A shaft system structure combining electric supercharger and turbocharger

Abstract

A shaft system structure combining an electric supercharger and a turbocharger, comprising a rotating shaft arranged in a supercharger body, with a turbine assembly and a compressor assembly respectively arranged at both ends of the rotating shaft, and the rotating shaft passes through a floating bearing in a central housing and then passes through an electronic supercharger assembly; the electronic supercharger assembly comprises a rotor and a stator, the rotor is fixed on a sleeve, and the sleeve is fixed on the rotating shaft and rotates synchronously; an oil baffle is arranged between the central housing and the electronic supercharger assembly, and a gap is provided between the radial inner side of the oil baffle and the radial outer side of the sleeve, and the gap allows lubricating oil to enter the electronic supercharger assembly. The technical solution in the present application combines an electric supercharger and a turbocharger, and the rotor shaft systems of the two are connected in series on the same shaft, so that the center of gravity of the rotating shaft system is far away from the turbine, which can avoid the risk of wear of the bearing of the turbine section of an ordinary turbocharger, and can take into account the air requirements of the engine at low speed and high speed at the same time, and the shaft system structure has a unique lubrication structure.

Description

Technical Field

[0001] The invention belongs to the technical field of superchargers, and in particular relates to a shaft system structure combining an electric supercharger and a turbocharger. Background Art

[0002] A turbocharger is a boosting device used in automobile engine systems that uses the power of the engine's exhaust gas to increase the engine's intake volume and output power. Turbochargers play an important role in improving engine performance and combustion efficiency, and are widely used in automobiles and other internal combustion engine-driven equipment.

[0003] In the prior art, the engine generally uses a turbocharger alone, but the engine power is weak at low speed, and the driving force to generate exhaust gas is insufficient, which makes the turbocharger rotate at a low speed and the supercharging effect is not obvious. There is also a solution of directly using an electric supercharger, which can rely on the electric motor to produce a good supercharging effect at low engine speed, but the power improvement is not obvious at high engine speed.

[0004] Specifically, the electric supercharger is used to provide more air to the engine when the engine is at low speed, but due to the limitation of the motor speed, the electric supercharger can no longer provide more air to the engine when the engine is at high speed. In general, the power responsiveness of an ordinary turbocharger at low engine speed is worse than that of an electric supercharger. Therefore, by combining the electric supercharger and the turbocharger, and connecting the rotor systems of the two in series on the same shaft, the air needs of the engine at both low and high speeds can be taken into account at the same time.

[0005] This application has made further designs and improvements in this direction. Summary of the invention

[0006] In view of the above deficiencies in the prior art, the present invention provides a shaft system structure combining an electric supercharger and a turbocharger. By combining the electric supercharger and the turbocharger, and connecting the rotor shaft systems of the two in series on the same shaft, the air requirements of the engine at low speed and high speed can be taken into account at the same time, and the shaft system structure has a unique lubrication structure.

[0007] The present invention is solved by the following technical solutions.

[0008] A shaft system structure combining an electric supercharger and a turbocharger comprises a rotating shaft arranged in a supercharger body, a turbine assembly and a compressor assembly are respectively arranged at two ends of the rotating shaft, and the rotating shaft passes through a floating bearing in a central housing and then passes through an electronic supercharger assembly; the electronic supercharger assembly comprises a rotor and a stator, the rotor is fixed on a sleeve, and the sleeve is fixed on the rotating shaft and rotates synchronously; an oil baffle is arranged between the central housing and the electronic supercharger assembly, and a gap is provided between the radial inner side of the oil baffle and the radial outer side of the sleeve, and the gap allows lubricating oil to enter the electronic supercharger assembly.

[0009] In this application, by combining the electric supercharger and the turbocharger, and connecting the rotor shaft systems of the two in series on the same shaft, the lubricating oil can smoothly enter the electronic supercharger assembly through the inner gap of the oil baffle while lubricating and cooling the floating bearing, and lubricate and cool the structural units therein, with high integration and good effect. Furthermore, since the rotor is fixed to the shaft through the sleeve, the center of gravity of the shaft system is far away from the turbine, which can avoid the risk of wear of the turbine section bearing of the ordinary turbocharger, and at the same time, the stiffness of the shaft system is adjusted to reduce the risk of vibration and noise.

[0010] In a preferred embodiment, an inwardly concave oil-swinging groove is provided on the side of the sleeve facing the oil baffle plate, and the lubricating oil therein can be thrown out during rotation, so that the lubricating oil is thrown back onto the oil baffle plate, thereby effectively controlling the amount of lubricating oil entering the motor so that it is sufficiently cooled but without the risk of oil leaking to the back of the impeller.

[0011] In a preferred embodiment, the side wall of the oil-slinging groove facing the oil baffle plate is a sloped inner wall, which facilitates the oil to be slinged onto the oil baffle plate.

[0012] In a preferred embodiment, an oil-guiding structural wall is provided on the outside of the oil-slinging trough, and a first oil storage chamber is formed between the oil-guiding structural wall and the oil baffle plate for receiving the oil slinging out from the oil-slinging trough to prevent excessive lubricating oil from entering the electronic supercharger assembly. Specifically, in this structure, the lubricating oil in the oil-slinging trough is used to cool the rotor assembly, and is high-temperature oil. After being slinging out, part of the high-temperature oil enters the first oil storage chamber, and is cooled while flowing along the wall. After cooling, part of the lubricating oil will flow back to the first oil storage chamber, thereby completing the cooling operation.

[0013] In a preferred embodiment, a second oil storage chamber is formed on the other side of the oil baffle relative to the first oil storage chamber for storing lubricating oil on the floating bearing side. The stored lubricating oil can be exchanged with the lubricating oil in the first oil storage chamber for lubrication and cooling.

[0014] In a preferred embodiment, the radial width of the gap is 0.2 mm to 1 mm, preferably about 0.5 mm.

[0015] In a preferred embodiment, the oil baffle has a first wall facing the central housing, a boss protruding toward the electronic boost assembly, and a second wall disposed on the boss; the gap is located radially inward of the second wall. The overall structure has good positioning performance and high stability after assembly.

[0016] In a preferred embodiment, an inclined plate is provided at the lower portion of the oil baffle plate for better directing the lubricating oil collected in the first oil storage chamber to the intermediate oil return hole; the first wall has an arc surface structure, and positioning bent parts are provided at both ends of the arc surface structure for assembly and positioning on the structure in the central shell.

[0017] In a preferred embodiment, the sleeve includes a first sleeve and a second sleeve, an assembly cavity for arranging the rotor is formed between the first sleeve and the second sleeve, and the assembly structure is compact.

[0018] In a preferred embodiment, a first annular boss is disposed on the first sleeve, and a second annular boss is disposed on the second sleeve. An assembly cavity for arranging the rotor is formed between the second annular boss and the first annular boss.

[0019] Compared with the prior art, the present invention has the following beneficial effects: it provides a shaft system structure combining an electric supercharger and a turbocharger, by combining the electric supercharger and the turbocharger, and connecting the rotor shaft systems of the two in series on the same shaft, so that the center of gravity of the rotating shaft system is far away from the turbine, which can avoid the risk of wear of the bearing of the turbine section of an ordinary turbocharger, and can take into account the air requirements of the engine at low speed and high speed at the same time, and the shaft system structure has a unique lubrication structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a cross-sectional view of the supercharger in the present invention.

[0021] Figure 2 for Figure 1 Magnified view of area A.

[0022] Figure 3 for Figure 2 Magnified view of area B.

[0023] Figure 4 It is a stereoscopic diagram of the shaft system structure in the present invention.

[0024] Figure 5 It is a cross-sectional view of the shaft system structure in the present invention.

[0025] Figure 6 It is a schematic diagram of the rotating shaft in the present invention.

[0026] Figure 7 It is a three-dimensional diagram of the oil baffle plate in the present invention. DETAILED DESCRIPTION

[0027] The present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0028] In the following embodiments, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0029] In the description of the present invention, it should be understood that the terms: center, longitudinal, transverse, length, width, thickness, up, down, front, back, left, right, vertical, horizontal, top, bottom, inside, outside, clockwise, counterclockwise, etc. indicating the orientation or position relationship are based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present invention and simplifying the description, and therefore cannot be understood as limiting the present invention. In addition, the terms: first, second, etc. are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features shown. In the description of the present invention, unless otherwise clearly specified and limited, the terms: install, connect, connect, etc. should be understood in a broad sense, and ordinary technicians in this field can understand the specific meanings of the above terms in this application according to the specific circumstances.

[0030] See also Figures 1 to 7 The shaft system structure of an electric supercharger and a turbocharger combined in the present invention comprises a rotating shaft 15 arranged in a supercharger body, a turbine assembly 11 and a compressor assembly 12 are respectively arranged at both ends of the rotating shaft 15, and the rotating shaft 15 passes through a floating bearing 171 in a central housing 13 and then passes through an electronic supercharger assembly 14; the electronic supercharger assembly 14 comprises a rotor 148 and a stator 147, and the rotor 148 is fixed on a sleeve body, and the sleeve body is fixed on the rotating shaft 15 and rotates synchronously; an oil baffle plate 18 is arranged between the central housing 13 and the electronic supercharger assembly 14, and a gap 1831 is provided between the radial inner side of the oil baffle plate 18 and the radial outer side of the sleeve body, and the gap 1831 allows lubricating oil to enter the electronic supercharger assembly 14, and specifically, the radial width of the gap 1831 is 0.2 mm to 1 mm, preferably about 0.5 mm.

[0031] In addition, from the attached Figure 3 It can be seen that an oil-slinging groove 1723 is provided on the side of the sleeve body facing the oil baffle plate 18, and the lubricating oil therein can be spun out during rotation, so that the lubricating oil is spun back onto the oil baffle plate 18, which can effectively control the amount of lubricating oil entering the motor, so that it is cooled sufficiently but without the risk of oil leaking to the back of the impeller. The side wall of the oil-slinging groove 1723 facing the oil baffle plate 18 can be a straight wall, preferably a sloped inner wall 1729, which facilitates the oil to be spun onto the oil baffle plate 18. Correspondingly, an oil-guiding structural wall 149 is provided on the outside of the oil-slinging groove 1723, and a first oil storage chamber 18A is formed between the oil-guiding structural wall 149 and the oil baffle plate 18, which is used to receive the oil slinging out of the oil-slinging groove 1723 to prevent excessive lubricating oil from entering the electronic supercharger assembly 14.

[0032] Specifically, in the above structure, the lubricating oil in the oil-slinging groove 1723 is used to cool the rotor assembly. It is high-temperature oil. After being spun out, part of the high-temperature oil enters the first oil storage chamber 18A and is cooled while flowing along the wall. After cooling, part of the lubricating oil will flow back to the first oil storage chamber 18A, thereby completing the cooling operation.

[0033] From the attached Figure 3 It can also be seen that in the present application, a second oil storage chamber 18B is formed on the other side of the oil baffle plate 18 relative to the first oil storage chamber 18A, which is used to store the lubricating oil on this side of the floating bearing. The stored lubricating oil can be exchanged with the lubricating oil in the first oil storage chamber 18A for lubrication and cooling.

[0034] From the attached Figure 5 It can be seen that in the present application, the sleeve includes a first sleeve 172 and a second sleeve 173, the first sleeve 172 is provided with a first annular boss 1722, the second sleeve 173 is provided with a second annular boss 1731, and an assembly cavity for arranging the rotor is formed between the second annular boss 1731 and the first annular boss 1722, and the assembly structure is compact; the oil throwing groove 1723 is provided on the first sleeve 172.

[0035] From the attached Figure 7 It can be seen that the oil baffle plate 18 in the present application has a first wall 181 facing the central housing 13, a boss 182 protruding toward the electronic supercharger assembly 14, and a second wall 183 arranged on the boss 182; the gap 1831 is located radially inside the second wall 183. The overall structure has good positioning performance and high stability after assembly. The lower part of the oil baffle plate 18 is provided with an inclined plate 184, which is used to better guide the lubricating oil collected in the first oil storage chamber 18A to the intermediate oil return hole; the first wall 181 has an arc surface structure, and the two ends of the arc surface structure are provided with positioning bent parts 185, which are used to be clamped on the structure in the central housing for assembly and positioning.

[0036] In addition, from the attached Figure 6 It can be seen that in the present application, two first convex rings 151 are provided on the rotating shaft 15, and the two first convex rings 151 are respectively supported on the inner walls of the two ends of the floating bearing 171 to form a floating oil film; a first narrow section 157 is provided between the two first convex rings 151; a second convex ring 152 and a third convex ring 153 are also provided on the rotating shaft 15, the second convex ring 152 is assembled with the inner wall of the first sleeve 172, the third convex ring 153 is assembled with the inner wall of the second sleeve 173, and a second narrow section 158 is provided between the second convex ring 152 and the third convex ring 153; the diameter of the second narrow section 158 is smaller than the diameter of the first narrow section 157, so as to ensure the high rotation stability of the rotating shaft 15.

[0037] Furthermore, two fourth convex rings 154 are provided on the rotating shaft 15, and the two fourth convex rings 154 are used to support on the inner wall of the impeller mounting through hole, and a third narrow section 159 is provided between the two fourth convex rings 154; the diameter of the third narrow section 159 is smaller than the diameter of the second narrow section 158; and the diameter of the fourth convex ring 154 is smaller than the diameter of the third convex ring 153, the diameter of the third convex ring 153 is smaller than the second convex ring 152, and the diameter of the second convex ring 152 is smaller than the first convex ring 151, which can further optimize the center of gravity configuration of the rotating shaft 15 and avoid the risk of wear of the bearing of the turbine section of the turbocharger.

[0038] When the engine of the vehicle is at low speed, the engine does not have sufficient exhaust capacity for the turbocharger to absorb. At this time, the electric supercharger (electronic supercharger component 14) intervenes to drive the rotating shaft 15 to rotate, which can effectively increase the engine intake volume; when the engine is at high speed, the engine exhaust capacity is sufficient, the turbocharger turbine absorbs the exhaust energy, and the energy absorbed by the turbine is transferred to the rotating shaft 15. The energy on the rotating shaft 15 can be distributed to the compressor impeller and the motor in the electronic supercharger component 14 for recycling and charging according to demand. Therefore, it can be seen that the technical solution in this application can absorb the exhaust energy of the engine to the greatest extent. At the same time, because the electric supercharger rotor and the turbocharger use the same rotating shaft 15, the structure is compact and the transmission efficiency is high. In summary of the working process, the vibration of the electronic rotor can be dispersed to the lubricating oil film of the turbine bearing for absorption, effectively improving the NVH level. In addition, in this application, by redistributing the mass of the rotating shaft 15 and the various parts of the rotating shaft system, the center of gravity of the rotating shaft is far away from the turbine, which can avoid the risk of wear of the turbine section bearing of the ordinary turbocharger.

[0039] In the design of a turbocharger, if the center of the shaft (center of gravity) is close to the turbine end, the turbine end bearing will be subjected to greater force. At the same time, due to the influence of high-temperature gas at the turbine end, the yield strength of the bearing material will be reduced, that is, the required stress of the bearing will be reduced. The combination of center of gravity offset and high temperature will lead to a high risk of turbine end bearing failure.

[0040] In this application, by combining the electric supercharger and the turbocharger, and connecting the rotor shaft systems of the two in series on the same shaft, the lubricating oil can smoothly enter the electronic supercharger assembly through the inner gap of the oil baffle while lubricating and cooling the floating bearing, and lubricate and cool the structural units therein, with high integration and good effect. Furthermore, since the rotor is fixed to the shaft 15 through the sleeve, the center of gravity of the shaft system is far away from the turbine, which can avoid the risk of wear of the turbine section bearing of the ordinary turbocharger, and at the same time, the stiffness of the shaft system is adjusted to reduce the risk of vibration and noise.

[0041] The technical solution in this application has the following advantages:

[0042] (1) An oil baffle plate 18 is provided, and oil storage cavities are formed on both sides of the oil baffle plate 18. At the same time, the lubricating oil can be discharged through the inclined plate 184; (2) The gap 1831 formed between the oil baffle plate 18 and the sleeve body, and the reasonable combination with the oil throwing groove 1723 can effectively control the amount of lubricating oil entering the motor system, which is sufficient for cooling but without the risk of oil leakage to the back of the impeller; (3) The motor rotor is fixed on the rotating shaft, resulting in a reasonable distribution of the center of gravity and reducing the failure risk of the floating bearing 171; (4) The motor rotor and the turbine rotor are coaxial, which makes the assembly highly integrated. The electric supercharging and turbocharging can be reasonably switched through electronic control, and reverse charging can also be performed to maximize energy recovery.

[0043] It can be seen from the above description that the technical solution in the present application combines the electric supercharger and the turbocharger, and the rotor shaft systems of the two are connected in series on the same shaft, so that the center of gravity of the rotating shaft system is far away from the turbine, which can avoid the risk of wear of the bearing of the turbine section of the ordinary turbocharger, and can take into account the air requirements of the engine at low speed and high speed at the same time, and the shaft system structure has a unique lubrication structure.

[0044] The protection scope of the present invention includes but is not limited to the above embodiments. The protection scope of the present invention shall be based on the claims. Any replacement, deformation, and improvement of the technology that can be easily thought of by technicians in this field shall fall within the protection scope of the present invention.

Claims

1. A shaft system structure combining an electric supercharger and a turbocharger, comprising a rotating shaft (15) arranged in a supercharger body, wherein two ends of the rotating shaft (15) are respectively provided with a turbine assembly (11) and a compressor assembly (12), characterized in that: The rotating shaft (15) passes through the floating bearing (171) in the central housing (13) and then passes through the electronic supercharger assembly (14); the electronic supercharger assembly (14) comprises a rotor and a stator, the rotor is fixed on a sleeve, and the sleeve is fixed on the rotating shaft (15) and rotates synchronously; an oil baffle (18) is provided between the central housing (13) and the electronic supercharger assembly (14), and a gap (1831) is provided between the radial inner side of the oil baffle (18) and the radial outer side of the sleeve, and the gap (1831) allows lubricating oil to enter the electronic supercharger assembly (14); An oil-slinging groove (1723) is provided on the sleeve body on one side facing the oil baffle plate (18) in an inwardly concave shape; an oil-guiding structural wall (149) is provided on the outside of the oil-slinging groove (1723); a first oil storage chamber (18A) is formed between the oil-guiding structural wall (149) and the oil baffle plate (18); the lubricating oil in the oil-slinging groove (1723) partially enters the first oil storage chamber (18A) after being swung out; a second oil storage chamber (18B) is formed on the side of the oil baffle plate (18) opposite to the first oil storage chamber (18A); the second oil storage chamber (18B) is used to store the lubricating oil on one side of the floating bearing (171) and to exchange the lubricating oil with the first oil storage chamber (18A) through a gap (1831); an inclined plate (184) is provided at the lower part of the oil baffle plate (18); the inclined plate (184) is used to guide the lubricating oil collected in the first oil storage chamber (18A) to the intermediate body oil return hole.

2. The shaft system structure combining electric supercharger and turbocharger according to claim 1, characterized in that: The side wall of the oil-slinging groove (1723) facing the oil baffle plate (18) is a sloped inner wall (1729).

3. The shaft system structure combining electric supercharger and turbocharger according to claim 1, characterized in that: The radial width of the gap (1831) is 0.2 mm to 1 mm.

4. The shaft system structure combining electric supercharger and turbocharger according to claim 1, characterized in that: The oil baffle plate (18) comprises a first wall (181) facing the central housing (13), a boss (182) protruding toward the electronic boost assembly (14), and a second wall (183) disposed on the boss (182); the gap (1831) is located radially inside the second wall (183).

5. The shaft system structure combining electric supercharger and turbocharger according to claim 4, characterized in that: The first wall (181) has a curved surface structure, and positioning bending parts (185) are provided at both ends of the curved surface structure.

6. The shaft system structure combining electric supercharger and turbocharger according to claim 1, characterized in that: The sleeve body comprises a first sleeve body (172) and a second sleeve body (173), and an assembly cavity for arranging a rotor is formed between the first sleeve body (172) and the second sleeve body (173).

7. The shaft system structure combining electric supercharger and turbocharger according to claim 6, characterized in that: The first sleeve (172) is provided with a first annular boss (1722), and the second sleeve (173) is provided with a second annular boss (1731), wherein an assembly cavity for arranging a rotor is formed between the second annular boss (1731) and the first annular boss (1722).

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