Patent Application
20220251970
The present disclosure relates to a turbocharger for an internal combustion engine within an automobile.
Coke deposition is a common issue in automotive lubrication systems exposed to high temperatures. Coke deposition can be caused by the catalytic-thermal degradation of hydrocarbon fluids; resulting in carbon becoming attached and building up as deposits on surfaces contacted by a fuel or oil. Carbon deposits may develop if the fluid circuit is operated at reduced flow rates or closed without the remaining stagnant fuel being purged. As the deposits collect; they can become sufficiently large to reduce or even obstruct fluid flow. In the case of a turbocharger, such carbon deposition can lead to degraded performance; reduced heat transfer efficiencies, and increased rates of material corrosion and erosion. Eventually, carbon deposits within a turbocharger may cause the turbocharger to seize up. This necessitates methods to prevent the build-up of carbon deposits and the use of expensive de-coking procedures.
Known turbochargers include cooling channels formed therein to reduce the temperature of the turbocharger during operation, thereby reducing the accumulation of carbon deposits. In addition, performance levels of the turbocharger may be governed to control how much heat is generated during operation, and prevent hot shut downs of the turbocharger.
Thus, while current turbochargers achieve their intended purpose, there is a need for a new and improved turbocharger that resists the accumulation of carbon deposits on the turbine shaft’
and allows the turbocharger to operate at higher temperatures.
According to several aspects of the present disclosure, a turbocharger for an internal combustion engine includes a bearing housing defining a bearing bore, a turbine shaft having a first end and a second end, the turbine shaft being supported by a bearing system for rotation about an axis within the bore, a bearing system disposed within the bore and supporting the turbine shaft, the bearing system including a first journal bearing arranged proximate to the first end of the turbine shaft and a second journal bearing arranged proximate to the second end of the turbine shaft, a compressor wheel fixed to the turbine shaft proximate to the second end and configured to pressurize an airflow being received from the ambient for delivery to the cylinder, a turbine wheel fixed to the turbine shaft proximate to the first end and configured to be rotated about the axis by post-combustion gases, a turbine rotor hub fixed to the turbine shaft and including an oil slinger groove in fluid communication with an oil circuit within the bearing housing, a first seal ring groove, a second seal ring groove, a first annular land, a second annular land, a third annular land and a fourth annular land, the first and second annular lands positioned on opposite sides of the oil slinger groove, the second and third annular lands positioned on opposite sides of the first seal ring groove and the third and fourth annular lands positioned on opposite sides of the second seal ring groove, a first seal positioned within the first seal ring groove and a second seal positioned within the second seal ring groove, the first and second seal adapted to prevent oil from passing between the bearing housing and the turbine rotor hub, and an anti-coking coating applied to the second, third and fourth annular lands.
According to another aspect, the anti-coking coating is further applied to the first annular land.
According to another aspect, the first and second seal ring grooves each include opposing axially facing sides and an annular floor, the anti-coking coating further being applied to the annular floor of each of the first and second seal ring grooves.
According to another aspect, the turbine wheel is welded onto the turbine shaft, the anti-coking coating further being applied to a weld filet between the turbine wheel and the turbine shaft.
According to another aspect, the turbine shaft is made from steel and the anti-coking coating is one of a ceramic and metallic plasma sprayed coating, a packed cementation coating, and a chemical vapor deposition coating.
Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.
The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.
The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses.
Referring to
The engine 10 also includes a crankshaft 22 configured to rotate within the cylinder block 12. The crankshaft 22 is rotated by the pistons 18 as a result of an appropriately proportioned fuel-air mixture being burned in the combustion chambers 20. After the air-fuel mixture is burned inside a specific combustion chamber 20, the reciprocating motion of a particular piston 18 serves to exhaust post-combustion gases 24 from the respective cylinder 14. The engine 10 also includes a fluid pump 26. The fluid pump 26 is configured to supply a lubricating fluid 28, such as engine oil. Accordingly, the fluid pump 26 may supply the lubricating fluid 28 to various bearings, such as that of the crankshaft 22. The fluid pump 26 may be driven directly by the engine 10, or by an electric motor (not shown).
The engine 10 additionally includes an induction system 30 configured to channel airflow 31 from the ambient to the cylinders 14. The induction system 30 includes an intake air duct 32, a turbocharger 34, and an intake manifold 36. Although not shown, the induction system 30 may additionally include an air filter upstream of the turbocharger 34 for removing foreign particles and other airborne debris from the airflow 31. The intake air duct 32 is configured to channel the airflow 31 from the ambient to the turbocharger 34, while the turbocharger is configured to pressurize the received airflow, and discharge the pressurized airflow to the intake manifold 36. The intake manifold 36, in turn, distributes the previously pressurized airflow 31 to the cylinders 14 for mixing with an appropriate amount of fuel and subsequent combustion of the resultant fuel-air mixture.
Referring to
As further shown in
With continued reference to
Referring to
In an exemplary embodiment, as shown in
An anti-coking coating 86 is applied to the second, third and fourth annular lands 76, 78, 80. The anti-coking coating 86 prevents carbon deposits from building up on the second, third and fourth lands 76, 78, 80 during operation of the turbocharger due to high temperatures within the turbocharger. The anti-coking coating 86 may also be applied within the oil slinger groove 66. The anti-coking coating 86 is comprised of a elements that are resistant to the formation of carbon deposits under high temperatures. The anti-coking coating 86 may be formed by any known methods or chemical structures that are known to have carbon deposit resistant qualities. By way of non-limiting examples, the anti-coking coating 86 may be one of, a ceramic and metallic plasma sprayed coating, a packed cementation coating, and a chemical vapor deposition (CVD) coating. Such anti-coking coatings 86 may include elemental structures such as, but not limited to, aluminide, SiO2, glass based coatings, chromium packed cementation coatings, and TiC+SiC CVD coating.
Other examples of anti-coking coatings include an inner layer; which may be a ceramic material, applied to a surface, over which an outer layer, which may be platinum, is deposited. The inner layer may serve as a diffusion barrier layer that separates the outer layer from the surface on which the anti-coke coating is deposited. The outer layer hinders carbon deposits from sticking to the surface, and in some forms may serve as a catalyst to form nonadherent particles, thereby reducing coking and deposit buildup. With the anti-coke coating in place, small flakes of coke quickly spall from the surface with little risk of blocking small orifices or metering passages that may exist downstream. Such anti-coke coatings may further contain additional layers as long as the hydrocarbon fluid contacts the outermost layer, which, in certain embodiments, may comprise or consist of platinum. It should be understood that the novel aspects of the present disclosure are applicable to the use of any suitable anti-coking coatings that currently exist or may be developed in the future.
The entire turbine rotor hub 64 experiences high temperatures during operation of the turbochargers 34, and any of the radially outward facing surfaces of the turbine rotor hub 64 are susceptible to the formation of carbon deposits. In an exemplary embodiment, the anti-coking coating 86 is further applied to the first annular land 74, adjacent the oil slinger groove 66 proximate to the second end 42 of the turbine shaft 38. The first and second seal ring grooves 70, 72 each include opposing axially facing sides 88 and an annular floor 90. In another exemplary embodiment, the anti-coking coating 86 is also applied to the annular floor 90 of each of the first and second seal ring grooves 70, 72. Build up of carbon deposits on the axially facing sides 88 is less severe, and the spacing between opposing axially facing sides 88 are held to tight tolerance. The anti-coking coating may also be applied to the axially facing sides 88 of the seal ring grooves 70, 72, within tolerances. Anti-coking coating 86 applied to the axially facing sides 88 will provide a slight additional benefit in addition to the anti-coking coating 86 applied to the radially outward facing surfaces.
In still another exemplary embodiment, the turbine wheel 46 is welded onto the turbine shaft 38. The anti-coking coating 86 is applied to a weld filet 92 between the turbine wheel 46 and the turbine shaft 38.
A turbocharger 34 of the present disclosure offers several advantages. By applying an anti-coking coating to the first, second, third and fourth annular lands and the weld filet between the turbine wheel 46 and the turbine shaft 38, formation of carbon deposits on the turbine rotor hub 64 is minimized. This allows the turbocharger 34 to be operated without taking conventional measures to reduce the amount of heat created at the turbine rotor hub 64, such as cooling channels within the bearing housing. A turbocharger in accordance with the present disclosure would also be able to operate at higher temperatures and higher performance levels and would not be affected by hot shut downs. Additionally, a turbocharger in accordance with the present disclosure may be able to operate without having cooling channels formed therein, which would dramatically reduce the overall cost of the turbocharger. The cost of the turbocharger is reduced further by eliminating the need for flange port machining and threaded holes needed for attaching coolant pipes. The cost of the engine is reduced by eliminating coolant being routed to the turbocharger and the accompanying fasteners, gaskets, and machining needed on mating components. Furthermore, a turbocharger of the present disclosure will not add heat to the engine cooling system, allowing the engine cooling system to be design and to operate more efficiently.
The description of the present disclosure is merely exemplary in nature and variations that do not depart from the gist of the present disclosure are intended to be within the scope of the present disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the present disclosure.
