EP0266636B1 - Pressure wave supercharger - Google Patents
Pressure wave supercharger Download PDFInfo
- Publication number
- EP0266636B1 EP0266636B1 EP87115465A EP87115465A EP0266636B1 EP 0266636 B1 EP0266636 B1 EP 0266636B1 EP 87115465 A EP87115465 A EP 87115465A EP 87115465 A EP87115465 A EP 87115465A EP 0266636 B1 EP0266636 B1 EP 0266636B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- rotor
- pressure wave
- freewheel clutch
- wave supercharger
- 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.)
- Expired - Lifetime
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 work exhaust gas or air, wherein the bearing elements for the shaft of the rotor are housed 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 at 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 energy exchange 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.
- EP-A-235 609 - which represents prior art according to Art 54 (3) EPUe - 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 freewheeling rotor, which is driven solely by the gas forces, and to obtain a better adaptation of the delivery characteristics of the charger to the load state of the engine in a pressure wave charger.
- 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 clamping bodies 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 again 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 adjusts 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 charge 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 channel 9 of the gas housing 4 and flows out of this, after it has released part of its energy for compressing the air in the rotor 2, through a low-pressure gas channel 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 projects through the air housing 3 to the outside, is connected at its free end to a pulley 13 in a torsionally rigid manner and is supported in two bearings 14 and 15.
- the rotor 2 is driven by the motor with a constant gear ratio via the belt 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.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Encapsulation Of And Coatings For Semiconductor Or Solid State Devices (AREA)
Abstract
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
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 work exhaust gas or air, wherein the bearing elements for the shaft of the rotor are housed in the air housing.
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 at 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 ei e 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, namely, the best possible energy exchange 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 EP-A-235 609 - welche einen Stand der Technik nach Art 54(3) EPUe darstellt 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, EP-A-235 609 - which represents prior art according to Art 54 (3) EPUe - 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 great, the rotor cannot 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 .
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 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 freewheeling rotor, which is driven solely by the gas forces, and to obtain a better adaptation of the delivery characteristics of the charger to the load state of the engine in a pressure wave charger.
Erfindungsgemäss wird diese Aufgabe durch die Kennzeichnenden Merkmale des Patentanspruchs 1 gelöst.According to the invention, this object is achieved by the characterizing features of
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 clamping bodies 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 again 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 adjusts 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.
- Fig. 1
- the schematic structure of a conventional pressure wave loader with proportional belt drive,
- Fig. 2
- the inventive storage of a pulley on the rotor shaft,
- Fig. 3
- a detail of the one-way clutch, and the
- Fig. 4
- a section of a simplified inventive storage of the pulley 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
Der Rotor 2 ist mit einer Rotorwelle 12 fest verbunden, die durch das Luftgehäuse 3 nach aussen ragt, an ihrem freien Ende mit einer Riemenscheibe 13 drehsteif verbunden und in zwei Lagern 14 und 15 gelagert ist.The
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
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
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-
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-
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 adjusted to a lower level, which also improves efficiency.
Claims (3)
- Pressure wave supercharger, having a rotor (2) provided with cells on the periphery, one edge of the rotor shaft (12;18+20) of which rotor carrying a belt pulley (13;19) which is intended to be driven via a belt, by the internal combustion engine to be supercharged also having a rotor casing (1) enclosing the rotor (2) and a gas casing (4) and an air casing (3) at the two end surfaces of the rotor casing, the gas and air casings each having ducts for the supply and removal of the gaseous working media, exhaust gas and air respectively, the bearing elements (14,15;17) for the shaft (12;20) of the rotor (2) being accommodated in the air casing (3), characterised in that a freewheel clutch (23;31) and a rolling contact bearing (22;30) on each side of the same are provided between the belt pulley (19) and the rotor shaft (20), in that the ducts for the supply and removal of the gaseous working media are designed in such a way that, in the steady state, after releasing the freewheel clutch the rotor of the pressure wave supercharger is driven only by the exhaust gases of the internal combustion engine, and in that, in non-steady cases, in which the torque of the exhaust gases is not sufficient for self-drive, the rotor is driven via the belt pulley, and in that the freewheel clutch is set in such a way that overrunning is possible up to the range of the nominal speed of the pressure wave supercharger.
- Pressure wave supercharger according to Claim 1, characterised in that the freewheel clutch (23;31) is a sleeve freewheel without inner ring with rollers as the locking bodies and the bearing elements consist of grooved ball-bearings (22) located one on each side of the freewheel clutch (23;31).
- Pressure wave supercharger according to Claim 1, characterised in that the freewheel clutch (23;31) is a sleeve freewheel without inner ring with rollers as the locking bodies and the bearing elements consist of needle bearings (30) located one on each side of the freewheel clutch (23;31).
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 |
|---|---|---|---|
| CH428086 | 1986-10-29 | ||
| CH4280/86 | 1986-10-29 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0266636A1 EP0266636A1 (en) | 1988-05-11 |
| EP0266636B1 true 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) |
Families Citing this family (11)
| 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 |
| 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 |
| 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 |
| 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 |
| US6676548B2 (en) | 2000-10-26 | 2004-01-13 | Koyo Seiko Co., Ltd. | Fixing structure of a pulley unit |
| EA013950B1 (en) * | 2008-03-17 | 2010-08-30 | Вячеслав Константинович Снимщиков | Gasodynamic pressure exchanger (compressor) |
| 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 |
Family Cites Families (9)
| 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 |
| US2800120A (en) * | 1953-11-30 | 1957-07-23 | Jendrassik Developments Ltd | Pressure exchangers |
| GB923368A (en) * | 1961-01-30 | 1963-04-10 | Power Jets Res & Dev Ltd | Improvements in or relating to 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. |
| EP0151407B1 (en) * | 1984-01-18 | 1987-06-16 | Mazda Motor Corporation | Supercharger control for a supercharged internal combustion engine |
| 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. |
-
1987
- 1987-10-22 AT AT87115465T patent/ATE70894T1/en not_active IP Right Cessation
- 1987-10-22 EP EP87115465A patent/EP0266636B1/en not_active Expired - Lifetime
- 1987-10-22 DE DE8787115465T patent/DE3775521D1/en not_active Expired - Fee Related
- 1987-10-23 US US07/111,579 patent/US4808082A/en not_active Expired - Lifetime
- 1987-10-27 JP JP62269525A patent/JP2647394B2/en not_active Expired - Lifetime
- 1987-10-29 KR KR1019870012024A patent/KR880005345A/en not_active Application Discontinuation
Non-Patent Citations (1)
| Title |
|---|
| G. Niemann, "Maschinenelemente", Band III, 2. Auflage, Seiten 275 und 278, Springer-Verlag 1986 * |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2647394B2 (en) | 1997-08-27 |
| KR880005345A (en) | 1988-06-28 |
| JPS63117123A (en) | 1988-05-21 |
| EP0266636A1 (en) | 1988-05-11 |
| ATE70894T1 (en) | 1992-01-15 |
| DE3775521D1 (en) | 1992-02-06 |
| US4808082A (en) | 1989-02-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP0014778B1 (en) | Exhaust-gas driven turbocharger having two stages | |
| DE4429855C1 (en) | Compound turbocharged IC engine | |
| EP0266636B1 (en) | Pressure wave supercharger | |
| DE2400963C2 (en) | Device for preventing the suction of lubricant | |
| EP0075360A1 (en) | Supercharging process for internal-combustion engines by a turbocharger with variable exhaust swallow capacity, and internal-combustion engine working according to this process | |
| DE1903261A1 (en) | Device for compensated charging for self-ignition engines | |
| DE2906182A1 (en) | COMBUSTION ENGINE WITH TURBOCHARGER WITH AN AUTOMATIC BYPASS | |
| DE112013001566T5 (en) | Wedge surface thrust bearing for turbocharger | |
| CH666521A5 (en) | PRESSURE SHAFT CHARGER FOR A COMBUSTION ENGINE WITH A DEVICE FOR CONTROLLING THE HIGH PRESSURE EXHAUST FLOW. | |
| EP1388654B1 (en) | Charged internal combustion engine | |
| EP0305717A2 (en) | Supercharging unit | |
| DE2914489A1 (en) | TWO-STROKE COMBUSTION ENGINE | |
| DE2543073A1 (en) | COMBUSTION ENGINE WITH CHARGER | |
| DE102005012837A1 (en) | Internal combustion engine e.g. diesel or petrol engine, for motor vehicle, has additional compressor that is provided downstream or upstream of compressor of turbocharger, bypassed over bypass, and propelled by centrifugal mass | |
| EP0286931A1 (en) | Pressure wave supercharger | |
| EP0154205A1 (en) | Explosions turbine | |
| DE2818447C2 (en) | Charging system for internal combustion engines | |
| EP0087746A1 (en) | Rotary piston supercharger driven by exhaust gases | |
| DE3224006A1 (en) | Turbocharger group for internal-combustion engines | |
| DE3503071C1 (en) | Pressure wave supercharger for internal combustion engines, especially in motor vehicles | |
| DE10117517B4 (en) | Coupling assembly for a compressor for mechanically charging an internal combustion engine | |
| DE2834785C2 (en) | Internal combustion engine, in particular an exhaust gas-charged piston internal combustion engine, with an acceleration device | |
| EP0028035A1 (en) | Internal-combustion engine supercharged by a gas-dynamic pressure-wave machine | |
| DE4040939C1 (en) | ||
| AT6653U1 (en) | INTERNAL COMBUSTION ENGINE WITH A CRANKSHAFT |
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 |