JP2010090714A - Turbocharger - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a turbocharger miniaturizable and capable of preventing exhaust gas from leaking between a drive shaft and a bearing and preventing the drive shaft and the bearing from being locally worn. <P>SOLUTION: This turbocharger includes a drive ring 62 for synchronously driving a plurality of vanes by rotating, the drive shaft 65 extending in one direction, connected to the drive ring 62, and rotating the drive ring 62, the bearing 66 rotatably holding the drive shaft 65, and a drive lever 67 provided to one end of the drive shaft 65, extending in the one direction generally perpendicular to the one direction, and connected to an actuator 70. The connection part C between the actuator 70 and the drive lever 67 is positioned within a holding area where the bearing 66 supports the drive shaft 65 in the one direction. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

 The present invention relates to a turbocharger that supercharges air supplied to an engine using the energy of exhaust gas discharged from the engine, and more particularly to a variable displacement turbocharger.

Conventionally, a variable capacity turbocharger that can improve the performance of an engine over a wide range from a low rotation range to a high rotation range is known.
Here, Patent Document 1 discloses a variable capacity turbocharger.

The turbocharger has a variable nozzle unit for increasing or decreasing the turbine capacity. The variable nozzle unit has a plurality of nozzle vanes formed in a wing shape. By changing the direction of each nozzle vane with respect to the flow of exhaust gas, the flow rate of the exhaust gas in the variable nozzle unit is changed, and the turbocharger The turbine capacity is increased or decreased.
Further, the turbocharger has a synchronization mechanism for driving each nozzle vane to rotate synchronously.
The synchronization mechanism is connected to the drive ring for synchronously rotating the nozzle vanes, the drive shaft connected to the drive ring for rotating the drive ring, the bearing for rotatably holding the drive shaft, and the drive ring. A drive lever connected to the other end of the drive shaft and extending in a direction substantially perpendicular to the axial direction of the drive shaft; and an actuator such as a cylinder connected to the drive lever for operating the synchronization mechanism. .
The drive lever includes a lever main body that extends in a direction substantially orthogonal to the axial direction of the drive shaft, and a second drive shaft that projects from the lever main body to the opposite side of the drive shaft along the axial direction of the drive shaft. The actuator is connected to the second drive shaft.

By the operation of the actuator, the drive lever and the drive shaft rotate around the axis of the drive shaft, and the drive ring rotates accordingly. The nozzle vanes are driven to rotate synchronously by the rotation of the drive ring, the flow rate of the exhaust gas in the variable nozzle unit is changed, and the turbine capacity of the turbocharger is increased or decreased.
JP 2006-29148 A (page 6, FIG. 1)

Here, in the turbocharger disclosed in Patent Document 1, the connection portion between the second drive shaft and the actuator is located outside the holding range in which the bearing holds the drive shaft in the axial direction of the drive shaft.
That is, the lever body and the second drive shaft are substantially L-shaped, and the second drive shaft protrudes and is connected to the opposite side of the drive shaft of the lever body, so that the actuator is connected to the lever via the second drive shaft. The work to be attached to the main body requires a certain work space, and there is a problem that it is difficult to reduce the size of the turbocharger in order to secure this work space.

 In addition, when the actuator is operated in the above configuration, a force that tilts the drive shaft inside the bearing is generated, and the drive shaft tilts in the bearing and both ends of the bearing support the drive shaft. Therefore, there is a possibility that the gap between the drive shaft and the bearing becomes large, and there is a possibility that the exhaust gas leaks due to the gap becoming large. Further, if the drive shaft is inclined too much inside the bearing, there is a possibility that local wear may occur on both ends of the bearing and the drive shaft in contact with the portions.

 The present invention has been made in view of the above circumstances, and can reduce the size of a turbocharger and prevent leakage of exhaust gas from between the drive shaft and the bearing and local wear of the drive shaft and the bearing. An object is to provide a turbocharger that can be used.

In order to solve the above problems, the present invention employs the following means.
The turbocharger of the present invention includes a drive ring that drives a plurality of blades synchronously by rotation, a drive shaft that extends in one direction and is connected to the drive ring and rotates the drive ring, and a bearing that rotatably holds the drive shaft And a drive lever provided on one end side of the drive shaft and extending in a direction substantially orthogonal to the one direction and connected to the actuator, wherein the connection portion between the actuator and the drive lever is the one direction A configuration is adopted in which the bearing is provided in a holding range for holding the drive shaft.

 In the present invention employing such a configuration, since the connecting portion between the actuator and the drive lever is provided on the drive shaft side of the drive lever, the work space required for attaching the actuator to the drive lever can be reduced. . Further, in the present invention, the connecting portion between the actuator and the drive lever is provided in the holding range where the bearing holds the drive shaft in the one direction, so that the force for tilting the drive shaft by the operation of the actuator inside the bearing is provided. It is possible to ensure that the bearing and the drive shaft are in parallel.

In the turbocharger of the present invention, the drive lever has a lever body extending in a direction substantially orthogonal to the one direction, and a second drive shaft connected to the actuator extending in the one direction toward the other end of the drive shaft. The drive shaft, the lever main body, and the second drive shaft are provided in a substantially U shape.
In the present invention employing such a configuration, the actuator, etc., adopts the same configuration as the conventional one, while reducing the work space necessary for attaching the actuator to the lever body via the second drive shaft, and operating the actuator. It is possible to prevent the generation of the force that tilts the drive shaft inside the bearing.

According to the present invention, the following effects can be obtained.
According to the present invention, it is possible to reduce the size of the turbocharger and to prevent exhaust gas leakage from between the bearing and the drive shaft and local wear of the bearing and the drive shaft.

Hereinafter, a turbocharger according to an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic view showing the overall configuration of the turbocharger 1 in the present embodiment, FIG. 2 is a rear view of the synchronization mechanism 6 in the present embodiment, and FIG. 3 is an enlarged view around the drive shaft 65 in the present embodiment. is there. In addition, the arrow F in the said drawing shows a front direction.

First, the overall configuration of the turbocharger 1 in the present embodiment will be described with reference to FIG.
As shown in FIG. 1, a turbocharger 1 according to this embodiment is a variable capacity turbocharger that supercharges air supplied to an engine using energy of exhaust gas guided from an engine (not shown).
The turbocharger 1 includes a bearing housing 2, a turbine housing 3 connected to the front peripheral edge of the bearing housing 2 by fastening bolts 2a, and a compressor housing 4 connected to the rear peripheral edge of the bearing housing 2 by fastening bolts 2b. It has.

 A turbine shaft 21 extending in the front-rear direction is rotatably supported in the bearing housing 2 via a bearing 22. A turbine impeller 23 is integrally connected to the front end portion of the turbine shaft 21, and a compressor impeller 24 is integrally connected to the rear end portion. The turbine impeller 23 is installed in the turbine housing 3, and the compressor impeller 24 is installed in the compressor housing 4.

 A variable nozzle unit 5 having a substantially annular shape is installed in the turbine housing 3 and outside the turbine impeller 23 in the radial direction.

The turbine housing 3 includes a turbine scroll passage 31 provided on the radially outer side of the turbine impeller 23 and a turbine housing outlet 32 that is an exhaust gas exhaust port.
The turbine scroll passage 31 is formed in a substantially annular shape surrounding the turbine impeller 23 and communicates with a gas inlet (not shown) for introducing exhaust gas. Further, the turbine scroll flow path 31 communicates with the nozzle flow path 5 </ b> A in the variable nozzle unit 5. The gas inlet is connected to an exhaust port in an engine (not shown).
The turbine housing outlet 32 opens to the front side of the turbine housing 3, and communicates with the nozzle flow path 5 </ b> A through the installation location of the turbine impeller 23. The turbine housing outlet 32 is connected to an exhaust gas purification device (not shown).

The compressor housing 4 is formed with an intake port 41 that opens to the rear side and is connected to an air cleaner (not shown). Further, between the bearing housing 2 and the compressor housing 4, a diffuser flow path 42 that compresses and pressurizes air is formed in a substantially annular shape on the radially outer side of the compressor impeller 24. In addition, the diffuser flow path 42 communicates with the intake port 41 through the installation location of the compressor impeller 24.
Further, the compressor housing 4 has a compressor scroll passage 43 formed in a substantially annular shape on the radially outer side of the compressor impeller 24, and the compressor scroll passage 43 communicates with the diffuser passage 42. The compressor scroll passage 43 communicates with an intake port in an engine (not shown).

 As shown in FIG. 1, the variable nozzle unit 5 includes a shroud ring 51 installed on the turbine housing 3 side, a nozzle ring 52 installed on the bearing housing 2 side facing the shroud ring 51, and a shroud ring 51. A plurality of nozzle vanes 53 held between the nozzle ring 52 and the nozzle ring 52 are provided. The nozzle flow path 5 </ b> A is formed between the shroud ring 51 and the nozzle ring 52.

 The shroud ring 51 has a shape in which a substantially cylindrical member extending toward the turbine housing outlet 32 is connected to the inner peripheral edge of a plate-like member formed in a substantially ring shape. The shroud ring 51 is formed with a plurality of first holes 51a that penetrates in the thickness direction of the plate-like member.

 The nozzle ring 52 is a plate-like member formed in a substantially ring shape, and has a plurality of second hole portions 52a penetrating in the thickness direction.

The shroud ring 51 and the nozzle ring 52 are connected via a plurality of connecting pins 57 so as to form a predetermined interval. The connecting pin 57 penetrates the shroud ring 51 and penetrates the nozzle ring 52 to protrude rearward.
A mounting ring 58 is integrally provided on the rear side of the nozzle ring 52 via a connecting pin 57, and an outer peripheral edge portion of the mounting ring 58 is sandwiched and supported by the bearing housing 2 and the turbine housing 3. ing. That is, the nozzle ring 52 is supported by the bearing housing 2 and the turbine housing 3 via the attachment ring 58.

A plurality of nozzle vanes 53 are provided at equal intervals in the circumferential direction between the shroud ring 51 and the nozzle ring 52, and are each rotatable about an axis parallel to the rotation axis of the turbine impeller 23.
Each nozzle vane 53 is a plate-like member having a substantially rectangular shape, and a nozzle vane body (blade) 54 formed such that the thickness gradually decreases from one predetermined side toward the opposite side, and the one side of the nozzle vane main body 54. The first vane shaft 55 protrudes from the side surface orthogonal to the front side to the front side, and the second vane shaft 56 protrudes rearward from the side surface facing the one side surface.
The first vane shaft 55 is rotatably inserted into the first hole 51 a of the shroud ring 51, and the second vane shaft 56 is rotatably passed through the second hole 52 a of the nozzle ring 52 and the nozzle ring 52. Protrudes to the rear side.

 As shown in FIG. 1, a gap S is formed between the turbine housing 3 and the shroud ring 51 for absorbing relative movement with respect to the shroud ring 51 when the turbine housing 3 undergoes thermal deformation. In order to prevent the exhaust gas from leaking from the gap S, a seal portion S1 composed of two C-rings is provided between the outer peripheral surface of the cylindrical portion of the shroud ring 51 and the inner peripheral surface of the turbine housing 3. Is provided.

Next, the configuration of the synchronization mechanism 6 that rotates each nozzle vane 53 in the present embodiment in synchronization will be described with reference to FIGS. 1 to 3.
As shown in FIG. 1, on the rear side of the variable nozzle unit 5, a synchronization mechanism 6 for rotating each nozzle vane 53 in synchronization is provided.

 The synchronization mechanism 6 has a substantially ring shape and is provided on the rear side of the nozzle ring 52 via a plurality of connecting pins 57, a drive ring 62 that is rotatably provided radially outside the guide ring 61, A plurality of synchronization transmission links 63 that rotate the nozzle vanes 53 synchronously, a drive transmission link 64 that rotates the drive ring 62, and a bearing 66 around an axis parallel to the turbine shaft 21 at the front lower portion of the bearing housing 2. It has a drive shaft 65 that is rotatably supported, a drive lever 67 provided on one end side of the drive shaft 65, and an actuator 70 such as a cylinder provided on the drive lever 67 via an actuator rod 69.

As shown in FIG. 2, synchronization engaging recesses 62 a are formed on the inner peripheral edge of the drive ring 62 at positions corresponding to the nozzle vanes 53. One end of the synchronization transmission link 63 engages with the synchronization engaging recess 62 a, and the other end is integrally connected to the second vane shaft 56 of each nozzle vane 53.
In addition to the synchronization engagement recess 62a, a drive engagement recess 62b is formed on the inner peripheral edge of the drive ring 62. One end of the drive transmission link 64 engages with the drive engagement recess 62 b, and the other end is integrally connected to the drive shaft 65.

As shown in FIG. 3, the drive shaft 65 is a rod-like member extending in the front-rear direction, and is installed in the bearing housing 2 so as to be rotatable around an axis extending in the front-rear direction via a bearing 66 having a substantially cylindrical shape.
The drive lever 67 includes a lever main body 67A that is a member that extends in a direction substantially orthogonal to the front-rear direction, and a second drive shaft 67B that is a member that extends along the front-rear direction. The lever main body 67A is integrally connected to the other end side of the drive shaft 65 connected to the drive transmission link 64 with respect to one end side. The second drive shaft 67B is provided on the other end side with respect to one end side of the lever main body 67A connected to the drive shaft 65, and protrudes from the lever main body 67A to the drive shaft 65 side. The drive shaft 65, the lever main body 67A, and the second drive shaft 67B are provided in a substantially U shape.

 The actuator rod 69 is a rod-like member extending in a direction orthogonal to the front-rear direction, and the connecting portion C between the actuator rod 69 and the second drive shaft 67B is located in a holding range where the bearing 66 holds the drive shaft 65 in the front-rear direction. ing.

Next, the operation of the turbocharger 1 in this embodiment will be described.
First, the operation of supercharging the air supplied to the engine using the energy of the exhaust gas of the turbocharger 1 will be described.

Exhaust gas discharged from the exhaust port of the engine is introduced into the turbine scroll passage 31 through the gas inlet of the turbine housing 3. Then, the exhaust gas is introduced from the turbine scroll passage 31 into the nozzle passage 5A.
At this time, each nozzle vane 53 is rotated by the operation of the actuator 70 and the synchronization mechanism 6 according to the number of revolutions of the engine, that is, the flow rate of the exhaust gas introduced into the nozzle channel 5A, and the opening area of the nozzle channel 5A is changed. Let The flow rate of the exhaust gas passing through the nozzle flow path 5A is adjusted by the change in the opening area, and as a result, the engine performance can be improved over a wide range from the low rotation range to the high rotation range.
The exhaust gas that has passed through the nozzle flow path 5A is introduced into the installation location of the turbine impeller 23, and rotates the turbine impeller 23. Thereafter, the exhaust gas is discharged from the turbine housing outlet 32.

Since the turbine impeller 23 is connected to the compressor impeller 24 via the turbine shaft 21, the compressor impeller 24 rotates as the turbine impeller 23 rotates.
As the compressor impeller 24 rotates, the air introduced from the intake port 41 is supplied to the diffuser flow path 42. The air is compressed and pressurized by passing through the diffuser flow path 42. The pressurized air is supplied to the intake port of the engine through the compressor scroll passage 43. As a result, the engine can be supercharged with air and the engine output can be improved.
Thus, the supercharging operation of the turbocharger 1 is completed.

Next, the feature of the operation of assembling the actuator rod 69 to the lever main body 67A via the second drive shaft 67B will be described.
As shown in FIG. 3, the second drive shaft 67B is provided so as to protrude from the drive shaft 65 side of the lever main body 67A, that is, the front surface, so that a work space around the front side of the lever main body 67A is necessary. The working space around the rear side of the lever main body 67A may be reduced as compared with the conventional turbocharger. Therefore, the bearing housing 2 can be reduced in the front-rear direction and the turbocharger 1 can be reduced in size.

Finally, the force acting on the drive shaft 65 and the bearing 66 due to the operation of the actuator 70 will be described with reference to FIG.
FIGS. 4A and 4B are schematic diagrams showing the forces acting on the drive shaft 65 and the bearing 66 by the operation of the actuator 70, wherein FIG. 4A is a schematic diagram in the present embodiment, and FIG. 4B is a schematic diagram in the conventional configuration. .

 As shown in FIG. 4A, the actuator 70 is actuated to apply a downward force on the connecting portion C between the second drive shaft 67B and the actuator rod 69. This force acts on the drive shaft 65 via the second drive shaft 67B and the lever main body 67A, but the line of action of the force passes through the holding range where the bearing 66 holds the drive shaft 65, and the above Since the force action line and the shaft of the bearing 66 are orthogonal to each other, no force for tilting the drive shaft 65 inside the bearing 66 is generated even when the actuator 70 is operated.

That is, even if the actuator 70 is operated, the positional relationship between the drive shaft 65 and the bearing 66 is maintained in parallel, and a downward force from the drive shaft 65 acts on all the portions of the bearing 66 in the axial direction. become. Therefore, the pressure that the bearing 66 receives from the drive shaft 65 can be reduced. In addition, the gap between the drive shaft 65 and the bearing 66 can be minimized.
As shown in FIG. 4A, since the line of action of the force due to the operation of the actuator 70 is to the right of the sheet in the holding range, the force acting on the right end of the sheet of the bearing 66 is the force acting on the left end of the sheet. Will be bigger.

On the other hand, as shown in FIG. 4B, in the conventional turbocharger, the connection portion C2 between the second drive shaft 67B and the actuator rod 69 is located outside the holding range where the bearing 66 holds the drive shaft 65. Therefore, the actuator 70 is actuated to generate a force that tilts the drive shaft 65 in the bearing 66 clockwise in the drawing.
Therefore, the drive shaft 65 is inclined clockwise in the drawing inside the bearing 66, and both ends of the bearing 66 support the drive shaft 65. As a result, in the conventional turbocharger, exhaust gas may leak from the gap between the drive shaft 65 and the bearing 66, or local wear may occur in the drive shaft 65 and the bearing 66.

Therefore, according to the present embodiment, the following effects can be obtained.
In the present embodiment, the turbocharger 1 can be reduced in size, and there is an effect that it is possible to prevent the exhaust gas from leaking between the drive shaft 65 and the bearing 66 and local wear of the drive shaft 65 and the bearing 66. .

 Note that the operation procedures shown in the above-described embodiment, or the shapes and combinations of the components are examples, and can be variously changed based on process conditions, design requirements, and the like without departing from the gist of the present invention. is there.

 For example, in the above embodiment, the synchronization mechanism 6 has a plurality of members, but the plurality of members to be connected may be configured as a single member. For example, the drive lever 67 including the lever main body 67A and the second drive shaft 67B may be configured as a single member.

1 is a schematic diagram showing an overall configuration of a turbocharger 1 in the present embodiment. It is a rear view of the synchronous mechanism 6 in this embodiment. It is an enlarged view of the periphery of the drive shaft 65 in this embodiment. FIG. 5 is a schematic view showing forces acting on a drive shaft 65 and a bearing 66 due to the operation of an actuator 70.

Explanation of symbols

 DESCRIPTION OF SYMBOLS 1 ... Turbocharger, 54 ... Nozzle vane main body (blade), 62 ... Drive ring, 65 ... Drive shaft, 66 ... Bearing, 67 ... Drive lever, 67A ... Lever main body, 67B ... Second drive shaft, 70 ... Actuator, C ... Connection

Claims (2)

A drive ring that drives a plurality of blades synchronously by rotation; a drive shaft that extends in one direction and is connected to the drive ring to rotate the drive ring; a bearing that rotatably holds the drive shaft; and the drive A turbocharger provided with a drive lever provided on one end side of a shaft and extending in a direction substantially orthogonal to the one direction and connected to an actuator;
The turbocharger is characterized in that the connecting portion between the actuator and the drive lever is provided in a holding range where the bearing holds the drive shaft in the one direction. The drive lever includes a lever body extending in a direction substantially orthogonal to the one direction, and a second drive shaft extending in the one direction toward the other end side of the drive shaft and connected to the actuator.
The turbocharger according to claim 1, wherein the drive shaft, the lever main body, and the second drive shaft are provided in a substantially U shape.

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