JPS61155623A - Compressor - Google Patents
CompressorInfo
- Publication number
- JPS61155623A JPS61155623A JP59274779A JP27477984A JPS61155623A JP S61155623 A JPS61155623 A JP S61155623A JP 59274779 A JP59274779 A JP 59274779A JP 27477984 A JP27477984 A JP 27477984A JP S61155623 A JPS61155623 A JP S61155623A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- compressor
- shroud
- impeller
- throttle valve
- 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.)
- Pending
Links
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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/16—Control of the pumps by bypassing charging air
-
- 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
- F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
- F02B37/225—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits air passages
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
- Control Of Positive-Displacement Air Blowers (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
Abstract
Description
【発明の詳細な説明】
〔技術分野〕
本発明は圧縮機に関し、特に排気タービン過給機のシュ
ラウド部におけるインペラとハウジングとの間のクリア
ランスを機関の運転状態に応じて変化させるようにした
遠心型圧ｖａ機に関する。[Detailed Description of the Invention] [Technical Field] The present invention relates to a compressor, and in particular to a centrifugal compressor in which the clearance between an impeller and a housing in the shroud portion of an exhaust turbine supercharger is changed according to the operating state of the engine. Regarding mold pressure VA machine.
従来の排気タービン過給機の圧縮機構造としては例えば
Ｍ４ｚ図に示すようなものがある。ここで、１は図示し
ない排気タービンロータと同軸に設けられた圧ｌｉｉ機
イフィンペラり、その回転軸２にナツト３等で締結され
ている。４はベアリングハウジング、５は圧縮機ハウジ
ングであり、圧縮機ハウジング５には空気導入部６．シ
ュラウド部７、ディフューザ部８およびスクロール部９
等が形成されており、シュラウド部７において、インペ
ラ１の翼端との間にわずかな隙間が保たれるようになし
て、ベアリングハウジング４にリテーナＩＯ等を介しポ
ルト１１によって固定される。また、一方のベアリング
ハウジング４には図示しないうシアル軸受やスラスト軸
受などが配設されている。An example of a compressor structure of a conventional exhaust turbine supercharger is shown in diagram M4z. Here, reference numeral 1 denotes a compressor impeller provided coaxially with an exhaust turbine rotor (not shown), and is fastened to its rotating shaft 2 with a nut 3 or the like. 4 is a bearing housing, 5 is a compressor housing, and the compressor housing 5 has an air introduction part 6. Shroud section 7, diffuser section 8 and scroll section 9
The shroud part 7 is fixed to the bearing housing 4 by a port 11 via a retainer IO or the like, with a slight gap being maintained between the shroud part 7 and the blade tip of the impeller 1. Further, one of the bearing housings 4 is provided with a radial bearing, a thrust bearing, etc., which are not shown.
しかしながら、このような従来の圧縮機にあっては、イ
ンペラ１とシュラウド部７におけるノ＼ウジング５の壁
面との間の隙間が予め一定に保たれるようにしてハウジ
ング５とハウジング４とが固定されているので、例えば
このような排気タービン過信機付きの内燃機関を搭載し
た車輌が急に減速しようとして、吸気量を減らすのに圧
縮機下流に設けた絞り弁を全閉にすると、高速回転中の
圧縮機の方は慣性によって急速には低回転にならず、遊
びがないために圧縮が継続されて、逃げ場のない空気が
圧縮機に衝撃を与え、いわゆるサージング現象が発生す
る。However, in such a conventional compressor, the housings 5 and 4 are fixed in such a way that the gap between the impeller 1 and the wall surface of the nozzle 5 in the shroud part 7 is kept constant in advance. For example, if a vehicle equipped with an internal combustion engine with such an exhaust turbine overconfidence tries to suddenly decelerate and the throttle valve installed downstream of the compressor is fully closed to reduce the amount of intake air, the high-speed rotation will occur. Due to inertia, the internal compressor does not quickly reduce its rotation to a low speed, and because there is no play, compression continues, and the air with no escape impacts the compressor, causing a so-called surging phenomenon.
本発明の目的は、上述したような問題点に鑑みて、その
解決を図るために、絞り弁が閉成されるような運転状態
となると、シュラウド部における隙間を拡大させること
により空気の圧縮効率を低下させ、以て１機関に供給さ
れる過給圧を抑制することのできる内燃機関の吸気量き
を提供することにある。In view of the above-mentioned problems, an object of the present invention is to improve the air compression efficiency by expanding the gap in the shroud when the throttle valve is closed. It is an object of the present invention to provide an intake air amount for an internal combustion engine that can reduce the amount of intake air and thereby suppress the supercharging pressure supplied to one engine.
かかる目的を達成するために、本発明では、回転軸方向
に移動可能としたシュラウド部材を圧縮機ハウジングの
一部に保持させると共に、シュラウド部材を駆動するア
クチュエータを設け、スロットル弁の閉成状態に応じて
シュラウド部材を移動させ、インペラとの間の隙間を増
大させることにより実質的に圧縮作用を停止しサージン
グ現象を回避させる。In order to achieve such an object, in the present invention, a shroud member that is movable in the direction of the rotation axis is held in a part of the compressor housing, and an actuator that drives the shroud member is provided to bring the throttle valve into the closed state. The shroud member is accordingly moved to increase the gap between the shroud member and the impeller, thereby substantially stopping the compressive action and avoiding the surging phenomenon.
以下に１図面に基づいて本発明の実施例′を詳細に説明
する。Embodiments of the present invention will be described in detail below based on one drawing.
第１図は、本発明の一実施例を示す、ここで。FIG. 1 shows one embodiment of the invention, herein.
１５は圧縮機ハウジング５の側に設けたシュラウド部材
、１８はシュラウド部材１５をハウジング５に保持させ
ると共に、自体でディフューザ部８の壁面が形成される
ようにしたディフューザ部材であり、ディフューザ１６
を圧縮機ハウジング５に皿ポルト１７によって固定する
ことによりシュラウド部材１５を図に示す状態からロー
タ軸２の方向に沿って左方に移動自在とする。15 is a shroud member provided on the side of the compressor housing 5; 18 is a diffuser member that holds the shroud member 15 on the housing 5 and forms the wall surface of the diffuser section 8 by itself;
By fixing the shroud member 15 to the compressor housing 5 with a countersunk port 17, the shroud member 15 can be freely moved leftward along the direction of the rotor shaft 2 from the state shown in the figure.
１８は圧縮機ハウジング５とシュラウド部材１５との間
に周設した圧力室であり、この圧力室１８に保持ばね１
９を介装することにより、このばね１８のばね力でシュ
ラウド部材１５をディフューザ部材に当接させた状態に
保持する。また、圧力室１８を気密に保ち、しかもシュ
ラウド部材１５を摺動自在とするために、圧縮機ハウジ
ング５とシュラウド部材１５との摺接面には０−リング
２ＯＡおよび２０Ｂが設けられている。かくして気密に
保たれた圧力室１８に図示しないスロットル弁の下流側
から吸気圧を導くように、圧力導入口２１が取付けられ
ている。18 is a pressure chamber provided between the compressor housing 5 and the shroud member 15;
9, the spring force of the spring 18 holds the shroud member 15 in contact with the diffuser member. Further, in order to keep the pressure chamber 18 airtight and to make the shroud member 15 slidable, O-rings 2OA and 20B are provided on the sliding surfaces of the compressor housing 5 and the shroud member 15. A pressure introduction port 21 is attached to the pressure chamber 18 kept airtight in this manner so as to introduce intake pressure from the downstream side of a throttle valve (not shown).
このように構成した圧縮機においては、機関が定常の運
転状態に保たれている限り、圧力室１８に供給される吸
気圧と圧縮機出口圧との間に大きい差圧が発生せず、し
たがって保持ばね１８のばね力によりシュラウド部材１
５はディフューザ部材に偏倚された状態に保持され、シ
ュラウド部材１５とインペラ１の翼端との間の隙間は規
定された最小限の状態に保たれる。In the compressor configured in this way, as long as the engine is maintained in a steady operating state, a large pressure difference will not occur between the intake pressure supplied to the pressure chamber 18 and the compressor outlet pressure. Shroud member 1 due to the spring force of retaining spring 18
5 is held biased by the diffuser member, and the gap between the shroud member 15 and the blade tip of the impeller 1 is maintained at a defined minimum.
また、車輌の減速時にあって特にスロットル弁が閉成状
態に保たれると、吸気圧、すなわち圧力室１８に供給さ
れる圧力が例えば−８００ｍｄｇ程度の負圧になるため
圧縮機側の圧力との間の圧力差が大きくなり、シュラウ
ド部材１５はばね１９のばね力に抗して左方に移動させ
られ、インペラ１との間の隙間が拡大される。Furthermore, especially when the throttle valve is kept closed when the vehicle is decelerating, the intake pressure, that is, the pressure supplied to the pressure chamber 18, becomes a negative pressure of, for example, about -800 mdg, so the pressure on the compressor side As the pressure difference between the shroud member 15 and the impeller 1 increases, the shroud member 15 is moved to the left against the spring force of the spring 19, and the gap between the shroud member 15 and the impeller 1 is enlarged.
かくして実質的に圧縮効率を低下させることにより、圧
縮機インペラ１は遊びに近い空転状態となり、機関に過
給圧が供給されなくなるので、サージング現象を誘発さ
せるようなことがない。By substantially lowering the compression efficiency in this way, the compressor impeller 1 enters an idle state close to play, and supercharging pressure is no longer supplied to the engine, so that no surging phenomenon is induced.
なお、このように隙間を増大させることによって、圧縮
機下流側の過給圧を元に逃すバイパス的な効果をも期待
することができる。In addition, by increasing the gap in this way, it is also possible to expect a bypass-like effect in which the supercharging pressure on the downstream side of the compressor is released.
以上説明してきたように、本発明によれば、回転軸方向
に移動可能“なシュラウド構成部材を圧縮機ハウジング
の一部に保持させると共に、シュラウド部材と圧縮機ハ
ウジングとの間に空気通路に対して気密の保たれる圧力
室を設け、この圧力室にスロットル弁より下流の吸気圧
を導くようになして、この吸気圧と圧縮機出口圧との関
連によりシュラウド部材を移動させてシュラウド部材と
圧縮機インペラとの間の隙間を可変にしたので、スロッ
トル弁の閉成時に、インペラが圧縮し続けることによっ
て圧Ｍ機自体に衝撃を与えるサージ現象の発生を抑制す
ることができる。As described above, according to the present invention, a shroud component movable in the direction of the rotation axis is held in a part of the compressor housing, and an air passage is provided between the shroud member and the compressor housing. A pressure chamber that is kept airtight is provided, and the intake pressure downstream of the throttle valve is introduced into this pressure chamber, and the shroud member is moved by the relationship between the intake pressure and the compressor outlet pressure. Since the gap between the compressor and the impeller is made variable, it is possible to suppress the occurrence of a surge phenomenon that causes an impact on the compressor itself due to the impeller continuing to compress when the throttle valve is closed.
第１図は本発明圧縮機の構成の一例を示す断面図、
第２図は従来の圧縮機の構成の一例を示す断面図である
。
１・・・圧縮機インペラ、
２・・・回転軸、
３・・・ナツト、
４・・・ベアリングハウジング、
５・・・圧縮機ハウジング、
６・・・空気導入部、
７・・・シュラウド部、
８・・・ディフューザ部、
９・・・スクロール部、
１０・・・リテーナ、
１１・・・ボルト、
１５・・・シュラウド部材、
１６・・・ディフューザ部、
１７・・・皿ボルト、
１８・・・圧力室、
１９・・・ばね、
２０Ａ、２０Ｂ・・・Ｏ−リング、
２１・・・圧力導入口。FIG. 1 is a sectional view showing an example of the configuration of a compressor according to the present invention, and FIG. 2 is a sectional view showing an example of the configuration of a conventional compressor. DESCRIPTION OF SYMBOLS 1... Compressor impeller, 2... Rotating shaft, 3... Nut, 4... Bearing housing, 5... Compressor housing, 6... Air introduction part, 7... Shroud part , 8... Diffuser part, 9... Scroll part, 10... Retainer, 11... Bolt, 15... Shroud member, 16... Diffuser part, 17... Countersunk bolt, 18. ...Pressure chamber, 19...Spring, 20A, 20B...O-ring, 21...Pressure introduction port.
Claims (1)
縮空気の機関への供給を調整可能な圧縮機において、該
圧縮機のハウジングに保持され前記排気タービン過給機
の回転軸方向に移動可能なシュラウド構成部材と、該シ
ュラウド構成部材を駆動するアクチュエータとを有し、
前記シュラウド構成部材を前記スロットル弁が閉成され
たときに移動させて前記シュラウド構成部材と前記圧縮
機のインペラとの間の間隔を増大させるようにしたこと
を特徴とする圧縮機。A compressor that is disposed in an exhaust turbine supercharger and whose supply of compressed air to the engine can be adjusted by a throttle valve, wherein the compressor is held in a housing of the compressor and is movable in the direction of the rotation axis of the exhaust turbine supercharger. It has a shroud component and an actuator that drives the shroud component,
A compressor, wherein the shroud component is moved when the throttle valve is closed to increase the spacing between the shroud component and an impeller of the compressor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59274779A JPS61155623A (en) | 1984-12-28 | 1984-12-28 | Compressor |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59274779A JPS61155623A (en) | 1984-12-28 | 1984-12-28 | Compressor |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61155623A true JPS61155623A (en) | 1986-07-15 |
Family
ID=17546441
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59274779A Pending JPS61155623A (en) | 1984-12-28 | 1984-12-28 | Compressor |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61155623A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2012066979A1 (en) * | 2010-11-16 | 2012-05-24 | 株式会社Ihi | Low-pressure loop egr device |
| WO2018050347A1 (en) * | 2016-09-14 | 2018-03-22 | Continental Automotive Gmbh | Turbocharger for an internal combustion engine |
-
1984
- 1984-12-28 JP JP59274779A patent/JPS61155623A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2012066979A1 (en) * | 2010-11-16 | 2012-05-24 | 株式会社Ihi | Low-pressure loop egr device |
| JP2012107551A (en) * | 2010-11-16 | 2012-06-07 | Ihi Corp | Low-pressure-loop egr device |
| WO2018050347A1 (en) * | 2016-09-14 | 2018-03-22 | Continental Automotive Gmbh | Turbocharger for an internal combustion engine |
| CN109790758A (en) * | 2016-09-14 | 2019-05-21 | 世倍特集团有限责任公司 | Turbocharger for internal combustion engine |
| US20190264603A1 (en) * | 2016-09-14 | 2019-08-29 | Cpt Group Gmbh | Turbocharger For An Internal Combustion Engine |
| US10883418B2 (en) | 2016-09-14 | 2021-01-05 | Cpt Group Gmbh | Turbocharger for an internal combustion engine |
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