EP2952748A1 - Dispositif de chargement pour un moteur à combustion interne - Google Patents

Dispositif de chargement pour un moteur à combustion interne Download PDF

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Publication number
EP2952748A1
EP2952748A1 EP15170770.0A EP15170770A EP2952748A1 EP 2952748 A1 EP2952748 A1 EP 2952748A1 EP 15170770 A EP15170770 A EP 15170770A EP 2952748 A1 EP2952748 A1 EP 2952748A1
Authority
EP
European Patent Office
Prior art keywords
charging device
compressor
rear wall
der
inlet opening
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
EP15170770.0A
Other languages
German (de)
English (en)
Other versions
EP2952748B1 (fr
Inventor
Johannes Hornbach
Daniel SPELLER
Dietmar Metz
Michael KOLANO
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.)
BorgWarner Inc
Original Assignee
BorgWarner Inc
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 BorgWarner Inc filed Critical BorgWarner Inc
Priority to EP18197629.1A priority Critical patent/EP3447312B1/fr
Priority to EP18197621.8A priority patent/EP3447311B1/fr
Priority to EP18197637.4A priority patent/EP3444481B1/fr
Priority to EP18197643.2A priority patent/EP3456983B1/fr
Publication of EP2952748A1 publication Critical patent/EP2952748A1/fr
Application granted granted Critical
Publication of EP2952748B1 publication Critical patent/EP2952748B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/40—Engines with pumps other than of reciprocating-piston type with rotary pumps of non-positive-displacement type
    • 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
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F04D13/06—Units comprising pumps and their driving means the pump being electrically driven
    • F04D13/0606—Canned motor pumps
    • F04D13/062—Canned motor pumps pressure compensation between motor- and pump- compartment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D25/00—Pumping installations or systems
    • F04D25/02—Units comprising pumps and their driving means
    • F04D25/06—Units comprising pumps and their driving means the pump being electrically driven
    • F04D25/0606—Units comprising pumps and their driving means the pump being electrically driven the electric motor being specially adapted for integration in the pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D25/00—Pumping installations or systems
    • F04D25/02—Units comprising pumps and their driving means
    • F04D25/06—Units comprising pumps and their driving means the pump being electrically driven
    • F04D25/068—Mechanical details of the pump control unit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D25/00—Pumping installations or systems
    • F04D25/02—Units comprising pumps and their driving means
    • F04D25/06—Units comprising pumps and their driving means the pump being electrically driven
    • F04D25/0693—Details or arrangements of the wiring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/08—Sealings
    • F04D29/083—Sealings especially adapted for elastic fluid pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/66—Combating cavitation, whirls, noise, vibration or the like; Balancing
    • F04D29/661—Combating cavitation, whirls, noise, vibration or the like; Balancing especially adapted for elastic fluid pumps
    • F04D29/668—Combating cavitation, whirls, noise, vibration or the like; Balancing especially adapted for elastic fluid pumps damping or preventing mechanical vibrations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/70—Suction grids; Strainers; Dust separation; Cleaning
    • F04D29/701—Suction grids; Strainers; Dust separation; Cleaning especially adapted for elastic fluid pumps

Definitions

  • the present invention relates to a charging device for an internal combustion engine, in particular in a vehicle.
  • Charging devices for internal combustion engines are known from the prior art, which compress the charge air of the internal combustion engine by means of a compressor.
  • the compressor wheel is driven in the compressor by means of an electric motor.
  • the charging device and the internal combustion engine are used in particular in a vehicle.
  • the charging device comprises a compressor with a compressor housing and a compressor chamber. In the compressor room, a compressor wheel is arranged.
  • the charging device further comprises an electric motor with a rotor and a stator.
  • a motor housing is provided in the motor housing. In the motor housing, an engine compartment is formed. This serves to receive the stator and the rotor.
  • a connection from the compressor compartment to the engine compartment allows pressure equalization between the compressor compartment and the engine compartment.
  • This has the Advantage that high pressure differences between the engine compartment and the compressor compartment can be avoided. As a result, the forces on the seals and the bearings, for example by high pressures without pressure equalization, can be avoided or reduced. This reduces the risk that lubricants or the like from the bearings and / or seals in the compressor chamber or the engine compartment are pressed and cause damage there.
  • the compressor housing may be closed on the side facing the motor housing by a rear wall, wherein the rear wall facing a wall of the motor housing, and wherein an inlet opening of the compound is arranged in the rear wall.
  • a power electronics circuit for controlling the electric motor is arranged in a receiving space, which is arranged in particular between the rear wall and the wall of the motor housing.
  • the receiving space is hermetically sealed from the compressor room and the engine compartment. This has the advantage that no fluids and / or particles from the compressor chamber or the engine compartment can get into the receiving space with the power electronics circuit.
  • the compressor housing thus has an open side on its side facing the stator prior to assembly.
  • This open side is located between the compressor wheel and the electric motor.
  • the open side can be closed by means of the rear wall.
  • this rear wall can be an independent, manufactured separately from the compressor housing component.
  • the power electronics circuit is used to control the electric motor.
  • This receiving space may be hermetically sealed from the compressor room and from the engine compartment.
  • the hermetic seal means in particular a seal both against gases and against liquids.
  • the rear wall can be made of: plastic or metal, in particular thermoset, high temperature resistant Polyamide, fiber-reinforced plastic or aluminum.
  • the rear wall may have a plurality of reinforcing ribs.
  • the reinforcing ribs may extend radially outward starting from a central recess of the rear wall.
  • the reinforcing ribs may be formed on the side of the rear wall facing the electric motor.
  • 0.1 mm-0.6 mm, in particular 0.2 to 0.4 mm high nubs may be provided on the rear wall on a side facing the compressor, which provide a defined axial positioning of the rear wall relative to the compressor housing.
  • the nubs may be convex in a further embodiment, so that they are easily deformable.
  • the direct connection from the compressor chamber into the engine compartment has a pipe socket in order to allow pressure equalization between the two chambers.
  • This pipe socket extends in the axial direction through the rear wall, the receiving space and the wall of the motor housing in the engine compartment to form a direct fluid-conducting connection between the engine compartment and the compressor chamber.
  • the pipe socket is designed so that only a connection between the compressor chamber and the engine compartment and no connection can be made in the receiving space.
  • the pipe socket is an integral part of the integrally manufactured rear wall.
  • the pipe socket is advantageously eccentric to the shaft of the charging device.
  • connection between the compressor chamber and the engine compartment to allow pressure equalization may include other components.
  • at least one membrane may be provided, for example a semi-permeable membrane, for selectively passing gases and retaining solid or liquid particles.
  • the membrane may be mounted in the pipe socket, at the inlet opening on the rear wall and / or at an outlet of the pipe socket in the region of the engine compartment.
  • a device may be provided which controls or controls the connection or the flow through the connection between the rooms.
  • Such a device can be in shape a valve and / or a nozzle, for example a venturi, integrated. This has the advantage that over the connection between the compressor chamber and the engine compartment not only a pressure equalization is made possible, but at the same time the pressure compensation can be controlled or regulated and / or contamination by liquids or particles can be avoided.
  • the compressor wheel has a certain diameter D1.
  • the center of an inlet opening of the connection or the pipe socket in the rear wall can be spaced from a center M of the rear wall by a distance A1.
  • the distance A1 is preferably between 0.2 * (D1 / 2) and 0.9 * (D1 / 2), in particular between 0.4 * (D1 / 2) and 0.8 * (D1 / 2).
  • At least one elevation for diverting the particles is formed on the side of the rear wall facing the compressor in the region of the inlet opening of the pipe socket.
  • the at least one elevation extends in the circumferential direction.
  • the at least one elevation is located completely around the inlet opening of the pipe socket.
  • one or more elevations in the circumferential direction are arranged sickle-shaped around the inlet opening.
  • At least two elevations can be arranged.
  • the surveys are preferably separated by a depression.
  • An imaginary middle straight is defined passing through the center of the entrance opening and the center M of the rear wall.
  • the depression extends along an imaginary auxiliary axis.
  • the auxiliary axis intersects the middle straight radially outside the inlet opening.
  • first recess there may be at least one first recess and a corresponding plurality of projections in the circumferential direction in front of and behind the inlet opening.
  • the auxiliary axes of the first depressions then each have a first angle ⁇ 1, ⁇ 1 to the middle straight line and advantageously intersect the middle straight line radially outside the inlet opening.
  • second depressions and correspondingly further elevations may preferably be provided in the circumferential direction in front of and behind the first depressions.
  • the auxiliary straight lines of the second depressions each have a second angle ⁇ 2, ⁇ 2 to the middle straight line and intersect the middle straight line radially outside the inlet opening.
  • the first and second angles ( ⁇ 1, ⁇ 1, ⁇ 2, ⁇ 2) are each between 70 ° and 20 °, preferably between 60 ° and 25 °.
  • the first angles ( ⁇ 1, ⁇ 1) are smaller than the second angles ( ⁇ 2, ⁇ 2).
  • the first angles ( ⁇ 1, ⁇ 1) are at most 95% of the second angles ( ⁇ 2, ⁇ 2).
  • the compressor wheel has the diameter D1 (largest diameter of the compressor wheel).
  • the entirety of the elevations may extend over a length L.
  • the length L is measured perpendicular to the middle straight and parallel to a plane defined by the back wall.
  • the length L is perpendicular to the axis of the shaft.
  • the length L is between 0.7 * D1 and 0.2 * D1, in particular between 0.6 * D1 and 0.3 * D1.
  • the entirety of the elevations may extend over a segment angle ⁇ , measured with respect to the center point M of the rear wall and in the plane the back wall.
  • the segment angle ⁇ is preferably between 120 ° and 45 °, in particular between 100 ° and 60 °.
  • the radial inner edge of the elevations may follow an arc shape.
  • the arcuate shape preferably has a continuously varying radius with respect to the midpoint M.
  • a first radius R1 is defined on the middle straight, which increases to the outer ends of the elevations up to a second radius R2.
  • the second radius R2 is at least 110% of the first radius R1.
  • a height H1 of the at least one elevation, measured in the axial direction, is preferably between 0.1 mm and 5 mm, in particular between 0.1 mm and 1 mm.
  • the edges of the at least one elevation are preferably rounded with a defined radius R3.
  • the radius is preferably between 0.05 mm and 0.1 mm.
  • the arrangement of the elevations and depressions is symmetrical to the middle straight, which runs through the center of the inlet opening and the center M of the rear wall.
  • a sealing point may preferably be formed in order to seal off the compressor chamber from the engine compartment.
  • the sealing point is provided either as a non-contact seal or as a dynamic seal, in particular with at least one piston ring.
  • it is deliberately dispensed with a contacting seal, in particular with piston rings, in order to avoid “seizing” (notching) of the piston rings in the motor housing.
  • For hermetic sealing of the engine compartment relative to the receiving space is preferably a further seal between the compound, in particular in the form of a pipe socket, provided by the compressor chamber in the engine compartment and the wall of the motor housing.
  • a device may be provided to allow pressure equalization between the receiving space and the environment.
  • it can be provided that extends from the power electronics circuit through the motor housing at least one electrical conductor to allow an electrically conductive connection between the power electronics circuit and the electric motor.
  • the charging device may further include a bearing device for supporting a shaft connecting the rotor to the compressor wheel, the bearing device having a vibration damping device. By the vibration damping can be made possible, for example, a calmer and smoother and less vibration running the shaft.
  • FIGS. 1 to 9 a charging device 1 according to the embodiment described in detail.
  • FIG. 1 shows in sectional view the charging device 1 comprising a compressor 2.
  • the compressor 2 has a compressor housing 3.
  • a compressor 4 is arranged in the compressor housing 3. This compressor 4 is located in the so-called compressor room.
  • the charging device 1 comprises an electric motor 5.
  • the electric motor 5 is composed of a rotor 6 and a stator 7.
  • the compressor 4 and the rotor 6 are arranged coaxially, so that the shaft 8 is also the rotor shaft at the same time.
  • FIG. 1 shows an axial direction 18 corresponding to the shaft 8. Perpendicular to the axial direction 18 is a radial direction 19. Around the axial direction 18 around a circumferential direction 20 is defined.
  • the charging device 1 further comprises a motor housing 9.
  • a motor housing 9 In this motor housing 9, an engine compartment 10 is formed.
  • the engine compartment 10 is closed on the side facing away from the compressor 2 by means of a cover 12.
  • To the compressor 2 through the engine compartment 10 is limited by a wall 11 of the motor housing 9.
  • the compressor housing 3 is open on its side facing the motor housing 9. This open side is closed by means of a rear wall 13.
  • the rear wall 13 is made of plastic, in particular duroplastic, or of metal, in particular aluminum. In the production of plastic in particular high temperature resistant polyamide is used.
  • the rear wall 13 is made of fiber-reinforced plastic.
  • knobs may be provided on a side facing the compressor 2, which has a defined axial positioning of the rear wall 13 provide relative to the compressor housing.
  • the knobs may be convex so that they are easily deformable.
  • the motor housing 9 is connected with its wall 11 fixed to the compressor housing 3, in particular screwed.
  • a receiving space 14 is formed between the rear wall 13 and the wall 11.
  • a power electronics circuit 15 for power supply and control of the electric motor 5.
  • the receiving space 14 is hermetically sealed against the compressor chamber and the engine compartment 10.
  • a device 40 may be provided which allows a pressure equalization between the receiving space 14 and the environment. Further details of the device 40 for pressure equalization will be discussed below FIG. 9 described.
  • FIG. 3 shows between the outer ring of the first bearing 16 and the adjacent motor housing 9, two O-rings 38.
  • These O-rings 38 are used inter alia as a device for vibration damping.
  • the O-rings 38 can, as shown in a groove in the outer ring of the bearings 16 and 17 (see FIGS. 1 and 3 ) to sit. Additionally or alternatively, a groove in the motor housing 9 and the cover 12 may be provided.
  • the O-rings 38 are preferably made of HNBR, rubber or rubber.
  • the motor housing 9 and / or the lid 12 may be made of aluminum, for example.
  • the outer ring of the bearings 16, 17 is usually made of steel.
  • the O-rings 38 can avoid an unfavorable, chemically active combination of materials.
  • the O-rings damped mechanical vibrations.
  • the O-rings 38 thus ensure a chemical and mechanical decoupling.
  • the device for Vibration damping at least one spring element (not shown).
  • the spring element can be arranged, for example, in the axial direction 18 between the bearing 16 and the motor housing 9 and / or the bearing 17 and the cover 12 (for example, in the space between the bearing 17 and cover 12 to see FIG. 1 ).
  • the wall 11 of the motor housing 9 has an axially extending portion 37. Radial within this section 37 is the power electronics circuit 15 and corresponding to the receiving space 14th
  • FIG. 2 shows in detail the first seal 21.
  • the compressor housing 3 has a first inner peripheral surface 24.
  • the wall 11 has a first radial surface 25.
  • On the rear wall 13, a first outer peripheral surface 23 is defined.
  • the first seal 21 is disposed between the first radial surface 25 of the wall 11 and a second radial surface 26 of the compressor housing 3.
  • the compressor housing 3 has a second radial surface 26.
  • the first seal 21 is fully disposed between the first outer peripheral surface 23, the first inner peripheral surface 24, the first radial surface 25, and the second radial surface 26 and clamped between the first radial surface 25 and the second radial surface 26 in the axial direction 18, thereby generating the sealing effect.
  • the seal between the first radial surface 25 and the first seal 21 is not as pronounced as between the second radial surface 26 and the first seal 21 in order to position the rear wall 13 on the motor housing 9 during the compression.
  • FIG. 3 are recesses in the rear wall 13 and the wall 11 can be seen, which serve to pass the shaft 8 from the engine compartment 10 into the compressor chamber. Further shows FIG. 3 in detail, the arrangement of the second seal 22.
  • the second seal 22 is fully on a second outer peripheral surface 28 of Wall 11 arranged. Furthermore, a second inner circumferential surface 27 of the rear wall 13 rests against this second seal 22.
  • FIG. 1 shows an electrical conductor 29 in the form of a bolt.
  • the electrical conductor 29 electrically conductively contacts the power electronics circuit 15 with the coils of the stator 7.
  • the electrical conductor 29 protrudes through the wall 11.
  • a third seal 30 is provided in the region of the wall 11.
  • the third seal 30 is a seal applied to the electrical conductor 29 in a tubular manner.
  • the third seal extends over at least half the length of the stator, preferably over at least two thirds of the length of the stator, in the axial direction.
  • the third seal has circumferential projections, in particular in the region of the through hole through the wall 11, to locally generate a greater contact pressure against the through hole in the wall 11.
  • the third seal 30 serves not only to seal the through-hole in the wall 11, but also to electrically insulate the electrical conductor 29 from the stator 7.
  • the electrical conductors 29 extend over the entire axial length of the stator 7, so that the electrical conductors 29 can be contacted with the stator 7 in the region of the cover 12. That is, the electrical conductors 29 extend advantageously over the entire length of the stator in the axial direction 18.
  • the contact between the stator 7 and electrical conductor 29 can thus, due to mounting reasons, on the side facing away from the compressor 2 of the stator 7.
  • the electrical conductors 29 and the stator 7 can be electrically connected to each other, for example via a crimp connection.
  • the motor housing has a cover 12. Before mounting this cover 12 can on this page, the electrical conductors 29 with the windings on the stator. 7 be electrically connected, as described for example by crimping. Only then the lid 12 is mounted accordingly. Overall, the configuration and arrangement of the electrical conductors 29 thus has to take the advantages of a quick and easy installation with low risk for damage and without major losses in performance for the electrical connection in purchasing.
  • FIG. 6 shows a side facing away from the compressor 2 side of the motor housing 9 with disassembled lid 12. From this illustration, it can be clearly seen that with disassembled cover 12, the ends of the electrical conductors 29 and the stator 7 are accessible. Thus, prior to assembly of the lid 12, the ends of the electrical conductors 29 may be electrically conductively connected to the stator 7 as described above.
  • FIGS. 1 and 3 show in detail, there is a non-contact fourth sealing point 31 between the wall 11 and the shaft 8.
  • This fourth sealing point 31 is located in particular radially within the second seal 22nd
  • FIG. 4 shows in an isometric and in a sectional view of the exact configuration of the rear wall 13.
  • the rear wall 13 is an integrally manufactured component.
  • FIG. 4 shows in particular the exact arrangement of the first and second seals 21, 22 on the rear wall 13.
  • the two seals 21, 22 are in particular adhesively bonded or vulcanized seals, which are arranged fully.
  • the first seal 21 and / or the second seal 22 may be arranged in a groove in the rear wall 13 or a corresponding extension may be formed on the rear wall 13 which fits into a corresponding groove in the first seal 21 or second seal 22 sticks out.
  • FIG. 4 a plurality of reinforcing ribs 32, which are an integral part of the rear wall 13.
  • the reinforcing ribs 32 are arranged in the radial direction 19 in a star shape and are located on the side facing the receiving space 14.
  • a pipe socket 33 which serves as a connection between the compressor chamber and the engine compartment 10. This is located at a geodetic down position, ie below the shaft 8. As in particular FIG. 1 shows, the compound or the pipe socket 33 forms a fluid-conducting connection between the compressor chamber and the engine compartment 10. Via a fifth seal 35 of the pipe socket 33 is sealed against the wall 11.
  • the pipe socket 33 allows pressure equalization between the compressor chamber and the engine compartment 10.
  • the pipe socket 33 is formed so that only a connection between the compressor chamber and the engine compartment 10 and no connection takes place in the receiving space 14. It can be provided that the pipe socket 33 is an integral part of the integrally manufactured rear wall 13.
  • the pipe socket 33 is located eccentrically to the shaft 8 of the charging device 1.
  • the direct connection of the compressor chamber in the engine compartment has the advantage that high pressure differences between the engine compartment and the compressor chamber can be avoided. As a result, the forces on the seals and the bearings, for example by high pressures without pressure equalization, can be avoided or reduced. This reduces the risk that lubricants or the like from the bearings and / or seals in the compressor chamber or the engine compartment are pressed and cause damage there.
  • connection between the compressor chamber and the engine compartment 10 to allow pressure equalization may include other components.
  • a membrane may be provided, in particular a semipermeable membrane in order to selectively pass gases and to retain solid or liquid particles.
  • a membrane may be mounted in the embodiment shown in the figures in the pipe socket 33, at the inlet opening 34 on the rear wall 13 and / or at an outlet of the pipe socket 33 in the region of the engine compartment 10.
  • a device may be provided which regulates or controls the connection or flow through the connection between the rooms.
  • Such a device can be integrated in the form of a valve and / or a nozzle, for example a Venturi nozzle. This has the advantage that over the connection between the compressor chamber and the engine compartment not only a pressure equalization is made possible, but at the same time the pressure compensation can be controlled or regulated and / or contamination by liquids or particles can be avoided.
  • FIG. 5 shows a plan view of the compressor 2 facing side of the rear wall 13.
  • a plurality of elevations 36 are arranged around the inlet opening 34 of the pipe socket 33 .
  • These elevations 36 extend in the circumferential direction 20 sickle-shaped around the inlet opening 34.
  • particles are derived so that they are not likely to penetrate into the inlet opening 34 and thus into the pipe socket 33. It should be largely avoided that particles pass through the inlet opening 34 of the pipe socket 33 in the engine compartment 10. Such particles may in particular be burnt oil droplets or soot particles.
  • An embodiment of the elevations 36 will be described below with reference to FIGS. 1 . 4 . 5 . 7 and 8 described in more detail.
  • the compressor wheel has a certain diameter D1 (see FIG. 1 ).
  • the center of an inlet opening 34 of the pipe socket 33 in the rear wall 13 is spaced from a center M of the rear wall by a distance A1.
  • the distance A1 is preferably in a range of 0.2 * (D1 / 2) and 0.9 * (D1 / 2), in particular between 0.4 * (D1 / 2) and 0.8 * (D1 / 2) ,
  • a plurality of the elevations 36 extend in the circumferential direction on the rear wall 13.
  • a survey 36 fully encloses the inlet opening 34 of the pipe socket 33rd Die Figures 5 and 7 show a crescent-shaped arrangement of the elevations 36 in the circumferential direction around the inlet opening 34.
  • the survey or the surveys 36 provide during operation of the charging device that particles due to their inertia at least with high probability at the inlet opening 34 are thrown past and not be discharged with the condensate, but with the compressed air to the combustion process in the internal combustion engine are supplied.
  • the elevations 36 are shown separated by a depression. Furthermore, in FIG. 7 to see an imaginary middle line passing through the center of the inlet opening 34 and the center M of the rear wall 13.
  • the recesses extend along imaginary auxiliary axes which are also in FIG. 7 are shown.
  • the auxiliary axes of the recesses intersect the middle straight radially outside the inlet opening 34.
  • first and second angles ( ⁇ 1, ⁇ 1, ⁇ 2, ⁇ 2) are each between 70 ° and 20 °, in particular between 60 ° and 25 °.
  • the first angles ( ⁇ 1, ⁇ 1) are preferably smaller than the second angles ( ⁇ 2, ⁇ 2). In particular, the first angles ( ⁇ 1, ⁇ 1) are at most 95% of the second angles ( ⁇ 2, ⁇ 2).
  • the compressor wheel 4 has the diameter D1 (largest diameter of the compressor wheel 4).
  • the entirety of the projections 36 may extend over a length L (see FIG. 7 ).
  • the length L is measured perpendicular to the middle straight line and parallel to a plane which is spanned by the rear wall 13.
  • the length L is thus perpendicular to the axis of the shaft 8.
  • the length L is between 0.7 * D1 and 0.2 * D1, in particular between 0.6 * D1 and 0.3 * D1.
  • FIG. 7 is shown that the entirety of the projections 36 extends over a segment angle ⁇ , with respect to the center point M of the rear wall 13 and is measured in the plane of the rear wall 13.
  • the segment angle ⁇ is between 120 ° and 45 °, in particular between 100 ° and 60 °.
  • the arc shape has a steadily changing radius with respect to the center point M.
  • the arc shape On the middle straight, the arc shape has a first radius R1.
  • the radius increases towards the outer ends of the elevations 36 as far as a second radius R2.
  • the second radius R2 is at least 110% of the first radius R1.
  • FIG. 8 shows a sectional view (along the section line AA in FIG. 7 ) through one of the elevations 36.
  • a height H1 of the elevation 36, measured in the axial direction, is between 0.1 mm and 5 mm, in particular between 0.1 mm and 1 mm.
  • the edges of the elevation 36 can be seen.
  • the edges of the elevation 36 are rounded off with a defined radius R3.
  • the radius is preferably between 0.05 mm and 0.1 mm.
  • FIG. 9 shows an option of the embodiment for a device 40 to allow pressure equalization between the receiving space 14 and the environment.
  • the pressure compensation device 40 may be any type of connection, for example, one or more holes or bores that allow pressure equalization between the receiving space 14 and the environment.
  • the device 40 for pressure compensation may comprise a membrane, in particular a semipermeable membrane. This membrane can thus be liquid-impermeable and gas-permeable, so that the pressure equalization between the receiving space 14 and the environment is possible.
  • the membrane may, for example, be mounted in the region of the connection in the form of one or more holes or bores above / below or in these.
  • a connection, for example via a plug 39, of the receiving space 14 with respect to the environment may be provided.
  • the means 40 for pressure compensation in such a plug 39 may be integrated, as in FIG. 9 is shown.
  • the plug 39 may be suitable for the control of the power electronics circuit 15 and / or the power supply of the electric motor 5.
  • the device 40 may be integrated for pressure equalization in a collar 41 of the plug 39. This has the advantage that a single component can be used both for the electrical contacting of the power electronic circuit 15 and for enabling a pressure equalization.
  • the pressure compensation device 40 may also include a valve and / or a nozzle, for example in the form of a Venturi nozzle. This allows a controlled and regulated pressure equalization.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Supercharger (AREA)
  • Compressor (AREA)
EP15170770.0A 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne Active EP2952748B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP18197629.1A EP3447312B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP18197621.8A EP3447311B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP18197637.4A EP3444481B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP18197643.2A EP3456983B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne

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DE102014210891 2014-06-06
DE102014213382 2014-07-09

Related Child Applications (4)

Application Number Title Priority Date Filing Date
EP18197629.1A Division EP3447312B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP18197621.8A Division EP3447311B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP18197643.2A Division EP3456983B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP18197637.4A Division EP3444481B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne

Publications (2)

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EP2952748A1 true EP2952748A1 (fr) 2015-12-09
EP2952748B1 EP2952748B1 (fr) 2018-10-24

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ID=53365873

Family Applications (6)

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EP18197643.2A Active EP3456983B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP15170770.0A Active EP2952748B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP18197629.1A Active EP3447312B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP18197621.8A Active EP3447311B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP18197637.4A Active EP3444481B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP15729714.4A Active EP3152443B1 (fr) 2014-06-06 2015-06-05 Dispositif de suralimentation pour un moteur à combustion

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EP18197643.2A Active EP3456983B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne

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Application Number Title Priority Date Filing Date
EP18197629.1A Active EP3447312B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP18197621.8A Active EP3447311B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP18197637.4A Active EP3444481B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne
EP15729714.4A Active EP3152443B1 (fr) 2014-06-06 2015-06-05 Dispositif de suralimentation pour un moteur à combustion

Country Status (6)

Country Link
US (1) US10408121B2 (fr)
EP (6) EP3456983B1 (fr)
JP (1) JP6640749B2 (fr)
KR (1) KR102311542B1 (fr)
CN (1) CN106536890B (fr)
WO (1) WO2015188028A2 (fr)

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DE102017204144A1 (de) * 2017-03-14 2018-09-20 Robert Bosch Gmbh Elektromechanischer Stecker
EP3358195A4 (fr) * 2015-10-02 2019-05-01 IHI Corporation Compresseur centrifuge
EP3654740A1 (fr) * 2018-11-19 2020-05-20 BorgWarner, Inc. Dispositif de circuit destiné à la surveillance thermique d'un composant
WO2020120174A1 (fr) * 2018-12-12 2020-06-18 Vitesco Technologies GmbH Compresseur électrique présentant un dispositif de compensation de pression semiperméable
WO2020120157A1 (fr) * 2018-12-12 2020-06-18 Vitesco Technologies GmbH Compresseur électrique doté d'un dispositif de compensation de pression
WO2021032711A1 (fr) * 2019-08-21 2021-02-25 Vitesco Technologies GmbH Compresseur électrique doté d'un manchon de réception de palier

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WO2017141877A1 (fr) * 2016-02-19 2017-08-24 株式会社Ihi Dispositif électrique et compresseur d'alimentation électrique
DE112017003585B4 (de) 2016-07-15 2022-12-22 Ihi Corporation Elektrischer turbolader
JP6690732B2 (ja) 2016-11-14 2020-04-28 株式会社Ihi 電動コンプレッサ
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WO2020017161A1 (fr) 2018-07-20 2020-01-23 株式会社Ihi Compresseur électrique
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DE102019130621A1 (de) 2019-11-13 2021-05-20 Borgwarner Inc. Turbinenanordnung zur Regelung eines Gasstroms
TWI815074B (zh) * 2020-05-08 2023-09-11 南韓商Ｌｇ電子股份有限公司 風扇馬達
KR102560648B1 (ko) * 2021-09-08 2023-07-26 주식회사 현대케피코 원심펌프 실링 구조

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EP3358195A4 (fr) * 2015-10-02 2019-05-01 IHI Corporation Compresseur centrifuge
US10473110B2 (en) 2015-10-02 2019-11-12 Ihi Corporation Centrifugal compressor having equalizing vent to prevent grease from being pushed out of a bearing
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DE102017204144A1 (de) * 2017-03-14 2018-09-20 Robert Bosch Gmbh Elektromechanischer Stecker
EP3654740A1 (fr) * 2018-11-19 2020-05-20 BorgWarner, Inc. Dispositif de circuit destiné à la surveillance thermique d'un composant
WO2020120174A1 (fr) * 2018-12-12 2020-06-18 Vitesco Technologies GmbH Compresseur électrique présentant un dispositif de compensation de pression semiperméable
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WO2021032711A1 (fr) * 2019-08-21 2021-02-25 Vitesco Technologies GmbH Compresseur électrique doté d'un manchon de réception de palier

Also Published As

Publication number Publication date
CN106536890A (zh) 2017-03-22
EP3447312A1 (fr) 2019-02-27
EP3456983A1 (fr) 2019-03-20
EP3152443B1 (fr) 2020-01-01
EP3152443A2 (fr) 2017-04-12
CN106536890B (zh) 2019-10-29
KR20170016879A (ko) 2017-02-14
EP3444481A1 (fr) 2019-02-20
WO2015188028A9 (fr) 2017-02-09
EP3456983B1 (fr) 2020-11-11
US10408121B2 (en) 2019-09-10
US20170152792A1 (en) 2017-06-01
JP2017516950A (ja) 2017-06-22
EP3447311B1 (fr) 2020-09-09
EP3447311A1 (fr) 2019-02-27
EP3447312B1 (fr) 2020-09-09
JP6640749B2 (ja) 2020-02-05
KR102311542B1 (ko) 2021-10-14
WO2015188028A2 (fr) 2015-12-10
WO2015188028A3 (fr) 2016-03-17
EP2952748B1 (fr) 2018-10-24
EP3444481B1 (fr) 2020-09-09

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