EP3366926A1 - Rouet de compresseur avec nervures courbées sur la face arrière du disque du rouet - Google Patents

Rouet de compresseur avec nervures courbées sur la face arrière du disque du rouet Download PDF

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Publication number
EP3366926A1
EP3366926A1 EP18156653.0A EP18156653A EP3366926A1 EP 3366926 A1 EP3366926 A1 EP 3366926A1 EP 18156653 A EP18156653 A EP 18156653A EP 3366926 A1 EP3366926 A1 EP 3366926A1
Authority
EP
European Patent Office
Prior art keywords
ribs
hub
compressor wheel
back side
shaft coupling
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
EP18156653.0A
Other languages
German (de)
English (en)
Other versions
EP3366926B1 (fr
Inventor
Keith Nickson
Tristram PALMER-WHITE
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
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Filing date
Publication date
Application filed by BorgWarner Inc filed Critical BorgWarner Inc
Publication of EP3366926A1 publication Critical patent/EP3366926A1/fr
Application granted granted Critical
Publication of EP3366926B1 publication Critical patent/EP3366926B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • F04D29/26—Rotors specially for elastic fluids
    • F04D29/28—Rotors specially for elastic fluids for centrifugal or helico-centrifugal pumps for radial-flow or helico-centrifugal pumps
    • F04D29/284—Rotors specially for elastic fluids for centrifugal or helico-centrifugal pumps for radial-flow or helico-centrifugal pumps for compressors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D17/00—Radial-flow pumps, e.g. centrifugal pumps; Helico-centrifugal pumps
    • F04D17/08—Centrifugal pumps
    • F04D17/10—Centrifugal pumps for compressing or evacuating
    • 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
    • F04D29/02—Selection of particular materials
    • F04D29/023—Selection of particular materials 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
    • F04D29/26—Rotors specially for elastic fluids
    • F04D29/266—Rotors specially for elastic fluids mounting compressor rotors on shafts
    • 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
    • F04D29/26—Rotors specially for elastic fluids
    • F04D29/28—Rotors specially for elastic fluids for centrifugal or helico-centrifugal pumps for radial-flow or helico-centrifugal pumps
    • F04D29/30—Vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D5/00—Blades; Blade-carrying members; Heating, heat-insulating, cooling or antivibration means on the blades or the members
    • F01D5/02—Blade-carrying members, e.g. rotors
    • F01D5/04—Blade-carrying members, e.g. rotors for radial-flow machines or engines
    • F01D5/043—Blade-carrying members, e.g. rotors for radial-flow machines or engines of the axial inlet- radial outlet, or vice versa, type
    • F01D5/048—Form or construction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D5/00—Blades; Blade-carrying members; Heating, heat-insulating, cooling or antivibration means on the blades or the members
    • F01D5/12—Blades
    • F01D5/28—Selecting particular materials; Particular measures relating thereto; Measures against erosion or corrosion
    • F01D5/282—Selecting composite materials, e.g. blades with reinforcing filaments
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2280/00—Materials; Properties thereof
    • F05B2280/60—Properties or characteristics given to material by treatment or manufacturing
    • F05B2280/6003—Composites; e.g. fibre-reinforced
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/40—Application in turbochargers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2300/00—Materials; Properties thereof
    • F05D2300/60—Properties or characteristics given to material by treatment or manufacturing
    • F05D2300/603—Composites; e.g. fibre-reinforced

Definitions

  • Compressor wheels in forced induction devices accelerate at high rates (e.g., up to 200,000 rpm per second) and rotate in steady state at high speeds (e.g., up to 300,000 rpm), which can subject the compressor wheel to high stress.
  • the wheel may be subject to higher torsional loading and, thereby, higher stress (e.g., shear stress) as torque is transferred radially outward from a drive shaft to radially outer regions of the compressor wheel. More particularly, radially inward regions move ahead of radially outer regions, and stress (i.e., shear stress) builds in the material of the wheel that transfers the torque from the radially inward regions to the radially outer regions.
  • Conventional compressor wheels are typically made of a metal material and have a solid hub in which the metal material extends continuously in an axial direction from a primary side (e.g., first or front side or surface) to a back side (e.g., second or rear side or surface).
  • the primary side is curved and includes a plurality of blades formed thereon, while the back side is planar and/or protrudes axially rearward away from the primary side.
  • This type of material and structure allows the conventional compressor wheel to distribute and manage the torsional loading and stress during acceleration.
  • compressor wheels have traditionally been made of metal materials, composite compressor wheels may offer various advantages, such as reduced mass and reduced moment of inertia, which can afford quicker response and/or allow for reduced motor size (e.g., in electric motor-driven forced induction devices), but may be subject to different strength considerations.
  • One aspect of the disclosed embodiments is directed to a compressor wheel that a hub, blades, and ribs.
  • the hub has a primary side and a back side.
  • the blades are on the primary side of the hub.
  • the ribs are on the back side of the hub.
  • the ribs curve forward in a direction of rotation moving radially outward relative to an axis of the hub.
  • the hub, the blades, and the ribs are integrally formed of a composite material.
  • the blades may have a face width that, from an intermediate radial region, widens moving radially inward and/or moving radially outward.
  • the blades may have a substantially constant face width over a majority of a radial length thereof.
  • the ribs may increase in thickness moving in an axial direction toward a back surface of the back side of the hub.
  • the ribs may have a filleted transition to the back side of the hub, which may have a substantially constant radius over a majority of a radial length thereof.
  • each rib may be offset relative to the axis.
  • the compressor wheel may include a shaft coupling that protrudes radially rearward form the back side of the hub and that is integrally formed with the hub, and a trailing edge of each rib may be substantially tangential to the shaft coupling.
  • An end of the shaft coupling may have a diameter that is a minimum radial dimension extending across the shaft coupling and perpendicular through the axis.
  • the trailing edge of each rib may be tangential to the diameter of the end of the shaft coupling.
  • a leading edge of each rib may intersect the trailing edge of another of the ribs adjacent thereto.
  • the diameter of the shaft coupling may be determined at an intersection of the leading edge of the one of the ribs and the trailing edge of the other of the ribs adjacent thereto.
  • the leading edge may be offset relative to the axis.
  • the leading edge of each rib may be tangential to the shaft coupling in an opposite direction to which the trailing edge thereof is tangential to the shaft coupling.
  • the blades may curve in an opposite direction of the ribs at the primary surface on the primary side.
  • the hub may include cavities on the back side thereof, each cavity being defined between two of the ribs.
  • the compressor wheel may be incorporated into a forced induction device, such as an exhaust driven turbocharger.
  • a compressor wheel for a forced induction device is formed of a polymer or composite material and is configured to distribute and/or otherwise manage torsional loading, so as to reduce or otherwise manage stress induced by acceleration of the compressor wheel. More particularly, the compressor wheel includes curved strengthening ribs on a back side thereof, which are configured to be compressed during acceleration to transfer torque and limit stress. The curved strengthening ribs may also be configured to provide substantially even radial growth of the compressor wheel at its outermost portions.
  • a forced induction device 100 includes a compressor wheel 210, a housing 140 in which the compressor wheel 210 is positioned, and an electric motor (not shown) that spins the compressor wheel 210.
  • the forced induction device 100 may be configured as part of a powertrain of a vehicle and be arranged to supply compressed air to an internal combustion engine of the powertrain.
  • the forced induction device 100 may instead drive (e.g., spin or rotate) the compressor wheel 210 using exhaust gas from the engine (e.g., a turbocharger) or mechanical power from the engine (e.g., a supercharger).
  • a compressor wheel 210 is a unitary, polymer or composite member.
  • the compressor wheel 210 may be molded (e.g., injection or insert molded) of composite material, such as glass-filled nylon.
  • the compressor wheel 210 includes a hub 212, which forms a primary body (e.g., member or structure) of the compressor wheel 210.
  • the hub 212 has a primary side 214 (e.g., front or first side) and a back side 216 (e.g., rear or second side).
  • the compressor wheel 210 is configured to rotate (e.g., spin) about an axis 212a (e.g., central axis, or axis of rotation).
  • a shaft coupling 218 (e.g., coupling or annular protrusion, portion, region, segment, structure, or member) is formed integrally with the hub 212.
  • the shaft coupling 218 may also be considered part of the hub 212.
  • the shaft coupling 218 is configured to couple to a drive shaft 152 (show in FIG. 1 ) for rotatably supporting the compressor wheel 210.
  • the drive shaft 252 is in turn coupled to and driven by the electric motor (or other drive source).
  • the shaft coupling 218 is a member or structure that extends axially rearward from the back surface 216a of the hub 212.
  • the shaft coupling 218 has an axial face (e.g., end) that may be considered to have a circular shape.
  • the diameter of the axial face is considered the minimum radial dimension extending across the axial face of the shaft coupling 218 and perpendicular through the axis 212a. It should be noted, however, that because ribs 222 (discussed in further detail below) may be formed integrally with the shaft coupling 218 as a continuous body, no physical division may be present between the shaft coupling 218 and the ribs 222.
  • an imaginary line having the diameter of the shaft coupling 218 divides (e.g., forms an artificial boundary or demarcation) that portion considered the shaft coupling 218 from those portions considered the ribs 222.
  • the shaft coupling 218 may also be considered as having a cylindrical shape, or in other embodiments a frusto-conical shape.
  • the outer diameters of the cylindrical or frusto-conical shape are again those minimum dimensions extending through the shaft coupling and through the axis 212a, and form an imaginary line dividing that portion of the integral body considered the shaft coupling 218 and those considered the ribs 222.
  • the shaft coupling 218 may include a recess (e.g., cross-shaped as shown), which is configured to receive the drive shaft and be driven thereby.
  • a recess e.g., cross-shaped as shown
  • the primary side 214 of the hub 212 includes (e.g., defines or forms) a primary surface 214a (e.g., front or first surface). In a cross-sectional plane containing the axis 212a, the primary surface 214a follows a curved profile that narrows moving axially away from the back side 216 (e.g., the primary surface 214a flares wider or increases in diameter moving toward the back side 216).
  • the primary side 214 includes a plurality of blades 220 extending from the primary surface 214a, which draw air from an intake (not labeled) and expel the air from an outlet (not labeled) at a higher pressure for forced induction of an internal combustion engine.
  • the plurality of blades 220 are formed integrally with the hub 212 (e.g., as part of the molding process).
  • the back side 216 of the hub 212 includes (e.g., defines or forms) a back surface 216a (e.g., rear or second surface) arranged axially opposite the primary surface 214a.
  • the back side 216 includes one or more recess 224 that are defined between the back surface 216a, the shaft coupling 218, and adjacent ones of the ribs 222.
  • the recesses 224 extend in an axially forward direction from a back end of the shaft coupling 218.
  • the recesses 224 allow for the hub 212 to have a thin and/or consistent wall thickness (i.e., extending axially between the primary surface 214a and the back surface 216a), which may be advantageous in forming the compressor wheel 210 with an injection molding process.
  • the hub 212 may be considered hollow, which is in contrast to the solid hub design of conventional compressor wheels described above.
  • the back side 216 of the compressor wheel 210 additionally includes the ribs 222 (e.g., strengthening ribs, structures, walls, etc.).
  • the ribs 222 are configured to transfer torque from radially inner portions to radially outer portions of the compressor wheel 210, so as to reduce stress in the hub 212 during acceleration of the compressor wheel 210, as compared to other compressor wheel designs (discussed in further detail below).
  • the ribs 222 each include a radially inner end 222a coupled to the shaft coupling 218 (e.g., being integrally formed therewith) and extend radially outward to a radially outer end 222b coupled to (e.g., being integrally formed with) a radially outer region 216b of the back surface 216a of the compressor wheel 210.
  • the ribs 222 are evenly distributed circumferentially about the axis 212a of the hub 212.
  • the compressor wheel 210 includes four ribs 222 spaced at 90 degree intervals.
  • the compressor wheel 210 may, however, include fewer or more ribs (e.g., three at 120 degree intervals, five at 72 degree intervals, six or more).
  • Each of the ribs 222 has a curved (e.g., arcuate) shape. More particularly, in a plane perpendicular to the axis 212a, the rib 222 curves forward in a direction of rotation (indicated by curved arrows in FIGS. 2 and 3A ) of the compressor wheel 210 moving radially outward along the rib 222. By being curved in the direction of rotation moving radially outward, torque is transferred during acceleration of the compressor wheel 210 from radially inner regions to radially outer regions as a compressive load along the ribs 222.
  • the direction of curvature of the ribs 222 may be the opposite the curvature of the blades 220 along the primary surface 214a, which curve rearward in the direction of rotation moving radially outward.
  • the ribs 222 may be configured in different manners, for example, according to curvature, cross-sectional shape, and/or location relative to other portions of the compressor wheel 210.
  • the curvature of the ribs 222 in a plane perpendicular to the axis 212a may be configured for the rib 222, during acceleration, to be loaded primarily in compression and minimize any bending load or moment.
  • the curvature of the ribs 222 may still further be configured to prevent drawing lubricants (e.g., oil or grease) from bearings positioned adjacent the back side 216 of the compressor wheel 112, for example, by creating a small positive pressure on the back side 216 of the compressor wheel 210.
  • drawing lubricants e.g., oil or grease
  • each rib 222 may have a curvature with a substantially constant radius (e.g., a simple curve).
  • a radially inner edge 222c e.g., inner or leading edge face
  • a radially outer edge 222d e.g., outer or trailing edge or face
  • a center 222e of the rib 222 e.g., midway between the radially inner edge 222c and the radially outer edge 222d; indicated by dashed line
  • the inner end 222a and the outer end 222b may have a different curvature, for example, having a tighter or reducing radius as compared to the majority and/or intermediate portion of the rib 222.
  • the ribs 222 may have another curvature, such an elliptical or exponential curvature, or other shape that decreases in radius moving radially outward, or alternatively increases in radius moving radially outward.
  • each of the ribs 222 may have a substantially constant end or face width or thickness (i.e., measured at the end surface of the rib 222 between the inner edge 222c and the outer edge 222d) over a majority of the radial length of the rib 222 (e.g., 50% or more of the overall length of the rib 222), such as over the radial intermediate region extending from the radially inner end 222a to the radially outer end 222b of the rib 222.
  • the axial ends or faces of the ribs 222 may be substantially coplanar with the end of the shaft coupling 218 and/or the outer portion 216b of the back side 216 of the hub 212.
  • the ribs 222 may vary in face width moving in the radial direction.
  • the radially inner end 222a may flare (e.g., widen) moving radially inward, for example, to form a fillet that gradually transitions into (e.g., intersects) the shaft coupling 218.
  • the curvature of the rib 222 may change the curvature over the radially inner end 222a due to the fillet as compared to other portions of the rib 222.
  • the radially outer end 222b may also flare (e.g., wide) moving radially outward, for example, as the rib 222 transitions into (e.g., intersects) the outer region 116b of the back surface 216a of the hub 212. Having a greater face width at the radially outer end 222b of the rib 222 may also allow for the rib 222 to have more material, which may offset reduced material of the blades 220 that thin moving radially outward, so as to further limit stress concentrations.
  • the cross-sectional shape of the ribs 222 may be configured in various manners.
  • the cross-sectional shape of the ribs 222 may have a substantially constant thickness (i.e., the shortest distance through the rib 222 in a plane perpendicular to the axis 212a) over radially intermediate portions thereof (e.g., moving in an axial direction from the end faces of the ribs 222 toward the primary side 214).
  • the ribs 222 may additionally include a gradual transition (e.g., fillet) to the back surface 216a of the hub 212 (e.g., moving deeper into the recesses 224), resulting in the thickness of the ribs 222 increasing moving in the axial direction toward the primary side 214.
  • the transition may have a constant radius moving toward the back surface 216a and/or radially along the rib 222.
  • the end face of the rib 222 may coincide with the gradual axial transition, such that the rib 222 has a greater face width than at radially intermediate positions (compare FIG. 2D to FIGS. 2B and 2C ); the radially inner end 222a may similarly have a greater face width than at radially intermediate positions.
  • the position of the ribs 222 relative to other portions of the compressor wheel 210 may also be configured in various manners.
  • the ribs 222 may each be offset relative to the axis 212a of the hub 212 (e.g., such that the center 222e does not intersect the axis 212a).
  • the rib 222 may extend substantially tangentially relative to the shaft coupling 218.
  • the radially outer edge 222d of the rib 222 is substantially tangential with a radially outer edge of a circle or cylinder defining at least a portion of the shaft coupling 218.
  • the radially inner edge 222c of the rib 222 may also be offset relative to the axis 212a of the hub 212, but may include a fillet (as shown) transitioning to the shaft coupling 218 (e.g., such that the inner edge 222c is tangential to the shaft coupling 218 in an opposite direction than the radially outer edge 222d).
  • the radially inner edge 222c of one of the ribs 222 may intersect the radially outer edge 222d of an adjacent one of the other ribs 222 (e.g., at the location where the diameter of the shaft coupling 218 is determined).
  • the curved shape of the ribs 222 is configured to reduce stress in the hub 212 during acceleration, as compared to similarly configured compressor wheels without such curved ribs.
  • Computer simulations were performed in both accelerating and steady state conditions for the compressor wheel 210 and other compressor wheels 310 and 410.
  • the compressor wheel 310 is configured similarly to the compressor wheel 210 by having a hollow hub (refer to recesses 224 in FIG. 2 ), but without any ribs (i.e., having a single recess on its back side that circumscribes the shaft coupling), see, e.g., FIG. 3B .
  • Another compressor wheel 410 differs from the compressor wheel 210 by having ribs that instead extend straight radially outward from a central axis of the compressor wheel 410, see, e.g., FIG. 3C .
  • FIGS. 4A to 4C computer simulations of acceleration conditions were performed to determine stress concentration.
  • the outer peripheries of the compressor wheels were held in place, while torque was applied to the coupling portion.
  • regions having different shading indicate different levels of stress (see legend associated with FIG. 4A ).
  • the compressor wheel 310 (without ribs) experiences large stress concentrations of greater than 200 MPa in large areas surrounding the shaft coupling and in radially inward regions of the hub. The stress gradually reduces moving radially outward. Stress reduction is also visible in regions associated with blades on the opposite side of the compressor wheel 310. As shown in FIG.
  • the compressor wheel 410 (straight ribs) also experiences large stress concentrations of greater than 200 MPa in large areas in the shaft coupling, radially inward regions of the hub, and in transitions between the ribs and the hub.
  • the compressor wheel 210 experiences substantially smaller stress concentrations of greater than 200 MPa in relatively small areas localized at transitions between the ribs 222 and the shaft coupling 218.
  • FIGS. 5A to 5C computer simulations of steady state conditions were performed in which a 1 bar load was applied the blades (i.e., representing aerodynamic loading), a centrifugal load of 70,000 RPM was applied, and the shaft coupling was restrained against rotation.
  • the compressor wheel 310 no ribs
  • the compressor wheel 410 experienced the lowest magnitude stress concentrations, peaking at approximately 70,000 MPa.
  • the compressor wheel 410 straight ribs
  • FIG. 5B the compressor wheel 310 (no ribs) experienced the lowest magnitude stress concentrations, peaking at approximately 70,000 MPa.
  • the compressor wheel 410 straight ribs
  • the compressor wheel 210 (curved ribs) experienced peak stress concentrations of approximately 100,000 MPa in transition regions between the ribs 222 and the back surface 216a with highest stress concentrations at the radially outer face 122d (e.g., as the ribs 222 expand radially outward to straighten).
  • FIGS. 6A to 6C computer simulations of steady state conditions were also performed to indicate radial displacement (e.g., growth).
  • regions having different shading indicate different amounts of radial growth (see legend associated with FIG. 6A ).
  • growth of polymer or composite compressor wheels may be up to 20 times.
  • FIG. 6B the compressor wheel 210 (no ribs) experiences substantially even radial growth circumferentially therearound. Aerodynamic loading of the blades 220 tends to compress the compressor wheel radially inward, so as to partially offset centrifugal forces.
  • FIG. 6B the compressor wheel 210 (no ribs) experiences substantially even radial growth circumferentially therearound. Aerodynamic loading of the blades 220 tends to compress the compressor wheel radially inward, so as to partially offset centrifugal forces.
  • the compressor wheel 410 (straight ribs) experiences uneven radial growth circumferentially therearound with the ribs constraining growth at 90 degree intervals. As shown in FIG. 6A , the compressor wheel 210 (curved ribs), experiences even radial growth circumferentially therearound but in slightly greater magnitude than the compressor wheel 310.
  • the compressor wheel 210 experienced substantially markedly reduced stress than the compressor wheel 310 (no ribs) and the compressor wheel 410 (straight ribs) during acceleration, but experiences higher stress than the compressor wheel 310 during stead state conditions. Additionally, the compressor wheel 210 experienced slightly greater radial growth than the compressor wheel 310 (no ribs), and substantially more even radial growth than the compressor wheel 410 (straight ribs), during steady state rotation. As a result, the compressor wheel 210 may provide a better compromise of stress in acceleration and steady state conditions, while providing substantially even radial growth, which may be provide better durability and/or fatigue life of the compressor wheel 210 formed of a polymer or composite material.
  • ribs 222 that are curved in the compressor wheel 210 may be particularly advantageous in different applications, such as in exhaust-driven turbochargers that operate the compressor wheel 210 at higher pressures and/or at higher temperatures (e.g., as compared to electronic or mechanically driven forced induction devices) that may cause greater stress and/or shape distortion of the compressor wheel used therein.
  • the ribs 222 may also be configured to maintain or create a positive pressure at the back side 216 of the compressor wheel 210.
  • the bearings are lubricated and a lower pressure region on the back side 216 (e.g., caused by the shape of the ribs 222, such as if straight) may draw oil or other lubrication from such bearings.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Supercharger (AREA)
EP18156653.0A 2017-02-22 2018-02-14 Rouet de compresseur avec nervures courbées sur la face arrière du disque du rouet Active EP3366926B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US201762462070P 2017-02-22 2017-02-22

Publications (2)

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EP3366926A1 true EP3366926A1 (fr) 2018-08-29
EP3366926B1 EP3366926B1 (fr) 2020-12-02

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US (1) US20180238339A1 (fr)
EP (1) EP3366926B1 (fr)
JP (1) JP2018135885A (fr)
KR (1) KR20180097164A (fr)
CN (1) CN108457896A (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
WO2020048730A1 (fr) * 2018-09-05 2020-03-12 Robert Bosch Gmbh Roue à aubes pour un turbocompresseur radial

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JP2020514610A (ja) * 2016-12-23 2020-05-21 ボーグワーナー インコーポレーテッド ターボチャージャー及びタービンホイール
JP6899232B2 (ja) * 2017-03-07 2021-07-07 三菱重工業株式会社 電動過給機
US11136997B2 (en) * 2019-07-23 2021-10-05 Ford Global Technologies, Llc Methods and systems for a compressor housing
DE102020212605A1 (de) * 2020-10-06 2022-04-07 Robert Bosch Gesellschaft mit beschränkter Haftung Radialer Verdichter und Verfahren zum Betreiben eines radialen Verdichters
US11619239B2 (en) * 2020-11-12 2023-04-04 Air-Tec Innovations, LLC Turbo charger with compressor wheel

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FR581311A (fr) * 1924-05-05 1924-11-26 Roue à aubes pour machines centrifuges
WO2004016952A1 (fr) * 2002-07-26 2004-02-26 Robert Bosch Gmbh Roue de compresseur
DE102012022647A1 (de) * 2012-11-20 2014-05-22 Daimler Ag Abgasturbolader für eine Verbrennungskraftmaschine

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KR20180097164A (ko) 2018-08-30
EP3366926B1 (fr) 2020-12-02
JP2018135885A (ja) 2018-08-30
CN108457896A (zh) 2018-08-28
US20180238339A1 (en) 2018-08-23

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