JPS62162729A - Turbocharger with variable type blade - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] "Industrial application field" The present invention is a turbocharger (supercharger).

More particularly, it relates to a turbocharger having adjustable vanes that can vary the flow of exhaust gas to the turbine section of the turbocharger to vary the output of the turbine section.

BACKGROUND OF THE INVENTION Turbochargers are well-known devices that use the energy of exhaust gas from an internal combustion engine to compress combustion air flowing into the engine's combustion chamber. Simply put,
A turbocharger has two impellers mounted on opposite ends of a common shaft, each impeller being allowed to rotate in its own free turn within the turbocharger housing. ing. One impeller functions as a fluid motor and is rotated by exhaust gas from the engine. The other impeller at the other end of the common shaft, usually called a pump or compressor impeller, draws in outside air and compresses it to a higher pressure to direct the flow of combustion air into the engine, for example. , thereby making it available for increasing the power of the engine.

Thus, in this application, the turbocharger functions as an air flow control mechanism for the engine. As a result, turbocharger design must take into account the impeller volute and impeller blade orientation to best meet engine speed requirements. . With conventional turbochargers of fixed geometry design, this adaptation is inevitably a compromise between the best possible performance at various engine speeds and torques. If the airflow is designed to be available, then at low engine operating speeds the flow will not be optimal. Also, the opposite is true.

Additionally, after a period of use, wear and dust accumulation can cause changes in the operating characteristics of the engine and/or turbocharger, resulting in a compromise between the two components. This may also change the suitability of the engine, potentially degrading the performance of the engine. This turbocharger-to-engine compatibility problem is further complicated by the fact that in high-volume production, manufacturing tolerances can result in variations from engine to engine and from turbocharger to turbocharger.

In the future, it is expected that the requirements for automobile fuel economy, exhaust gas, etc. will increase, and for this reason, it is necessary to supply turbochargers that can be adapted to engines under a wide range of operating conditions. is strongly desired.

It has long been accepted in turbocharger technology that if the forces in the turbine section can be varied by suitable control mechanisms, then the flow of air to the engine can be precisely controlled at any engine speed and torque. Ta. Additionally, such a control mechanism could also vary the flow of air to the engine during transient power changes, reducing so-called "turbo fist lag" and reducing particulate emissions. can. Still further, a turbocharger that is capable of varying the forces on its turbine parts can also compensate for changes in the engine or turbocharger itself caused by wear, dirt, or other foreign matter build-up.

Such turbochargers, which can vary the power of the turbine, are described, for example, in US patent no.
, 2.428,830 and U.S. Patent N to Leicht.
o, 3,945,762.

These turbochargers have the potential advantage of providing some control over the turbocharger's air output, but so far they have not been able to capture a significant share of the general turbocharger market; This is due, at least in part, to the inability to precisely control turbocharger output and the mechanical difficulties encountered in producing turbochargers with variable power over long-term use.

Accordingly, one object of the present invention is to provide a turbocharger with a variable power turbine section that can be precisely controlled.

Another object of the present invention is to provide a variable turbine for a turbocharger that utilizes integrally formed gas flow guide vanes.

Yet another object of the present invention is to provide a turbocharger having a variable force turbine section that utilizes an actuator ring supported by a rotatable vane shaft.

SUMMARY OF THE INVENTION In summary, in one embodiment, the present invention provides a turbine impeller and a compressor impeller rotatably mounted on a common shaft, for gas inflow to the turbine impeller. a turbine inlet housing defining an annular surface around the turbine impeller at the turbine inlet housing, at least two vanes having an airfoil portion, a shaft portion having an axis extending from the airfoil portion, and transverse to the axis of the shaft portion; an actuating arm portion projecting from the shaft, the airfoils of each vane being spaced around the turbine impeller, the airfoils being positioned between the impeller and the volute annular surface, and an actuator ring; includes a slot for each vane, each slot meshing with an actuating arm portion of the vane, such that rotation of the ring causes rotation of the vane shaft portion because the actuator ring is supported by at least some of the vane shaft portions. and a turbocharger provided with means for rotating said actuator ring.

In another embodiment, the present invention provides a turbine impeller and a compressor impeller rotatably mounted on a common shaft, for gas inflow, defining a spiral annular surface around the turbine impeller and intersecting surfaces. a turbine inlet housing having a circular mouth forming a circular mouth; a turbine outlet housing secured to the turbine inlet housing and projecting into the mouth so as to contact a portion of the exchange surface and define at least one bore; at least one having a wing-like portion
one vane, and an integral shaft portion projecting from the airfoil, the airfoil being disposed between the volute annular surface and the periphery of the turbine impeller, and the shaft portion being mounted within the bore; It also includes a turbocharger provided with means for rotating the blade shaft portion to change the orientation of the wing-like portion of the blade.

In summary, the present invention is a turbocharger having a plurality of adjustable vanes for varying the output of a turbine by varying the flow rate of gas toward the turbine impeller of the turbocharger. In a preferred embodiment, the turbocharger has a turbine impeller and a compressor impeller mounted for rotation on a common shaft. The turbocharger also defines a vortex-shaped annular surface around the turbine impeller and has a semi-circular mouth that also forms a mating surface. The outlet turbine housing is
A turbine inlet housing is secured to the turbine inlet housing and projects into the mouth of the turbine inlet housing, defining at least one bore. The turbocharger includes at least one vane having an airfoil portion, an integral shaft portion projecting from the airfoil portion, and an actuation arm portion extending from the shaft portion and having an integral bin portion. The airfoil portion is interposed between the volute annular surface and the periphery of the turbine impeller, and the shaft portion is rotatably mounted within the bore. An actuating ring having a slot that engages with the bin part is provided for rotating the vane shaft part, thereby changing the orientation of the wing part.Example J An embodiment of the invention will now be described according to the drawings. .

FIG. 1 is an elevational view of a variable force turbocharger according to the present invention, with a part of the turbocharger housing removed to show certain components in cross-section and perspective view, and the structure of various vanes Mi and vane control mechanisms. FIG.

FIG. 2 is a cross-sectional view of the turbocharger of FIG. 1 taken along line 2--2.

FIG. 3 is a detailed elevational view of the turbine inlet housing of the turbocharger of FIGS. 1 and 2;

FIG. 4 is a diagram of an adjustable vane used in the present invention.

FIG. 5 is a plan view of the adjustment ring used in the turbocharger of the present invention.

Referring now to FIGS. 1 and 2, FIG. 5 shows an exhaust gas-driven turbocharger 10 in accordance with the present invention. Turbocharger 10 has a turbine section 12 that includes a bladed turbine impeller 14 and a compressor section 16 that includes a bladed compressor impeller 18 that pass through a bearing assembly section 22 . Common shaft 120 that extends
The two impellers rotate in synchrony. Because the compressor portion 16 and bearing assembly portion 22 of the turbocharger 10 are of conventional design and construction, their constituent components will hereinafter be referred to as E.
Don't explain in detail.

The turbine section 12 has an inlet housing 24 which is configured to enclose the impeller 14 around its circumference with a volute annular surface having an exhaust gas inlet 26 .

An outlet turbine 28 forming a gas outlet 30 extends into the inlet turbine housing 24 . Outlet housing 28 is secured to inlet housing 24 with any suitable step, such as by welding 32, for example.

According to the invention, the turbine section 12 weighs 81 2 g! It includes an articulated guide vane 34. As best seen in FIG. 4, each vane 34 includes a wing portion 36, a shaft portion 38 extending laterally from the wing portion, an arm portion 40 extending transversely to the axis of the shaft portion. and a bin portion 42 whose axis extends parallel to the axis of the shaft portion. Although the wing portion 36, which preferably forms a stump-like projection 44, is shown as having a curved shape, it may have other shapes, such as a planar shape.

An important feature of the vanes 34 is that they can be of integral, unitary construction to allow precise control of the orientation of the airfoils within the gas flow generated within the turbine section 12 of the turbocharger 10. , this is based, at least in part, on the fact that the orientation of the wing portion 36 relative to the arm portion 40 can be made with precise tolerances. Additionally, such integral vanes 34 are preferably made by conventional casting methods, such as investment casting, while zero vanes 34 are more suitable for the high temperature operating conditions encountered within the turbine section 12. They can also be made by other conventional methods such as micropowder metallurgy.

The blade 34 is made of a high temperature material such as metal or ceramic.

Vanes 34 are mounted such that the vanes are spaced around the circumference of turbine impeller 14 . The number of blades 134 contained within the turbocharger 10 can vary over a wide range, but typically seven to fifteen blades will provide satisfactory performance. As best seen in FIG. 2, each vane 34 is mounted within the turbine section 12 such that the airfoil section 36 is between the volute annular surface and the turbine impeller 14. The shaft portion 38 of each vane 34 is connected to the inlet housing 24 and the outlet housing 2.
It extends through a bore 46 formed between the interfacing surfaces of 8. Arm portion 40 and pin portion 42 define a closed annular space 47 defined by flange portions 48 and 49 of inlet housing 24 and outlet housing 28, respectively.
It is contained within. The answer boring 4 is such that the shaft portion 38 of the vane 34 can freely rotate therein and the wing-like portion 36
It is made large enough so that its orientation can be adjusted.

The bore 46 for the vane shaft portion 38 is preferably a U-shaped channel formed in the internal interface of the circular mouth for the turbine inlet housing 24, as shown in FIG. In this way, the mating surfaces of the turbine outlet housing 28 are cylindrical and the entire shaft portion 38 is contained within the U-shaped channel. Corresponding semicircular channels may also be provided so that a circular bore 46 is formed between these channels when the two housings are assembled;
While advantageous, this construction may add some complexity to the manufacture of the turbine outlet housing 28, as it results in a zero circular bore 46, which is not necessarily desirable. It is also possible to form a U-shaped channel in the outlet housing 28, as opposed to the inlet housing 24. Since the closed annular space 47 prevents the loss of exhaust gases through the bore 1, it is usually not necessary to create a snug bore 46 around the vane shaft portion 38.

Now, with particular reference to FIG. 5, in a preferred embodiment, the control of the vanes 34 includes the pin portion
This is done by a planar actuator ring 50 having a plurality of non-radial slots 52, 2 and 1 slots each.

As best shown in FIG. 1, the actuator ring 50 is located at a
Typically, not all shaft sections 38 need to support the actuator ring 50; in many turbochargers, three or four vane shaft sections are supported. It is sufficient. The unsupported vane shaft portion 38 therefore no longer needs to be provided with a stump-like projection 44.

As the vane shaft portion 38 is rotated by the actuator ring 50, the vane shaft portion provides rotational support for the ring, thereby significantly reducing the energy required to rotate the ring. This support, which is further provided by the one-blade shaft section 38, is the actuator m relative to the axis of the turbine impeller 14.
- Helps maintain the concentricity of the ring 50.

As previously mentioned, the slots 52 in the actuator ring 50 engage the pin portions 42 on the arm portions 40 of the vanes 34. Thus, as actuator ring 50 rotates, vane shaft portion 38 also rotates, thereby causing the orientation of airfoil portion 36 to change relative to turbine impeller 14 . wing-shaped portion 36
As the orientation changes, the angle of flow into the throat of the turbocharger and into the turbine impeller 14 also changes. As a result, the power of the turbine section 12 changes so that the output of the compressor impeller can be controlled.

A suitable means for rotating the actuator ring 50 comprises a shaft 56 having a cam part 58 on an arm 60 which engages a diametrical slot 54 in the actuator ring. .

Rotation of the shaft 56 is controlled by a pneumatic actuator, an electrically powered actuator, etc. in response to engine and turbocharger operating conditions, including one or more of engine rotational speed and torque demand, exhaust gas and changing air temperatures, and turbocharge pressure. This is realized by using any number of control mechanisms (not shown) such as motors.

The use of a shaft 56 with an eccentric cam component 58 is the preferred means for controlling the rotation of actuator ring 50. This is because when this part rotates 90'', the change in the angle of one blade becomes zero, so by controlling the eccentricity, the range of the turbine force that can change can be controlled.Furthermore, the control mechanism Stability and control are increased because the vane angle is desensitized at the rear end of travel, where its effect is greatest.Also.

By changing the angular position of the throat 54 with respect to the position of the blade 34, it can be adapted to the engine to which it is applied.

It becomes possible to shift the active range up and down in which the force of the turbine section can change.

Other suitable means for rotating the actuator ring 50, not shown, include a link
Another option is to connect the pin to the ring through a pivot joint so that the link pin extends C-tangent through the inlet housing 24 to the actuator ring.

What is considered to be a desirable embodiment of the present invention has been described above with illustrations, but those skilled in the art will appreciate the following:
It will be apparent that various changes and modifications may be made without departing from the invention as defined in the appended claims.

[Brief explanation of drawings]

FIG. 1 is an elevational view of a variable catarpocharger according to the present invention, with a portion of the turbocharger housing removed to show certain components in cross-section and perspective, and the structure of various vanes and vane control mechanisms. FIG. FIG. 2 is a cross-sectional view of the turbocharger of FIG. 1 taken along line 2--2. FIG. 3 is an elevational view showing details of the turbine engine of the turbocharger of FIGS. 1 and 2. FIG. FIG. 4 is a diagram of an adjustable vane used in the present invention. FIG. 5 is a plan view of the adjustment ring used in the turbocharger of the present invention. In the figure, 10...turbocharger, 12...turbine part, impeller, 16...compressor part, 18...
・Compressor impeller, 20...Common shaft, 2
4... Inlet housing, 28... Outlet housing,
50...actuator fist ring

Claims (1)

[Scope of Claims] 1. A turbocharger having a variable force turbine section, including a turbine impeller and a compressor impeller rotatably mounted on a common shaft, a turbine impeller for gas inflow to the turbine impeller; a turbine inlet housing defining a circumferential annular surface, at least two vanes having an airfoil, a shaft portion having an axis extending from the airfoil, and projecting from the shaft transversely to the axis of the shaft portion; an actuating arm portion, the airfoil portion of each blade being spaced around the turbine impeller, the airfoil portion being located between the impeller and the vortex annular surface;
The actuator ring includes a slot for each vane, each slot meshing with an actuating arm portion of the vane so that when the ring rotates, the actuator ring is supported by at least some of the vane shaft portions so that the vane shaft A turbocharger in which a portion rotates and means are provided for rotating said actuator ring. 2. A turbocharger according to claim 1, comprising at least three vanes that rotatably support an actuator ring. 3. A turbocharger according to claim 1, wherein said slot in the actuator ring is non-radial. 4. A turbocharger according to claim 1, wherein the actuator ring further comprises one diametrical slot, and the means for rotating the actuator ring are provided on the arm engaging with said diametrical slot. Turbocharger with rotating shaft with cam parts. 5. A turbocharger according to claim 1, having at least two blades, each of which is spaced apart around the turbine impeller between the volute annular surface and the impeller. A turbocharger with a shaft portion that meshes with a slot in an actuator ring, with only some of the vanes rotatably supporting the ring. 6. A turbocharger according to claim 1, further comprising a turbine outlet housing that mates with the inlet turbine housing to form a bore for rotatably supporting a shaft portion of the blade. 7. A turbocharger according to claim 6, in which the bore is formed by a U-shaped channel in the turbine inlet housing cooperating with a mating part of the turbine outlet housing. 8. A turbocharger according to claim 6, wherein the bores are formed by adjacent semicircular channels in both the inlet turbine housing and the outlet turbine housing. 9. A turbocharger according to claim 6, in which all parts of the blades are integral. 10. In a turbocharger with a variable force turbine section, a turbine impeller and a compressor impeller mounted for rotation on a common shaft, intersecting with a defined spiral annular surface around the turbine impeller for gas inlet; a turbine inlet housing having a generally circular mouth forming a surface; a turbine outlet housing secured to the turbine inlet housing and projecting into the mouth so as to contact a portion of the exchange surface and define at least one bore; , at least one vane having an airfoil portion, and an integral shaft portion projecting from the airfoil portion, the airfoil portion being disposed between the vortex annular surface and the periphery of the turbine impeller; installed in a boring,
The turbocharger is further provided with means for rotating the blade shaft portion to change the direction of the wing-like portion of the blade. 11. A turbocharger according to claim 10, having an integral actuating arm portion in which the vanes are transverse to the axis of the shaft portion. 12. A turbocharger according to claim 11, wherein the arm portion has an integral pin portion extending on an axis parallel to the axis of the shaft portion, and the means for rotating the vane shaft portion are arranged on the blades. A turbocharger with an actuator ring that has a slot that engages a pin section. 13. A turbocharger according to claim 12, in which the slots do not face in the diametrical direction. 14. A turbocharger according to claim 12, wherein the means for rotating the vane shaft portion comprises a rotatable shaft having a cam portion on the arm that engages with a diametrical slot in the actuator ring. . 15. A turbocharger according to claim 12, having a plurality of vanes rotatably supported in a bore formed in the mating surface of the turbine inlet housing, at least some of the vanes being in contact with the ring and vanes. A turbocharger rotatably supports the actuator ring by meshing the shaft parts. 16. A turbocharger according to claim 10, wherein the bore is formed by a U-shaped channel in the mating face of the turbine inlet housing. 17. A turbocharger according to claim 10, wherein the bore is formed by corresponding semicircular channels in the inlet turbine housing and the outlet turbine housing. 18. A turbocharger according to claim 16, comprising a plurality of vanes rotatably supported in a bore formed in a mating surface of a turbine outlet housing, at least some of the vanes being A turbocharger has an actuator ring that is rotatably supported by engagement with the shaft. 19. In the turbocharger according to claim 18, the means for rotating the blade shaft comprises:
A turbocharger that includes a rotary shaft having a cam component on the arm that engages a diametrical slot in an actuator ring.