Patent Application
20180306209
The present disclosure generally relates to an electrically driven compressor assembly such as an e-charger, and more particularly relates to a damping system for an e-charger.
Some vehicles include a turbocharger, supercharger and/or other devices for boosting the performance of an internal combustion engine. More specifically, these devices can increase the engine's efficiency and power output by forcing extra air into the combustion chamber of the engine.
In some cases, the vehicle may include an electrically driven compressor, or e-charger, for these purposes. However, conventional e-chargers can be bulky, cost prohibitive, and/or may present other issues.
Thus, it is desirable to provide an e-charger that is more compact than conventional e-chargers. Also, it is desirable to provide an e-charger that provides cost savings compared to conventional e-chargers. Other desirable features and characteristics of the present disclosure will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and this background discussion.
In one embodiment, an electrically driven compressor assembly is disclosed that includes a shaft and a compressor wheel that is supported on the shaft. The compressor assembly also includes an electric motor with a stator and a rotor. The electric motor is configured to rotate the shaft and the compressor wheel. The compressor assembly additionally includes a housing assembly configured to house the stator, the rotor, and at least part of the shaft. The housing assembly includes a first member and a second member. Moreover, the compressor assembly includes a dampener disposed between the first member and the second member of the housing assembly. The dampener is configured to elastically deform to provide dampening of a force transferred between the first member and the second member of the housing assembly.
In another embodiment, a method of manufacturing an electrically driven compressor assembly is disclosed. The method includes providing a first member and a second member of a housing assembly. The method also includes supporting a shaft on the first member for rotation relative to the first member. A compressor wheel is supported on the shaft. The method further includes housing an electric motor within the housing assembly between the first member and the second member. The electric motor is configured to rotate the shaft and the compressor wheel. Moreover, the method includes attaching the first member and the second member together with a dampener between the first member and the second member. The dampener is configured to elastically deform to provide dampening of a force transferred between the first member and the second member of the housing assembly.
In an additional embodiment, an e-charger is disclosed that includes a shaft and a compressor wheel with a plurality of blades. The compressor wheel is fixed for rotation on the shaft for rotation about an axis. The e-charger also includes an electric motor with a stator and a rotor. The rotor is fixed to the shaft. The stator receives the rotor and a portion of the shaft. The electric motor is configured to rotate the shaft and the compressor wheel about the axis. Additionally, the e-charger includes a housing assembly with a compressor section and a motor section. The compressor section is configured to house the compressor wheel, and the motor section is configured to house the stator and the rotor. The motor section includes a first member and a second member. The shaft extends through the second member to be received in the compressor section and the motor section. Also, the e-charger includes a bearing that is attached to the second member of the housing assembly and that is attached to the shaft. The bearing supports the shaft for rotation relative to the second member about the axis. Furthermore, the e-charger includes a dampener disposed between the first member and the second member of the housing assembly. The dampener is configured to elastically deform to provide dampening of a force transferred between the first member and the second member of the housing assembly.
The present disclosure will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein:
The following detailed description is merely exemplary in nature and is not intended to limit the present disclosure or the application and uses of the present disclosure. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description.
Broadly, example embodiments disclosed herein include a damping system of an electrically powered compressor (i.e., an e-charger). One or more dampeners may be provided for damping forces translating through the e-charger and/or supporting structure(s).
In particular, the dampener may be resiliently deformable. The dampener may also include one or more surface features, shapes, dimensions, materials, and/or other elements that provide improved dampening. Additionally, the dampener may be incorporated within the damping system in ways that improve its damping function. For example, the dampener may be disposed between different members of a housing assembly, and the dampener may be supported by these members to provide effective damping of the forces transferring through the housing assembly. Furthermore, the damping system may allow certain types of bearings to be incorporated in the e-charger for added benefit. Moreover, the damping system may provide manufacturing efficiencies due to one or more features of the present disclosure. Additional details of the present disclosure will be discussed below.
In some embodiments, the e-charger 100 may be provided within a vehicle. Additionally, in some embodiments, the e-charger 100 may be incorporated in a vehicle that includes a turbocharger 112.
The turbocharger 112 may be conventional and may include a turbocharger housing 114 and a rotor 116. The rotor 116 is configured to rotate within the turbocharger housing 114 about an axis of rotor rotation 118.
The turbocharger 112 includes a turbine section 119 configured to circumferentially receive a high-pressure and high-temperature exhaust gas stream 130 from an engine (e.g., from an exhaust manifold 132 of an internal combustion engine 134 or other type of engine). A turbine wheel 126 (and thus the rotor 116) is driven in rotation around the axis of rotor rotation 118 by the high-pressure and high-temperature exhaust gas stream 130, which becomes a lower-pressure and lower-temperature exhaust gas stream 136 that is released into a downstream exhaust pipe 138.
The turbocharger 112 also includes a compressor section 121 with a compressor wheel 128 that is driven in rotation by the exhaust-gas driven turbine wheel 126. The compressor wheel 128 is configured to compress received input air 140 into a pressurized air stream 142. Due to the compression process, the pressurized air stream 142 is characterized by an increased temperature, over that of the input air 140.
The air stream 142 may be channeled through an air cooler 144 (i.e., an intercooler), such as a convectively cooled charge air cooler. The air cooler 144 may be configured to dissipate heat from the air stream 142, increasing its density. The resulting cooled and pressurized air stream 146 is channeled into an intake manifold 148 of the internal combustion engine 134, or alternatively, into a subsequent-stage, in-series compressor. The operation of the system may be controlled by an ECU 150 (engine control unit) that connects to the remainder of the system via communication connections 152.
As represented schematically in
Also, it will be appreciated that the e-charger 100 may be incorporated in a system that does not include a turbocharger 112. For example, in additional embodiments, the e-charger 100 may be configured to feed air to a fuel cell of a vehicle.
In addition, it will be appreciated that the term “e-charger” as used herein is to be interpreted broadly, for example, to include devices with an electrically driven compressor wheel regardless of where the e-charger is incorporated, the type of system in which the e-charger is incorporated, etc. It will also be appreciated that the e-charger of the present disclosure may also be referred to as an electrically driven compressor assembly. Also, the e-charger of the present disclosure may be configured as an electric supercharger, as a hybrid turbocharger, as an e-boost device, or other related component.
Referring now to
The shaft 103 may be substantially cylindrical and may include a first end 154, a second end 156, and an intermediate segment 157 extending between the first and second ends 154, 156. The compressor wheel 104 may be fixed to the shaft 103 and supported thereon adjacent the first end 154. The compressor wheel 104 may include a plurality of radially-extending blades 158.
The electric motor 108 may include a rotor 160. The rotor 160 may be fixed to the intermediate segment 157 of the shaft 103. Accordingly, the rotor 160 and the shaft 103 may rotate as a unit about the axis 105 of rotation. The electric motor 108 may also include a stator 162 as shown in
The electric motor 108 may further include an electric module 164. The electric module 164 may include electrical equipment, such as a converter, circuitry, a controller for the electric motor 108, and/or other components. Thus, during operation, the electric module 164 may control the electric motor 108 such that the shaft 103 and the rotor 160 rotate about the axis 105 of rotation relative to the stator 162 in order to drivingly rotate the compressor wheel 104.
The housing assembly 101 may include a number of components that are assembled together to at least partially house, surround, enclose, and/or encapsulate the compressor wheel 104, the shaft 103, and the electric motor 108. The housing assembly 101 may be configured to provide certain advantages with regards to manufacturability and/or other factors as will be discussed in detail below.
As shown in
The compressor section 166 of the housing assembly 101 may include a volute member 172. The volute member 172 may include an inlet 173 that may be directed along the axis 105. The volute member 172 may also include an outlet (not shown) which provides air along the air stream 115 (
As shown in
The motor section 170 of the housing assembly 101 may include an outer shell member 182, a first member 184, a second member 186, and a third member 188. In some embodiments, the outer shell member 182 may cooperate with the volute member 172 and the e-module section 168 to define the exterior of the e-charger 100. Also, in some embodiments, the first member 184 may be referred to as a “stator housing” because it substantially surrounds the stator 162. Furthermore, the second member 186 and the third member 188 may be referred to as “bearing plates” or “end caps”. In some embodiments, the first member 184, the second member 186, and the third member 188 may cooperate to substantially encapsulate the rotor 160 and the stator 162.
In some embodiments, the outer shell member 182 may be generally cylindrical and may be hollow so as to encircle the axis 105 in the circumferential direction. The outer shell member 182 may include a first end 190 and a second end 192. The first end 190 may be fixed to the volute member 172. For example, as shown in
The first member 184 of the housing assembly 101 may also be generally cylindrical and may be hollow. Accordingly, the first member 184 may encircle the axis 105 in the circumferential direction and may extend longitudinally along the axis 105. The first member 184 may include a first end 194, a second end 196, and an intermediate portion 198 that extends along the axis 105 between the first and second ends 194, 196.
As shown in
As shown in
The second member 186 of the housing assembly 101 may be generally disc-shaped. As shown in
The third member 188 of the housing assembly 101 may be generally disc-shaped. The third member 188 may include a central opening 222 that is substantially centered on the axis 105. The third member 188 may also include an outer face 224 that faces the electric module 164 and an inner face 226 that faces the electric motor 108. Moreover, the third member 188 may include a first outer portion 228 that is supported against the outer shell member 182. In some embodiments, the housing assembly may also include a ring 229 that is disposed between the first outer portion 228 and the outer shell member 182. Additionally, the third member 188 may include a second outer portion 230 that is disposed adjacent the second end 196 of the first member 184 of the housing assembly 101. In some embodiments, the second outer portion 230 may be radially overlapped and received within the open second end 196 of the first member 184 of the housing assembly 101. The third member 188 may also support the shaft 103 for rotation within the housing assembly 101 as will be discussed in detail below. Moreover, the third member 188 may act as a barrier between the electric motor 108 and the electric module 164.
As mentioned, the housing assembly 101 may support the shaft 103 and the rotor 160 for rotation about the axis 105. For example, as shown in
In some embodiments, the first bearing 232 and/or the second bearing 234 may be greasepack ball bearings. These bearings may provide cost savings in some embodiments. Also, these types of bearings can be packaged within relatively compact spaces within the e-charger.
Furthermore, the e-charger 100 may include at least one coolant flowpath therethrough. For example, as shown in
Additionally, the e-charger 100 may include a number of seals, such as O-rings 242. The O-rings 242 may be conventional and may be provided between different members of the housing assembly 101 to prevent leakage of the coolant, to prevent intrusion of foreign materials, and/or to otherwise provide a seal between different members of the e-charger 100.
As shown in
The first dampener 252 may be substantially annular. As shown in
In some embodiments, the inner radial surface 256 and/or the outer radial surface 258 may be uneven. For example, the inner radial surface 256 and the outer radial surface 258 may be wavy, bumpy, and/or corrugated in some embodiments. As such, the inner radial surface 256 may have alternating peaks and troughs as shown in
The first dampener 252 may be made out of a metallic material in some embodiments. Also, the first dampener 252 may be resilient and flexible. As such, the dampener 252 may elastically deform (e.g., between a neutral first position shown in the Figures and a second deformed position). In some embodiments, the inner radial surface 256 and/or the outer radial surface 258 may deform when the first dampener 252 is subjected to sufficient force. For example, the waves, bumps, and/or corrugations may elastically deflect when the first dampener 252 is under a sufficient load.
The first dampener 252 may be disposed between the first member 184 and the second member 186 of the housing assembly 101. More specifically, as shown in
Accordingly, the first dampener 252 may provide dampening of forces (e.g., vibrational and other forces) that transfer between the first member 184 and the second member 186 of the housing assembly 101. The first dampener 252 may resiliently deflect in order to dampen and reduce these forces. Also, in some embodiments, the first dampener 252 may provide dampening to forces that are directed radially and/or axially with respect to the axis 105.
The second dampener 254 may be substantially similar to the first dampener 252 except that the second dampener 254 may be disposed between the first member 184 and the third member 188. Specifically, as shown in
Accordingly, the damping system 250 of the present disclosure may reduce radial and axial loads of the e-charger 100. The damping system 250 may also increase the operating life of the e-charger, for example, because loading on the bearings 232, 234 may be reduced. Also, since the loads are reduced, the bearings 232, 234 included in the e-charger 100 may be relatively cost-effective and compact bearings, such as greasepack ball bearings. Furthermore, the dampeners 252, 254 may compensate for any bearing misalignment. Also, the dampeners 252, 254 may decrease vibration of the stator 162. The temperature of the damping system 250 may be controlled, for example, by the coolant flowing within the nearby coolant grooves 238, 240. In addition, the damping system 250 may allow the e-charger 100 to be more compact than conventional e-chargers. Moreover, the damping system 250 may provide increased manufacturing efficiency. For example, the dampeners 252, 254 may be relatively simple to assemble within the housing assembly 101. Thus, the e-charger 100 may be manufactured and assembled in an efficient manner.
While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the present disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment of the present disclosure. It is understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the present disclosure as set forth in the appended claims.
