Gas compressor, supercharger and engine

Abstract

The invention provides a gas compressor, a supercharger and an engine. The air compressor comprises an air compressor shell, an impeller and an impeller, the impeller is rotatably arranged in the impeller cavity; the impeller comprises a hub and a blade assembly which are connected with each other; at least one blade of the blade assembly is configured such that a leading edge of the blade has a meridian front sweep angle with respect to a radial line of the hub. The front edge of the blade adopts a sweepforward design, so that the leakage vortex strength of the tip of the blade can be reduced, the airflow excitation strength can be reduced, the surge margin can be improved, the intake charge can be improved, the flow loss can be reduced, the efficiency can be improved, and the energy consumption can be reduced; therefore, the gas compressor can keep good surge margin, meanwhile, the efficiency of a braking heat efficiency point under the condition of low pressure ratio (for example, the pressure ratio is within the range of 1.5) is improved, the overall fuel consumption performance is improved, the aerodynamic performance and stability of the gas compressor are improved, and the gas compressor can operate efficiently.

Description

Technical Field

[0001] This application relates to the field of compressor technology, and more specifically, to a compressor, a turbocharger, and an engine. Background Technology

[0002] An air compressor is a component that uses high-speed rotating blades to do work on air, thereby increasing air pressure.

[0003] When the compressor's surge margin meets requirements, its operational stability is enhanced. When the engine's brake thermal efficiency (BTE) and point efficiency meet requirements, the compressor can reduce energy consumption. BTE and point efficiency are core indicators for evaluating how well an engine converts the chemical energy of fuel (i.e., the energy stored by fuel molecules through chemical bonds that can be released as heat in chemical reactions such as combustion) into useful power output from the crankshaft (such as the crankshaft's rotational torque).

[0004] However, current compressors have small surge margins or low efficiency at the BTE point. Summary of the Invention

[0005] This application addresses the shortcomings of existing methods by proposing a compressor, turbocharger, and engine to solve the technical problems of small surge margin or low efficiency at the BTE point in related technologies.

[0006] In a first aspect, embodiments of this application provide a compressor, comprising: The compressor casing has an impeller chamber; The impeller is rotatably mounted within the impeller chamber; The impeller includes a hub and blade assembly connected together; At least one blade of the blade assembly is configured such that the leading edge of the blade has a meridional sweep angle relative to the radial line of the hub.

[0007] Optionally, the impeller hub ratio is not less than 0.3 and not greater than 0.45.

[0008] Optionally, the front sweep angle of the meridian is greater than 0° and not greater than 30°.

[0009] Optionally, the blade assembly includes: a plurality of main blades; Multiple main blades are arranged sequentially around the outer periphery of the hub along its circumference; The leading edge of at least one main blade gradually approaches the inlet end of the compressor housing along a radial direction that gradually moves away from the hub.

[0010] Optionally, the ratio of the exhaust area to the intake area of ​​the impeller is directly proportional to the diameter of the impeller outlet and the width of the impeller outlet along the axial direction, and inversely proportional to the square difference between the outer diameter of the leading edge of the main blade and the diameter of the hub at the connection point with the leading edge of the main blade.

[0011] Optionally, the ratio of the air outlet area to the air inlet area of ​​the impeller is not less than 85% and not more than 98%.

[0012] Optionally, the exhaust area of ​​the impeller is an integer multiple of the exhaust area between two adjacent main blades.

[0013] Optionally, the blade assembly may also include: a plurality of flow divider blades; The shunting blades are arranged between two adjacent main blades and close to the outlet of the main blades; The leading edge of at least one splitter blade gradually approaches the inlet end of the compressor housing in a radial direction that gradually moves away from the hub.

[0014] Secondly, embodiments of this application provide a booster, including: a compressor as described above.

[0015] Thirdly, embodiments of this application provide an engine, including: a compressor as described above.

[0016] The beneficial technical effects of the technical solutions provided in this application include: In this embodiment, the compressor housing encloses an impeller chamber for housing the impeller. The impeller is arranged within the impeller chamber and is rotatable relative to the compressor housing. The rotating impeller draws gas (e.g., outside air) into the impeller chamber and accelerates and pre-pressurizes the gas, thereby increasing the gas pressure and kinetic energy.

[0017] The blade assembly of the impeller is fixedly mounted on the hub. The rotation of the hub drives the blade assembly to rotate, which can create a negative pressure in the impeller chamber, thereby enabling the intake of gas and the acceleration and pre-pressurization of the gas.

[0018] The blade assembly includes multiple blades, at least one of which has a forward-swept leading edge. The forward-swept leading edge of the at least one blade forms a meridional sweep angle α with the radial line of the hub. In the embodiments of this application, the forward-swept leading edge of the blade can reduce the leakage vortex intensity at the blade tip, reduce the airflow excitation intensity, improve the surge margin, increase the intake charge, reduce flow losses, improve efficiency, and reduce energy consumption. This allows the compressor to improve the efficiency at the BTE point under low pressure ratios (e.g., within the pressure ratio range of 1.5) while maintaining a good surge margin, thereby improving overall fuel consumption performance, enhancing the aerodynamic performance and stability of the compressor, and enabling the compressor to operate efficiently.

[0019] Additional aspects and advantages of this application will be set forth in part in the description which follows, and will become apparent from the description or may be learned by practice of this application. Attached Figure Description

[0020] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a cross-sectional view of a turbocharger provided in an embodiment of this application; Figure 2 This is a partial structural schematic diagram of a compressor provided in an embodiment of this application; Figure 3 A schematic diagram of a compressor blade with a forward-swept leading edge is provided in an embodiment of this application; Figure 4 A top view of a compressor impeller provided in an embodiment of this application (e.g.) Figure 5 A structural schematic diagram from a top-down perspective; Figure 5 A side view of the impeller of a compressor provided in an embodiment of this application (e.g.) Figure 4 A structural schematic diagram from a side view angle; Figure 6 Another structural schematic diagram of a compressor impeller from a side view angle provided in this application embodiment (where S) 21 and S 22 (This refers to the area of ​​the region, not the physical structure). Figure 7 A three-dimensional structural schematic diagram of a compressor impeller from another perspective provided in an embodiment of this application (where I represents the area of ​​the region and is not a solid structure); Figure 8 This is a three-dimensional structural schematic diagram of a compressor impeller from another perspective, provided for an embodiment of this application (where S1 represents the area of ​​the region and is not a solid structure). Figure 9 A schematic diagram of the arrangement of the main blades and splitter blades of an impeller for an embodiment of this application; Figure 10 A schematic diagram comparing the compressor performance under conditions A and B (a schematic diagram of the relationship between pressure ratio and corrected flow rate) provided for an embodiment of this application. Figure 11 A compressor performance diagram (a schematic diagram of the relationship between pressure ratio and corrected flow rate) of a compressor provided for an embodiment of this application. Figure 12A performance comparison diagram of a compressor under conditions A and C provided for embodiments of this application (a schematic diagram of the relationship between pressure ratio and corrected flow rate). Figure 13 A compressor performance comparison diagram under conditions A and C provided for embodiments of this application (a schematic diagram of the relationship between efficiency and corrected flow rate at a pressure ratio of 1.5). Figure 14 A compressor performance comparison diagram under conditions A and C provided for embodiments of this application (a schematic diagram of the relationship between efficiency and corrected flow rate at a pressure ratio of 2.5); Figure 15 A compressor performance comparison diagram under conditions A and C provided for embodiments of this application (a schematic diagram of the relationship between efficiency and corrected flow rate at a pressure ratio of 3.0).

[0021] Figure label: 10 - Compressor housing; 11-Intake chamber; 12-Impeller chamber; 13-Swirling channel; 20-Impeller; 21-Hub; 22-Blade assembly; 221 - Main blade; 222 - Splitter blade; 30 - Intermediate shell assembly; 40 - Shaft; 50 - Turbine. Detailed Implementation

[0022] The embodiments of this application are described below with reference to the accompanying drawings. It should be understood that the embodiments described below with reference to the accompanying drawings are exemplary descriptions for explaining the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions of the embodiments of this application.

[0023] Those skilled in the art will understand that, unless specifically stated otherwise, the terms "described" and "the" as used herein may also include plural forms. It should be further understood that the term "comprising" as used in the specification of this application means the presence of the stated features, integers, and / or components, but does not exclude other features, information, data, steps, operations, elements, components, and / or combinations thereof supported by this art. The term "and / or" as used herein refers to at least one of the items defined by the term; for example, "A and / or B" can be implemented as "A," or as "B," or as "A and B."

[0024] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0025] First, let's introduce and explain several terms used in this application: The leading edge (LE) of a blade refers to the front part of the blade facing the compressor inlet, which is the area of ​​the blade that the airflow first comes into contact with.

[0026] The root of the blade refers to the part where the blade connects to the hub.

[0027] The tip of the blade refers to the outermost part of the blade that is furthest from the hub in the radial direction.

[0028] The meridional plane refers to the plane passing through the axis of rotation of the hub (i.e., the cross-section containing the axis).

[0029] Forward sweep refers to the phenomenon where the tip of the blade's leading edge is offset relative to the root of the blade's leading edge towards the compressor inlet. In other words, in the airflow direction, the tip of the blade's leading edge is located upstream of the root of the blade's leading edge. For example, when the blade's leading edge is straight in the meridional plane, forward sweep means that the blade's leading edge is inclined relative to the hub's axis, and along a direction away from the hub's axis, the blade's leading edge gradually approaches the compressor inlet.

[0030] The leading edge clip angle of a blade is the angle between the leading edge of the blade and the radial line of the hub (i.e., a line perpendicular to the axis of the hub and extending radially along the hub) in the meridional plane.

[0031] The compressor, turbocharger, and engine provided in this application aim to solve the technical problem that the surge margin and efficiency at the BTE point are difficult to meet design requirements at the same time in related technologies.

[0032] The technical solution of this application and how it solves the above-mentioned technical problems are described in detail below with specific embodiments. It should be noted that the following embodiments can be referenced, borrowed, or combined with each other, and the same terms, similar features, and similar implementation steps in different embodiments will not be described again.

[0033] This application provides an air compressor, the structural schematic diagram of which is shown below. Figure 1 , Figure 2 ,as well as Figures 4 to 8 As shown, the compressor includes: The compressor housing 10 has an impeller chamber 12; Impeller 20 is rotatably disposed within impeller chamber 12.

[0034] The impeller 20 includes a hub 21 and a blade assembly 22 connected to each other. At least one blade of the blade assembly 22 is configured such that the leading edge of the blade has a meridional sweep angle α relative to the radial line of the hub 21.

[0035] In this embodiment, the compressor housing 10 encloses an impeller chamber 12 for accommodating the impeller 20. The impeller 20 is arranged within the impeller chamber 12 and is rotatable relative to the compressor housing 10. The rotating impeller 20 is used to draw gas (e.g., outside air) into the impeller chamber 12 and accelerate and pre-pressurize the gas, thereby increasing the gas pressure and increasing the gas kinetic energy.

[0036] The blade assembly 22 of the impeller 20 is fixedly mounted on the hub 21. The rotation of the hub 21 drives the blade assembly 22 to rotate, which can create a negative pressure in the impeller chamber 12, thereby realizing the intake of gas and the acceleration and pre-pressurization of the gas.

[0037] The blade assembly 22 includes multiple blades, at least one of which has a forward-swept leading edge. The leading edge of this at least one blade (i.e., the blade with the forward-swept leading edge) forms a meridional sweep angle α with the radial line of the hub 21. In this embodiment, the forward-swept leading edge of the blade reduces the leakage vortex intensity at the blade tip, reduces the airflow excitation intensity, and improves the surge margin. This increases the intake charge, reduces flow losses, improves efficiency, and reduces energy consumption. Consequently, the compressor can improve its efficiency at the BTE point under low pressure ratios (e.g., within the pressure ratio range of 1.5) while maintaining a good surge margin, improving overall fuel consumption performance, enhancing the aerodynamic performance and stability of the compressor, and enabling the compressor to operate efficiently.

[0038] The embodiments of this application allocate a large design margin to the compressor. By improving the impeller 20, the compressor can improve its efficiency at the BTE point under low pressure ratio conditions while maintaining a good surge margin.

[0039] Optionally, in the embodiments of this application, the compressor includes, but is not limited to, a dedicated hybrid engine (DHE) compressor. Unlike the technical requirements of a pure internal combustion engine, a DHE engine compressor needs to have excellent surge margin and extremely high efficiency at the BTE point (e.g., improving efficiency at the BTE point within a pressure ratio range of 1.5 to improve overall fuel consumption performance), while also allowing for a relatively loose speed margin, making the periodic load changes of the DHE engine compressor relatively easier to control.

[0040] Optionally, such as Figure 2 and Figure 4 As shown in the embodiment of this application, the hub ratio of the impeller 20 is not less than 0.3 and not greater than 0.45. That is, 0.3 ≤ hub ratio ≤ 0.45.

[0041] In related technologies, the hub ratio of compressor impellers in internal combustion engines (ICE) ranges from 0.25 to 0.28. In the embodiments of this application, the impeller 20 has a higher hub ratio, which enables the compressor to have better surge margin.

[0042] Optionally, such as Figure 10 As shown, A represents the compressor provided in this application embodiment, and B represents a conventionally designed compressor (trim value of 42). In this application embodiment, compressor A is MGT15 Gen5 C405 (46) 46 Trim 0.37 A / R, that is, the fifth generation product of the MGT15 platform, with a 46 mm wheel diameter, named C405, and the trim size of this compressor is 46. It uses a matching compressor housing with an AR (Ability Ranking, which refers to the geometric characteristic parameters of the compressor housing and turbine housing in the turbocharger, which is composed of the ratio of the cross-sectional area A to the distance R from the center of the turbine bearing to the center point of the corresponding cross-section) of 0.37. Compressor B is MGT15 Gen5 C317 (46) 42 Trim 0.39 A / R, that is, the fifth generation product of the MGT15 platform, with a 46 mm wheel diameter, named C317, and the trim size of this compressor is 42. It uses a matching compressor housing with an AR of 0.39.

[0043] It should be noted that the trim value is a geometric parameter relating to the air delivery capacity (i.e., the volume of gas that can be delivered or compressed per unit time) of a pressure impeller (such as a turbine). With the same impeller diameter, using a housing with a larger trim value can achieve a higher boost pressure at the same engine speed.

[0044] like Figure 10 As shown in the embodiment of this application, the impeller 20 has a higher hub ratio, which can reduce the inlet relative Mach number, weaken shock wave losses, and improve secondary flow and corner separation in the root region of the impeller 20, so that the compressor has better surge margin, even at higher trim levels.

[0045] Optionally, such as Figure 2 and Figure 4 As shown in the embodiment of this application, the hub ratio of the impeller 20 satisfies the following expression 1. The hub ratio of the impeller 20 can be calculated according to the following expression 1.

[0046] hub ratio = d1 ÷ d2 (Expression 1) In Expression 1, d1 is the diameter at the connection between the leading edge of the hub 21 and the main blade 221 of the blade assembly 22, that is, the diameter of the circle at the root of the connection between the hub 21 and the main blade 221; d2 is the outer diameter of the leading edge of the main blade 221, that is, the diameter of the circle at the tip of the leading edge of the main blade 221.

[0047] Optionally, in this embodiment of the application, the hub ratio of the impeller 20 is 0.32.

[0048] Optionally, in the embodiments of this application, for the DHE engine compressor impeller design, the hub ratio ranges from 0.3 to 0.45, so that the DHE engine compressor is formed as a DHE high hub ratio compressor, which has a higher surge margin.

[0049] Unlike the design of internal combustion engine turbochargers, this application provides a dedicated compressor for twin-charged engines. Currently, the hub ratio of conventional internal combustion engine turbocharger compressors is approximately 0.25 to 0.28, while the hub ratio of the dedicated compressor for twin-charged engines provided in this application ranges from 0.3 to 0.45. This compressor has a very high hub ratio, which greatly improves surge margin, enabling the DHE engine compressor to improve efficiency at the BTE point within a pressure ratio range of approximately 1.5, thereby improving overall fuel consumption performance, while also possessing excellent surge margin.

[0050] Optionally, such as Figure 3 and Figure 5 As shown in the embodiments of this application, the leading edge meridional sweep angle α of the blade is greater than 0° and not greater than 30°. That is, 0°<α≤30°.

[0051] In related technologies, the leading edge meridional sweep angle of the ICE engine compressor blade is 0° to -15°, that is, the leading edge of the ICE engine compressor blade is swept backward. In the embodiments of this application, the leading edge of the compressor blade is swept forward, and the leading edge meridional sweep angle α is greater than 0° and not greater than 30°. The forward-swept compressor has higher efficiency at the BTE point under low pressure ratio conditions.

[0052] In some optional embodiments of this application (such as the first embodiment), such as Figure 3 and Figure 5 As shown, the leading edge meridional sweep angle α of the blade is 0° to 30°, and the hub ratio of impeller 20 is 0.3 to 0.45. This design not only enables the compressor to have excellent surge margin, but also enables the compressor to improve its efficiency at the BTE point under low pressure ratio, thereby improving overall fuel consumption performance.

[0053] Optionally, such as Figure 3 and Figure 5 As shown in the embodiment of this application, the leading edge meridional sweep angle α of the blade is 17°.

[0054] Optionally, such as Figure 3 and Figure 5 As shown in the embodiments of this application, the leading edge meridional sweep angle α of the DHE engine compressor blade is between 0° and 30°, which makes the DHE engine compressor a DHE front-swept compressor, with higher efficiency at the BTE point under low pressure ratio.

[0055] Unlike traditional internal combustion engine compressors which mainly employ a swept-back design, this application provides a DHE engine compressor with a very large forward sweep angle (between 0° and 30°), which can significantly improve efficiency at the BTE point under low pressure ratios.

[0056] Optionally, such as Figure 1 , Figure 2 ,as well as Figures 4 to 9 As shown in this embodiment, the blade assembly 22 includes a plurality of main blades 221. The plurality of main blades 221 are arranged sequentially around the hub 21 along the circumference of the hub 21. The leading edge of at least one main blade 221 gradually approaches the air inlet end of the compressor housing 10 along a radial direction that gradually moves away from the hub 21.

[0057] In this embodiment, multiple main blades 221 are arranged sequentially around the axis L of the hub 21 along the circumference of the hub 21. The rotation of the hub 21 can drive the multiple main blades 221 to rotate. The main blades 221 are used to rotate to draw in gas, accelerate and pre-pressurize the gas, and guide the gas flow direction.

[0058] In this embodiment, the leading edge of at least one of the main blades 221 gradually approaches the intake end of the compressor housing 10 in a direction that gradually moves away from the hub 21. That is, the leading edge of at least one main blade 221 adopts a forward-swept design. This design can reduce the leakage vortex intensity at the tip of the main blade 221, reduce the airflow excitation intensity, improve the surge margin, increase the intake charge, reduce flow loss, improve efficiency, and reduce energy consumption. As a result, the compressor can improve the efficiency at the BTE point under low pressure ratio conditions while maintaining a good surge margin, improve the overall fuel consumption performance, improve the aerodynamic performance and stability of the compressor, and enable the compressor to operate efficiently.

[0059] Optionally, such as Figure 2 , Figure 3 and Figure 5 As shown in the embodiment of this application, all of the multiple main blades 221 adopt a forward-swept design.

[0060] Optionally, such as Figure 3 and Figure 5 As shown in the embodiment of this application, the leading edge meridional sweep angle α of the main blade 221 satisfies: 0°<α≤30°.

[0061] Optionally, such as Figure 2 , Figure 4 , Figure 5 and Figure 7 As shown in the embodiment of this application, the ratio of the exhaust area E of the impeller 20 to the intake area I is directly proportional to the diameter d3 of the impeller 20 outlet and the axial width b of the impeller 20 outlet, and inversely proportional to the square difference between the outer diameter d2 of the leading edge of the main blade 221 and the diameter d1 at the connection between the hub 21 and the leading edge of the main blade 221.

[0062] Optionally, such as Figure 2 , Figure 4 , Figure 5 and Figure 7 As shown in the embodiment of this application, the ratio of the outlet area E to the inlet area I of the impeller 20 satisfies the following expression 2. The ratio of the outlet area E to the inlet area I of the impeller 20 can be calculated according to the following expression 2.

[0063] (Expression 2) In Expression 2, EI is 100 times the ratio of the outlet area E to the inlet area I of the impeller 20; E is the outlet area of ​​the impeller 20, that is, the annular outlet area at the outlet of the impeller 20, which is also the outlet channel area of ​​the impeller 20; I is the inlet area of ​​the impeller 20, that is, the annular inlet area at the inlet of the impeller 20, which is also the inlet channel area of ​​the impeller 20; d1 is the diameter at the connection between the hub 21 and the leading edge of the main blade 221; d2 is the outer diameter of the leading edge of the main blade 221; d3 is the diameter of the outlet of the impeller 20; and b is the axial width of the outlet of the impeller 20.

[0064] It should be noted that "100" in Expression 2 is a magnification factor for the ratio of the outlet area E to the inlet area I of the impeller 20, meaning the EI value is 100 times the ratio of the outlet area E to the inlet area I of the impeller 20, for ease of distinction. For example, if the ratio of the outlet area E to the inlet area I of the impeller 20 is 85%, then the EI value is 85.

[0065] Optionally, in this embodiment of the application, the ratio of the air outlet area E to the air inlet area I of the impeller 20 is not less than 85% and not greater than 98%. That is, 85≤EI≤98.

[0066] In related technologies, the EI of ICE engine compressors is between 50 and 75. In the embodiments of this application, the EI value of impeller 20 is between 85 and 98, which makes the compressor more efficient when operating under low pressure ratio conditions.

[0067] Optionally, in the embodiments of this application, Table 1 below shows the measured data of compressor A provided in the embodiments of this application and compressor C of conventional design. Compressor A provided in the embodiments of this application adopts a forward sweep angle and an ultra-large EI design. Figures 11 to 15 As shown in Table 1, in the embodiments of this application, compressor A is MGT15 Gen5 C405 (46) 46 Trim 0.37 A / R. Compressor C is MGT15 Gen5 C289 (49) 51 Trim 0.39 A / R, that is, the fifth generation product of the MGT15 platform, with a 49 mm wheel diameter, named C289, and the trim size of the wheel is 51, using a matching compressor housing with an AR of 0.39.

[0068] In Table 1, WC surge 1.5 is the compressor surge flow rate when the pressure ratio is 1.5; WC surge 2.5 is the compressor surge flow rate when the pressure ratio is 2.5; WC surge 3.0 is the compressor surge flow rate when the pressure ratio is 3.0; ETA pk 1.5 is the compressor peak efficiency when the pressure ratio is 1.5; ETA pk 2.5 is the compressor peak efficiency when the pressure ratio is 2.5; and ETA pk 3.0 is the compressor peak efficiency when the pressure ratio is 3.0.

[0069] The CA value for WC surge 1.5 (or 2.5 or 3.0) represents the increase in surge margin. At WC surge 1.5, compressor A has a surge flow rate of 16.4 g, and compressor C has a surge flow rate of 22.0 g. The higher the surge flow rate, the smaller the surge margin. At WC surge 1.5, compressor A's surge margin is 5.5 g higher than compressor C's. At WC surge 2.5, compressor A's surge margin is 5.5 g higher than compressor C's. At WC surge 3.0, compressor A's surge margin is 12.1 g higher than compressor C's.

[0070] Under ETA PK 1.5, compressor A has an efficiency of 77.1% at the BTE point, and compressor C has an efficiency of 73.5% at the BTE point. The efficiency of compressor A at the BTE point under ETA PK 1.5 is 3.6% higher than that of the conventionally designed compressor C at the BTE point. Under ETA PK 2.5, compressor A's efficiency at the BTE point is 5.1% higher than that of the conventionally designed compressor C at the BTE point. Under ETA PK 3.0, compressor A's efficiency at the BTE point is 5.3% higher than that of the conventionally designed compressor C at the BTE point.

[0071] Depend on Figures 11 to 15 As shown in Table 1 below, in this embodiment, the leading edge of the compressor blades is swept forward, and the leading edge meridional sweep angle α is greater than 0° and not greater than 30°. The forward-swept compressor A provided in this embodiment has higher efficiency at the BTE point under low pressure ratio conditions, even with a small trim. The EI value of the impeller 20 of the compressor A provided in this embodiment is between 85 and 98, and the impeller 20 has an ultra-large EI value. The ultra-large EI compressor has higher efficiency (such as efficiency at the BTE point) when operating under low pressure ratio conditions, even with a small trim.

[0072] Table 1

[0073] In other alternative embodiments of this application (such as the second embodiment), such as Figures 2 to 5 ,as well as Figure 7 As shown, the leading edge meridional sweep angle α of the blade is 0° to 30°, and the EI value of impeller 20 is 85 to 98. This design not only enables the compressor to have excellent surge margin, but also enables the compressor to improve its efficiency at the BTE point under low pressure ratio, thereby improving overall fuel consumption performance.

[0074] In some alternative embodiments of this application (such as the third embodiment), such as Figure 2 , Figure 4 and Figure 7 As shown, the EI value of impeller 20 is 85 to 98, and the hub ratio of impeller 20 is 0.3 to 0.45. This design not only enables the compressor to have excellent surge margin, but also enables the compressor to improve its efficiency at the BTE point under low pressure ratio, thereby improving overall fuel consumption performance.

[0075] In some alternative embodiments of this application (such as the fourth embodiment), such as Figures 2 to 5 ,as well as Figure 7As shown, the leading edge meridional sweep angle α of the blade is 0° to 30°, the EI value of impeller 20 is 85 to 98, and the hub ratio of impeller 20 is 0.3 to 0.45. This design not only enables the compressor to have excellent surge margin, but also enables the compressor to improve its efficiency at the BTE point under low pressure ratio, thereby improving overall fuel consumption performance.

[0076] Optionally, in this embodiment of the application, the ratio of the air outlet area E to the air inlet area I of the impeller 20 is 95%, that is, the EI value is 95.

[0077] Optionally, in this embodiment, the EI value of the DHE engine compressor is between 85 and 98, making the DHE engine compressor a DHE ultra-large EI compressor. Through a reasonable large EI design, the DHE engine compressor can achieve higher low-pressure ratio operating efficiency.

[0078] Currently, traditional internal combustion engine compressors typically have relatively small EI values. Optionally, in the embodiments of this application, the EI value of the DHE engine compressor exceeds 95, which is a very large EI value. This can significantly improve the efficiency at the BTE point under low pressure ratios.

[0079] Optionally, such as Figure 9 As shown in the embodiment of this application, the air outlet area E of the impeller 20 is an integer multiple of the air outlet area S2 between two adjacent main blades 221.

[0080] Optionally, such as Figure 6 and Figure 9 As shown in the embodiment of this application, the exhaust area E of the impeller 20 and the exhaust area S2 between two adjacent main blades 221 satisfy the following expression 3. The exhaust area E of the impeller 20 can be calculated according to the following expression 3.

[0081] E = S² × N (Expression 3) In expression 3, E is the exhaust area of ​​impeller 20; S2 is the exhaust area between two adjacent main blades 221; and N is the number of main blades 221.

[0082] Optionally, such as Figure 1 , Figures 4 to 9 As shown in the embodiment of this application, the diversion blade 222 is arranged between two adjacent main blades 221, and the air outlet area S2 between two adjacent main blades 221 satisfies the following expression 4. The air outlet area S2 between two adjacent main blades 221 can be calculated according to the following expression 4.

[0083] S2=S 21 +S 22 (Expression 4) In expression 4, S2 is the area of ​​the outlet region between two adjacent main blades 221; S 21 S is the area of ​​the outlet region between the splitter blade 222 and the main blade 221 located on one side of the splitter blade 222; 22 The area of ​​the outlet region between the splitter blade 222 and the main blade 221 located on the other side of the splitter blade 222.

[0084] Optionally, such as Figure 6 As shown in the embodiment of this application, the splitter blade 222 is arranged between two adjacent main blades 221, at which time S 21 With S 22 Equal, S2 is S 21 (i.e. S) 22 Twice as much as 1.

[0085] Optionally, such as Figure 6 , Figure 8 and Figure 9 As shown in the embodiments of this application, the throat area ratio is not less than 0.4 and not greater than 0.7. That is, 0.4 ≤ throat area ratio ≤ 0.7.

[0086] In related technologies, the throat area ratio of ICE engine compressors is greater than 0.75. The compressor provided in this application has a throat area ratio between 0.4 and 0.7. Compressors with a small throat area ratio have higher efficiency under low pressure ratio conditions, and the compressor with a smaller throat area ratio can improve surge margin.

[0087] Depend on Figures 11 to 15 As shown in Table 1 above, in the embodiments of this application, the throat area ratio of the compressor provided in the embodiments of this application is between 0.4 and 0.7. The compressor with a small throat area ratio has higher efficiency under low pressure ratio conditions, even under small trim.

[0088] Optionally, such as Figure 6 , Figure 8 and Figure 9 As shown in the embodiments of this application, the throat area ratio satisfies the following expression 5, and the throat area ratio can be calculated according to the following expression 5.

[0089] The ratio of throat area = S1 ÷ S2 (Expression 5) In expression 5, S1 is the area of ​​the throat (minimum space) region between two adjacent main blades 221; S2 is the area of ​​the air outlet region between two adjacent main blades 221.

[0090] Optionally, in this embodiment, the throat area ratio is 0.618.

[0091] Optionally, in this embodiment, the throat area ratio of the DHE engine compressor is between 0.4 and 0.7, making the DHE engine compressor a DHE small throat area ratio compressor. Through a reasonable throat area ratio design, the DHE engine compressor can achieve higher efficiency at low pressure ratios.

[0092] Currently, the throat area ratio of traditional internal combustion engine compressors is relatively large. Optionally, in the embodiments of this application, the throat area ratio of the DHE engine compressor is between 0.4 and 0.7. The DHE engine compressor has a very small throat area ratio, which can improve surge margin.

[0093] Optionally, such as Figure 1 , Figures 4 to 9 As shown in this embodiment, the blade assembly 22 further includes a plurality of splitter blades 222. The splitter blades 222 are arranged between two adjacent main blades 221 and are close to the outlet of the main blades 221. The leading edge of at least one splitter blade 222 gradually approaches the inlet end of the compressor housing 10 along a radial direction that gradually moves away from the hub 21.

[0094] In this embodiment, multiple splitter blades 222 are arranged sequentially around the axis L of the hub 21, along the circumference of the hub 21. Rotation of the hub 21 drives the multiple splitter blades 222 to rotate. The splitter blades 222 are positioned between adjacent main blades 221 and close to the outlet of the main blades 221. The multiple main blades 221 and the multiple splitter blades 222 are alternately distributed around the axis L of the hub 21. The splitter blades 222 divide the main channel between two adjacent main blades 221 into two splitter channels, which improves airflow guidance, reduces flow losses, and increases the compressor surge margin.

[0095] In this embodiment, the leading edge of at least one of the multiple splitter blades 222 gradually approaches the intake end of the compressor housing 10 in a direction that gradually moves away from the hub 21. That is, the leading edge of at least one splitter blade 222 adopts a forward-swept design. This design can reduce the leakage vortex intensity at the tip of the splitter blade 222, reduce the airflow excitation intensity, improve the surge margin, increase the intake charge, reduce flow loss, improve efficiency, and reduce energy consumption. As a result, the compressor can improve its efficiency at the BTE point under low pressure ratio conditions while maintaining a good surge margin, improve overall fuel consumption performance, improve the aerodynamic performance and stability of the compressor, and enable the compressor to operate efficiently.

[0096] Optionally, such as Figure 5 and Figure 6 As shown in the embodiment of this application, all of the multiple diverter blades 222 adopt a forward-swept design.

[0097] Optionally, in the embodiments of this application, the leading edge meridional sweep angle α of the splitter blade 222 satisfies: 0°<α≤30°.

[0098] Optionally, in the embodiments of this application, the design forms of other components of the compressor (such as the diffuser) other than the compressor housing 10 and the impeller 20, the design form of the compressor housing 10, and the design forms of the main blade 221 and the splitter blade 222 (such as the blade shape and spacing) can all adopt the relevant design forms of compressors conventional in the art, without limitation, and will not be elaborated here.

[0099] Optionally, the compressors provided in the embodiments of this application include, but are not limited to, centrifugal compressors, axial flow compressors, and mixed flow compressors.

[0100] Optionally, the compressor provided in this application embodiment can be applied to fields such as turbochargers and engines.

[0101] Based on the same inventive concept, this application provides a booster, the structural schematic of which is shown below. Figure 1 As shown, the booster includes a compressor as described above.

[0102] Optionally, in the embodiments of this application, the supercharger includes, but is not limited to, a turbocharger.

[0103] Optionally, such as Figure 1 As shown in the embodiment of this application, the turbocharger includes a compressor end, a turbine end, and an intermediate housing assembly 30. The compressor end includes a compressor housing 10 and an impeller 20. The turbine end includes a volute assembly and a turbine 50. The intermediate housing assembly 30 is disposed between the compressor housing 10 and the volute assembly. A shaft 40 is mounted in the intermediate housing assembly 30 via bearings. The impeller 20 is fixedly mounted at one end of the shaft 40 and located within the impeller chamber 12 of the compressor housing 10. The turbine 50 is fixedly mounted at the other end of the shaft 40 and located within the chamber defined by the volute assembly. The rotor, consisting of the impeller 20, the turbine 50, and the shaft 40, is freely rotatable via bearings.

[0104] Gas (such as exhaust gas from the engine) enters the chamber where the turbine 50 is located through the air inlet of the turbine housing assembly, driving the turbine 50 to rotate. The turbine 50 drives the impeller 20 to rotate through the shaft 40, so that gas (such as outside air) enters the intake chamber 11 through the air inlet of the compressor housing 10 and flows to the impeller chamber 12.

[0105] Within the impeller chamber 12, the gas is accelerated and pre-pressurized by the high-speed rotating impeller 20, increasing the gas pressure and kinetic energy. After acceleration and pre-pressurization, the gas is further pressurized through a diffuser channel formed by the pressure end back plate of the compressor housing 10 and the intermediate housing assembly 30, and then guided to the outlet end of the compressor housing 10 (e.g., to the engine intake port to enhance engine performance) via the volute 13 of the compressor housing 10.

[0106] It should be noted that since the turbocharger provided in this application embodiment includes the compressor provided in this application embodiment, the turbocharger provided in this application embodiment also has the above-mentioned beneficial effects of the compressor provided in this application embodiment, which will not be repeated here.

[0107] Based on the same inventive concept, embodiments of this application provide an engine, which includes: a compressor as described above.

[0108] Optionally, in the embodiments of this application, the engine includes, but is not limited to, a turbine engine.

[0109] Optionally, in the embodiments of this application, the engine includes, but is not limited to, automobile engines and aircraft engines.

[0110] Optionally, the engine provided in this application embodiment can be applied to fields such as vehicles and aircraft.

[0111] It should be noted that since the engine provided in this application embodiment includes the compressor provided in this application embodiment, the engine provided in this application embodiment also has the above-mentioned beneficial effects of the compressor provided in this application embodiment, which will not be repeated here.

[0112] By applying the embodiments of this application, at least the following beneficial effects can be achieved: In this embodiment, the blade assembly includes multiple blades, at least one of which has a forward-swept leading edge. The leading edge of this at least one blade (i.e., the blade with a forward-swept leading edge) forms a meridional sweep angle α with the radial line of the hub. In this embodiment, the forward-swept leading edge design of the blade can reduce the leakage vortex intensity at the blade tip, reduce the airflow excitation intensity, improve the surge margin, increase the intake charge, reduce flow losses, improve efficiency, and reduce energy consumption. This allows the compressor to improve its efficiency at the BTE point under low pressure ratios (e.g., within the pressure ratio range of 1.5) while maintaining a good surge margin, thereby improving overall fuel consumption performance, enhancing the aerodynamic performance and stability of the compressor, and enabling the compressor to operate efficiently.

[0113] In related technologies, the hub ratio of the compressor impeller in an ICE engine ranges from 0.25 to 0.28. Compared to related technologies, the impeller in this embodiment has a higher hub ratio (between 0.3 and 0.45), which enables the compressor to have better surge margin, even at higher trim levels.

[0114] In related technologies, the leading edge meridional sweep angle of the ICE engine compressor blade is 0° to -15°, that is, the leading edge of the ICE engine compressor blade is swept backward. In the embodiments of this application, the leading edge of the compressor blade is swept forward, and the leading edge meridional sweep angle α is greater than 0° and not greater than 30°. The forward-swept compressor has higher efficiency at the BTE point under low pressure ratio conditions, even under small trim.

[0115] In related technologies, the EI of ICE engine compressors is between 50 and 75. In the embodiments of this application, the EI value of impeller 20 is between 85 and 98. Impeller 20 has an ultra-large EI value. Ultra-large EI compressors are more efficient when operating under low pressure ratio conditions, even at small trim levels.

[0116] In the description of this application, the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate directions or positional relationships based on the exemplary directions or positional relationships shown in the accompanying drawings. They are used to facilitate the description or simplification of the embodiments of this application and are not intended to indicate or imply that the device or component referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0117] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

Claims

1. A compressor, characterized in that, include: The compressor casing has an impeller chamber; An impeller is rotatably disposed within the impeller chamber; The impeller includes a hub and a blade assembly connected together; At least one blade of the blade assembly is configured such that the leading edge of the blade has a meridional sweep angle relative to the radial line of the hub.

2. The compressor according to claim 1, characterized in that, The impeller hub ratio is not less than 0.3 and not greater than 0.

45.

3. The compressor according to claim 1, characterized in that, The meridian sweep angle is greater than 0° and not greater than 30°.

4. The compressor according to claim 1, characterized in that, The blade assembly includes: multiple main blades; Multiple main blades are arranged sequentially around the periphery of the hub along the circumference of the hub; At least one of the main blades has its leading edge gradually moving towards the air inlet end of the compressor housing in a radial direction that gradually moves away from the hub.

5. The compressor according to claim 4, characterized in that, The ratio of the air outlet area to the air inlet area of ​​the impeller is directly proportional to the diameter of the impeller outlet and the width of the impeller outlet along the axial direction, and inversely proportional to the square difference between the outer diameter of the leading edge of the main blade and the diameter of the hub at the connection point with the leading edge of the main blade.

6. The compressor according to claim 5, characterized in that, The ratio of the air outlet area to the air inlet area of ​​the impeller is not less than 85% and not more than 98%.

7. The compressor according to claim 5, characterized in that, The area of ​​the air outlet region of the impeller is an integer multiple of the area of ​​the air outlet region between two adjacent main blades.

8. The compressor according to claim 4, characterized in that, The blade assembly further includes: multiple diverting blades; The diverter blades are arranged between two adjacent main blades and close to the outlet of the main blades; The leading edge of at least one of the splitter blades gradually approaches the inlet end of the compressor housing along a radial direction that gradually moves away from the hub.

9. A booster, characterized in that, include: The compressor as described in any one of claims 1 to 8.

10. An engine, characterized in that, include: The compressor as described in any one of claims 1 to 8.

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