Patent Grant
12117016
This application is related to U.S. application Ser. No. 17/542,128, filed on Dec. 3, 2021, entitled “ADDITIVELY MANUFACTURING AN IMPELLER AND MOTOR ROTOR,” the disclosure of which is incorporated by reference in its entirety.
This application relates to aircraft rotary machines and, more specifically, to shaftless rotary machines.
Rotary machines, such as compressors, are used in aircraft for air treatment. The typical layout of such a rotary machine has an impeller driven by a motor. The motor and the impeller are connected by a shaft. Airline safety guidelines require containment housing around both the motor and the impeller in case either component disintegrates. A rotary machine with a shaft and motor is large and requires a lot of heavy containment. Heavy and large equipment is not desirable in aircraft.
A shaftless rotary machine includes an impeller, a motor positioned radially outward from the impeller, and a housing. The impeller includes a hub, blades connected to the hub, and a shroud connected to the blades. The motor includes a rotor connected to the shroud and a stator. The housing includes an inlet, an outlet, and a duct. The duct extends from the inlet to the outlet. The duct partially surrounds the motor and the impeller.
A shaftless rotary machine includes an impeller, a motor positioned radially outward from the impeller, a housing, and a flow path. The impeller includes a hub, blades connected to the hub, and a shroud connected to the blades. The motor includes a rotor connected to the shroud and a stator. The impeller and the rotor are integrally formed. The housing includes an inlet, an outlet, a duct extending from the inlet to the outlet, and a duct housing surrounding the duct. The duct housing is volute shaped. The flow path is through the rotor and the stator.
A shaftless rotary machine includes a housing, a motor, an impeller, and a flow path. The housing has an inlet, an outlet, a duct extending from the inlet to the outlet, and a duct housing surrounding the duct. The duct housing partially surrounds the motor and the impeller. The duct housing is volute shaped. The motor is positioned radially inward from the housing. The motor includes a stator connected to the housing and a rotor. The impeller radially inward from the motor. The impeller includes a shroud, blades, and a hub. The rotor is connected to a radially outer side of the shroud. The blades connect to a radially inner surface of the shroud. The hub is connected to the blades. The impeller and the rotor are monolithically formed. The flow path is through the rotor and the stator
Compressor 110 is oriented in
Impeller 116 includes first side 122, second side 123, radially outer side 124, radially inner side 125, hub 126 with weight reduction area 128, blades 130, and shroud 132 with weight reduction area 134. First side 122 of impeller 116 is near first side 112 of compressor 110. Second side 123 of impeller 116 is opposite first side 122 near second side 114 of compressor 110. Radially outer side 124 of impeller 116 is positioned radially away from axis A1 of compressor 110. Radially inner side 125 of impeller 116 is opposite radially outer side 124. Hub 126 is as hollow at weight reduction area 128. Weight reduction area 128 can alternatively include hollow spaces instead of being hollow. The hollow spaces can have various designs to increase the structural integrity of hub 126 while reducing the weight. Such designs can include, for example, weight reduction area 128 being porous, having cavities, or having hollow spaces in a lattice pattern among other common weight reduction designs. Blades 130 connect to and extend radially outward from hub 126. Shroud 132 connects to blades 130 opposite hub 126. Shroud 132 includes weight reduction area 134. Weight reduction area 134 is a portion of shroud 132 that can have various configurations depending on structural and weight reduction needs. For instance, weight reduction area 134 can be hollow, porous, have cavities, or have hollow spaces in a lattice design.
Motor 118 includes rotor 136, stator 138, and air gap 140. A radially inner side of rotor 136 connects to a radially outer surface of shroud 132 of impeller 116 near weight reduction area 134. Shroud 132 is designed to fit rotor 136. Rotor 136 can be additively manufactured onto impeller 116 so that rotor 136 and impeller 116 are one integral component. An integral component has a first sub-component additively manufactured onto a second sub-component that was made using a separate manufacturing process from the additive manufacturing process creating the first sub-component. Alternatively, rotor 136 and impeller 116 can be additively manufactured so that rotor 136 and impeller 116 are one monolithic component. A monolithic component is made completely with additive manufacturing, especially where the component has sub-components that could be separately manufactured and later joined.
Stator 138 surrounds rotor 136 so that a radially inner surface of stator 138 faces a radially outer surface of rotor 136. Air gap 140 is between rotor 136 and stator 138. Air gap 140 fluidly connects to a primary flow path through compressor 110. A radially outer side of stator 138 connects to housing 120.
Housing 120 includes inlet housing 142, motor housing 144, duct housing 146, outlet housing 148 and backing plate 150. Inlet housing 142 is on first side 112 of compressor 110. Inlet housing 142 connects to motor housing 144. Motor housing 144 has a first portion that extends radially outward from inlet housing 142 along first side 112 of compressor 110. Motor housing 144 has a second portion that is radially outward from and connects to stator 138. Duct housing 146 connects to the second portion of motor housing 144. Duct housing 146 is radially outward from impeller 116 and motor 118. Duct housing 146 partially surrounds impeller 116 and motor 118. Outlet housing 148 extends from duct housing 146. Backing plate 150 is near second side 114 of compressor 110. Backing plate 150 connects to duct housing 146 opposite of motor housing 144. In the embodiment shown in
Housing 120 also includes inlet 152, duct 154, and outlet 156. Inlet 152 is at first side 112 of compressor 110 in inlet housing 142. Air can enter compressor 110 through inlet 152. Inlet 152 fluidly connects to duct 154. Duct 154 extends from inlet 152 to outlet 156. Outlet 156 fluidly connects to duct 154. Air can exit compressor 110 through outlet 156. Outlet 156 located in outlet housing 148. Inlet 152 is an upstream portion of compressor 110 and outlet 156 is a downstream portion of compressor 110.
Compressor 110 also includes thrust bearing 158, first journal bearing 160, and second journal bearing 162. Thrust bearing 158 is between impeller 116 and backing plate 150. First journal bearing 160 is between hub 126 of impeller 116 and backing plate 150. Second journal bearing 162 is between rotor 136 and motor housing 144. Bearing arrangements in compressor 110 can change depending on the configuration of weight reduction portion 128 in hub 126.
Motor 118 rotates impeller 116 to compress air in compressor 110. The air enters compressor 110 through inlet 152. The air moves along the compressive flow path following arrow CF1 through inlet housing 142 towards impeller 116. Motor 118 rotates rotor 136 within stator 138. Rotor 136 rotates impeller 116 around axis A1. Thrust bearing 158, first journal bearing 160, and second journal bearing 162 support impeller 116 within compressor 110 so that impeller 116 can rotate with rotor 136. The air enters impeller 116 and follows arrow CF2 through blades 130. Rotation of impeller 116 and blades 130 increases the velocity of the air. The air exits impeller 116 at radially outer side 124 of impeller 116. As the air exits impeller 116, the air is either energized or de-energized. Energized air continues to flow along the compressive flow path. The energized air follows arrow CF3 from radially outer side 124 of impeller 116. The energized air then moves into the portion of duct 154 within duct housing 146 following arrow CF4. The velocity of the energized air decreases and the air pressure increases as the energized air moves through the portion of duct 154 within duct housing 146. Higher pressure air exits compressor 110 at outlet 156.
De-energized air from impeller 116 moves in a vortex as it exits impeller 116 and flows along the bypass flow path. The de-energized air moves through air gap 140 following arrow BF1. The de-energized air moves from air gap 140 and flows through an opening between rotor 136 and motor housing 144 following arrow BF2. The de-energized air then moves from air gap 140 into a portion of duct 154 within inlet housing 142. The de-energized air is then incorporated with air from inlet 152 and moves along compressive flow path following arrow CF1. Motor housing 144 and duct housing 146 are containment for impeller 116 and motor 118 so that compressor 110 meets safety standards for use in aircraft.
Compressor 110 has several features that help reduce weight and increase efficiency when compared with a shaft-driven rotary machine. First, impeller 116 has shroud 132. Including shroud 132 on impeller 116 reduces the need for tip clearance between blades 130 and other non-rotational portions of housing 120. Shroud 132 also keeps air from leaking over tops of blades 130. Having tip clearance and subsequent air leakage decrease the power output of compressors without shrouded impellers. Including shroud 132 makes compressor 110 more efficient.
Next, including shroud 132 allows for blades 130 to be thinner than blades in a shaft-driven rotary machine. Centrifugal forces from spinning impeller 116 push blades 130 into shroud 132. Blades 130 compress when forced into shroud 132. Metal is about three times stronger when compressed than when expanded. Blades on an impeller without a shroud expand away from a hub, requiring thick blades to increase structural stability of the shroudless impeller. Blades 130 of impeller 116 are thinner than blades on the impeller without the shroud because blades 130 compress against shroud 132 when impeller 116 rotates. When blades 130 are thin, the weight of impeller 116 is low. A low-weight impeller, like impeller 116, reduces the amount of energy necessary to turn the impeller and reduces the amount of containment necessary to comply with air safety standards. Less containment means compressor 110 is lighter and better for use in aircraft. Including shroud 132 increases the efficiency and decreases the weight of compressor 110.
Hub 126 of impeller 116 is designed to increase power output and decrease the weight of compressor 110 because there is no shaft to which hub 126 need connect. When hub 126 includes weight reduction area 128, hub 126 weighs less than a shaft-mounted hub and requires less containment. Impeller 116 can also be designed with a small-diameter hub near first side 122 of impeller 116 because hub 126 does not have to fit around a shaft. Having to fit the shaft into a hub limits the minimum size the hub can be. Without the shaft, hub 126 can have a very small upstream hub diameter near first side 122 of impeller 116. Reducing the upstream hub diameter of hub 126 increases the efficiency of compressor 110. Work done on air through a compressor is proportional to the ratio of an upstream diameter of the hub and a downstream diameter of the hub. In hub 126, the upstream hub diameter can be made very small compared to a downstream hub diameter located at radially outer side 124 of impeller 116. Therefore, compared to a similarly sized impeller mounted on a shaft, upstream hub diameter of hub 126 can be very small and impeller 116 can do more work without increasing the overall size of impeller 116. This makes compressor 110 efficient. Hub 126 of impeller 116 has a light design that produces more work than shaft-driven impellers. This means compressor 110 is lighter and more efficient than shaft-driven compressors.
Compressor 110 requires less containment than the shaft-driven compressor because motor 118 surrounds impeller 116. The shaft-driven compressor requires containment around a motor and an impeller because the two portions of the machine are separated by a large space. Housing 120 can act as containment for both motor 118 and impeller 116 because motor 118 encircles impeller 116, making compressor 110 very compact. Compressor 110 requires containment for motor 118 and impeller 116 in one area. This means compressor 110 is lighter than the shaft-driven compressor.
Motor 118 also produces less torque than the shaft-driven compressor. A radius from axis A1 to the radially outer surface of rotor 136 is much larger than a comparable radius from an axis in the shaft-driven compressor to a radially outer surface of a rotor mounted on the shaft. As such, rotor 136 and stator 138 have large flux surfaces compared to the motor in the shaft-driven compressor. The increased flux surfaces decrease the torque motor 118 produces while running. The decreased torque means the cross sections of rotor 136 and stator 138 are much smaller than a motor in a shaft-driven compressor but still produce the same amount of power as the shaft-driven compressor motor. A smaller cross section motor, such as motor 118, means compressor 110 is very compact, decreases the weight of motor 118, and reduces the containment necessary in compressor 110.
The bypass flow path through motor 118 acts as both a casing bypass to extend the range of compressor 110 and as a cooling path. The bypass flow path removes vortexes and other turbulent air created by de-energized air that runs along shroud 132. Vortexes and turbulent air reduce the performance of compressor 110. Air flowing through air gap 140 also cools motor 118.
Compressor 210 is oriented in
Impeller 216 includes first side 222, radially outer side 224, hub 226 with weight reduction area 228, blades 230, and shroud 232 with extended edge 232E and flange 234. First side 222 of impeller 216 is near first side 212 of compressor 210. Second side 223 of impeller 216 is near second side 214 of compressor 210. Radially outer side 224 of impeller is positioned radially away from axis A1 of compressor 210. Radially outer side 224 of impeller 216 is a downstream portion of impeller 216. Radially inner side 225 of impeller 216 is opposite radially outer side 224. Hub 226 is hollow at weight reduction area 228. Weight reduction area 228 can alternatively include hollow spaces instead of being hollow. The hollow spaces can have various designs to increase the structural integrity of hub 226 while reducing the weight. Such designs can include, for example, weight reduction area 228 being porous, having cavities, or having hollow spaces in a lattice pattern, among other common weight reduction designs. Blades 230 connect to and extend radially outward from hub 226. Shroud 232 connects to blades 230 opposite hub 226. Shroud 232 has extended edge 232E which extends from radially outer side 224 of impeller 216 radially outward from motor 218. Flange 234 protrudes from extended edge 232E and is located radially outward from shroud 232.
Motor 218 includes rotor 236, stator 238, and air gap 240. A radially outer side of rotor 236 connects to shroud 232 of impeller 216 at a radially inner surface of flange 234. Flange 234 fits rotor 236. Rotor 236 and impeller 216 can be additively manufactured so that rotor 236 and impeller 216 are a monolithic component. Alternatively, rotor 236 can be additively manufactured onto shroud 232 so that rotor 236 and impeller 216 are an integral component. Stator 238 is within rotor 236 so that a radially outer surface of stator 238 faces a radially inner surface of rotor 236. Air gap 240 is between rotor 236 and stator 238. Air gap 240 fluidly connects to a primary flow path through compressor 210. A radially inner side of stator 238 connects to housing 220.
Housing 220 includes inlet housing 242, motor housing 244, duct housing 246, outlet housing 248 and backing plate 250. Inlet housing 242 is on first side 212 of compressor 210. Inlet housing 242 extends into compressor 210 and connects to the radially inner side of stator 238. Inlet housing 242 connects to motor housing 244 near a middle portion of inlet housing 242. Motor housing 244 has a first portion that extends radially outward from inlet housing 242 along first side 212 of compressor 210. Motor housing 244 has a second portion that is radially outward from motor 218. Duct housing 246 connects to the second portion of motor housing 244. Duct housing 246 is radially outward from impeller 216 and motor 218. Duct housing 246 partially surrounds impeller 216 and motor 218. Outlet housing 248 extends from duct housing 246. Backing plate 250 is near second side 214 of compressor 210. Backing plate 250 connects to a second side of duct housing 246. In the embodiment shown in
Housing 220 also includes inlet 252, duct 254, and outlet 256. Inlet 252 is at first side 212 of compressor 210 in inlet housing 242. Air can enter compressor 210 through inlet 252. Inlet 252 fluidly connects to duct 254. Duct 254 extends from inlet 252 to outlet 256. Outlet 256 fluidly connects to duct 254. Air can exit compressor 210 through outlet 256. Outlet 256 is located in outlet housing 248. Inlet 252 is an upstream portion of compressor 210 and outlet 256 is a downstream portion of compressor 210.
Compressor 210 also includes thrust bearing 258, first journal bearing 260, and second journal bearing 262. Thrust bearing 258 is between impeller 216 and backing plate 250. First journal bearing 260 is between hub 226 of impeller 216 and backing plate 250. Second journal bearing 262 is between flange 234 and motor housing 244. Bearing arrangements in compressor 210 can change depending on the configuration of weight reduction portion 228 in hub 226.
Motor 218 rotates impeller 216 to compress air in compressor 210. The air enters compressor 210 through inlet 252. The air moves along the compressive flow path following arrow CF1 through inlet housing 242 towards first side 222 of impeller 216. Motor 218 rotates rotor 236 around stator 238. Rotor 236 rotates impeller 216 around axis A2. Flange 234 supports rotor 236 within compressor 210 while rotating. Thrust bearing 258, first journal bearing 260, and second journal bearing 262 support impeller 216 within compressor 210 so that impeller 216 can rotate with rotor 236. The air enters impeller 216 and follows arrow CF2 through blades 230. Rotation of impeller 216 and blades 230 increases the velocity of the air. The air exits impeller 216 at radially outer side 224 of impeller 216. As the air exits impeller 216, the air is either energized or de-energized. Energized air continues to flow along the compressive flow path. The energized air follows arrow CF3 from radially outer side 224 of impeller 216 into the portion of duct 254 within duct housing 246. The velocity of the energized air decreases and the air pressure increases as the energized air moves through the portion of duct 254 within duct housing 246. Higher pressure air exits compressor 210 at outlet 256 following arrow CF4.
De-energized air from impeller 216 moves in a vortex as it exits impeller 216 and flows along bypass flow path. The de-energized air moves through second journal bearing 262 between flange 234 and motor housing 244 following arrow BF1. The de-energized air then flows toward air gap 240 between rotor 236 and motor housing 244 following arrow BF2. The de-energized air then follows arrow BF3 through air gap 240. Following arrow BF4, the de-energized air moves into a portion of duct 254 between inlet housing 242 and a radially outer surface of shroud 232 of impeller 216. The de-energized air moves through first side 222 of impeller 216 and mixes with air from inlet 252. The de-energized air and along compressive flow path again following arrow CF1. Motor housing 244 and duct housing 246 are containment for impeller 216 and motor 218 so that compressor 210 meets safety standards for use in aircraft.
Compressor 210 has the same features discussed in relation to compressor 110 (shown in
Compressor 310 is oriented so in
Impeller 316 includes first side 322, radially outer side 324, hub 326 with weight reduction area 328, blades 330, and shroud 332 with flange 334. First side 322 of impeller 316 is on first side 312 of compressor 310. First side 322 is an upstream side of impeller 316. Second side 323 is opposite first side 322 of impeller 316. Second side 323 of impeller 316 is near second side 314 of compressor 310. Radially outer side 324 of impeller 316 is positioned radially away from axis A1 of compressor 310. Radially outer side 324 of impeller 316 is a downstream portion of impeller 316. Radially inner side 325 of impeller 316 is opposite radially outer side 324. Hub 326 is hollow at weight reduction area 328. Weight reduction area 328 can alternatively include hollow spaces instead of being hollow. The hollow spaces can have various designs to increase the structural integrity of hub 326 while reducing the weight. Such designs can include, for example, weight reduction area 328 being porous, having cavities, or having hollow spaces in a lattice pattern, among other common weight reduction designs. Blades 330 connect to and extend radially outward from hub 326. Shroud 332 connects to blades 330 opposite hub 326. Shroud 332 has extended edge 332E which extends from radially outer side 324 of impeller 316 radially outward from motor 318. Flange 334 protrudes from extended edge 332E and is located radially outward from shroud 332.
Motor 318 includes rotor 336 with first side 337A and second side 337B; stator 338 with first side 339A and second side 339B; and air gap 340. Rotor 336 has first side 337A near first side 312 of compressor 310. Second side 337B of rotor 336 is a rear surface of rotor 336 opposite first side 337A. Second side 337B of rotor 336 connects to extended edge 332E of shroud 332. A radially outer side of rotor 336 connects to flange 334. Rotor 336 and impeller 316 can be additively manufactured so that rotor 336 and impeller 316 are a monolithic component. Alternatively, rotor 336 can be additively manufactured onto shroud 332 so that rotor 336 and impeller 316 are an integral component. Stator 338 includes first side 339A near first side 312 of compressor 310. Second side 339B of stator 338 is opposite first side 339A and near second side 314 of compressor 310. Second side 339B of stator 338 is adjacent to first side 337A of rotor 336. A radially inner surface of stator 338 is adjacent to a radially outer surface of shroud 332 of impeller 316. Air gap 340 is between rotor 336 and stator 338. Air gap 340 fluidly connects to a primary flow path through compressor 310. First side 339A of stator 338 connects to housing 320 near front side 312 of compressor 310.
Housing 320 includes inlet housing 342, motor housing 344, duct housing 346, outlet housing 348 and backing plate 350. Inlet housing 342 is on first side 312 of compressor 310. Inlet housing 342 connects to motor housing 344. Motor housing 344 has a first portion that extends radially outward from inlet housing 342 along first side 312 of compressor 310. Motor housing 344 has a second portion that is radially outward from motor 318. Duct housing 346 connects to the second portion of motor housing 344. Duct housing 346 is radially outward from impeller 316 and motor 318. Duct housing 346 partially surrounds impeller 316 and motor 318. Outlet housing 348 extends from duct housing 346. Backing plate 350 is near second side 314 of compressor 310. Backing plate 350 connects to a second side of duct housing 346. In the embodiment shown in
Housing 320 also includes inlet 352, duct 354, and outlet 356. Inlet 352 is at first side 312 of compressor 310 in inlet housing 342. Air can enter compressor 310 through inlet 352. Inlet 352 fluidly connects to duct 354. Duct 354 extends from inlet 352 to outlet 356. Outlet 356 fluidly connects to duct 354. Air can exit compressor 310 through outlet 356. Outlet 356 is located in outlet housing 348. Inlet 352 is an upstream portion of compressor 310 and outlet 356 is a downstream portion of compressor 310.
Compressor 310 also includes thrust bearing 358, first journal bearing 360, and second journal bearing 362. Thrust bearing 358 is between impeller 316 and backing plate 350. First journal bearing 360 is between hub 326 of impeller 316 and backing plate 350. Second journal bearing 362 is between flange 334 and motor housing 344. Third journal bearing 364 has a radially inner side adjacent to shroud 332 and a radially outer side adjacent to stator 338 and motor housing 344. Bearing arrangements in compressor 310 can change depending on the configuration of weight reduction portion 328 in hub 326.
Motor 318 rotates impeller 316 to compress air in compressor 310. The air enters compressor 310 through inlet 352. The air moves along the compressive flow path following arrow CF1 through inlet housing 342 towards impeller 316. Motor 318 rotates rotor 336 adjacent to stator 338. Rotor 336 rotates impeller 316 around axis A3. Thrust bearing 358, first journal bearing 360, second journal bearing 362, and third journal bearing 364 support impeller 316 within compressor 310 so that impeller 316 can rotate with rotor 336. The air enters impeller 316 and follows arrow CF2 through blades 330. Rotation of impeller 316 and blades 330 increases the velocity of the air. The air exits impeller 316 at radially outer side 324 of impeller 316. As the air exits impeller 316, the air is either energized or de-energized. Energized air continues to flow along the compressive flow path. The energized air follows arrow CF3 from between backing plate 350 and duct housing 346 into a portion of duct 354 within duct housing 346. The velocity of the energized air decreases and the air pressure increases as the energized air moves through the portion of duct 354 within duct housing 346. Higher pressure air exits compressor 310 at outlet 356 following arrow CF4.
De-energized air from impeller 316 moves in a vortex as it exits impeller 316 and flows along bypass flow path. The de-energized air follows arrow BF1 between the second portion of motor housing 344 and flange 334. The de-energized air then moves through air gap 340 following arrow BF2. The de-energized air then moves between stator 338 and shroud 332 of impeller 316 into a portion of duct 354 near first side 322 of impeller 316. The de-energized air the mixes with air from inlet 352 and moves along compressive flow path following arrow CF1. Motor housing 344 and duct housing 346 are containment for impeller 316 and motor 318 so that compressor 310 meets safety standards for use in aircraft.
Compressor 310 has the same features as compressor 110 (shown in
Impeller 416, impeller 516, and impeller 616 are different variations of impellers with various hub designs that can fit in shaftless rotary machines such as turbines, compressors (for example compressor 110 shown in
Impeller 416 has a similar design as impeller 116 (shown in
A radially inner surface of motor rotor 436 connects to shroud 432 of impeller 416. Motor rotor 436 can be a rotor for an electric motor like motor 118 (shown in
Hub 426 includes first side 440, second side 442, radially outer surface 444, and radially inner surface 446. First side 440 of hub 426 is flat and is near first side 422 of impeller 416. Second side 442 of hub 426 is opposite first side 440. Second side 442 is open. Blades 430 connect to hub 426 at radially outer surface 444. Radially inner surface 446 of hub 426 is opposite radially outer surface 444. Radially outer surface 444 and radially inner surface 446 flare slightly away from a center of hub 426 toward second side 442 of hub 426. Weight reduction area 428 is shaped by radially inner surface 446 and has a generally frustoconical shape that flares radially outward towards second side 442 of hub 426. Second side 442 of hub 426 is open in impeller 416.
Impeller 516 has a similar design as impeller 216 (shown in
A radially outer surface of motor rotor 536 connects to a radially inner surface of flange 534. Motor rotor 636 can be a rotor for an electric motor like motor 218 (shown in
Hub 526 includes first side 540, second side 542, radially outer surface 544, and radially inner surface 546. First side 540 of hub 526 is near first side 522 of impeller 516. First side 540 of hub 526 is pointed. Second side 542 of hub 526 is opposite first side 540 near support structure 529. Blades 530 connect to hub 526 at radially outer surface 544. Radially inner surface 546 is opposite radially outer surface 544. Radially inner surface 546 of hub 526 is generally conical. Radially inner surface 546 flares radially outward towards second side 542. Radially inner surface 546 and support structure 529 define weight reduction area 528. Weight reduction area 528 has a generally conical shape which flares slightly towards radially outer side 524 of impeller 516 near support structure 529.
Impeller 616 has a similar design as impeller 316 shown in
A first side of motor rotor 636 is near first side 622 of impeller 616. A second side of motor rotor 636 is opposite the first side. The second side of motor rotor 636 connects to extended edge 632E of shroud 632. A radially outer side of motor rotor 636 connects to a radially inner side of flange 634. Motor rotor 636 and impeller 616 can be additively manufactured so that motor rotor 636 and impeller 616 are a monolithic component. Alternatively, motor rotor 636 can be additively manufactured onto shroud 632 so that motor rotor 636 and impeller 616 are an integral component.
Hub 626 includes first side 640, second side 642, radially outer surface 644, and radially inner surface 646. First side 640 of hub 626 is flat and is near first side 622 of impeller 616. Second side 642 of hub 626 is opposite first side 640. In hub 626, second side 642 is open. Blades 630 connect to radially outer surface 644. Radially outer surface 644 has a generally frustoconical shape that flares towards radially outer side 624. Radially inner surface 646 is opposite radially outer surface 644. Radially inner surface 646 has a conical shape. radially inner surface 646 defines weight reduction area 628. Weight reduction area 628 is conical. Weight reduction area 628 extends to second side 642 of hub 626. Second side 642 of hub 626 is open in impeller 616.
Impeller 416, impeller 516, and impeller 616 are impellers for a shaftless rotary machine. Impeller 416, impeller 516, and impeller 616 rotate within the rotary machine. Impeller 416, impeller 516, and impeller 616 increase the velocity of air that moves through each impeller. Weight reduction area 428, weight reduction area 528, and weight reduction area 628 are lightweight areas in hub 426, hub 526, and hub 626, respectively. Weight reduction area 428, weight reduction area 528, and weight reduction area 628 allow for flexibility in designing impellers for a shaftless rotary machine. Support structure 529 is a structural support element to increase stability of hub 516. Support structure 529 can be in any hub design for the shaftless rotary machine, such as hub 426 and hub 626. Bearings, like air bearings or magnetic bearings, can be positioned in weight reduction area 428 and weight reduction area 628 to support impeller 416 and impeller 616, respectively, within a rotary machine.
Impeller 416, impeller 516, and impeller 616 show hub designs that can be used for a shaftless rotary machine such as compressor 110 (shown in
Weight reduction area 428, weight reduction area 434, weight reduction area 528, and weight reduction area 628 allow for flexible designs such as being porous or having hollow cavities that allow for customization of the impeller in a shaftless rotary machine. Weight reduction area 428, weight reduction area 434, weight reduction area 528, and weight reduction area 628 allow for the impeller in the shaftless rotary machine to be lighter than a traditional impeller. A lighter impeller requires less containment, meaning rotary machines employing impellers with weight reduction area 428, weight reduction area 434, weight reduction area 528 or weight reduction area 628 are lighter.
Step 702 includes designing a magnetic geometry around a motor rotor using computer modeling. Magnetic geometry is the shape of a magnetic field around a component. Motor rotors, stators, and cores (combined rotors and stators) each have a magnetic geometry. the shape and magnetic strength of the component affects magnetic geometries. Computer modeling can determine how changes in the shape and magnetic strength of a component will change the magnetic geometry of the component. Computer modeling can design a magnetic geometry around a motor rotor, such as rotor 136 (shown in
Step 704 includes manufacturing an impeller with a shroud. Step 704 can create impeller 116 (shown in
Step 706 includes preparing a portion of a radially outer surface of the shroud for additive manufacturing. Preparing a portion of a radially outer surface of the shroud includes modifying the portion of the radially outer surface of the shroud so that additively manufactured components are integrated into the impeller shroud. Preparing or modifying the impeller for additive manufacturing can include using milling and machining techniques and heating portions of the shroud. When additive manufacturing processes are used in step 704 to create the impeller, step 706 is optional because the radially outer surface of the shroud is prepared for additive manufacturing during step 704. Preparing the surface allows for better integration of the motor rotor into the impeller shroud.
Step 708 includes additively manufacturing a motor rotor onto the radially outer surface of the shroud. The motor rotor can be of any general type including a squirrel-cage rotor, a wound rotor, a salient pole rotor, or another type of rotor. Step 708 creates an integral impeller and motor rotor. An integral component has a first sub-component additively manufactured onto a second sub-component that was made using a separate manufacturing process from the additive manufacturing process creating the first sub-component. During step 708, the motor rotor is additively manufactured onto the portion of the radially outer surface of the shroud that was prepared in step 706. Additive manufacturing techniques can include, for example, selective laser melting, selective laser sintering, selective electron beam melting, direct metal laser sintering, fused deposition modeling, combinations of these techniques, and other additive manufacturing techniques appropriate for building a motor rotor. The motor rotor is made of metals including iron, steel, aluminum, nickel, carbon steel, neodymium (NdFeB), cobalt, combinations of these metals, and any other appropriate metals. The motor rotor may also be made of permanently magnetic materials. During step 708, motor rotor coils and windings can also be additively manufactured in and around the motor rotor, if necessary. Additively manufacturing the motor rotor onto the impeller shroud creates a strong connection between the motor rotor and the impeller. This connection needs to be strong to withstand the centrifugal force pushing the motor rotor away from the impeller when in use in a rotary machine.
Step 710 includes magnetizing the motor rotor. The specific method to magnetize the motor rotor depends on the metal used to create the motor rotor and the type of motor rotor created. If a permanently magnetic material is used in step 708, then step 710 is unnecessary because the motor rotor will be magnetized. If the motor rotor is additively manufactured using another material, magnetizing the motor rotor can be done any suitable way to create a permanent magnet. One way is by connecting the motor rotor to an electrical circuit and running a high current through the motor rotor. Permanently magnetizing the motor rotor reduces the need for electrical connections to the motor rotor and allows for the impeller to rotate freely in the shaftless rotary machine. Alternatively or additionally, windings, plates, or combinations thereof may be used to magnetize the motor rotor. Motor rotors with windings require copper wires to be added to the motor rotor manufactured in step 708. The copper wires can be additively manufactured into the motor rotor or be added with other known processes. Magnetizing the motor rotor allows the electric motor to operate once the impeller and motor rotor is installed in the rotary machine.
Step 712 includes adjusting the magnetic geometry around the motor rotor with subtractive manufacturing techniques. Step 712 is optional. However, if the magnetic geometry needs adjusting, subtractive manufacturing methods such as milling can be used to change the shape of the motor rotor and consequently change the magnetic geometry around the motor rotor. Step 712 allows for a design that keeps the magnetic field produced by the motor rotor inside a motor that utilizes the motor rotor.
Process 700 allows for an impeller and a motor rotor to be integrally constructed. Process 700 creates a high strength connection between the impeller and the motor rotor. A strong connection between the impeller and the motor rotor is important when using the impeller in a rotary machine, such as compressor 110 (shown in
Additive manufacturing processes and computer modeling in method 700 allow for designs that keep the magnetic geometry near the motor rotor. Keeping the magnetic geometry near the motor rotor increases the magnetic field within an electric motor using the motor rotor. This makes the electric motor more efficient. Computer modeling also make process 700 more efficient by decreasing the number of adjustments necessary at the end to have the magnetic geometry stay within the electric motor.
Combined impellers and motor rotors made with method 700 can also be lighter and smaller because of weight reduction methods used in creating the hub and the compact design of having the motor rotor directly on the impeller shroud. This reduces the overall weight of the rotary machine because of the reduced weight of the component and the reduced amount of containment necessary for the rotary machine. Further, method 700 reduces the manufacturing costs of creating the impeller and the motor rotor because the most economic processes can be used to create the impeller and the motor rotor. Manufacturing the rotary machine is also less costly because a combined impeller and motor rotor requires less assembly and alignment.
Step 802 includes designing a magnetic geometry around a motor rotor using computer modeling. As discussed in relation to step 702 of process 700, magnetic geometry is the shape of a magnetic field around a component. Computer modeling can be used to design the magnetic geometry of a component. Computer modeling can design a magnetic geometry around a motor rotor, such as rotor 136 (shown in
Step 804 includes additively manufacturing an impeller with a shroud and the motor rotor on the shroud. Step 804 creates a shrouded impeller and motor rotor like impeller 116 (shown in
Step 806 includes magnetizing the motor rotor. Step 806 is like step 701. The specific method to magnetize the motor rotor depends on the metal used to create the motor rotor and the type of motor rotor created. If a permanently magnetic material is used in step 804, then step 806 is unnecessary because the motor rotor will be magnetized. If the motor rotor is additively manufactured using another material, magnetizing the motor rotor can be done any suitable way to create a permanent magnet. One way is by connecting the motor rotor to an electrical circuit and running a high current through the motor rotor. Permanently magnetizing the motor rotor reduces the need for electrical connections to the motor rotor and allows for the impeller to rotate freely in the shaftless rotary machine. Alternatively or additionally, windings, plates, or combinations thereof may be used to magnetize the motor rotor. Motor rotors with windings require copper wires to be added to the motor rotor manufactured in step 708. The copper wires can be additively manufactured into the motor rotor or be added with other known processes. Magnetizing the motor rotor allows the electric motor to operate once the impeller and motor rotor is installed in the rotary machine.
Step 808 includes adjusting the magnetic geometry around the motor rotor with subtractive manufacturing techniques. Like step 712, step 808 is optional. However, if the magnetic geometry needs adjusting, subtractive manufacturing methods such as milling can be used on the motor rotor. This subtractive manufacturing changes the shape of the motor rotor the magnetic geometry around the motor rotor. Step 808 allows for more of the magnetic field produced by the motor rotor to contact a stator when the impeller is in a rotary machine.
Additively manufacturing the monolithic impeller and motor rotor reduces the likelihood that centrifugal forces will detach the motor rotor from the impeller in the rotary machine. The monolithic impeller and motor rotor has a compact design with a reduced weight compared to separate impellers and motors connected by a shaft. The compact design also reduces the necessary containment in rotary machines utilizing the monolithic impeller and motor rotor, reducing the weight of the machine. Further, manufacturing costs are decreased because the monolithic impeller and motor rotor reduces the number of alignments necessary to assemble the rotary machine and assembly time.
Step 902 includes optimizing the magnetic geometry between a motor rotor and a motor stator using computer modeling. As discussed in relation to step 702 and step 802, magnetic geometry is the shape of a magnetic field around components of an electric motor. Computer modeling can design the shape of the motor rotor and the motor stator and the resulting a magnetic field generated by each. Computer modeling can also help design how the magnetic geometries of the motor rotor and the motor stator will interact when assembled into a motor. Computer modeling allows for design changes to surfaces of the motor rotor and the motor stator that will interact with each other before building the components. Computer modeling can help optimize the design of the components and their respective magnetic geometries, making the motor more efficient. An optimized magnetic geometry design keeps the magnetic field within the motor and increases the interaction between a magnetic field of the motor rotor and a magnetic field of the motor stator. Optimizing the magnetic geometry before building the components increases the efficiency of the building process.
Step 904 includes manufacturing a housing. Step 904 produces a housing such as housing 120 (shown in
Step 906 includes additively manufacturing the motor stator on an inner surface of the housing. Step 906 can make stator 138 (shown in
Step 908 includes manufacturing an impeller with a shroud and the motor rotor on the shroud. Step 908 can follow process 700 to manufacture an integral impeller and motor rotor. Alternatively, step 908 can follow process 800 to additively manufacture a monolithic impeller and motor rotor. As discussed in relation to process 700 and process 800, the motor rotor can be any type of motor rotor, such as a squirrel cage rotor, a wound rotor, a salient pole rotor, or another appropriate type of rotor. Manufacturing the impeller and motor rotor as one component decreases the weight of the rotary machine by reducing the amount of containment necessary. Further, combining the impeller and motor rotor reduces the amount of necessary assembly and the cost of the machine.
Step 910 includes mounting the impeller in the housing with a clearance between the motor rotor and the motor stator. A clearance between a motor rotor and a motor stator is a distance between the motor rotor and the motor stator necessary to have the motor operate efficiently. The proper clearance for any motor depends on the type of motor and the configuration of the motor rotor and the motor stator. The impeller can be like impeller 116 (shown in
Process 900 has the benefits of either process 700 or process 800 depending on how the impeller and motor rotor is built. The main benefit of processes 700 and 800 is that integral and monolithic impellers and motor rotors have high strength internal connections. This decreases the likelihood that the motor rotor will detach from the impeller due to centrifugal forces when the rotary machine is operating. Process 900 also includes designing magnetic geometries of the magnetic fields surrounding the motor rotor and the motor stator to optimize electro-magnetic performance of the motor in the rotary machine. Optimizing the magnetic geometries increases the electro-magnetic interaction between the motor rotor and the motor stator and increases motor performance. Computer modeling the magnetic geometries allows for more complex geometries and leads to better magnetic field interaction and motor performance. Process 900 leads to overall weight and size reduction because the impeller and the motor rotor are one piece. Process 900 also reduces manufacturing costs. Combined components, such as the impeller and motor rotor and the housing and motor stator, decrease assembly time and reduce the number of necessary alignments.
The following are non-exclusive descriptions of possible embodiments of the present invention.
A shaftless rotary machine can include an impeller, a motor positioned radially outward from the impeller, and a housing. The impeller can include a hub, blades connected to the hub, and a shroud connected to the blades. The motor includes a rotor connected to the shroud and a stator. The housing can include an inlet, an outlet, and a duct. The duct extends from the inlet to the outlet. The duct partially surrounds the motor and the impeller.
The shaftless rotary machine of the preceding paragraph can optionally include, additionally and/or alternatively, any one or more of the following features, configurations and/or additional components:
A further embodiment of the foregoing shaftless rotary machine can further include a flow path through the rotor and the stator.
A further embodiment of any of the foregoing shaftless rotary machines, wherein the stator is connected to the housing.
A further embodiment of any of the foregoing shaftless rotary machines, wherein a radially inner side of the rotor is connected to the impeller shroud, wherein a radially outer side of the stator is connected to the housing, and wherein a radially inner surface of the stator is oriented toward a radially outer surface of the rotor.
A further embodiment of any of the foregoing shaftless rotary machines, wherein the impeller shroud can include a flange protruding from an extended edge of the impeller shroud.
A further embodiment of any of the foregoing shaftless rotary machines, wherein a radially outer side of the rotor is connected to the flange.
A further embodiment of any of the foregoing shaftless rotary machines, wherein a radially inner surface of the rotor is oriented toward a radially outer surface of the stator.
A further embodiment of any of the foregoing shaftless rotary machines, wherein a first side of the stator is connected to the housing, wherein a second side of the stator is oriented toward a first side of the rotor, and wherein a second side of the rotor is connected to the impeller shroud.
A further embodiment of any of the foregoing shaftless rotary machines, wherein the impeller and the rotor are integrally formed.
A further embodiment of any of the foregoing shaftless rotary machines, wherein the impeller and the rotor are monolithically formed.
A further embodiment of any of the foregoing shaftless rotary machines can further include a thrust bearing between the impeller and a backing plate, wherein the backing plate is a rear portion of the housing; and a journal bearing between the impeller and the backing plate.
A further embodiment of any of the foregoing shaftless rotary machines, wherein the thrust bearing and the journal bearing are bearings selected from a group including magnetic bearings, ball bearings, and combinations thereof.
A further embodiment of any of the foregoing shaftless rotary machines, wherein the duct is volute shaped.
A further embodiment of any of the foregoing shaftless rotary machines, wherein the housing can further include an inlet housing surrounding the inlet, a motor housing connected to the inlet housing, a duct housing connected to the motor housing and positioned radially outward from the impeller and the motor, and an outlet housing extending from the duct housing.
A further embodiment of any of the foregoing shaftless rotary machines, wherein the housing is integrally formed.
A further embodiment of any of the foregoing shaftless rotary machines, wherein the housing can further include a backing plate connected to the duct housing opposite the motor housing.
A further embodiment of any of the foregoing shaftless rotary machines, wherein the hub is hollow.
A further embodiment of any of the foregoing shaftless rotary machines, wherein the hub has a lattice structure in a weight reduction area of the hub.
A shaftless rotary machine can include an impeller, a motor positioned radially outward from the impeller, a housing, and a flow path. The impeller can include a hub, blades connected to the hub, and a shroud connected to the blades. The motor can include a rotor connected to the shroud and a stator. The impeller and the rotor are integrally formed. The housing can include an inlet, an outlet, and a duct extending from the inlet to the outlet. The duct partially surrounds the motor and the impeller. The duct housing is volute shaped. The flow path is through the rotor and the stator of the motor.
A shaftless rotary machine can include a housing, a motor positioned radially inward from the housing, an impeller positioned radially inward from the motor, and a flow path. The housing has an inlet, an outlet, and a duct extending from the inlet to the outlet. The duct partially surrounds the motor and the impeller. The housing can include an inlet housing surrounding the inlet, a motor housing connected to the inlet housing, a duct housing connected to the motor housing and positioned radially outward from the impeller and the motor, and an outlet housing extending from the duct housing and surrounding the outlet. The duct housing is volute shaped. The housing can be integrally formed. The motor can include a stator connected to the housing and a rotor. The impeller can include a shroud, blades, and a hub. The rotor is connected to a radially outer side of the shroud. The blades connect to a radially inner surface of the shroud. The hub connects to the blades. The impeller and the rotor are monolithically formed. The flow path is through the rotor and the stator.
While the invention has been described with reference to an exemplary embodiment(s), it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment(s) disclosed, but that the invention will include all embodiments falling within the scope of the appended claims.
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