U.S. patent application number 12/663891 was filed with the patent office on 2010-06-17 for variable geometry turbocharger.
This patent application is currently assigned to BORGWARNER INC.. Invention is credited to Paul Anschel, Volker Simon, Mathias Weber.
Application Number | 20100150701 12/663891 |
Document ID | / |
Family ID | 40186285 |
Filed Date | 2010-06-17 |
United States Patent
Application |
20100150701 |
Kind Code |
A1 |
Simon; Volker ; et
al. |
June 17, 2010 |
VARIABLE GEOMETRY TURBOCHARGER
Abstract
A variable geometry turbocharger is provided. The turbocharger
improves efficiency by controlling flow to the rotor (230) via
movable vanes (260). The vanes (260) can be rotated using a pin
(380, 480) and groove (385, 485) system. The vanes (260) can be
multiple structures (710, 730) that are movable with respect to
each other to increase the length of each of the vanes (260). The
turbocharger also improves efficiency by creating a better seal in
the area between the vanes (260) and the adjustment ring (240). The
seal can be provided by biasing the adjustment ring (240) towards
each of the vanes (260). The seal can be provided by expanding each
of the vanes (260). The seal can be provided by having a movable
portion (1150) of the adjustment ring (240) that is actuated by a
pressure source or the like and axially moves towards the vanes
(260). The plurality of vanes (260) can be low solidity vanes.
Inventors: |
Simon; Volker; (Landau,
DE) ; Weber; Mathias; (Frankenthal, DE) ;
Anschel; Paul; (Asheville, NC) |
Correspondence
Address: |
BORGWARNER INC. C/O PATENT CENTRAL LLC
1401 HOLLYWOOD BOULEVARD
HOLLYWOOD
FL
33020-5237
US
|
Assignee: |
BORGWARNER INC.
Auburn Hills
MI
|
Family ID: |
40186285 |
Appl. No.: |
12/663891 |
Filed: |
June 26, 2008 |
PCT Filed: |
June 26, 2008 |
PCT NO: |
PCT/US2008/068433 |
371 Date: |
December 10, 2009 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60946208 |
Jun 26, 2007 |
|
|
|
Current U.S.
Class: |
415/160 |
Current CPC
Class: |
F04D 29/462 20130101;
F05D 2220/40 20130101; F05D 2250/411 20130101; F05D 2240/12
20130101; F05D 2250/52 20130101; F01D 11/16 20130101; F01D 5/146
20130101; F05D 2250/36 20130101; F01D 17/165 20130101 |
Class at
Publication: |
415/160 |
International
Class: |
F04D 29/56 20060101
F04D029/56 |
Claims
1. A turbocharger including means for minimizing axial vane gap,
comprising: a compressor housing (210); a compressor rotor (230)
rotatably mounted in the compressor housing (210); a volute (250)
for receiving a compressible fluid from compressor rotor (230); and
a vane ring assembly comprising a plurality of vanes (260), the
plurality of vanes (260) being mounted for rotation to control flow
of the compressible fluid in an annular vane space radially between
compressor wheel and volute and axially between first and second
walls, and means for application of axial force between said vanes
and at least one of said walls.
2. A turbocharger as in claim 1, wherein said axial force is a
spring force, a hydraulic force, a pneumatic force, or an
electrical force.
3. The turbocharger of claim 2, wherein said plurality of vanes
(260) are mounted on an adjustment ring forming at least a part of,
and wherein said means for application of axial force comprises a
biasing mechanism (910) that biases the adjustment ring (240), and
vanes mounted thereon, towards the wall opposite the adjusting
ring.
4. The turbocharger of claim 2, wherein said means for application
of axial force comprises a biasing mechanism (1010) that biases
each of the plurality of vanes (260) towards the adjustment ring
(240) or towards the wall opposite the adjusting ring.
5. The turbocharger of claim 2, wherein said means for application
of axial force comprises a biasing mechanism (1010) that biases
each of the walls towards each other.
6. The turbocharger of claim 1, wherein said means for application
of axial force comprises is at least one coil spring.
7. The turbocharger of claim 1, wherein each of the plurality of
vanes (260) are connected to the turbocharger by a rotatable pin
(265), wherein either the vanes (260) or the adjustment ring (240)
has an adjustment pin (380, 480) rigidly connected thereto, wherein
the other of the vanes (260) or the adjustment ring (240) has a
groove (385, 485), wherein the adjustment pin (380, 480) is
partially inserted into the groove (385, 485), and wherein rotation
of the adjustment ring (240) causes rotation of the vanes
(260).
8. The turbocharger of claim 6, wherein each of the plurality of
vanes has first and second portions (1015, 1020) that are moveable
axially with respect to each other, and wherein the biasing
mechanism (1010) axially biases each of the vane portions.
9. A turbocharger comprising: a housing (210); a rotor (230)
rotatably mounted in the housing (210); a supply channel (250) for
supplying a fluid to the rotor (230); and a vane ring assembly
having first and second nozzle rings (700, 720), the first nozzle
ring (700) being fixed with respect to the turbocharger and having
a plurality of first vanes (710), the second nozzle ring (720)
being rotatable with respect to the turbocharger and having a
plurality of second vanes (730), each of the plurality of first and
second vanes (710, 730) being distributed in an annular vane space,
each of the plurality of first and second vanes (710, 730) being
non-rotatable with respect to the first and second nozzle rings
(700, 720), wherein the second nozzle ring (720) is rotatable from
a first position to a second position, wherein in the first
position the plurality of first vanes (710) are aligned with the
plurality of second vanes (720), and wherein in the second position
the plurality of first vanes (710) are non-aligned with the
plurality of second vanes (720).
10. A turbocharger as in claim 9, wherein each of the plurality of
first and second vanes (710, 730) has first and second portions
(1015, 1020) that are moveable with respect to each other, and
wherein the biasing mechanism (1010) expands each of the plurality
of first and second vanes (710, 730)
Description
FIELD OF THE INVENTION
[0001] The invention relates in general to turbochargers and, more
particularly, to variable geometry turbochargers.
BACKGROUND OF THE INVENTION
[0002] Turbochargers are widely used on internal combustion engines
and, in the past, have been particularly used with large diesel
engines, especially for highway trucks and marine applications.
[0003] More recently, in addition to use in connection with large
diesel engines, turbochargers have become popular for use in
connection with smaller, passenger car power plants. The use of a
turbocharger in passenger car applications permits selection of a
power plant that develops the same amount of horsepower from a
smaller, lower mass engine. Using a lower mass engine has the
desired effect of decreasing the overall weight of the car,
increasing sporty performance, and enhancing fuel economy and
reducing the aerodynamic drag of the vehicle. Moreover, use of a
turbocharger permits more complete combustion of the fuel delivered
to the engine, thereby reducing the overall emissions of the
engine, which contributes to the highly desirable goal of a cleaner
environment.
[0004] The design and function of turbochargers are described in
detail in the prior art, for example, U.S. Pat. Nos. 4,705,463,
5,399,064, and 6,164,931, the disclosures of which are incorporated
herein by reference.
[0005] Turbocharger units typically include a turbine operatively
connected to the engine exhaust manifold, a compressor operatively
connected to the engine air intake system, and a shaft connecting
the turbine and compressor so that rotation of the turbine wheel
causes rotation of the compressor impeller. The turbine is driven
to rotate by the exhaust gas flowing from the exhaust manifold. The
compressor impeller is driven to rotate by the turbine, and, as it
rotates, it increases the air mass flow rate, airflow density, air
pressure and temperature delivered to the engine cylinders.
[0006] As the use of turbochargers finds greater acceptance in
passenger car applications, three design criteria have moved to the
forefront. First, the market demands that all components of the
power plant of either a passenger car or truck, including the
turbocharger, must provide reliable operation for a much longer
period than was demanded in the past. That is, while it may have
been acceptable in the past to require a major engine overhaul
after 80,000-100,000 miles for passenger cars, it is now necessary
to design engine components for reliable operation in excess of
150,000 miles of operation. It has been necessary to design engine
components in trucks for reliable operation in excess of 1,000,000
miles of operation for some time. This means that extra care must
be taken to ensure proper design and fabrication and cooperation of
all supporting devices.
[0007] The second design criterion that has moved to the forefront
is that the power plant must meet or exceed very strict
requirements in the area of minimized NO.sub.x and particulate
matter emissions. Third, with the mass production of turbochargers,
it is highly desirable to design a turbocharger that meets the
above criteria and is comprised of a minimum number of parts.
Further, those parts should be easy to manufacture and easy to
assemble, in order to provide a cost effective and reliable
turbocharger.
[0008] Turbocharger efficiency over a broad range of operating
conditions is enhanced if the flow of motive gas to the turbine
wheel can be modulated. One method for achieving this level of
control is to make the vanes pivotable so as to alter the geometry
of the passages therebetween. The design of the mechanism used to
effect pivoting of the vanes is critical to prevent binding of the
vanes. Other considerations include the cost of manufacture of
parts and the labor involved in assembly of such systems.
[0009] Additionally, the design of the vane is critical to both the
efficiency of the gas delivery to the turbine, as well as the
reliability of the variable geometry assembly. While movement of
the vanes allows for control of the gas delivery, it also adds the
problem of leakage past the moveable vanes. Additionally, due to
the extreme environment that the moveable vanes are placed in, the
structure of the vanes, especially where pivotally connected via
vane posts and the like, must be sound to avoid failure.
[0010] In U.S. Published Application 20050207885 to Daudel, the
Applicants attempt to control fluid delivery to the compressor
wheel by providing movable guide vanes. As shown in FIG. 1, a
variable diffuser geometry 13 on a rear compressor wall 14
comprises a plurality of annularly arranged guide vanes 16 which
are uniformly distributed over the circumference and each of which
includes a guide vane shaft 17. The guide vane shaft 17 of each
guide vane 16 is pivotally supported in a support ring 18 which is
surrounded by an adjustment ring 19. The radially inner end of the
adjustment ring 19 is rotatably supported on the radially outer
circumference of the support ring 18. The adjustment ring 19
includes a plurality of adjustment elements 20 in the form of pins
arranged at an axial front side of the adjustment ring 19. The
adjustment ring 19 is engaged by an adjustment member 21 in the
form of an operating rod for rotating the adjustment ring 19.
[0011] The Daudel adjustment member 21 is operated by an actuator
21'. The adjustment member 21 is capable of rotating the adjustment
ring 19, so that the adjustment elements 20 are moved
circumferentially by a certain angle whereby the guide vanes 16 on
the support ring 18 are pivoted by a corresponding angle about
their guide vane shaft 17. Each guide vane 16 is fork-like shaped
with two spaced fork tines 22 and 23 disposed at their outer ends
between which a radially outwardly open engagement channel is
formed into which the adjustment element 20 extends in any position
of the adjustment ring 19. During an adjustment movement of the
adjustment ring 19 in the direction of the arrow 25, the guide
vanes 16 can be guided in any position of the adjustment ring
19.
[0012] The Daudel system suffers from the drawback of requiring a
complicated system with numerous parts. The Daudel system further
suffers from the drawback of only allowing for a particular range
of motion for control of the fluid flow.
[0013] In U.S. Pat. No. 6,679,057 to Arnold, the Applicant attempts
to control flow to the volute by providing movable guide vanes. As
shown in FIG. 2, the Arnold system has a turbocharger 110 with a
turbine housing 112 adapted to receive exhaust gas from an internal
combustion engine and distribute the exhaust gas to an exhaust gas
turbine wheel or turbine 114 rotatably disposed within the turbine
housing 112 and coupled to one end of a common shaft 116. The
turbine housing 112 encloses a variable geometry member 117 that
comprises a plurality of pivotably moving vanes 118 disposed
therein. A turbine adjustment or unison ring 119 is positioned
within the turbine housing 112 adjacent the vanes 118 to engage the
vanes and effect radially inward and outward movement of the vanes
vis-a-vis the turbine in unison. The turbine unison ring 119
comprises a plurality of slots 120 disposed therein that are
configured to provide a minimum backlash and a large area contact
when combined with correspondingly shaped tabs 122 that project
from each of the turbine vanes 118. The turbine unison ring 119 is
rotatably positioned within the housing, and is configured to
engage and rotate turbine vanes through identical angular
movement.
[0014] The turbine unison ring 119 comprises an elliptical slot 123
that is configured to accommodate placement of an actuator pin 124
therein for purposes of moving the unison ring within the housing.
The pin 124 is attached to one end of an actuator lever arm 126,
that is attached at its other opposite end an actuator crank 128.
The turbine actuating pin 124 and lever arm 126 are each disposed
within a portion of the turbocharger center housing 130 adjacent
the turbine housing. The actuator crank 128 is rotatably disposed
axially through the turbocharger center housing 130, and is
configured to move the lever arm 126 back and forth about an
actuator crank longitudinal axis, which movement operates to rotate
the actuating pin 124 and effect rotation of the unison ring 119
within the turbine housing. Rotation of the unison ring 119 in turn
causes the plurality of turbine vanes to be rotated radially
inwardly or outwardly vis-a-vis the turbine 114 in unison.
[0015] The turbocharger 110 also comprises a compressor housing 131
that is adapted to receive air from an air intake 132 and
distribute the air to a compressor impeller 134 rotatably disposed
within the compressor housing 131 and coupled to an opposite end of
the common shaft 116. The compressor housing also encloses a
variable geometry member 136 interposed between the compressor
impeller and an air outlet. The variable geometry member is in the
form of radial diffuser and comprises a plurality of pivoting vanes
138. A compressor adjustment or unison ring 140 is rotatably
disposed within the compressor housing 131 and is configured to
engage and rotatably move all of the compressor vanes 138 in
unison. The compressor unison ring 140 comprises a plurality of
slots 142 disposed therein that are each configured to provide a
minimum backlash and a large area contact when combined with
correspondingly shaped tabs 144 projecting from each respective
compressor vane. The compressor unison ring 140 effects rotation of
the plurality of compressor vanes 138 through identical angular
movement.
[0016] The compressor adjustment ring 140 comprises a slot and an
actuating pin 146 that is rotatably disposed within the slot. An
actuating lever arm 148 is attached at one of its end to the
actuating pin 146, and is attached at another one of its ends to an
end of the actuator crank 128 opposite the turbine unison ring
lever arm 126. The compressor unison ring actuating pin 146 and
lever arm 148 are disposed through a backing plate 150 that is
interposed between the turbocharger compressor housing 131 and the
center housing 130. The actuator crank 128 is rotatably disposed
through the center housing 130. Rotation of the actuator crank 128
causes the compressor unison actuating lever arm 148 to move around
a longitudinal axis of the actuator crank, which in turn effects
rotation of the compressor unison ring actuating pin 146. Rotation
of the actuating pin 146 causes the compressor unison ring 140 to
rotate along the backing plate 150, which in turn causes each of
the compressor vanes 138 to be pivoted radially inwardly or
outwardly vis-a-vis the compressor impeller 134.
[0017] The Arnold system suffers from the drawback of requiring a
complicated system with numerous parts. The Arnold system further
suffers from the drawback of only allowing for a particular range
of motion for control of the fluid flow.
[0018] Thus, there is a need for a variable geometry system that
effectively and efficiently controls fluid flow from the compressor
wheel. There is a further need for such a system that is reliable
and cost-effective. There is yet a further need for such a system
that facilitates assembly of the turbocharger.
SUMMARY OF THE INVENTION
[0019] The present disclosure provides an efficient and
cost-effective system for controlling fluid from the compressor
impeller of a turbocharger. The system facilitates assembly of the
turbocharger by reducing the requirement for precision fit. The
system further improves efficiency by creating a better seal
between the vanes and the mating surfaces against which they
control the airflow.
[0020] In one aspect of the invention, a turbocharger is provided
comprising a compressor housing; a compressor rotor rotatably
mounted in the compressor housing; a supply channel for supplying a
compressible fluid from the compressor rotor; and a vane ring
assembly having an adjustment ring and a plurality of vanes. The
plurality of vanes are distributed in an annular vane space and are
movable to control flow of the compressible fluid. The vane angle
of attack can be changed using a variety of methods. The plurality
of vanes (260) can be low solidity vanes.
[0021] In another aspect, a turbocharger is provided comprising: a
housing; a rotor rotatably mounted in the housing; a supply channel
for supplying a fluid to the rotor; and a vane ring assembly having
first and second nozzle rings. The first nozzle ring is fixed with
respect to the turbocharger and has a plurality of first vanes. The
second nozzle ring is rotatable with respect to the turbocharger
and has a plurality of second vanes. Each of the plurality of first
and second vanes is distributed in an annular vane space. Each of
the plurality of first and second vanes is non-rotatable with
respect to the first and second nozzle rings. The second nozzle
ring is rotatable from a first position to a second position. In
the first position, the plurality of first vanes are aligned with
the plurality of second vanes. In the second position, the
plurality of first vanes are non-aligned with the plurality of
second vanes.
[0022] In another aspect, a turbocharger is provided comprising: a
housing; a rotor rotatably mounted in the housing; a supply channel
for supplying a fluid to the rotor; and a vane ring assembly having
an adjustment ring and a plurality of vanes. The plurality of vanes
are distributed in an annular vane space and are movable to control
flow of the fluid. Each of the plurality of vanes is connected to
the turbocharger by a rotatable pin. The adjustment ring has a
sealing portion that is axially movable towards the plurality of
vanes. The sealing portion is in communication with an actuator.
The actuator causes the sealing portion to move towards the
plurality of vanes to reduce a gap therebetween.
[0023] The turbocharger may further comprise a biasing mechanism
that biases the adjustment ring towards the plurality of vanes. The
biasing mechanism can be a spring. The biasing mechanism may be a
plurality of springs. The turbocharger can further comprise a
biasing mechanism that biases each of the plurality of vanes
towards the adjustment ring. Each of the plurality of vanes can be
first and second portions that are moveable with respect to each
other, and the biasing mechanism can expand each of the plurality
of vanes.
[0024] The biasing mechanism may be at least one spring positioned
between the first and second portions. The biasing mechanism can be
a compressible material. The turbocharger can further comprise a
biasing mechanism that biases the first and second nozzle rings
towards the plurality of first and second vanes. The actuator can
be a pressure source in communication with the sealing portion via
a channel. The pressure source may be pneumatic or hydraulic.
BRIEF DESCRIPTION OF THE DRAWINGS
[0025] FIG. 1 is a plan view of a variable geometry compressor of a
turbocharger according to U.S. Published Patent Application No.
20050207885;
[0026] FIG. 2 is a cross-sectional view of another variable
geometry compressor of a turbocharger according to U.S. Pat. No.
6,679,057;
[0027] FIG. 3 is a cross-sectional view of a portion of a variable
geometry compressor according to an exemplary embodiment of the
invention;
[0028] FIG. 4a is a cross-sectional view of a portion of a variable
geometry compressor according to another exemplary embodiment of
the invention;
[0029] FIG. 4b is a plan view of a vane used with the variable
geometry compressor of FIG. 4a;
[0030] FIG. 5a is a cross-sectional view of a portion of a variable
geometry compressor according to another exemplary embodiment of
the invention;
[0031] FIG. 5b is a plan view of a vane used with the variable
geometry compressor of FIG. 5a;
[0032] FIG. 6a is a cross-sectional view of a portion of a variable
geometry compressor according to another exemplary embodiment of
the invention;
[0033] FIG. 6b is a plan view of a vane used with the variable
geometry compressor of FIG. 6a;
[0034] FIG. 7 is a cross-sectional view of a portion of a variable
geometry compressor according to another exemplary embodiment of
the invention;
[0035] FIG. 8 is a plan view of a portion of a variable geometry
compressor according to another exemplary embodiment of the
invention;
[0036] FIG. 9 is a plan view of a portion a variable geometry
compressor according to another exemplary embodiment of the
invention;
[0037] FIG. 10 is a plan view of a portion of the variable geometry
compressor of FIG. 9 in a second position;
[0038] FIG. 11a is a cross-sectional view of a portion of a
variable geometry compressor according to another exemplary
embodiment of the invention;
[0039] FIG. 11b is a cross-sectional view of the variable geometry
compressor of FIG. 11a in a biased state;
[0040] FIG. 12a is a perspective view of a vane of a variable
geometry compressor according to another exemplary embodiment of
the invention;
[0041] FIG. 12b is a perspective view of the vane of FIG. 12a in an
un-biased state;
[0042] FIG. 13 is a cross-sectional view of a portion of a variable
geometry compressor according to another exemplary embodiment of
the invention; and
[0043] FIG. 14 is a schematic representation a variable geometry
compressor according to another exemplary embodiment of the
invention.
DETAILED DESCRIPTION OF THE INVENTION
[0044] Exemplary embodiments described herein are directed to a
variable geometry compressor system for a turbocharger. Aspects
will be explained in connection with several possible embodiments
of the system, but the detailed description is intended only as
exemplary. The particular type of turbocharger that utilizes the
exemplary embodiments of the vane and vane assemblies described
herein can vary. The several embodiments are described with respect
to vanes for the compressor wheel. Exemplary embodiments are shown
in FIGS. 3-14, but the present disclosure is not limited to the
illustrated structure or application. In one embodiment, the
moveable guide vanes are low solidity vanes (i.e., low ratio of gap
to chord). For example, the low solidity can be less than one.
[0045] A portion of a turbocharger system as shown in FIG. 3
includes turbomachinery in the form of a compressor housing 210, a
bearing housing 220, a compressor wheel 230, an adjustment ring 240
and a flow channel 250. The flow channel or vane space 250 has a
series of guide vanes 260 that allow for control of flow
therethrough and thus adjustment of flow to the compressor wheel
230. The adjustment force for the vane 260 is applied at region
270, while the pivot point is along a pin or other rotation
mechanism 265. The particular size or shape of each of the vanes
260 can be chosen based upon a number of factors including flow
efficiency. The embodiment of FIG. 3 uses a single bearing, which
is pin 265. However, the present disclosure contemplates the use of
bearings on both sides of the vanes 260.
[0046] FIGS. 4a and 4b show a variable geometry compressor system
having the compressor housing 210, the adjustment ring 240 and the
flow channel 250. The adjustment force for the vane 360 is applied
at region 270, while the pivot point is along the pin or other
rotation mechanism 265. An adjustment pin 380 is connected to the
adjustment ring 240 and is housed in a groove 385 of the vane 360.
Annular movement of the adjustment ring 240 and thus adjustment pin
380 causes selective sliding of the pin within groove 385 and
rotation of the vane 360.
[0047] FIGS. 5a and 5b show a variable geometry compressor system
having the compressor housing 210, the adjustment ring 240 and the
flow channel 250. The adjustment force for the vane 460 is applied
at region 270, while the pivot point is along the pin or other
rotation mechanism 265. An adjustment pin 480 is connected to the
vane 460 and is housed in a groove 485 of the adjustment ring 240.
Annular movement of the adjustment ring 240 and thus groove 485
causes selective sliding of the pin within groove 485 and rotation
of the vane 460.
[0048] FIGS. 6a and 6b show a variable geometry compressor system
having the compressor housing 210, the adjustment ring 240 and the
flow channel 250. The adjustment force for the vane 560 is applied
at region 270, while the pivot point is along the pin or other
rotation mechanism 265. A pair of opposing adjustment pins or a
fork 580 abuts the vane 560 and is connected to the adjustment ring
240. Annular movement of the adjustment ring 240 and thus fork 580
causes rotation of the vane 560 about the axis defined by pin
265.
[0049] Rotation of the adjustment ring 240 for the above-described
embodiments can be by various structures and techniques including
gear pairing, lever mechanisms and/or chain drives. Various sizes
and shapes can be used for the components described above including
the grooves, pins and forks based upon various factors including
flow efficiency and effecting selected motion of the vanes 560.
[0050] FIG. 7 shows a variable geometry compressor system having
the compressor housing 210, the adjustment ring 240 and the flow
channel 250. The adjustment force for the vane 660 is applied along
the pin or other rotation mechanism 665. For example, an adjustment
moment can be applied to pin 665 via a gear 670 operably connected
to an actuation device 680. Rotation of the adjustment ring 240
causes rotation of the gear 670 due to its connection to the
actuation device 680.
[0051] FIG. 8 shows a variable geometry compressor system that
allows for change of angle of attack or profile of the vane set.
The system has a first fixed nozzle ring 700 having a series of
fixed guide vanes 710 attached thereto and a second rotatable
nozzle ring 720 having a series of fixed guide vanes 730 attached
thereto. Rotation of the ring 720 allows for changing of the
position of the vanes 730 and thus changing of the angle of attack
of the total vane structure. The un-aligned position of the vanes
730 is shown by dashed lines 735. The embodiment of FIG. 8 provides
for an adjustment of the operating point while reducing the number
of moving parts. While the system of FIG. 8 has two nozzle rings,
the present disclosure contemplates the use of more than two rings
which can be various combinations of moveable and non-movable rings
for adjustment of the position of each of the vanes 710, 730 with
respect to each other.
[0052] FIGS. 9 and 10 show a variable geometry compressor system
that allows for adjustment of the vane effective chord lengths. The
system has a vane comprising first, second and third portions 800,
810, 820. Portions 800, 810 and 820 are connected to an actuation
device, such as an adjustment ring 850, that allow for movement of
the vane portions 800, 810, 820 along path 830. The extended vane
structure is shown in FIG. 10. The embodiment of FIGS. 9 and 10
provides for an adjustment of the vane effective chord length in a
synchronized manner for flow control to the compressor wheel. While
the system of FIGS. 9 and 10 has three portions 800, 810, and 820
that are movable with respect to each other, the present disclosure
contemplates the use of two or more movable vane portions.
[0053] In the embodiment of FIGS. 11a and 11b, efficiency of flow
control is enhanced by reducing the gap loss resulting at the
forward end of the vane, adjacent to the leading edge of the vane.
Vane 900 is adjustably positioned with respect to adjustment ring
240 through use of pin 265. A biasing mechanism, such as spring
910, is utilized to bias the adjustment ring towards the vane 900
to reduce or eliminate any gap 905 between the ring and the vane.
The particular type of biasing mechanism 910, e.g., a spring, and
the amount of force applied can be selected so as to ensure
movement of the vane while minimizing any gap. The number and
configuration of the biasing mechanisms can be chosen to
efficiently reduce or eliminate any gap 905 while still allowing
for movement of the vanes 900, such as, for example, a plurality of
equidistantly spaced springs 910 to spread the biasing force with
respect to the adjustment ring 240. The adjustment mechanism can be
on either the bearing housing side of the vane, or on the
compressor housing side of the vane.
[0054] In the embodiment of FIGS. 12a and 12b, efficiency of flow
control is enhanced by reducing the gap losses in the area adjacent
to the leading edge of the vane. Vane 1000 is adjustably positioned
with respect to an adjustment ring through use of a pin 265 or the
like. A biasing mechanism, such as spring 1010, is utilized to bias
the vane toward the adjustment ring and/or compressor housing to
reduce or eliminate any gap therebetween. The particular type of
biasing mechanism 1010 and the amount of force applied can be
selected so as to ensure movement of the vane while minimizing any
gap. The biasing spring 1010 can be one or more springs positioned
within separate housings or portions 1015, 1020 of the vane to
expand the width of the vane as desired. The biasing mechanism 1010
can also be a compressible or expandable foam or other material
applied between the separate housings or portions 1015, 1020.
[0055] In the embodiment of FIG. 13, efficiency of flow control is
enhanced by reducing the gap loss in the area adjacent to the
leading edge of the vanes. Vane 1100 is adjustably positioned with
respect to an adjustment ring 240 through use of a pin 265 or the
like. A movable ring segment 1150 is utilized to reduce or
eliminate any gap between the vane and the adjustment ring. The
ring segment 1150 is moveably connected to the adjustment ring 240
by bearings 1160 and the like, and can be axially moved by various
sources including a pneumatic or hydraulic source in communication
with the segment through supply channel 1175. Movement of the
segment 1150 against or in proximity to the vane 1100 can also
reduce any gap between the vane and the compressor housing 210.
Variations of the pressure supplied through channel 1175 can
dynamically adjust the vane gaps as needed. The present disclosure
also contemplates movement of the segment 1150 by other means such
as electrical controllers, springs or mechanical actuators.
[0056] FIG. 14 shows a variable geometry compressor system having a
flexible vane 1200 that is connected to the turbocharger by a
rotatable pin 265 or the like. The pin 265 is rigidly connected to
the vane 1200 and can be connected to the compressor housing and/or
adjustment ring. Pins or a fork 1220 abuts against the vane 1200. A
rotational force 1210 applied to pin 265 causes flexing of the vane
into the shape shown by dashed line 1250. It should be understood
that features of the various exemplary embodiments can be
interchangeable with one another. The foregoing description is
provided in the context of exemplary embodiments of vanes and vane
assemblies for a turbocharger. Thus, it will of course be
understood that the invention is not limited to the specific
details described herein, which are given by way of example only,
and that various modifications and alterations are possible within
the scope of the invention as defined in the following claims.
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