JP2010531957A - Variable capacity turbocharger - Google Patents

Abstract

  A variable capacity turbocharger is provided. The turbocharger improves efficiency by controlling the flow to the rotor (230) by means of the movable vane (260). The vane (260) can be rotated using a pin (380, 480) and groove (385, 485) system. The vanes (260) can be a plurality of structures (710, 730) that can move relative to each other to extend the length of each vane (260). The turbocharger also improves efficiency by forming a good seal in the area between the vane (260) and the conditioning ring (240). A seal can be formed by biasing the adjustment ring (240) towards each vane (260). A seal can be formed by expanding each vane (260). A seal can be formed by having a movable part (1150) of the adjustment ring (240) that is driven by a pressure source or the like and moves axially toward the vane (260). The plurality of vanes (260) may be low chord ratio vanes.

Description

  The present invention relates generally to turbochargers, and more particularly to variable capacity turbochargers.

  Turbochargers are widely used in internal combustion engines, and have so far been particularly used in large diesel engines, especially for highway trucks and marine applications.

  More recently, turbochargers have become popular with small passenger car power units in addition to large diesel engines. When a turbocharger is used in a passenger car application, it is possible to select a power unit that generates the same amount of horsepower from a smaller and smaller engine. The use of a small mass engine has the desirable effects of reducing the overall weight of the car, increasing sports performance, saving more fuel, and reducing the aerodynamic drag of the vehicle. In addition, the use of a turbocharger allows the fuel delivered to the engine to be burned more completely, thereby reducing overall engine emissions, which makes the environment cleaner. Contributes to desirable goals.

  The structure and function of turbochargers is described in prior art, for example, US Pat. No. 4,705,463, US Pat. No. 5,399,064, and US Pat. No. 6,164,931. Having been described in detail, the disclosures of these patents are hereby incorporated by reference.

  A turbocharger unit typically includes a turbine operably connected to an engine exhaust gas manifold, a compressor operably connected to an engine intake system, and a turbine wheel rotating the turbine and compressor so that the compressor impeller rotates. And a connecting shaft. The turbine is driven to rotate by exhaust gas flowing from the exhaust manifold. The compressor impeller rotates when driven by the turbine, and when the compressor impeller rotates, the mass flow rate of air delivered to the engine cylinder increases, and the air flow density and the air pressure and temperature increase.

  With the wider acceptance of the use of turbochargers in passenger car applications, three design criteria have come to the fore. First, as the market demands, all parts of the power plant, whether a turbocharger or any passenger car or truck, will operate reliably for much longer periods than previously required. There must be. In other words, it has been recognized that passenger cars require overhaul of the main engine after traveling 80,000 to 100,000 miles, but now it is highly reliable even if traveling exceeds 150,000 miles. It is necessary to design the engine parts to work. It has been necessary for some time to design truck engine parts to operate with high reliability even when traveling over 1,000,000 miles. This means that special care must be taken to ensure proper design and manufacture and cooperative operation of all auxiliary devices.

  A second design criterion that has come to the fore is that the power plant must meet or exceed very stringent requirements in minimizing NOx and particulate matter emissions. Third, when mass-producing turbochargers, it is highly desirable to design a turbocharger that satisfies the above criteria and is configured with a minimum number of parts. Furthermore, these parts must be easy to manufacture and easy to assemble in order to provide a cost-effective and reliable turbocharger.

  If the flow of drive gas to the turbine wheel can be adjusted, the efficiency of the turbocharger is improved over a wide range of operating conditions. One way to achieve this level of control is to make the vanes pivotable and change the flow path structure between the vanes. In order to prevent the vane from moving, it is important to design the mechanism used to rotate the vane. Other considerations include the manufacturing costs of the parts and the labor costs required to assemble such a system.

  Furthermore, the vane design is important for the efficiency of supplying the gas to the turbine and also for the reliability of the variable displacement assembly. Although the movement of the vane allows control of the gas supply, it also introduces the problem of leakage through the movable vane. Furthermore, because of the extreme environment in which the movable vanes are placed, the structure of the vanes, in particular the pivotally connected parts such as via the vane pillars, must be rigid to avoid obstacles.

  In US Patent Application Publication No. 2005027885 by Daudel, the application seeks to control fluid supply to the compressor wheel by providing a movable guide vane. As shown in FIG. 1, the variable diffuser structure 13 on the rear compressor wall 14 has a plurality of annularly arranged guide vanes 16 that are uniformly distributed on the circumference and each include a guide vane shaft 17. . The guide vane shaft 17 of each guide vane 16 is rotatably supported by a support ring 18 surrounded by an adjustment ring 19. A radially inner end of the adjustment ring 19 is rotatably supported on a radially outer circumference of the support ring 18. The adjustment ring 19 includes a plurality of adjustment elements 20 in the form of pins arranged on the axially front side of the adjustment ring 19. The adjustment ring 19 is constrained by an adjustment member 21 in the form of an actuating rod that rotates the adjustment ring 19.

  The dodel adjusting member 21 is actuated by an actuator 21 '. Since the adjustment member 21 can rotate the adjustment ring 19, the adjustment element 20 moves circumferentially by a certain angle, so that the guide vanes 16 on the support ring 18 move on their guide vane shaft 17. It rotates by an angle corresponding to the surroundings. Each guide vane 16 has a fork-like shape with two spaced fork teeth 22, 23 arranged at their outer ends, between the fork teeth an engagement channel opened radially outwards The adjustment element 20 extends into the engagement channel at any position of the adjustment ring 19. When the adjustment ring 19 is adjusted and moved in the direction of the arrow 25, the guide vane 16 can be guided to an arbitrary position of the adjustment ring 19.

  The system by Dodel has the disadvantage of requiring a complex system with many parts. The system according to Dodel has the further disadvantage that it only allows a certain range of motion to control the fluid flow.

  In U.S. Pat. No. 6,679,057 to Arnold, the application seeks to control the flow to the vortex chamber by providing a movable guide vane. As shown in FIG. 2, an Arnold system receives an exhaust gas from an internal combustion engine and is rotatably disposed within a turbine housing 112 and connected to one end of a common shaft 116. A turbocharger 110 having a turbine housing 112 configured to supply exhaust gas to 114. The turbine housing 112 surrounds a variable capacity member 117 in which a plurality of vanes 118 that move in a rotatable manner are arranged. A turbine conditioning or conditioning ring 119 is disposed in the turbine housing 112 adjacent to the vane 118 and engages the vane to simultaneously move the vane radially inward and outward relative to the turbine. The turbine conditioning ring 119 is provided with a plurality of slots 120 that minimize backlash when fitted with similarly shaped tabs 122 that project from each turbine vane 118 and provide a wider area. It is comprised so that it may contact. The turbine harmony ring 119 is rotatably arranged in the housing, and is configured to engage with the turbine vane and rotate it with the same angular movement.

  Turbine conditioning ring 119 includes an elliptical slot 123 configured to adjust the placement of actuator pins 124 for moving the conditioning ring within the housing. The pin 124 is attached to one end of the actuator lever arm 126, and the actuator lever arm is attached to the actuator crank 128 at its other end on the opposite side. Turbine drive pin 124 and lever arm 126 are each disposed within a portion of turbocharger central housing 130 adjacent to the turbine housing. Actuator crank 128 is rotatably disposed axially through turbocharger central housing 130 and is configured to move lever arm 126 back and forth about the longitudinal axis of the actuator crank, the movement of the lever arm being The drive pin 124 is rotated and acts to rotate the conditioning ring 119 within the turbine housing. Next, the rotation of the harmony ring 119 causes the plurality of turbine vanes to rotate simultaneously radially inward or outward with respect to the turbine 114.

  The turbocharger 110 also includes a compressor housing 131 that receives air from the inlet 132 and is rotatably disposed within the compressor housing 131 and coupled to the opposite end of the common shaft 116. Air is supplied to the impeller 134. The compressor housing also surrounds a variable displacement member 136 placed between the compressor impeller and the exhaust port. The variable volume member takes the form of a radial diffuser and includes a plurality of rotating vanes 138. The compressor adjustment or conditioning ring 140 is rotatably disposed within the compressor housing 131 and is configured to engage all the compressor vanes 138 and move them simultaneously in a rotatable manner. The compressor harmony ring 140 is provided with a plurality of slots 142 that, when mated with similarly shaped tabs 144 protruding from the respective compressor vanes, minimize backlash and provide a large area. Are configured to contact each other. The compressor harmony ring 140 rotates the plurality of compressor vanes 138 with the same angular movement.

  The compressor adjustment ring 140 includes a slot and a drive pin 146 that is rotatably disposed in the slot. The drive lever arm 148 is attached at one end to the drive pin 146 and at its other end is attached to the end of the actuator crank 128 opposite the lever arm 126 for the turbine harmonization ring. . The compressor harmony ring drive pin 146 and the lever arm 148 are disposed through the backing plate 150 placed between the turbocharger compressor housing 131 and the central housing 130. The actuator crank 128 is rotatably disposed through the central housing 130. The rotation of the actuator crank 128 causes the compressor harmony drive lever arm 148 to move about the longitudinal axis of the actuator crank, which in turn causes the compressor harmony ring drive pin 146 to rotate. The rotation of the drive pin 146 causes the compressor harmony ring 140 to rotate along the backing plate 150, which in turn causes each compressor vane 138 to pivot radially inward or outward relative to the compressor impeller 134.

  The Arnold system has the disadvantage of requiring a complex system with many parts. The Arnold system has the further disadvantage that it only allows a specific range of motion to control the fluid flow.

  Therefore, there is a need for a variable capacity system that effectively and efficiently controls fluid flow from the compressor wheel. There is a further need for such a system that is reliable and cost effective. Moreover, there is a further need for such a system that facilitates assembly of the turbocharger.

  The present disclosure provides an efficient and cost-effective system for controlling fluid from a turbocharger compressor impeller. This system facilitates turbocharger assembly by reducing the requirements for precision fit. The system further improves efficiency by creating a good seal between the vane and the mating surface where the vane abuts to control air flow.

  In one aspect of the invention, a compressor housing, a compressor rotor rotatably mounted within the compressor housing, a supply channel for supplying compressible fluid from the compressor rotor, a vane ring assembly having an adjustment ring and a plurality of vanes A turbocharger including is provided. The plurality of vanes are distributed in the annular vane space and can be moved to control the flow of the compressible fluid. The angle of attack of the vane can be changed using various methods. The plurality of vanes (260) may be low chord ratio vanes.

  In another aspect, a turbocharger is provided that includes a housing, a rotor rotatably mounted within the housing, a supply channel that supplies fluid to the rotor, and a vane ring assembly having first and second nozzle rings. Is done. The first nozzle ring is fixed to the turbocharger and has a plurality of first vanes. The second nozzle ring is rotatable with respect to the turbocharger and has a plurality of second vanes. Each of the plurality of first and second vanes is distributed in the annular vane space. The plurality of first and second vanes cannot rotate relative to the first and second nozzle rings, respectively. The second nozzle ring can rotate from the first position to the second position. In the first position, the plurality of first vanes are aligned with the plurality of second vanes. In the second position, the plurality of first vanes are not aligned with the plurality of second vanes.

  In another aspect, a turbocharger is provided that includes a housing, a rotor rotatably mounted within the housing, a supply channel that supplies fluid to the rotor, and a vane ring assembly having a conditioning ring and a plurality of vanes. . The plurality of vanes are distributed in the annular vane space and can be moved to control fluid flow. Each of the plurality of vanes is connected to the turbocharger by a rotatable pin. The adjustment ring has a sealing portion that is axially movable toward the plurality of vanes. The sealing portion communicates with the actuator. The actuator moves the sealing portion toward the plurality of vanes to narrow the gap therebetween.

  The turbocharger may further include a biasing mechanism that biases the adjustment ring toward the plurality of vanes. The biasing mechanism can be a spring. The biasing mechanism may be a plurality of springs. The turbocharger may further include a biasing mechanism that biases each of the plurality of vanes toward the adjustment ring. Each of the plurality of vanes can be first and second portions that can move relative to each other, and the biasing mechanism can each expand the plurality of vanes.

  The biasing mechanism may be at least one spring disposed between the first portion and the second portion. The biasing mechanism can be a compressible material. The turbocharger may further include a biasing mechanism that biases the first and second nozzle rings toward the plurality of first and second vanes. The actuator can be a pressure source that communicates with the sealing portion through a channel. The pressure source can be pneumatic or hydraulic.

1 is a plan view of a turbocharger variable displacement compressor according to U.S. Patent Application Publication No. 2005020785. FIG. FIG. 6 is a cross-sectional view of another variable displacement compressor of a turbocharger according to US Pat. No. 6,679,057. 1 is a partial cross-sectional view of a variable displacement compressor according to an exemplary embodiment of the present invention. 3 is a partial cross-sectional view of a variable displacement compressor according to another exemplary embodiment of the present invention. FIG. 4b is a plan view of a vane used in the variable displacement compressor of FIG. 4a. FIG. 3 is a partial cross-sectional view of a variable displacement compressor according to another exemplary embodiment of the present invention. FIG. FIG. 5b is a plan view of a vane used in the variable displacement compressor of FIG. 5a. 3 is a partial cross-sectional view of a variable displacement compressor according to another exemplary embodiment of the present invention. FIG. FIG. 6b is a plan view of a vane used in the variable displacement compressor of FIG. 6a. 3 is a partial cross-sectional view of a variable displacement compressor according to another exemplary embodiment of the present invention. FIG. 3 is a partial plan view of a variable displacement compressor according to another exemplary embodiment of the present invention. FIG. 3 is a partial plan view of a variable displacement compressor according to another exemplary embodiment of the present invention. FIG. FIG. 10 is a partial plan view of the variable displacement compressor of FIG. 9 in a second position. 3 is a partial cross-sectional view of a variable displacement compressor according to another exemplary embodiment of the present invention. FIG. FIG. 11b is a cross-sectional view of the variable displacement compressor of FIG. 11a in an energized state. FIG. 5 is a perspective view of a vane of a variable displacement compressor according to another exemplary embodiment of the present invention. 12b is a perspective view of the vane of FIG. 12a in an unbiased state. FIG. 3 is a partial cross-sectional view of a variable displacement compressor according to another exemplary embodiment of the present invention. FIG. FIG. 3 is a schematic diagram of a variable displacement compressor according to another exemplary embodiment of the present invention.

  The exemplary embodiments described herein relate to variable displacement compressors for turbochargers. Although the aspects are described in connection with some possible embodiments of the system, the detailed description is for illustrative purposes only. Certain types of turbochargers utilizing the exemplary embodiments of vanes and vane assemblies described herein may be of different types. Several embodiments are described in connection with a vane for a compressor wheel. Although exemplary embodiments are illustrated in FIGS. 3-14, the present disclosure is not limited to the illustrated structures or applications. In one embodiment, the movable guide vane has a low chord ratio (ie, a small gap to chord ratio). For example, the chord ratio can be less than 1.

  The portion of the turbocharger system shown in FIG. 3 includes a turbomachine in the form of a compressor housing 210, a bearing housing 220, a compressor wheel 230, an adjustment ring 240, and a flow channel 250. The flow channel or vane space 250 has a series of guide vanes 260 that allow for control of the flow therethrough and thus allow adjustment of the flow to the compressor wheel 230. Adjustment force on the vane 260 is applied to the region 270 and the axis of rotation is along a pin or other rotating mechanism 265. The specific dimensions and shape of each vane 260 can be selected based on several factors, including flow efficiency. The embodiment of FIG. 3 uses a single bearing with pins 265. However, the present disclosure contemplates the use of bearings on both sides of the vane 260.

  FIGS. 4 a and 4 b show a variable displacement compressor system having a compressor housing 210, a regulating ring 240, and a flow channel 250. Adjustment force on the vane 360 is applied to the region 270 and the axis of rotation is along a pin or other rotating mechanism 265. The adjustment pin 380 is connected to the adjustment ring 240 and is accommodated in the groove 385 of the vane 360. The annular movement of the adjustment ring 240 and thus the adjustment pin 380 causes the pin to selectively slide within the groove 385 and the vane 360 to rotate.

  FIGS. 5 a and 5 b show a variable displacement compressor system having a compressor housing 210, an adjustment ring 240, and a flow channel 250. The adjusting force of the vane 460 is applied to the region 270 and the axis of rotation is along a pin or other rotating mechanism 265. The adjustment pin 480 is connected to the vane 460 and is received in the groove 485 of the adjustment ring 240. The annular movement of the adjustment ring 240 and thus the groove 485 causes the pin to selectively slide within the groove 485 and the vane 460 to rotate.

  FIGS. 6 a and 6 b show a variable displacement compressor system having a compressor housing 210, a regulation ring 240, and a flow channel 250. Adjustment force on the vane 560 is applied to the region 270 and the axis of rotation is along a pin or other rotating mechanism. A pair of opposing adjustment pins or forks 580 abut the vanes 560 and are connected to the adjustment ring 240. The annular movement of the adjustment ring 240 and thus the fork 580 causes the vane 560 to rotate about the axis by the pin 265.

  For the above embodiments, the adjustment ring 240 can be rotated using a variety of structures and techniques, including gear combinations, lever mechanisms, and / or chain drives. Use different dimensions and shapes for the above parts, including grooves, pins, and forks, based on various factors including flow efficiency and providing selected movement of vane 560 Can do.

  FIG. 7 shows a variable displacement compressor system having a housing 210, an adjustment ring 240, and a flow channel 250. Adjustment force on the vane 660 is applied to the pin or other rotating mechanism 665. For example, an adjustment moment can be applied to pin 665 via gear 670 operably coupled to drive device 680. Since the gear 670 is connected to the driving device 680, the gear 670 is rotated by the rotation of the adjustment ring 240.

  FIG. 8 shows a variable displacement compressor system that allows for changing the angle of attack or profile of the vane set. The system has a first fixed nozzle ring 700 with a series of fixed guide vanes 710 attached and a rotatable second nozzle ring 720 with a series of fixed guide vanes 730 attached. By rotating the ring 720, the position of the vane 730 can be changed, and thus the angle of attack of the entire vane structure can be changed. A position that is not aligned with one row of vanes 730 is indicated by a broken line 735. The embodiment of FIG. 8 reduces the number of moving parts and allows adjustment of the operating point. Although the system of FIG. 8 has two nozzle rings, the present disclosure can be used in various combinations of movable and non-movable rings to adjust the position of each of the vanes 710, 730 relative to each other. Intended for the use of rings.

  9 and 10 illustrate a variable displacement compressor system that can adjust the vane effective chord length. The system has a vane with a first portion 800, a second portion 810, and a third portion 820. Portions 800, 810, 820 are coupled to a drive device such as adjustment ring 850 that allows movement of vane portions 800, 810, 820 along path 830. An extended vane structure is shown in FIG. The embodiment of FIGS. 9 and 10 allows for adjustment of the effective chord length in a synchronized manner to provide flow control for the compressor wheel. Although the system of FIGS. 9 and 10 has three portions 800, 810, 820 that are movable relative to each other, the present disclosure contemplates the use of more than one movable vane portion.

  In the embodiment of FIGS. 11a and 11b, flow control efficiency is increased by reducing gap losses that occur at the front end of the vane adjacent to the front edge of the vane. The vane 900 is arranged to be adjustable with respect to the adjustment ring 240 by using the pin 265. A biasing mechanism, such as a spring 910, is utilized to bias the adjustment ring toward the vane 900 to reduce or eliminate the gap 905 between the ring and the vane. For example, a particular type of biasing mechanism 910, such as a spring, and the magnitude of the applied force can be selected to minimize gaps and ensure vane movement. To effectively reduce or eliminate the gap 905 and still allow movement of the vane 900, for example, a plurality of equally spaced springs 910 that distribute the biasing force against the adjustment ring 240, etc. The quantity and configuration of the force mechanism can be selected. The adjustment mechanism can be provided either on the bearing housing side of the vane or on the compressor housing side of the vane.

  The embodiment of FIGS. 12a and 12b increases the efficiency of flow control by reducing gap losses in the region adjacent to the leading edge of the vane. The vane 1000 is arranged to be adjustable with respect to the adjustment ring by using the pin 265 or the like. A biasing mechanism, such as a spring 1010, is utilized to bias the vanes toward the adjustment ring and / or compressor housing to reduce or eliminate the gap between them. The particular type of biasing mechanism 1010 and the magnitude of the applied force can be selected to minimize gaps and ensure vane movement. The biasing spring 1010 may be one or more springs disposed within a separate housing, ie, the vane portions 1015, 1020, to increase the width of the vane as required. The biasing mechanism 1010 can also be a separate housing, ie, a compressible or inflatable foam or other material applied between the portions 1015, 1020.

  In the embodiment of FIG. 13, the efficiency of flow control is increased by reducing the gap loss in the region adjacent to the leading edge of the vane. The vane 1100 is disposed so as to be adjustable with respect to the adjustment ring 240 by using a pin 265 or the like. The movable ring segment 1150 is utilized to reduce or eliminate the gap between the vane and the adjustment ring. The ring segment 1150 is movably connected to the adjustment ring 240, such as by a bearing 1160, and moves axially using various pressure sources, including a pressure source and a hydraulic pressure source, that communicate with the segment through a supply channel 1175. be able to. The movement of the segment 1150 that is in contact with or close to the vane 1100 can also reduce the gap between the vane and the compressor housing 210. By changing the pressure supplied through channel 1175, the vane gap can be adjusted dynamically as needed. The present disclosure also contemplates movement of segment 1150 by other means such as an electrical controller, a spring, or a mechanical actuator.

  FIG. 14 shows a variable displacement compressor system having a flexible vane 1200 connected to a turbocharger, such as by a rotatable pin 265. The pin 265 is rigidly coupled to the vane 1200 and can be coupled to the compressor housing and / or the adjustment ring. A pin or fork 1220 terminates the vane 1200. Due to the rotational force 1210 applied to the pin 265, the vane bends into the shape indicated by the dashed line 1250. Of course, the features of the various exemplary embodiments can be interchanged with one another. The above description has been made in the context of an exemplary embodiment of a vane and vane assembly for a turbocharger. Accordingly, the invention is not limited to the specific details described herein, which are given by way of example only, and various modifications and changes within the scope of the invention as defined in the appended claims. It goes without saying that this is possible.

Claims (10)

A turbocharger including means for minimizing an axial vane gap,
A compressor housing (210);
A compressor rotor (230) rotatably attached to the compressor housing (210);
A vortex chamber (250) for receiving a compressible fluid from the compressor rotor (230);
An annular vane space radially between the compressor wheel and the vortex chamber and axially between the first wall and the second wall to control the flow of the compressible fluid A vane ring assembly comprising a plurality of vanes (260) mounted for rotation therein;
Means for applying an axial force between said vane and at least one of said walls.   The turbocharger according to claim 1, wherein the axial force is a spring force, a fluid pressure, a gas pressure, or an electric force.   The plurality of vanes (260) are attached to and form at least a portion of an adjustment ring, and the means for applying the axial force includes the adjustment ring (240) and vanes attached thereto to the adjustment ring. The turbocharger of claim 2, comprising a biasing mechanism (910) that biases toward the opposing walls.   The means for applying the axial force includes a biasing mechanism (1010) that biases each of the plurality of vanes (260) toward the adjustment ring (240) or the wall facing the adjustment ring. The turbocharger according to claim 2.   The turbocharger according to claim 2, wherein the means for applying the axial force includes a biasing mechanism (1010) for biasing each of the walls toward each other.   The turbocharger according to claim 1, wherein the means for applying the axial force is at least one coil spring.   Each of the plurality of vanes (260) is connected to a turbocharger by a rotatable pin (265), and either the vane (260) or the adjustment ring (240) is tightly coupled to the adjustment. Pins (380, 480), the vane (260) or the remaining one of the adjustment ring (240) has grooves (385, 485), and the adjustment pins (380, 480) The turbocharger according to claim 1, wherein the vane (260) is partially inserted into (385, 485), and the vane (260) is rotated by rotation of the adjustment ring (240).   Each of the plurality of vanes includes a first portion (1015) and a second portion (1020) that are axially movable with respect to each other, and the biasing mechanism (1010) is configured to move each of the vane portions. The turbocharger according to claim 6, wherein the turbocharger is biased in an axial direction. A housing (210);
A rotor (230) rotatably mounted in the housing (210);
A supply channel (250) for receiving a compressible fluid from the rotor (230);
A vane ring assembly having a first nozzle ring (700) and a second nozzle ring (720), wherein the first nozzle ring (700) is fixed relative to the turbocharger. A plurality of first vanes (710), and the second nozzle ring (720) is rotatable with respect to the turbocharger and has a plurality of second vanes (730). The plurality of first vanes (710) and the second vanes (730) are respectively distributed in an annular vane space, and the plurality of first vanes (710) and second vanes (730) are arranged. ) Each in a turbocharger that is not rotatable relative to the first nozzle ring (700) and the second nozzle ring (720),
The second nozzle ring (720) can be rotated from a first position to a second position, and in the first position, the plurality of first vanes (710) includes the plurality of second nozzle rings (720). A turbocharger that is aligned with two vanes (720) and in the second position, the plurality of first vanes (710) are not aligned with the plurality of second vanes (720).   The plurality of first vanes (710) and second vanes (730) each have a first portion (1015) and a second portion (1020) movable relative to each other, and the biasing mechanism The turbocharger of claim 9, wherein (1010) expands each of the plurality of first vanes (710) and second vanes (730).