Electronic supercharger with hybrid damping system

Abstract

An electronic supercharger includes a shaft supported for rotation about an axis. The electronic supercharger also includes a compressor impeller attached to the shaft. The electronic supercharger further includes an electric motor configured to drive the shaft and the compressor impeller to rotate. Moreover, the electronic supercharger includes a housing that accommodates the electric motor and at least a portion of the shaft. In addition, the electronic supercharger includes a damping system that is incorporated into the housing and is configured to attenuate loads transmitted through the housing. The damping system includes at least one elastically deflectable solid damper, and the damping system includes at least one fluid viscous damper.

Description

Technical Field

[0001] The present disclosure relates generally to electronic superchargers (e-chargers), and more particularly to e-chargers with hybrid damping systems. Background Art

[0002] Some vehicles include a boosting device, such as a turbocharger or supercharger, which increases engine performance by compressing air, which is then supplied to the engine. These devices may also be employed in fuel cell systems or other systems. In some cases, an electronic supercharger may be provided. The electronic supercharger may include an electric motor configured to drive and rotate a compressor impeller for compressing an air flow, which is then supplied to the engine, a fuel cell stack, etc.

[0003] In some cases, a vehicle may include an electrically driven compressor or electronic supercharger for these purposes. However, conventional electronic superchargers may be bulky, costly, difficult to manufacture, and / or may present other problems. The electric motor may generate heat that may negatively affect performance; however, cooling features may increase bulkiness, cost, and / or manufacturing difficulty. In addition, the electric motor and / or other components may generate vibration loads or other loads that may negatively affect the performance or manufacturability of the compressor. However, conventional methods for damping an electronic supercharger may increase the bulkiness, cost, and / or manufacturing difficulty of the electronic supercharger.

[0004] Therefore, it is desirable to provide an electronic supercharger that is compact, highly manufacturable and cost-effective.Other desirable features and characteristics of the present disclosure will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and this background discussion. Summary of the invention

[0005] In one embodiment, an electronic supercharger is disclosed, comprising a shaft supported for rotation about an axis. The electronic supercharger also includes a compressor impeller attached to the shaft. The electronic supercharger further includes an electric motor configured to drive the shaft and the compressor impeller to rotate. Moreover, the electronic supercharger includes a housing that accommodates at least a portion of the electric motor and the shaft. In addition, the electronic supercharger includes a damping system that is incorporated into the housing and is configured to attenuate loads transmitted through the housing. The damping system includes at least one elastically deflectable solid damper, and the damping system includes at least one fluid viscous damper.

[0006] In another embodiment, a method of manufacturing an electronic supercharger is disclosed. The method includes housing a motor and a portion of a shaft in a motor housing. The motor is configured to drive the shaft and an attached compressor impeller to rotate about an axis. The method also includes housing the motor housing and the motor in an outer housing, wherein a damping system is disposed between the motor housing and the outer housing. The damping system is configured to attenuate loads transmitted between the motor housing and the outer housing. The damping system includes at least one elastically deflectable solid damper, and the damping system includes at least one fluid viscous damper.

[0007] In an additional embodiment, an electronic supercharger is disclosed, which includes a shaft supported for rotation about an axis and a compressor impeller attached to the shaft. The electronic supercharger includes an electric motor configured to drive the shaft and the compressor impeller to rotate. In addition, the electronic supercharger includes a housing that accommodates at least a portion of the motor and the shaft. The housing includes an outer housing having a first member and a second member. The housing includes a motor housing surrounding the motor. The motor housing is accommodated by the outer housing. Moreover, the electronic supercharger includes a cooling system that supplies a coolant from an inlet to an outlet through the housing for cooling the electronic supercharger. In addition, the electronic supercharger includes a damping system that is incorporated into the housing and is configured to attenuate a load transmitted through the housing. The damping system includes a solid radial damper that is radially disposed between the first member and the second member of the outer housing and is configured to be elastically flexed to attenuate a radial load transmitted between the first member and the second member. The damping system also includes a first sealed damper, which is longitudinally disposed between and sealed to first opposing longitudinal surfaces of the motor housing and the outer housing. The first sealed damper provides a first fluid barrier for the coolant and is configured to elastically flex to attenuate the longitudinal load transmitted between the motor housing and the outer housing. The damping system further includes a second sealed damper, which is longitudinally disposed between and sealed to second opposing longitudinal surfaces of the first and second members of the outer housing. The second sealed damper provides a second fluid barrier for the coolant and is configured to elastically flex to attenuate the longitudinal load transmitted between the first and second members. Additionally, the damping system includes a third sealed damper, which is radially disposed between and sealed to third opposing radial surfaces of the outer housing and the motor housing. The third sealed damper provides a third fluid barrier for the coolant and is configured to elastically flex to attenuate the radial load transmitted between the motor housing and the outer housing. Furthermore, the damping system includes a fourth sealed damper radially disposed between and sealed to fourth opposing longitudinal surfaces of the outer housing and the motor housing. The fourth sealed damper provides a fourth fluid barrier for the coolant and is configured to resiliently flex to attenuate longitudinal loads transmitted between the motor housing and the outer housing. Furthermore, the damping system includes a plurality of viscous dampers, wherein the coolant is provided between opposing nested radial surfaces of the outer housing and the motor housing to provide viscous damping between the motor housing and the outer housing. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The present disclosure will hereinafter be described in conjunction with the following drawings, wherein like numerals represent like elements, and wherein:

[0009] Figure 1is a front perspective view of a boost device, such as an electric supercharger, according to an example embodiment of the present disclosure, the boost device being shown incorporated into a fuel cell system;

[0010] Figure 2 yes Figure 1 The front perspective exploded view of the electronic supercharger;

[0011] Figure 3 yes Figure 1 The rear perspective exploded view of the electronic supercharger;

[0012] Figure 4 yes Figure 1 A longitudinal cross-sectional view of an electronic supercharger;

[0013] Figure 5 It is an electronic supercharger. Figure 1 a cross-sectional view taken along line 5-5;

[0014] Figure 6 It passes through Figure 1 A front perspective view of a coolant flow circuit of an electronic supercharger;

[0015] Figure 7 It passes through Figure 1 A rear perspective view of a coolant flow circuit of an electronic supercharger;

[0016] Figure 8 yes Figure 1 A front perspective view of various parts of an electronic supercharger;

[0017] Fig. 9 yes Figure 1 A rear perspective view of various parts of an electronic supercharger;

[0018] Fig.10 The electronic supercharger Figure 4 Detailed cross-sectional view taken through the area indicated in;

[0019] Fig.11 The electronic supercharger Figure 4 a detailed cross-sectional view taken through the area indicated in; and

[0020] Fig.12 yes Figure 1 Rear perspective exploded view of the components of an electronic supercharger. DETAILED DESCRIPTION

[0021] The following detailed description is merely exemplary in nature and is not intended to limit the disclosure or the application and uses of the disclosure. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description.

[0022] Broadly, example embodiments disclosed herein include an improved electrically driven compressor assembly (i.e., an electronic supercharger). The disclosed electronic supercharger may be a device having an electric motor that drives a compressor impeller for providing a compressed air flow to a downstream component (e.g., to a fuel cell stack, to an internal combustion engine, etc.). Moreover, the electronic supercharger of the present disclosure may be configured as an electric supercharger, a hybrid turbocharger, an electronic supercharging (e-boost) device, an electronic turbine device, an electronic auxiliary supercharging device, or other related components.

[0023] Additionally, example embodiments disclosed herein include a damping system for an electronic supercharger. The electronic supercharger may include a damping system having one or more dampers provided to dampen forces transferred through the electronic supercharger and / or the support structure(s).

[0024] In particular, the damper(s) may include one or more features, shapes, sizes, material properties, and / or other characteristics that provide improved damping loads transmitted through the housing of the electronic supercharger. Additionally, the damper(s) may be incorporated into the electronic supercharger in a manner that improves damping functionality.

[0025] In addition, the electronic supercharger of the present disclosure may include a hybrid damping system. For example, the electronic supercharger may include different types of dampers.

[0026] In some examples, the electronic supercharger may include at least one damper of a first type that is solid and resiliently deflectable (e.g., a damper comprising an elastomeric material, a damper that is deflectable and biased toward a non-deflected or neutral position, a damper having two or more parts connected by a joint that is biased toward a certain position, etc.). These dampers may be referred to as "solid-state dampers" because they remain in a solid state, they deflect resiliently, and rely on material properties of the solid material that makes up the damper.

[0027] The electronic supercharger may include at least one damper of a second type, such as a fluid viscous damper including a fluid and one or more fluid passages. There may be a plurality of fluid viscous dampers, each having a volume of fluid provided between corresponding surfaces of the housing to provide viscous damping.

[0028] Additionally, in some embodiments, at least one damper may provide damping and also provide additional functionality. For example, the damper may include a sealed damper that is disposed between and sealed to a pair (at least two) of opposing surfaces. The sealed damper may retain fluid within a predetermined fluid channel of the electronic supercharger and may also bend elastically and dampen energy (e.g., vibration) transferred between the opposing surfaces.

[0029] The support structure (e.g., housing member) for the damper may include various features that improve the robustness of the electronic supercharger, improve manufacturability, and / or provide other benefits. In addition, the damping system may allow certain types of bearings to be incorporated into the electronic supercharger to increase the benefits. Due to the damping system of the present disclosure, the electronic supercharger can operate with high efficiency under a wide variety of operating conditions. Due to the damping system of the present disclosure, the electronic supercharger can be highly robust. The layout and construction of the damping system can be relatively simple and compact, but can provide effective damping for the electronic supercharger. These features can also improve the manufacturing efficiency and / or reduce the manufacturing cost of the electronic supercharger.

[0030] Figure 1 is a schematic diagram of an example electronic supercharger 100 according to an example embodiment of the present disclosure. It will be understood that the term "electronic supercharger (e-charger)" as used herein will be widely understood by those skilled in the art to include, for example, a device having an electrically driven compressor impeller, regardless of where the electronic supercharger 100 is incorporated, the type of system into which the electronic supercharger 100 is incorporated, etc. It will also be understood that the electronic supercharger 100 of the present disclosure may also be referred to as an electrically driven compressor assembly. Moreover, the electronic supercharger 100 of the present disclosure may be operably attached to an exhaust-driven turbine impeller, such as in a hybrid turbocharger or an electronically assisted turbocharger. The electronic supercharger 100 may also be configured as an electric supercharger, an electronic supercharging device, an electronic turbine, or other related components. Moreover, the electronic supercharger 100 may be fluidically and otherwise operably connected to an additional supercharging device upstream or downstream of the electronic supercharger 100.

[0031] As shown, the electric supercharger 100 may be incorporated into a fuel cell system 102. Also, as shown, the electric supercharger 100 may be configured as an electric compressor device (ie, an electric supercharger) having a single-stage compressor.

[0032] In general, the electric supercharger 100 may include a motor section 110 having a first end 199 and a second end 200. The electric supercharger 100 may also include a compressor section 111. The motor section 110 may drive a rotating group 118 of the electric supercharger 100 about an axis 108 relative to a housing 119 of the electric supercharger 100, thereby providing a compressed air flow (indicated by arrows 124) to the fuel cell stack 104 of the fuel cell system 102.

[0033] It will be appreciated that the electronic supercharger 100 and / or features of the present disclosure may be configured differently than shown. Moreover, it will be appreciated that the electronic supercharger 100 may be incorporated into systems other than fuel cell systems. For example, the electronic supercharger 100 may be configured to supply the compressed air flow 124 to an internal combustion engine, to another supercharging device, etc.

[0034] The electric motor section 110 of the electric supercharger 100 may include a stator 146 and a rotor 148 ( Figure 2 , Figure 3 and Figure 5 ) of the motor 103, wherein the stator and rotor are centered about the axis 108. The rotor 148 may be fixed to the shaft 150 to rotate as a unit about the axis 108. The shaft 150 may extend from the rotor 148 and away from the first end 199 of the motor section 110. In addition, the motor section 110 may include one or more parts of the housing 119. For example, the housing 119 may include a motor housing 123 that accommodates, encapsulates and / or surrounds at least a portion of the rotor 148 and the stator 146 in the motor section 110.

[0035] The compressor section 111 may include a compressor impeller 130, which may be mounted on a shaft 150 at a first end 199 of the motor section 110. The compressor impeller 130 may be fixed to the rotor 148 via the shaft 150 to rotate as a unit with the rotating group 118 of the electronic supercharger 100. The compressor impeller 130 may be fixed to the shaft 150 via one or more fasteners, welds, and / or other attachments. The compressor section 111 may also include one or more parts of a housing 119. The compressor section 111 may include a compressor housing member 136 (at Figure 1 108). The compressor housing member 136 may be secured to one side of the motor housing 123 (e.g., by fasteners, welds, or other attachments). The compressor housing member 136 may include a volute structure having an axial inlet 138 and an outlet 143. The compressor housing member 136 may be a single, one-piece compressor housing member 136. The axial inlet 138 may be tubular, straight, and centered on the axis 108. The outlet 143 may be directed outwardly and tangential to a circle centered on the axis 108.

[0036] The motor 103 can drive and rotate the compressor impeller 130 about the axis 108 within the compressor housing member 136. Figure 1122 in the figure) may flow into the inlet 138 and flow through the compressor housing 136. The resulting compressed air flow (indicated by arrow 124) may be directed from the outlet 143. In some embodiments, the compressed air flow 124 may be cooled by the intercooler 128 and may flow to the fuel cell stack 104 for improving the operating efficiency of the fuel cell system 102.

[0037] Fuel cell stack 104 ( Figure 1 ) may include multiple fuel cells. Hydrogen may be supplied to the fuel cell stack 104 from the tank 106, and oxygen may be supplied to the fuel cell stack 104 to generate electricity through known chemical reactions. The fuel cell stack 104 may generate electricity for an additional motor 105 and / or other connected electrical devices. The fuel cell system 102 may be included in a vehicle, such as a car, truck, sports utility vehicle, van, motorcycle, airplane, etc. Therefore, in some embodiments, the motor 105 may convert the electrical power generated by the fuel cell stack 104 into mechanical power to drive and rotate the axle (and therefore one or more wheels) of the vehicle. In some embodiments, the fuel cell stack 104 may provide electricity to the stator 146 to drive and rotate the rotor 148 of the electronic supercharger 100 and other components of the rotating group 118. However, it will be appreciated that the fuel cell system 102 may be configured for different uses without departing from the scope of the present disclosure.

[0038] Additionally, an exhaust gas flow (indicated by arrow 132 ) from the fuel cell stack 104 may be exhausted to the atmosphere, such as Figure 1 In other words, the exhaust flow 132 may be directed away from the electronic supercharger 100. In other embodiments, the exhaust flow 132 may be directed back toward the electronic supercharger 100, for example to drive the rotation of a turbine wheel included in the rotating group 118. This in turn may drive the rotation of the compressor impeller 130, for example to assist the electric motor 103.

[0039] The controller 134 ( Figure 1 ) controls the electronic supercharger 100 and / or other components of the fuel cell system 102. The controller 134 may be a computerized system having a processor, various sensors, and other components for electronically controlling the operation of the motor 112, the fuel cell stack 104, and / or other features of the system 102. In some embodiments, the controller 134 may define or may be part of an electronic control unit (ECU) of the vehicle.

[0040] Thus, the controller 134 may generate control commands for switching the electric motor 103 of the electronic supercharger 100 on and off and / or for varying the speed of the electric motor 103. The controller 134 may generate these control commands based on inputs from sensors. Thus, for example, the speed of the electric motor 103 (and therefore the rotational speed of the compressor impeller 130) may be controlled based on a sensed throttle position or other sensed characteristic of the system.

[0041] In addition, the electronic supercharger 100 may include a cooling system, which is generally indicated at 152 in the figure and will be discussed in detail below according to an example embodiment. The cooling system 152 may include an inlet 154, an outlet 156, and a plurality of passages 158 ( Figures 5 to 7 ), the plurality of channels are defined through the housing 119 for directing the flow of a coolant (e.g., liquid coolant) from an inlet 154 to an outlet 156. The cooling system 152 may define a cooling water jacket surrounding a majority of the electric motor 103. As will be discussed, the cooling system 152 may be routed through the housing 119 to provide efficient cooling while also ensuring that the electronic supercharger 100 is compact and relatively lightweight. Additionally, the cooling system 152 provides various manufacturing advantages, as will be discussed.

[0042] The electronic supercharger 100 may additionally include a damping system. Figure 4 The damping system 300 may be configured to dissipate energy transmitted through the electronic supercharger 100 (eg, to attenuate vibrations and / or other loads). As shown and as described below with reference to Figure 3 , Figure 4 and Figures 8 to 12 As will be described, damping system 300 may include a hybrid damping system. For example, in some embodiments, damping system 300 may include a solid, mechanical damper that flexes elastically to dissipate energy transmitted through electronic supercharger 100. Additionally, in some embodiments, damping system 300 may include one or more hydraulic or viscous dampers that rely on a fluid to dissipate energy. Additionally, in some embodiments, at least one damper of damping system 300 may serve a dual purpose (e.g., an elastic seal for dissipating energy and sealing fluid within a passage of electronic supercharger 100).

[0043] Reference now Figures 1 to 5 , the motor housing 123 of the electronic supercharger 100 will now be discussed in more detail according to an exemplary embodiment. The motor housing 123 may include an outer body 203 ( Figure 2 and Figure 3 ) (i.e., outer structure, outer member, etc.) of the outer shell 202 ( Figure 1 and Figure 4The outer body 203 may be block-shaped and have a variety of rigid, strong support structures, such as made of metal. The outer body 203 may include a receptacle 160 ( Figure 2 ). Receptacle 160 may be generally barrel-shaped, cylindrical, etc. Receptacle 160 may be centered on axis 108 and recessed along axis 108 from first end 199 of motor section 110 toward second end 200. Receptacle 160 may be open at first end 199 and may be provided through end 164 ( Figure 3 ) is closed at the second end 200. Figure 2 As shown in FIG. 1 , the receptacle 160 may include a rounded edge 162. The receptacle 160 may also include a portion having one or more protrusions 168a, 168b, 168c, 168d ( Figure 2 and Figure 5 ) inner diameter surface 166.

[0044] The protrusions 168a-168d may be elongated rails that protrude radially inward toward the axis 108. The protrusions 168a-168d may extend longitudinally from the first end 199 of the motor section 110 to the second end 200 along the axis 108 (e.g., substantially parallel to the axis 108). The protrusions 168a-168d may be substantially equally spaced about the axis 108. As shown, there may be four protrusions 168a-168d that are spaced ninety degrees (90°) apart from adjacent ones of the protrusions 168a-168d relative to the axis 108. Each protrusion 168a-168d may include a respective inwardly facing nesting surface 169a, 169b, 169c, 169d. The nesting surfaces 169a-169d may be substantially smooth and may be curved arcuately about the axis 108. The nesting surfaces 169a - 169d may also extend longitudinally along (eg, parallel to) the axis 108 between the first end 199 and the second end 200 .

[0045] Moreover, the inner diameter surface 166 of the receptacle 160 may include intermediate surfaces 170a, 170b, 170c, 170d, each of which is circumferentially defined between adjacent pairs of nesting surfaces 169a-169d. Figure 5As shown in , intermediate surface 170a can be defined between nesting surface 169a and nesting surface 169d. Intermediate surface 170b can be defined between nesting surface 169a and nesting surface 169b. Intermediate surface 170c can be defined between nesting surface 169b and nesting surface 169c. Intermediate surface 170d can be defined between nesting surface 169c and nesting surface 169d. In general, intermediate surfaces 170a-170d can be contoured arcuately about axis 108 and can extend longitudinally along axis 108 from first end 199 of motor section 110 to second end 200. Intermediate surfaces 170a-170d can also include various contoured surfaces that define transitions to corresponding ones of nesting surfaces 169a-169d.

[0046] In addition, outer body 203 may include end 164. End 164 may include one or more relatively flat panels arranged perpendicular to axis 108 and defining a majority of second end 200 of motor section 110. Figure 2 , the end 164 may include an inner surface 172 that faces inwardly along the axis 108 and defines a closed longitudinal end of the receptacle 160 that is closest to the second end 200. The inner surface 172 may include one or more recesses 174. For example, there may be two arcuate recesses 174 arranged on opposite sides of the axis 108. In addition, there may be an opening 171 for receiving an electrical connector 176 of the motor 112. In addition, the end 164 may include a bearing mount 178. The bearing mount 178 may be a hollow, cylindrical protrusion that is centered on the axis 108 and partially protrudes inwardly from a surrounding portion of the inner surface 172 along the axis 108 into the receptacle 160.

[0047] The outer body 203 may further include one or more electrical connector structures 180 that protrude substantially radially outward. The electrical connector structure 180 may support one or more electrical connectors that provide electrical communication with the controller 134.

[0048] The outer housing 202 may further include an end plate 210 (i.e., an end member). The end plate 210 may be circular, thin, and disposed transversely (e.g., substantially perpendicularly) to the axis 108. The end plate 210 may be removably attached to the outer body 203 at the first end 199 of the motor section 110 to cover and close the receptacle 160. In some embodiments, the end plate 210 may be removably attached and secured to the outer body 203 via fasteners. The end plate 210 may include an inner surface 211 ( Figure 3). The end plate 210 may further include a central hole 217 centered on the axis 108. The inner surface 211 may also include a plurality of protrusions 215a, 215b, 215c, 215d that are elongated and protrude radially outward from the central hole 217 toward the outer diameter of the end plate 210. In some embodiments, there may be four protrusions 215a, 215b, 215c, 215d, and they may be substantially equally spaced about the axis 108 (e.g., spaced ninety degrees (90°) apart).

[0049] The motor housing 123 may also include a bearing mount 213 ( Figures 2 to 4 and Fig.10 ). The bearing mount 213 can be received in the central aperture 217 of the end plate 210. The bearing mount 213 can be considered a component of the outer shell 202, and the end plate 210 can be considered another component of the outer shell 202. Figure 2 and Fig.10 As shown in FIG. 1 , the bearing mount 213 may be annular having an inner diameter surface 262, an outer diameter surface 264, a first longitudinal side surface 266, and a second longitudinal side surface 268. The first longitudinal side surface 266 and / or the second longitudinal side surface 268 may generally face in opposite directions along the axis 108. In some embodiments, the first longitudinal side surface 266 and / or the second longitudinal side surface 268 may include a substantially flat surface that is substantially perpendicular to the axis 108. The bearing mount 213 may also include a shoulder 270 ( Fig.10 ). The shoulder 270 may project radially inwardly toward the axis 108 and may define a portion of the first side surface 266 and may project from the inner diameter surface 262. Fig.10 As shown in FIG. 1 , the bearing mount 213 may include one or more fluid holes 272 (e.g., through holes) extending through the bearing mount 213 from the first side surface 266 to the second side surface 268. There may be a plurality of holes 272, and the holes 272 may be evenly spaced about the axis 108, such as Figure 8 as shown in .

[0050] The shaft 150 may pass through the bearing mount 213. The compressor impeller 130 may be fixed to the shaft 150 to be seated at the first side surface 266 of the bearing mount 213 and at the outer surface 219 of the end plate 210.

[0051] The electronic supercharger 100 may further include one or more bearings 214a, 214b. The bearing(s) 214a, 214b may support the shaft 150 for rotation about the axis 108. In some embodiments, there may be two bearings 214a, 214b, and both may be roller bearings.

[0052] One bearing 214a (first bearing) may be disposed proximal to the first end 199 and may include: an outer member (e.g., an outer race) fixed within the bearing mount 213 of the end plate 210; an inner member (e.g., an inner race) fixed to the shaft 150; and a plurality of roller elements disposed between the outer member and the inner member for supporting the rotation of the shaft 150. Fig.10 , the outer member of the bearing 214a can engage the inner diameter surface 262 of the bearing mount 213, and can also longitudinally abut the shoulder 270. In addition, the inner member of the bearing 214 can longitudinally abut another shoulder 271 defined on the shaft and facing longitudinally toward the first end 199 (i.e., in the opposite direction that the shoulder 270 faces). Thus, the bearing 214 can engage the bearing mount 213 and the shaft 150 via friction (at opposing radial surfaces), and can also engage via an interference fit (due to the shoulders 270, 271).

[0053] Another bearing 214b (second bearing) may be positioned closest to the second end 200 of the electronic supercharger 100. Figure 4 and Fig.11 As shown in , the bearing 214b may include an outer member (outer race) that is disposed within and engaged with the bearing mount 178 of the end 164. In some embodiments, the inner diameter surface of the bearing mount 178 (which engages the outer member of the bearing 214b) may have a radius that remains substantially constant along the longitudinal thickness of the bearing 214b. In other words, the bearing 214b may frictionally engage the inner diameter surface of the bearing mount 178 and may not necessarily have an interference fit with the bearing mount 178. The bearing 214b may also include an inner member (inner race) fixed to the shaft 150 and a roller element disposed between the inner member and the outer member (race).

[0054] The motor housing 123 may further include a motor housing 228. The motor housing 228 may surround the motor 103, and the motor housing 228 may be received within the receptacle 160 of the outer body 203. The motor housing 228 may be substantially cylindrical and hollow. The exterior of the motor housing 228 may include a first longitudinal end face 230, an outer diameter surface 232, and a second longitudinal end face 234. The outer diameter surface 232 may extend circumferentially around the axis 108 and may extend longitudinally between the first longitudinal end face 230 and the second longitudinal end face 234. The outer diameter surface 232 may be centered relative to the axis 108. A majority of the outer diameter surface 232 may be substantially smooth and continuous around the axis 108. The first longitudinal end surface 230 and the second longitudinal end surface 234 may be disposed on opposite ends of the outer diameter surface 232, wherein the first longitudinal end surface 230 is closest to the first end 199 of the motor section 110 and the second longitudinal end surface 234 is closest to the second end 200. The first longitudinal end surface 230 and the second longitudinal end surface 234 may be annular and may be disposed substantially perpendicular to the axis 108.

[0055] The first longitudinal end surface 230 may include a plurality of rail-shaped protrusions 221a, 221b, 221c, 221d ( Figure 2 ), the plurality of rail-like protrusions protrude along the axis 108 toward the first end 199. Each protrusion 221a-221d can extend radially from the central opening 223 to the outer diameter of the end surface 230. In some embodiments, there can be four protrusions 221a-221d, which are equally spaced about the axis 108 (e.g., spaced ninety degrees (90°) apart). The inner ends of the protrusions 221a-221d can also be flush with the annular protrusion 225 surrounding the central opening 223. The second longitudinal end surface 234 may include a protrusion 235 ( Figure 3 ), which protrudes from the surrounding area of ​​the face 234 toward the second end 200 along the axis 108. A portion of the protrusion 235 can extend around the connector 176 and around the central opening 237 of the end face 234. Another portion of the protrusion 235 can be rail-shaped and can extend in a radial direction away from the central opening 237 to the outer diameter of the end face 234.

[0056] The rotor 148 and stator 146 may be disposed longitudinally between the first and second longitudinal end surfaces 230, 234, and the outer diameter surface 232 may continuously surround and cover the stator 146. The shaft 150 may extend through the central openings 223, 237 to connect to the bearings 214a, 214b.

[0057] In some embodiments, the motor housing 228 may be formed via a casting process and may be formed from metal. Figures 2 to 4As shown in , the motor housing 228 can be a multi-part housing that conforms in shape to the stator 146. For example, the first member 227 of the motor housing 228 can define the first longitudinal end surface 230, and the second member 229 of the motor housing 228 can define the second longitudinal end surface 234 and a majority of the outer diameter surface 232. Thus, in some embodiments, the second member 229 can be a hollow cylindrical structure having an open end that is closed and covered by the first member 227. Also, as shown in FIG. Figure 4 As shown in FIG. 1 , the first member 227 may receive the upper edge portion 231 of the second member 229 and may be fixedly attached to the upper edge portion. A first sealing member 233 ( Figure 4 ), for forming a substantially airtight seal between the first member 227 and the second member 229. The first sealing member 233 may be an O-ring that is received in an outer diameter groove of the second member 229 and seals against a substantially smooth opposing surface of the first member 227.

[0058] The motor housing 228 and the motor 103 therein may be received within the outer housing 202. Specifically, the motor housing 228 may be received within the receptacle 160 of the outer body 203, and the end plate 210 may be secured to the rim 162 (i.e., the end plate 210 and the outer body 203 cooperatively accommodate the motor housing 228 and the motor 103 therein). The motor housing 228 may be received in the receptacle 160, wherein the second longitudinal end surface 234 faces the inner surface 172 of the end 164 (opposite to the inner surface 172 of the end 164). Moreover, the outer diameter surface 232 may be opposite to the inner diameter surface 166 of the outer housing 202. Furthermore, with the end plate 210 mounted on the outer housing 202, the first longitudinal end surface 230 may be opposite to the inner surface 211. Additionally, there may be one or more features (i.e., anti-rotation features) that hold the motor housing 228 against rotation relative to the outer housing 202 about the axis 108.

[0059] As mentioned above, the electronic supercharger 100 may include a cooling system 152 (ie, a coolant jacket, a cooling circuit, etc.). The cooling system 152 may include a plurality of fluid passages, reservoirs, channels, circuits, etc. that receive one or more streams of liquid coolant. The coolant may flow through the cooling system 152 and remove heat from the electronic supercharger 100 to maintain high operating efficiency. Figure 6 and Figure 71 and 2. The cooling system 152 and the flow therethrough are schematically illustrated in FIG. The cooling system 152 may extend through the motor housing 123, and a majority of the cooling system 152 may be cooperatively defined by (and between) the outer housing 202 and the motor housing 228. In some embodiments, a plurality of fluid channels 158 of the cooling system 152 may be connected in series from an inlet 154 to an outlet 156. A fluid coolant may pass from the inlet 154 through the channels 158 and out via the outlet 156, and heat may be transferred to the coolant and out of the electronic supercharger 100 to maintain operation within a predetermined temperature range. For example, heat from the motor 222, the bearings 214a, 214b, and / or the housing 123 may be transferred to the coolant to be carried away from the electronic supercharger 100.

[0060] In some embodiments, different channels in the plurality of channels 158 may be separated by one or more fluid boundaries 184 (i.e., dams, barriers, fluid retainers, etc.) as will be discussed, the motor housing 228 may include a protrusion that partially defines a fluid boundary member, and the outer housing 202 may include a surface that nests with the protrusion. The surfaces may be nested to cooperatively define corresponding fluid boundaries 184. Without departing from the scope of the present disclosure, the surfaces may be "nested" in a variety of ways. For example, the surfaces may be flat and planar, but closely adjacent to nest together. Moreover, in some embodiments, the surfaces may have corresponding contours, shapes, etc. In some embodiments, one nesting surface may be concave, while another nesting surface may be convex and may have corresponding radii. These surfaces may or may not be in abutting contact.

[0061] like Figure 2 , Figure 3 , Figure 6 and Figure 7 , the inlet 154 and the outlet 156 may both be positioned proximate to the first end 199. Moreover, in some embodiments, the inlet 154 and the outlet 156 may be substantially parallel (i.e., the axes of the inlet 154 and the outlet 156 may be straight and substantially parallel). In addition, the inlet 154 and the outlet 156 may be positioned on a common side of the axis 108 as shown. The inlet 154 and the outlet 156 may extend radially through the end plate 210. With this arrangement of the inlet 154 and the outlet 156, the electronic supercharger 100 may be compact, and coolant lines to / from the electronic supercharger 100 may be incorporated and easily connected to the fuel cell system 102.

[0062] Multiple channels 158 ( Figures 5 to 7 ) may define a single continuous fluid path from inlet 154 to outlet 156. Figure 6 and Figure 71 and 15. The passages 158 and fluid flow paths through the cooling system 152 are illustrated in FIG. Figure 6 and Figure 7 Only the space defined between the outer housing 202 and the motor housing 208 is shown. Figure 6 and Figure 7 Some of the fluid boundaries 184 are cross-hatched in FIG. 1 to distinguish them from the channels 158 .

[0063] In some embodiments, the plurality of channels 158 may include at least one longitudinal channel that extends generally along the axis 108 between the first end 199 and the second end 200. For example, there may be at least four such longitudinal channels. In the illustrated embodiment, for example, the electronic supercharger 100 may include a first longitudinal channel 244, a second longitudinal channel 248, a third longitudinal channel 250, and a fourth longitudinal channel 252. At least one of these longitudinal channels may extend substantially parallel to the axis 108 and may direct coolant in a first direction along the axis (from the first end 199 to the second end 200) or in a second direction (from the second end 200 to the first end 199).

[0064] Moreover, the plurality of channels 158 may include at least one transverse channel that extends transverse to (generally radially and / or arcuately about) the axis 108. In some embodiments, the transverse channel(s) may provide flow in a radial and / or circumferential direction relative to the axis 108. Moreover, the transverse channel(s) may be positioned proximate the first end 199 or the second end 200. For example, the electronic supercharger 100 may include a first end receiving channel 242 (a first transverse channel). Figure 6 and Figure 7 As shown in the illustrated embodiment of , the inlet 154 can be fluidly connected to the first receiving channel 242. Other transverse channels, such as second end connecting channels 246, 254, a first end connecting channel 256, and a first end exhaust channel 258 can be included.

[0065] The first end receiving passage 242 may be defined at the first end 199 between the end plate 210 and the first longitudinal end surface 230 of the motor housing 228. The projections 215a, 215d and the bearing mount 213 of the end plate 210 may nest against the projections 221a, 215d, 225 of the motor housing 228, respectively, to cooperatively define a wall, dam or other fluid boundary 184 for directing coolant flow. These opposing surfaces of the end plate 210 and the motor housing 228 may be closely adjacent, and in some embodiments, may abut and / or seal together. However, this is not mandatory, and when the boundary 184 contains a majority of the coolant within the passage 242, some amount of acceptable leakage may occur across the nesting surfaces.

[0066] As shown, at the first end 199 of the electronic supercharger 100, the first end receiving passage 242 may be restricted to a first quadrant of the electronic supercharger 100 relative to the axis 108. Flow into the first end receiving passage 242 may be received radially from the inlet 154 and redirected laterally and arcuately about the axis 108, for example, to provide cooling to the bearing 214a. Flow from the first end receiving passage 242 may also be redirected toward the first longitudinal passage 244. Figure 6 This flow within and through the first end receiving passage 242 is generally illustrated by arrows 243 .

[0067] The first longitudinal passage 244 can be defined between the outer diameter surface 232 of the motor housing 228 and the inner diameter surface 166 of the outer body 203. More specifically, the passage 244 can be defined between the intermediate surface 170a and the outer diameter surface 232, such as Figure 5 As shown in . The first longitudinal channel 244 can be fluidly connected to the first end receiving channel 242 and can receive flow from the first end receiving channel. The nesting surface 169a can be nested with the surface 232 of the motor housing 228, and the nesting surface 169d can be nested with the surface 232 to define a corresponding fluid boundary 184. Figure 5 , the first longitudinal channel 244 can be arcuate relative to the axis 108. The first longitudinal channel 244 can extend arcuately within the first quadrant of the axis 108 (together with the first end receiving channel 242), and the first longitudinal channel 244 can pass longitudinally from the first end 199 to the second end 200, as indicated by arrow 245. In some embodiments, the axis of the channel 244 can be parallel to the axis 108. The coolant flow from the first end receiving channel 242 can be received and directed longitudinally along the axis 108 for cooling the motor 103.

[0068] In addition, if Figure 7As shown in , the cooling system 152 may include a second end connecting channel 246. The second end connecting channel 246 may be defined at the second end 200, between the end 164 and the second longitudinal end surface 234 of the motor housing 228. The first portion 238 and the second portion 240 of the protrusion 235 may nest against the inner surface 172 of the end 164 to define a second end connecting channel 246 for cooperatively defining a corresponding fluid boundary 184. As shown, the fluid boundary 184 may define the second end connecting channel 246 at the second end 200 of the electronic supercharger 100 across the first quadrant and circumferentially to the second quadrant relative to the axis 108. Flow from the first longitudinal channel 244 may be received by the second end connecting channel 246 and may flow arcuately about the axis 108, for example to provide cooling to the bearing 214b. Flow from the second end connecting channel 246 may also be redirected toward the second longitudinal channel 248 of the cooling system 152. In Figure 7 This flow is generally illustrated by arrow 247 in FIG.

[0069] The second longitudinal passage 248 can be defined between the outer diameter surface 232 of the motor housing 228 and the inner diameter surface 166 of the outer body 203. More specifically, the passage 248 can be defined between the intermediate surface 170d and the outer diameter surface 232, such as Figure 5 . The second longitudinal channel 248 can be fluidly connected to the second end connecting channel 246 and can receive flow therefrom. The nesting surface 169d can nest, abut and substantially conform to the surface 232 of the motor housing 228, and the nesting surface 169c can nest, abut and substantially conform to the surface 232 of the motor housing 228 to define a corresponding fluid boundary 184. As shown in FIG. Figure 5 , second longitudinal passage 248 may be arcuate relative to axis 108. Second longitudinal passage 248 may extend arcuately within a second quadrant of axis 108 (along with second end connecting passage 246), and second longitudinal passage 248 may pass longitudinally from second end 200 to first end 199, as indicated by arrow 249. In some embodiments, the axis of passage 244 may be parallel to axis 108. Coolant flow from second end connecting passage 246 may be received by second longitudinal passage 248 and directed longitudinally along axis 108 from second end 200 toward first end 199 for cooling motor 103. Flow from second longitudinal passage 248 may be received at first end connecting passage 256 ( Figure 6 )middle.

[0070] The first end connection passage 256 may be defined at the first end 199 between the end plate 210 and the first longitudinal end surface 230 of the motor housing 228. The protrusions 215b, 215d of the end plate 210 and the bearing mount 213 may be nested against the protrusions 221b, 221d, 225 of the motor housing 228, respectively, to cooperatively define the corresponding fluid boundaries 184. Moreover, the protrusion 215c may be spaced apart from the protrusion 221c in the longitudinal direction to define a gap that allows fluid to pass from the second quadrant to the third quadrant of the electronic supercharger 100. Figure 6 25. The flow path is indicated by arrow 257 in FIG. 25. This flow may allow the coolant in the first end connecting passage 256 to remove heat from the bearing 214a and / or the motor 103. The flow from the first end connecting passage 256 may be received in the third longitudinal passage 250.

[0071] The third longitudinal passage 250 can be defined between the outer diameter surface 232 of the motor housing 228 and the inner diameter surface 166 of the outer body 203. More specifically, the passage 250 can be defined between the intermediate surface 170c and the outer diameter surface 232, such as Figure 5 The nesting surface 169c can nest, abut and / or substantially conform to the surface 232 of the motor housing 228, and the nesting surface 169b can nest, abut and / or substantially conform to the surface 232 of the motor housing 228 to define the corresponding boundaries 184. Figure 5 , the third longitudinal channel 250 may be arcuate relative to the axis 108. The third longitudinal channel 250 may extend arcuately within the third quadrant of the axis 108, and the third longitudinal channel 250 may pass longitudinally from the first end 199 to the second end 200, as indicated by arrow 251. In some embodiments, the axis of the channel 250 may be parallel to the axis 108. The coolant flow from the first end connecting channel 256 may be received by the third longitudinal channel 250 and directed longitudinally along the axis 108 from the first end 199 to the second end 200 for cooling the motor 103. The flow from the third longitudinal channel 250 may be received at the second end connecting channel 254 ( Figure 7 )middle.

[0072] A second end connecting passage 254 may be defined at the second end 200, between the end 164 and the second longitudinal end surface 234 of the motor housing 228. The first portion 238 and the second portion 240 of the protrusion 235 may nest against the inner surface 172 of the end 164 to define a second end connecting passage 246 for cooperatively defining the fluid boundary 184. As shown, the second end connecting passage 254 may be restricted to the third and fourth quadrants of the electronic supercharger 100. Flow from the third longitudinal passage 250 may be received by the second end connecting passage 254 and may flow arcuately about the axis 108, for example to provide cooling to the bearing 214b. Flow from the second end connecting passage 254 may also be redirected to the fourth longitudinal passage 252 of the cooling system 152. Figure 7 This flow is generally illustrated by arrow 253 in FIG.

[0073] A fourth longitudinal passage 252 may be defined between the outer diameter surface 232 of the motor housing 228 and the inner diameter surface 166 of the outer body 203. More specifically, the passage 252 may be defined between the intermediate surface 170b and the outer diameter surface 232, such as Figure 5 The nesting surface 169b can nest, abut and / or substantially conform to the surface 232 of the motor housing 228, and the nesting surface 169a can nest, abut and / or substantially conform to the surface 232 of the motor housing 228 to define the respective boundaries 184 of the fourth longitudinal channel 252. Figure 5 , the fourth longitudinal channel 252 may be arcuate relative to the axis 108. The fourth longitudinal channel 252 may extend arcuately within a fourth quadrant of the axis 108, and the fourth longitudinal channel 252 may pass longitudinally from the second end 200 to the first end 199, as indicated by arrow 253. In some embodiments, the axis of the channel 252 may be parallel to the axis 108. The coolant flow from the second end connecting channel 254 may be received by the fourth longitudinal channel 252 and directed longitudinally along the axis 108 from the second end 200 to the first end 199 for cooling the motor 103. The flow from the fourth longitudinal channel 252 may be received at the first end discharge channel 258 ( Figure 6 )middle.

[0074] The first end exhaust passage 258 may be defined at the first end 199 between the end plate 210 and the first longitudinal end face 230 of the motor housing 228. The projections 215a, 215b of the end plate 210 and the bearing mount 213 may respectively nest against the projections 221a, 215b, 225 of the motor housing 228 to cooperatively define respective fluid boundaries 184 for directing coolant flow. As shown, at the first end 199 of the electronic supercharger 100, the first end exhaust passage 258 may be restricted to the fourth quadrant of the electronic supercharger 100 relative to the axis 108. Flow from the fourth longitudinal passage 252 may be received by the first end exhaust passage 258 and radially turned and redirected laterally and arcuately about the axis 108, for example, to provide cooling to the bearing 214a. The first end exhaust passage 258 may also be connected to the outlet 156. Thus, hot coolant may exit the electric supercharger 100 via outlet 156 to be replaced by fresh (lower temperature) coolant entering via inlet 154 .

[0075] As mentioned above, the electronic supercharger 100 may include a damping system 300. The damping system 300 may include one or more components that dissipate and attenuate energy (e.g., vibrational energy) transmitted through the housing 119 (e.g., through the motor housing 123). The damping system 300 may be used to attenuate loads originating from the compressor impeller 130. For example, the damping system 300 may attenuate radial and / or axial loads from the compressor impeller 130 due to an imbalance of the rotating group 118. The damping system 300 may also attenuate thrust loads (axial loads) due to air pressure at the compressor impeller 130. In addition, the damping system 300 may attenuate loads generated from the motor 103. For example, the damping system 300 may attenuate radial and / or tangential electromagnetic loads due to electromagnetic imbalance (i.e., torque ripple and / or phase imbalance) at the motor 103. When the motor 103 generates heat during operation of the electronic supercharger 100, the damping system 300 may also attenuate thermal loads. Damping system 300 may also effectively attenuate vibrations from an external source, such as an internal combustion engine or a turbocharger operatively coupled to electric supercharger 100 .

[0076] The damping system 300 may include one or more components incorporated between the motor housing 228 and the outer housing 202. Thus, even though the cooling system 152 includes a passage that separates (i.e., spaces apart) the motor housing 228 from the outer housing 202 by a distance, the damping system 300 mitigates vibrations and / or other forces that would otherwise be transmitted between these components of the motor housing 123.

[0077] In some embodiments, the damping system 300 may include a first solid damper (ie, a first damper). In some embodiments, the damper may be referred to as a radial damper 302. Figure 3 , Figure 4 , Figure 8 and Fig.10 A radial damper 302 is shown in FIG.

[0078] The radial damper 302 may be a continuous band extending about the axis 108. The radial damper 302 may include an outer radial surface 304 and an inner radial surface 306. The radial damper 302 may have a thickness measured between these opposing radially facing surfaces 304, 306, and the thickness may remain substantially continuous along the radial damper 302 and about the axis 108.

[0079] The radial damper 302 may be generally annular, but may be corrugated or otherwise non-flat with peaks and valleys arranged in an alternating arrangement about the axis 108. The peaks and valleys may be arranged radially relative to the axis 108 such that the peaks and valleys are disposed at different radii (different radial distances relative to the axis 108). The radial damper 302 may be elastic and flexible. According to an example embodiment, the radial damper 302 is Figure 3 and Figure 8 302 is shown in a neutral position, and the radial damper 302 can be elastically deflected away from the neutral position under the influence of vibration loads or other loads. In some embodiments, the radial damper 302 can be made of an elastomeric material, an elastic metal material, or other materials. Figure 8 , the radial damper 302 may extend around the bearing mount 213. Portions of the inner radial surface 306 (at the valleys) may abuttingly contact the outer diameter surface 264 of the bearing mount 213. Also, portions of the outer radial surface 304 (at the peaks) may abuttingly contact the inner diameter surface 212 of the end plate 210 at the center hole 217.

[0080] During operation of the electronic supercharger 100, for example, due to vibrations and / or other forces directed substantially in a radial direction (e.g., between the outer diameter surface 264 and the inner diameter surface 212 of the end plate 210), the radial damper 302 may be resiliently bent from the illustrated neutral position. Loading may cause the radial damper 302 to flex in radial and / or circumferential directions. The radial damper 302 may flex slightly at one or more of the peaks and valleys. The radial damper 302 may resiliently return to a neutral shape (i.e., the damper 302 may be biased toward the neutral position) to counteract and / or attenuate the vibrations or other forces.

[0081] In addition, the damping system 300 may include at least one second solid-state damper (i.e., second damper). The second solid-state damper may include a sealed damper that has two or more purposes. Here, the second solid-state damper may seal the coolant, acting as a sealed fluid boundary, and the second solid-state damper may elastically flex to dissipate vibration loads or other loads. In some embodiments, there may be multiple such dual-purpose sealed dampers. For example, Figure 4 As shown in , the damping system 300 may include a first sealed damper 310 , a second sealed damper 312 , a third sealed damper 314 , and a fourth sealed damper 316 .

[0082] like Figure 4 and Fig.10 As shown in FIG. 1 , the first sealing damper 310 may be a continuous band of elastomeric material (eg, an O-ring) that surrounds the axis 108 . The first sealing damper 310 may be received within a groove 320 defined in the first longitudinal end surface 230 of the motor housing 228 . Fig.10 , the first sealing damper 310 can seal against the inner surface of the groove 320 (facing in one longitudinal direction) and against the second longitudinal side surface 268 (facing in the opposite longitudinal direction) of the bearing mount 213. Thus, the first sealing damper 310 can seal coolant and prevent it from leaking radially inward from between the bearing mount 213 and the motor housing 228 toward the bearing 214a. Moreover, the first sealing damper 310 can elastically flex to dissipate vibration or other loads, such as loads directed substantially longitudinally between the bearing mount 213 and the motor housing 228. During operation and during such elastic flexure, the first sealing damper 310 can maintain at least some longitudinal clearance 322 between the bearing mount 213 and the end surface 230 of the motor housing 228.

[0083] Additionally, if Figure 4 , Figure 8 and Fig.10 As shown in FIG. 1 , the second sealing damper 312 may be a continuous band of elastomeric material (eg, an O-ring) that surrounds the axis 108 . The second sealing damper 312 may be received within a groove 324 defined in the first longitudinal side surface 230 of the bearing mount 213 . Fig.10As shown in , the second sealing damper 312 can seal against the inner surface of the groove 320 (facing in one longitudinal direction) and against the opposite longitudinal surface of the end plate 210 (facing in the opposite longitudinal direction). Therefore, the second sealing damper 312 can seal the coolant and prevent it from leaking radially inward from between the bearing mount 213 and the end plate 210 toward the bearing 214a. Moreover, the second sealing damper 312 can resiliently flex to dissipate vibration or other loads, such as loads directed substantially longitudinally between the bearing mount 213 and the end plate 210. During operation and during such resilient flexure, the second sealing damper 312 can maintain at least some longitudinal clearance 326 between the bearing mount 213 and the end plate 210.

[0084] like Figure 4 , Fig. 9 and Fig.11 As shown in FIG. 1 , the third sealing damper 314 may be a continuous band of elastomeric material (eg, an O-ring) that surrounds the axis 108 . Fig.11 , the third sealing damper 314 may be received within a groove 328 defined in an outer diameter surface of the bearing mount 178. The third sealing damper 314 may seal against an inner surface of the groove 328 (facing in one radial direction) and against an opposing radial surface of the motor housing 228 (facing in an opposite radial direction). Thus, the third sealing damper 314 may seal coolant and prevent it from leaking longitudinally from between the bearing mount 178 and the motor housing 228 into the motor housing 228. Moreover, the third sealing damper 314 may resiliently flex to dissipate vibration or other loads, such as loads directed substantially radially between the bearing mount 178 and the motor housing 228. During operation and during such resilient flexing, the third sealing damper 314 may maintain at least some radial clearance 330 between the bearing mount 178 and the motor housing 228.

[0085] In addition, if Figure 4 , Fig. 9 and Fig.11 As shown in FIG. 1 , the fourth sealing damper 316 may be a continuous band of elastomeric material surrounding the electrical connector 176. Fig.11, the fourth sealing damper 316 can be received in a groove 332 defined in the longitudinal end surface 234 of the motor housing 228. The fourth sealing damper 316 can seal against the inner surface of the groove 332 (facing in one longitudinal direction) and against the opposite inner surface 172 of the outer housing 202 (facing in the opposite longitudinal direction). Thus, the fourth sealing damper 316 can seal coolant and prevent it from leaking out from between the motor housing 228 and the outer housing 202 and leaking onto the electrical connector 176. Moreover, the fourth sealing damper 316 can resiliently flex to dissipate vibration or other loads, such as loads directed substantially longitudinally between the outer housing 202 and the motor housing 228. During operation and during such resilient flexure, the fourth sealing damper 316 can maintain at least some longitudinal clearance 334 between the outer housing 202 and the motor housing 228.

[0086] Fig.12 The third sealing damper 314' and the fourth sealing damper 316' according to an additional embodiment are illustrated. As shown in the figure, the third sealing damper 314' and the fourth sealing damper 316' can be connected together via a connecting part 340'. Therefore, the third sealing damper 314', the second sealing damper 316' and the connecting part 340' can jointly define a single part (i.e., a single sealing damper). As shown in the figure, the third sealing damper 314' can be a cylindrical continuous band. The fourth sealing damper 316' can also be a continuous band. The connecting part 340' and the fourth sealing damper 316' can be fixed to the edge of the third sealing damper 314' at one end, so that the third sealing damper 314' is centered on the axis 108', and the fourth sealing damper 316' is spaced apart from the axis 108' at a certain distance (radially).

[0087] As shown, the third sealing damper 314' can be sealed to the end face 234' of the motor housing 228' so as to surround the connector 176'. As with the embodiments discussed above, the third sealing damper 314' can also be sealed to the outer housing ( Fig.12 Additionally, the third sealing damper 314' may be elastically flexible to attenuate vibration or other loads (eg, longitudinal loads).

[0088] Additionally, the fourth sealing damper 316' can be sealed to the inner diameter surface of the motor housing 228'. As with the embodiments discussed above, the fourth sealing damper 316' can also be sealed to the bearing mount ( Fig.12 Additionally, the fourth sealing damper 316' can be elastically flexible to dampen vibrations or other loads (eg, radial loads).

[0089] It will be appreciated that the third and fourth sealing dampers 314', 316' may provide manufacturing or other benefits because they are connected to define a single part. This is because the third and fourth dampers 314', 316' may be formed in a single process (e.g., an injection molding process). They may also be easier to handle and install as a single part compared to embodiments where the third and fourth dampers 314', 316' are separate parts.

[0090] Return to reference Figures 4 to 11 , the damping system 300 will be discussed further, but it will be appreciated that Fig.12 Embodiments of the electronic supercharger 100 may include these additional features. The damping system 300 may include one or more fluid viscous dampers that rely on fluid dynamics to provide damping for the electronic supercharger 100. Characteristics of the cooling system 152 may define one or more of these fluid viscous dampers.

[0091] For example, in some embodiments, the damping system 300 may include one or more fluid viscous dampers between opposing radial surfaces of the motor casing 228 and the outer casing 202 to attenuate vibrations or other forces radially directed therebetween.

[0092] Specifically, Figure 5As shown in , the damping system 300 may include a first viscous damper 350, a second viscous damper 352, a third viscous damper 354, and a fourth viscous damper 356. The first viscous damper 350 may include and / or may be defined by the nesting surface 169a of the outer housing 202, the corresponding outer diameter surface 232 (corresponding nesting surface) of the motor housing 228, and a coolant disposed therebetween. The second viscous damper 352 may include and / or may be defined by the nesting surface 169b of the outer housing 202, the corresponding outer diameter surface 232 (corresponding nesting surface) of the motor housing 228, and a coolant disposed therebetween. The third viscous damper 354 may include and / or may be defined by the nesting surface 169c of the outer housing 202, the corresponding outer diameter surface 232 (corresponding nesting surface) of the motor housing 228, and a coolant disposed therebetween. The fourth viscous damper 356 may include and / or may be defined by the nesting surface 169d of the outer housing 202, the corresponding outer diameter surface 232 of the motor housing 228 (the corresponding nesting surface), and the coolant disposed therebetween. As discussed above, these surfaces may define the fluid boundary 184 for the coolant system 152 because they are disposed relatively close together. Thus, most of the coolant flow is directed longitudinally rather than circumferentially across the barrier 184. However, there may be some amount of coolant within the barrier 184, and the coolant may be pressurized throughout the coolant system 152, including at the barriers 184 (i.e., at the viscous dampers 350, 352, 354, 356). Therefore, the coolant at these barriers 184 (i.e., at the dampers 350, 352, 354, 356) may counteract and / or dissipate vibrations and other forces directed radially between the motor housing 228 and the outer housing 202.

[0093] In addition, the electronic supercharger 100 may include a biasing member 370 ( Figure 4 ). The biasing member 370 may be a coil spring or other spring having a first end 372 and a second end 374. The biasing member 370 may be disposed about the shaft 150 with the first end 372 mounted against the end 164 of the outer housing 202 and with the second end 374 mounted against the bearing 214b. The biasing member 370 may apply a preload to the bearing 214b that is directed longitudinally away from the second end 200 and toward the first end 199. In some embodiments, the preload from the biasing member 370 may offset or compensate for differences in thermal expansion between the rotating group 118 and the housing 119.

[0094] The electronic supercharger 100 can be highly manufacturable. In some embodiments, the outer housing 202 can be formed of aluminum via a casting method. The motor housing 228 can also be cast from aluminum, for example. The stator 146 and the rotor 148 can be formed into a predetermined shape, size and configuration, and the motor 103 can be assembled in the motor housing 228. A potting material can be used, and in some embodiments, the potting material can be a conductive epoxy to maximize heat transfer through the motor 103 and the motor housing 228. Once assembled, the motor housing 228 can be inserted into the outer housing 202 and enclosed in the outer housing 202 together with the included radial dampers 302 and sealing dampers 310, 312, 314, 316, as discussed above. Then, the compressor section 111 can be installed and attached to the motor section 110. Subsequently, the electric supercharger 100 may be installed into the fuel cell system 102, for example, by attaching the electrical connector 180 to the controller 134, by fluidly connecting the inlet 138 and the outlet 143 for air flow, and by fluidly connecting the inlet 154 and the outlet 156 for liquid coolant flow. A supply of coolant may be provided to the barrier 184 to provide the first viscous damper 350, the second viscous damper 352, the third viscous damper 354, and the fourth viscous damper 356, as discussed above.

[0095] Therefore, the hybrid damping system 300 of the present disclosure provides effective damping for the electronic supercharger 100. The damping system 300 can attenuate vibrations and / or other loads to improve the robustness of the electronic supercharger 100. In addition, the damping system 300 can allow relatively simple roller element bearings 214a, 214b to be incorporated into the electronic supercharger 100 to increase the benefits. Due to the damping system 300 of the present disclosure, the electronic supercharger 100 can operate with high efficiency under a wide variety of operating conditions. The layout and construction of the damping system 300 can be relatively simple and compact, and still provide effective damping for the electronic supercharger 100. These features can also improve the manufacturing efficiency of the electronic supercharger 100 and / or reduce the manufacturing cost of the electronic supercharger 100.

[0096] Although at least one exemplary embodiment has been presented in the foregoing detailed description, it will be appreciated that there are a large number of variations. It will also be appreciated that one or more exemplary embodiments are merely examples and are not intended to limit the scope, applicability, or configuration of the present disclosure in any way. On the contrary, the foregoing detailed description will provide a convenient roadmap for implementing the exemplary embodiments of the present disclosure to those skilled in the art. It will be appreciated that various changes may be made in the functions and arrangements of the elements described in the exemplary embodiments without departing from the scope of the present disclosure as set forth in the appended claims.

Claims

1. An electronic supercharger, comprising: a shaft supported for rotation about an axis; a compressor impeller attached to the shaft; an electric motor configured to drive the shaft and the compressor impeller to rotate; a housing housing the motor and at least a portion of the shaft, the housing comprising a motor casing surrounding the motor and an outer housing housing the motor casing, the outer housing comprising an end plate and a bearing mount received by the end plate; a bearing attached to the bearing mount and the shaft, the bearing supporting rotation of the shaft relative to the bearing mount; and a damping system incorporated into the housing and configured to attenuate loads transmitted through the housing, the damping system comprising at least one resiliently deflectable solid state damper, the damping system comprising at least one fluid viscous damper, the at least one fluid viscous damper comprising a coolant fluid provided between the motor housing and the outer housing; and the at least one solid state damper comprising a resiliently deflectable sealed damper that seals against the motor housing and the outer housing and defines a fluid boundary for the coolant fluid; and The at least one solid state damper also includes a radial damper disposed radially between the bearing mount and the end plate, the radial damper being configured to resiliently flex to attenuate loads radially transmitted between the bearing mount and the end plate.

2. The electronic supercharger according to claim 1, wherein: The outer shell includes a first member and a second member; and Wherein, at least one solid state damper includes a radial damper disposed radially between the first member and the second member, the radial damper being configured to elastically flex to attenuate loads radially transmitted between the first member and the second member.

3. The electronic supercharger according to claim 2, wherein: The radial damper has a neutral position and is configured to resiliently flex from the neutral position to attenuate loads radially transmitted between the first member and the second member; and Wherein, in the neutral position, the radial damper is at least partially corrugated and includes peaks and valleys arranged at different radial distances from the axis.

4. The electronic supercharger according to claim 1, wherein: The sealed damper is disposed between and sealed to both the motor casing and the first longitudinal side surface of the bearing mount.

5. The electronic supercharger according to claim 4, wherein: The sealed damper is a first sealed damper, and wherein the at least one solid state damper includes a second sealed damper disposed between and sealed to both the second longitudinal side surface of the bearing mount and the end plate.

6. The electronic supercharger according to claim 1, wherein: The at least one fluid viscous damper is cooperatively defined between corresponding nesting surfaces of the motor housing and the outer housing, the corresponding nesting surfaces nesting together to define a fluid boundary separating two adjacent fluid passages for the coolant fluid.

7. The electronic supercharger according to claim 6, wherein: The corresponding nesting surfaces are elongated and extend along the axis.

8. The electronic supercharger according to claim 1, wherein: The damping system is configured to attenuate loads radially transmitted through the housing via the at least one solid state damper and the fluid viscous damper; and Wherein the damping system is configured to attenuate loads transmitted longitudinally through the housing via the at least one solid state damper.

9. The electronic supercharger according to claim 8, wherein: The radial damper is radially disposed between a first pair of opposing radial surfaces of the outer shell to attenuate loads radially transmitted between the first pair of opposing radial surfaces; wherein the sealed damper is a first sealed damper disposed radially between a second pair of opposing radial surfaces of the outer housing and the motor casing; and Wherein, the at least one solid state damper further comprises a second sealed damper disposed longitudinally between a third pair of opposing longitudinal surfaces of the outer housing and the motor casing.

10. The electronic supercharger according to claim 1, further comprising: a cooling system that supplies a coolant from an inlet to an outlet through the housing for cooling the electronic supercharger, wherein the outer housing includes a first member and a second member; and Wherein, the damping system further comprises: a solid radial damper disposed radially between the first member and the second member of the outer housing and configured to resiliently flex to attenuate radial loads transmitted between the first member and the second member; a first sealing damper disposed longitudinally between and sealed to first opposing longitudinal surfaces of the motor housing and the outer housing, the first sealing damper providing a first fluid barrier to the coolant and configured to resiliently flex to attenuate longitudinal loads transmitted between the motor housing and the outer housing; a second sealed damper disposed longitudinally between and sealed to second opposed longitudinal surfaces of the first and second members of the outer housing, the second sealed damper providing a second fluid barrier to the coolant and configured to resiliently flex to attenuate longitudinal loads transmitted between the first and second members; a third sealing damper disposed radially between and sealed to third opposing radial surfaces of the outer housing and the motor casing, the third sealing damper providing a third fluid barrier to the coolant and configured to resiliently flex to attenuate radial loads transmitted between the motor casing and the outer housing; a fourth sealed damper disposed radially between and sealed to fourth opposing longitudinal surfaces of the outer housing and the motor casing, the fourth sealed damper providing a fourth fluid barrier to the coolant and configured to resiliently flex to attenuate longitudinal loads transmitted between the motor casing and the outer housing; and A plurality of viscous dampers wherein coolant is provided between opposing nested radial surfaces of the outer casing and the motor casing to provide viscous damping between the motor casing and the outer casing.

11. An electronic supercharger, comprising: a shaft supported for rotation about an axis; a compressor impeller attached to the shaft; an electric motor configured to drive the shaft and the compressor impeller to rotate; a housing housing the motor and at least a portion of the shaft, the housing comprising a motor housing surrounding the motor and an outer housing housing the motor housing, wherein the outer housing comprises a bearing mount having an inner diameter surface and an outer diameter surface; a bearing attached to the inner diameter surface of the bearing mount and to the shaft, the bearing supporting rotation of the shaft relative to the bearing mount; a damping system incorporated into the housing and configured to attenuate loads transmitted through the housing, the damping system comprising at least one resiliently deflectable solid state damper, the damping system comprising at least one fluid viscous damper, the at least one fluid viscous damper comprising a coolant fluid provided between the motor housing and the outer housing; and The at least one solid state damper comprises a resiliently deflectable sealed damper that seals against the motor housing and the outer housing and defines a fluid boundary for the coolant fluid; wherein the sealed damper is disposed between and sealed to the outer diameter surface of the bearing mount and the motor housing.

12. The electronic supercharger according to claim 11, wherein: The sealed damper is a third sealed damper; Wherein, the at least one solid damper includes a fourth sealed damper, the fourth sealed damper is disposed between and sealed to opposing longitudinal surfaces of the motor housing and the outer housing.

13. The electronic supercharger according to claim 12, wherein: The third sealing damper is annular and extends about the axis; wherein said fourth sealing damper comprises a continuous band radially spaced away from said axis; and Wherein, the third sealed damper and the fourth sealed damper are connected together to jointly define a single sealed damper.

14. A method for manufacturing an electronic supercharger, the method comprising: housing an electric motor and a portion of a shaft in a motor housing, the electric motor being configured to drive the shaft and an attached compressor impeller to rotate about an axis; The motor housing and the motor are housed in an outer housing, wherein a damping system is disposed between the motor housing and the outer housing, the damping system being configured to damp a load transmitted between the motor housing and the outer housing, the damping system comprising at least one elastically deflectable solid damper, the damping system comprising at least one fluid viscous damper, wherein said at least one fluid viscous damper comprises a coolant fluid provided between said motor housing and said outer housing; wherein the at least one solid state damper comprises a resiliently deflectable sealed damper that seals against the motor housing and the outer housing and defines a fluid boundary for the coolant fluid; wherein the outer shell includes an end plate and a bearing mounting member received by the end plate; wherein the electronic supercharger further comprises a bearing attached to the bearing mount and the shaft, the bearing supporting rotation of the shaft relative to the bearing mount; and Wherein, the at least one solid damper further comprises a radial damper disposed radially between the bearing mount and the end plate, the radial damper being configured to elastically flex to attenuate loads radially transmitted between the bearing mount and the end plate.

15. The method according to claim 14, wherein: The outer shell includes a first member and a second member; and Further included is providing a solid radial damper disposed radially between the first member and the second member, the radial damper being configured to resiliently flex to attenuate loads radially transmitted between the first member and the second member.

16. The method according to claim 14, wherein: The damping system is configured to attenuate loads radially transmitted between the outer housing and the motor casing via at least one solid state damper and the fluid viscous damper; and Wherein the damping system is configured to attenuate loads transmitted longitudinally between the outer housing and the motor casing via the at least one solid state damper.

17. The method according to claim 16, wherein: The radial damper is radially disposed between a first pair of opposing radial surfaces of the outer shell to attenuate loads radially transmitted between the first pair of opposing radial surfaces; wherein the sealed damper is a first sealed damper disposed radially between a second pair of opposing radial surfaces of the outer housing and the motor casing; and Wherein, the at least one solid state damper further comprises a second sealed damper disposed longitudinally between a third pair of opposing longitudinal surfaces of the outer housing and the motor casing.

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