EP3444481B1 - 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
EP3444481B1
EP3444481B1 EP18197637.4A EP18197637A EP3444481B1 EP 3444481 B1 EP3444481 B1 EP 3444481B1 EP 18197637 A EP18197637 A EP 18197637A EP 3444481 B1 EP3444481 B1 EP 3444481B1
Authority
EP
European Patent Office
Prior art keywords
rear wall
compressor
seal
wall
charging apparatus
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.)
Active
Application number
EP18197637.4A
Other languages
German (de)
English (en)
Other versions
EP3444481A1 (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
Publication of EP3444481A1 publication Critical patent/EP3444481A1/fr
Application granted granted Critical
Publication of EP3444481B1 publication Critical patent/EP3444481B1/fr
Active legal-status Critical Current
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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
    • 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
    • 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
    • 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 in the compressor is driven by means of an electric motor.
  • the WO 2014/210093 A1 shows a supercharging device for an internal combustion engine with an electrically driven compressor, which has a compressor housing in which a compressor wheel is arranged, which is mounted on one end of a rotor shaft, and which has a compressor housing rear wall; and with an electric motor, the shaft of which is connected to the rotor shaft, which is fastened to the compressor housing, with a power electronics circuit, wherein the power electronics circuit is arranged between the compressor housing rear wall and the 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 compression chamber.
  • a compressor wheel is arranged in the compressor chamber.
  • the charging device further comprises an electric motor with a rotor and a stator.
  • a motor housing is also provided.
  • An engine room is formed in the engine case. This is used to hold the stator and the rotor.
  • a non-stressed connection from the compressor compartment to the engine compartment enables pressure equalization between the compressor compartment and the engine compartment. This has the The advantage is 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 due to high pressures without pressure compensation, can be avoided or reduced.
  • the compressor housing is closed by a rear wall on the side facing the motor housing, with a wall of the motor housing lying opposite the rear wall.
  • a power electronics circuit for controlling the electric motor is arranged in a receiving space which is arranged between the rear wall and the wall of the motor housing.
  • the receiving space is hermetically sealed from the compression space and the engine compartment.
  • the compressor housing thus has an open side on its side facing the stator before 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 component manufactured separately from the compressor housing.
  • the power electronics circuit is used to control the electric motor.
  • This receiving space is hermetically sealed from the compressor space and from the engine compartment.
  • the hermetic seal means, in particular, a seal against both gases and 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 can have several reinforcing ribs.
  • the reinforcing ribs can extend outward in a star shape, starting from a central recess in the rear wall.
  • the reinforcing ribs can be formed on the side of the rear wall facing the electric motor.
  • knobs with a height of 0.1 mm to 0.6 mm, in particular 0.2 to 0.4 mm can 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 knobs can be convexly shaped so that they are easily deformable.
  • the direct connection from the compressor compartment to the engine compartment has a pipe socket in order to enable pressure equalization between the two compartments.
  • This pipe socket extends in the axial direction through the rear wall, the receiving space and the wall of the motor housing into the motor compartment in order to form a direct fluid-conducting connection between the motor compartment and the compressor compartment.
  • the pipe socket is designed in such a way that only a connection can be made between the compressor compartment and the engine compartment and no connection to the receiving compartment. It can preferably be provided that the pipe socket is an integral part of the one-piece rear wall. Furthermore, the pipe socket is advantageously located eccentrically to the shaft of the charging device.
  • connection between the compressor compartment and the engine compartment in order to enable the pressure equalization can have further components.
  • at least one membrane can be provided, for example a semipermeable membrane, in order to allow gases to pass through and to hold back solid or liquid particles.
  • the membrane can be attached in the pipe socket, at the inlet opening on the rear wall and / or at an outlet of the pipe socket in the area of the engine compartment.
  • a device can also be provided which regulates or controls the connection or the flow through the connection between the rooms.
  • a device can be in the form a valve and / or a nozzle, for example a Venturi nozzle, can be integrated.
  • connection between the compressor chamber and the engine compartment not only enables pressure equalization, but at the same time the pressure equalization can be controlled or regulated and / or contamination by liquids or particles can be avoided.
  • the pressure equalization can be controlled or regulated and / or contamination by liquids or particles can be avoided.
  • particles can in particular be burnt oil droplets or soot particles.
  • the following other different measures are possible to avoid this, which can be used individually or in combination.
  • the compressor wheel has a certain diameter D1.
  • the center of an inlet opening of the connection or of the pipe socket in the rear wall can be spaced from a center point 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).
  • the at least one elevation extends in the circumferential direction.
  • the at least one elevation is located around the entire circumference of the inlet opening of the pipe socket.
  • one or more elevations are arranged in the circumferential direction in a sickle shape around the inlet opening.
  • the at least one elevation ensures that, due to their inertia, particles are at least highly likely to be thrown past the inlet opening and, for example, are not discharged with the condensate, but are fed to the combustion process in the internal combustion engine with the compressed air.
  • At least two elevations can be arranged.
  • the elevations are preferably separated from one another by a depression.
  • An imaginary median line is defined which runs through the center of the inlet opening and the center point M of the rear wall.
  • the recess extends along an imaginary auxiliary axis.
  • the auxiliary axis preferably intersects the center line radially outside the inlet opening.
  • first depression In the circumferential direction, there can preferably be at least one first depression and a corresponding plurality of elevations 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 central line and advantageously intersect the central line radially outside the inlet opening.
  • second recesses and correspondingly further elevations can preferably be provided in the circumferential direction in front of and behind the first recesses.
  • the auxiliary straight lines of the second depressions each have a second angle ⁇ 2, ⁇ 2 to the central straight line and intersect the central straight line radially outside of 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 advantageously 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 totality of the elevations can extend over a length L.
  • the length L is measured perpendicular to the center line and parallel to a plane that is spanned by the rear wall.
  • the length L is perpendicular to the axis of the shaft.
  • the length L is preferably between 0.7 * D1 and 0.2 * D1, in particular between 0.6 * D1 and 0.3 * D1.
  • the totality of the elevations can 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 y is preferably between 120 ° and 45 °, in particular between 100 ° and 60 °.
  • the radial inner edge of the elevations can follow an arc shape.
  • the arc shape preferably has a continuously changing radius with respect to the center point M.
  • a first radius R1 is defined on the central line, which rises towards the outer ends of the elevations up to a second radius R2.
  • the second radius R2 is particularly preferably 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 preferably symmetrical to the central line which runs through the center of the inlet opening and the center M of the rear wall.
  • a sealing point can preferably be formed at this point in order to seal off the compressor compartment from the engine compartment.
  • the sealing point is provided either as a contactless seal or as a dynamic seal, in particular with at least one piston ring.
  • a contacting seal in particular piston rings, is deliberately omitted in order to prevent the piston rings from "seizing" (notching) in the motor housing.
  • a further seal is preferably provided between the connection, in particular in the form of a pipe socket, from the compressor compartment to the motor compartment and the wall of the motor housing.
  • a device can be provided to enable pressure equalization between the receiving space and the environment. It can also be provided that at least one electrical conductor extends from the power electronics circuit through the motor housing, in order to enable an electrically conductive connection between the power electronics circuit and the electric motor.
  • the charging device can also have a bearing device for supporting a shaft which connects the rotor to the compressor wheel, the bearing device having a device for vibration damping.
  • the vibration damping can, for example, enable the shaft to run quieter and more evenly, as well as with less vibration.
  • Figure 1 shows the charging device 1 comprising a compressor 2 in a sectional view.
  • the compressor 2 has a compressor housing 3.
  • a compressor wheel 4 is arranged in the compressor housing 3. This compressor wheel 4 is located in the so-called compressor room.
  • the charging device 1 also includes an electric motor 5.
  • the electric motor 5 is composed of a rotor 6 and a stator 7.
  • the rotor 6 is connected to the compressor wheel 4 in a rotationally fixed manner via a shaft 8. By rotating the electric motor 5, the compressor wheel 4 is thus also set in rotation.
  • the compressor wheel 4 and the rotor 6 are arranged coaxially so that the shaft 8 is also the rotor shaft at the same time.
  • Figure 1 shows an axial direction 18 corresponding to the shaft 8.
  • a radial direction 19 is perpendicular to the axial direction 18.
  • a circumferential direction 20 is defined around the axial direction 18.
  • the charging device 1 further comprises an engine housing 9.
  • An engine compartment 10 is formed in this engine housing 9.
  • the engine compartment 10 is closed by means of a cover 12 on the side facing away from the compressor 2.
  • the engine compartment 10 is delimited towards the compressor 2 by a wall 11 of the engine 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 thermoset, or of metal, in particular aluminum. In the manufacture of plastic, high temperature-resistant polyamide is used in particular.
  • the rear wall 13 is made of fiber-reinforced plastic.
  • knobs (not shown in the figures) with a height of 0.1 mm to 0.6 mm, in particular 0.2 to 0.4 mm, can be provided, which allow a defined axial positioning of the rear wall 13 provide relative to the compressor housing.
  • the knobs can have a convex shape so that they are easily deformable.
  • the wall 11 of the motor housing 9 is firmly connected to the compressor housing 3, in particular screwed.
  • a receiving space 14 is formed between the rear wall 13 and the wall 11.
  • the receiving space 14 there is a power electronics circuit 15 for the power supply and control of the electric motor 5.
  • the receiving space 14 is hermetically sealed from the compressor space and from the engine compartment 10.
  • a device 40 can be provided which enables pressure equalization between the receiving space 14 and the environment. Further details on device 40 for pressure equalization are given below in connection with Figure 9 described.
  • the shaft 8 is supported by a first bearing 16 opposite the wall 11 of the motor housing 9.
  • a second bearing 17 is located between the shaft 8 and the cover 12.
  • Figure 3 shows two O-rings 38 between the outer ring of the first bearing 16 and the adjoining motor housing 9. These O-rings 38 serve, among other things, as a device for damping vibrations. As shown, the O-rings 38 can be inserted into a groove in the outer ring of the bearings 16 and 17 (see Figures 1 and 3 ) sit. Additionally or alternatively, a groove can also be provided in the motor housing 9 or the cover 12.
  • the O-rings 38 are preferably made of HNBR, rubber or rubber.
  • the motor housing 9 and / or the cover 12 can 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 material pairing.
  • the O-rings 38 dampened mechanical vibrations.
  • the O-rings 38 thus ensure chemical and mechanical decoupling.
  • the device for Have 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, as seen in the free space between the bearing 17 and the cover 12 in FIG Figure 1 ).
  • the wall 11 of the motor housing 9 has an axially extending section 37.
  • the power electronics circuit 15 and, accordingly, the receiving space 14 are located radially within this section 37.
  • At least one first seal 21 and one second seal 22 are provided for the hermetic sealing of the receiving space 14. These seals 21, 22 are based on the detailed representations in Figures 2 and 3 explained.
  • Figure 2 shows the first seal 21 in detail.
  • the compressor housing 3 has a first inner circumferential surface 24.
  • the wall 11 has a first radial surface 25.
  • a first outer circumferential surface 23 is defined on the rear wall 13.
  • the first seal 21 is arranged 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 arranged completely between the first outer circumferential surface 23, the first inner circumferential surface 24, the first radial surface 25 and the second radial surface 26 and is braced between the first radial surface 25 and the second radial surface 26 in the axial direction 18, whereby the sealing effect is generated.
  • 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 pressing.
  • Recesses can be seen in the rear wall 13 and the wall 11, which serve to lead the shaft 8 through from the engine compartment 10 into the compressor compartment. Furthermore shows Figure 3 in detail the arrangement of the second seal 22.
  • the second seal 22 is completely on a second outer peripheral surface 28 of FIG Wall 11 arranged. Furthermore, a second inner circumferential surface 27 of the rear wall 13 rests against this second seal 22.
  • Figure 1 shows an electrical conductor 29 in the form of a bolt.
  • the electrical conductor 29 makes electrically conductive contact between the power electronics circuit 15 and the coils of the stator 7.
  • the electrical conductor 29 protrudes through the wall 11.
  • a third seal 30 is provided in the area of the wall 11.
  • the third seal 30 is a seal applied to the electrical conductor 29 in the form of a hose.
  • the third seal preferably has circumferential elevations, in particular in the area of the through hole through the wall 11, in order to locally generate a greater contact pressure relative to 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 are used.
  • 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 area of the cover 12. That is, the electrical conductors 29 advantageously extend over the entire length of the stator in the axial direction 18.
  • the contact between the stator 7 and the electrical conductor 29 can therefore take place on the side of the stator 7 facing away from the compressor 2 for reasons of assembly.
  • the electrical conductors 29 and the stator 7 can be electrically connected to one another, for example via a crimp connection.
  • the motor housing Due to the length of the electrical line 29 and the crimping on the side facing away from the power electronics circuit 15, assembly damage caused by the crimping process on the power electronics circuit 15 can be avoided.
  • the motor housing On the side of the stator 7 facing away from the compressor 2, the motor housing has a cover 12. Before this cover 12 is installed, the electrical conductors 29 with the windings on the stator 7 can be installed on this side be electrically connected, as described, for example, by crimping. Only then is the cover 12 mounted accordingly. This arrangement enables simple assembly of the very compact charging device 1. Overall, the design and arrangement of the electrical conductors 29 thus has the advantages of quick and simple assembly with little risk of assembly damage and without having to accept major losses in performance for the electrical connection.
  • Figure 6 shows a side of the motor housing 9 facing away from the compressor 2, with the cover 12 removed. This illustration clearly shows that the ends of the electrical conductors 29 and the stator 7 are accessible when the cover 12 is removed. Before assembly of the cover 12, the ends of the electrical conductors 29 can thus be connected to the stator 7 in an electrically conductive manner, as described above.
  • Figure 4 shows in an isometric view and in a sectional view the exact design of the rear wall 13.
  • the rear wall 13 is a one-piece component.
  • Figure 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 glued or vulcanized seals that are arranged over their entire circumference.
  • the first seal can be arranged in a groove in the rear wall 13 or a corresponding extension can be formed on the rear wall 13, which protrudes into a corresponding groove in the first seal 21.
  • the illustrations in Figure 4 several reinforcement ribs 32 which are an integral part of the rear wall 13.
  • the reinforcement ribs 32 are arranged in a star shape in the radial direction 19 and are located on the side facing the receiving space 14.
  • a pipe socket 33 which serves as a connection between the compressor compartment and the engine compartment 10. This is located at a geodetically lower position, that is, below the shaft 8. As in particular Figure 1 shows, the connection or the pipe socket 33 forms a fluid-conducting connection between the compressor chamber and the engine compartment 10.
  • the pipe socket 33 is sealed off from the wall 11 via a fifth seal 35.
  • the pipe socket 33 enables pressure equalization between the compression chamber and the engine compartment 10.
  • the pipe socket 33 is designed such that there is only a connection between the compressor room and the engine compartment 10 and no connection to the receiving space 14. It can be provided that the pipe socket 33 is an integral part of the one-piece rear wall 13.
  • the pipe socket 33 is eccentric to the shaft 8 of the supercharging device 1.
  • the direct connection from the compressor compartment to the engine compartment 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 due to high pressures without pressure compensation, can be avoided or reduced. This reduces the risk that lubricants or the like will be pressed by the bearings and / or seals into the compressor compartment or the engine compartment and cause damage there.
  • connection between the compressor compartment and the engine compartment 10 in order to enable the pressure equalization can have further components.
  • a membrane can be provided, in particular a semipermeable membrane, in order to allow gases to pass through and to hold back solid or liquid particles.
  • a membrane can be attached 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 area of the engine compartment 10.
  • a device can also be provided that regulates or controls the connection or the 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 the connection between the compressor chamber and the engine compartment not only enables pressure equalization, but at the same time the pressure equalization can be controlled or regulated and / or contamination by liquids or particles can be avoided.
  • FIG. 5 shows a plan view of the side of the rear wall 13 facing the compressor 2. It can be clearly seen that a plurality of elevations 36 are arranged around the inlet opening 34 of the pipe socket 33. These elevations 36 extend crescent-shaped around the inlet opening 34 in the circumferential direction 20. By means of these elevations 36, particles are diverted so that there is a high probability that they will not penetrate into the inlet opening 34 and thus into the pipe socket 33. It should be avoided as far as possible that particles get into the engine compartment 10 via the inlet opening 34 of the pipe socket 33. Such particles can in particular be burnt oil droplets or soot particles. An embodiment of the elevations 36 is described below with reference to FIG Figures 1 , 4th , 5 , 7 and 8 described in more detail.
  • the compressor wheel has a certain diameter D1 (see Figure 1 ).
  • the center of an inlet opening 34 of the pipe socket 33 in the rear wall 13 is spaced from a center point 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) .
  • FIG. 5 To see, a large number of the elevations 36 extend in the circumferential direction on the rear wall 13. In this case, an elevation 36 completely surrounds the inlet opening 34 of the pipe socket 33.
  • the Figures 5 and 7th show a crescent-shaped arrangement of the elevations 36 in the circumferential direction around the inlet opening 34.
  • the elevation or the elevations 36 ensure during operation of the charging device that, due to their inertia, particles are at least highly likely to be thrown past the inlet opening 34 and not are removed with the condensate, but are fed to the combustion process in the internal combustion engine with the compressed air.
  • the elevations 36 are shown separated from one another by a depression. Furthermore, in Figure 7 to see an imaginary center line running through the center of the inlet opening 34 and the center point M of the rear wall 13. The depressions extend along imaginary auxiliary axes which are also in Figure 7 are shown. The auxiliary axes of the depressions intersect the center line radially outside of the inlet opening 34.
  • first depression and a corresponding plurality of elevations 36 As in Figure 7 it can be seen in the circumferential direction in front of and behind the inlet opening 34 a first depression and a corresponding plurality of elevations 36.
  • the auxiliary axes of the first depressions then each have a first angle ⁇ 1, ⁇ 1 to the center line.
  • second depressions and correspondingly further elevations 36 are 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 central straight line.
  • the 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 can be seen to have the diameter D1 (largest diameter of the compressor wheel 4).
  • the entirety of the elevations 36 can extend over a length L (see FIG Figure 7 ).
  • the length L is measured perpendicular to the straight line and parallel to a plane spanned by the rear wall 13. The length L is thus perpendicular to the axis of the shaft 8.
  • the length L is preferably between 0.7 * D1 and 0.2 * D1, in particular between 0.6 * D1 and 0.3 * D1.
  • the arc shape has a constantly changing radius with respect to the center point M.
  • the arc shape has a first radius R1 on the central straight line. The radius increases towards the outer ends of the elevations 36 up to a second radius R2.
  • the second radius R2 is at least 110% of the first radius R1.
  • Figure 8 shows a sectional view (along the section line AA in Figure 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.
  • edges of the elevation 36 can be seen.
  • the edges of the elevation 36 are rounded with a defined radius R3.
  • the radius is preferably between 0.05 mm and 0.1 mm.
  • Figure 9 shows an option of the embodiment for a device 40 in order to enable pressure equalization between the receiving space 14 and the environment.
  • the device 40 for the pressure equalization can be any type of connection, for example one or more holes or bores, which allow a pressure equalization between the receiving space 14 and the environment.
  • the device 40 for pressure equalization can have a membrane, in particular a semipermeable membrane. This membrane can thus be impermeable to liquid and gas-permeable, so that pressure equalization between the receiving space 14 and the environment is possible.
  • the membrane can, for example, be attached in the area 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 can be provided.
  • the device 40 for pressure compensation can be integrated in such a plug 39, as shown in FIG Figure 9 is shown.
  • the plug 39 can be suitable for controlling the power electronics circuit 15 and / or the power supply of the electric motor 5.
  • the device 40 for pressure equalization can be integrated in a collar 41 of the plug 39. This has the advantage that a single component can be used both for making electrical contact with the power electronics circuit 15 and for enabling pressure compensation.
  • the device 40 for pressure equalization can also comprise a valve and / or a nozzle, for example in the form of a Venturi nozzle. This enables 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)

Claims (10)

  1. Dispositif de suralimentation (1) pour un moteur à combustion interne, en particulier pour un véhicule, le dispositif de suralimentation comprenant :
    un compresseur (2) doté d'un corps de compresseur (3) et d'une chambre de compresseur dans laquelle une roue de compresseur (4) est disposée,
    un moteur électrique (5) doté d'un corps de moteur (9) qui définit une chambre de moteur (10) dans laquelle un rotor (6) et un stator (7) sont disposés, une chambre de logement (14) dans laquelle est disposé un circuit électronique de puissance (15) pour la commande du moteur électrique (5), la chambre de logement (14) étant fermée hermétiquement par rapport à la chambre de compresseur et à la chambre de moteur (10),
    caractérisé en ce que
    le corps de compresseur (3) est fermé sur le côté tourné vers le corps de moteur (9) par une paroi arrière (13), la paroi arrière (13) étant en regard d'une paroi (11) du corps de moteur (9), et la chambre de logement (14) étant disposée entre la paroi (11) et la paroi arrière (13), et un évidement pour le passage d'un arbre (8) de la chambre de moteur (10) à la chambre de compresseur étant formé dans la paroi (11) et la paroi arrière (13), un deuxième joint d'étanchéité (22) étant disposé dans la région de l'évidement entre la paroi arrière (13) et la paroi (11), une surface périphérique intérieure (27) de la paroi arrière (13) et une deuxième surface périphérique extérieure (28) de la paroi (11) s'appuyant contre le deuxième joint d'étanchéité (22).
  2. Dispositif de suralimentation selon la revendication 1, caractérisé en ce que la paroi arrière (13) est un composant indépendant fabriqué séparément du corps de compresseur (3).
  3. Dispositif de suralimentation selon l'une des revendications 1 et 2, caractérisé en ce que la paroi arrière (13) est fabriquée à partir : de matière synthétique ou de métal, en particulier de duroplaste, de polyamide résistant aux températures élevées, de matière synthétique renforcée par des fibres ou d'aluminium.
  4. Dispositif de suralimentation selon l'une des revendications 1 à 3, caractérisé en ce que la paroi arrière (13) comprend plusieurs nervures de renforcement (32), les nervures de renforcement (32) s'étendant en particulier vers l'extérieur en forme d'étoile à partir d'un évidement central de la paroi arrière (13).
  5. Dispositif de suralimentation selon la revendication 4, caractérisé en ce que les nervures de renforcement (32) sont formées sur le côté de la paroi arrière (13) tourné vers le moteur électrique.
  6. Dispositif de suralimentation selon l'une des revendications 1 à 5, caractérisé par un premier joint d'étanchéité (21) sur une première surface périphérique extérieure (23) de la paroi arrière (13), le premier joint d'étanchéité (21) étant disposé entre une première surface radiale (25) de la paroi (11) et une deuxième surface radiale (26) du corps de compresseur (3) et n'étant soumis à une force que dans la direction axiale (18) .
  7. Dispositif de suralimentation selon la revendication 6, caractérisé en ce qu'une partie (37) s'étendant axialement est formée sur la paroi (11), le circuit électronique de puissance (15) étant disposé radialement à l'intérieur de la partie (37), et la première surface radiale (25) étant disposée sur la partie (37).
  8. Dispositif de suralimentation selon l'une des revendications 6 et 7, caractérisé en ce que le premier joint d'étanchéité (21) et/ou le deuxième joint d'étanchéité (22) sont collés ou vulcanisés sur la paroi arrière (13).
  9. Dispositif de suralimentation selon l'une des revendications 6 à 8, caractérisé en ce que le premier joint d'étanchéité (21) est disposé dans une rainure dans la paroi arrière (13), ou en ce qu'un prolongement correspondant de la paroi arrière (13) fait saillie dans une rainure correspondante dans le premier joint d'étanchéité (21).
  10. Dispositif de suralimentation selon l'une des revendications 6 à 9, caractérisé en ce qu'on utilise comme un matériau pour le premier joint d'étanchéité (21) et/ou le deuxième joint d'étanchéité (22) du caoutchouc, du caoutchouc brut ou du caoutchouc acrylonitrile-butadiène hydrogéné (HNBR).
EP18197637.4A 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne Active EP3444481B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102014210891 2014-06-06
DE102014213382 2014-07-09
EP15170770.0A EP2952748B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne

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EP15170770.0A Division EP2952748B1 (fr) 2014-06-06 2015-06-05 Dispositif de chargement pour un moteur à combustion interne

Publications (2)

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EP3444481A1 EP3444481A1 (fr) 2019-02-20
EP3444481B1 true EP3444481B1 (fr) 2020-09-09

Family

ID=53365873

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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
EP18197637.4A Active EP3444481B1 (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
EP18197643.2A Active EP3456983B1 (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
EP15729714.4A Active EP3152443B1 (fr) 2014-06-06 2015-06-05 Dispositif de suralimentation pour un moteur à combustion

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

Country Status (6)

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US (1) US10408121B2 (fr)
EP (6) EP3447312B1 (fr)
JP (1) JP6640749B2 (fr)
KR (1) KR102311542B1 (fr)
CN (1) CN106536890B (fr)
WO (1) WO2015188028A2 (fr)

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Also Published As

Publication number Publication date
WO2015188028A2 (fr) 2015-12-10
EP3444481A1 (fr) 2019-02-20
EP2952748B1 (fr) 2018-10-24
EP3456983A1 (fr) 2019-03-20
EP3447312A1 (fr) 2019-02-27
EP3447312B1 (fr) 2020-09-09
KR102311542B1 (ko) 2021-10-14
WO2015188028A3 (fr) 2016-03-17
EP3447311A1 (fr) 2019-02-27
CN106536890B (zh) 2019-10-29
CN106536890A (zh) 2017-03-22
EP2952748A1 (fr) 2015-12-09
US10408121B2 (en) 2019-09-10
EP3447311B1 (fr) 2020-09-09
JP6640749B2 (ja) 2020-02-05
US20170152792A1 (en) 2017-06-01
EP3152443B1 (fr) 2020-01-01
JP2017516950A (ja) 2017-06-22
EP3152443A2 (fr) 2017-04-12
KR20170016879A (ko) 2017-02-14
WO2015188028A9 (fr) 2017-02-09
EP3456983B1 (fr) 2020-11-11

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