EP0266636A1 - Pressure wave supercharger - Google Patents

Pressure wave supercharger Download PDF

Info

Publication number
EP0266636A1
EP0266636A1 EP87115465A EP87115465A EP0266636A1 EP 0266636 A1 EP0266636 A1 EP 0266636A1 EP 87115465 A EP87115465 A EP 87115465A EP 87115465 A EP87115465 A EP 87115465A EP 0266636 A1 EP0266636 A1 EP 0266636A1
Authority
EP
European Patent Office
Prior art keywords
rotor
pressure wave
way clutch
pulley
air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP87115465A
Other languages
German (de)
French (fr)
Other versions
EP0266636B1 (en
Inventor
Hubert Kirchhofer
Andreas Mayer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Comprex AG
Original Assignee
BBC Brown Boveri AG Switzerland
Comprex AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BBC Brown Boveri AG Switzerland, Comprex AG filed Critical BBC Brown Boveri AG Switzerland
Priority to AT87115465T priority Critical patent/ATE70894T1/en
Publication of EP0266636A1 publication Critical patent/EP0266636A1/en
Application granted granted Critical
Publication of EP0266636B1 publication Critical patent/EP0266636B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/12—Drives characterised by use of couplings or clutches therein
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/42—Engines with pumps other than of reciprocating-piston type with driven apparatus for immediate conversion of combustion gas pressure into pressure of fresh charge, e.g. with cell-type pressure exchangers

Definitions

  • the present invention relates to a pressure wave charger according to the preamble of patent claim 1.
  • Such a pressure wave supercharger which is mainly used as a charging device for an internal combustion engine, has a rotor provided with cells on the circumference, the rotor shaft of which carries at one end a pulley which is intended to be driven by a belt by the internal combustion engine to be charged, and also a rotor which encloses the rotor Rotor housing as well as a gas housing or on its two end faces.
  • an air housing each with channels for the supply and discharge of the gaseous exhaust gas or air, whereby the bearing elements for the shaft of the rotor are accommodated in the air housing.
  • the rotor of a known pressure wave supercharger of this type is driven by the internal combustion engine to be charged via the belt mentioned and the pulley, which is rigidly connected to the rotor shaft, with a constant transmission ratio.
  • the rotor speed is therefore proportional to the speed of the motor, which is why we speak of a "proportional drive" in this context. Since it is with Interaction of a charger with a motor depends on the fact that it works with the best possible efficiency in the speed range predominantly used for practical operation, the geometric data of the control elements of the pressure wave charger, which are mainly decisive for the charger efficiency, i.e. essentially the opening and closing edges of the Air and gas ducts as well as the auxiliary ducts, including the gas and compression pockets, are designed for this speed range, which corresponds to approximately 50% of the nominal speed.
  • this pressure wave supercharger which is designed for a preferred engine speed range that is operationally and economically most important, has the disadvantage that the pressure wave process does not run optimally in the lower and higher speed range of the engine.
  • the best possible exchange of energy between the exhaust gas and the charge air requires a different geometric design of the air, gas and auxiliary ducts, in particular their opening and closing edges.
  • the applicant's CH application 826 / 86-9 describes a free-running pressure wave charger driven by the gas forces.
  • the rotor speed does not depend on the motor speed, but on the resulting swirl energy of all air and gas flows acting on the rotor.
  • a narrower speed range of the pressure wave supercharger should be obtained than with the proportional drive.
  • the measures proposed there are intended to increase the drive impulse of the exhaust gases for turning up the rotor after the engine has started, to control the speed characteristic of the rotor and to counter overspeed.
  • the present invention arose from the task of avoiding the above-described disadvantages of the pressure wave charger with proportional drive and the pressure wave charger with free wheel rotor driven solely by the gas forces in a pressure wave charger, and by combining their advantages a better adaptation of the delivery characteristics of the charger to the load condition of the engine to obtain.
  • the pressure wave supercharger according to the invention is characterized in that there is a one-way clutch between the pulley and the rotor shaft and a roller bearing is provided on both sides thereof.
  • the pulley When the pulley is mounted on the rotor shaft in this way, it is carried along by the pulley via the clamping one-way clutch at a speed proportional to the motor speed as long as the torque exerted by the swirl energy on the rotor cells is smaller than that for the respective operating state including the share required for the transient state.
  • the frictional connection between the sprags and the outer ring of the one-way clutch, which is stuck in the pulley is released and the rotor runs at a higher speed until the engine revs up due to increased fuel supply and the Has caught up the pulley over the rotor and this is driven proportionally again.
  • This engagement and disengagement can basically take place over the entire speed range.
  • the rotor speed is set to a value dependent on the drive energy of the exhaust gases, but the rotor speed will never drop below the value given by the gear ratio between the drive pulley of the motor and the pulley on the rotor shaft.
  • 1 denotes a rotor housing, which encloses a rotor 2 and is sealed on its end faces by an air housing 3 or a gas housing 4.
  • the arrow 5 indicates the entry of the intake air into a low-pressure air duct 6, which is compressed in the rotor 2 by the exhaust gases coming from the engine (not shown) and leaves the charger as charging air through a high-pressure air duct 7 running perpendicular to the duct 6 and enters the engine.
  • the exhaust gas coming from the engine enters a high-pressure gas duct 9 of the gas housing 4 and flows out of it after it has released part of its energy for compressing the air in the rotor 2, through a low-pressure gas duct 10 as an exhaust gas outdoors, which is indicated by the arrow 11.
  • the rotor 2 is fixedly connected to a rotor shaft 12 which protrudes through the air housing 3 to the outside, at its free end with a belt disc 13 torsionally rigid and is supported in two bearings 14 and 15.
  • the rotor 2 is driven by the motor with constant transmission via the pulley 13, which is firmly connected to it, via a belt, preferably a V-belt.
  • FIG. 2 The modification of such a pressure wave supercharger according to the invention is shown in FIG. 2, which essentially shows only the outer mounting in the air housing.
  • a bearing flange 16 which is intended for attachment to the air housing, not shown, receives a schematically drawn roller bearing 17 on the free end of the rotor shaft 18.
  • the pulley 19 is mounted on a shaft journal 20 which is concentric with the rotor shaft 18 and which is screwed into the shaft 18 by a threaded journal 21, on two deep groove ball bearings 22 and a one-way clutch 23 arranged between them.
  • a nut 24 at the free end of the shaft journal 20 braces the two bearings 22 and the one-way clutch 23 arranged between them against the end face of the rotor shaft 18.
  • a protective cap 25 pressed into the free end of the pulley 19 prevents contaminants from penetrating into the pulley bearing.
  • FIG. 3 shows an enlarged section of the one-way clutch 23 from FIG. 2.
  • This one-way clutch of known design has rollers 26 as the clamping body, which are held by a cage 27 in such a way that they oppose each other with the play required for the clamping action and the decoupling can move the outer ring 28 in the circumferential direction.
  • the rollers 26 are pressed into the clamping position by leaf springs 29, which consist of short lobes bent from the cage, the pretensioning force being set such that an overtaking of the pulley which is inevitably driven by the motor is possible up to the range of the nominal speed. 3 does not have an inner ring, so the rollers run directly on the hardened shaft journal 20.

Abstract

In this pressure wave supercharger, the driving belt pulley (19) for the rotor having a freewheel clutch (23) and rolling contact bearings (22) provided on both sides of the same are supported on the rotor shaft (18+20). With respect to the operation of the pressure wave supercharger, this provides the advantages of drive by the engine with constant engine/rotor transmission ratio and of a free-running rotor driven by the gas forces alone.

Description

Die vorliegende Erfindung betrifft einen Druckwellenlader nach dem Oberbegriff des Patentanspruchs 1.The present invention relates to a pressure wave charger according to the preamble of patent claim 1.

Ein solcher, vorwiegend als Aufladegerät für einen Verbrennungsmotor verwendeter Druckwellenlader weist einen am Umfang mit Zellen versehenen Rotor auf, dessen Rotorwelle an einem Ende eine Riemenscheibe trägt, die dazu bestimmt ist, über einen Riemen vom aufzuladenden Verbrennungsmotor angetrieben zu werden, ferner ein den Rotor umschliessendes Rotorgehäuse sowie an dessen beiden Stirnseiten ein Gasgehäuse bwz. ein Luftgehäuse, jeweils mit Kanälen für die Zu- und die Abfuhr der gasförmigen Arbeitsmittel Auspuffgas bzw. Luft, wobei im Luftgehäuse die Lagerelemente für die Welle des Rotors untergebracht sind.Such a pressure wave supercharger, which is mainly used as a charging device for an internal combustion engine, has a rotor provided with cells on the circumference, the rotor shaft of which carries at one end a pulley which is intended to be driven by a belt by the internal combustion engine to be charged, and also a rotor which encloses the rotor Rotor housing as well as a gas housing or on its two end faces. an air housing, each with channels for the supply and discharge of the gaseous exhaust gas or air, whereby the bearing elements for the shaft of the rotor are accommodated in the air housing.

Stand der TechnikState of the art

Der Rotor eines bekannten Druckwellenladers dieser Bauart, wie er beispielsweise in der CH-Patentschrift 633 619 beschrieben ist, wird vom aufzuladenden Verbrennungsmotor über den erwähnten Riemen und die drehsteif mit der Rotorwelle verbundene Riemenscheibe mit konstantem Uebersetzungsverhältnis angetrieben. Die Rotordrehzahl ist demnach also proportional der Drehzahl des Motors, weshalb in diesem Zusammenhang von einem "Proportionalantrieb" gesprochen wird. Da es beim Zusammenwirken eines Aufladegerätes mit einem Motor darauf ankommt, dass er in dem für den praktischen Betrieb überwiegend benutzten Drehzahlbereich mit möglichst gutem Wirkungsgrad arbeitet, werden die geometrischen Daten der hauptsächlich für den Laderwirkungsgrad massgeblichen Steuerorgane des Druckwellenladers, das sind im wesentlichen die Oeffnungs- und Schliesskanten der Luft- und Gaskanäle sowie die Hilfskanäle, u.a. die Gas- und Kompressionstaschen, für diesen Drehzahlbereich ausgelegt, der etwa 50 % der Nenndrehzahl entspricht.The rotor of a known pressure wave supercharger of this type, as described, for example, in Swiss Patent 633 619, is driven by the internal combustion engine to be charged via the belt mentioned and the pulley, which is rigidly connected to the rotor shaft, with a constant transmission ratio. The rotor speed is therefore proportional to the speed of the motor, which is why we speak of a "proportional drive" in this context. Since it is with Interaction of a charger with a motor depends on the fact that it works with the best possible efficiency in the speed range predominantly used for practical operation, the geometric data of the control elements of the pressure wave charger, which are mainly decisive for the charger efficiency, i.e. essentially the opening and closing edges of the Air and gas ducts as well as the auxiliary ducts, including the gas and compression pockets, are designed for this speed range, which corresponds to approximately 50% of the nominal speed.

Dieser für einen bevorzugten, und zwar betrieblich und wirtschaftlich wichtigsten Motordrehzahlbereich ausgelegte Druckwellenlader hat aber den Nachteil, dass der Druckwellenprozess im niedrigen und höheren Drehzahlbereich des Motors nicht optimal abläuft. In diesen Bereichen verlangt nämlich ein bestmöglicher Energieaustausch zwischen dem Abgas und der Ladeluft eine andere geometrische Auslegung der Luft-, Gas- und Hilfskanäle, insbesondere ihrer Oeffnungs- und Schliesskanten.However, this pressure wave supercharger, which is designed for a preferred engine speed range that is operationally and economically most important, has the disadvantage that the pressure wave process does not run optimally in the lower and higher speed range of the engine. In these areas, the best possible exchange of energy between the exhaust gas and the charge air requires a different geometric design of the air, gas and auxiliary ducts, in particular their opening and closing edges.

Andernfalls treten nämlich im unteren Drehzahlbereich unerwünschte Pulsationen im Ladeluftstrom, eine zu starke Abgasrezirkulation in die Ladeluft, ein träges Ansprechverhalten des Rotors und eine Einbusse an Wirkungsgrad auf. Letzteres ist auch für den Drehzahlbereich oberhalb der Auslegedrehzahl der Fall.Otherwise, undesirable pulsations in the charge air flow, excessive exhaust gas recirculation into the charge air, sluggish response of the rotor and a loss in efficiency occur in the lower speed range. The latter is also the case for the speed range above the design speed.

Zur Vermeidung dieser Nachteile wird in der CH-Anmeldung 826/86-9 der Anmelderin ein durch die Gaskräfte angetriebener, freilaufender Druckwellenlader beschrieben. Im Gegensatz zum Proportionalantrieb ist bei diesem Konzept die Rotordrehzahl nicht von der Motordrehzahl, sondern von der resultierenden Drallenergie aller auf den Rotor wirkenden Luft- und Gasströme abhängig. Durch verschiedene Gestaltungsmassnahmen an den luft-, Gas- und Hilfskanälen in Verbindung mit Düsen, die bei bestimmten Betriebszuständen zur Wirkung kommen, soll ein engerer Drehzahlbereich des Druckwellenladers als beim Proportionalantrieb erhalten werden. Im besonderen bezwecken die dort vorgeschlagenen Massnahmen eine Erhöhung des Antriebsimpulses der Abgase zum Hochdrehen des Rotors nach dem Starten des Motors, eine Steuerung der Drehzahlcharakteristik des Rotors und das Abfangen von Ueberdrehzahlen.To avoid these disadvantages, the applicant's CH application 826 / 86-9 describes a free-running pressure wave charger driven by the gas forces. In contrast to the proportional drive, with this concept the rotor speed does not depend on the motor speed, but on the resulting swirl energy of all air and gas flows acting on the rotor. Through various design measures on the air, gas and auxiliary channels in connection with nozzles that come into effect under certain operating conditions, a narrower speed range of the pressure wave supercharger should be obtained than with the proportional drive. In particular, the measures proposed there are intended to increase the drive impulse of the exhaust gases for turning up the rotor after the engine has started, to control the speed characteristic of the rotor and to counter overspeed.

Ein befriedigendes Funktionieren dieser Konzeption setzt jedoch ein möglichst geringes Massenträgheitsmoment des Rotors voraus, das das instationäre Verhalten des Laders beeinflusst. Bei einem zu grossen Massenträgheitsmoment vermag der Rotor nämlich schnellen Drehzahländerungen des Fahrzeugmotors nicht genügend schnell zu folgen, woraus sich ein gewisser Ansprechverzug für den Lader ergibt. Für das verhältnismässig grosse Massenträgheitsmoment der üblichen Rotoren ist der üblicherweise verwendete Gusswerkstoff von relativ hohem spezifischen Gewicht verantwortlich.Satisfactory functioning of this concept, however, requires the lowest possible moment of inertia of the rotor, which influences the transient behavior of the charger. If the mass moment of inertia is too large, the rotor is unable to follow rapid changes in the speed of the vehicle engine sufficiently quickly, which results in a certain delay in response for the loader. The usually used cast material of relatively high specific weight is responsible for the relatively large mass moment of inertia of the usual rotors.

Dieser Nachteil wird sich vermeiden lassen, sobald erprobte, spezifisch leichtere Werkstoffe verfügbar sind, die sich problemlos zur Herstellung der dünnwandigen Rotoren, die mit grosser Präzision gefertig werden müssen, eignen und auch bezüglich ihrer sonstigen thermischen und mechanischen Eigenschaften den Beanspruchungen in einem Druckwellenlader gewachsen sind.This disadvantage can be avoided as soon as proven, specifically lighter materials are available, which are suitable for the manufacture of thin-walled rotors, which have to be manufactured with great precision, and which also withstand the stresses in a pressure wave charger with regard to their other thermal and mechanical properties .

Darstellung der ErfindungPresentation of the invention

Die vorliegende Erfindung entstand aus der Aufgabe, bei einem Druckwellenlader die vorstehend beschriebenen Nachteile des Druckwellenladers mit Proportionalantrieb und des nur alleine durch die Gaskräfte angetriebenen Druckwellenladers mit Freilaufrotor zu vermeiden und durch eine Kombination ihrer Vorteile eine bessere Anpassung der Fördercharakteristik des Laders an den Lastzustand des Motors zu erhalten.The present invention arose from the task of avoiding the above-described disadvantages of the pressure wave charger with proportional drive and the pressure wave charger with free wheel rotor driven solely by the gas forces in a pressure wave charger, and by combining their advantages a better adaptation of the delivery characteristics of the charger to the load condition of the engine to obtain.

Der erfindungsgemässe Druckwellenlader ist dadurch gekennzeichnet, dass zwischen der Riemenscheibe und der Rotorwelle eine Freilaufkupplung und beidseits derselben je ein Wälzlager vorhanden ist.The pressure wave supercharger according to the invention is characterized in that there is a one-way clutch between the pulley and the rotor shaft and a roller bearing is provided on both sides thereof.

Bei einer solchen Lagerung der Riemenscheibe auf der Rotorwelle wird diese von der Riemenscheibe über die klemmende Freilaufkupplung so lange mit einer zur Motordrehzahl proportionalen Drehzahl mitgenommen, wie das von der Drallenergie auf die Rotorzellen ausgeübte Drehmoment kleiner ist, als das für den jeweiligen Betriebszustand einschliesslich des Anteils für den instationären Zustand erforderliche. Sobald aber das Drehmoment der Luft- und Gaskräfte dazu ausreicht, löst sich der Kraftschluss zwischen den Klemmkörpern und dem in der Riemenscheibe festsitzenden Aussenring der Freilaufkupplung und der Rotor läuft so lange mit höherer Drehzahl, bis der Motor durch erhöhte Kraftstoffzufuhr wieder auf Touren kommt und die Riemenscheibe über den Rotor eingeholt hat und dieser wieder proportional angetrieben wird. Dieses Ein- und Auskuppeln kann grundsätzlich über den ganzen Drehzahlbereich stattfinden. Nach Lösen der Freilaufkupplung stellt sich aber die Rotordrehzahl auf einen von der Antriebsenergie der Abgase abhängigen Wert ein, die Rotordrehzahl wird aber nie unter den vom Uebersetzungsverhältnis zwischen der Antriebsriemenscheibe des Motors und der Riemenscheibe auf der Rotorwelle gegebenen Wert absinken.When the pulley is mounted on the rotor shaft in this way, it is carried along by the pulley via the clamping one-way clutch at a speed proportional to the motor speed as long as the torque exerted by the swirl energy on the rotor cells is smaller than that for the respective operating state including the share required for the transient state. However, as soon as the torque of the air and gas forces is sufficient, the frictional connection between the sprags and the outer ring of the one-way clutch, which is stuck in the pulley, is released and the rotor runs at a higher speed until the engine revs up due to increased fuel supply and the Has caught up the pulley over the rotor and this is driven proportionally again. This engagement and disengagement can basically take place over the entire speed range. After releasing the one-way clutch, however, the rotor speed is set to a value dependent on the drive energy of the exhaust gases, but the rotor speed will never drop below the value given by the gear ratio between the drive pulley of the motor and the pulley on the rotor shaft.

Im folgenden wird die Erfindung unter Bezugnahme auf in den Zeichnungen dargestellte Ausführungsformen näher erläutert. Es zeigen:

  • Fig. 1 den schematischen Aufbau eines konventionellen Druckwellenladers mit Proportionalriemenantrieb,
  • Fig. 2 die erfindungsgemässe Lagerung einer Riemenscheibe auf der Rotorwelle,
  • Fig. 3 ein Detail der Freilaufkupplung, und die
  • Fig. 4 einen Ausschnitt aus einer vereinfachten erfindungsgemässen Lagerung der Riemenscheibe auf der Rotorwelle.
The invention is explained in more detail below with reference to embodiments shown in the drawings. Show it:
  • 1 shows the schematic structure of a conventional pressure wave charger with proportional belt drive,
  • 2 the bearing of a pulley according to the invention on the rotor shaft,
  • Fig. 3 shows a detail of the one-way clutch, and the
  • Fig. 4 shows a detail from a simplified mounting of the pulley according to the invention on the rotor shaft.

Bei dem in Fig. 1 in einem schematischen Längsschnitt dargestellten Druckwellenlader bezeichnet 1 ein Rotorgehäuse, das einen Rotor 2 umschliesst und an seinen Stirnseiten von einem Luftgehäuse 3 bzw. einem Gasgehäuse 4 abgeschlossen ist. Der Pfeil 5 deutet den Eintritt der Ansaugluft in einen Niederdruckluftkanal 6 an, die im Rotor 2 durch die aus dem nicht dargestellten Motor kommenden Abgase verdichtet wird und durch einen senkrecht zum Kanal 6 verlaufenden Hochdruckluftkanal 7 als Ladeluft den Lader verlässt und in den Motor gelangt. Das aus dem Motor kommende Abgas tritt, wie durch den Pfeil 8 angedeutet, in einen Hochdruckgaskanal 9 des Gasgehäuses 4 ein und strömt aus diesem, nachdem es einen Teil seiner Energie zur Verdichtung der Luft im Rotor 2 abgegeben hat, durch einen Niederdruckgaskanal 10 als Auspuffgas ins Freie, was durch den Pfeil 11 angedeutet ist.In the pressure wave charger shown in a schematic longitudinal section in FIG. 1, 1 denotes a rotor housing, which encloses a rotor 2 and is sealed on its end faces by an air housing 3 or a gas housing 4. The arrow 5 indicates the entry of the intake air into a low-pressure air duct 6, which is compressed in the rotor 2 by the exhaust gases coming from the engine (not shown) and leaves the charger as charging air through a high-pressure air duct 7 running perpendicular to the duct 6 and enters the engine. The exhaust gas coming from the engine, as indicated by the arrow 8, enters a high-pressure gas duct 9 of the gas housing 4 and flows out of it after it has released part of its energy for compressing the air in the rotor 2, through a low-pressure gas duct 10 as an exhaust gas outdoors, which is indicated by the arrow 11.

Der Rotor 2 ist mit einer Rotorwelle 12 fest verbunden, die durch das Luftgehäuse 3 nach aussen ragt, an ihrem freien Ende mit einer Rie menscheibe 13 drehsteif verbunden und in zwei Lagern 14 und 15 gelagert ist.The rotor 2 is fixedly connected to a rotor shaft 12 which protrudes through the air housing 3 to the outside, at its free end with a belt disc 13 torsionally rigid and is supported in two bearings 14 and 15.

Bei diesem konventionellen Druckwellenlader wird also der Rotor 2 über die mit ihm festverbundene Riemenscheibe 13 über einen Riemen, vorzugsweise einen Keilriemen, vom Motor mit konstanter Uebersetzung angetrieben.In this conventional pressure wave supercharger, the rotor 2 is driven by the motor with constant transmission via the pulley 13, which is firmly connected to it, via a belt, preferably a V-belt.

Die erfindungsgemässe Modifikation eines solchen Druckwellenladers ist in Fig. 2, die im wesentlichen nur die äussere Lagerung im Luftgehäuse zeigt, dargestellt. Ein Lagerflansch 16, der zur Befestigung am nicht dargestellten Luftgehäuse bestimmt ist, nimmt ein schematisch gezeichnetes Wälzlager 17 auf dem freien Ende der Rotorwelle 18 auf. Die Riemenscheibe 19 ist auf einem zur Rotorwelle 18 konzentrischen Wellenzapfen 20, der durch einen Gewindezapfen 21 in der Welle 18 verschraubt ist, auf zwei Rillenkugellagern 22 und einer zwischen diesen angeordneten Freilaufkupplung 23 gelagert. Eine Mutter 24 am freien Ende des Wellenzapfens 20 verspannt die zwei Lager 22 und die dazwischen angeordnete Freilaufkupplung 23 gegen die Stirnseite der Rotorwelle 18. Eine am freien Ende der Riemenscheibe 19 eingepresste Schutzkappe 25 verhindert das Eindringen von Verunreinigungen in die Riemenscheibenlagerung.The modification of such a pressure wave supercharger according to the invention is shown in FIG. 2, which essentially shows only the outer mounting in the air housing. A bearing flange 16, which is intended for attachment to the air housing, not shown, receives a schematically drawn roller bearing 17 on the free end of the rotor shaft 18. The pulley 19 is mounted on a shaft journal 20 which is concentric with the rotor shaft 18 and which is screwed into the shaft 18 by a threaded journal 21, on two deep groove ball bearings 22 and a one-way clutch 23 arranged between them. A nut 24 at the free end of the shaft journal 20 braces the two bearings 22 and the one-way clutch 23 arranged between them against the end face of the rotor shaft 18. A protective cap 25 pressed into the free end of the pulley 19 prevents contaminants from penetrating into the pulley bearing.

Einen vergrösserten Ausschnitt aus der Freilaufkupplung 23 von Fig. 2 zeigt die Fig. 3. Diese Freilaufkupplung bekannter Bauart hat als Klemmkörper Rollen 26, die von einem Käfig 27 so gehalten werden, dass sie sich mit dem für die Klemmwirkung und die Entkupplung erforderlichen Spiel gegenüber dem Aussenring 28 in Umfangsrichtung bewegen können. Die Rollen 26 werden von Blattfedern 29, die aus vom Käfig abgebogenen kurzen Lappen bestehen, in die Klemmstellung gedrückt, wobei die Vorspannkraft so einzustellen ist, dass bis in den Bereich der Nenndrehzahl ein Ueberholen der vom Motor zwangsläufig angetriebenen Riemenscheibe möglich ist. Die Bauart nach Fig. 3 besitzt keinen Innenring, die Rollen laufen also direkt auf dem gehärteten Wellenzapfen 20.FIG. 3 shows an enlarged section of the one-way clutch 23 from FIG. 2. This one-way clutch of known design has rollers 26 as the clamping body, which are held by a cage 27 in such a way that they oppose each other with the play required for the clamping action and the decoupling can move the outer ring 28 in the circumferential direction. The rollers 26 are pressed into the clamping position by leaf springs 29, which consist of short lobes bent from the cage, the pretensioning force being set such that an overtaking of the pulley which is inevitably driven by the motor is possible up to the range of the nominal speed. 3 does not have an inner ring, so the rollers run directly on the hardened shaft journal 20.

Es sind natürlich auch alle anderen Bauarten von Freilaufkupplungen, mit oder ohne Innenring, für den vorliegenden Zweck verwendbar. Die in Fig. 3 gezeigte Bauart ist jedoch besonders platzsparend und wegen der anzustrebenden möglichst kompakten Abmessungen von Druckwellenladern für Kraftfahrzeugmotoren zu bevorzugen. Diesbezüglich noch günstiger ist die Ausführung nach Fig. 4, bei der eine Freilaufkupplung 23 der vorstehend beschriebenen Art mit zwei Nadellagern 30, ebenfalls ohne Innenring und von gleichem Aussendurchmesser wie die Freilaufkupplung 31 anstelle von Ringkugellagern nach Fig. 3 kombiniert ist.Of course, all other types of one-way clutches, with or without an inner ring, can also be used for the present purpose. The design shown in FIG. 3 is, however, particularly space-saving and preferred because of the compact dimensions of pressure wave superchargers for motor vehicle engines that are to be aimed for. In this regard, the embodiment according to FIG. 4 is even more favorable, in which a one-way clutch 23 of the type described above is combined with two needle bearings 30, also without an inner ring and of the same outer diameter as the one-way clutch 31 instead of ring ball bearings according to FIG. 3.

Diese Konzeption mit dem Proportionalantrieb der Riemenscheibe und einer Freilaufkupplung zwischen dieser und der Rotorwelle ermöglicht es, die Steuerkanten der Kanäle gegenüber dem reinen Proportionalantrieb für höhere Rotordrehzahlen auszulegen, woraus im gesamten unteren und mittleren Motordrehzahlbereich ein besserer Wirkungsgrad, eine verringerte Leerlaufrezirkulation und Pulsationsempfindlichkeit sowie ein verbessertes Ansprechverhalten resultieren. Als baulicher Vorteil ergibt sich, dass kleinere Abgassammler verwendet werden können. Der obere Rotordrehzahlbereich lässt sich auf ein tieferes Niveau abstimmen, was ebenfalls den Wirkungsgrad verbessert. This concept with the proportional drive of the pulley and a one-way clutch between it and the rotor shaft makes it possible to design the control edges of the channels compared to the pure proportional drive for higher rotor speeds, resulting in better efficiency, reduced idle recirculation and pulsation sensitivity as well as an improved one in the entire lower and middle engine speed range Responsiveness result. A structural advantage is that smaller exhaust gas collectors can be used. The upper rotor speed range can be tuned to a lower level, which also improves efficiency.

Claims (3)

1. Druckwellenlader, mit einem am Umfang mit Zellen versehenen Rotor (2), dessen Rotorwelle (12;18+20) an einem Ende eine Riemenscheibe (13;19) trägt, die dazu bestimmt ist, über einen Riemen vom aufzuladenden Verbrennungsmotor angetrieben zu werden, der ferner ein den Rotor (2) umschliessendes Rotorgehäuse (1) sowie an dessen beiden Stirnseiten ein Gasgehäuse (4) bzw. ein Luftgehäuse (3) aufweist, jeweils mit Kanälen für die Zu- und die Abfuhr der gasförmigen Arbeitsmittel Auspuffgas bzw. Luft, wobei im Luftgehäuse (3) die Lagerelemente (14,15;17) für die Welle (12;20) des Rotors (2) untergebracht sind, dadurch gekennzeichnet, dass zwischen der Riemenscheibe (19) und der Rotor welle (20) eine Freilaufkupplung (23;31) und beidseits derselben je ein Wälzlager (22;30) vorhanden sind.1. Pressure wave charger, with a circumferentially provided with cells (2), the rotor shaft (12; 18 + 20) carries at one end a pulley (13; 19) which is intended to be driven by a belt from the internal combustion engine to be charged which also has a rotor housing (1) enclosing the rotor (2) and a gas housing (4) or an air housing (3) on its two end faces, each with channels for the supply and discharge of the gaseous working means exhaust gas or Air, the bearing elements (14, 15; 17) for the shaft (12; 20) of the rotor (2) being accommodated in the air housing (3), characterized in that between the pulley (19) and the rotor shaft (20) a one-way clutch (23; 31) and on both sides thereof a roller bearing (22; 30) are available. 2. Druckwellenlader nach Anspruch 1, dadurch gekennzeichnet, dass die Freilaufkupplung (23;31) ein Hülsenfreilauf ohne Innenring mit Rollen als Klemmkörper ist und dass die Lagerelemente aus je einem beidseits der Freilaufkupplung (23;31) angeordneten Rillenkugellager (22) bestehen.2. Pressure wave charger according to claim 1, characterized in that the one-way clutch (23; 31) is a sleeve freewheel without an inner ring with rollers as a clamping body and that the bearing elements each consist of a deep groove ball bearing (22) arranged on both sides of the one-way clutch (23; 31). 3. Druckwellenlader nach Anspruch 1, dadurch gekennzeichnet, dass die Freilaufkupplung (23;31) ein Hülsenfreilauf ohne Innenring mit Rollen als Klemmkörper ist und dass die Lagerelemente aus je einem beidseits der Freilaufkupplung (23;31) angeordneten Nadellager (30) bestehen.3. Pressure wave charger according to claim 1, characterized in that the one-way clutch (23; 31) is a sleeve freewheel without an inner ring with rollers as a clamping body and that the bearing elements each consist of a needle bearing (30) arranged on both sides of the one-way clutch (23; 31).
EP87115465A 1986-10-29 1987-10-22 Pressure wave supercharger Expired - Lifetime EP0266636B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87115465T ATE70894T1 (en) 1986-10-29 1987-10-22 PRESSURE WAVE CHARGER.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH4280/86 1986-10-29
CH428086 1986-10-29

Publications (2)

Publication Number Publication Date
EP0266636A1 true EP0266636A1 (en) 1988-05-11
EP0266636B1 EP0266636B1 (en) 1991-12-27

Family

ID=4273171

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87115465A Expired - Lifetime EP0266636B1 (en) 1986-10-29 1987-10-22 Pressure wave supercharger

Country Status (6)

Country Link
US (1) US4808082A (en)
EP (1) EP0266636B1 (en)
JP (1) JP2647394B2 (en)
KR (1) KR880005345A (en)
AT (1) ATE70894T1 (en)
DE (1) DE3775521D1 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3923370A1 (en) * 1989-07-14 1991-01-24 Daimler Benz Ag Speed reduction gear train - is for exhaust gas turbocharger and has torsion bush to damp out torsional vibrations
DE4201423A1 (en) * 1992-01-21 1993-07-22 Kloeckner Humboldt Deutz Ag Combined Diesel engine and gas permeate assembly - reduces particle exhaust emissions with no significant increase in cylinder pressure
EA013950B1 (en) * 2008-03-17 2010-08-30 Вячеслав Константинович Снимщиков Gasodynamic pressure exchanger (compressor)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5048470A (en) * 1990-12-24 1991-09-17 Ford Motor Company Electronically tuned intake manifold
US5168972A (en) * 1991-12-26 1992-12-08 Smith Christopher L One-way drive train clutch assembly for supercharged engine
US5284123A (en) * 1993-01-22 1994-02-08 Pulso Catalytic Superchargers Pressure wave supercharger having a stationary cellular member
ES2225946T3 (en) * 1997-08-29 2005-03-16 Swissauto Engineering S.A. GASODYNAMIC PRESSURE WAVE MACHINE.
US6588560B1 (en) * 1999-11-19 2003-07-08 Koyo Seiko Co., Ltd. Pulley unit
DE60121906T2 (en) * 2000-10-26 2007-02-15 Jtekt Corp., Osaka Fastening arrangement of a belt pulley
US9885372B2 (en) * 2013-12-31 2018-02-06 Energy Recovery, Inc. System and method for a rotor advancing tool
DE102019208045B4 (en) * 2019-06-03 2023-05-11 Ford Global Technologies, Llc Internal combustion engine supercharged by means of a Comprex supercharger

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB436492A (en) * 1935-01-28 1935-10-11 Ernest Reynolds Briggs Improvements relating to air compressors supplying two-stroke cycle internal combustion engines
DE638367C (en) * 1930-11-28 1936-11-13 Adolf Schnuerle Dr Ing Two-stroke internal combustion engine with an exhaust gas fan used for purging and loading
US3190542A (en) * 1961-01-30 1965-06-22 Power Jets Res & Dev Ltd Pressure exchangers
EP0151407A1 (en) * 1984-01-18 1985-08-14 Mazda Motor Corporation Supercharger control for a supercharged internal combustion engine

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2800120A (en) * 1953-11-30 1957-07-23 Jendrassik Developments Ltd Pressure exchangers
CH552135A (en) * 1972-11-29 1974-07-31 Bbc Brown Boveri & Cie PROCESS FOR REDUCING POLLUTANT EMISSIONS FROM COMBUSTION ENGINES AND DEVICE FOR CARRYING OUT THE PROCEDURE.
CH633619A5 (en) * 1978-10-02 1982-12-15 Bbc Brown Boveri & Cie MULTI-FLOW GAS DYNAMIC PRESSURE SHAFT MACHINE.
JPS60173312A (en) * 1984-02-17 1985-09-06 Mitsubishi Motors Corp Complex supercharger device
ATE53891T1 (en) * 1986-02-28 1990-06-15 Bbc Brown Boveri & Cie GAS-POWERED, FREE-RUNNING PRESSURE WAVE CHARGER.

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE638367C (en) * 1930-11-28 1936-11-13 Adolf Schnuerle Dr Ing Two-stroke internal combustion engine with an exhaust gas fan used for purging and loading
GB436492A (en) * 1935-01-28 1935-10-11 Ernest Reynolds Briggs Improvements relating to air compressors supplying two-stroke cycle internal combustion engines
US3190542A (en) * 1961-01-30 1965-06-22 Power Jets Res & Dev Ltd Pressure exchangers
EP0151407A1 (en) * 1984-01-18 1985-08-14 Mazda Motor Corporation Supercharger control for a supercharged internal combustion engine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, Band 10, Nr. 10 (M-446)[2067]; & JP-A-60 173 312 (MITSUBISHI JIDOSHA KOGYO K.K.) 06-09-1985 *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3923370A1 (en) * 1989-07-14 1991-01-24 Daimler Benz Ag Speed reduction gear train - is for exhaust gas turbocharger and has torsion bush to damp out torsional vibrations
DE4201423A1 (en) * 1992-01-21 1993-07-22 Kloeckner Humboldt Deutz Ag Combined Diesel engine and gas permeate assembly - reduces particle exhaust emissions with no significant increase in cylinder pressure
EA013950B1 (en) * 2008-03-17 2010-08-30 Вячеслав Константинович Снимщиков Gasodynamic pressure exchanger (compressor)

Also Published As

Publication number Publication date
US4808082A (en) 1989-02-28
KR880005345A (en) 1988-06-28
JPS63117123A (en) 1988-05-21
JP2647394B2 (en) 1997-08-27
EP0266636B1 (en) 1991-12-27
DE3775521D1 (en) 1992-02-06
ATE70894T1 (en) 1992-01-15

Similar Documents

Publication Publication Date Title
DE4429855C1 (en) Compound turbocharged IC engine
EP0014778B1 (en) Exhaust-gas driven turbocharger having two stages
EP0266636B1 (en) Pressure wave supercharger
DE1903261A1 (en) Device for compensated charging for self-ignition engines
DE3829699A1 (en) Mechanical drive for a supercharger of an internal combustion engine
DE112013001566T5 (en) Wedge surface thrust bearing for turbocharger
EP1388654B1 (en) Charged internal combustion engine
WO2007147465A1 (en) Turbo compound engine
DE2543073A1 (en) COMBUSTION ENGINE WITH CHARGER
CH698294B1 (en) Exhaust gas turbocharger for an internal combustion engine.
WO1989002536A1 (en) Mechanically driven charger for internal combustion engines
EP0154205A1 (en) Explosions turbine
EP0286931A1 (en) Pressure wave supercharger
DE2207692B2 (en) Internal combustion engine assembly
DE476666C (en) Aviation piston machine
DE3224006A1 (en) Turbocharger group for internal-combustion engines
DE19924918A1 (en) Exhaust turbo charger with energy accumulator and energy recovery has drive unit with energy accumulator to store exhaust energy and supply movement energy to compressor shaft
DE10117517B4 (en) Coupling assembly for a compressor for mechanically charging an internal combustion engine
DE3503071C1 (en) Pressure wave supercharger for internal combustion engines, especially in motor vehicles
DE3430578A1 (en) Rotary internal combustion engine
AT6653U1 (en) INTERNAL COMBUSTION ENGINE WITH A CRANKSHAFT
DE3126054A1 (en) Internal combustion engine, especially two-stroke engine with a compressor for the combustion air feed
DE1993284U (en) COMBUSTION MACHINE.
DE849935C (en) High-performance internal combustion engine
DE1030104B (en) Single or multi-stage internal combustion turbine with multi-stage compressor

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH DE ES FR GB IT LI LU NL SE

17P Request for examination filed

Effective date: 19881019

17Q First examination report despatched

Effective date: 19900109

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: COMPREX AG

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE CH DE ES FR GB IT LI LU NL SE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRE;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.SCRIBED TIME-LIMIT

Effective date: 19911227

Ref country code: BE

Effective date: 19911227

Ref country code: FR

Effective date: 19911227

Ref country code: NL

Effective date: 19911227

Ref country code: GB

Effective date: 19911227

Ref country code: SE

Effective date: 19911227

REF Corresponds to:

Ref document number: 70894

Country of ref document: AT

Date of ref document: 19920115

Kind code of ref document: T

REF Corresponds to:

Ref document number: 3775521

Country of ref document: DE

Date of ref document: 19920206

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 19920407

EN Fr: translation not filed
NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977 [no translation filed]
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Effective date: 19921022

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19921031

Ref country code: LI

Effective date: 19921031

Ref country code: CH

Effective date: 19921031

26N No opposition filed
REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20000825

Year of fee payment: 14

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20020702