WO2021205689A1 - Compresseur centrifuge et compresseur de suralimentation - Google Patents

Compresseur centrifuge et compresseur de suralimentation Download PDF

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Publication number
WO2021205689A1
WO2021205689A1 PCT/JP2020/043450 JP2020043450W WO2021205689A1 WO 2021205689 A1 WO2021205689 A1 WO 2021205689A1 JP 2020043450 W JP2020043450 W JP 2020043450W WO 2021205689 A1 WO2021205689 A1 WO 2021205689A1
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WO
WIPO (PCT)
Prior art keywords
flow path
throttle
shroud wall
compressor
wall portion
Prior art date
Application number
PCT/JP2020/043450
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English (en)
Japanese (ja)
Inventor
貴大 上野
Original Assignee
株式会社Ihi
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
Application filed by 株式会社Ihi filed Critical 株式会社Ihi
Publication of WO2021205689A1 publication Critical patent/WO2021205689A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/40—Casings; Connections of working fluid
    • F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
    • F04D29/44—Fluid-guiding means, e.g. diffusers

Definitions

  • Patent Document 1 discloses a compressor housing in which an impeller accommodating portion, a diffuser flow path, and a throttle flow path are formed.
  • the throttle flow path is formed between the impeller accommodating portion and the diffuser flow path.
  • a throttle curved surface is formed on the shroud wall of the compressor housing facing the throttle flow path. The throttle curved surface narrows the flow path width of the throttle flow path. This makes it possible to suppress the backflow of the compressed fluid flowing through the throttle flow path.
  • An object of the present disclosure is to provide a centrifugal compressor and a supercharger capable of suppressing a decrease in compressor efficiency regardless of the rotation range of the compressor impeller.
  • the centrifugal compressor of the present disclosure includes a compressor housing having an accommodating portion for accommodating the compressor impeller, and a diffuser flow path provided on the radial outer side of the compressor impeller and communicating with the scroll flow path. , A throttle flow path provided between the accommodating portion and the diffuser flow path, a first shroud wall portion provided in the compressor housing and facing the throttle flow path, and a diffuser flow path side of the first shroud wall portion. A maximum throttle portion having a maximum inclination angle in the radial direction is provided.
  • the maximum throttle portion may include a curved shape in a cross section including the central axis of the compressor impeller.
  • a second shroud wall portion including the second shroud wall portion and a straight portion including a linear portion formed on the accommodating portion side of the first shroud wall portion and extending in the tangential direction of the second shroud wall portion in the cross section may be provided.
  • a straight portion including a linear shape extending in the tangential direction of the third shroud wall portion may be provided.
  • the supercharger of the present disclosure includes the above centrifugal compressor.
  • FIG. 1 is a schematic cross-sectional view of the turbocharger.
  • FIG. 2 is a diagram in which the alternate long and short dash line portion of FIG. 1 is extracted.
  • FIG. 3 is a schematic cross-sectional view of the first shroud wall portion in the modified example.
  • FIG. 1 is a schematic cross-sectional view of the turbocharger TC.
  • the arrow L direction shown in FIG. 1 will be described as the left side of the turbocharger TC.
  • the arrow R direction shown in FIG. 1 will be described as the right side of the turbocharger TC.
  • the supercharger TC includes a supercharger main body 1.
  • the supercharger main body 1 includes a bearing housing 3, a turbine housing 5, and a compressor housing 7.
  • the turbine housing 5 is connected to the left side of the bearing housing 3 by a fastening bolt 9.
  • the compressor housing 7 is connected to the right side of the bearing housing 3 by a fastening bolt 11.
  • the turbine T includes a bearing housing 3 and a turbine housing 5.
  • the centrifugal compressor C includes a bearing housing 3 and a compressor housing 7.
  • a bearing hole 3a is formed in the bearing housing 3.
  • the bearing hole 3a penetrates the bearing housing 3 in the left-right direction of the turbocharger TC.
  • a semi-floating bearing (sliding bearing) 13 is arranged in the bearing hole 3a.
  • the semi-floating bearing 13 rotatably supports the shaft 15.
  • a turbine impeller 17 is provided at the left end of the shaft 15.
  • the turbine impeller 17 is arranged in the turbine housing 5.
  • the turbine impeller 17 is rotatably housed in the turbine housing 5.
  • a compressor impeller 19 is provided at the right end of the shaft 15.
  • the compressor impeller 19 is arranged in the compressor housing 7.
  • the compressor impeller 19 is rotatably housed in the compressor housing 7.
  • An intake port 21 is formed in the compressor housing 7.
  • the intake port 21 opens on the right side of the turbocharger TC.
  • the intake port 21 is connected to an air cleaner (not shown).
  • the diffuser flow path 23 is formed by the facing surfaces of the bearing housing 3 and the compressor housing 7.
  • the diffuser flow path 23 pressurizes air (hereinafter, also referred to as a compressed fluid).
  • the diffuser flow path 23 is formed in an annular shape.
  • the diffuser flow path 23 communicates with the intake port 21 via the compressor impeller 19 inside the shaft 15 in the radial direction.
  • the compressor scroll flow path 25 is formed in the compressor housing 7.
  • the compressor scroll flow path 25 is formed in an annular shape.
  • the compressor scroll flow path 25 is located, for example, radially outside the shaft 15 with respect to the diffuser flow path 23.
  • the compressor scroll flow path 25 communicates with the intake port of an engine (not shown) and the diffuser flow path 23.
  • the intake air is pressurized and accelerated in the process of flowing between the blades of the compressor impeller 19.
  • the pressurized and accelerated air is pressurized in the diffuser flow path 23 and the compressor scroll flow path 25.
  • the pressurized air is guided to the intake port of the engine.
  • a discharge port 27 is formed in the turbine housing 5.
  • the discharge port 27 opens on the left side of the turbocharger TC.
  • the discharge port 27 is connected to an exhaust gas purification device (not shown).
  • a communication passage 29 and a turbine scroll flow path 31 are formed in the turbine housing 5.
  • the turbine scroll flow path 31 is formed in an annular shape.
  • the turbine scroll flow path 31 is located, for example, radially outside the turbine impeller 17 with respect to the communication passage 29.
  • the turbine scroll flow path 31 communicates with a gas inlet (not shown). Exhaust gas discharged from an engine exhaust manifold (not shown) is guided to the gas inlet.
  • the communication passage 29 connects the turbine scroll flow path 31 and the discharge port 27 via the turbine impeller 17.
  • the exhaust gas guided from the gas inflow port to the turbine scroll flow path 31 is guided to the discharge port 27 via the communication passage 29 and the turbine impeller 17.
  • the exhaust gas guided to the discharge port 27 rotates the turbine impeller 17 in the distribution process.
  • the rotational force of the turbine impeller 17 is transmitted to the compressor impeller 19 via the shaft 15.
  • the compressor impeller 19 rotates, the air is pressurized as described above. In this way, air is guided to the intake port of the engine.
  • FIG. 2 is a diagram in which the alternate long and short dash line portion of FIG. 1 is extracted.
  • FIG. 2 is a view showing a cross section of the bearing housing 3 and the compressor housing 7 including the central axis of the compressor impeller 19.
  • a shroud wall 100 is formed in the compressor housing 7.
  • a hub wall 200 is formed in the bearing housing 3.
  • the hub wall 200 is formed in the bearing housing 3, but the hub wall 200 may be formed in the compressor housing 7.
  • the shroud wall 100 and the hub wall 200 are arranged so as to face the central axial direction (hereinafter, also simply referred to as the axial direction) of the compressor impeller 19.
  • the shroud wall 100 and the hub wall 200 are arranged so as to be separated from each other in the axial direction.
  • a diffuser flow path 23, an accommodating portion 110, and a throttle flow path 120 are formed between the shroud wall 100 and the hub wall 200.
  • the shroud wall 100 is arranged on the side (right side in FIG. 2) separated from the bearing housing 3 in the axial direction of the compressor impeller 19 with respect to the diffuser flow path 23, the accommodating portion 110, and the throttle flow path 120.
  • the hub wall 200 is arranged on the side (left side in FIG. 2) close to the bearing housing 3 in the axial direction of the compressor impeller 19 with respect to the diffuser flow path 23, the accommodating portion 110, and the throttle flow path 120.
  • the diffuser flow path 23 is provided on the outer side in the radial direction of the compressor impeller 19 and communicates with the compressor scroll flow path 25 (see FIG. 1).
  • a compressor impeller 19 is arranged in the accommodating portion 110. That is, the compressor impeller 19 is accommodated in the accommodating portion 110.
  • the accommodating portion 110 is formed inside the compressor impeller 19 in the radial direction with respect to the diffuser flow path 23.
  • the throttle flow path 120 is formed between the accommodating portion 110 and the diffuser flow path 23.
  • the throttle flow path 120 is located radially outside the compressor impeller 19 with respect to the accommodating portion 110, and is located radially inside the compressor impeller 19 with respect to the diffuser flow path 23.
  • the shroud wall 100 includes an intersection 130, a first shroud wall 140, a second shroud wall 150, and a third shroud wall 160.
  • intersection 130 is a portion of the shroud wall 100 that intersects the extension line L1 of the trailing edge E of the compressor impeller 19.
  • the first shroud wall portion 140 faces the throttle flow path 120.
  • the first shroud wall portion 140 is formed on the radial outside of the compressor impeller 19 from the intersection 130 of the shroud wall 100, and on the radial inside of the compressor impeller 19 with respect to the third shroud wall portion 160.
  • the first shroud wall portion 140 is continuous with the second shroud wall portion 150 and the third shroud wall portion 160.
  • the connecting portion between the first shroud wall portion 140 and the second shroud wall portion 150 is the intersection 130.
  • the first shroud wall portion 140 and the third shroud wall portion 160 are connected by a connecting portion 170, which will be described later.
  • the second shroud wall portion 150 faces the accommodating portion 110.
  • the second shroud wall portion 150 is provided inside the compressor impeller 19 in the radial direction with respect to the first shroud wall portion 140.
  • the second shroud wall portion 150 is continuous with the intersection 130 of the shroud wall 100, and is formed radially inside the compressor impeller 19 with respect to the intersection 130.
  • the second shroud wall portion 150 includes a curved shape whose center of curvature is located on the opposite side of the shroud wall 100 from the compressor impeller 19.
  • the second shroud wall portion 150 is arranged axially separated from the compressor impeller 19. The separation interval between the compressor impeller 19 and the second shroud wall portion 150 is approximately constant.
  • the third shroud wall portion 160 faces the diffuser flow path 23.
  • the third shroud wall portion 160 is formed on the radial outside of the compressor impeller 19 with respect to the intersection 130 of the shroud wall 100.
  • the third shroud wall portion 160 is provided on the radial outer side of the compressor impeller 19 with respect to the first shroud wall portion 140.
  • the third shroud wall portion 160 is, for example, a flat surface portion having a planar shape orthogonal to the central axis of the compressor impeller 19.
  • the hub wall portion 210 of the hub wall 200 facing the diffuser flow path 23 is a flat surface portion having a planar shape orthogonal to the central axis of the compressor impeller 19.
  • the third shroud wall portion 160 is approximately parallel to the hub wall portion 210.
  • the third shroud wall portion 160 does not have to be arranged parallel to the hub wall portion 210. Further, the third shroud wall portion 160 and the hub wall portion 210 may be formed in a shape other than the planar shape (for example, a curved surface shape).
  • the first shroud wall portion 140 includes an accommodating portion side throttle portion (which may also be referred to as a first throttle portion in the present disclosure) 142 and a diffuser side throttle portion (which may also be referred to as a second throttle portion in the present disclosure) 144. To be equipped.
  • the first throttle portion 142 is located radially inside the second throttle portion 144.
  • the first throttle portion 142 is formed on the accommodating portion 110 side of the first shroud wall portion 140. That is, the first throttle portion 142 is formed on the intersection 130 side of the first shroud wall portion 140.
  • the first throttle portion 142 is continuous with the intersection 130 and the second throttle portion 144.
  • the first throttle portion 142 includes a straight portion 142a having a linear shape extending from the intersection 130 in the tangent L2 direction of the second shroud wall portion 150.
  • a connecting portion 170 is arranged on the tangent line L2 of the second shroud wall portion 150. That is, the connecting portion 170 between the first shroud wall portion 140 and the third shroud wall portion 160 is located on the tangent line L2.
  • the midpoint of the tangent line L2 connecting the intersection 130 and the connecting portion 170 is the midpoint CE.
  • the first throttle portion 142 is a portion on the accommodating portion 110 (second shroud wall portion 150) side with respect to the midpoint CE.
  • the second throttle portion 144 is a portion on the diffuser flow path 23 (third shroud wall portion 160) side with respect to the midpoint CE.
  • the entire first throttle portion 142 is a straight portion 142a having a shape along the tangent line L2. That is, the first throttle portion 142 does not project inside the throttle flow path 120 with respect to the tangent line L2.
  • the first throttle portion 142 may be formed on the side (right side in FIG. 2) separated from the bearing housing 3 with respect to the tangent line L2.
  • the first throttle portion 142 may protrude inside the throttle flow path 120 with respect to the tangent line L2, but this causes a decrease in compressor efficiency in the high rotation range of the compressor impeller 19. Therefore, it is preferable that the first throttle portion 142 does not protrude inward of the throttle flow path 120 with respect to the tangent line L2.
  • the first throttle portion 142 may extend along the vertical straight line L3 extending vertically upward from the intersection 130.
  • the first throttle portion 142 is formed within the range between the vertical straight line L3 and the tangent line L2. Since the first throttle portion 142 does not protrude inside the throttle flow path 120 with respect to the tangent line L2, it is possible to suppress an increase in pressure loss in the high rotation range of the compressor impeller 19.
  • the second throttle portion 144 is formed on the diffuser flow path 23 side of the first shroud wall portion 140. That is, the second throttle portion 144 is formed on the third shroud wall portion 160 side of the first shroud wall portion 140.
  • the second throttle portion 144 is continuous with the first throttle portion 142 and the connection portion 170.
  • the second throttle portion 144 includes a maximum throttle portion 144a having a maximum inclination angle with respect to the radial direction of the compressor impeller 19.
  • the maximum throttle portion 144a is the maximum change portion having the largest amount of change in protrusion into the throttle flow path 120 in the axial direction of the compressor impeller 19.
  • the maximum throttle portion 144a is formed on the diffuser flow path 23 side (third shroud wall portion 160 side) from the midpoint CE.
  • the maximum throttle portion 144a includes a curved shape in a cross section including the central axis of the compressor impeller 19.
  • the maximum throttle portion 144a projects inside the throttle flow path 120 with respect to the tangent line L2. That is, the second throttle portion 144 narrows the throttle flow path 120 larger than the first throttle portion 142.
  • the compressed fluid in the throttle flow path 120 in the low rotation region of the compressor impeller 19 can be rectified.
  • the starting point of protrusion of the maximum diaphragm portion 144a with respect to the tangent line L2 to the inside of the diaphragm flow path 120 is the midpoint CE.
  • the present invention is not limited to this, and the starting point of protrusion of the maximum throttle portion 144a with respect to the tangent line L2 to the inside of the throttle flow path 120 may be on the diffuser flow path 23 side (third shroud wall portion 160 side) from the midpoint CE. good. Further, if the maximum throttle portion 144a having the maximum inclination angle with respect to the radial direction of the compressor impeller 19 is on the diffuser flow path 23 side from the midpoint CE, the maximum throttle portion 144a starts to protrude inward of the throttle flow path 120 with respect to the tangent line L2. The point may be on the accommodating portion 110 side from the midpoint CE.
  • the second throttle portion 144 includes a straight portion 144b having a linear shape extending in the tangent L4 direction from the connection portion 170 to the third shroud wall portion 160 in the cross section including the central axis of the compressor impeller 19.
  • the maximum throttle portion 144a is formed on the diffuser flow path 23 side of the first shroud wall portion 140, which is opposite to the accommodating portion 110 side. As a result, it is possible to prevent the compressed fluid immediately after passing through the compressor impeller 19 from colliding with the maximum throttle portion 144a. As a result, the pressure loss in the high rotation range of the compressor impeller 19 can be reduced as compared with the case where the maximum throttle portion 144a is formed on the accommodating portion 110 side of the first shroud wall portion 140. That is, by forming the maximum throttle portion 144a on the diffuser flow path 23 side of the first shroud wall portion 140, it is possible to suppress a decrease in compressor efficiency in the high rotation range of the compressor impeller 19.
  • the maximum throttle portion 144a can narrow the flow path width of the throttle flow path 120 as compared with the first throttle portion 142. By narrowing the flow path width of the throttle flow path 120, the flow velocity of the compressed fluid can be increased and rectified. Due to this rectifying effect, the mixing loss in the low rotation range of the compressor impeller 19 can be reduced. That is, by forming the maximum throttle portion 144a on the first shroud wall portion 140, it is possible to suppress a decrease in compressor efficiency in the low rotation range of the compressor impeller 19.
  • the maximum aperture portion 144a includes a curved shape.
  • the maximum throttle portion 144a By including the curved shape of the maximum throttle portion 144a, it is possible to reduce the pressure loss when colliding with the compressed fluid as compared with the case where the maximum throttle portion 144a includes the curved shape.
  • the first throttle portion 142 includes a straight portion 142a extending from the intersection 130 to the second shroud wall portion 150 in the tangent L2 direction.
  • the accommodating portion 110 and the throttle flow path 120 can be smoothly connected.
  • the pressure loss can be reduced as compared with the case where the straight portion 142a is not formed on the first throttle portion 142.
  • the second throttle portion 144 includes a straight portion 144b extending from the connecting portion 170 to the third shroud wall portion 160 in the tangent L4 direction.
  • FIG. 3 is a schematic cross-sectional view of the first shroud wall portion 240 in the modified example.
  • FIG. 3 is a view showing a cross section of the bearing housing 3 and the compressor housing 7 including the central axis of the compressor impeller 19.
  • Components that are substantially the same as the turbocharger TC of the above embodiment are designated by the same reference numerals, and description thereof will be omitted.
  • the first shroud wall portion 240 is different from the first shroud wall portion 140 of the above embodiment.
  • the configuration of the supercharger TC other than that is the same as that of the supercharger TC of the above embodiment.
  • the first shroud wall portion 240 includes a first throttle portion 242 and a second throttle portion 244.
  • the first throttle portion 242 is located radially inside the second throttle portion 244.
  • the first throttle portion 242 is formed on the accommodating portion 110 side of the first shroud wall portion 240. That is, the first throttle portion 242 is formed on the intersection 130 side of the first shroud wall portion 240.
  • the first throttle portion 242 is continuous with the intersection 130 and the second throttle portion 244.
  • the first throttle portion 242 includes a first straight line portion 242a formed within a range between the vertical straight line L3 and the tangent line L2, and a second straight line portion 242b.
  • the first straight line portion 242a is located radially inside the second straight line portion 242b.
  • the first straight line portion 242a is continuous with the intersection 130 and the second straight line portion 242b.
  • the second straight line portion 242b is continuous with the first straight line portion 242a and the midpoint CE.
  • the first straight line portion 242a and the second straight line portion 242b are formed on the side (right side in FIG. 3) separated from the bearing housing 3 from the tangent line L2 in the axial direction of the compressor impeller 19. That is, the first throttle portion 242 does not project inside the throttle flow path 120 with respect to the tangent line L2.
  • the first throttle portion 242 may be formed within the range between the vertical straight line L3 and the tangent line L2, and the first straight line portion 242a and the second straight line portion 242b are the first curved portion and the first curved portion having a curved shape. It may be composed of two curved portions.
  • the second throttle portion 244 is formed on the diffuser flow path 23 side of the first shroud wall portion 140. That is, the second throttle portion 244 is formed on the third shroud wall portion 160 side of the first shroud wall portion 140.
  • the second throttle portion 244 is continuous with the first throttle portion 242 and the connection portion 170.
  • the second throttle portion 244 includes a maximum throttle portion 244a having a maximum inclination angle with respect to the radial direction of the compressor impeller 19.
  • the maximum throttle portion 244a is the maximum change portion having the largest amount of change in protrusion into the throttle flow path 120 in the axial direction of the compressor impeller 19.
  • the maximum throttle portion 244a protrudes inside the throttle flow path 120 with respect to the tangent line L2. That is, the second throttle portion 244 narrows the throttle flow path 120 larger than the first throttle portion 242.
  • the starting point of protrusion of the maximum diaphragm portion 244a with respect to the tangent line L2 to the inside of the diaphragm flow path 120 is the midpoint CE.
  • the present invention is not limited to this, and the starting point of protrusion of the maximum throttle portion 244a with respect to the tangent line L2 to the inside of the throttle flow path 120 may be on the diffuser flow path 23 side (third shroud wall portion 160 side) from the midpoint CE. good.
  • the maximum throttle portion 244a having the maximum inclination angle with respect to the radial direction of the compressor impeller 19 is on the diffuser flow path 23 side from the midpoint CE, the maximum throttle portion 244a starts to protrude inward of the throttle flow path 120 with respect to the tangent line L2.
  • the point may be on the accommodating portion 110 side from the midpoint CE.
  • the second throttle portion 244 includes a first straight line portion 244b formed within a range between the tangent line L2 and the tangent line L4, and a second straight line portion 244c.
  • the first straight line portion 244b is located radially inside the second straight line portion 244c.
  • the first straight line portion 244b is continuous with the midpoint CE and the second straight line portion 244c.
  • the second straight line portion 244c is continuous with the first straight line portion 244b and the connecting portion 170.
  • the first straight line portion 244b and the second straight line portion 244c are formed on the side (left side in FIG. 3) closer to the bearing housing 3 than the tangent line L2 in the axial direction of the compressor impeller 19. That is, the second throttle portion 244 projects inside the throttle flow path 120 with respect to the tangent line L2. Further, in this modification, the first straight line portion 244b and the second straight line portion 244c are formed on the side (right side in FIG. 3) separated from the bearing housing 3 from the tangent line L4 in the axial direction of the compressor impeller 19. .. That is, the second throttle portion 244 does not project inside the throttle flow path 120 with respect to the tangent line L4.
  • the second throttle portion 244 may be formed within the range between the tangent line L2 and the tangent line L4, and the first straight line portion 244b and the second straight line portion 244c are the first curved portion and the second curved portion having a curved shape. It may be composed of curved portions.
  • centrifugal compressor C is incorporated in the turbocharger TC.
  • the present invention is not limited to this, and the centrifugal compressor C may be incorporated in a device other than the supercharger TC, or may be a single unit.
  • the centrifugal compressor C may be a centrifugal compressor in which the compressor impeller 19 is rotationally driven by an electric motor.
  • the above embodiment and a modified example may be combined.
  • the maximum aperture portion 144a of the above embodiment the maximum aperture portion 244a of the modified example may be applied.
  • the first throttle portion 142 of the above embodiment the first throttle portion 242 of the modified example may be applied.

Abstract

Compresseur centrifuge (C), lequel compresseur comprend : un carter de compresseur (7) dans lequel est formée une section de réception (110) recevant une roue de compresseur (19); un canal d'écoulement de diffuseur (23) qui est disposé sur le côté radialement externe de la roue de compresseur (19) et qui communique avec un canal d'écoulement à volute; un canal d'écoulement d'étranglement (120) disposé entre la section de réception (110) et le canal d'écoulement de diffuseur (23); une première section de paroi d'enveloppe (140) qui est disposée sur le carter de compresseur (7) et qui fait face au canal d'écoulement d'étranglement (120); et une section d'étranglement maximal (144a) qui est formée dans le côté de canal d'écoulement de diffuseur (23) de la première section de paroi d'enveloppe (140), l'angle d'inclinaison par rapport à la direction radiale atteignant un maximum à la section d'étranglement maximal (144a).
PCT/JP2020/043450 2020-04-07 2020-11-20 Compresseur centrifuge et compresseur de suralimentation WO2021205689A1 (fr)

Applications Claiming Priority (2)

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JP2020-069165 2020-04-07
JP2020069165 2020-04-07

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WO2021205689A1 true WO2021205689A1 (fr) 2021-10-14

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008510100A (ja) * 2004-08-19 2008-04-03 ハネウェル・インターナショナル・インコーポレーテッド 圧縮機翼車ハウジング
DE102014226341A1 (de) * 2014-12-18 2016-06-23 Volkswagen Aktiengesellschaft Verdichter, Abgasturbolader und Brennkraftmaschine

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008510100A (ja) * 2004-08-19 2008-04-03 ハネウェル・インターナショナル・インコーポレーテッド 圧縮機翼車ハウジング
DE102014226341A1 (de) * 2014-12-18 2016-06-23 Volkswagen Aktiengesellschaft Verdichter, Abgasturbolader und Brennkraftmaschine

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