Turbocharger with low carbon steel shaft

Information

  • Patent Grant
  • 9903225
  • Patent Number
    9,903,225
  • Date Filed
    Monday, March 9, 2015
    9 years ago
  • Date Issued
    Tuesday, February 27, 2018
    6 years ago
Abstract
A turbocharger is provided that includes a turbine, a compressor and a bearing housing disposed and connected between the turbine and the compressor. A shaft rotatably disposed within the bearing housing and extending into the turbine and the compressor. A bearing arrangement is disposed between the shaft and the bearing housing. The bearing arrangement including first and second bearings, each of the first and second bearings formed by a respective first and second plurality of roller elements engaged between a respective first and second inner race and a respective first and second outer race. The shaft is made of a steel alloy with a carbon content of less than 0.40% by weight.
Description
TECHNICAL FIELD

This patent disclosure relates generally to turbochargers and, more particularly, to turbochargers used on internal combustion engines.


BACKGROUND

Internal combustion engines are supplied with a mixture of air and fuel for combustion within the engine that generates mechanical power. To maximize the power generated by this combustion process, the engine is often equipped with a turbocharged air induction system. A turbocharged air induction system includes a turbocharger that uses exhaust from the engine to compress air flowing into the engine, thereby forcing more air into a combustion chamber of the engine than the engine could otherwise draw into the combustion chamber. This increased supply of air allows for increased fueling, resulting in an increased engine power output.


A turbocharger generally comprises a compressor wheel mounted on one end of a single shaft in a compressor housing and a turbine wheel mounted on the other end of the shaft in a turbine housing. Typically, the turbine housing is formed separately from the compressor housing. A bearing housing is connected between the turbine and compressor housings for containing bearings for the shaft. The turbine housing receives exhaust gas from the engine and directs it to the turbine wheel which is driven by the exhaust gas. The turbine assembly thus extracts power from the exhaust gas and drives the compressor.


Turbochargers typically use a hydrodynamic bearing to support the shaft. However, such turbochargers often can have a brittle shaft to turbine wheel weld that can lead to fatigue failures. Failure of the turbine wheel weld can result in significant damage to the turbocharger requiring costly repairs and substantial machine downtime.


SUMMARY

In one aspect, the disclosure describes a turbocharger including a turbine that includes a turbine wheel and a compressor that includes a compressor wheel. A bearing housing is disposed and connected between the turbine and the compressor, the bearing housing forming a bearing bore therethrough. A shaft is rotatably disposed within the bearing housing and extends into the turbine and the compressor. The turbine wheel is connected to one end of the shaft and the compressor wheel is connected to an opposite end of the shaft such that the turbine wheel is rotatably disposed in the turbine and the compressor wheel is rotatably disposed in the compressor. A bearing arrangement is disposed between the shaft and the bearing housing. The bearing arrangement includes first and second bearings, each of the first and second bearings formed by a respective first and second plurality of roller elements engaged between a respective first and second inner race and a respective first and second outer race. An outer bearing race element is disposed within the bearing bore and forms the respective first and second outer races. An inner bearing race element is disposed within the outer bearing race element and between the outer bearing race element and the shaft, the inner bearing race element forming the respective first and second inner races such that the respective first inner race is axially aligned with the respective first outer race, and the respective second inner race is axially aligned with the respective second outer race. The shaft is made of a steel alloy with a carbon content of less than 0.40% by weight.


In another aspect, the disclosure describes, a turbocharger including a turbine that includes a turbine wheel and a compressor that includes a compressor wheel. A bearing housing is disposed and connected between the turbine and the compressor, the bearing housing forming a bearing bore therethrough. A shaft is rotatably disposed within the bearing housing and extends into the turbine and the compressor. The turbine wheel is connected to one end of the shaft and the compressor wheel is connected to an opposite end of the shaft such that the turbine wheel is rotatably disposed in the turbine and the compressor wheel is rotatably disposed in the compressor. A bearing arrangement is disposed between the shaft and the bearing housing. The bearing arrangement includes first and second bearings, each of the first and second bearings formed by a respective first and second plurality of roller elements engaged between a respective first and second inner race and a respective first and second outer race. An outer bearing race element is disposed within the bearing bore and forms the respective first and second outer races. An inner bearing race element is disposed within the outer bearing race element and between the outer bearing race element and the shaft, the inner bearing race element forming the respective first and second inner races such that the respective first inner race is axially aligned with the respective first outer race, and the respective second inner race is axially aligned with the respective second outer race. A nozzle ring is disposed around the turbine wheel and includes a plurality of vanes with flow channels being defined between the vanes that are in fluid communication a gas inlet passage and with the turbine wheel. A shroud is arranged in surrounding relation to at least a portion of the turbine wheel. The flow channels defined by the vanes are configured to direct gas tangentially and radially inward toward an inner diameter of the turbine wheel and the shroud is configured to define a flow path in communication with the gas inlet passage and the flow channels, the flow path extending in a direction substantially parallel to a rotational axis of the turbine wheel. The shaft is made of a steel alloy with a carbon content of between approximately 0.28% to approximately 0.33% by weight.


In yet another aspect, the disclosure describes an internal combustion engine having a plurality of combustion chambers formed in a cylinder block, an intake manifold disposed to provide air or a mixture of air with exhaust gas to combustion chambers, and an exhaust manifold disposed to receive exhaust gas from the combustion chambers. The engine further includes a turbine that includes a turbine housing surrounding a turbine wheel. The turbine housing is fluidly connected to the exhaust manifold and disposed to receive exhaust gas therefrom to drive the turbine wheel. A compressor includes a compressor housing that surrounds a compressor wheel. The compressor housing is fluidly connected to the intake manifold and disposed to provide air thereto. A bearing housing is disposed and connected between the turbine and the compressor. The bearing housing forms a bearing bore therethrough that accommodates a shaft interconnecting the turbine wheel and the compressor wheel to transfer power therebetween. The shaft is rotatably mounted within the bearing housing and extends into the turbine and the compressor such that the turbine wheel is connected to one end of the shaft and the compressor wheel is connected to an opposite end of the shaft. A bearing arrangement is disposed between the shaft and the bearing housing. The bearing arrangement includes first and second bearings, each of the first and second bearings formed by a respective first and second plurality of roller elements engaged between a respective first and second inner race and a respective first and second outer race. An outer bearing race element is disposed within the bearing bore and forming the respective first and second outer races. An inner bearing race element is disposed within the outer bearing race element and between the outer bearing race element and the shaft, the inner bearing race element forming the respective first and second inner races such that the respective first inner race is axially aligned with the respective first outer race, and the respective second inner race is axially aligned with the respective second outer race. The shaft is made of a steel alloy with a carbon content of between approximately 0.28% to approximately 0.33% by weight.





BRIEF DESCRIPTION OF THE DRAWINGS


FIG. 1 is a block diagram of an internal combustion engine in accordance with the disclosure.



FIG. 2 is an outline view from a side perspective of a turbocharger in accordance with the disclosure.



FIG. 3 is a fragmented view through a center of the turbocharger shown in FIG. 2.



FIG. 4 is an enlarged detail view of the turbocharger bearings shown in FIG. 3.



FIGS. 5 and 6 are enlarged detailed views of seals at both ends of the shaft of the turbocharger shown in FIG. 3.



FIG. 7 is an enlarged detailed view of interconnection of the turbocharger shaft and the compressor wheel.





DETAILED DESCRIPTION

This disclosure relates to an improved turbocharger used in conjunction with an internal combustion engine to promote the engine's efficient operation and also the robust and reliable operation of the turbocharger. A simplified block diagram of an engine 100 is shown in FIG. 1. The engine 100 includes a cylinder case 104 that houses a plurality of combustion cylinders 106. In the illustrated embodiment, six combustion cylinders are shown in an inline or “I” configuration, but any other number of cylinders arranged in a different configuration, such as a “V” configuration, may be used. The plurality of combustion cylinders 106 is fluidly connected via exhaust valves (not shown) to first exhaust conduit 108 and the second exhaust conduit 110. Each of the first exhaust conduit 108 and the second exhaust conduit 110 is connected to a turbine 120 of a turbocharger 119. In the illustrated embodiment, the turbine 120 includes a housing 122 having a gas inlet 124, which is fluidly connected to the first exhaust conduit 108 and the second exhaust conduit 110 and arranged to receive exhaust gas therefrom. Exhaust gas provided to the turbine 120 causes a turbine wheel (not shown here) connected to a shaft 126 to rotate. Exhaust gas exits the housing 122 of the turbine 120 through an outlet 128. The exhaust gas at the outlet 128 is optionally passed through other exhaust after-treatment components and systems such as an after-treatment device 130 that mechanically and chemically removes combustion byproducts from the exhaust gas stream, and/or a muffler 132 that dampens engine noise, before being expelled to the environment through a stack or tail pipe 134.


Rotation of the shaft 126 causes a wheel (not shown here) of a compressor 136 to rotate. As shown, the compressor 136 can be a radial, mixed flow or axial compressor configured to receive a flow of fresh, filtered air from an air filter 138 through a compressor inlet 140. Pressurized air at an outlet 142 of the compressor 136 is routed via a charge air conduit 144 to a charge air cooler 146 before being provided to an intake manifold 148 of the engine 100. In the illustrated embodiment, air from the intake manifold 148 is routed to the combustion cylinders 106 where it is mixed with fuel and combusted to produce engine power.


An EGR system 102, which is optional, includes an EGR cooler 150, which is also optional, that is fluidly connected to an EGR gas supply port 152 of the first exhaust conduit 108. A flow of exhaust gas from the first exhaust conduit 108 can pass through the EGR cooler 150 where it is cooled before being supplied to an EGR valve 154 via an EGR conduit 156. The EGR valve 154 may be electronically controlled and configured to meter or control the flow rate of the gas passing through the EGR conduit 156. An outlet of the EGR valve 154 is fluidly connected to the intake manifold 148 such that exhaust gas from the EGR conduit 156 may mix with compressed air from the charge air cooler 146 within the intake manifold 148 of the engine 100.


The pressure of exhaust gas at the first exhaust conduit 108, which is commonly referred to as back pressure, is higher than ambient pressure, in part, because of the flow restriction presented by the turbine 120. For the same reason, a positive back pressure is present in the second exhaust conduit 110. The pressure of the air or the air/EGR gas mixture in the intake manifold 148, which is commonly referred to as boost pressure, is also higher than ambient because of the compression provided by the compressor 136. In large part, the pressure difference between back pressure and boost pressure, coupled with the flow restriction and flow area of the components of the EGR system 102, determine the maximum flow rate of EGR gas that may be achieved at various engine operating conditions.


An outline view of the turbocharger 119 is shown in FIG. 2, and a fragmented view is shown in FIG. 3. In reference to these figures, and in the description that follows, structures and features that are the same or similar to corresponding structures and features already described may be, at times, denoted by the same reference numerals as previously used for simplicity. As shown, the turbine 120 is connected to a bearing housing 202. The bearing housing 202 surrounds a portion of the shaft 126 and includes bearings 242 and 243 disposed within a lubrication cavity 206 formed within the bearing housing 202. The lubrication cavity 206 includes a lubricant inlet port 203 and a lubricant outlet opening 205 that accommodate a flow of lubrication fluid, for example, engine oil, therethrough to lubricate the bearings 242 and 243 as the shaft 126 rotates during engine operation.


The shaft 126 is connected to a turbine wheel 212 at one end and to a compressor wheel 213 at another end. The turbine wheel 212 is configured to rotate within a turbine housing 215 that is connected to the bearing housing 202. The compressor wheel 213 is disposed to rotate within a compressor housing 217. The turbine wheel 212 includes a plurality of blades 214 radially arranged around a hub 216. The hub 216 is connected to an end of the shaft 126. In the illustrated embodiment, the turbine wheel 212 is connected at the end of the shaft 126 by welding, but other methods, such as by use of a fastener, may be used to connect the turbine wheel to the shaft. The turbine wheel 212 is rotatably disposed between an exhaust turbine nozzle 230 defined within the turbine housing 215. The exhaust turbine nozzle 230 provides exhaust gas to the turbine wheel 212 in a generally radially inward and axial direction relative to the shaft 126 and the blades 214 such that the turbine 120 is a mixed flow turbine, meaning, exhaust gas is provided to the turbine wheel in both radial and axial directions. Exhaust gas passing over the turbine wheel 212 exits the turbine housing 215 via an outlet bore 234 that is formed in the housing. The outlet bore 234 is fluidly connected to the outlet 128 (FIG. 1). The exhaust turbine nozzle 230 is fluidly connected to an inlet gas passage 236 having a scrolled shape and formed in the turbine housing 215. The inlet gas passage 236 fluidly interconnects the exhaust turbine nozzle 230 with the gas inlet 124 (also see FIG. 1). It is noted that a single, inlet gas passage 236 is shown formed in the turbine housing 215 in FIG. 3, but in alternative embodiments separated passages may be formed in a single turbine housing.


In the embodiment shown in FIG. 3, the inlet gas passage 236 wraps around the area of the turbine wheel 212 and outlet bore 234 and is open to the exhaust turbine nozzle 230 around the entire periphery of the turbine wheel 212. A cross sectional flow area of the inlet gas passage 236 decreases along a flow path of gas entering the turbine 120 via the gas inlet 124 and being provided to the turbine wheel 212 through the exhaust turbine nozzle 230.


A radial nozzle ring 238, which also forms a shroud for the turbine wheel 212, is disposed substantially around the entire periphery of the turbine wheel 212. As will be discussed in more detail in the paragraphs that follow, the radial nozzle ring 238 is disposed in fluid communication with the inlet gas passage 236 and defines the exhaust turbine nozzle 230 around the turbine wheel 212. As shown in FIG. 3, the radial nozzle ring forms a plurality of vanes 246, which are fixed and which are symmetrically disposed around the radial nozzle ring 238 and operate to direct exhaust gas form the inlet gas passage 236 towards the turbine wheel 212. The shape and configuration of the plurality of vanes 246 can vary. Flow channels 250 having an inclined shape are defined between adjacent vanes in the first plurality of vanes 246. A flow momentum of gas passing through the flow channels 250 is directed generally tangentially and radially inward towards an inner diameter of the turbine wheel 212 such that wheel rotation may be augmented. Although the vanes 246 further have a generally curved airfoil shape to minimize flow losses of gas passing over and between the vanes, thus providing respectively uniform inflow conditions to the turbine wheel, they also provide structural support to a shroud portion of the radial nozzle ring 238. The radial nozzle ring 238, which includes the shroud portion, is connected to the turbine via a plurality of fasteners 252, but other methods can be used. The fasteners 252 engage a heat shield 254, which is connected to a turbine flange 256 formed on the bearing housing 202 with an interference fit and stakes or pins 258.


As indicated above, the shroud 290 and nozzle ring 238 may be configured so as to define a so-called mixed flow path from the turbine housing inlet gas passage 236 to the turbine wheel 212 such that wheel rotation may be augmented. In general, turbines can be configured for radial-flow, axial-flow (for example, such as those used in jet engines), or a hybrid type of flow that includes radial and axial components, which will herein be referred to as “mixed” flow to denote that the flow includes radial and axial flow characteristics. With respect to the illustrated embodiment, as shown in FIG. 3, the radial flow component may be provided by the flow channels defined by the vanes 246 which are arranged and configured to direct gas passing through the flow channels defined between the vanes 276 tangentially and radially inward towards an inner diameter of the turbine wheel 212. The axial flow component may be provided a curved portion and an axially extending portion of the shroud 290, which forms a converging axial nozzle along a flow path substantially parallel to the rotational axis of the turbine wheel, which accelerates the gases past the curved ends of the blades 214 on the turbine wheel.


The bearing housing 202 encloses a portion of the shaft 126, which is rotationally mounted in a bearing bore 260 formed in the bearing housing by bearings 242 and 243. Each of the bearings 242 and 243 includes an outer race 261 that engages an inner diameter surface of the bearing bore 260, rollers, and an inner race 262 that has a generally tubular shape and extends around the shaft 126 along its length. Oil from the lubricant inlet port 203 is provided by an external oil pump to the bearings 242 and 243 during operation via passages 264, from where it washes over the bearings to cool and lubricate them before collecting in the lubrication cavity 206 and draining out of the bearing housing through the lubricant outlet opening 205.


The bearings 242 and 243 are axially retained within the bearing bore 260 by a bearing retainer 266 disposed between a compressor mounting plate 268 formed on the bearing housing 202 and the compressor wheel 213. The bearing retainer 266 forms a central opening 270 having an inner diameter that is smaller than an inner diameter of the bearing bore 260 such that, when the bearing retainer 266 is connected to the bearing housing 202, the bearings 242 and 243 are retained within the bearing bore 260. The bearing retainer 266 is fastened to the compressor mounting plate 268 by fasteners 272, but other fastening or retention structures may be used.


The compressor 136 includes a compressor vane ring 274 that forms vanes 276 disposed radially around the compressor wheel 213. The vanes 276 fluidly connect a compressor inlet bore 278, which contains the compressor wheel 213, with a compressor scroll passage 280 that is formed in the compressor housing 217 and that terminates to a compressor outlet opening 282. Bolts 284 and circular plate segments 286 connect the turbine housing 215 to the turbine flange 256 and the compressor housing 217 to the compressor mounting plate 268. A nut 288 engaged on the shaft 126 retains the shaft 126 within the bearings 242 and 243.


An enlarged detailed view of the bearings 242 and 243 is shown in FIG. 4. In this illustration, and in the other illustrations that follow, structures that are the same or similar to structures previously described herein will be denoted by the same reference numerals previously used for simplicity. Accordingly, the first bearing 242, which can also be referred to as the compressor-side bearing, is formed by a plurality of roller elements 302 that are confined in rolling or sliding motion between an outer race groove 304, which is formed in the outer race 261, and an inner race groove 306, which is formed close to the outboard or compressor-side end of the inner race 262. Similarly, the second bearing 243, which can also be referred to as the turbine-side bearing, is formed by a plurality of roller elements 308 that are confined in rolling or sliding motion between a corresponding outer race groove 310 and inner race groove 312.


The outer race 261 forms various features that facilitate operation of the turbocharger 119 and also promote a desirable flow of lubrication oil through the bearing housing 202. More specifically, the outer race 261 has a generally hollow cylindrical shape that forms an outer wall or outer casing 314. The outer casing 314 forms the outer race grooves 304 and 310 at its ends, and encloses a cylindrical space 316 that surrounds the shaft 126 and inner race 262 during operation. Close to either end, the outer casing 314 forms two oil collection grooves or oil feed galleys 318, each of which is axially aligned with the passages 264 formed in the bearing housing 202 such that, during operation, oil flowing through the passages 264 collects and fills each of the two oil collection grooves or oil feed galleys 318. Lubrication passages 320 extend through the outer casing 314 and fluidly connect each respective oil feed galley 318 with the cylindrical space 316 in an area close to the inner race grooves 306 and 312, and also the outer race grooves 304 and 310, to lubricate and cool the bearings 242 and 243 during operation. The outer casing 314 further forms drainage openings 322 that fluidly connect the cylindrical space 316 with the lubrication cavity 206 to drain out any oil collecting within the outer race 261.


The outer race 261 surrounds the inner race 262, which in turn surrounds a portion of the shaft 126. The inner race 262 forms two end portions 326 having a reduced diameter portion that engages the ends of the shaft 126. The shaft 126 includes a slender portion 328 having a reduced outer diameter 330, which is smaller than an increased outer diameter 332 at the ends of shaft 126. The slender portion 328 extends over an axial length 334. The increased outer diameter 332 of the shaft 126 mates at its ends with a reduced inner diameter 336 of the two end portions 326 of the inner race 262.


To provide torsional and bending rigidity to the shaft 126, the inner race 262 is advantageously flared along a middle portion thereof to form an increased inner diameter 338. The increased inner diameter 338 overlaps in an axial direction with the slender portion 328 to increase the bending stiffness of the combined structure of the shaft 126 and inner race 262 without considerably increasing the overall mass of the system. In the illustrated embodiment, to facilitate assembly, the inner race 262 is formed by two components, an outboard cup 340 and an inboard cup 342. One of the cups, in this case the inboard cup 342, forms a ledge 343 and a wall 345 that accepts therein the free, annular face of the outboard cup 340. Together, the outboard cup 340 and inboard cup 342 form the inner race 262 that has a central, flared portion 344 and two transition portions 346 connecting the flared portion 344 with the two end portions 326. Smooth or chamfered transitions 350, which avoid stress concentration, are provided between the end portions, the transition portions 346, and the flared portion 344. In the illustrated embodiment, each chamfered transition 350, which can be convex or concave, is formed at the same radius, but different radii can be used.


section of the inner bearing race element and the second inner race being formed in a


An enlarged detail view of an interface between the compressor wheel 213 and the shaft 126 is shown in FIG. 5. In this figure, a diagnostic passage 402 formed in the bearing housing 202 can be seen. The diagnostic passage 402 is plugged with a plug 404, which can be removed during service to provide access, for example, to the interior of the bearing housing for installation of instrumentation and/or access to the interior of the bearing housing.


As can also be seen in FIG. 5, a ring seal 406 is disposed to provide a sliding seal between an internal, working chamber of the compressor and the oil cavity of the bearing housing. More specifically, the ring seal 406 is disposed in an open channel 408 that, together with an annular surface 410 on the inner side of the back of the compressor wheel 213, forms a U-shape. The open channel 408 is formed at the end of an extension of the inner race 262 that is disposed on an outboard side of the bearing 242. The ring seal 406 slidably and sealably engages an inner bore 412 of the bearing retainer 266 such that a sliding seal is provided between the inner race 262 and the bearing retainer 266 that provides sealing against leakage of oil from the bearing housing 202 into the compressor housing 217. In addition, it provides sealing against pressurized gas from entering the interior of the bearing housing. A bearing retainer seal 414 is disposed between an outer portion of the bearing retainer 266 and the compressor mounting plate 268. It is noted that an interior 348 (FIG. 4) of the inner race 262 is expected to be generally free of oil as no entry openings for oil are provided except, perhaps, the interface between the outboard cup 340 and the inboard cup 342. In the event of turbocharger failure, in a condition when the shaft 126 may be pulled towards the turbine housing, the retention nut 288 may be pulled towards and sealably engage a seat 424, to keep the piston rings engaged and retain the turbine wheel and shaft assembly within the bearing housing.


In the illustrated embodiment, a tortuous path is also provided to discourage oil flow towards the ring seal 406. As shown, the end of the inner race 262 forms a radially outward extending portion 416 that slopes away from the shaft 126. The outward extending portion forms an outer tip portion 418 that is shaped as a cylindrical wall extending towards the compressor. The bearing retainer 266 forms an inwardly facing cylindrical wall 420 that is axially aligned with the outer tip portion 418 and disposed radially inward therefrom such that a meandering or tortuous path 422 is formed therebetween leading up to the ring seal 406.


An enlarged detail view of an interface between the turbine wheel 212 and the bearing housing 202 is shown in FIG. 5. In this figure, a drainage groove 502 is formed towards an end 504 of the shaft 126 to facilitate drainage of oil passing through the innermost bearing surface B4 into the scavenge oil gallery. To seal against leakage of oil and to provide sealing against pressurized gas from entering the interior of the bearing housing 202, two ring seals are provided between the shaft 126 and an inner bore 506 of the turbine flange 256. More specifically, a first ring seal 508 is disposed in a channel 510 formed in the shaft 126, and a second ring seal 512 is disposed in a channel 514, which is also formed in the shaft 126.


During operation, oil from within the bearing housing 202 is discouraged from leakage into the working chamber of the turbine by the sliding and sealing contact of the first ring seal 508 and the second ring seal 512 with the shaft 126 and the inner bore 506 of the turbine flange 256. It is noted that, in the event of a failure in the turbocharger during which the shaft 126 may displace towards the turbine, at least the first ring seal 508 can axially displace within the inner bore 506 for a predetermined distance while still maintaining contact therewith to provide a seal even under a failure mode, to avoid leakage of oil into the turbine housing. The same sliding tolerance is provided in the event the shaft 126 displaces towards the compressor, in which case the second ring seal 512 can displace within the inner bore 506 while still maintaining its sealing function.


The joint between the compressor wheel 213 and the shaft 126 may be configured such that the bearing inner race 262 can serve as a radial piloting surface for a hub 602 of the compressor wheel 213 as shown in FIG. 7. In particular, the hub 602 of the compressor wheel 213 may include a cylindrical collar portion 604 that extends in the axial direction toward the shaft 126. The collar portion 604 may have an internal bore 606 within which a first end portion 608 of the shaft 126 may be received. To facilitate a secure connection between the shaft 126 and the hub 602, the bore 606 and the end portion 608 of the shaft 126 may have mating threads. Additionally, an end portion 610 of the bearing inner race 262 may be arranged radially outward of and in contacting relation with the collar portion 604 of the hub 602. More particularly, a radially inward facing surface 612 of the end portion 610 of the inner race may 262 be arranged to engage with the outer circumferential surface 614 of the collar portion 604 of the hub 602. The collar portion 604 of the hub 602 of the compressor wheel 213 may further include an annular shoulder 616 that abuts against the axial end of the bearing inner race 262 when the end portion 608 of the shaft 126 is fully inserted into the bore 606 in the collar portion 604 of the hub 602.


With such an arrangement, the inner race 262 provides a radial piloting surface for the hub 602 that helps restrain the compressor wheel 213 during operation of the turbocharger. For example, the use of the bearing inner race 262 as a radial piloting surface for the compressor wheel 213 helps ensure that the compressor wheel 213 never loses contact with the shaft 126 upon centrifugal loading during operation of the turbocharger. Using the bearing inner race 262 as a radial piloting surface for the compressor wheel 213 also takes advantage of the high strength property of the bearing inner race 262. For example, the use of the high strength of the inner race material as a radial piloting surface can reduce stresses on the compressor wheel 213. According to one embodiment, the bearing inner race 262 may be made from a high strength material.


According to one embodiment, configuring the bearings 242 and 243 as roller bearings, for example as shown in FIG. 4 with roller elements 302 and 308, can allow for the use of a steel with a relatively lower carbon content as the material for the shaft 126. Conventional turbochargers have shafts that are made of 4140 steel because the hydrodynamic bearings used to support the shaft in conventional turbochargers require the shaft to be relatively hard in order to provide the necessary wear resistance at the bearing journals. However, the use of roller bearings, such as the bearings 242 and 243 shown in FIG. 4, significantly reduces the need for wear resistance where the shaft 126 is supported by the bearings 242 and 243. Accordingly, a steel material with a lower carbon content can be used for the shaft 126. The use of lower carbon steel for the shaft 126 can lead to an improved more robust weld joint between the shaft 126 and the turbine wheel 212. In particular, the use of relatively higher carbon steels, such as 4140 steel, can result in the production of untempered martensite at the weld joint between the shaft 126 and the turbine wheel 212, which can lead to a brittle, fracture prone weld. The use of a lower carbon steel for the shaft 126 minimizes the potential for untempered martensite at the joint between the shaft 126 and the turbine wheel 212. An example of a suitable low carbon steel material for the shaft 126 are steel alloys having a carbon content of less than approximately 0.40% by weight. A further example of a suitable low carbon steel material for are steel materials having a carbon content of approximately 0.30% by weight or, more particularly, a carbon content of approximately 0.28% to approximately 0.33% by weight. One example of such a material is 4130 steel. Other low carbon steel alloys may also be used.


INDUSTRIAL APPLICABILITY

It will be appreciated that the foregoing description provides examples of the disclosed system and technique. However, it is contemplated that other implementations of the disclosure may differ in detail from the foregoing examples. All references to the disclosure or examples thereof are intended to reference the particular example being discussed at that point and are not intended to imply any limitation as to the scope of the disclosure more generally. All language of distinction and disparagement with respect to certain features is intended to indicate a lack of preference for those features, but not to exclude such from the scope of the disclosure entirely unless otherwise indicated.


Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context.

Claims
  • 1. A turbocharger, comprising: a turbine that includes a turbine wheel;a compressor that includes a compressor wheel;a bearing housing disposed and connected between the turbine and the compressor, the bearing housing forming a bearing bore therethrough;a shaft rotatahiy disposed within the bearing housing and extending into the turbine and the compressor, wherein the turbine wheel is connected to one end of the shaft and wherein the compressor wheel is connected to an opposite end of the shaft such that the turbine wheel is rotatably disposed in the turbine and the compressor wheel is rotatably disposed in the compressor;a bearing arrangement disposed between the shaft and the bearing housing, the bearing arrangement including first and second bearings, each of the first and second bearings formed by a respective first and second plurality of roller elements engaged between a respective first and second inner race and a respective first and second outer race;an outer bearing race element disposed within the bearing bore and forming the respective first and second outer races; andan inner bearing race element disposed within the outer bearing race element and between the outer bearing race element and the shaft, the inner bearing race element forming the respective first and second inner races such that the respective first inner race is axially aligned with the respective first outer race, and the respective second inner race is axially aligned with the respective second outer race, the first inner being formed in a first end section of the inner bearing race element and the second inner race being formed in a second end section of the inner bearing race element and wherein the inner bearing race element includes a flared portion extending radially outwardly with respect to the respective first and second end sections of the inner bearing race element to provide torsional and bending rigidity to the shaft, the flared portion having a first inner diameter and the first and second end sections of the inner bearing race element each having a second inner diameter with the first inner diameter being greater than the second inner diameter;wherein the shaft is made of a steel alloy with a carbon content of less than 0.40% by weight.
  • 2. The turbocharger of claim 1, wherein the carbon content of the steel alloy of the is 0.30% by weight.
  • 3. The turbocharger of claim 1, wherein the carbon content of the steel alloy of the shaft is between 0.28% to 0.33% by weight.
  • 4. The turbocharger of claim 1, wherein the shaft is connected to the inner bearing race element at first and second end portions of the shaft, the first and second end portions of the shaft having a third diameter, the shaft further forming a slender portion between the first and second end portions, the slender portion having a fourth diameter that is less than the third diameter.
  • 5. The turbocharger of claim 4, wherein the flared portion of the inner bearing race element overlaps in an axial direction with the slender portion of the shaft.
  • 6. The turbocharger of claim 1, wherein the inner bearing race element is formed by two components, an outboard cup and an inboard cup.
  • 7. The turbocharger of claim 6, wherein one of the inboard and outboard cups forms a ledge and a wall that accepts therein a free, annular face of the other cup.
  • 8. The turbocharger of claim 1, wherein the flared portion of the inner bearing race element is flanked by two transition portions each of which connects the flared portion to a respective one of the first and second end sections of the inner bearing race element.
  • 9. A turbocharger, comprising: a turbine that includes a turbine wheel;a compressor that includes a compressor wheel;a bearing housing disposed and connected between the turbine and the compressor, the bearing housing forming a bearing bore therethrough;a shaft rotatably disposed within the bearing housing and extending into the turbine and the compressor, wherein the turbine wheel is connected to one end of the shaft and wherein the compressor wheel is connected to an opposite end of the shaft such that the turbine wheel is rotatably disposed in the turbine and the compressor wheel is rotatably disposed in the compressor;a bearing arrangement disposed between the shaft and the bearing housing, the bearing arrangement including first and second bearings, each of the first and second bearings formed by a respective first and second plurality of roller elements engaged between a respective first and second inner race and a respective first and second outer race;an outer bearing race element disposed within the bearing bore and forming the respective first and second outer races; andan inner bearing race element disposed within the outer bearing race element and between the outer bearing race element and the shaft, the inner bearing race element forming the respective first and second inner races such that the respective first inner race is axially aligned with the respective first outer race, and the respective second inner race is axially aligned with the respective second outer race, the first inner race being formed in a first end section of the inner bearing race element and the second inner race being formed in a second end section of the inner bearing element and wherein the inner bearing race element includes a flared portion extending radially outwardly with respect to the respective first and second end sections of the inner bearing race element to provide torsional and bending rigidity to the shaft, the flared portion having a first inner diameter and the first and second end sections of the inner bearing race element each having a second inner diameter with the first inner diameter being greater than the second inner diameter;a nozzle ring disposed around the turbine wheel and including a plurality of vanes with flow channels being defined between the vanes that are in fluid communication a gas inlet passage and with the turbine wheel; anda shroud arranged in surrounding relation to at least a portion of the turbine wheel;wherein the flow channels defined by the vanes are configured to direct gas tangentially and radially inward toward an inner diameter of the turbine wheel and the shroud is configured to define a flow path in communication with the gas inlet passage and the flow channels, the flow path extending in a direction substantially parallel to a rotational axis of the turbine wheel;wherein the shaft is made of a steel alloy with a carbon content of between 0.28% to 0.33% by weight.
  • 10. The turbocharger of claim 9, wherein the carbon content of the steel alloy of the shaft is 0.30% by weight.
  • 11. The turbocharger of claim 9, wherein the shaft is connected to the inner bearing race element at first and second end portions of the shaft, the first and second end portions of the shaft having a third diameter, the shaft further forming a slender portion between the first and second end portions, the slender portion having a fourth diameter that is less than the third diameter.
  • 12. The turbocharger of claim 11, wherein the flared portion of the inner bearing race element overlaps in an axial direction with the slender portion of the shaft.
  • 13. The turbocharger of claim 9, wherein the inner bearing race element is formed by two components, an outboard cup and an inboard cup.
  • 14. The turbocharger of claim 13, wherein one of the inboard and outboard cups forms a ledge and a wall that accepts therein a free, annular face of the other cup.
  • 15. The turbocharger of claim 9, wherein the flared portion of the inner bearing race element is flanked by two transition portions each of which connects the flared portion to a respective one of the first and second end sections of the inner bearing race element.
  • 16. An internal combustion engine having a plurality of combustion chambers formed in a cylinder block, an intake manifold disposed to provide air or a mixture of air with exhaust gas to combustion chambers, and an exhaust manifold disposed to receive exhaust gas from the combustion chambers, the engine further comprising: a turbine that includes a turbine housing surrounding a turbine wheel, the turbine housing being fluidly connected to the exhaust manifold and disposed to receive exhaust gas therefrom to drive the turbine wheel;a compressor that includes a compressor housing that surrounds a compressor wheel, the compressor housing being fluidly connected to the intake manifold and disposed to provide air thereto;a bearing housing disposed and connected between the turbine and the compressor, the bearing housing forming a bearing bore therethrough that accommodates a shaft interconnecting the turbine wheel and the compressor wheel to transfer power therebetween;wherein the shaft is rotatably mounted within the bearing housing and extends into the turbine and the compressor such that the turbine wheel is connected to one end of the shaft and the compressor wheel is connected to an opposite end of the shaft;a bearing arrangement disposed between the shaft and the bearing housing, the bearing arrangement including first and second bearings, each of the first and second bearings formed by a respective first and second plurality of roller elements engaged between a respective first and second inner race and a respective first and second outer race;an outer bearing race element disposed within the bearing bore and forming the respective first and second outer races; andan inner bearing race element disposed within the outer bearing race element and between the outer bearing race element and the shaft, the inner bearing race element forming the respective first and second inner races such that the respective first inner race is axially aligned with the respective first outer race, and the respective second inner race is axially aligned with the respective second outer race, the first inner race being formed in a first end section of the inner bearing race element and the second inner race being formed in a second end section of the inner bearing race element and wherein the inner bearing race element includes a flared portion extending radially outwardly with respect to the respective first and second end sections of the inner bearing race element to provide torsional and bending rigidity to the shaft, the flared portion having a first inner diameter and the first an second end sections of the inner bearing race element each having a second inner diameter with the first inner diameter being greater than the second inner diameter;wherein the shaft is made of a steel alloy with a carbon content of between 0.28% to 0.30% by weight.
  • 17. The engine of claim 16, wherein the carbon content of the steel alloy of the shaft is 0.30% by weight.
US Referenced Citations (180)
Number Name Date Kind
2082379 Brittain, Jr. Jun 1937 A
2630963 Schlichtig Mar 1953 A
2717732 Dailey, Jr. Sep 1955 A
2935294 Angell et al. May 1960 A
3039007 Williams et al. Jun 1962 A
3133693 Holl May 1964 A
3390926 Woollenweber, Jr. Jul 1968 A
3723022 Olson Mar 1973 A
3887198 McClure et al. Jun 1975 A
4389052 Shimizu et al. Jun 1983 A
4749334 Byrne Jun 1988 A
4769993 Kawamura Sep 1988 A
4948333 Meer et al. Aug 1990 A
5048978 Singh Sep 1991 A
5228756 Krampera Jul 1993 A
5253985 Ruetz Oct 1993 A
5299909 Wulf Apr 1994 A
5443362 Crites et al. Aug 1995 A
5454646 Reisdorf Oct 1995 A
5465482 Elvekjaer et al. Nov 1995 A
5526640 Brooks et al. Jun 1996 A
5775819 Kinney et al. Jul 1998 A
5964574 Meier et al. Oct 1999 A
6045266 Mitsubori et al. Apr 2000 A
6120246 Auger et al. Sep 2000 A
6161768 Gordon et al. Dec 2000 A
6168375 LaRue et al. Jan 2001 B1
6220234 Baker et al. Apr 2001 B1
6224332 Leach et al. May 2001 B1
6264429 Koeller et al. Jul 2001 B1
6368077 Meyerkord et al. Apr 2002 B1
6371238 Svihla Apr 2002 B1
6478553 Panos et al. Nov 2002 B1
6481917 Chen et al. Nov 2002 B1
6499884 Svihla et al. Dec 2002 B1
6530744 Liotta et al. Mar 2003 B2
6540480 Nikpour Apr 2003 B2
6609881 Brown et al. Aug 2003 B2
6612747 Jones Sep 2003 B1
6629556 Decker et al. Oct 2003 B2
6663347 Decker et al. Dec 2003 B2
6669372 Martin Dec 2003 B1
6709232 Vogiatzis Mar 2004 B1
6733236 Sumser et al. May 2004 B2
6742989 Osako et al. Jun 2004 B2
6754954 Decker Jun 2004 B1
6767185 Martin et al. Jul 2004 B2
6874998 Roby Apr 2005 B2
6877901 Wollenweber Apr 2005 B2
6904949 Decker et al. Jun 2005 B2
6910863 Scardicchio et al. Jun 2005 B2
6928816 Leavesley Aug 2005 B2
6942460 Osako et al. Sep 2005 B2
6968702 Child et al. Nov 2005 B2
6979172 Mackenzie Dec 2005 B1
6979183 Baumann Dec 2005 B2
6994526 Furman et al. Feb 2006 B2
7001143 Vogiatzis Feb 2006 B2
7001155 Cabrales et al. Feb 2006 B2
7008182 Kopp et al. Mar 2006 B2
7010915 Stilgenbauer Mar 2006 B2
7040867 Louthan et al. May 2006 B2
7052241 Decker May 2006 B2
7063508 Higashimori et al. Jun 2006 B2
7066919 Sauerland et al. Jun 2006 B1
7086843 Wild Aug 2006 B2
7097411 Smoke et al. Aug 2006 B2
7104693 Mavrosakis Sep 2006 B2
7118335 Vacarezza et al. Oct 2006 B2
7147433 Ghizawi Dec 2006 B2
7156282 Renaud Jan 2007 B1
7204671 Dellmann Apr 2007 B2
7214037 Mavrosakis May 2007 B2
7232258 Garcia Jun 2007 B2
7241416 Sweetland Jul 2007 B2
7260892 Schilling et al. Aug 2007 B2
7329048 Klusman et al. Feb 2008 B2
7344362 Kopp et al. Mar 2008 B2
7384236 Meier et al. Jun 2008 B2
7401980 Krauss et al. Jul 2008 B2
7419304 Mavrosakis Sep 2008 B2
7428814 Pedersen et al. Sep 2008 B2
7461507 Arnold et al. Dec 2008 B2
7461979 Mavrosakis Dec 2008 B2
7478532 Martin et al. Jan 2009 B2
7484932 Aguilar Feb 2009 B2
7517154 McKeirnan, Jr. Apr 2009 B2
7568883 Arnold et al. Aug 2009 B2
7600969 Frankenstein et al. Oct 2009 B2
7631497 Panek Dec 2009 B2
7677041 Woollenweber Mar 2010 B2
7686586 Nikpour Mar 2010 B2
7722336 Vaccarezza et al. May 2010 B2
7766550 Larue Aug 2010 B2
7771162 Castan Aug 2010 B2
7771170 Seiler Aug 2010 B2
7793494 Wirth et al. Sep 2010 B2
7797936 Hayashi et al. Sep 2010 B2
7798770 Sumser et al. Sep 2010 B2
7837448 Shimizu et al. Nov 2010 B2
7845900 Roduner et al. Dec 2010 B2
7874136 Heyerman Jan 2011 B2
7878758 Allen et al. Feb 2011 B2
7918215 Martin et al. Apr 2011 B2
7946809 Meier et al. May 2011 B2
7987599 Mavrosakis Aug 2011 B2
8011885 Purdey Sep 2011 B2
8016554 Ward Sep 2011 B2
8087088 Pennington et al. Dec 2011 B1
8118570 Meacham Feb 2012 B2
8157516 Chen et al. Apr 2012 B2
8157543 Shimizu Apr 2012 B2
8162602 Caucheteux et al. Apr 2012 B2
8162604 Kühnel et al. Apr 2012 B2
8166746 Heyerman May 2012 B2
8181632 Ueno et al. May 2012 B2
8186886 McKeirnan, Jr. May 2012 B2
8226296 Larue Jul 2012 B2
8234867 Palazzolo et al. Aug 2012 B2
8240921 Böning et al. Aug 2012 B2
8241006 Renett Aug 2012 B2
8328509 Gee et al. Dec 2012 B2
8328535 Anschel et al. Dec 2012 B2
8339122 Cox et al. Dec 2012 B2
8348595 Koch et al. Jan 2013 B2
8353666 Masson et al. Jan 2013 B2
8360730 Chen et al. Jan 2013 B2
8372335 Claude et al. Feb 2013 B2
8376721 Thayer et al. Feb 2013 B2
8398363 Mundinger et al. Mar 2013 B2
8419350 Just Apr 2013 B2
8449190 Larue May 2013 B2
8454242 Mavrosakis Jun 2013 B2
8464528 Sausse et al. Jun 2013 B2
8464777 Zhu et al. Jun 2013 B2
8465261 Holzschuh Jun 2013 B2
8496452 Marsal et al. Jul 2013 B2
8517665 Lugo et al. Aug 2013 B2
8517679 Schlienger et al. Aug 2013 B2
8545172 Severin et al. Oct 2013 B2
8568092 Matsuyama Oct 2013 B2
8572963 Cuniberti et al. Nov 2013 B2
8602655 Tabata Dec 2013 B2
8621863 Krätschrner et al. Jan 2014 B2
8622691 Eguchi et al. Jan 2014 B2
8628247 Uesugi Jan 2014 B2
8636413 Fiedler et al. Jan 2014 B2
8641380 McKenzie Feb 2014 B2
8641382 Weber et al. Feb 2014 B2
8668432 Sebald et al. Mar 2014 B2
8696316 Decker et al. Apr 2014 B2
8702394 Decker et al. Apr 2014 B2
8727716 Clements et al. May 2014 B2
8734130 Meacham et al. May 2014 B2
8736393 Herault et al. May 2014 B2
8740465 McKeirnan, Jr. Jun 2014 B2
8763393 Severin et al. Jul 2014 B2
8764296 Omori Jul 2014 B2
8764376 Lei et al. Jul 2014 B2
8764388 Roberts et al. Jul 2014 B2
8790066 Gutknecht Jul 2014 B2
8790574 Toda et al. Jul 2014 B2
8794905 Matsuyama Aug 2014 B2
8807840 House et al. Aug 2014 B2
8814538 House et al. Aug 2014 B2
8827638 Delitz Sep 2014 B2
8834111 Holzschuh Sep 2014 B2
8845271 Woollenweber et al. Sep 2014 B2
8961128 Mavrosakis et al. Feb 2015 B2
20120328418 Yang et al. Dec 2012 A1
20130000998 Trower et al. Jan 2013 A1
20130084035 Williams et al. Apr 2013 A1
20130180242 Lancaster Jul 2013 A1
20130202432 House et al. Aug 2013 A1
20130302159 Grussmann et al. Nov 2013 A1
20130309072 Marsal et al. Nov 2013 A1
20140053573 Josefczyk et al. Feb 2014 A1
20140086731 Schmidt et al. Mar 2014 A1
20140186095 Peters et al. Jul 2014 A1
20140358363 Mavrosakis Dec 2014 A1
Foreign Referenced Citations (14)
Number Date Country
10022052 Mar 2001 DE
102008058507 May 2010 DE
102010064047 Jun 2012 DE
1357278 Oct 2003 EP
2420660 Feb 2012 EP
617763 Feb 1949 GB
847242 Sep 1960 GB
898164 Jun 1962 GB
06-012798 Feb 1994 JP
08-254106 Oct 1996 JP
WO 820865 Mar 1982 WO
WO 2013023930 Feb 2013 WO
WO 2014109849 Jul 2014 WO
WO 2014165138 Oct 2014 WO
Non-Patent Literature Citations (1)
Entry
Capudean, Bob, Metallurgy Matters: Carbon content, steel classifications, and alloy steels, Aug. 28, 2003, thefabricator.com posting from Practical Welding Today Jul./Aug. 2003.
Related Publications (1)
Number Date Country
20160265386 A1 Sep 2016 US