KR20020053132A - Turbo charger compressor housing structure - Google Patents

Turbo charger compressor housing structure Download PDF

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Publication number
KR20020053132A
KR20020053132A KR1020000082440A KR20000082440A KR20020053132A KR 20020053132 A KR20020053132 A KR 20020053132A KR 1020000082440 A KR1020000082440 A KR 1020000082440A KR 20000082440 A KR20000082440 A KR 20000082440A KR 20020053132 A KR20020053132 A KR 20020053132A
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KR
South Korea
Prior art keywords
compressor housing
shroud
turbocharger
taper
compressed air
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KR1020000082440A
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Korean (ko)
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홍현준
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이계안
현대자동차주식회사
류정열
기아자동차주식회사
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Priority to KR1020000082440A priority Critical patent/KR20020053132A/en
Publication of KR20020053132A publication Critical patent/KR20020053132A/en

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    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • 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
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

PURPOSE: An assembly structure for preventing leakage of compressed air of turbo charger compressor housing is provided to prevent air leakage appearing at a joined surface which is fitted by hot pressing. CONSTITUTION: An assembly structure for preventing leakage of compressed air of turbo charger compressor housing is manufactured by assembling a compressor housing main body(2) and a shroud(5) which are manufactured in a die casting by hot press fit. The outer circumference(8) of the shroud is formed of a taper(9) having a longer diameter in the rear part compared with an end part where insertion is occurred. Thereby, air leakage appearing at a joined surface is prevented.

Description

터보차저 컴프레셔 하우징의 압축 공기 누설 방지를 위한 조립 구조{Turbo charger compressor housing structure}Assembly structure for preventing compressed air leakage of turbocharger compressor housing {Turbo charger compressor housing structure}

본 발명은 터보차저 컴프레셔 하우징의 압축 공기 누설 방지를 위한 조립 구조 개선에 관한 것이다.The present invention relates to an improved assembly structure for preventing compressed air leakage of a turbocharger compressor housing.

대기압보다 높은 압력으로 엔진에 공기를 송압하여 과급하면 배기량이 같은 엔진에서도 다량으로 공기를 충전할 수 있으며, 이에따라 연료의 분사량을 증가시키면 엔진의 출력을 향상시킬 수 있다.When the air is charged to the engine at a pressure higher than atmospheric pressure, the engine can be charged with a large amount of exhaust even in the same engine, and accordingly, the fuel output can be improved by increasing the injection amount of fuel.

터보차저는 일종의 송풍기로서 배기가스의 유동에너지를 이용하여 터빈을 회전시키고 이것과 동시에 회전하는 블로어에 의해 공기를 흡입 압축하여 실린더에 보내게 되어 있다.A turbocharger is a type of blower that rotates a turbine by using flow energy of exhaust gas, and simultaneously sucks and compresses air to a cylinder by a rotating blower.

그리고 터빈과 블로어는 회전자로서 1개의 축의 양단에 장치되고, 그들은 각기 터빈케이스와 컴프레셔 하우징 안에 들어가 회전 작동되도록 구성되어 있다.Turbines and blowers are installed on both ends of one shaft as rotors, and they are each configured to rotate into the turbine case and the compressor housing.

그런데 컴프레셔 하우징은 흡입 공기가 들어오는 입구부와 컴프레셔 휠(블로어)에 의해 압축된 공기를 인터쿨러로 안내하는 스크월부의 2 파트로 구성되기 때문에 컴프레셔 하우징은 그 구조상 다이캐스팅에 의해 단일 몸체로 제작할 경우 금형이 빠질 수 없어 다이캐스팅에 비해 생산성이 떨어지는 중력 주조 공법으로 제작되고 있다.However, since the compressor housing is composed of two parts of the inlet part through which the intake air enters and the scrubber part that guides the compressed air by the compressor wheel (blower) to the intercooler, the compressor housing is structurally die-casted to produce a single body. It is produced by a gravity casting method that cannot be missed and is less productive than die casting.

이때문에 최근에는 도 3에 도시하는 것과 같이 컴프레셔 하우징(1)을 본체(2)와 슈라우드(3)의 2 파트로 분리하여 생산성이 좋은 알루미늄 다이캐스팅 공법에 의해 본체(2)와 슈라우드(3)를 각기 분리 제작한 후 슈라우드(3)를 본체(2)에 열간 압입하여 조립하는 제작방법에 의하면 컴프레셔 하우징 본체(2)와 슈라우드(3)의 열간 압입시 접합면(4)이 가공되지 아니한 알루미늄 소재 상태로 되어 있어 경우에 따라서는 압입부의 접합면(4)을 따라 압축공기의 누설이 발생하여 터보차저의 공기 누설에 의한 엔진 크랭크케이스내의 압력 상승에 따라 블로바이가스량이 많아지는 현상이 발생하는 문제점이 지적되고 있다.For this reason, in recent years, as shown in FIG. 3, the compressor housing 1 is divided into two parts of the main body 2 and the shroud 3, and the main body 2 and the shroud 3 are produced by a highly productive aluminum die casting method. According to the manufacturing method of separately pressing the shroud 3 into the main body 2 and then assembling the aluminum, the joint surface 4 of the compressor housing main body 2 and the shroud 3 is not processed. In some cases, the compressed air leaks along the joint surface 4 of the press-fit part, and the blowby gas amount increases due to the pressure increase in the engine crankcase due to the air leakage of the turbocharger. The problem is pointed out.

이에 본 발명은 상기한 점을 감안하여 제안한 것으로서 그의 목적으로 하는 것은 터보차저를 본체와 슈라우드로 다이캐스팅 제작에 의해 분리 성형후 조립시, 열간압입된 접합면을 통하여 일어나는 공기 누설을 방지할 수 있는 터보차저 컴프레셔 하우징의 누설 방지를 위한 조립 구조를 제공하는데 있다.Accordingly, the present invention has been proposed in view of the above-mentioned point, and its object is to provide a turbocharger which can prevent air leakage occurring through the hot press-fitted joint surface during assembling after forming and molding the turbocharger into the main body and the shroud by die casting. An assembly structure for preventing leakage of a charger compressor housing is provided.

상기한 목적을 달성하기 위하여 본 발명은 컴프레셔 하우징 본체와 슈라우드를 다이캐스팅에 의해 분리 제작한 후 열간압입하여 조립하는 터보차저의 컴프레셔 하우징에 있어서,In order to achieve the above object, the present invention provides a compressor housing of a turbocharger in which the compressor housing main body and the shroud are separately manufactured by die casting and then hot-pressed.

상기 하우징 본체에 압입되는 슈라우드의 외경부를 삽입이 일어나는 단부로부터 후방으로 갈수록 직경이 점차 증가하는 테이퍼로 형성한 것을 특징으로 한다.The outer diameter portion of the shroud press-fitted into the housing main body is characterized by being formed as a taper gradually increasing in diameter toward the rear from the end where the insertion takes place.

그리고 본 발명의 청구항 2 기재에 의하면 상기 테이퍼는 삽입이 일어나는 단부로부터 8~12㎜ 후방 위치에서 시작하여 3/100의 테이퍼각을 가지는 것을 특징으로 한다.And according to claim 2 of the present invention, the taper is characterized in that it has a taper angle of 3/100 starting from the position of 8 to 12 mm rearward from the end where the insertion takes place.

도 1은 본 발명에 의한 터보차저 컴프레셔 하우징의 슈라우드의 형상을 나타내는 단면도이다.1 is a cross-sectional view showing the shape of the shroud of the turbocharger compressor housing according to the present invention.

도 2는 종래 터보차저와 본 발명의 터보차저의 전 운전 영역에서의 블로바이 가스량을 나타내는 비교 그래프이다.2 is a comparison graph showing the blow-by gas amount in all the operating regions of the conventional turbocharger and the turbocharger of the present invention.

도 3은 종래의 터보차저 컴프레셔 하우징의 조립 구조를 나타내는 도면이다.3 is a view showing an assembly structure of a conventional turbocharger compressor housing.

※ 도면의 주요 부분에 대한 부호의 설명※ Explanation of codes for main parts of drawing

1 : 터보차저 컴프레서 하우징 2 : 하우징 본체1 turbocharger compressor housing 2 housing body

4 : 접합면 5 : 슈라우드4: joining surface 5: shroud

6 : 내경부 7 : 삽입부6: internal diameter part 7: insertion part

8 : 외경부 9 : 테이퍼8: outer diameter part 9: taper

본 발명의 구성과 작용을 첨부한 도면을 참조하여 설명한다.The configuration and operation of the present invention will be described with reference to the accompanying drawings.

도 1은 본 발명에 의한 터보차저 컴프레셔 하우징의 슈라우드의 구조를 나타내는 도면으로서, 컴프레셔 하우징의 전체 조립 구조 및 동일 구성의 부품은 종래도면을 참조하는 것으로 대신하였다.1 is a view showing the structure of the shroud of the turbocharger compressor housing according to the present invention, the entire assembly structure and components of the same configuration of the compressor housing is replaced by referring to the conventional drawings.

컴프레셔 하우징(1)의 슈라우드(5)는 하우징 본체(2)의 내경부(6)에 열간압입되도록 삽입되는 삽입부(7)가 형성되어 있으며, 그 삽입부(7)의 외경부(8)는 하우징본체(2)의 내경부(6)의 직경보다는 약간 크게 설정된다.The shroud 5 of the compressor housing 1 has an insertion portion 7 which is inserted into the inner diameter portion 6 of the housing body 2 so as to be hot pressed, and the outer diameter portion 8 of the insertion portion 7 is formed. Is set slightly larger than the diameter of the inner diameter portion 6 of the housing body (2).

즉 컴프레셔 하우징 본체(2)의 내경(6)은 기준 직경 보다 0.03~0.05㎜ 정도 작게 설정되며, 이에 반하여 슈라우드(5)의 외경부(8)의 직경은 기준 직경보다 0.03~0.06㎜ 정도 크게 설정되어 있어 열간 상태에서 억지 끼워 맞춤이 일어나게 된다.That is, the inner diameter 6 of the compressor housing main body 2 is set to be 0.03 to 0.05 mm smaller than the reference diameter, while the diameter of the outer diameter part 8 of the shroud 5 is set to be 0.03 to 0.06 mm larger than the reference diameter. This prevents the fitting from happening in the hot state.

본 발명에 의한 슈라우드(5) 삽입부(7)의 외경은 전체가 동일한 것이 아니라, 삽입이 일어나는 단부로부터 후방으로 8~12㎜, 바람직하기는 10㎜ 정도 떨어진 위치(C)에서 시작하여 후방측을 향해 압입이 완료되는 끝부분을 향해 점차 직경이 증가하는 테이퍼(9)로 형성되어 있다.The outer diameter of the shroud 5 insertion portion 7 according to the present invention is not the same in its entirety, but starts at a position C 8 to 12 mm, preferably about 10 mm, rearward from the end at which the insertion takes place. It is formed as a taper 9 of which the diameter gradually increases toward the end where the press-in is completed.

이 테이퍼(9)는 3/100㎜ 정도의 기울기로서, 슈라우드(5)의 삽입부(7)를 하우징 본체(2)의 내경부(6)에 열간 압입할 때 테이퍼(9)에 도달하는 순간부터는 쇄기 작용에 의해 밀착성이 크게 증가되어지게 된다.The taper 9 has an inclination of about 3/100 mm. The moment when the taper 9 is reached when the insert portion 7 of the shroud 5 is hot-pressed in the inner diameter portion 6 of the housing body 2 is inclined. From this, the adhesion is greatly increased by the wedge action.

이와같이 조립되는 두 부품(2)(5)의 공기 누설을 방지하기 위한 압입공차(50㎛~110㎛)와 테이퍼(9)에 의하여 그 접합 틈새의 밀봉력이 크게 향상되며, 터보차저의 스크월부(압축공기를 인터쿨러로 안내하는 부위) 원형 단면은 원주를 따라 반경 R이 변하므로 슈라우드의 높이가 최대 19.8~최소 13㎜로 단계적으로 변하도록 되어 있는 것은 종래와 동일하다.The sealing force of the joining gap is greatly improved by the indentation tolerance (50 μm to 110 μm) and the taper 9 for preventing air leakage of the two parts (2) and 5 assembled in this way, and the screw portion of the turbocharger (Part where the compressed air is guided to the intercooler) Since the circular cross section changes the radius R along the circumference, the height of the shroud is changed stepwise from maximum of 19.8 to minimum of 13 mm.

한편, 테이퍼(9)를 슈라우드(5)의 삽입부(7) 끝단에서 시작하지 아니하고 후방의 떨어진 위치에서 시작되도록 한 이유는 압입 공정시 직각도나 동축도 등의 유지면에서 동일 직경의 원통이 유리하기 때문으로서 삽입이 일어나는 선단부는 같은 직경으로 형성하고 그의 후단부는 직경이 증가하는 테이퍼로 형성하게 된 것이다.On the other hand, the reason why the taper 9 is not started at the end of the insertion portion 7 of the shroud 5 but started at a rearward position is that a cylinder of the same diameter is advantageous in the holding surface such as the squareness or the coaxiality during the press-fitting process. For this reason, the leading end where the insertion takes place is formed with the same diameter, and the rear end thereof is formed with a taper with increasing diameter.

도 2는 종래의 터보차저(T1)와 본 발명에 의한 터보차저(T2)간의 엔진 rpm 별 블로바이가스량(압축공기 누설량)을 비교 측정한 도표로서, 종래 터보차저(T1)의 경우 3800rpm에서 120L/min의 블로바이가스가 발생하였으나 본 발명 터보차저(T2)는 30~40L/min의 블로바이가스량이 저감된 80~90L/min로 나타났으며, 이는 전 운전 영역에 걸쳐 나타나고 있음을 확인할 수 있다.FIG. 2 is a chart comparing and comparing blowby gas amount (compressed air leakage amount) for each engine rpm between a conventional turbocharger T 1 and a turbocharger T 2 according to the present invention. In the case of the conventional turbocharger T 1, FIG. Although blowby gas of 120 L / min was generated at 3800 rpm, the turbocharger T 2 of the present invention was shown to be 80 to 90 L / min in which the blow-by gas amount of 30 to 40 L / min was reduced. It can be confirmed.

이상과 같은 본 발명에 의하면 터보차저 컴프레셔 하우징을 본체와 슈라우드로 분리시켜 다이캐스팅 제작후 양쪽 부재를 열간 압입하여 조립함에 있어서, 압입되는 슈라우드의 삽입부 외경을 삽입이 진행되는 후방으로 갈수록 직경이 증가하는 미세 테이퍼 각을 주어 조립하므로써 양쪽의 접합면의 밀봉 능력이 크게 향상되어 그 접합면을 통한 압축 가스의 누설이 크게 줄어 안정적인 터보차저의 운전성을 확보하게 되는 효과가 있다.According to the present invention as described above, when the turbocharger compressor housing is separated into the main body and the shroud, and then assembled by hot press-fitting both members after fabrication of die casting, the diameter of the insert portion of the press-fitted shroud increases toward the rear where the insertion proceeds. By assembling with a fine taper angle, the sealing ability of both joint surfaces is greatly improved, and leakage of compressed gas through the joint surfaces is greatly reduced, thereby ensuring stable operation of the turbocharger.

Claims (2)

컴프레셔 하우징 본체와 슈라우드를 다이캐스팅에 의해 분리 제작한 후 열간압입하여 조립하는 터보차저의 컴프레셔 하우징에 있어서,In the compressor housing of a turbocharger, which is produced by hot-pressing the assembly of the compressor housing body and the shroud by die casting, 상기 하우징 본체에 압입되는 슈라우드의 외경부를 삽입이 일어나는 단부로부터 후방으로 갈수록 직경이 점차 증가하는 테이퍼로 형성한 것을 특징으로 하는 터보차저 컴프레셔 하우징의 압축 공기 누설 방지를 위한 조립 구조.Assembly structure for preventing the compressed air leakage of the turbocharger compressor housing, characterized in that the outer diameter portion of the shroud press-fitted into the housing body is formed with a taper gradually increasing in diameter toward the rear from the end where the insertion occurs. 제 1 항에 있어서,The method of claim 1, 상기 테이퍼는 삽입이 일어나는 단부로부터 8~12㎜ 후방 위치에서 시작하여 3/100의 테이퍼각을 가지는 것을 특징으로 하는 터보차저 컴프레셔 하우징의 압축 공기 누설 방지를 위한 조립 구조.And said taper has a taper angle of 3/100 starting at a position 8 to 12 mm rearward from the end at which the insertion takes place, to prevent compressed air leakage of a turbocharger compressor housing.
KR1020000082440A 2000-12-27 2000-12-27 Turbo charger compressor housing structure KR20020053132A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101345411B1 (en) * 2013-07-24 2013-12-30 주식회사 그린테크 Compressor housing of turbocharger
CN103748335A (en) * 2011-07-25 2014-04-23 丰田自动车株式会社 Compressor housing and exhaust turbine supercharger

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103748335A (en) * 2011-07-25 2014-04-23 丰田自动车株式会社 Compressor housing and exhaust turbine supercharger
EP2738367A1 (en) * 2011-07-25 2014-06-04 Toyota Jidosha Kabushiki Kaisha Compressor housing and exhaust turbine supercharger
EP2738367A4 (en) * 2011-07-25 2014-11-19 Toyota Motor Co Ltd Compressor housing and exhaust turbine supercharger
CN103748335B (en) * 2011-07-25 2016-05-04 丰田自动车株式会社 Compressor housing and exhaust-driven turbo-charger exhaust-gas turbo charger
KR101345411B1 (en) * 2013-07-24 2013-12-30 주식회사 그린테크 Compressor housing of turbocharger

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