphery of the impeller. On this peripheral wall of the pressure divider may be mounted in the form of a radial seal. In addition to the axial arrangement with the execution can also be done radially in the impeller back and an axial seal represent the pressure divider.

In principle, a separately formed to the impeller pressure divider may be provided. However, this would increase the length of the axis.

The turbomachine may comprise at least one air bearing for supporting the at least one shaft. Air bearings are bearings in which the two mutually moving storage partners are separated by a thin film of air. Preferably, the at least one air bearing is an aerodynamic bearing which builds up the air cushion by the movement itself. The turbomachine preferably comprises at least one axial air bearing and at least one radial air bearing. Axial air bearings or longitudinal bearings are designed to hinder movements of the shaft in the axial direction. However, radial air bearings hinder the movement of the shaft in the radial direction. It is also conceivable that a combined bearing comprises an axial bearing and a radial bearing. In one embodiment, the air gap may be fluidly connected to a volute of the compressor. Advantageously, the volute is formed by the compressor housing. Thus, the air from the compressor unit can flow directly into the air bearing, in particular to transport the heat away.

According to the technology disclosed herein, the back of an impeller may form an air-flow surface of the axial-air bearing. The area around which the air flows is, in particular, one of the two air-flow areas which form the air cushion of the axial air bearing. Preferably, two impellers (compressor wheel and turbine wheel) form the air cushion of the axial air bearing. The rear sides of the wheels, in particular their first air-flow area and second air-flow area, may be arranged opposite one another. The rear sides, in particular their first air-flow area and the second air-flow area, may be substantially annular. The term "substantially" in this context means that the backs / surfaces are annular or only deviate from the circular ring shape in dimensions which are insignificant for the function, for example due to manufacturing tolerances.

The rear side of the impeller, in particular its air-flow area, can each form an air gap with an outwardly facing housing portion of the housing. Preferably, the housing portion may be a portion of the drive housing. The rear sides of the compressor wheel and the turbine wheel, in particular their first air-flow area and the second air-flow area, can run substantially perpendicular to the longitudinal axis A-A of the shaft. Suitably, the housing portion extends substantially perpendicular to the longitudinal axis of the shaft. The term "substantially perpendicular" in this context means that the surfaces and sections are perpendicular or differ only in their insignificant dimensions for the function, for example due to manufacturing tolerances. The air gap forms the air cushion of the air bearing. During operation, the air gap preferably has a gap width of a maximum of 1 mm or a maximum of 2 mm or a maximum of 5 mm.

The motor vehicle disclosed herein may further include at least one charge air cooler configured to cool the compressed air. The charge air cooler is arranged upstream of the at least one energy converter. In principle, a wide variety of geometries (plate heat exchangers, tube heat exchangers, etc.) and flow variants (countercurrent, DC, cross flow, etc.) can be implemented in the heat exchanger. Preferably, the charge air cooler has at least two flow paths: a first flow path for the fuel or the coolant and a second flow path for the compressed air.

The motor vehicle, in particular the fuel cell system disclosed here, can comprise at least one turbomachine flow path, which in an embodiment branches off from the energy converter inflow path downstream of the charge air cooler and opens into the turbomachine without admixing exhaust gas from the energy converter, so that compressed and subsequently cooled air flows upstream branched off from the energy converter and directly to the turbomachine, in particular the at least one air bearing can be fed. Without admixture of exhaust gas from the energy converter means in this context that exhaust-free (fresh) air of the turbomachine, in particular the drive housing, is supplied. Advantageously, through this flow path, compressed and cooled fresh air is supplied to the turbomachine in particular for cooling by the electric drive and / or by the air bearing. The fresh air is relatively dry and free of fuel residues (eg, free of hydrogen), so that the electric drive and / or the air bearings are spared. In the turbomachine inflow path, a heat exchanger may be provided, for example a Gas-liquid heat exchanger or liquid-gas heat exchanger.

The technology disclosed herein further relates to a device for humidifying the air. For example, for this purpose, water can be injected into the energy converter inflow path. Alternatively or additionally, any type of humidifier with moisture exchange surfaces may be provided, e.g. Membrane humidifier with flat membranes and / or hollow fibers. Preferably, the turbomachine inflow path may be provided upstream of the means for humidifying the air.

The turbomachine disclosed herein may further include at least one interior portion that may be provided in a housing portion separated from the turbine housing. Preferably, the inner region is provided in the drive housing. The inner region is fluidly connected or fluid-connectable with a compressed fresh air path, in particular with the turbomachine inflow path disclosed here, which can branch off downstream of the charge air cooler. Expediently, no impeller is arranged in this direct fluid connection between the energy converter inflow path and the inner region. The air in the housing area separated from the turbine housing is separated from the exhaust gas of the turbine, which has a higher moisture content than the compressed and cooled fresh air supplied to the interior area. The volutes of the turbomachine are not part of the turbomachine inflow path. The turbomachine can be designed in such a way that at least one air bearing of the turbomachine can be flowed through by the air that has been supplied to the inner region through the turbomachine inflow path.

1. i) durch den Strömungsmaschinen-Zuströmungspfad,
2. ii) durch ein verdichterseitiges Lager, und/oder
3. iii) durch den Zuströmkanal zwischen verdichterseitigen Laufradgehäuse und Innenraum.

The turbomachine can be designed in the interior such that the turbomachine forms an air flow gap in a drive gap between the stator and the rotor of the electric drive. The air guide in the inner region may preferably be such that the air flow gap is exclusively flowed through by air which is supplied

1. i) through the turbomachine inflow path,
2. ii) by a compressor-side bearing, and / or
3. iii) through the inflow channel between the compressor-side impeller housing and the interior.

On the rotor, in particular on its outer surface, (air) guide elements can be provided, which form the air flow in the drive gap or at least support. The interior can have at least two chambers. A pressure difference between these chambers may form or at least support the flow of air in the drive gap.

The inner region can be designed and fluidly connected to at least one impeller, in particular turbine wheel, that during operation of the turbomachine the air flows out of the inner region exclusively into and / or along the impeller / impeller housing and at the same time no air from the impeller / impeller housing into the inner region can flow. It is thus advantageously avoided that moist air enters the interior, in particular into the air flow gap. Thus, the probability of failure can be reduced. But this does not have to be this way. For example, in the disk inflow path disclosed herein, a different airflow may occur.

The turbomachine can also be configured in such a way that air supplied to the inner region by the turbomachine inflow path initially flows through at least one air bearing, preferably the axial air bearing of a compressor unit (s) disclosed herein, before the air reaches the inner region. Thereafter, the air can flow out of the turbomachine, for example, through an outlet in the inner region, as long as the air does not flow out via the turbine-side impeller housing.

The turbomachine disclosed here may in particular comprise an air bearing designed as an axial air bearing. The axial air bearing may comprise a disc which is rotatably connected to the shaft. Suitably, the axial air bearing between the two wheels of the turbomachine can be arranged. The turbomachine may have a disk inflow path for compressed air in the peripheral area of the disk. The disk inflow path can open in the peripheral region in such a way that the air is divided into two partial flow paths in the peripheral region. The disc of the axial-air bearing has two sides, which are arranged opposite to each other. In each case a Teilströmungspfad the two partial flow paths can be formed by at least one side of the disc at least partially. Particularly advantageously, each of the partial flow paths can be annular and extend from the peripheral region of the disk to the shaft central axis. Suitably, each of these partial flow paths forms an air cushion of the axial air bearing. As set on both sides of the disc equal pressures acting on the same size surfaces, a balance of power can be made on the disc. Particularly preferred is immediately adjacent to the two sides of the disc each have a further, preferably arranged substantially perpendicular to the longitudinal axis of the shaft, wall provided in each case together with the respective side of the disc forms an air gap of the axial air bearing.

The areas of the sides of the disks are preferably so large that the axial forces acting on the shaft during operation of the turbomachine can be absorbed by the axial air bearing. A partial flow path of the partial flow paths may open into the turbine-side impeller housing. Advantageously, the air flows through the turbine-side air bearing and cools it. Another partial flow path of the partial flow paths can open into the inner region and flow out of the inner region through the outlet provided in the inner region. The turbine-side air bearing could alternatively or additionally be arranged in this "other partial flow path".

The turbomachine disclosed here can furthermore comprise at least one cooling liquid channel for cooling the turbomachine. Furthermore, the turbomachine may comprise at least one bearing air cooling channel. Through the bearing air cooling passage, air, in particular the exhaust-free air disclosed here, can be guided for cooling the at least one air bearing. The bearing air cooling channel can be arranged at least partially directly adjacent to the cooling liquid channel, so that the cooling liquid channel and the bearing air cooling channel form a heat exchanger. In principle, these channels can be realized in different types of heat exchangers. Particular preference is given to using water as the cooling medium. Immediately adjacent means that no other component / functional component is interposed therebetween. Preferably, the cooling liquid channel and the bearing air cooling channel at least partially share a wall or are separated from each other by the common wall.

The cooling fluid channel may be configured to at least partially cool an electric drive machine and / or its electrical components for speed setting of the drive machine.

Components for speed setting, for example, the power electronics components of a power converter, in particular a frequency rectifier or -Umrichters. Advantageously, the electric drive machine and the components for speed setting share a cooling circuit. In a particularly preferred embodiment, the cooling liquid channel is provided on and / or within the housing of the turbomachine, in particular the drive housing. Similarly, the cooling liquid channel can also be provided in the housing of the components for speed setting. Preferably, the components for speed setting are attached directly to the housing of the drive machine.

Particularly preferably, the cooling liquid channel and the bearing air cooling channel can be arranged in or on a stator of the electric drive machine. For example, the channels may abut the stator or be located immediately adjacent thereto, such that the cooling fluid channel cools the stator. Particularly preferably, the cooling liquid channel and the bearing air cooling channel can surround the stator at least partially. For this purpose, in each case a portion of the cooling liquid channel and a portion of the bearing air cooling channel can be arranged directly adjacent to each other on the circumferential outer surface of the stator. In one embodiment, both channels can be formed next to each other spirally or meandering on the outer peripheral surface of the stator.

The turbomachine disclosed herein may further include a compressor branch branching from a compressor-side impeller shell. The compressor branch preferably branches off from the volute of the compressor-side impeller housing. The compressor branch may preferably open into the bearing air cooling channel, preferably within the drive housing.

Advantageously, the bearing air cooling channel can be connected to the disk inflow path disclosed here. Alternatively or additionally, it can be provided that the bearing air cooling channel is fluid-connected to the interior area disclosed here. Alternatively or additionally, it may further be provided that the bearing air cooling channel is fluidly connected to a rear side of the compressor wheel, so that the air compressed and cooled by the bearing air cooling channel first flows through the compressor-side air bearing before it reaches the inner region.

The technology disclosed herein further includes a motor vehicle having a flow resistance element. The flow resistance element is configured to limit the amount of air that is supplied to the air bearing. Preferably, the flow resistance element may be an adjustable valve. Suitably, the valve is controlled by the control unit disclosed here. The flow resistance element is preferably arranged in the turbomachine inflow path. The valve can also be arranged at any other suitable location, provided that it can change the supply of compressed fresh air into the interior or directly to the air bearing.

The technology disclosed herein further relates to a fuel cell system having at least one fuel cell. The fuel cell system is intended, for example, for mobile applications such as motor vehicles (eg passenger cars, motorcycles, commercial vehicles), in particular for providing the energy for at least one Drive machine for locomotion of the motor vehicle. The fuel cell system includes an anode subsystem formed by the fuel-bearing components of the fuel cell system. The main task of the Anodensubsystems is the introduction and distribution of fuel to the electrochemically active surfaces of the anode compartment and the removal of anode exhaust gas. The fuel cell system includes a cathode subsystem. The cathode subsystem is formed from the oxidant-carrying components. A cathode subsystem may have the at least one turbomachine, at least one charge air cooler, at least one humidification device, at least one cathode inlet path, at least one cathode exhaust path leading away from the cathode outlet, a cathode compartment in the fuel cell stack, and other elements. The main task of the cathode subsystem is the introduction and distribution of oxidant to the electrochemically active surfaces of the cathode compartment and the removal of unconsumed oxidant.

The technology disclosed herein further relates to a motor vehicle having the turbomachine disclosed herein for compressing fresh air.

The motor vehicle may comprise at least one control unit. The controller may be configured to perform at least one of the methods disclosed herein. The controller may be configured to detect, directly or indirectly, the at least one value that is indicative of the temperature of at least one air bearing of the turbomachine. The controller may be further configured to adjust the amount of air provided to the air bearing based on the sensed value. For example, the control unit for this purpose send a control signal to the at least one valve disclosed here, which then changes the amount of air provided to the at least one air bearing.

The technology disclosed here comprises, as it were, several methods for operating a turbomachine or a motor vehicle, preferably the turbomachine disclosed here or the motor vehicle disclosed here.

• - direkt oder indirektes Erfassen von mindestens einem Wert, der indikativ für die Temperatur von dem mindestens einem Luftlager der Strömungsmaschine ist; und
• - Anpassen der dem Luftlager zur Kühlung vom Luftlager bereitgestellten Luftmenge basierend auf den erfassten Wert.

In one aspect, the method may include the steps of:

• directly or indirectly detecting at least one value indicative of the temperature of the at least one air bearing of the turbomachine; and
• - Adjusting the amount of air provided to the air bearing for cooling by the air bearing based on the detected value.

In one embodiment, the value is a value that is detected directly by an air bearing temperature sensor. Alternatively or additionally, the value can be calculated on the basis of the load of the turbomachine and other measured values (indirect detection). For example, the temperature of the air provided to the bearing can be determined to then use this value to approximate the temperature in the air bearing. The adjustment of the amount of air provided to the air bearing can be done, for example, by the flow resistance element disclosed herein or by the valve disclosed herein. Particularly preferably, the amount of air provided for cooling by the air bearing can also be varied independently of the rotational speed of the at least one impeller or the shaft, in particular by the valve based on the detected value.

The method disclosed herein, in another aspect, may include the step of providing (fresh) air provided to the air bearing exhaust-free air. In other words, the air provided does not contain exhaust gas from the energy converter. If, for example, a fuel cell stack is used as energy converter, then the cathode exhaust gas contains comparatively much moisture, which is not intended to penetrate into the bearings and / or into the interior. This can be achieved, for example, by virtue of the fact that the exhaust-free air flows into the air bearing from the inner region during operation of the turbomachine and then flows off through one or both impeller housings of the turbomachine. For this purpose, the method may comprise the step of always applying a higher internal pressure during operation of the turbomachine than in the turbine-side impeller housing. Thus, a fluid flow of fresh air from the interior into the turbine housing continuously adjusts, preventing the entry of humidified gas into the interior and into the turbine-side air bearing.

In another aspect, the air provided to the air bearing may be branched from the energy converter inflow path or from the compressor side impeller shell and supplied to the air bearing. For example, for this purpose, the compressed air can flow through the compressor branch disclosed here or through the turbomachine inflow path.

In another aspect of the technology disclosed herein, the turbomachine may include variable turbine geometry with variable vanes. Such a turbomachine with a variable turbine geometry is, for example, in the German patent application with the application number DE 10 2017 211917.9 disclosed. The content of the German patent application with the application number DE 10 2017 211917.9 becomes hereby incorporated herein by reference with respect to the configuration of the adjusting device, in particular with regard to the arrangement and function of guide vanes, control linkage and actuator. The method may include the step of changing the position of the vanes taking into account the detected value. Due to the position of the vanes, the torque transmitted to the shaft, the flow and / or the pressure can be influenced. In addition, the position of the vanes also affects the pressure gradient between the inside area and the impeller housing. Thus, therefore, by appropriate variation of the position of the vanes, the amount of air flowing through the bearing can be influenced.

According to another aspect of the technology disclosed herein, the adjustment of the vanes is used to compensate for axial forces acting on the shaft at different speeds. For this purpose, the effect can be exploited that vary by varying the vane position, the pressure conditions on the impeller front of the turbine-side impeller.

In a particularly preferred embodiment, the technology disclosed here further comprises a method in which the pressure in the at least one inner region of the turbomachine is varied such that the forces acting on the shaft in the axial direction at least 80% or substantially cancel, in particular, as demonstrated elsewhere in the technology disclosed herein.

In another embodiment, the method includes the step of cooling the provided air prior to entering the air bearing. In particular, the air provided may be cooled by the intercooler disclosed herein, which may simultaneously provide compressed air to the energy converter. Alternatively or additionally, the air can be cooled, for example, by the cooling liquid channel disclosed here and the bearing air cooling channel disclosed here. But there are also other cooler for cooling the air provided conceivable.

In other words, a technology disclosed herein relates to an exhaust gas turbocharger in which the two sides of the thrust bearing are split and placed respectively on the inside of the compressor and turbine wheels. The bearing cooling can be realized with a bypass air flow after the charge air cooler, the pressure of which is higher than the pressure between the compressor wheel / diffuser and in front of the turbine wheel. Advantageously, a shaft with a smaller mass moment of inertia can thus be realized. This can improve the response. Furthermore, thus a stiffer shaft due to the shorter length can be achieved, whereby higher natural frequencies and thus higher speeds are possible. It will also u.U. fewer components needed, which can have a positive effect on weight and costs.

Further, a technology disclosed herein relates to a combination of pressure divider and compressor wheel for reducing the pressure on the inside of the wheel. In doing so, the pressure can be adjusted so that the product with the resulting inner wheel surface is balanced with the product, with the resulting turbine side and surface pressure, to balance the axial forces. Advantageously, thus a more compact design can be achieved with a simultaneous increase in speed through a stiffer shaft. Also, the response or the dynamics can be improved by a reduced inertia in the rotor. It can thus be realized advantageously higher power density. Advantageously, further spread (i.e., minimum speed to maximum speed) may result, which may be associated with lower idle consumption. Further advantageously, the bearing load can be reduced, whereby lower bearing losses are possible by smaller thrust bearing diameter.

Furthermore, a technology disclosed herein relates to an integrated air bearing cooling, which may preferably also be provided on a horticultural superstructure. Mounting converters are known, here the converter is placed directly on the drive machine. The advantage is that both the motor phases (for example via busbars) and cooling and sensors can be integrated in the power converter. It is also possible that a common cooling and / or common connections can be provided on the drive motor. It is therefore preferable to use only one coolant supply, one return, one power supply and / or one communication interface.

Alternatively or additionally, here a cooler (gas / liquid) can be integrated for the storage cooling in the hitch, where this can use the common cooling circuit of the converter and electric drive machine. In this case, the heat sink of the power converter can be modified and the air to be supplied to the air storage can be cooled down as by a charge air cooler by fins.

Further, a technology disclosed herein relates to variable clearance cooling. In order to achieve a decoupling from the main air flow (= energy converter inflow path), a small control valve can be installed in the bearing air supply line, which can be variably adjustable, for example, in the range from 2 mm to 10 mm. This valve can ideally also be integrated in the mounted converter. Similarly, it is conceivable that the control valve is provided elsewhere, for example integrated in the external cooler or completely as a separate external component.

1. 1. Strömungsmaschine 500 für ein Kraftfahrzeug, umfassend: i) mindestens einen elektrischen Antrieb 530; und ii) mindestens ein Laufrad 512, 522; wobei das Laufrad 512, 522 und der elektrische Antrieb 530 über eine Welle 540 miteinander verbunden sind; und wobei bevorzugt am mindestens einen Laufrad 512, 522 mindestens ein Druckteiler 567, 568 vorgesehen sein kann und/oder wobei das mindestens eine Laufrad 512, 522 den mindestens einen Druckteiler 567, 568 mit ausbilden kann.
2. 2. Strömungsmaschine 500 nach Aspekt 1, wobei der Druckteiler 567, 568 derart angeordnet und ausgebildet ist, dass sich auf die Welle 540 einwirkende Kräfte in axialer Richtung zumindest zu 80% oder im Wesentlichen ganz aufheben.
3. 3. Strömungsmaschine 500 nach Aspekt 2, wobei ein radialer Abstand dv zwischen der Oberfläche der Welle 540 und dem Druckteiler 567, 568 so gewählt ist, dass sich die auf die Welle 540 einwirkenden Kräfte in axialer Richtung zumindest zu 80% oder im Wesentlichen ganz aufheben.
4. 4. Strömungsmaschine 500 nach einem der vorherigen Aspekte, wobei das Laufrad 512, 522 eine Vorderseite 514, 524 mit Luftleitelementen und eine Rückseite 513, 523 aufweist, wobei der Druckteiler 567, 568 an der Rückseite 513, 523 und/oder am Umfangsrand 519 des Laufrads 512, 522 vorgesehen ist; oder wobei der Druckteiler 567, 568 durch die Rückseite 513, 523 und/oder durch den Umfangsrand 519 mit ausgebildet wird.
5. 5. Strömungsmaschine 500 nach einem der vorherigen Aspekte, wobei zumindest ein Teil vom Druckteiler 567, 568 auf einen axialen Vorsprung 511 der Rückseite 513, 523 angeordnet und/oder wobei der axiale Vorsprung den Druckteiler 567, 568 mit ausbildet.
6. 6. Strömungsmaschine 500 nach einem der vorherigen Aspekte, wobei Druckteiler 567, 568 eine Radialdichtung oder eine Axialdichtung ist.
7. 7. Strömungsmaschine 500 nach einem der vorherigen Aspekte, wobei die Welle 540 gelagert ist durch mindestens ein Luftlager.
8. 8. Strömungsmaschine 500 nach Aspekt 7, wobei der Druckteiler 567, 568 fluidverbunden ist mit dem mindestens einen Luftlager und dem mindestens einen Laufrad 512, 522, so dass Luft zum Kühlen des Luftlagers über den Druckteiler 567, 568 zuführbar und/oder abführbar ist.
9. 9. Strömungsmaschine 500 nach einem der vorherigen Aspekte,
   1. i) wobei die Rückseite 513, 523 von mindestens einem Laufrad 512, 522 eine luftumströmte Fläche eines Axial-Luftlagers ausbildet; und/oder
   2. ii) wobei eine Scheibe 546 eines Axial-Luftlagers mit der Welle 540 zwischen zwei Laufrädern 512, 522 drehfest verbunden ist, wobei ein Scheibenzuströmpfad 539 für verdichtete Luft im Umfangsbereich der Scheibe 546 derart mündet, dass sich dort die Luft in zwei Teilströmungspfade aufteilt.
10. 10. Strömungsmaschine 500 nach einem der vorherigen Aspekte, wobei die Strömungsmaschine 500 mindestens einen Kühlflüssigkeitskanal 537 aufweist, und wobei Luft zum Kühlen des mindestens einen Luftlagers durch einen Lagerluftkühlkanal 538 geführt ist, der zumindest bereichsweise unmittelbar benachbart zum Kühlflüssigkeitskanal 537 angeordnet ist.
11. 11. Kraftfahrzeug, umfassend: i) eine Strömungsmaschine 500 nach einem der vorherigen Aspekte, wobei die Strömungsmaschine 500 eingerichtet ist, über einen Energiewandler-Zuströmungspfad 415 Luft mindestens einem Energiewandler 300 zuzuführen; und ii) einen Ladeluftkühler 420, der eingerichtet ist, verdichtete Luft zu kühlen; wobei mindestens ein Strömungsmaschinen-Zuströmungspfad 417 stromab vom Ladeluftkühler 420 vom Energiewandler-Zuströmungspfad 415 abzweigt und in die Strömungsmaschine 500 ohne Beimischung von Abgas aus dem Energiewandler 300 mündet.

1. I. Strömungsmaschine 500 für ein Kraftfahrzeug, insbesondere nach einem der vorherigen Aspekte, wobei eine Scheibe 546 eines Axial-Luftlagers der Strömungsmaschine 500 mit einer Welle 540 zwischen zwei Laufrädern 512, 522 drehfest verbunden ist; wobei ein Scheibenzuströmpfad 539 für verdichtete Luft im Umfangsbereich der Scheibe 546 mündet und sich dort die verdichtete Luft in zwei Teilströmungspfade aufteilt.
2. II. Strömungsmaschine nach Aspekt I., wobei die Scheibe 546 zwei Seiten aufweist, und wobei jeweils ein Teilströmungspfad der zwei Teilströmungspfade durch jeweils einer Seite der Scheibe 546 zumindest bereichsweise mit ausgebildet wird.
3. III. Strömungsmaschine nach Aspekt I. oder II., wobei jeder Teilströmungspfad kreisringförmig ausgebildet ist und vom Umfangsbereich zur Wellenmittelachse A-A hin verläuft.
4. IV. Strömungsmaschine nach einem der vorherigen Aspekte, wobei jeder Teilströmungspfad ein Luftpolster des Axial-Luftlagers ausbildet.
5. V. Strömungsmaschine nach einem der vorherigen Aspekte, wobei ein Teilströmungspfad der Teilströmungspfade in ein turbinenseitiges Laufradgehäuse 526 mündet.
6. VI. Strömungsmaschine nach einem der vorherigen Aspekte, wobei die Strömungsmaschine 500 ein Antriebsgehäuse 536 aufweist, dessen Innenbereich I1, I2 von einem turbinenseitigen Laufradgehäuse 526 abgetrennt ist; und wobei ein anderer Teilströmungspfad der Teilströmungspfade in den Innenbereich I1, I2 mündet.
7. VII. Strömungsmaschine nach einem der vorherigen Aspekte, wobei die Strömungsmaschine der gestaltet ist, dass mindestens ein verdichterseitiges Luftlager 512 von Luft durchströmt wird, die anschließend in den Innenbereich I1, I2 strömt.
8. VIII. Strömungsmaschine nach einem der vorherigen Aspekte, wobei der Innenbereich I1, I2 fluidverbunden ist mit einem Auslass 560, durch den die Luft aus dem Innenbereich I1, I2 abströmt.

1. (1) Strömungsmaschine 500 für ein Kraftfahrzeug, insbesondere nach einem der vorherigen Aspekte, umfassend: i) mindestens ein Luftlager zur Lagerung einer Welle 540; ii) mindestens einen Kühlflüssigkeitskanal 537 zur Kühlung der Strömungsmaschine 500; und iii) mindestens einen Lagerluftkühlkanal 538, wobei durch den Lagerluftkühlkanal 538 die abgasfreie Luft zur Kühlung des mindestens einen Luftlagers geführt ist, wobei der Lagerluftkühlkanal 538 zumindest bereichsweise unmittelbar benachbart zum Kühlflüssigkeitskanal 537 angeordnet ist.
2. (2) Strömungsmaschine 500 nach Aspekt (1), wobei der Kühlflüssigkeitskanal 537 eingerichtet ist, eine elektrische Antriebsmaschine 530 und/oder dessen elektrische Komponenten 700 zur Drehzahlstellung zumindest teilweise zu kühlen.
3. (3) Strömungsmaschine 500 nach Aspekt (1) oder (2), wobei der Kühlflüssigkeitskanal 537 in und/oder an einem Gehäuse der Strömungsmaschine 500 vorgesehen ist.
4. (4) Strömungsmaschine nach einem der vorherigen Aspekte, wobei der Kühlflüssigkeitskanal 537 und der Lagerluftkühlkanal 538 in oder an einem Stator 532, 534 der elektrischen Antriebsmaschine 530 angeordnet sind.
5. (5) Strömungsmaschine nach Aspekt (4), wobei der Kühlflüssigkeitskanal 537 und der Lagerluftkühlkanal 538 den Stator 532, 534 zumindest bereichsweise umgeben.
6. (6) Strömungsmaschine nach einem der vorherigen Aspekte, wobei ein Verdichterabzweig 531 von einem verdichterseitigen Laufradgehäuse 516 abzweigt und in den Lagerluftkühlkanal 538 mündet.
7. (7) Strömungsmaschine nach einem der vorherigen Aspekte, wobei eine Scheibe 546 eines Axial-Luftlagers mit der Welle 540 zwischen zwei Laufrädern 512, 522 drehfest verbunden ist; wobei ein Scheibenzuströmpfad 539 fluidverbunden ist mit dem Lagerluftkühlkanal 538; und wobei Luft im Umfangsbereich der Scheibe 546 derart mündet, dass die Luft sich dort in zwei Teilströmungspfade aufteilt.
8. (8) Strömungsmaschine nach einem der vorherigen Aspekte, ferner umfassend ein Ventil 418 zur Veränderung der dem Luftlager bereitgestellten Luftmenge.
9. (9) Strömungsmaschine nach Aspekt (8), wobei das Ventil 418 eingerichtet ist, die zur Kühlung vom Luftlager bereitgestellte Luftmenge auch unabhängig von der Drehzahl vom Laufrad 512, 522 zu variieren.
10. (10) Strömungsmaschine nach Aspekt (8) oder (9), ferner umfassend mindestens ein Steuergerät; wobei das Steuergerät eingerichtet ist, wobei das Steuergerät eingerichtet ist, mindestens einen Wert zu erfassen, der indikativ ist für die Temperatur von dem mindestens einen Luftlager; und wobei das Steuergerät eingerichtet ist, die dem Luftlager bereitgestellten Luftmenge basierend auf den erfassten Wert zu anzupassen.

1. a. Kraftfahrzeug umfassend: i) eine Strömungsmaschine 500, insbesondere eine Strömungsmaschine nach einem der vorherigen Aspekte, wobei die Strömungsmaschine 500 eingerichtet ist, über einen Energiewandler-Zuströmungspfad 415 Luft mindestens einem Energiewandler 300 zuzuführen; und ii) einen Ladeluftkühler 420, der eingerichtet ist, die verdichtete Luft zu kühlen; wobei mindestens ein Strömungsmaschinen-Zuströmungspfad 417 stromab vom Ladeluftkühler 420 vom Energiewandler-Zuströmungspfad 415 abzweigt und in die Strömungsmaschine 500 ohne Beimischung von Abgas aus dem Energiewandler 300 mündet.
2. b. Kraftfahrzeug nach Aspekt a., wobei der Strömungsmaschinen-Zuströmungspfad 417 stromauf von einer Einrichtung 430 zur Befeuchtung der Luft vom Energiewandler-Zuströmungspfad 415 abzweigt.
3. c. Kraftfahrzeug nach Aspekt a. oder b., wobei die Strömungsmaschine 500 einen Gehäusebereich aufweist, dessen Innenbereich I₁ , I₂ von einem turbinenseitigen Laufradgehäuse 526 abgetrennt ist; und wobei der Innenbereich I₁ , I₂ direkt fluidverbunden ist mit dem Strömungsmaschinen-Zuströmungspfad 417.
4. d. Kraftfahrzeug nach einem der vorherigen Aspekte, wobei die Strömungsmaschine 500 derart gestaltet ist, dass mindestens ein Luftlager der Strömungsmaschine von der durch den Strömungsmaschinen-Zuströmungspfad 417 dem Innenbereich I₁ , I₂ zugeführten Luft durchströmbar ist.
5. e. Kraftfahrzeug nach einem der vorherigen Aspekte, wobei der Innenbereich I₁ , I₂ derart ausgebildet und fluidverbunden ist mit mindestens einem Laufrad 512, 522, insbesondere Turbinenrad 512, dass im Innenbereich während des Betriebs der Strömungsmaschine immer ein höherer Druck vorliegt als in einem turbinenseitigen Laufradgehäuse 526.
6. f. Kraftfahrzeug nach einem der vorherigen Aspekte, wobei durch ein Strömungswiderstandselement im Strömungsmaschinen-Zuströmungspfad 417 der Luftmassenstrom in das mindestens eine Luftlager begrenzt ist.
7. g. Kraftfahrzeug nach einem der vorherigen Aspekte, wobei eine Scheibe 546 eines Axial-Luftlagers mit der Welle 540 zwischen zwei Laufrädern 512, 522 drehfest verbunden ist, wobei ein Scheibenzuströmpfad 539 für verdichtete Luft im Umfangsbereich der Scheibe 546 derart mündet, dass sich dort die Luft in zwei Teilströmungspfade aufteilt.
8. h. Kraftfahrzeug nach einem der vorherigen Aspekte, wobei die Strömungsmaschine 500 mindestens einen Kühlflüssigkeitskanal 537 aufweist, und wobei Luft zum Kühlen des mindestens einen Luftlagers zumindest bereichsweise zur Abkühlung der Luft unmittelbar benachbart zum Kühlflüssigkeitskanal 537 geführt ist.
9. i. Verfahren zum Betreiben eines Kraftfahrzeugs, umfassend die Schritte:
   • - Zuführen von verdichteter Luft zu mindestens einem Energiewandler 300 über einen Energiewandler-Zuströmungspfad 415 mittels einer Strömungsmaschine 500;
   • - Kühlen der verdichteten Luft durch einen Ladeluftkühler 420;
   • - Abzweigen der gekühlten Luft stromab vom Ladeluftkühler 420 und
   • - Zuführen der abgezweigten Luft in die Strömungsmaschine 500 ohne Beimischung von Abgas aus dem Energiewandler 300.
10. j. Verfahren nach Aspekt i., ferner umfassend den Schritt: Kühlen von mindestens einem Luftlager der Strömungsmaschine 500, indem die abgezweigte und zugeführte Luft von einem Innenbereich I₁ , I₂ eines Antriebsgehäuses 536 der Strömungsmaschine 500 zu dem mindestens einen Luftlager transportiert wird, wobei im Innenbereich I₁ , I₂ ein höherer Druck vorherrscht als in zumindest einem der Laufradgehäuse 516, 526.
11. k. Verfahren nach einem der Aspekte i. oder j., ferner umfassend die Schritte: direktes oder indirektes Erfassen eines Wertes, der indikativ für die Temperatur von mindestens einem Luftlager ist; und Anpassen der dem Luftlager bereitgestellten Luftmenge basierend auf den erfassten Wert.

1. a) Verfahren, insbesondere ein Verfahren nach einem der vorangegangenen Aspekte, zum Betreiben einer Strömungsmaschine 500 (, insbesondere einer Strömungsmaschine nach einem der vorangegangenen Aspekte), eines Kraftfahrzeugs (insbesondere des hier offenbarten Kraftfahrzeugs), umfassend die Schritte:
   • - Erfassen von mindestens einem Wert, der indikativ für die Temperatur von mindestens einem Luftlager einer Strömungsmaschine 500, insbesondere der Strömungsmaschine nach einem der vorherigen Aspekte, ist; und
   • - Anpassen der dem Luftlager zur Kühlung vom Luftlager bereitgestellten Luftmenge basierend auf den erfassten Wert.
2. b) Verfahren nach Aspekt a), wobei die zur Kühlung vom Luftlager bereitgestellte Luftmenge auch unabhängig von der Drehzahl von mindestens einem Laufrad 512, 522 variierbar ist.
3. c) Verfahren nach Aspekt a) oder b), wobei die dem Luftlager bereitgestellte frischLuft abgasfreie Luft ist.
4. d) Verfahren nach einem der vorherigen Aspekte, wobei die dem Luftlager bereitgestellte Luft aus einem Energiewandler-Zuströmungspfad 415 oder aus einem verdichterseitigen Laufradgehäuse 516 abgezweigt und dem Luftlager zugeführt wurde.
5. e) Verfahren nach einem der vorherigen Aspekte, wobei die Strömungsmaschine 500 einen Gehäusebereich aufweist, dessen Innenbereich I₁ , I₂ von einem turbinenseitigen Laufradgehäuse 526 abgetrennt ist; und wobei die Luft im Betrieb der Strömungsmaschine 500 von dem Innenbereich I1, I2 aus in das Luftlager einströmt und anschließend durch ein Laufradgehäuse 516, 526 der Strömungsmaschine 500 abströmt.
6. f) Verfahren nach einem der vorherigen Aspekte, wobei die Strömungsmaschine 500 eine variable Turbinengeometrie mit verstellbaren Leitschaufeln aufweist, wobei die Stellung der Leitschaufeln unter Berücksichtigung des erfassten Wertes verändert wird.
7. g) Verfahren nach einem der vorherigen Aspekte, ferner umfassend den Schritt, wonach die bereitgestellte Luft vor dem Eintritt in das Luftlager gekühlt wird.
8. h) Verfahren nach Aspekt g), wobei die bereitgestellte Luft durch einen Ladeluftkühler 420 gekühlt wird, wobei der Ladeluftkühler 420 gleichzeitig verdichtete Luft für einen Energiewandler 300 bereitstellt.

The technology disclosed herein may alternatively or additionally be described by the following aspects:

1. 1. Turbomachine 500 for a motor vehicle, comprising: i) at least one electric drive 530 ; and ii) at least one impeller 512 . 522 ; the impeller 512 . 522 and the electric drive 530 over a wave 540 connected to each other; and wherein preferably at least one impeller 512 . 522 at least one pressure divider 567 . 568 may be provided and / or wherein the at least one impeller 512 . 522 the at least one pressure divider 567 . 568 can train with.
2. 2. Turbomachine 500 according to aspect 1, wherein the pressure divider 567 . 568 is arranged and formed on the shaft 540 acting forces in the axial direction at least 80% or substantially cancel altogether.
3. 3. Turbomachine 500 according to aspect 2, wherein a radial distance dv between the surface of the shaft 540 and the pressure divider 567 . 568 chosen so that the on the shaft 540 acting forces in the axial direction at least 80% or substantially cancel altogether.
4. 4. Turbomachine 500 according to one of the previous aspects, wherein the impeller 512 . 522 a front side 514 . 524 with air deflectors and a back 513 . 523 having, wherein the pressure divider 567 . 568 at the back 513 . 523 and / or at the peripheral edge 519 of the impeller 512 . 522 is provided; or wherein the pressure divider 567 . 568 through the back 513 . 523 and / or by the peripheral edge 519 is trained with.
5. 5. Turbomachine 500 according to one of the preceding aspects, wherein at least a part of the pressure divider 567 . 568 on an axial projection 511 the back 513 . 523 arranged and / or wherein the axial projection of the pressure divider 567 . 568 with trains.
6. 6. Turbomachine 500 according to one of the previous aspects, wherein pressure divider 567 . 568 a radial seal or an axial seal is.
7. 7. Turbomachine 500 according to one of the previous aspects, the wave 540 is stored by at least one air bearing.
8. 8. Turbomachine 500 according to aspect 7, wherein the pressure divider 567 . 568 fluidly connected to the at least one air bearing and the at least one impeller 512 . 522 , allowing air to cool the air bearing via the pressure divider 567 . 568 can be supplied and / or discharged.
9. 9. Turbomachine 500 according to one of the previous aspects,
   1. i) where the back 513 . 523 of at least one impeller 512 . 522 forms an air-flow area of an axial-air bearing; and or
   2. ii) where a disc 546 an axial bearing with the shaft 540 between two wheels 512 . 522 rotatably connected, wherein a disk inflow path 539 for compressed air in the peripheral region of the disc 546 so flows that there divides the air into two partial flow paths.
10. 10. Turbomachine 500 according to one of the previous aspects, wherein the turbomachine 500 at least one cooling liquid channel 537 and wherein air for cooling the at least one air bearing through a bearing air cooling passage 538 is guided, the at least partially directly adjacent to the cooling liquid channel 537 is arranged.
11. 11. A motor vehicle, comprising: i) a turbomachine 500 according to one of the previous aspects, wherein the turbomachine 500 is established via an energy converter inflow path 415 Air at least one energy converter 300 supply; and ii) a charge air cooler 420 which is designed to cool compressed air; wherein at least one turbomachine inflow path 417 downstream from the intercooler 420 from the energy converter inflow path 415 branches off and into the turbomachine 500 without admixture of exhaust gas from the energy converter 300 empties.

1. I. Turbomachine 500 for a motor vehicle, in particular according to one of the preceding aspects, wherein a disc 546 an axial-air bearing of the turbomachine 500 with a wave 540 between two wheels 512 . 522 rotatably connected; being a disk inflow path 539 for compressed air in the peripheral region of the disc 546 opens and there the compressed air is divided into two partial flow paths.
2. II. Turbomachine according to aspect I., wherein the disc 546 has two sides, and wherein in each case a partial flow path of the two partial flow paths through each side of the disc 546 at least partially formed with.
3. III. Turbomachine according to aspect I. or II., Wherein each partial flow path annular is formed and extends from the peripheral area to the shaft center axis AA out.
4. IV. Turbomachine according to one of the preceding aspects, wherein each partial flow path forms an air cushion of the axial air bearing.
5. V. Turbomachine according to one of the preceding aspects, wherein a partial flow path of the partial flow paths in a turbine-side impeller housing 526 empties.
6. VI. Turbomachine according to one of the preceding aspects, wherein the turbomachine 500 a drive housing 536 has, its interior I1 . I2 from a turbine-side impeller housing 526 is separated; and wherein another partial flow path of the partial flow paths into the inner region I1 . I2 empties.
7. VII. Turbomachine according to one of the preceding aspects, wherein the turbomachine is designed such that at least one compressor-side air bearing 512 is traversed by air, which subsequently into the interior I1 . I2 flows.
8. VIII. Turbomachine according to one of the preceding aspects, wherein the interior I1 . I2 fluidly connected to an outlet 560 through which the air from the interior I1 . I2 flows.

1. (1) Turbomachine 500 for a motor vehicle, in particular according to one of the preceding aspects, comprising: i) at least one air bearing for supporting a shaft 540 ; ii) at least one cooling liquid channel 537 for cooling the turbomachine 500 ; and iii) at least one bearing air cooling channel 538 , wherein through the bearing air cooling channel 538 the exhaust-free air is guided for cooling the at least one air bearing, wherein the bearing air cooling channel 538 at least in regions directly adjacent to the cooling liquid channel 537 is arranged.
2. (2) Turbomachine 500 according to aspect (1), wherein the cooling liquid channel 537 is set up, an electric drive machine 530 and / or its electrical components 700 to cool the speed setting at least partially.
3. (3) Turbomachine 500 according to aspect (1) or (2), wherein the cooling liquid channel 537 in and / or on a housing of the turbomachine 500 is provided.
4. (4) Turbomachine according to one of the preceding aspects, wherein the cooling liquid channel 537 and the bearing air cooling channel 538 in or on a stator 532 . 534 the electric drive machine 530 are arranged.
5. (5) Turbomachine according to aspect (4), wherein the cooling liquid channel 537 and the bearing air cooling channel 538 the stator 532 . 534 surrounded at least in certain areas.
6. (6) Turbomachine according to one of the preceding aspects, wherein a compressor branch 531 from a compressor-side impeller housing 516 branches off and into the bearing air cooling channel 538 empties.
7. (7) Turbomachine according to one of the preceding aspects, wherein a disc 546 an axial bearing with the shaft 540 between two wheels 512 . 522 rotatably connected; being a disk inflow path 539 fluidly connected to the bearing air cooling channel 538 ; and wherein air in the peripheral region of the disc 546 so flows that the air there is divided into two partial flow paths.
8. (8) Turbomachine according to one of the preceding aspects, further comprising a valve 418 for changing the amount of air provided to the air bearing.
9. (9) Turbomachine according to aspect (8), wherein the valve 418 is set up, the amount of air provided by the air bearing for cooling also independent of the speed of the impeller 512 . 522 to vary.
10. (10) The turbomachine according to aspect (8) or (9), further comprising at least one controller; wherein the controller is configured, the controller being configured to detect at least one value indicative of the temperature of the at least one air bearing; and wherein the controller is configured to adjust the amount of air provided to the air bearing based on the detected value.

1. a. Motor vehicle comprising: i) a turbomachine 500 , in particular a turbomachine according to one of the preceding aspects, wherein the turbomachine 500 is established via an energy converter inflow path 415 Air at least one energy converter 300 supply; and ii) a charge air cooler 420 which is designed to cool the compressed air; wherein at least one turbomachine inflow path 417 downstream from the intercooler 420 from the energy converter inflow path 415 branches off and into the turbomachine 500 without admixture of exhaust gas from the energy converter 300 empties.
2. b. Motor vehicle according to aspect a., Wherein the turbomachine inflow path 417 upstream of a facility 430 for humidifying the air from the energy converter inflow path 415 branches.
3. c. Motor vehicle according to aspect a. or b., wherein the turbomachine 500 has a housing portion whose interior I ₁ . I ₂ from a turbine-side impeller housing 526 is separated; and where the interior area I ₁ . I ₂ is directly fluidly connected to the turbomachine inflow path 417 ,
4. d. Motor vehicle according to one of the preceding aspects, wherein the turbomachine 500 is designed such that at least one air bearing of the turbomachine from the through the turbomachine inflow path 417 the interior I ₁ . I ₂ supplied air can be flowed through.
5. e. Motor vehicle according to one of the previous aspects, wherein the interior I ₁ . I ₂ is formed and fluidly connected with at least one impeller 512 . 522 , in particular turbine wheel 512 in that a higher pressure is always present in the interior during operation of the turbomachine than in a turbine-side impeller housing 526 ,
6. f. Motor vehicle according to one of the preceding aspects, wherein by a flow resistance element in the turbomachine inflow path 417 the air mass flow is limited in the at least one air bearing.
7. G. Motor vehicle according to one of the preceding aspects, wherein a disc 546 an axial bearing with the shaft 540 between two wheels 512 . 522 rotatably connected, wherein a disk inflow path 539 for compressed air in the peripheral region of the disc 546 so flows that there divides the air into two partial flow paths.
8. H. Motor vehicle according to one of the preceding aspects, wherein the turbomachine 500 at least one cooling liquid channel 537 and wherein air for cooling the at least one air bearing at least partially for cooling the air immediately adjacent to the cooling liquid channel 537 is guided.
9. i. Method for operating a motor vehicle, comprising the steps:
   • - Supply of compressed air to at least one energy converter 300 via an energy converter inflow path 415 by means of a turbomachine 500 ;
   • - Cooling the compressed air through a charge air cooler 420 ;
   • - Branching the cooled air downstream of the intercooler 420 and
   • - Supplying the branched air in the turbomachine 500 without admixture of exhaust gas from the energy converter 300 ,
10. j. The method of aspect i., Further comprising the step of: cooling at least one air bearing of the turbomachine 500 by removing the diverted and supplied air from an interior area I ₁ . I ₂ a drive housing 536 the turbomachine 500 is transported to the at least one air bearing, wherein indoors I ₁ . I ₂ a higher pressure prevails than in at least one of the impeller housings 516 . 526 ,
11. k. Method according to one of the aspects i. or j., further comprising the steps of: directly or indirectly detecting a value indicative of the temperature of at least one air bearing; and adjusting the amount of air provided to the air bearing based on the detected value.

1. a) method, in particular a method according to one of the preceding aspects, for operating a turbomachine 500 (in particular a turbomachine according to one of the preceding aspects) of a motor vehicle (in particular of the motor vehicle disclosed here), comprising the steps:
   • - Detecting at least one value indicative of the temperature of at least one air bearing of a turbomachine 500 , in particular the turbomachine according to one of the preceding aspects, is; and
   • - Adjusting the amount of air provided to the air bearing for cooling by the air bearing based on the detected value.
2. b) Method according to aspect a), wherein the air quantity provided for cooling by the air bearing also independent of the speed of at least one impeller 512 . 522 is variable.
3. c) Method according to aspect a) or b), wherein the fresh air provided to the air bearing is exhaust-free air.
4. d) The method of any preceding aspect, wherein the air provided to the air bearing is from an energy converter inflow path 415 or from a compressor-side impeller housing 516 was diverted and fed to the air bearing.
5. e) Method according to one of the preceding aspects, wherein the turbomachine 500 has a housing portion whose interior I ₁ . I ₂ from a turbine-side impeller housing 526 is separated; and wherein the air during operation of the turbomachine 500 from the interior I1 . I2 flows out into the air bearing and then through an impeller housing 516 . 526 the turbomachine 500 flows.
6. f) Method according to one of the preceding aspects, wherein the turbomachine 500 a variable turbine geometry with adjustable vanes, wherein the position of the Guide vanes is changed taking into account the detected value.
7. g) The method of any preceding aspect, further comprising the step of cooling the provided air prior to entering the air bearing.
8. h) Method according to aspect g), wherein the air provided by a charge air cooler 420 is cooled, the intercooler 420 simultaneously compressed air for an energy converter 300 provides.

• 1 eine schematische Ansicht eines Brennstoffzellensystems;
• 2 eine schematische Querschnittsansicht durch die Strömungsmaschine 500;
• 3 eine schematische Querschnittsansicht durch eine weitere Strömungsmaschine 500;
• 4 bis 6 eine schematische Querschnittsansicht eines alternativen Turbinenrades sowie die sich dann einstellenden Druckverläufe; für die Strömungsmaschine 500 gemäß der 3;
• 7 bis 8 weitere schematische Querschnittsansichten durch weitere Strömungsmaschine 500; und
• 9 und 10 weitere schematische Ansichten von hier offenbarten Strömungsmaschine

The technology disclosed herein will now be explained with reference to the figures. Show it:

• 1 a schematic view of a fuel cell system;
• 2 a schematic cross-sectional view through the turbomachine 500 ;
• 3 a schematic cross-sectional view through another turbomachine 500 ;
• 4 to 6 a schematic cross-sectional view of an alternative turbine wheel and then adjusting pressure gradients; for the turbomachine 500 according to the 3 ;
• 7 to 8th further schematic cross-sectional views through another turbomachine 500 ; and
• 9 and 10 further schematic views of here disclosed turbomachine

The 1 to 7 show schematically embodiments of the technology disclosed herein in which a fuel cell system is used as a basis. Likewise, the technology disclosed herein is also applicable to a motor vehicle having an internal combustion engine.

The 1 shows an energy converter 300 that's here as a fuel cell stack 300 is formed with a plurality of fuel cells. The fuel cell stack 300 is schematically divided into a cathode K and an anode A , The structure of such a fuel cell stack 300 is familiar to the expert. The anode subsystem includes a fuel source H2 that provides fuel, eg hydrogen. Through the pressure reducer 211 the pressure in the anode inflow path becomes 215 reduced before the fuel into the anode A from the fuel cell stack 300 arrives. After the electrochemical reaction in the fuel cell stack 300 the anode exhaust gas leaves the fuel cell stack 300 and at least partially via the recirculation conveyor 236 recirculated. In the water separator 232 Water is separated from the anode exhaust gas. Through the anode flush valve 238 Water and purge gas from the anode subsystem into the anode purge line 239 drained.

The turbomachine 500 sucks air O2 and compacts them. The compressed air is in the intercooler 420 cooled and possibly further downstream in the cathode inflow path 415 (= Energy converter inflow path) by means 430 moistened to humidify the air. Then the humidified air enters the cathode K of the fuel cell stack 300 where the electrochemical reaction takes place with the fuel of the anode A.

Further shown are cathode-side stack shut-off valves 470,480, which may be provided as well as the bypass 460 , But this does not have to be this way. After the electrochemical reaction in the fuel cell stack 300 the cathode exhaust gas passes through the cathode exhaust path 416 in the nearby areas.

The turbomachine shown here 500 includes a compressor unit 510 indicating the cathode inflow path 415 with trains. Furthermore, the turbomachine shown here comprises 500 a turbine unit 520 passing the (cathodes) exhaust path 416 with trains. The compressor unit 510 , the turbine unit 520 and the electric drive 530 are here over a wave 540 rigidly connected. In the drive housing 536 the turbomachine 500 opens here the turbomachine inflow path 417 , which is downstream from the intercooler 420 from the cathode inflow path 415 branches. Through the turbomachine inflow path 417 The compressed, cooled and exhaust-free fresh air reaches directly into the housing of the turbomachine 500 , The interior of the drive housing 536 is separated from the turbine-side impeller housing of the compressor unit 520 (Not shown). In particular, it will not cathode exhaust gas in the drive housing 536 brought in.

In the turbomachine inflow path 417 here is a valve 418 intended. A controller (not shown) is arranged to detect at least one value indicative of the temperature of at least one air bearing of the turbomachine. This value can be recorded directly or indirectly. Based on this value, the controller determines whether the amount of air that is supplied to the air bearing for cooling by the air bearing needs to be adjusted. If this is the case, the control unit sends a signal to the valve 418 , whereby the valve position and thus the amount of air is changed. In the 1 as well as not shown in all other figures are any temperature sensors that can be provided for direct or indirect detection of the storage temperature. Depending on the design of the turbomachine 500 can the valve 418 also be provided in another place. For example, the valve 418 in the case 536 the electric drive machine 530 and / or its speed-adjusting components to be integrated. The illustration of such a valve has been omitted in the following figures simplifying.

The 2 schematically shows a cross section through a turbomachine 500 , At one end of the turbomachine is the compressor unit 510 intended. The compressor unit 510 includes the spiral compressor housing 516 with the volute V ₅₁₀ , The compressor unit 510 further comprises the compressor wheel 512 , The compressor wheel 512 indicates at its front 514 rotating blades on. On the back opposite the front 513 indicates the compressor wheel 512 here the air-flowed first surface of the axial-air bearing. This air-flowed first surface 513 forms together with the first housing section opposite it 563 of the drive housing 530 a first air gap. This first air flowed area 513 and the first housing section 563 form during rotation of the compressor wheel 512 a first air cushion off. Likewise, the turbomachine includes 500 a turbine unit 520 with a spiral turbine housing 526 that the volute V ₅₂₀ formed. In the turbine housing 526 , arranged here is the turbine wheel 522 , The turbine wheel 522 indicates at its front 524 Blades on. At the front 524 opposite back 523 of the turbine wheel 522 the second air-flow area is formed, which forms a second housing section 564 opposite. The second air-flow area 523 forms together with the second housing section 564 a second air gap and a second air cushion during rotation. Advantageously, therefore, the axial air bearing is simplified and a separate disc, which is acted upon by both sides with air, can be omitted here. Advantageously, thus, the total length of the shaft 540 be reduced. Alternatively or additionally, however, it is also possible to provide an axial air bearing with the separate disk disclosed here.

Between the compressor unit 510 and the turbine unit 520 is the electric drive machine 530 in the drive housing 436 arranged. The electric drive machine 530 here includes a stator with stator laminations 532 and a stator winding 534 , On the wave 540 Here is also a rotor 535 of the electric drive 530 intended. The cooling liquid channel 537 in the drive housing 536 serves for cooling of the stator. Similarly, the at least one coolant channel 537 also serve to cool the at least one air bearing (see. 3 , 7 and 8).

Not shown here is the mouth of the turbomachine inflow path 417 , The exhaust-free fresh air from the turbomachine inflow path 417 becomes the interior area I ₁ . I ₂ inside the drive housing 436 fed. The interior I ₁ . I ₂ is fluidly connected to the first and / or second air gap. Further, the inner region is fluidly connected to a drive gap which is between the rotor 235 and the stator laminations 532 is trained. It can be provided that by a correspondingly shaped outer surface of the rotor 535 and / or by a corresponding pressure difference between different chambers I ₁ . I ₂ of the interior I ₁ . I ₂ a flow is adjusted from one chamber to the other chamber of the turbomachine through the drive gap. Advantageously, therefore, the through the turbomachine inflow path 417 the interior I ₁ . I ₂ supplied compressed and cooled fresh air both the electric drive 530 as well as the axial air bearings and any radial air bearings 542,544 cool. In a further embodiment, the fresh air from the turbomachine inflow path 417 the first air gap between the back 513 of the compressor wheel 512 and the first housing section 563 fed. In this case, the air gap from the axial air bearing of the compressor unit 510 and the air gap from the radial air bearing 542 flows in the reverse direction (not shown). Also not shown are the optionally provided pressure dividers of the technology disclosed here (cf. 3 to 6 ).

The 3 shows a turbomachine 500 that of the 2 is very similar. Only the differences are explained below. In this embodiment, the pressure dividers are schematically 567 . 568 drawn, the a pressure gradient between the sections upstream and downstream of the pressure divider 567 . 568 produce. The pressure divider 567 . 568 can have any suitable configuration. Here the pressure divider 567.568 is a sealing lip.

Likewise, the pressure divider 567 . 568 also integral in the first or second housing portion 563 . 564 be educated. The pressure divider 567 . 568 are here designed and arranged so that the forces cancel out in the axial direction substantially. Shown here are two pressure divider 567 . 568 , It is also conceivable that only on the compressor a pressure divider 567 is provided. From test series and / or calculations are for the expert on the wheels 512 . 522 prevailing pressures and attacking axial forces can be determined. The summation of the force vectors results in a total force. By means of the pressure divider (s), the pressure conditions on the rear side (s) can now be varied so that the resulting total force approaches approximately zero (cf. 4 and 5 ).

1. a) geringer ist als der Druck am Ausgang des Verdichterrads 512 und
2. b) größer ist als der Druck in der Volute V₅₂₀ der Turbine. Vorteilhaft werden somit alle Luftlager mit vergleichsweise trockener Luft gekühlt. Insbesondere kann somit keine Feuchtigkeit aus der Turbine in den Innenbereich I₁ , I₂ eindringen. Gleichsam könnte hier aber auch eine Luftströmung im Innenbereich I₁ , I₂ erzeugt werden, wie sie in Verbindung mit den 2, 7 und 8 offenbart ist.

The pressure is here via the flow resistance in the turbomachine inflow path 417 turn adjusted so that the pressure inside I ₁ . I ₂

1. a) is lower than the pressure at the outlet of the compressor wheel 512 and
2. b) is greater than the pressure in the volute V ₅₂₀ the turbine. Advantageously, all air bearings are cooled with comparatively dry air. In particular, therefore, no moisture from the turbine in the interior I ₁ . I ₂ penetration. At the same time, however, there could also be an air flow in the interior I ₁ . I ₂ be generated as they are in connection with the 2 . 7 and 8th is disclosed.

As axial bearing, the axial air bearing disclosed here or any other suitable axial bearing can be used. In particular, the axial bearing disclosed here can also be provided with a disk inflow path (cf. 8th ). Here, the axial storage has been omitted simplifying. Further, in the figure, three is a bearing air cooling passage 538 indicated here together with the cooling liquid channel 537 forms a heat exchanger. The cooling liquid channel 537 surrounds here the stator of the prime mover 530 and cools the stator. The bearing air cooling channel 538 is here on the outside of the coolant channel 537 intended. The flow channels are here at least partially perpendicular to each other. It is therefore a cross-flow heat exchanger. The exact function and connection of the bearing air cooling channel 538 and from the coolant channel 537 is related to the 7 and 8th explained.

The 4 schematically shows the compressor wheel 512 of the 3 with the pressure curves on the front 514 and the back 513 , The print on the front 514 in the entrance area of the compressor wheel 512 is P _I , The print on the front 514 in the exit area of the compressor wheel 512 is P _A , Here, for simplicity, a linear increase in pressure has been assumed. A flow path connects the interior here I ₁ . I ₂ with the volute V ₅₂₀ , On the back side 513 from the compressor wheel 512 lies in a first part of the flow path proximal to the volute V ₅₂₀ a pressure that is essentially the pressure P _A equivalent. In a second subregion, proximal to the interior I ₁ . I ₂ here lies the pressure P _G which is essentially the pressure inside I ₁ equivalent. The pressure curve is not steady here. Rather, here causes the pressure divider 567 a sudden pressure drop. From the pressures on the front 514 and the back 513 attack, and the corresponding surfaces, where the pressures attack, the individual forces and finally determine the total axial force. By varying the areas of the first and second sub-area at the back 513 (ie variation of the distance dv) and by varying the pressure gradient, the forces can be adjusted. In this case, a minimum mass flow of air through the flow path is particularly preferably provided, so that the at least one radial air bearing 542 . 544. and / or the at least one axial air bearing are sufficiently cooled. Shown here is a compressor wheel 512 designed impeller. The same applies to an impeller designed as a turbine wheel. The turbomachine shown here 500 includes a turbine wheel 522 and a compressor wheel 512 , each one a pressure divider 567 . 568 exhibit. But this does not have to be this way. Likewise, only at the turbine wheel 522 or on the compressor wheel 512 a pressure divider may be provided. Unless a turbine wheel 522 and a compressor wheel 512 are provided, all pressures occurring on both wheels and resulting axial forces are preferably taken into account for determining the total force.

The 5 schematically shows another compressor wheel 512 with the pressure curves on the front 514 and the back 513 , The impeller 512 is very similar to the impeller of 4 , Only the differences are explained below. In the 4 is the pressure divider 567 arranged at a distance dv from the surface of the shaft, which is about 60% of the maximum impeller distance Dv. In contrast, in 5 a pressure divider on the peripheral edge 519 (Especially on the peripheral surface) of the compressor wheel 514 intended. Such a configuration has the additional advantage that it is particularly space-saving. Serves this pressure divider at the same time as a radial seal, it can be advantageously provided a shaft with lower overall length. Like in the 4 is also in the 5 the sudden drop from the pressure on the back just shown schematically.

The 6 shows a further embodiment of a pressure divider 567 , The pressure divider 567 is here on an axial projection 511 arranged in the axial direction, ie in the direction of the longitudinal axis AA from the wheel 512 or from the wave 540 , is arranged. Here, the pressure divider is designed as a seal. The pressure divider 567 is here from a front side of the compressor housing 516 with trained. Alternatively or additionally, any other end face of the housing, for example an end face of the drive housing 536 , the pressure divider 567 with training. The pressure distribution follows the same principle as in 4 and 5 ,

The in the 3 to 6 shown pressure dividers are as it were in the embodiments according to the 2 . 7 and 8th applicable.

The 7 shows a further embodiment of the technology disclosed here. Only the differences from the embodiments according to the preceding figures will be explained below. The bearing air cooling channel 538 is here as well as the coolant channel 537 concentric to the shaft axis AA arranged. The bearing air cooling channel 538 and the cooling liquid channel 537 surround here the stator of the prime mover 530 , The bearing air cooling channel 538 and the cooling liquid channel 537 are arranged immediately adjacent to each other and run in a spiral. The two channels 537.538 here form a gas / liquid heat exchanger. Through the compressor branch 531 the compressed fresh air flows into the bearing air cooling channel 538 and is cooled there. In the 7 not shown is the fluid connection between the bearing air cooling channel 538 and the interior I ₁ . I ₂ , Furthermore, in the embodiment shown here, the axial air bearings have been omitted for simplicity. In the embodiment shown here, the compressed fresh air of the volute V510 taken. But this does not have to be this way. Likewise, the bearing air cooling channel 538 with the turbomachine inflow path 417 be fluidly connected. Likewise, the air flow paths through the air bearings can be configured as it is in connection with the 2 and 8th was explained.

The 8th shows a further embodiment of the technology disclosed here. Only the differences from the embodiments according to the preceding figures will be explained below. In the 8th is a slice 546 discloses that rotatably with the shaft 540 is trained. The disc 546 is part of an axial-air bearing that at least partially between the two wheels 512 . 522 is arranged. A disk inflow path 539 for the compressed and cooled air flows here in the peripheral region of the disc 546 , The disk inflow path 539 here is fluidly connected to the bearing air cooling channel 538 , But this does not have to be this way. Alternatively, the disk inflow path could 539 for example, with the turbomachine inflow path 417 be fluidly connected. In the peripheral area of the disc 546 the disk inflow path divides into two partial flow paths. In the embodiment shown here is the radial air bearing 544. between the disc 546 and the interior I ₁ . I ₂ arranged. But this does not have to be this way. Conveniently, the radial air bearing 544. also between the disc 546 and the turbine wheel 522 be arranged. The two partial flow paths are at least partially from the two opposite sides of the disc 546 with trained. Each Teilströmungspfad runs here annularly from the peripheral region of the disc 546 to the central axis AA the wave 540 out. The turbomachine 500 is formed such that in the peripheral region of the disc 546 a higher pressure than in the interior I ₁ . I ₂ of the drive housing 536 , Furthermore, the pressure in the peripheral region of the disc 546 higher than in the turbine-side impeller housing 526 , These pressure ratios can be achieved by removing the fresh air from the energy converter inflow path 415 at a suitable location and by correspondingly low pressure losses in the bearing air leading channels 538 . 539 , Alternatively or additionally, the pressure in the turbine housing 526 are still influenced by the variable turbine geometry (not shown) disclosed herein. The interior I ₁ . I ₂ here includes an outlet 560 through which the interior I ₁ . I ₂ introduced fresh air can escape. The axial air bearing with the disc shown here 546 is set up, any axial forces of the shaft 540 take. With the technology disclosed here, it is advantageously possible to ensure that, on the one hand, axial forces are reliably controlled and, on the other hand, no moist exhaust gas into the interior I ₁ . I ₂ penetrates. Particularly advantageous here is the compensation of axial forces regardless of the amount of exhaust-free fresh air, which is provided to the turbine-side and / or compressor-side air bearings. Thus, with this embodiment, the amount of air for cooling the at least one air bearing can be varied, without affecting the compensation of the transverse forces and or the flow direction in the at least one air bearing. Depending on the design of the pressure differences is also conceivable that exhaust-free fresh air from the interior I ₁ . I ₂ flows into the compressor-side air bearing and through the compressor-side volute V ₅₁₀ leaves the air bearing again.

The 9 schematically shows a part of a fuel cell system of a motor vehicle with a further embodiment of the turbomachine disclosed here 500 , the turbomachine here comprises a compressor unit 510 forming a cathode inflow path 415 with trains. The compressor unit 510 sucks through an air filter 700 filtered air and compresses them. From the cathode inflow path 415 here branches the turbomachine inflow path 417 from. The turbomachine inflow path 417 Here is directly fluidly connected to the air bearings of the turbomachine 500 , of which here schematically the radial air bearings 542 . 544. are shown. At the air bearings are here air bearing temperature sensors T _T . T _V intended. Further, in the flow path 417 a pressure sensor arranged. In the turbomachine inflow path 417 can here also a heat exchanger 422 be arranged. The intercooler 420 (see. 1 ) can also be used in an embodiment according to one of the preceding figures. Is such a heat exchanger 422 provided, the turbomachine inflow path 417 also upstream of the intercooler 420 branch. If this is the case, it may be provided, for example, that the intercooler 420 and the Facility 430 be designed to moisten the humidified fresh air as an integrated device. Such a combination of intercooler and humidifier is particularly space-saving, lightweight and / or inexpensive. The heat exchanger is preferred 422 a liquid / gas heat exchanger. For example, water W can be used as a cooling medium. The valve 418 can be arranged the same way as it is related to the valve 418 of the 1 was explained. Furthermore, the valve 418 also be arranged in the places as related to the 1 was explained. The electric drive machine 530 and the power converter 600 have separate coolant supply lines and separate coolant outlets here. Further, the inwerter 600 connected here via three correspondingly shielded electrical lines to the electric drive machine. Other components of the fuel cell system, such as those in the 1 are shown, have been omitted here simplistic.

The 10 shows a further embodiment of the technology disclosed here. Hereinafter, only the differences from the embodiments according to the 9 explained. In this embodiment, the turbomachine 500 via a mounted rectifier 600 , The electric drive machine 530 and the mounted rectifier 600 have a common cooling circuit with a common coolant supply line and a common coolant discharge. In turn, water W is used as the coolant. The heat exchanger 422 was replaced by one in the turbomachine 500 integrated heat exchanger 622 , The integrated heat exchanger 622 can be used, for example, in a mounted power converter 600 and / or in the electric drive machine 530 be included. In particular, this heat exchanger can have the cooling liquid channel and / or bearing air cooling channel disclosed here. Likewise, the valve 418 in the mounted rectifier 600 be integrated. But this does not have to be this way.

1. i) den hier offenbarten Strömungsmaschinen-Zuströmungspfad 417;
2. ii) des hier offenbarten Verdichterabzweig 531
3. iii) der hier offenbarten besonderen Ausgestaltung vom Axial-Luftlager mit der Scheibe 546 oder alternativ von den Laufradrückseiten mit ausgebildete Scheibe sowie deren jeweils spezifische Anströmung;
4. iv) des hier offenbarten Verfahrens zur Lagerluftkühlung abhängig von der Temperatur;
5. v) die hier offenbarte Lagerluftführung, insbesondere im Innenbereich I₁ , I₂ ;
6. vi) den hier offenbarten Kühlflüssigkeitskanal 537 und den hier offenbarten Lagerluftkühlkanal 538;
7. vii) des hier offenbarten Druckteilers 567, 568 und die damit verbundene Kompensation von Axialkräften; sind jeweils funktional unabhängig voneinander. Gleichwohl stellt deren Kombination eine besonders vorteilhafte Ausgestaltung dar.

The aspects disclosed here, in particular with regard to

1. i) the turbomachine inflow path disclosed herein 417 ;
2. ii) the compressor branch 531 disclosed herein
3. iii) the particular embodiment disclosed herein of the axial air bearing with the disc 546 or alternatively of the impeller backs with trained disc and their respective specific flow;
4. iv) the method of storage air cooling disclosed herein, depending on the temperature;
5. v) the bearing air guide disclosed here, in particular in the interior I ₁ . I ₂ ;
6. vi) the coolant channel disclosed herein 537 and the bearing air cooling channel disclosed herein 538 ;
7. vii) of the pressure divider disclosed herein 567 . 568 and the associated compensation of axial forces; are each functionally independent of each other. Nevertheless, their combination represents a particularly advantageous embodiment.

For the sake of legibility, the term "at least one" has been omitted for simplicity. If a feature of the technology disclosed herein is described in singular or undetermined (eg, the / a compressor wheel, the / a housing, the / a shaft, the / an axial air bearing, the / a front, the / a back, the / a turbine wheel, the / an air-flow air gap, the / a housing section, the / an interior area, the / an air bearing, the / a charge air cooler, the / a device for humidification, the / an electric drive, the / a Volute, etc. At least one of the compressor wheels, the at least one housing, the at least one shaft, the at least one axial air bearing, the at least one front side, the at least one rear side, the at least one turbine wheel at least one air-flowed air gap, the at least one housing section, the at least one inner area, the at least one air bearing, the at least one intercooler, the at least one device for moistening, the at least one electric drive, the at least one volute, etc.)

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102017211917 [0050]

Claims (12)

Turbomachine (500) for a motor vehicle, comprising: - At least one electric drive (530); and - At least one impeller (512, 522); wherein the impeller (512, 522) and the electric drive (530) are interconnected via a shaft (540); and wherein at least one pressure divider (567, 568) is provided on at least one impeller (512, 522) and / or wherein the at least one impeller (512, 522) forms the at least one pressure divider (567, 568). Turbomachine (500) after Claim 1 wherein the pressure divider (567, 568) is arranged and configured such that forces acting on the shaft (540) at least 80% or substantially cancel out in the axial direction. Turbomachine (500) after Claim 2 , wherein a radial distance (dv) between the surface of the shaft (540) and the pressure divider (567, 568) is selected so that the forces acting on the shaft (540) in the axial direction at least 80% or substantially completely cancel. The turbomachine (500) according to one of the preceding claims, wherein the impeller (512, 522) has a front side (514, 524) with air guiding elements and a rear side (513, 523), wherein the pressure divider (567, 568) on the rear side (513 , 523) and / or on the peripheral edge (519) of the impeller (512, 522) is provided; or wherein the pressure divider (567, 568) through the back (513, 523) and / or by the peripheral edge (519) is formed with. Turbomachine (500) according to one of the preceding claims, wherein at least a part of the pressure divider (567, 568) arranged on an axial projection (511) of the back (513, 523) and / or wherein the axial projection of the pressure divider (567, 568) with trains. Turbomachine (500) according to one of the preceding claims, wherein pressure divider (567, 568) is a radial seal. Turbomachine (500) according to one of the preceding claims, wherein pressure divider (567, 568) is an axial seal. Turbomachine (500) according to one of the preceding claims, wherein the shaft (540) is supported by at least one air bearing. Turbomachine (500) after Claim 8 wherein the pressure divider (567, 568) is fluidly connected to the at least one air bearing and the at least one impeller (512, 522), so that air for cooling the air bearing via the pressure divider (567, 568) can be fed and / or discharged. Turbomachine (500) according to one of the preceding claims, - wherein the back (513, 523) of at least one impeller (512, 522) forms an air-flow area of an axial-air bearing; and or - wherein a disc (546) of an axial air bearing with the shaft (540) between two impellers (512, 522) is rotatably connected, wherein a disc inflow path (539) for compressed air in the peripheral region of the disc (546) opens such that there divides the air into two partial flow paths. 5. Flow machine (500) according to one of the preceding claims, wherein the turbomachine (500) has at least one cooling liquid channel (537), and wherein air for cooling the at least one air bearing is guided through a bearing air cooling channel (538) which is at least partially immediately adjacent to the cooling liquid channel (538). 537) is arranged. Motor vehicle comprising: - A turbomachine (500) according to one of the preceding claims, wherein the turbomachine (500) is adapted to supply air via at least one energy converter (300) via an energy converter inflow path (415); and - an intercooler (420) arranged to cool compressed air; wherein at least one turbomachine inflow path (417) branches off downstream of the charge air cooler (420) from the energy converter inflow path (415) and into the turbomachine (500) without admixture of exhaust gas from the energy converter (300).

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