JP5114207B2 - Vane bearing ring of turbocharger for automobile internal combustion engine - Google Patents

Vane bearing ring of turbocharger for automobile internal combustion engine Download PDF

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JP5114207B2
JP5114207B2 JP2007547154A JP2007547154A JP5114207B2 JP 5114207 B2 JP5114207 B2 JP 5114207B2 JP 2007547154 A JP2007547154 A JP 2007547154A JP 2007547154 A JP2007547154 A JP 2007547154A JP 5114207 B2 JP5114207 B2 JP 5114207B2
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bearing ring
turbocharger
vane
combustion engine
internal combustion
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JP2008525630A (en
JP2008525630A5 (en
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ルーフ ローラント
シュタイネルト ルッツ
ヴィントリヒ クラウス
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Mahle Ventiltrieb GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D17/00—Regulating or controlling by varying flow
    • F01D17/10—Final actuators
    • F01D17/12—Final actuators arranged in stator parts
    • F01D17/14—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits
    • F01D17/16—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by means of nozzle vanes
    • F01D17/165—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by means of nozzle vanes for radial flow, i.e. the vanes turning around axes which are essentially parallel to the rotor centre line
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D5/00—Blades; Blade-carrying members; Heating, heat-insulating, cooling or antivibration means on the blades or the members
    • F01D5/12—Blades
    • F01D5/28—Selecting particular materials; Particular measures relating thereto; Measures against erosion or corrosion
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/40—Application in turbochargers

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Materials Engineering (AREA)
  • Supercharger (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
  • Sliding-Contact Bearings (AREA)

Description

本発明は、請求項１〜３に記載した形式の、調節可能なタービンベーンを備えたターボチャージャのベーン支承リング（Ｓｃｈａｕｆｅｌｌａｇｅｒｒｉｎｇ）に関する。つまり本発明は、自動車内燃機関の、可変のタービンジオメトリを有するターボチャージャのベーン支承リングであって、ターボチャージャが、可変のタービンジオメトリのために、ベーン支承リング内で調節可能なタービンベーンを有しており、ベーン支承リングが、その支承面での固体潤滑剤作用を達成するための硫黄成分を有するオーステナイト系の鉄マトリックス合金から成っている形式のものに関する。 The invention relates to a turbocharger vane bearing ring with adjustable turbine vanes of the type as defined in claims 1 to 3 . That is, the present invention is a vane bearing ring of a turbocharger having a variable turbine geometry for an automotive internal combustion engine, wherein the turbocharger has a turbine vane adjustable within the vane bearing ring for the variable turbine geometry. And the vane bearing ring is of a type made of an austenitic iron matrix alloy having a sulfur component to achieve a solid lubricant action on the bearing surface.

欧州特許出願公開第１３９４３６４号明細書から、２つのベーン支承リングを備えるターボチャージャが公知である。製作コストを減じることができるように、少なくとも一方のベーン支承リングは、その面周方向にわたって分配され一体的に成形されたスペーサを有する。これらのスペーサにより、両ベーン支承リングの軸方向の間隔は確保可能である。
欧州特許出願公開第１３９６６２０号明細書から、ベーン支承リングを備える別のターボチャージャが公知である。
最近の高出力エンジンにおいて、耐久的に機能を果たし得るベーン支承リングには、極めて高い材料要求が課される。相応に適した材料は、十分なクリープ抵抗、高温時でもベーン支承リングの熱的なひずみを回避する高い寸法安定性、高い耐摩耗性ならびに十分な耐酸化性を有していなければならない。上位概念部に記載した形式のベーン支承リングのひずみ、クリープまたは強い酸化が生じると、タービンガイドベーンのロック、つまり固着に至り得る。すなわち、ターボチャージャ横断面はもはやガイドベーン調節によりエンジンの運転状態に適合され得ない。 From European Patent Application No. 1394364, a turbocharger with two vane bearing rings is known. In order to reduce manufacturing costs, at least one of the vane bearing rings has a spacer that is distributed and integrally molded over its circumferential direction. With these spacers, it is possible to ensure an axial distance between the two vane support rings.
From EP 1396620 another turbocharger with a vane bearing ring is known.
In modern high power engines, extremely high material requirements are imposed on vane bearing rings that can perform durablely. A correspondingly suitable material must have sufficient creep resistance, high dimensional stability to avoid thermal distortion of the vane bearing ring even at high temperatures, high wear resistance and sufficient oxidation resistance. Strain, creep or strong oxidation of the vane bearing ring of the type described in the superordinate concept can lead to turbine guide vane locking, i.e., sticking. That is, the turbocharger cross-section can no longer be adapted to the engine operating conditions by adjusting the guide vanes.

ベーン支承リングとして、従来、主に高い割合のクロムおよびクロムカーバイドを含有するフェライト系の材料が使用される。熱的により高く負荷されるベーン支承リングでは、クロムカーバイドを含有するオーステナイト系の材料が使用される。この種の合金は例えば、それぞれ質量％で示す以下の成分を含有する：Ｃ＝０．４〜０．７、Ｃｒ＝１８〜２１、Ｎｉ＝１２〜１４、Ｓ＝０．２〜０．４、Ｓｉ＝１．８〜２．２（残りとしての鉄と３％までの不特定の合金成分もしくは不純物とを有する）。そのような合金は以下合金ＰＬ２３と呼ぶ。   Conventionally, ferrite-based materials containing a high proportion of chromium and chromium carbide are used as the vane bearing ring. For vane bearing rings, which are more thermally loaded, austenitic materials containing chromium carbide are used. This type of alloy contains, for example, the following components, each represented by mass%: C = 0.4 to 0.7, Cr = 18 to 21, Ni = 112 to 14, S = 0.2 to 0.4. Si = 1.8-2.2 (with remaining iron and up to 3% unspecified alloy components or impurities). Such an alloy is hereinafter referred to as alloy PL23.

本発明の課題は、上位概念部に記載した形式のベーン支承リングを、材料に関して、極度に高い温度での使用のために機能信頼性に設計することである。特に８５０℃を上回る温度での高いクリープ抵抗および高い強度の達成に努める。特にこのような高い温度時、上位概念部に記載した形式のベーン支承リング内でのタービンベーンの可動性は完全に保証されているべきである。   The object of the present invention is to design a vane bearing ring of the type described in the superordinate concept part with functional reliability for use at extremely high temperatures in terms of materials. In particular, strive to achieve high creep resistance and high strength at temperatures above 850 ° C. Especially at such high temperatures, the mobility of the turbine vanes in the vane bearing ring of the type described in the superordinate concept should be completely guaranteed.

この課題は、請求項１の特徴部に記載した合金組成、つまり該鉄マトリックス合金が、質量％で、炭素（Ｃ）：０．４〜０．６％、クロム（Ｃｒ）：１８〜２７％、ニッケル（Ｎｉ）：１２〜２２％、硫黄（Ｓ）：０．２〜０．５％およびケイ素（Ｓｉ）：２．９〜３．２％を含有し、さらに、タングステン（Ｗ）：２．４〜２．８％および／またはニオブ（Ｎｂ）：１．４〜１．８％を含有し、残部が鉄および不純物からなる、上位概念部に記載した形式のベーン支承リングにより解決される。 The problem is that the alloy composition described in the characterizing portion of claim 1, that is, the iron matrix alloy is, in mass%, carbon (C): 0.4 to 0.6%, chromium (Cr): 18 to 27%. Nickel (Ni): 12 to 22%, sulfur (S): 0.2 to 0.5% and silicon (Si): 2.9 to 3.2%, and tungsten (W): 2 .4 to 2.8% and / or niobium (Nb): solved by a vane bearing ring of the type described in the superordinate conceptual part, which contains 1.4 to 1.8%, the balance being iron and impurities .

特に有利なベーン支承リングを構成するオーステナイト系の鉄マトリックス合金は、請求項２に記載した合金、つまりそれぞれ質量％で示す個々の合金元素を有する次の合金組成、質量％で、炭素（Ｃ）：０．４〜０．６％、クロム（Ｃｒ）：１８．５〜２０．５％、ニッケル（Ｎｉ）：１２．５〜１４％、硫黄（Ｓ）：０．２５〜０．４５％およびケイ素（Ｓｉ）：２．９〜３．１５％を含有し、さらに、タングステン（Ｗ）：２．４〜２．８％および／またはニオブ（Ｎｂ）：１．４〜１．８％を含有し、残部が鉄および不純物からなるか、あるいは、請求項３に記載した合金、つまりそれぞれ質量％で示す個々の合金元素を有する次の合金組成、質量％で、炭素（Ｃ）：０．４〜０．６％、クロム（Ｃｒ）：２４．５〜２６．５％、ニッケル（Ｎｉ）：１９．５〜２１．５％、硫黄（Ｓ）：０．２５〜０．４５％およびケイ素（Ｓｉ）：２．９〜３．１５％を含有し、さらに、タングステン（Ｗ）：２．４〜２．８％および／またはニオブ（Ｎｂ）：１．４〜１．８％を含有し、残部が鉄および不純物からなる合金であることが、特に良好な解決策であることが判った。 An austenitic iron matrix alloy which constitutes a particularly advantageous vane bearing ring is the alloy according to claim 2 , that is to say carbon (C) with the following alloy composition, each by mass%, each having an individual alloy element expressed in mass%: : 0.4-0.6%, chromium (Cr): 18.5-20.5%, nickel (Ni): 12.5-14%, sulfur (S): 0.25-0.45% and Silicon (Si): 2.9 to 3.15%, tungsten (W): 2.4 to 2.8% and / or niobium (Nb): 1.4 to 1.8% And the balance consists of iron and impurities, or the alloy according to claim 3 , that is, the following alloy composition, each having an individual alloy element expressed in% by mass, with carbon (C): 0.4% -0.6%, chromium (Cr): 24.5-26.5%, d Kell (Ni): 19.5 to 21.5%, Sulfur (S): 0.25 to 0.45% and Silicon (Si): 2.9 to 3.15%, and further containing tungsten (W ): 2.4-2.8% and / or niobium (Nb): 1.4-1.8%, with the balance being an alloy consisting of iron and impurities is a particularly good solution I found out.

本発明は、出力向上されるエンジンにおいてベーン支承リング材料の特に耐クリープ性および強度に対する高められた要求を、固体の潤滑剤特性をもたらす硫黄成分を有し、高融点の合金元素が添加されているオーステナイト系の鉄材料により充足するという一般的な思想に基づく。その際、これらの合金元素は単独でまたは複数のこれらの元素の存在時に、少なくとも１質量パーセント〜６質量パーセントの質量割合を占めるべきである。   The present invention provides an increased demand for especially creep resistance and strength of vane bearing ring materials in engines with improved power, with the addition of a high melting point alloying element having a sulfur component that provides solid lubricant properties. It is based on the general idea of being satisfied with existing austenitic iron materials. In this case, these alloy elements should occupy a mass proportion of at least 1 mass percent to 6 mass percent, alone or in the presence of a plurality of these elements.

ベーン支承リング材料の、本発明により達成可能な高められた耐クリープ性は、より高い温度時に、ベーン支承リングの高い寸法安定性を生む。合金中の硫黄成分に由来する固体潤滑剤作用により、良好な潤滑が、特にベーン支承リングとこのベーン支承リング内に支承されたタービンベーンとの間の接触面に生じる。本発明による材料使用時、タービンベーン、すなわちガイドベーンのロックは高温時に確実に回避される。   The enhanced creep resistance achievable by the present invention of the vane bearing ring material results in higher dimensional stability of the vane bearing ring at higher temperatures. Due to the solid lubricant action originating from the sulfur component in the alloy, good lubrication occurs, particularly at the contact surface between the vane bearing ring and the turbine vane supported in the vane bearing ring. When using the material according to the invention, the locking of the turbine vanes, ie guide vanes, is reliably avoided at high temperatures.

図面には、本発明によるベーン支承リング材料のための幾つかの特性グラフが示されている。個々のグラフに示した曲線は、Ａが付されていれば、請求項２に記載した材料に該当し、Ｂが付されていれば、請求項３に記載した材料に該当する。 In the drawing, several characteristic graphs for a vane bearing ring material according to the invention are shown. The curve shown in each graph corresponds to the material described in claim 2 if A is attached, and corresponds to the material described in claim 3 if B is attached.

個々のグラフの説明
図１ａ，１ｂ
これらのグラフは、段階的な負荷時の合金Ａ，Ｂのクリープ特性を示している。この試験では、２ＭＰａずつ、３５秒の保持時間が与えられており、保持時間の最後の５秒のクリープ率が測定されている。図１ａは７００℃でのクリープ特性を示しており、図１ｂは９００℃でのクリープ特性を示している。 Explanation of individual graphs FIGS. 1a and 1b
These graphs show the creep characteristics of Alloys A and B under stepwise loading. In this test, a holding time of 35 seconds is given every 2 MPa, and the creep rate of the last 5 seconds of the holding time is measured. FIG. 1 a shows the creep characteristics at 700 ° C., and FIG. 1 b shows the creep characteristics at 900 ° C.

図２
このグラフには、温度に依存した合金Ａ，Ｂの弾性率（Ｅｌａｓｔｉｚｉｔａｅｔｓｍｏｄｕｌ：Ｅ−Ｍｏｄｕｌ）ならびに剛性率（Ｓｃｈｕｂｍｏｄｕｌ：Ｇ−Ｍｏｄｕｌ）が記載されている。 FIG.
In this graph, the elastic modulus (Elastizitatsmodul: E-Modul) and the rigidity (Schubmodul: G-Modul) of the alloys A and B depending on temperature are described.

図３
このグラフは、温度に依存した合金Ａ，Ｂの熱膨張係数を示している。 FIG.
This graph shows the thermal expansion coefficients of alloys A and B depending on the temperature.

図４
このグラフには、縦軸に、温度に依存した合金Ａ，Ｂの高温硬さ（ＨＶ１０）が記載されている。 FIG.
In this graph, the vertical axis indicates the high temperature hardness (HV10) of alloys A and B depending on the temperature.

図５
縦軸には、それぞれ２時間の保管および空冷後の、温度に依存した合金Ａ，Ｂの硬さ（ＨＢ２．５／１８７．５）が示されている。 FIG.
The vertical axis shows the temperature-dependent hardness of alloys A and B (HB2.5 / 187.5) after storage for 2 hours and air cooling, respectively.

図６
この図は、合金Ａ，Ｂに関してそれぞれ室温で、ρ＝密度、λ＝熱伝導度、Ｒｐ０２＝弾性限度、Ｒｍ＝引張強さ、Ｅ＝弾性率の値が記載されている表である。 FIG.
This figure is a table in which values of ρ = density, λ = thermal conductivity, R p02 = elastic limit, R m = tensile strength, E = elastic modulus are described for alloys A and B at room temperature, respectively. .

明細書および特許請求の範囲に記載したすべての特徴は、個別的にも、互いに組み合わされた任意の形態でも本発明の本質を成すものであり得る。   All of the features described in the description and the claims may form the essence of the present invention individually or in any form combined with each other.

段階的な負荷時の合金Ａ，Ｂのクリープ特性（図１ａは７００℃でのクリープ特性、図１ｂは９００℃でのクリープ特性）を示す図である。It is a figure which shows the creep characteristic (FIG. 1a is a creep characteristic in 700 degreeC, FIG. 1b is a creep characteristic in 900 degreeC) of the alloys A and B at the time of a step load. 温度に依存した合金Ａ，Ｂの弾性率（Ｅ−Ｍｏｄｕｌ）ならびに剛性率（Ｇ−Ｍｏｄｕｌ）を示す図である。It is a figure which shows the elastic modulus (E-Modul) and rigidity (G-Modul) of alloys A and B depending on temperature. 温度に依存した合金Ａ，Ｂの熱膨張係数を示す図である。It is a figure which shows the thermal expansion coefficient of the alloys A and B depending on temperature. 温度に依存した合金Ａ，Ｂの高温硬さ（ＨＶ１０）を示す図である。It is a figure which shows the high temperature hardness (HV10) of the alloys A and B depending on temperature. それぞれ２時間の保管および空冷後の、温度に依存した合金Ａ，Ｂの硬さ（ＨＢ２．５／１８７．５）を示す図である。It is a figure which shows the hardness (HB2.5 / 187.5) of the alloys A and B depending on temperature after storage for 2 hours and air cooling, respectively. 合金Ａ，Ｂに関してそれぞれ室温で、ρ＝密度、λ＝熱伝導度、Ｒｐ０２＝弾性限度、Ｒｍ＝引張強さ、Ｅ＝弾性率の値を示す図である。Alloys A, respectively at room temperature with respect to B, [rho = density, lambda = thermal conductivity, R p02 = elastic limit, R m = tensile strength, shows a value of E = elastic modulus.

Claims (3)

自動車内燃機関の、可変のタービンジオメトリを有するターボチャージャのベーン支承リングであって、ターボチャージャが、可変のタービンジオメトリのために、ベーン支承リング内で調節可能なタービンベーンを有しており、ベーン支承リングが、その支承面での固体潤滑剤作用を達成するための硫黄成分を有するオーステナイト系の鉄マトリックス合金から成っている形式のものにおいて、
該鉄マトリックス合金が、質量％で、炭素（Ｃ）：０．４〜０．６％、クロム（Ｃｒ）：１８〜２７％、ニッケル（Ｎｉ）：１２〜２２％、硫黄（Ｓ）：０．２〜０．５％およびケイ素（Ｓｉ）：２．９〜３．２％を含有し、さらに、タングステン（Ｗ）：２．４〜２．８％および／またはニオブ（Ｎｂ）：１．４〜１．８％を含有し、残部が鉄および不純物からなることを特徴とする、内燃機関のターボチャージャのベーン支承リング。A vane bearing ring of a turbocharger having a variable turbine geometry for an automotive internal combustion engine, the turbocharger having a turbine vane adjustable in the vane bearing ring for the variable turbine geometry. In the type in which the bearing ring is made of an austenitic iron matrix alloy having a sulfur component to achieve a solid lubricant action on the bearing surface,
The iron matrix alloy is in mass%, carbon (C): 0.4-0.6%, chromium (Cr): 18-27%, nickel (Ni): 12-22%, sulfur (S): 0 2 to 0.5% and silicon (Si): 2.9 to 3.2%, and tungsten (W): 2.4 to 2.8% and / or niobium (Nb): 1. A vane bearing ring for a turbocharger of an internal combustion engine, comprising 4 to 1.8%, the balance being iron and impurities . 自動車内燃機関の、可変のタービンジオメトリを有するターボチャージャのベーン支承リングであって、ターボチャージャが、可変のタービンジオメトリのために、ベーン支承リング内で調節可能なタービンベーンを有しており、ベーン支承リングが、その支承面での固体潤滑剤作用を達成するための硫黄成分を有するオーステナイト系の鉄マトリックス合金から成っている形式のものにおいて、
該鉄マトリックス合金が、質量％で、炭素（Ｃ）：０．４〜０．６％、クロム（Ｃｒ）：１８．５〜２０．５％、ニッケル（Ｎｉ）：１２．５〜１４％、硫黄（Ｓ）：０．２５〜０．４５％およびケイ素（Ｓｉ）：２．９〜３．１５％を含有し、さらに、タングステン（Ｗ）：２．４〜２．８％および／またはニオブ（Ｎｂ）：１．４〜１．８％を含有し、残部が鉄および不純物からなることを特徴とする、内燃機関のターボチャージャのベーン支承リング。A vane bearing ring of a turbocharger having a variable turbine geometry for an automotive internal combustion engine, the turbocharger having a turbine vane adjustable in the vane bearing ring for the variable turbine geometry. In the type in which the bearing ring is made of an austenitic iron matrix alloy having a sulfur component to achieve a solid lubricant action on the bearing surface,
The iron matrix alloy is, in mass%, carbon (C): 0.4 to 0.6%, chromium (Cr): 18.5 to 20.5%, nickel (Ni): 12.5 to 14%, Sulfur (S): 0.25 to 0.45% and silicon (Si): 2.9 to 3.15%, tungsten (W): 2.4 to 2.8% and / or niobium (Nb): A vane support ring for a turbocharger of an internal combustion engine, comprising 1.4 to 1.8%, the balance being iron and impurities . 自動車内燃機関の、可変のタービンジオメトリを有するターボチャージャのベーン支承リングであって、ターボチャージャが、可変のタービンジオメトリのために、ベーン支承リング内で調節可能なタービンベーンを有しており、ベーン支承リングが、その支承面での固体潤滑剤作用を達成するための硫黄成分を有するオーステナイト系の鉄マトリックス合金から成っている形式のものにおいて、
該鉄マトリックス合金が、質量％で、炭素（Ｃ）：０．４〜０．６％、クロム（Ｃｒ）：２４．５〜２６．５％、ニッケル（Ｎｉ）：１９．５〜２１．５％、硫黄（Ｓ）：０．２５〜０．４５％およびケイ素（Ｓｉ）：２．９〜３．１５％を含有し、さらに、タングステン（Ｗ）：２．４〜２．８％および／またはニオブ（Ｎｂ）：１．４〜１．８％を含有し、残部が鉄および不純物からなることを特徴とする、内燃機関のターボチャージャのベーン支承リング。A vane bearing ring of a turbocharger having a variable turbine geometry for an automotive internal combustion engine, the turbocharger having a turbine vane adjustable in the vane bearing ring for the variable turbine geometry. In the type in which the bearing ring is made of an austenitic iron matrix alloy having a sulfur component to achieve a solid lubricant action on the bearing surface,
The iron matrix alloy is, in mass%, carbon (C): 0.4 to 0.6%, chromium (Cr): 24.5 to 26.5%, nickel (Ni): 19.5 to 21.5. %, Sulfur (S): 0.25 to 0.45% and silicon (Si): 2.9 to 3.15%, and tungsten (W): 2.4 to 2.8% and / or Or the vane bearing ring of the turbocharger of an internal combustion engine characterized by containing niobium (Nb): 1.4-1.8%, and the remainder which consists of iron and an impurity .
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