WO2014104101A1 - Structure de palier de turbocompresseur et turbocompresseur la comportant - Google Patents

Structure de palier de turbocompresseur et turbocompresseur la comportant Download PDF

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Publication number
WO2014104101A1
WO2014104101A1 PCT/JP2013/084679 JP2013084679W WO2014104101A1 WO 2014104101 A1 WO2014104101 A1 WO 2014104101A1 JP 2013084679 W JP2013084679 W JP 2013084679W WO 2014104101 A1 WO2014104101 A1 WO 2014104101A1
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WO
WIPO (PCT)
Prior art keywords
shaft
bearing
turbocharger
compressor
housing
Prior art date
Application number
PCT/JP2013/084679
Other languages
English (en)
Japanese (ja)
Inventor
覚 神原
Original Assignee
大豊工業株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from JP2012282276A external-priority patent/JP2014125935A/ja
Priority claimed from JP2013013480A external-priority patent/JP2014145282A/ja
Priority claimed from JP2013013479A external-priority patent/JP2014145281A/ja
Priority claimed from JP2013014923A external-priority patent/JP5995735B2/ja
Priority claimed from JP2013020024A external-priority patent/JP6001470B2/ja
Application filed by 大豊工業株式会社 filed Critical 大豊工業株式会社
Publication of WO2014104101A1 publication Critical patent/WO2014104101A1/fr

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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
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/16—Arrangement of bearings; Supporting or mounting bearings in casings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C17/00—Sliding-contact bearings for exclusively rotary movement
    • F16C17/04—Sliding-contact bearings for exclusively rotary movement for axial load only
    • F16C17/08—Sliding-contact bearings for exclusively rotary movement for axial load only for supporting the end face of a shaft or other member, e.g. footstep bearings
    • 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
    • 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

Definitions

  • the present invention relates to a bearing structure of a turbocharger provided in an internal combustion engine and a technology of a turbocharger including the same.
  • a shaft (rotor shaft) is rotatably supported via a bearing disposed in a bearing housing (bearing housing).
  • a compressor housing is disposed on one side of the bearing housing, and a compressor (compressor impeller) connected to one end of the shaft by the compressor housing is included.
  • a turbine housing is disposed on the other side of the bearing housing, and a turbine (turbine impeller) connected to the other end of the shaft by the turbine housing is included.
  • the shaft in order to support the shaft in a well-balanced manner, the shaft is supported using a bearing that is formed long in the axial direction of the shaft. Further, as another known example, there is one in which the bearing is divided in the axial direction (two divisions) and the shaft is supported at two places.
  • the bearing is long in the axial direction of the shaft (in the case of divided bearings, the bearings are arranged at a predetermined interval). It is necessary to form a long bearing housing for supporting in the axial direction of the shaft. Accordingly, it is difficult to reduce the size of the bearing housing, which is disadvantageous in that it is difficult to reduce the size of the turbocharger.
  • the present invention has been made in view of the above situation, and a problem to be solved is to provide a bearing structure of a turbocharger capable of reducing the size of a bearing housing and a turbocharger including the same. is there.
  • the turbocharger bearing structure of the present invention is a turbocharger bearing structure that rotatably supports a shaft connecting the compressor and the turbine, and is provided at the inner diameter portion of the intake port of the compressor housing or the exhaust port of the turbine housing.
  • a bearing that is fixed to at least one of the inner diameter portions and rotatably supports the axial end portion of the shaft is provided.
  • the bearing is fixed to either the inner diameter portion of the intake port of the compressor housing or the inner diameter portion of the exhaust port of the turbine housing, and the axial end of the shaft.
  • the part is rotatably supported.
  • a first engagement portion formed in a concave shape or a convex shape toward the axial direction is formed at an axial end portion of the shaft supported by the bearing
  • a sliding portion of the bearing with the shaft is formed in a convex shape or a concave shape in the axial direction of the shaft
  • a second engaging portion that can be engaged with the first engaging portion is formed.
  • the first engagement portion and the second engagement portion are formed in a substantially conical shape.
  • the bearing is fixed to the inner diameter portion of the intake port of the compressor housing.
  • a turbocharger according to the present invention comprises the turbocharger bearing structure according to any one of claims 2 to 5.
  • the bearings are fixed to the inner diameter portion of the intake port of the compressor housing and the inner diameter portion of the exhaust port of the turbine housing, respectively, and both axial ends of the shaft are respectively fixed. It is supported in a rotatable manner.
  • first end portions formed in a concave shape or a convex shape in the axial direction are formed at both axial end portions of the shaft supported by the bearing,
  • a sliding portion of the bearing with the shaft is formed in a convex shape or a concave shape in the axial direction of the shaft, and a second engaging portion that can be engaged with the first engaging portion is formed. Then, by engaging the first engagement portion with the second engagement portion, the bearing rotatably supports the shaft.
  • the first engagement portion and the second engagement portion are formed in a substantially conical shape.
  • a turbocharger according to the present invention comprises the turbocharger bearing structure according to any one of claims 7 to 9.
  • a turbocharger according to the present invention is a turbocharger comprising the turbocharger bearing structure according to any one of claims 1 to 5 or claim 7, wherein the compressor housing, the turbine housing, A heat shield member is disposed between the two.
  • the turbocharger of the present invention forms a cooling passage for cooling the heat shield member in the heat shield member.
  • a first engagement portion formed in a concave shape or a convex shape toward the axial direction is formed at an axial end portion of the shaft supported by the bearing
  • a sliding portion of the bearing with the shaft is formed in a convex shape or a concave shape in the axial direction of the shaft
  • a second engaging portion that can be engaged with the first engaging portion is formed.
  • the convex shape is a rotating body shape about a rotation axis substantially parallel to the axial direction of the shaft, and the convex bus in the sectional view including the rotation axis has a distance between the bus and the rotation axis.
  • a turbocharger according to the present invention comprises the turbocharger bearing structure according to claim 13.
  • a first engagement portion formed in a concave shape or a convex shape toward the axial direction is formed at an axial end portion of the shaft supported by the bearing
  • a sliding portion of the bearing with the shaft is formed in a convex shape or a concave shape in the axial direction of the shaft
  • a second engaging portion that can be engaged with the first engaging portion is formed.
  • the convex shape is a rotating body shape about a rotation axis substantially parallel to the axial direction of the shaft, and the convex bus in the sectional view including the rotation axis has a distance between the bus and the rotation axis.
  • a turbocharger according to the present invention comprises the turbocharger bearing structure according to claim 15.
  • the turbocharger bearing structure of the present invention by supporting at least one end of the shaft, the total length of the bearing provided in the middle portion of the shaft can be shortened (or the bearing is abolished).
  • the housing for supporting the bearing provided in the middle part of the shaft can be reduced in size (or the housing can be abolished).
  • the turbocharger bearing structure of the present invention by supporting one end of the shaft, the total length of the bearing provided in the middle of the shaft can be shortened. Thereby, the housing for supporting the bearing provided in the middle part of the shaft can be reduced in size.
  • the peripheral speed of the sliding portion can be reduced to reduce friction.
  • the peripheral speed of the sliding portion can be reduced to reduce friction.
  • the mechanism for cooling the sliding portion is simplified or eliminated. be able to.
  • the housing for supporting the bearing provided in the middle of the shaft can be reduced in size, and consequently the turbocharger can be reduced in size.
  • the housing for supporting the middle part of the shaft by supporting both ends of the shaft, the housing for supporting the middle part of the shaft can be eliminated.
  • the peripheral speed of the sliding portion can be reduced to reduce friction.
  • the peripheral speed of the sliding portion can be reduced to reduce friction.
  • the housing for supporting the middle part of the shaft can be eliminated, and the turbocharger can be downsized.
  • the housing for supporting the middle part of the shaft can be eliminated. Further, when the housing is abolished, heat transfer between the compressor housing and the turbine housing can be suppressed, and the occurrence of heat damage can be suppressed.
  • the occurrence of heat damage can be further suppressed.
  • turbocharger bearing structure of the present invention local contact between the shaft and the bearing can be prevented, and as a result, damage to the shaft and bearing can be prevented.
  • turbocharger bearing structure of the present invention even if the contact portion between the shaft and the bearing is worn, an increase in the peripheral speed at the portion can be suppressed, and consequently an increase in friction at the portion can be suppressed. it can.
  • the side surface cross-section enlarged view which showed the shape of the 2nd engaging part which concerns on 9th embodiment, and the front side 1st engaging part.
  • the side surface sectional enlarged view which showed the mode of engagement with a 2nd engaging part and a front side 1st engaging part.
  • the side cross-sectional enlarged view which showed the state in which the shaft inclined.
  • the front view which showed the compressor side journal thrust bearing which made the 2nd engaging part the concave shape.
  • B Similarly, a side sectional view.
  • the side surface expanded sectional view which showed the modification of the 2nd engaging part which concerns on 9th embodiment.
  • A) Side surface sectional drawing which showed the shaft and bearing which have a subject.
  • the front-rear direction, the up-down direction, and the left-right direction are defined according to the arrows shown in the figure.
  • the turbocharger 10 sends compressed air to the cylinder 2 of the engine. Air is supplied to the cylinder 2 through the intake passage 1. The air passes through an air cleaner 4, a turbocharger 10, an intercooler 5, and a throttle valve 6 arranged in the middle of the intake passage 1 in order, and is supplied to the cylinder 2. At this time, since the air is compressed by the compressor 100 of the turbocharger 10, more air can be fed into the cylinder 2.
  • the exhaust passage 3 is divided and a passage that does not pass through the turbine 120 is separately formed.
  • the passage can be opened and closed by a waste gate valve 7.
  • the waste gate valve 7 is driven to open and close by an actuator 8.
  • the operation of the actuator 8 is controlled by a negative pressure generating mechanism 9 composed of an electromagnetic valve or the like.
  • the turbocharger 10 mainly includes a compressor housing 20, a turbine housing 40, a bearing housing 50, a shaft 80, a compressor 100, a turbine 120, a center journal bearing 140, a turbine side thrust bearing 160, and a compressor side journal thrust bearing 180.
  • the compressor housing 20 shown in FIG. 2 forms a part of the intake passage 1 (see FIG. 1) and contains the compressor 100.
  • the compressor housing 20 mainly includes a first compressor housing 21 and a second compressor housing 22.
  • the first compressor housing 21 constitutes a front portion of the compressor housing 20.
  • the first compressor housing 21 is formed in a substantially box shape with the rear opened.
  • An intake port 21 a is formed in the first compressor housing 21.
  • the intake port 21 a is a through hole that communicates the inside and the outside of the first compressor housing 21.
  • the intake port 21 a is formed on the front side surface of the first compressor housing 21.
  • the intake port 21a is formed such that its axis is directed in the front-rear direction.
  • the air inlet 21a is formed so as to be substantially circular when viewed in cross section (viewed from the front-rear direction).
  • the second compressor housing 22 constitutes the rear part of the compressor housing 20.
  • the second compressor housing 22 is formed in a substantially plate shape.
  • the second compressor housing 22 is appropriately fixed to the rear portion of the first compressor housing 21 so as to close the opened rear portion of the first compressor housing 21.
  • the turbine housing 40 forms a part of the exhaust passage 3 (see FIG. 1) and contains the turbine 120.
  • the turbine housing 40 is formed in a substantially box shape.
  • the turbine housing 40 is disposed behind the compressor housing 20 and is fixed to the compressor housing 20 (more specifically, the second compressor housing 22) using a fastening band 45.
  • An exhaust port 40 a is formed in the turbine housing 40.
  • the exhaust port 40 a is a through-hole that communicates the inside and the outside of the turbine housing 40.
  • the exhaust port 40 a is formed on the rear side surface of the turbine housing 40.
  • the exhaust port 40a is formed such that its axis is directed in the front-rear direction.
  • the exhaust port 40 a is formed on the same axis as the intake port 21 a of the compressor housing 20.
  • the exhaust port 40a is formed so as to be substantially circular when viewed in cross section (viewed in the front-rear direction).
  • the bearing housing 50 supports the compressor 100 and the turbine 120 via a shaft 80 described later.
  • the bearing housing 50 is formed in a substantially box shape. Compared to the compressor housing 20 and the turbine housing 40, it is formed in a substantially box shape that is small.
  • the bearing housing 50 is disposed between the compressor housing 20 and the turbine housing 40 and is fixed in a space surrounded by the compressor housing 20 and the turbine housing 40.
  • the bearing housing 50 is formed with a bearing portion 50a, an oil supply hole 50b, and an oil discharge hole 50c.
  • the bearing portion 50a is a through hole that communicates the bearing housing 50 in the front-rear direction.
  • the bearing portion 50a is formed such that its axis is directed in the front-rear direction.
  • the bearing portion 50 a is formed on the same axis as the intake port 21 a of the compressor housing 20 and the exhaust port 40 a of the turbine housing 40.
  • the bearing portion 50a is formed so as to be substantially circular when viewed in cross section (viewed from the front-rear direction).
  • the oil supply hole 50b is for supplying lubricating oil to the bearing portion 50a.
  • the oil supply hole 50b is formed so as to communicate the outer peripheral surface of the bearing housing 50 and the bearing portion 50a (more specifically, the front and rear intermediate portions of the bearing portion 50a).
  • the oil drain hole 50c is for discharging the lubricating oil that has lubricated the bearing portion 50a to the outside.
  • the oil drain hole 50c is formed so as to communicate the outer peripheral surface of the bearing housing 50 and the bearing portion 50a (more specifically, the end portion of the bearing portion 50a).
  • the shaft 80 is formed in a substantially cylindrical shape, and is arranged with its longitudinal direction facing the front-rear direction.
  • the shaft 80 is inserted into the bearing portion 50 a of the bearing housing 50.
  • One end (front end) of the shaft 80 extends into the compressor housing 20.
  • the other end (rear end) of the shaft 80 extends into the turbine housing 40.
  • a shaft 81 is provided with a collar 81. Further, the shaft 80 is formed with a first engagement portion 80c.
  • the collar 81 is a substantially cylindrical member that is fitted on the shaft 80.
  • the collar 81 is fixed to an intermediate part in the front and rear of the shaft 80 (rear of the compressor housing 20).
  • the third is a concave portion (concave portion) formed on the front end surface of the shaft 80.
  • the first engaging portion 80c is formed in a substantially conical shape.
  • the apex (conical apex) of the first engagement portion 80 c is formed so as to be located on the axis of the shaft 80.
  • the compressor 100 is an impeller for compressing air.
  • the compressor 100 is disposed in the compressor housing 20 so as to face the intake port 21a.
  • the compressor 100 is fixed to one end (front end) of the shaft 80.
  • the turbine 120 is an impeller for converting the motion of air (fluid) into its own rotational motion.
  • the turbine 120 is disposed in the turbine housing 40 so as to face the exhaust port 40a.
  • the turbine 120 is formed integrally with the other end (rear end) of the shaft 80.
  • the center journal bearing 140 supports the shaft 80 so that it can rotate smoothly.
  • the center journal bearing 140 is constituted by a cylindrical slide bearing.
  • the center journal bearing 140 is disposed in the bearing portion 50a of the bearing housing 50 with its longitudinal direction facing the front-rear direction.
  • a shaft 80 is inserted through the center journal bearing 140.
  • the center journal bearing 140 is interposed between the shaft 80 and the bearing housing 50.
  • the turbine-side thrust bearing 160 is a member that receives axial force (force from the front to the rear) applied to the shaft 80.
  • the turbine side thrust bearing 160 is interposed between the collar 81 provided on the shaft 80 and the bearing housing 50.
  • the compressor-side journal thrust bearing 180 mainly includes an outer peripheral portion 181, a rib 182, and a sliding portion 183.
  • the outer peripheral portion 181 is a portion formed in an annular shape when viewed from the front.
  • the diameter of the outer peripheral surface of the outer peripheral portion 181 is formed to be substantially the same as the inner diameter of the intake port 21 a of the compressor housing 20.
  • the rib 182 shown in FIG. The ribs 182 extend from a plurality of locations (three locations in the present embodiment) on the inner peripheral surface of the rib 182 toward the center of the outer peripheral portion 181.
  • the sliding part 183 is a part formed at the center of the outer peripheral part 181.
  • the sliding portion is supported by the rib 182.
  • a second engaging portion 183 a is formed on the sliding portion 183.
  • the second engaging portion 183a is a convex portion (convex portion) formed on the rear side surface of the sliding portion 183.
  • the second engaging portion 183a is formed in a substantially conical shape.
  • the compressor-side journal thrust bearing 180 configured as described above is disposed in front of the shaft 80 in the air inlet 21 a of the compressor housing 20.
  • the second engagement portion 183a of the compressor-side journal thrust bearing 180 is engaged with the first engagement portion 80c by being inserted into the first engagement portion 80c of the shaft 80.
  • the compressor-side journal thrust bearing 180 is appropriately fixed to the inner diameter portion of the intake port 21a of the compressor housing 20.
  • the turbine 120 is rotated by the exhaust from the cylinder 2 of the engine, and the exhaust is discharged through the exhaust port 40 a of the turbine housing 40.
  • the rotation of the turbine 120 is transmitted to the compressor 100 via the shaft 80.
  • the air supplied from the intake port 21a of the compressor housing 20 can be compressed, and the compressed air can be sent to the cylinder 2 of the engine.
  • a load applied in the axial direction of the shaft 80 is supported by the turbine side thrust bearing 160 and the compressor side journal thrust bearing 180. More specifically, the load applied to the shaft 80 from the front to the rear is supported by the turbine side thrust bearing 160, and the load applied to the shaft 80 from the rear to the front is supported by the compressor side journal thrust bearing 180.
  • the load applied in the radial direction of the shaft 80 (direction perpendicular to the axis) is supported by the center journal bearing 140 and the compressor-side journal thrust bearing 180.
  • the shaft 80 can be supported stably without being inclined. .
  • the shaft 80 can be supported only by supporting the middle portion of the shaft 80 with one short bearing (center journal bearing 140). Can be stably supported. This eliminates the need to support the middle part of the shaft 80 with a plurality of bearings or a bearing that is long in the longitudinal direction. Therefore, the structure for supporting the middle part of the shaft 80 (that is, the center journal bearing 140 and The bearing housing 50) for supporting the center journal bearing 140 can be reduced in size and weight, and as a result, the entire turbocharger 10 can be reduced in size and weight. Along with this, the cost can be reduced.
  • the shaft 80 is supported by the center journal bearing 140 and the compressor side journal thrust bearing 180 so as to be smoothly rotatable.
  • Lubricating oil is supplied to the center journal bearing 140 through an oil supply hole 50b of the bearing housing 50.
  • the lubricating oil lubricates and cools the sliding surface between the bearing portion 50a and the center journal bearing 140 and the sliding surface between the center journal bearing 140 and the shaft 80.
  • the lubricating oil that has lubricated and cooled the portion is discharged from the end of the bearing portion 50a to the outside through the oil drain hole 50c.
  • the compressor-side journal thrust bearing 180 supports the shaft 80 by engaging the second engagement portion 183a with the first engagement portion 80c of the shaft 80.
  • the above-mentioned center journal bearing 140 is slidably in contact with the outer peripheral surface of the shaft 80, whereas the compressor-side journal thrust bearing 180 is on the axis of the shaft 80 (or a point close to the axis). It will slidably contact the inner peripheral surface of the first engaging portion 80c.
  • the rotation radius (distance from the axis of the shaft 80) of the portion where the shaft 80 and the compressor-side journal thrust bearing 180 are in contact is 0 (or a value close to 0).
  • the peripheral speed (relative speed) at the portion where the shaft 80 and the compressor-side journal thrust bearing 180 are in contact with each other is 0 at the apex of the second engagement portion 183a (other portions of the second engagement portion 183a). (Small value close to 0 in the portion). Therefore, it is possible to suppress friction at a portion where the shaft 80 and the compressor-side journal thrust bearing 180 are in contact with each other.
  • the wear resistance and seizure resistance of the part can be improved, and at the same time, the transient performance and the turbo efficiency can be improved by reducing the friction torque loss.
  • the supply amount of the lubricating oil to the support portion (the center journal bearing 140 and the compressor side journal thrust bearing 180) of the shaft 80 can be reduced as a whole, the stirring resistance of the lubricating oil can be reduced, As a result, mechanical loss can be reduced and turbo efficiency can be improved.
  • the compressor-side journal thrust bearing 180 is disposed in the intake port 21a of the compressor housing 20, it is cooled by the air supplied to the turbocharger 10 through the intake port 21a. Accordingly, it is not necessary to separately provide a mechanism for cooling the sliding portion 183 of the compressor side journal thrust bearing 180 (even if it is provided, a large cooling capacity is not necessary, so the configuration can be simplified).
  • the bearing structure of the turbocharger 10 is as follows.
  • a bearing structure of the turbocharger 10 that rotatably supports a shaft 80 that connects the compressor 100 and the turbine 120;
  • a compressor-side journal thrust bearing 180 (bearing) is provided which is fixed to the inner diameter portion of the intake port 21a of the compressor housing 20 and rotatably supports the axial end portion of the shaft 80.
  • the bearing housing 50 (housing) for supporting the center journal bearing 140 can be reduced in size.
  • a first engagement portion 80c formed in a concave shape in the axial direction is formed at an axial end portion of the shaft 80 supported by the compressor side journal thrust bearing 180,
  • the sliding portion 183 of the compressor-side journal thrust bearing 180 with the shaft 80 is formed in a convex shape toward the axial direction of the shaft 80 and is engageable with the first engaging portion 80c.
  • 183a is formed, By engaging the first engagement portion 80c with the second engagement portion 183a, the compressor-side journal thrust bearing 180 supports the shaft 80 in a rotatable manner.
  • the peripheral speed of the sliding portion 183 (the relative speed between the shaft 80 and the compressor-side journal thrust bearing 180) can be reduced, and friction can be reduced.
  • first engaging portion 80c and the second engaging portion 183a are formed in a substantially conical shape.
  • the peripheral speed of the sliding portion 183 can be reduced and the friction can be reduced.
  • the compressor-side journal thrust bearing 180 is fixed to the inner diameter portion of the intake port 21a of the compressor housing 20.
  • the sliding portion 183 of the compressor-side journal thrust bearing 180 is cooled by the intake air (air supplied to the compressor 100), and thus a mechanism for cooling the sliding portion 183 is simplified. Or can be abolished.
  • turbocharger 10 is The above-described turbocharger 10 has a bearing structure.
  • the bearing housing 50 for supporting the center journal bearing 140 provided in the middle of the shaft 80 can be reduced in size, and the turbocharger 10 can be reduced in size.
  • the second embodiment of the present invention (see FIG. 4) is different from the first embodiment (see FIG. 3) in that the first engaging portion 80c of the shaft 80 has a substantially conical convex shape, and the compressor side journal thrust.
  • the second engaging portion 183a formed on the sliding portion 183 of the bearing 180 is formed in a substantially conical concave shape.
  • first engagement portion 80c and the second engagement portion 183a are convex and the other is concave, either may be convex (concave).
  • the third embodiment (see FIG. 5) of the present invention is different from the first embodiment (see FIG. 3) in that the first engagement portion 80c of the shaft 80 is formed into a substantially cylindrical convex shape, and the compressor side journal thrust is made.
  • the second engagement portion 183a formed on the sliding portion 183 of the bearing 180 is formed in a substantially cylindrical concave shape.
  • the shape is not limited to a substantially conical shape.
  • the shape which combined the cylinder and the cone shape which formed the cone-shaped part in the front-end
  • tip part of a cylinder etc. may be sufficient.
  • the fourth embodiment (see FIG. 6) of the present invention is different from the first embodiment (see FIG. 3) in that a turbine-side journal thrust bearing 280 is provided instead of the compressor-side journal thrust bearing 180. .
  • the turbine side journal thrust bearing 280 has substantially the same shape as the compressor side journal thrust bearing 180 according to the first embodiment.
  • the turbine-side journal thrust bearing 280 is fixed to the inner diameter portion of the exhaust port 40a of the turbine housing 40, and rotatably supports the rear end of the shaft 80 (similar to the compressor-side journal thrust bearing 180 according to the first embodiment). .
  • the bearing according to the present invention is not limited to the compressor-side journal thrust bearing 180 (or the turbine-side journal thrust bearing 280) according to the above embodiment, and can rotatably support the axial end portion of the shaft 80. If there is, the configuration is not limited.
  • the turbocharger described in Patent Document 1 described above is disadvantageous in that it is difficult to reduce the size of the turbocharger because it is necessary to provide a bearing housing to support the middle part of the shaft.
  • turbocharger bearing structure in which a housing for supporting the middle part of the shaft can be eliminated, and embodiments of the turbocharger including the same (from the fifth embodiment to the seventh embodiment) will be described. To do.
  • the fifth embodiment differs from the first embodiment mainly in that a center plate 60 and a turbine side journal thrust bearing 200 are provided instead of the fastening band 45, the bearing housing 50, the center journal bearing 140 and the turbine side thrust bearing 160. It is a point to do. Below, the point which 5th embodiment mainly differs from 1st embodiment is demonstrated.
  • the fastening band 45 is not used, and the turbine housing 40 is appropriately fixed to the compressor housing 20 (by fastening bands, bolts, diffusion bonding, friction bonding, or the like).
  • the center plate 60 isolates the internal space of the compressor housing 20 and the internal space of the turbine housing 40.
  • the center plate 60 is disposed at the opened front portion of the turbine housing 40 and closes the opening.
  • a through hole 60 a is formed in the center plate 60.
  • the through hole 60a communicates the center plate 60 in the front-rear direction.
  • the through hole 60a is formed such that its axis is directed in the front-rear direction.
  • the through hole 60 a is formed on the same axis as the intake port 21 a of the compressor housing 20 and the exhaust port 40 a of the turbine housing 40.
  • the through-hole 60a is formed so as to be substantially circular when viewed in cross section (viewed from the front-rear direction).
  • the shaft 80 connects the compressor 100 and the turbine 120.
  • the shaft 80 is formed in a substantially cylindrical shape, and is arranged with its longitudinal direction facing the front-rear direction.
  • the shaft 80 is inserted through the through hole 60 a of the center plate 60.
  • a seal ring (not shown) is provided at a portion inserted through the through hole 60 a of the shaft 80.
  • One end (front end) of the shaft 80 extends into the compressor housing 20.
  • the other end (rear end) of the shaft 80 extends into the turbine housing 40.
  • the shaft 80 is formed with a front first engagement portion 80a and a rear first engagement portion 80b (see FIGS. 8 and 9).
  • the front first engagement portion 80a is formed in a substantially conical shape.
  • the apex (conical apex) of the front first engagement portion 80 a is formed so as to be located on the axis of the shaft 80.
  • the rear first engaging portion 80b shown in FIG. 9 is a concave portion (concave portion) formed on the rear end face of the shaft 80.
  • the rear first engaging portion 80b is formed in a substantially conical shape.
  • the apex (conical apex) of the rear first engaging portion 80 b is formed so as to be positioned on the axis of the shaft 80.
  • the turbine-side journal thrust bearing 200 mainly includes an outer peripheral portion 201, a rib 202, and a sliding portion 203.
  • the turbine-side journal thrust bearing 200 is formed to have the same shape as the compressor-side journal thrust bearing 180. That is, the outer peripheral portion 201, the rib 202, and the sliding portion 203 (second engaging portion 203a) of the turbine side journal thrust bearing 200 are the outer peripheral portion 181 of the compressor side journal thrust bearing 180, the rib 182, and the sliding portion 183 (first step). The two engaging portions 183a) are formed so as to have the same shape.
  • the compressor-side journal thrust bearing 180 configured as described above is disposed in front of the shaft 80 in the intake port 21a of the compressor housing 20.
  • the second engagement portion 183a of the compressor side journal thrust bearing 180 is engaged with the front first engagement portion 80a by being inserted into the front first engagement portion 80a of the shaft 80. In this state, the compressor-side journal thrust bearing 180 is appropriately fixed to the inner diameter portion of the intake port 21a of the compressor housing 20.
  • the turbine-side journal thrust bearing 200 is disposed behind the shaft 80 in the exhaust port 40a of the turbine housing 40.
  • the second engagement portion 203a of the turbine-side journal thrust bearing 200 is engaged with the rear first engagement portion 80b by being inserted into the rear first engagement portion 80b of the shaft 80.
  • the turbine-side journal thrust bearing 200 is appropriately fixed to the inner diameter portion of the exhaust port 40a of the turbine housing 40 in this state.
  • a load applied in the axial direction of the shaft 80 is supported by the compressor-side journal thrust bearing 180 and the turbine-side journal thrust bearing 200. More specifically, the load applied to the shaft 80 from the front to the rear is supported by the turbine-side journal thrust bearing 200, and the load applied to the shaft 80 from the rear to the front is supported by the compressor-side journal thrust bearing 180, respectively. .
  • the load applied in the radial direction (direction perpendicular to the axis) of the shaft 80 is also supported by the compressor-side journal thrust bearing 180 and the turbine-side journal thrust bearing 200.
  • the shaft 80 can be supported stably without being inclined. Can do.
  • both end portions (front end portion and rear end portion) of the shaft 80 are supported by the compressor-side journal thrust bearing 180 and the turbine-side journal thrust bearing 200, respectively, so that the shaft 80 can be supported without supporting the middle portion of the shaft 80. Can be stably supported.
  • the configuration for supporting the middle part of the shaft 80 that is, the housing (bearing housing) for supporting the middle part of the shaft 80
  • the turbocharger 10 as a whole in particular, the front and rear). (Direction length) can be reduced in size and weight. Along with this, the cost can be reduced.
  • the total length (length in the front-rear direction) of the shaft 80 can be shortened, so that the whirl vibration can be reduced. Furthermore, since supply of lubricating oil to the bearing housing is not required, a design that takes into account the supply and discharge directions of the lubricating oil is not required, and the degree of freedom in mounting (position and direction) of the turbocharger 10 is increased.
  • the shaft 80 is supported by the compressor-side journal thrust bearing 180 and the turbine-side journal thrust bearing 200 so as to be smoothly rotatable.
  • the compressor-side journal thrust bearing 180 supports the shaft 80 by engaging the second engaging portion 183a with the front first engaging portion 80a of the shaft 80.
  • the compressor-side journal thrust bearing 180 is slidably in contact with the inner peripheral surface of the front first engaging portion 80a of the shaft 80 on the axis of the shaft 80 (or a point close to the axis).
  • the rotation radius (distance from the axis of the shaft 80) of the portion where the shaft 80 and the compressor-side journal thrust bearing 180 are in contact is 0 (or a value close to 0).
  • the peripheral speed (relative speed) at the portion where the shaft 80 and the compressor-side journal thrust bearing 180 are in contact with each other is 0 at the apex of the second engagement portion 183a (other portions of the second engagement portion 183a). (Small value close to 0 in the portion). Therefore, it is possible to suppress friction at a portion where the shaft 80 and the compressor-side journal thrust bearing 180 are in contact with each other.
  • the wear resistance and seizure resistance of the part can be improved, and at the same time, the transient performance and the turbo efficiency can be improved by reducing the friction torque loss.
  • the turbine-side journal thrust bearing 200 is slidably in contact with the inner peripheral surface of the rear first engaging portion 80b of the shaft 80 on the axis of the shaft 80 (or a point close to the axis). Become. Accordingly, it is possible to suppress friction at a portion where the shaft 80 and the turbine-side journal thrust bearing 200 are in contact with each other. As a result, the wear resistance and seizure resistance of the part can be improved, and at the same time, the transient performance and the turbo efficiency can be improved by reducing the friction torque loss.
  • the peripheral speed of the support portion may be lowered by reducing the diameter of the shaft 80. Is possible.
  • the strength of the shaft 80 is reduced, so there is a limit to the reduction in peripheral speed.
  • the bearing structure according to the present embodiment since it is not necessary to reduce the diameter of the shaft 80, it is possible to reduce the circumferential speed while maintaining the strength of the shaft 80.
  • the friction (wear) of the sliding portion 183 of the compressor side journal thrust bearing 180 and the sliding portion 203 of the turbine side journal thrust bearing 200 can be suppressed.
  • the need to lubricate and cool 203 is reduced.
  • the supply amount of the lubricating oil to the support portion of the shaft 80 (the compressor-side journal thrust bearing 180 and the turbine-side journal thrust bearing 200) can be reduced as a whole, the stirring resistance of the lubricating oil can be reduced. As a result, mechanical loss can be reduced and turbo efficiency can be improved.
  • a mechanism for cooling and lubricating the turbine-side journal thrust bearing 200 may be separately provided.
  • the bearing structure of the turbocharger 10 is a bearing structure of the turbocharger 10 that rotatably supports the shaft 80 that connects the compressor 100 and the turbine 120, and the intake port of the compressor housing 20.
  • the compressor side journal thrust bearing 180 and the turbine side journal thrust bearing 200 (which are respectively fixed to the inner diameter portion of 21a and the inner diameter portion of the exhaust port 40a of the turbine housing 40 and rotatably support both axial ends of the shaft 80, respectively. Bearing).
  • the housing for supporting the middle portion of the shaft 80 can be eliminated.
  • a first engagement portion (a front first engagement portion 80a and a rear first engagement portion) formed in a concave shape in the axial direction at both axial ends of the shaft 80 supported by the bearing. 80b), and the sliding portions (sliding portion 183 and sliding portion 203) of the bearing with the shaft 80 are formed in a convex shape in the axial direction of the shaft 80, and the first engagement A second engagement portion (second engagement portion 183a and second engagement portion 203a) that can be engaged with the joint portion is formed, and the first engagement portion is engaged with the second engagement portion.
  • the bearing supports the shaft 80 in a rotatable manner.
  • the peripheral speed of the sliding portion (the relative speed between the shaft 80, the compressor-side journal thrust bearing 180, and the turbine-side journal thrust bearing 200) can be reduced, and friction can be reduced.
  • front first engaging portion and the second engaging portion are formed in a substantially conical shape.
  • turbocharger 10 is characterized by including the bearing structure of the turbocharger 10 described above.
  • the housing (bearing housing) for supporting the middle portion of the shaft 80 can be eliminated, and the turbocharger 10 can be downsized.
  • the sixth embodiment of the present invention differs from the fifth embodiment in that the front first engaging portion 80a of the shaft 80 is formed in a substantially conical convex shape on the sliding portion 183 of the compressor-side journal thrust bearing 180.
  • the second engaging portion 183a is formed in a substantially conical concave shape (similar to the second embodiment shown in FIG. 4).
  • one of the front side first engagement portion 80a and the second engagement portion 183a is convex and the other is concave, either may be convex (concave).
  • the rear first engaging portion 80b of the shaft 80 has a substantially conical convex shape
  • the second engaging portion 203a formed on the sliding portion 203 of the turbine side journal thrust bearing 200 is substantially omitted. It is also possible to form each in a conical concave shape.
  • the seventh embodiment of the present invention is different from the fifth embodiment in that the front first engaging portion 80a of the shaft 80 is formed in a substantially cylindrical convex shape on the sliding portion 183 of the compressor-side journal thrust bearing 180.
  • the second engaging portion 183a is formed in a substantially cylindrical concave shape (similar to the third embodiment shown in FIG. 5).
  • the shape is not limited to a substantially conical shape.
  • the shape which combined the cylinder and the cone shape which formed the cone-shaped part in the front-end
  • tip part of a cylinder etc. may be sufficient.
  • the rear first engaging portion 80b of the shaft 80 has a substantially conical convex shape
  • the second engaging portion 203a formed on the sliding portion 203 of the turbine side journal thrust bearing 200 is substantially omitted. It is also possible to form each in a conical concave shape.
  • the bearing according to the present invention is not limited to the compressor-side journal thrust bearing 180 and the turbine-side journal thrust bearing 200 according to the fifth to seventh embodiments, but rotates both axial ends of the shaft 80.
  • the structure is not limited as long as it can be supported.
  • the eighth embodiment will be described with reference to FIG.
  • the main difference between the eighth embodiment and the fifth embodiment is that a heat shield member 70 is provided.
  • differences of the eighth embodiment from the fifth embodiment will be mainly described.
  • the heat shield member 70 is for suppressing heat transfer between the compressor housing 20 and the turbine housing 40.
  • the heat shield member 70 is formed of a metal material having high heat resistance.
  • the heat shield member 70 is formed by appropriately processing (bending or the like) a plate-like member in accordance with the shape of the compressor housing 20 and the turbine housing 40.
  • the heat shield member 70 is disposed between the compressor housing 20 and the turbine housing 40 with the plate surface thereof directed in the front-rear direction, and is fixed so as to be sandwiched between the compressor housing 20 and the turbine housing 40.
  • the heat shield member 70 is formed with a through hole 70a and a cooling passage 70b.
  • the through hole 70a communicates the heat shield member 70 in the front-rear direction.
  • the through-hole 70a is formed so that its axis is directed in the front-rear direction.
  • the through hole 70 a is formed on the same axis as the intake port 21 a of the compressor housing 20 and the exhaust port 40 a of the turbine housing 40.
  • the through hole 70a is formed so as to have a substantially circular shape when viewed in cross section (viewed from the front-rear direction).
  • the cooling passage 70b is for cooling the heat shield member 70 by circulating cooling water.
  • the cooling passage 70 b is formed inside the heat shield member 70. Both end portions (not shown) of the cooling passage 70b are communicated with the outer peripheral surface of the heat shield member 70, and cooling water is supplied and discharged through the portion.
  • route of the cooling passage 70b in the thermal insulation member 70 is determined suitably, it is desirable to form over the said thermal insulation member 70 so that the thermal insulation member 70 can be cooled uniformly.
  • the shaft 80 connects the compressor 100 and the turbine 120.
  • the shaft 80 is formed in a substantially cylindrical shape, and is arranged with its longitudinal direction facing the front-rear direction.
  • the shaft 80 is inserted into the through hole 60 a of the center plate 60 and the through hole 70 a of the heat shield member 70.
  • a seal ring (not shown) is provided at a portion inserted through the through hole 60 a of the shaft 80.
  • One end (front end) of the shaft 80 extends into the compressor housing 20.
  • the other end (rear end) of the shaft 80 extends into the turbine housing 40.
  • the shaft 80 is formed with a front first engagement portion 80a and a rear first engagement portion 80b.
  • the shaft 80 is supported so as to be rotatable by a compressor-side journal thrust bearing 180 and a turbine-side journal thrust bearing 200 that are engaged with the front first engagement portion 80a and the rear first engagement portion 80b.
  • the compressor housing 20 and the turbine housing 40 are brought close to each other.
  • the heat of the turbine housing 40 that has become hot due to the exhaust from the cylinder 2 of the engine is transmitted to the compressor housing 20, and the durability of the compressor housing 20 is reduced and seizure occurs at each sliding portion.
  • Various heat damages are likely to occur.
  • the heat shield member 70 between the compressor housing 20 and the turbine housing 40, it is possible to suppress heat transfer between the compressor housing 20 and the turbine housing 40. As a result, it is possible to suppress the occurrence of the various heat damages described above.
  • the turbocharger 10 is A turbocharger 10 comprising a shaft 80 connecting a compressor 100 and a turbine 120, A compressor-side journal thrust bearing 180 and a turbine-side journal thrust bearing 200 (bearings) are fixed to both ends of the shaft 80 in the axial direction at the inner diameter portion of the intake port 21a of the compressor housing 20 and the inner diameter portion of the exhaust port 40a of the turbine housing 40. ) And rotatably support A heat shield member 70 is disposed between the compressor housing 20 and the turbine housing 40.
  • the housing for supporting the middle part of the shaft 80 can be eliminated. Moreover, the movement of the heat between the compressor housing 20 and the turbine housing 40 when the housing is abolished can be suppressed, and the occurrence of heat damage can be suppressed.
  • the turbocharger 10 is A cooling passage 70 b for cooling the heat shield member 70 is formed in the heat shield member 70.
  • the shape of the heat shield member 70 is not limited to that according to the present embodiment. That is, it is disposed between the compressor housing 20 and the turbine housing 40, and can suppress the movement of heat between the compressor housing 20 and the turbine housing 40, thereby suppressing the occurrence of various heat damages. I just need it. Further, it is not always necessary to form the cooling passage 70b. Moreover, it is also possible to provide the heat shield member 70 in the turbocharger 10 according to the first to fourth embodiments. That is, by arranging the heat shield member 70 between the compressor housing 20 and the turbine housing 40 of the turbocharger 10 according to the first to fourth embodiments, it is possible to suppress the occurrence of heat damage.
  • a turbocharger bearing structure as shown in FIG. 19 is conceivable.
  • a concave (substantially conical) engaging portion 880 a is formed at the end (end surface) of the shaft 880.
  • a bearing 980 having a convex (substantially conical) engaging portion 983a engageable with the concave engaging portion 880a is provided in a compressor housing (or turbine housing) of a turbocharger (not shown). Be placed.
  • the portions where the shaft 880 and the bearing 980 are in contact are located in the vicinity of the axis (rotation center) of the shaft 880. It is possible to reduce the peripheral speed of the portion without reducing.
  • the main difference between the ninth embodiment (see FIGS. 11 to 16) and the eighth embodiment (see FIG. 10) is that the front first engagement portion 80a and the rear first engagement portion 80b of the shaft 80, The second engaging portion 183a of the compressor side journal thrust bearing 180 and the second engaging portion 203a of the turbine side journal thrust bearing 200 are different in shape. Below, the point which 9th embodiment mainly differs from 8th embodiment is demonstrated.
  • the convex shape of the second engaging portion 183a and the concave shape of the front first engaging portion 80a are formed so as to have a rotating body shape about a predetermined rotation axis C.
  • FIG. 14 shows a cross section including the rotation axis C.
  • the rotation axis C is an axis substantially parallel to the axial direction of the shaft 80 (the front-rear direction in the present embodiment).
  • the convex shape of the second engaging portion 183a and the concave rotational axis C of the front first engaging portion 80a are coincident (overlapping), but strictly speaking, the shaft 80 is a compressor. Since it may be slightly inclined with respect to the side journal thrust bearing 180, the axial direction of the shaft 80 and the rotation axis C of the compressor side journal thrust bearing 180 may not completely coincide with each other.
  • the convex vertex of the second engaging portion 183a is Pt, and the point on the outer peripheral surface of the convex proximal end (the rightmost end in FIG. 14) is Pb.
  • the convex shape of the second engaging portion 183a is formed to be a curved shape from the point Pb to the vertex Pt in a cross-sectional view.
  • the convex shape of the second engagement portion 183a is such that the distance L1 between an arbitrary point Pc on the rotation axis C and its generatrix (a line indicating the outer peripheral surface of the second engagement portion 183a in FIG. 14) is the point Pc It is formed to be longer than the distance L2 from the straight line connecting the vertex Pt to the point Pb.
  • the convex shape of the second engagement portion 183a is formed in a substantially hemispherical shape having a curved portion that bulges outward (convex shape outward) in the cross-sectional view and that is long in the front-rear direction.
  • the concave shape of the front first engaging portion 80a is formed in a shape along the convex shape of the second engaging portion 183a. More specifically, the concave shape of the front first engagement portion 80a is formed to be slightly wider outward than the second engagement portion 183a.
  • the second engaging portion 183a and the front first engaging portion 80a configured as described above are engaged, the second engaging portion 183a is formed on the front side by a curved surface S1 near the tip thereof. It contacts the first engaging portion 80a.
  • the second engagement portion 183a When the curved surface S1 portion of the second engagement portion 183a is worn by the rotation of the shaft 80, the second engagement portion 183a is gradually curved on the front side of the curved surface S2 on the proximal end side (front side) slightly from the curved surface S1. It comes in contact with one engaging portion 80a.
  • the second engagement portion 183a contacts the front first engagement portion 80a at the curved surface S3 that is a little more proximal than the curved surface S1. It becomes like this.
  • the second engagement portion 183a comes into contact with the front first engagement portion 80a on the curved surface S4 that is slightly more proximal than the curved surface S3.
  • the surface (curved surface) is always in contact with the shaft 80 (front side first engagement portion 80a).
  • the second engaging portion 183a does not contact the shaft 80 (front first engaging portion 80a) at the local portion, an excessive load is not applied to the local portion, and the progress of the wear is suppressed. be able to.
  • the second engagement portion 183a is a curved surface (for example, the curved surface S5) and the shaft 80 (the front first engagement portion 80a). Touch. Accordingly, the second engagement portion 183a does not cause local contact with the shaft 80 (front side first engagement portion 80a), and the second engagement portion 183a (compressor side journal thrust bearing 180) and the front side first engagement are prevented. The occurrence of abnormal wear or damage of the portion 80a (shaft 80) can be suppressed. As described above, in the bearing structure of this embodiment, it is possible to allow a so-called precession motion (slashing motion) that tilts (swings) when the shaft 80 rotates.
  • the bearing structure of the turbocharger 10 is a bearing structure of the turbocharger 10 that rotatably supports the shaft 80 that connects the compressor 100 and the turbine 120, and the intake port of the compressor housing 20.
  • Bearings that are fixed to the inner diameter portion of 21a and the inner diameter portion of the exhaust port 40a of the turbine housing 40 and that rotatably support the axial end portion of the shaft 80 (compressor side journal thrust bearing 180 and turbine side journal thrust bearing 200)
  • a first engagement portion (a front first engagement portion 80a and a rear first engagement) formed in a concave shape in the axial direction at an axial end portion of the shaft 80 supported by the bearing.
  • a joint portion 80b) is formed, and the sliding portion of the bearing with the shaft 80 is oriented in the axial direction of the shaft 80.
  • a second engagement portion (second engagement portion 183a and second engagement portion 203a) that can be engaged with the first engagement portion is formed.
  • the shape of the rotating body C is approximately the rotational axis C substantially parallel to the axial direction of the shaft 80, and the convex bus in the sectional view including the rotational axis C has a distance L1 between the bus and the rotational axis C. At least one convex curve portion that is longer than the distance L2 between the rotation axis C and a straight line connecting the vertex Pt to the point Pb on the outer peripheral surface of the base end portion of the convex shape.
  • turbocharger 10 is characterized by including the bearing structure of the turbocharger 10 described above.
  • the front first engagement portion 80a of the shaft 80 has a convex shape
  • the second engagement portion 183a formed on the sliding portion 183 of the compressor-side journal thrust bearing 180 has a concave shape.
  • Each can also be formed.
  • either one may have a convex shape (concave shape).
  • the rear first engaging portion 80b of the shaft 80 is formed in a convex shape
  • the second engaging portion 203a formed in the sliding portion 203 of the turbine side journal thrust bearing 200 is formed in a concave shape. It is also possible to do.
  • both ends of the shaft 80 are rotatably supported by bearings (compressor-side journal thrust bearing 180 and turbine-side journal thrust bearing 200).
  • bearings compressor-side journal thrust bearing 180 and turbine-side journal thrust bearing 200.
  • the present invention is not limited to this.
  • either the compressor-side journal thrust bearing 180 or the turbine-side journal thrust bearing 200 may be eliminated, and instead, the middle portion of the shaft 80 may be rotatably supported by another bearing.
  • the convex shape of the second engagement portion 183a is formed in a substantially hemispherical shape that is long in the front-rear direction so as to be easily engaged with the front first engagement portion 80a.
  • the convex shape may be a shape obtained by dividing a true sphere into two halves.
  • the convex bus of the second engaging portion 183 a is a curve that is convex outward, with the distance L1 being longer than the distance L2 over the entire area.
  • the present invention is not limited to this. In other words, the convex generatrix need only include at least one such curved portion.
  • a turbocharger bearing structure as shown in FIG. 26 is conceivable.
  • a concave (substantially conical) engaging portion 880 a is formed at the end (end surface) of the shaft 880.
  • a bearing 980 having a convex (substantially conical) engaging portion 983a engageable with the concave engaging portion 880a is provided in a compressor housing (or turbine housing) of a turbocharger (not shown). Be placed.
  • the portions where the shaft 880 and the bearing 980 are in contact are located in the vicinity of the axis (rotation center) of the shaft 880. It is possible to reduce the peripheral speed of the portion without reducing.
  • the shaft 880 and the bearing 980 come into contact with each other at the portion Y2 on the base end side (front side) with respect to the portion Y1 of the engaging portion 983a. Since the distance Q2 of the portion Y2 from the axis (rotation center) of the shaft 880 is larger than the distance Q1 of the portion Y1, the peripheral speed in the portion Y2 is higher than the peripheral speed in the portion Y1. As a result, the friction between the shaft 880 and the bearing 980 increases, and wear of the contacting portion is promoted.
  • the main points of the tenth embodiment (see FIGS. 20 to 24) different from the ninth embodiment (see FIGS. 11 to 16) are the front first engagement portion 80a and the rear first engagement of the shaft 80.
  • the shapes of the joint portion 80b, the second engagement portion 183a of the compressor side journal thrust bearing 180, and the second engagement portion 203a of the turbine side journal thrust bearing 200 are different. In the following description, differences of the tenth embodiment from the ninth embodiment will be mainly described.
  • the convex shape of the second engaging portion 183a and the concave shape of the front first engaging portion 80a are formed so as to have a rotating body shape about a predetermined rotation axis C.
  • FIG. 23 shows a cross section including the rotation axis C.
  • the rotation axis C is an axis substantially parallel to the axial direction of the shaft 80 (the front-rear direction in the present embodiment).
  • the rotational axis C of the convex shape of the second engaging portion 183a and the concave shape of the front first engaging portion 80a is assumed to be coincident with (overlapping with) the axis of the shaft 80. Since the shaft 80 may be slightly inclined with respect to the compressor-side journal thrust bearing 180, the axis of the shaft 80 and the rotation axis C of the compressor-side journal thrust bearing 180 may not completely coincide.
  • the convex vertex of the second engagement portion 183a is Pt, and the point on the outer peripheral surface of the convex proximal end portion (the rightmost end portion in FIG. 23) is Pb.
  • the convex shape of the second engaging portion 183a is formed to be a curved shape from the point Pb to the vertex Pt in a cross-sectional view.
  • the convex shape of the second engagement portion 183a is such that the distance L1 between an arbitrary point Pc on the rotation axis C and its generatrix (a line indicating the outer peripheral surface of the second engagement portion 183a in FIG. 23) is the point Pc It is formed to be shorter than the distance L2 from the straight line connecting the vertex Pt to the point Pb. In this way, the convex shape of the second engagement portion 183a is formed in a curved shape that is recessed inside the rotation axis C in a cross-sectional view.
  • the concave shape of the front first engaging portion 80a is formed in a shape along the convex shape of the second engaging portion 183a. More specifically, the concave shape of the front first engagement portion 80a is formed to be slightly wider outward than the second engagement portion 183a.
  • the second engaging portion 183a when the second engaging portion 183a configured as described above and the front first engaging portion 80a are engaged with each other, the second engaging portion 183a has a convex tip portion on the front side. It contacts the bottom of the concave shape of the first engaging portion 80a.
  • the convex tip portion of the second engagement portion 183a is formed in an arc shape having a radius r1
  • the concave bottom portion of the front side first engagement portion 80a is formed in an arc shape having a radius r2. Is done.
  • the radius r1 of the second engagement portion 183a is formed to be smaller than the radius r2 of the front first engagement portion 80a.
  • the second engagement portion 183a When the distal end portion of the second engagement portion 183a is worn due to the rotation of the shaft, the second engagement portion 183a is engaged with the front side first engagement at a portion X1 slightly proximal to the front end portion (front side). It comes into contact with the portion 80a. A distance of the portion X1 from the axis line (rotation axis C) of the shaft 80 is R1.
  • the second engaging portion 183a is assumed to be in contact with the front first engaging portion 80a at one point (part X1) on the outer peripheral surface.
  • the second engaging part 183a has a certain range including the part X1.
  • the surface (curved surface) is in contact with the front first engagement portion 80a.
  • the contact portion with the front first engagement portion 80a is changed from the portion X1 to the portion X2. Even if it moves to (toward the base end side), the distance (distance R2-distance R1) from the axis of the shaft 80 (rotation axis C) of the contact portion does not increase so much.
  • the distance (rotation radius) from the axis of the shaft 80 of the portion where the second engagement portion 183a and the front first engagement portion 80a are in contact does not increase so much.
  • the peripheral speed at the contact portion does not increase so much. Therefore, an increase in friction at the contact portion can be suppressed, and as a result, progress of wear and occurrence of damage at the contact portion can be suppressed.
  • the bearing structure of the turbocharger 10 is a bearing structure of the turbocharger 10 that rotatably supports the shaft 80 that connects the compressor 100 and the turbine 120, and the intake port of the compressor housing 20.
  • Bearings that are fixed to the inner diameter portion of 21a and the inner diameter portion of the exhaust port 40a of the turbine housing 40 and rotatably support the axial end portion of the shaft 80 (compressor side journal thrust bearing 180 and turbine side journal thrust bearing 200)
  • a first engagement portion (a front first engagement portion 80a and a rear first engagement) formed in a concave shape in the axial direction at an axial end portion of the shaft 80 supported by the bearing.
  • a joint portion 80b) is formed, and the sliding portion of the bearing with the shaft 80 is oriented in the axial direction of the shaft 80.
  • a second engagement portion (second engagement portion 183a and second engagement portion 203a) that can be engaged with the first engagement portion is formed.
  • the shape of the rotating body C is approximately the rotational axis C substantially parallel to the axial direction of the shaft 80, and the convex bus in the sectional view including the rotational axis C has a distance L1 between the bus and the rotational axis C. Is formed so as to be shorter than the distance L2 between the rotation axis C and the straight line connecting the vertex Pt to the point Pb on the outer peripheral surface of the convex base end portion.
  • turbocharger 10 is characterized by including the bearing structure of the turbocharger 10 described above.
  • the front first engaging portion 80a of the shaft 80 has a convex shape
  • the second engaging portion 183a formed on the sliding portion 183 of the compressor-side journal thrust bearing 180 has a concave shape.
  • Each can also be formed.
  • either one may have a convex shape (concave shape).
  • the rear first engaging portion 80b of the shaft 80 is formed in a convex shape
  • the second engaging portion 203a formed in the sliding portion 203 of the turbine side journal thrust bearing 200 is formed in a concave shape. It is also possible to do.
  • both ends of the shaft 80 are rotatably supported by bearings (compressor-side journal thrust bearing 180 and turbine-side journal thrust bearing 200).
  • bearings compressor-side journal thrust bearing 180 and turbine-side journal thrust bearing 200.
  • the present invention is not limited to this.
  • either the compressor-side journal thrust bearing 180 or the turbine-side journal thrust bearing 200 may be eliminated, and instead, the middle portion of the shaft 80 may be rotatably supported by another bearing.
  • the present invention relates to a bearing structure of a turbocharger provided in an internal combustion engine and a technology of a turbocharger including the same.

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Abstract

La présente invention concerne une structure de palier de turbocompresseur permettant de réduire la taille du corps de palier ; l'invention concerne également un turbocompresseur équipé de cette structure de palier. Ladite structure de palier destinée à un turbocompresseur (10) soutient en rotation un arbre (80) reliant un compresseur (100) et une turbine (120) et est équipée d'un palier (180) de poussée/butée du côté compresseur, qui est fixé à la partie diamètre interne d'un orifice d'aspiration (21a) du logement (20) de compresseur et qui soutient en rotation la partie extrémité axiale de l'arbre (80). Par la mise en prise d'une première partie mise en prise (formée avec une forme concave) de l'arbre (80) avec une seconde partie mise en prise (formée avec une forme convexe) sur le palier (180) de poussée/butée du côté compresseur, le palier (180) de poussée/butée du côté compresseur peut soutenir l'arbre (80) en rotation.
PCT/JP2013/084679 2012-12-26 2013-12-25 Structure de palier de turbocompresseur et turbocompresseur la comportant WO2014104101A1 (fr)

Applications Claiming Priority (10)

Application Number Priority Date Filing Date Title
JP2012282276A JP2014125935A (ja) 2012-12-26 2012-12-26 ターボチャージャの軸受構造及びそれを具備するターボチャージャ
JP2012-282276 2012-12-26
JP2013013480A JP2014145282A (ja) 2013-01-28 2013-01-28 ターボチャージャ
JP2013013479A JP2014145281A (ja) 2013-01-28 2013-01-28 ターボチャージャの軸受構造及びそれを具備するターボチャージャ
JP2013-013480 2013-01-28
JP2013-013479 2013-01-28
JP2013014923A JP5995735B2 (ja) 2013-01-30 2013-01-30 ターボチャージャの軸受構造及びそれを具備するターボチャージャ
JP2013-014923 2013-01-30
JP2013-020024 2013-02-05
JP2013020024A JP6001470B2 (ja) 2013-02-05 2013-02-05 ターボチャージャの軸受構造及びそれを具備するターボチャージャ

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2480095A (en) * 1946-01-21 1949-08-23 Buchi Alfred Shaft and bearing arrangement
JPS6226532U (fr) * 1985-08-01 1987-02-18
JPH02238124A (ja) * 1989-03-08 1990-09-20 Nissan Motor Co Ltd 過給機の冷却構造
US7571607B2 (en) * 2006-03-06 2009-08-11 Honeywell International Inc. Two-shaft turbocharger

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2480095A (en) * 1946-01-21 1949-08-23 Buchi Alfred Shaft and bearing arrangement
JPS6226532U (fr) * 1985-08-01 1987-02-18
JPH02238124A (ja) * 1989-03-08 1990-09-20 Nissan Motor Co Ltd 過給機の冷却構造
US7571607B2 (en) * 2006-03-06 2009-08-11 Honeywell International Inc. Two-shaft turbocharger

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