A new turbocharger

Abstract

The application discloses a novel turbocharger and relates to the technical field of turbochargers.The novel turbocharger comprises a middle body, a rotor shaft is arranged in the middle body and rotates; a compressor casing is connected with the middle body, and a compressor impeller connected with the rotor shaft is arranged in the compressor casing; a turbine casing is connected with the middle body, and a turbine connected with the rotor shaft is arranged in the turbine casing; wherein, the compressor casing and the turbine casing are located on the two sides of the middle body, a floating bearing at the turbine end is arranged at one end of the rotor shaft close to the turbine, a sliding bearing at the compressor end is arranged at one end of the rotor shaft close to the compressor impeller, an oil leakage guide thrust bearing is further connected to the middle body, and the oil leakage guide thrust bearing and the sliding bearing at the compressor end form a single-layer oil film. The novel turbocharger can reduce bearing stress and improve shaft stability by increasing bearing span. The single-layer oil film formed by the oil leakage guide thrust bearing and the sliding bearing at the compressor end can reduce bearing friction efficiency loss and improve the mechanical efficiency of the turbocharger.

Description

Technical Field

[0001] This invention relates to the field of turbocharger technology, and in particular to a novel turbocharger. Background Technology

[0002] As a key subsystem of the engine, the turbocharger can improve engine power output and reduce fuel consumption and emissions. The pressure-end sliding bearing is the bearing closer to the compressor end of the turbocharger's two sliding bearings, while the turbine-end sliding bearing is the bearing closer to the turbine end. Due to space constraints in the turbocharger's layout, the distance between the two bearings (bearing span) is difficult to increase, and a short bearing span design may face problems such as speed coupling, concentrated bearing loads, and reduced system damping force. Furthermore, the turbocharger turbine is typically slightly smaller than the compressor impeller. However, due to the high-temperature operating environment of the turbine (above 600°C), the turbine material is usually a high-nickel alloy, while the compressor impeller material is usually an aluminum alloy. The significant density difference between these two materials results in a higher stress on the turbine-end sliding bearing closer to the turbine and a lower stress on the pressure-end sliding bearing closer to the compressor. To accommodate the higher stress on the turbine-end sliding bearing, floating bearings are typically used as both the turbine-end and pressure-end bearings. However, although floating bearings have greater damping force and better vibration resistance, their double-layer oil film will generate more frictional losses.

[0003] Therefore, there are still shortcomings and deficiencies in the existing technology. How to provide a new type of turbocharger with high shaft stability and low friction loss is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to provide a novel turbocharger that solves the technical problems of concentrated bearing load, poor shaft stability, and high friction loss caused by the short bearing span design of existing turbochargers.

[0005] To achieve the above objectives, the present invention provides a novel turbocharger, comprising:

[0006] The intermediate body has a rotor shaft inside for rotation;

[0007] The compressor housing is connected to the intermediate body, and an internal compressor impeller is provided that is connected to the rotor shaft.

[0008] A turbine housing, connected to the intermediate body, contains a turbine that is connected to the rotor shaft;

[0009] The compressor housing and the turbine housing are located on both sides of the intermediate body. The rotor shaft is provided with a vortex end floating bearing at the end near the turbine and a pressure end sliding bearing at the end near the compressor impeller. An oil drain guide thrust bearing is also connected to the intermediate body. The oil drain guide thrust bearing and the pressure end sliding bearing form a single layer of oil film.

[0010] Preferably, the intermediate body is provided with an oil inlet, and the interior of the intermediate body is also provided with a first oil guiding channel. The oil drain guide thrust bearing is provided with an oil inlet channel, and the oil inlet channel is connected to the oil inlet through the first oil guiding channel.

[0011] Preferably, the rotor shaft is further provided with an oil drain guide seal, which is located between the compressor impeller and the pressure end sliding bearing.

[0012] Preferably, the end face of the oil drain guide shaft seal, the inner wall of the intermediate body, and the end face of the oil drain guide thrust bearing together define a first oil drain cavity.

[0013] Preferably, the oil drain guide shaft seal is fitted with a wear-resistant seal, one side of which is interference-fitted with the oil drain guide shaft seal, and the other side is used to partially seal the first oil drain cavity.

[0014] Preferably, the wear-resistant seal is a wear-resistant rubber sleeve.

[0015] Preferably, the intermediate body is further provided with a sealing ring seat, which is located between the compressor impeller and the oil drain guide shaft seal.

[0016] Preferably, the end face of the sealing ring seat, the inner wall of the intermediate body, and the end face of the oil drain guide shaft seal together define a second oil drain cavity.

[0017] Preferably, a sealing ring is provided between the oil drain guide shaft seal and the sealing ring sleeve.

[0018] Preferably, the intermediate body is further provided with a second oil guide channel, one end of which is connected to the oil inlet, and the outlet of the other end is set towards the side of the vortex end floating bearing.

[0019] Compared to the aforementioned background technology, the novel turbocharger provided by this invention features a turbine-end floating bearing and a pressure-end sliding bearing, respectively located at the end of the rotor shaft near the turbine and the end of the rotor shaft near the compressor impeller. The oil-draining guide thrust bearing is directly integrated into the intermediate body, replacing the traditional dedicated thrust bearing located at one end of the turbine. This effectively avoids occupying axial space, freeing up axial space and increasing the span between the pressure-end sliding bearing and the turbine-end floating bearing. This reduces bearing stress and improves shaft stability. The single-layer oil film support formed by the oil-draining guide thrust bearing and the pressure-end sliding bearing, compared to the double-layer oil film used with floating bearings, reduces bearing friction efficiency loss, avoids excessive frictional losses, and improves the turbocharger's mechanical efficiency. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0021] Figure 1 This is a cross-sectional view of the novel turbocharger provided in an embodiment of the present invention;

[0022] Figure 2 for Figure 1 A magnified view of part A in the novel turbocharger shown.

[0023] Figures 1 to 2 Reference numerals in the attached drawings: 1. Intermediate body; 101. Oil inlet; 102. Oil return port; 103. First oil guide channel; 104. Second oil guide channel; 2. Compressor housing; 201. Compressor impeller; 3. Turbine housing; 301. Turbine; 4. Rotor shaft; 401. Floating bearing at the volute end; 402. Sliding bearing at the pressure end; 5. Oil drain guide thrust bearing; 501. Oil inlet channel; 6. Oil drain guide shaft seal; 601. First oil drain chamber; 602. Second oil drain chamber; 603. Wear-resistant seal; 604. First protrusion; 7. Sealing ring seat; 701. Sealing ring; 702. Second protrusion. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0026] This invention provides a novel turbocharger with strong shaft stability, low bearing friction loss, and the ability to solve the problem of oil leakage in turbochargers when the engine is idling for a long time, under no-load, or at low temperature.

[0027] Please refer to this as well. Figures 1 to 2 The novel turbocharger provided by this invention includes:

[0028] Intermediate body 1, with a rotor shaft 4 rotating inside;

[0029] Compressor housing 2 is connected to intermediate body 1, and an internal compressor impeller 201 is provided that is connected to rotor shaft 4;

[0030] Turbine housing 3 is connected to intermediate body 1, and a turbine 301 connected to rotor shaft 4 is provided inside;

[0031] The compressor housing 2 and the turbine housing 3 are located on both sides of the intermediate body 1. The rotor shaft 4 is provided with a vortex end floating bearing 401 at the end near the turbine 301, and a pressure end sliding bearing 402 at the end near the compressor impeller 201. An oil drain guide thrust bearing 5 is also connected to the intermediate body 1. The oil drain guide thrust bearing 5 and the pressure end sliding bearing 402 form a single layer of oil film.

[0032] Intermediate body 1 is located between compressor housing 2 and turbine housing 3. Rotor shaft 4 is rotatably mounted within intermediate body 1. Scroll end floating bearing 401 and pressure end sliding bearing 402 are located at the ends of rotor shaft 4 near turbine 301 and compressor impeller 201, respectively. Oil drain guide thrust bearing 5 is directly integrated into intermediate body 1, replacing the traditional dedicated thrust bearing located at one end of turbine 301. This effectively avoids occupying axial space, freeing up axial space, increasing the span between pressure end sliding bearing 402 and scroll end floating bearing 401, reducing bearing stress, and improving shaft stability. Furthermore, the oil drain guide thrust bearing 5, in conjunction with pressure end sliding bearing 402, forms a single-layer oil film support, reducing bearing friction efficiency loss and improving turbocharger mechanical efficiency.

[0033] This configuration, while retaining the high load-bearing capacity and damping force of the vortex end floating bearing 401 to maintain shaft stability, avoids the problem of bearing stress concentration and bearing instability caused by a short span by increasing the span between the pressure end sliding bearing 402 and the vortex end floating bearing 401; and uses the oil drain guide thrust bearing 5 to form a single-layer oil film support with the pressure end sliding bearing 402 to reduce bearing friction efficiency loss and avoid generating more friction loss.

[0034] In some embodiments, please refer to the following: Figures 1 to 2 The intermediate body 1 is provided with an oil inlet 101, and the interior of the intermediate body 1 is also provided with a first oil guide channel 103. The oil drain guide thrust bearing 5 is provided with an oil inlet channel 501, and the oil inlet channel 501 is connected to the oil inlet 101 through the first oil guide channel 103.

[0035] In addition, the intermediate body 1 is also provided with an oil return port 102, which is located on the side of the intermediate body 1 away from the oil inlet 101.

[0036] During lubrication, engine oil is added into the intermediate body 1 through the oil inlet 101. The engine oil enters the oil inlet channel 501 of the oil drain guide thrust bearing 5 through the first oil guide channel 103. The engine oil enters the space between the oil drain guide thrust bearing 5 and the pressure end sliding bearing 402 through the oil inlet channel 501. The oil drain guide thrust bearing 5 and the pressure end sliding bearing 402 form a single-layer oil film. Compared with the double-layer oil film when using a floating bearing, this can reduce friction loss and improve the mechanical efficiency of the turbocharger.

[0037] In some embodiments, please refer to the following: Figures 1 to 2 The rotor shaft 4 is also provided with an oil drain guide seal 6, which is located between the compressor impeller 201 and the pressure end sliding bearing 402.

[0038] With attachment Figure 2 Taking the up, down, left, and right directions as an example, the oil drain guide shaft seal 6 and the pressure end sliding bearing 402 are located on the left and right sides of the oil drain guide thrust bearing 5, respectively.

[0039] In some embodiments, please refer to the following: Figures 1 to 2 The end face of the drain guide shaft seal 6, together with the inner wall of the intermediate body 1 and the end face of the drain guide thrust bearing 5, jointly define and form the first drain chamber 601.

[0040] When the engine is idling for a long time, under no load or at low temperature, the turbocharger forms a first oil drain chamber 601 on the side away from the compressor impeller 201 by the end face of the oil drain guide shaft seal 6, the inner wall of the intermediate body 1 and the end face of the oil drain guide thrust bearing 5, so as to guide the oil in the direction of return and prevent oil leakage.

[0041] In some embodiments, please refer to the following: Figures 1 to 2 The oil drain guide shaft seal 6 is fitted with a wear-resistant seal 603. One side of the wear-resistant seal 603 is press-fitted with the oil drain guide shaft seal 6, and the other side is used to partially seal the first oil drain chamber 601.

[0042] One side of the wear-resistant seal 603 is fitted onto the oil drain guide shaft seal 6 and is press-fitted with the oil drain guide shaft seal 6. The other side of the wear-resistant seal 603 is a free section. When the engine is running at high speed, the free section will expand outward due to the centrifugal force at high speed. The free section of the wear-resistant seal 603 is in contact with the inner end face of the intermediate body 1, so that the free section of the wear-resistant seal 603 and the inner end face of the intermediate body 1 form a relative seal, thereby partially sealing the first oil drain chamber 601 and preventing oil from leaking to the compressor impeller 201 side.

[0043] In some embodiments, please refer to the following: Figures 1 to 2 The wear-resistant seal 603 is a wear-resistant rubber sleeve.

[0044] In some embodiments, please refer to the following: Figures 1 to 2 The intermediate body 1 is also provided with a sealing ring seat 7, which is located between the compressor impeller 201 and the oil drain guide shaft seal 6.

[0045] In some embodiments, please refer to the following: Figures 1 to 2 The end face of the sealing ring seat 7, together with the inner wall of the intermediate body 1 and the end face of the oil drain guide seal 6, defines and forms the second oil drain cavity 602.

[0046] The end face of the sealing ring seat 7, the inner wall of the intermediate body 1, and the end face of the oil drain guide shaft seal 6 form a second oil drain chamber 602. By setting the second oil drain chamber 602, residual oil that has broken through the first oil drain chamber 601 can be intercepted. The second oil drain chamber 602 and the first oil drain chamber 601 form a stepped sealing defense line, effectively preventing oil leakage.

[0047] In addition, the oil drain guide shaft seal 6 is provided with a first protrusion 604 facing the sealing ring sleeve 7, and the sealing ring sleeve 7 is provided with a second protrusion 702 facing the first protrusion 604. The first protrusion 604 and the second protrusion 702 are located in the second oil drain cavity 602, and the first protrusion 604 and the second protrusion 702 make a labyrinth structure formed in the second oil drain cavity 602.

[0048] This design, with its labyrinth structure, extends the leakage path, achieving a non-contact sealing effect and further preventing oil leakage.

[0049] In some embodiments, please refer to the following: Figures 1 to 2 A sealing ring 701 is provided between the oil drain guide shaft seal 6 and the sealing ring sleeve 7. Specifically, the sealing ring 701 can be sleeved and fixed to the oil drain guide shaft seal 6. By setting the sealing ring 701, a relative seal is formed between the oil drain guide shaft seal 6 and the sealing ring sleeve 7, preventing the oil in the second oil drain chamber 602 from leaking to the compressor impeller 201 side.

[0050] In some embodiments, please refer to the following: Figures 1 to 2 The intermediate body 1 is also provided with a second oil guide channel 104. One end of the second oil guide channel 104 is connected to the oil inlet 101, and the outlet of the other end is set towards the side of the vortex end floating bearing 401.

[0051] During lubrication, engine oil is added into the intermediate body 1 through the oil inlet 101. The engine oil flows to the scroll end floating bearing 401 through the outlet end of the second oil guide channel 104, thereby lubricating the scroll end floating bearing 401.

[0052] The novel turbocharger provided by this invention has a vortex end floating bearing 401 and a pressure end sliding bearing 402 respectively located at one end of the rotor shaft 4 near the turbine 301 and the other end of the rotor shaft 4 near the compressor impeller 201. The oil drain guide thrust bearing 5 is directly integrated into the intermediate body 1, replacing the traditional dedicated thrust bearing located at one end of the turbine 301. This effectively avoids occupying axial space, frees up axial space, and increases the span between the pressure end sliding bearing 402 and the vortex end floating bearing 401, thereby reducing bearing stress and improving shaft stability.

[0053] By utilizing the oil drain guide thrust bearing 5 and the pressure end sliding bearing 402 to form a single-layer oil film support, compared with the double-layer oil film when using a floating bearing, the bearing friction efficiency loss is reduced, more friction loss is avoided, and the mechanical efficiency of the turbocharger is improved.

[0054] By setting up a first oil drain chamber 601 and a second oil drain chamber 602, the problem of oil leakage from the turbocharger during prolonged engine idling, no-load operation, or low-temperature operation can be solved. The first oil drain chamber 601 guides the drained oil towards the return direction, reducing leakage. The second oil drain chamber 602 intercepts residual oil that has leaked through the first oil drain chamber 601. The second oil drain chamber 602 and the first oil drain chamber 601 form a stepped sealing barrier, effectively preventing oil leakage.

[0055] When the engine is running at high speed, the free section on the other side of the wear-resistant seal 603 expands outward due to the centrifugal force at high speed and fits against the inner wall of the intermediate body 1, so that the free section of the wear-resistant seal 603 and the inner wall of the intermediate body 1 form a relative seal, thereby partially sealing the first oil drain chamber 601 and preventing oil from leaking to the compressor impeller 201 side.

[0056] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0057] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. A novel turbocharger, characterized in that, include: The intermediate body (1) has a rotor shaft (4) inside for rotation; The compressor housing (2) is connected to the intermediate body (1) and has a compressor impeller (201) connected to the rotor shaft (4) inside; The turbine housing (3) is connected to the intermediate body (1) and has a turbine (301) inside that is connected to the rotor shaft (4); The compressor housing (2) and the turbine housing (3) are located on both sides of the intermediate body (1). The rotor shaft (4) is provided with a vortex end floating bearing (401) at one end near the turbine (301), and a pressure end sliding bearing (402) is provided at the other end of the rotor shaft (4) near the compressor impeller (201). An oil drain guide thrust bearing (5) is also connected to the intermediate body (1). The oil drain guide thrust bearing (5) and the pressure end sliding bearing (402) form a single layer of oil film. The rotor shaft (4) is also provided with an oil drain guide seal (6), which is located between the compressor impeller (201) and the pressure end sliding bearing (402); The end face of the drain guide shaft seal (6), together with the inner wall of the intermediate body (1) and the end face of the drain guide thrust bearing (5), define and form the first drain chamber (601). The oil drain guide shaft seal (6) is fitted with a wear-resistant seal (603). One side of the wear-resistant seal (603) is press-fitted with the oil drain guide shaft seal (6), and the other side is used to partially seal the first oil drain cavity (601).

2. The novel turbocharger according to claim 1, characterized in that, The intermediate body (1) is provided with an oil inlet (101), and the intermediate body (1) is also provided with a first oil guide channel (103). The oil drain guide thrust bearing (5) is provided with an oil inlet channel (501), and the oil inlet channel (501) is connected to the oil inlet (101) through the first oil guide channel (103).

3. The novel turbocharger according to claim 1, characterized in that, The wear-resistant seal (603) is a wear-resistant rubber sleeve.

4. The novel turbocharger according to claim 1, characterized in that, The intermediate body (1) is also provided with a sealing ring seat (7), which is located between the compressor impeller (201) and the oil drain guide shaft seal (6).

5. The novel turbocharger according to claim 4, characterized in that, The end face of the sealing ring seat (7), together with the inner wall of the intermediate body (1) and the end face of the oil drain guide shaft seal (6), define a second oil drain cavity (602).

6. The novel turbocharger according to claim 4, characterized in that, A sealing ring (701) is provided between the oil drain guide shaft seal (6) and the sealing ring sleeve (7).

7. The novel turbocharger according to claim 2, characterized in that, The intermediate body (1) is also provided with a second oil guide channel (104). One end of the second oil guide channel (104) is connected to the oil inlet (101), and the outlet of the other end is set towards the side of the vortex end floating bearing (401).

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