JP4657810B2 - Multi-blade impeller structure - Google Patents

Multi-blade impeller structure Download PDF

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JP4657810B2
JP4657810B2 JP2005155085A JP2005155085A JP4657810B2 JP 4657810 B2 JP4657810 B2 JP 4657810B2 JP 2005155085 A JP2005155085 A JP 2005155085A JP 2005155085 A JP2005155085 A JP 2005155085A JP 4657810 B2 JP4657810 B2 JP 4657810B2
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angle
blade
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impeller
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JP2006329097A (en
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孝宏 伊藤
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Oriental Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/26—Rotors specially for elastic fluids
    • F04D29/28—Rotors specially for elastic fluids for centrifugal or helico-centrifugal pumps for radial-flow or helico-centrifugal pumps
    • F04D29/281—Rotors specially for elastic fluids for centrifugal or helico-centrifugal pumps for radial-flow or helico-centrifugal pumps for fans or blowers
    • F04D29/282—Rotors specially for elastic fluids for centrifugal or helico-centrifugal pumps for radial-flow or helico-centrifugal pumps for fans or blowers the leading edge of each vane being substantially parallel to the rotation axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/26—Rotors specially for elastic fluids
    • F04D29/28—Rotors specially for elastic fluids for centrifugal or helico-centrifugal pumps for radial-flow or helico-centrifugal pumps
    • F04D29/30—Vanes

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Description

本発明は電子機器の冷却等に使用される小型の多翼送風機の効率改善と低騒音化を可能とする多翼羽根車構造に関する。 The present invention relates to a multi-blade impeller structure that can improve the efficiency and reduce noise of a small multi-blade fan used for cooling electronic devices.

多翼送風機は、図１１に示すように、回転軸１００周りに多数の翼１０１を配置した多翼羽根車１０２を、空気吸込み口と吐出し口を有するスクロールケーング内に収容したもので、その送風効率と騒音は、スクロールケーシング形状と翼１０１の形状に大きく左右される。特に、羽根車１０２内の空気流路に大きく影響する翼１０１の入口角と出口角と称する翼中心線の成す角度について、考慮を払う必要がある。   As shown in FIG. 11, the multiblade blower accommodates a multiblade impeller 102 in which a large number of blades 101 are arranged around a rotating shaft 100 in a scroll casing having an air suction port and a discharge port. The air blowing efficiency and noise greatly depend on the shape of the scroll casing and the shape of the wing 101. In particular, it is necessary to consider the angle formed by the blade center line called the inlet angle and the outlet angle of the blade 101 that greatly affects the air flow path in the impeller 102.

図１４（ａ）（ｂ）（ｃ）は、遠心羽根車の翼１１０，１２０，１３０の形状を示した一般的な図であるが（非特許文献３）、入口角は、回転方向の向きに、内径接線Ａから翼中心線Ｂに成す角度を言い、図１４（ａ）（ｂ）（ｃ）では、β１が相当する。一方、出口角は、回転方向の向きに、外形接線Ｃから翼中心線Ｂに成す角度を言い、図１４（ａ）（ｂ）（ｃ）では、β２が相当する。入口角β１と出口角β２は翼１１０，１２０，１３０がいかなる形状になっても、共通した箇所の角度を指し、その大きさが変わるのみである。すなわち、出口角β２が９０度よりも小さいと翼１１０は回転方向に対して、後ろ向きとなり、後ろ向き羽根（図１４（ａ））と呼ばれている。入口角β１と出口角β２が等しい翼１２０は径向き羽根（図１４（ｂ））と呼ばれている。一方、出口角β２が９０度よりも大きいと翼１３０は回転方向に対して、前向きとなり、前向き羽根（図１４（ｃ））と呼ばれ、これが多翼羽根車である。   FIGS. 14A, 14B, and 14C are general diagrams showing the shapes of the blades 110, 120, and 130 of the centrifugal impeller (Non-Patent Document 3). The entrance angle is the direction of the rotation direction. The angle formed from the inner diameter tangent A to the blade center line B is represented by β1 in FIGS. 14 (a), 14 (b), and 14 (c). On the other hand, the exit angle refers to the angle formed from the outer tangent C to the blade center line B in the direction of rotation, and corresponds to β2 in FIGS. 14 (a), 14 (b), and 14 (c). The entrance angle β1 and the exit angle β2 indicate the angle of a common location regardless of the shape of the wings 110, 120, and 130, and only their sizes change. That is, when the exit angle β2 is smaller than 90 degrees, the wing 110 faces rearward with respect to the rotation direction, and is called a rearward blade (FIG. 14A). The blade 120 having the same inlet angle β1 and outlet angle β2 is called a radial blade (FIG. 14B). On the other hand, when the exit angle β2 is larger than 90 degrees, the blades 130 face forward with respect to the rotation direction and are called forward blades (FIG. 14C), which is a multiblade impeller.

特許文献１では、図１２に示すように、入口角β１が、補角すなわち、反対位置にある。また、特許文献２が、図１３に示すように、出口角β２が、補角すなわち、反対位置にある。このように、翼形状を特定する角度は、２種類あり、誤解が生ずるのを避けるためには、角度を定義しておく必要がある。 In Patent Document 1, as shown in FIG. 12, the entrance angle β1 is a complementary angle, that is, at an opposite position. In Patent Document 2, as shown in FIG. 13, the exit angle β2 is a complementary angle, that is, at the opposite position. Thus, there are two types of angles for specifying the blade shape, and it is necessary to define the angles in order to avoid misunderstandings.

次に、最適な入口角β１と出口角β２の組み合わせであるが、前述のように、多翼ファンでは、羽根車で空気流の向きを変えることで圧力を上昇させるため、本来、回転方向逆向きに翼に流入した空気流が、回転方向向きに、流出する場合が、もっとも羽根車の回転エネルギーを空気流に効率よく与えることになるが、実在の空気では、流れの剥離が発生するなど、理想的な状態とは大きく異なっている。そこで、多翼ファンでは、実験をもとにした設計値が使われている。
特許文献１は、送風効率の改善と騒音低減に有効な出口角について触れている。また、特許文献２は、入口角と出口角が主板側と副板側で各々異なることを特徴としている。 Next, the optimum combination of the inlet angle β1 and the outlet angle β2, but as described above, in the multiblade fan, the pressure is increased by changing the direction of the air flow with the impeller, so that the rotation direction is originally reversed. When the air flow that flows into the blades in the direction flows out in the direction of rotation, the rotational energy of the impeller is most effectively given to the air flow, but in the actual air, flow separation occurs, etc. This is very different from the ideal state. Therefore, design values based on experiments are used for multiblade fans.
Patent Document 1 touches on an exit angle that is effective in improving air blowing efficiency and reducing noise. Patent Document 2 is characterized in that the entrance angle and the exit angle are different on the main plate side and the sub plate side, respectively.

しかしながら、図１２に示す特許文献１の入口角、出口角と、図１３に示す特許文献２の入口角、出口角とは、図中の示す位置が異なっていて、互いに違う箇所の角度をさしていることがわかる。   However, the entrance angle and the exit angle of Patent Document 1 shown in FIG. 12 and the entrance angle and the exit angle of Patent Document 2 shown in FIG. 13 are different from each other in the positions shown in the figure. I understand that.

また、多翼送風機は、翼に沿って、空気流が流れの向きを変えることで、圧力を上昇するため、入口角と出口角とは、本来、密接な関係があるはずである。
特許２６６７７４８号公報 特許３５０７７５８号公報 大学講義 流体機械、大場、上山、丸善株式会社 Further, since the multi-blade blower increases the pressure by changing the direction of the air flow along the wing, the inlet angle and the outlet angle should be closely related to each other.
Japanese Patent No. 2667748 Japanese Patent No. 3507758 University lecture Fluid machinery, Oba, Kamiyama, Maruzen Co., Ltd.

ところが、特許文献１では、出口角については、具体的な数値を示しているが、入口角については、触れていない。一方、特許文献２では、翼の入口部での気流との乖離を防止するために、入口角を適切に設定することが述べられているが、その具体的な数値については、まったく触れていない。すなわち、特許文献１や特許文献２をもとに多翼羽根車を設計しようとしても、おおまかな設計方針についての情報は得られるものの、具体的な指標が得られないため、試行錯誤に頼らざるを得ず、高効率で低騒音の多翼送風機を得るという目的を達成することは、難しい。
このように、従来の多翼羽根車を用いた多翼送風機では、効率、騒音共に、最善の設計となっているとは言い難く、容易に、高い効率で、かつ、低騒音の羽根車を設計する方法が要求されている。前述の特許文献１の翼出口負圧面側と正圧面側の角度を最適に設定することや特許文献２の軸方向での翼入口角、出口角を最適に設定することは、翼の入口角、出口角を最適に設定した後に有効な改善手段である。 However, in patent document 1, although the specific numerical value is shown about the exit angle, it does not touch about the entrance angle. On the other hand, Patent Document 2 states that the entrance angle is appropriately set in order to prevent a deviation from the airflow at the inlet portion of the blade, but the specific numerical values are not mentioned at all. . That is, even if an attempt is made to design a multi-blade impeller based on Patent Document 1 and Patent Document 2, information on a rough design policy can be obtained, but a specific index cannot be obtained, so it is not possible to rely on trial and error. It is difficult to achieve the objective of obtaining a multi-blade fan with high efficiency and low noise.
As described above, it is difficult to say that a multi-blade fan using a conventional multi-blade impeller has the best design in terms of both efficiency and noise. An impeller with high efficiency and low noise can be easily obtained. A design method is required. The optimal setting of the blade outlet suction surface side and the pressure surface side angle of Patent Document 1 and the optimal setting of the blade inlet angle and outlet angle in the axial direction of Patent Document 2 are the blade inlet angles. This is an effective improvement means after the exit angle is set optimally.

本発明は、上記課題を解決し、従来、実験に頼らざるを得なかった多翼送風機の多翼羽根車の設計を、容易に行うことができるとともに、高効率かつ低騒音の多翼羽根車を得ることが可能となる多翼羽根車構造を提供することを目的とする。   The present invention solves the above-mentioned problems, and can easily design a multi-blade impeller for a multi-blade fan that has conventionally had to rely on experiments, and is a highly efficient and low-noise multi-blade impeller. An object of the present invention is to provide a multiblade impeller structure capable of obtaining the above.

本発明は、上記課題を解決するため、共通の円周面上に、円周方向に一定間隔で、かつ軸方向に沿って多数の翼を配置し、これら多数の翼の一端を、回転軸に連結される主板で支持するとともに、該多数の翼の他端を、環状の副板で支持し、上記環状の副板の吸込み口から取り入れた空気を多数の翼の周囲から噴出するようにした多翼羽根車構造において、上記翼中心線の内側の端点から始まる回転方向と逆向きの接線ベクトルと該翼中心線の内側端点から始まる羽根車外向きの翼中心線の接線ベクトルとの成す角を入口角β１とし、上記翼中心線の外側端点から始まる回転方向と逆向きの接線ベクトルと該翼中心線の外側端点から始まる羽根車外向きの翼中心線の接線ベクトルとの成す角を出口角β２として、出口角β２が１４０度のとき入口角β１を８６度、または出口角β２が１６０度のとき入口角β１を６７度に設定したことを特徴とする多翼羽根車構造。 In order to solve the above-mentioned problems, the present invention arranges a large number of wings on a common circumferential surface at regular intervals in the circumferential direction and along the axial direction, and one end of the multitude of wings is connected to the rotating shaft. And supporting the other end of the plurality of blades with an annular sub-plate so that air taken in from the suction ports of the annular sub-plate is ejected from the periphery of the multiple blades. In the multi-blade impeller structure, the angle formed by the tangent vector opposite to the rotational direction starting from the inner end point of the blade center line and the tangent vector of the outer blade center line starting from the inner end point of the blade center line. Is the entrance angle β1, and the angle formed by the tangent vector opposite to the rotation direction starting from the outer end point of the blade center line and the tangent vector of the blade center line outward starting from the outer end point of the blade center line is the exit angle. Enter β2 when the exit angle β2 is 140 degrees Multi-blade impeller structure corners .beta.1 86 degrees, or exit angle β2 which is characterized in that the set inlet angle .beta.1 to 67 degrees when the 160 degrees.

以上のように本発明に係る多翼羽根車構造を用いた多翼送風機では、送風効率、騒音共に良好な結果であり、従来、実験に頼らざるを得なかった多翼送風機の多翼羽根車の設計が、本発明により、誰でも容易に高効率かつ低騒音の多翼羽根車を得ることが可能となる。   As described above, in the multiblade fan using the multiblade impeller structure according to the present invention, both the airflow efficiency and the noise are good results, and the multiblade impeller of the multiblade fan that has conventionally had to rely on experiments According to the present invention, anyone can easily obtain a multi-blade impeller with high efficiency and low noise.

以下、本発明の実施の形態を図１ないし図７により詳細に説明する。
図１は本発明に係る多翼羽根車の斜視図、図２Ａは、多翼送風機の斜視図、図２Ｂは、多翼送風機の一部を切り欠いて示す斜視図である。
図１、図２Ａ、および図２Ｂにより本実施の形態の多翼羽根車および多翼送風機の全体構成を説明する。
多翼羽根車１は、共通の円周面上に、円周方向に一定間隔で、かつ軸方向に沿って多数の翼２を配置し、これら多数の翼２の一端を、回転軸に連結される主板３で支持するとともに、該多数の翼２の他端を、環状の副板４で支持したものである。多翼羽根車１を組付けた多翼送風機は、側壁に吸込口５ａを形成したスクロールケーシング６内に多翼羽根車１を内蔵したもので、多翼羽根車１の主板３にモータＭの回転軸が連結されて多翼羽根車１を回転駆動するものである。
多翼羽根車１は、モータの回転軸と接合するハブ７を中心に設置した主板３と、多翼送風機吸込み側に位置する副板４との間に、複数の翼２が両端の軸部を介して固定されていて、モータが回転することで、多翼羽根車１が回転し、多翼羽根車１外周に向かう気流を作り出すものである。
多翼羽根車１は、スクロールケーシング６のスクロール中心に位置し、多翼羽根車１の回転により、スクロールケーシング６の側面に形成した吸込口５ａから流入した空気は、多翼羽根車１の遠心方向に、多翼羽根車１から流出する。次いで、スクロールケーシング６に沿って、圧力が上昇した空気流は、吐出口５ｂから流出される。 Hereinafter, embodiments of the present invention will be described in detail with reference to FIGS.
FIG. 1 is a perspective view of a multi-blade impeller according to the present invention, FIG. 2A is a perspective view of a multi-blade fan, and FIG. 2B is a perspective view showing a part of the multi-blade fan.
The overall configuration of the multiblade impeller and the multiblade blower of the present embodiment will be described with reference to FIGS. 1, 2A, and 2B.
In the multiblade impeller 1, a large number of blades 2 are arranged on a common circumferential surface at regular intervals in the circumferential direction and along the axial direction, and one end of the large number of blades 2 is connected to a rotating shaft. Is supported by the main plate 3 and the other ends of the multiple blades 2 are supported by the annular sub-plate 4. The multi-blade blower with the multi-blade impeller 1 assembled therein has the multi-blade impeller 1 built in a scroll casing 6 having a suction port 5a formed on the side wall. The multi-blade impeller 1 is rotationally driven by connecting the rotary shaft.
The multi-blade impeller 1 includes a plurality of blades 2 having shaft portions at both ends between a main plate 3 centered on a hub 7 joined to a rotating shaft of a motor and a sub-plate 4 positioned on the suction side of the multi-blade fan. When the motor rotates, the multiblade impeller 1 rotates and creates an airflow toward the outer periphery of the multiblade impeller 1.
The multi-blade impeller 1 is located at the scroll center of the scroll casing 6, and the air flowing from the suction port 5 a formed on the side surface of the scroll casing 6 by the rotation of the multi-blade impeller 1 Out of the multi-blade impeller 1 in the direction. Next, the air flow whose pressure has increased along the scroll casing 6 flows out of the discharge port 5b.

図３Ａ、図３Ｂは多翼羽根車の翼の形状を示す平面図である。
図３Ａ、図３Ｂにおいて、多翼羽根車内側から流入した空気流は、翼２により、流れの向きを変える際に、圧力を上昇する。このように、翼２での流れの変更が、多翼送風機の送風原理であり、したがって、翼２の入口角β１、出口角β２が多翼送風機設計の際の重要なポイントとなる。
すなわち、翼中心線１６の内側の端点８から始まる回転方向と逆向きの該翼中心線１６の内側端点８を通る円の接線ベクトル９と該翼中心線１６の内側端点８から始まる羽根車外向きの翼中心線１６の接線ベクトル１０との成す角度１１（入口角β１）と、該翼中心線１６の外側端点１２から始まる回転方向と逆向きの該翼中心線１６の外側端点１２を通る円の接線ベクトル１３と該翼中心線１６の外側端点１２から始まる羽根車外向きの翼中心線接線ベクトル１４との成す角度１５（出口角β２）の和を２００度から２４０度の範囲に設定した。 3A and 3B are plan views showing the shape of the blades of the multiblade impeller.
In FIG. 3A and FIG. 3B, when the air flow which flowed in from the inside of a multiblade impeller changes the direction of a flow with the wing | blade 2, a pressure rises. Thus, the change of the flow in the blade 2 is the air blowing principle of the multiblade fan, and therefore the inlet angle β1 and the outlet angle β2 of the blade 2 are important points in designing the multiblade fan.
That is, the tangent vector 9 of the circle passing through the inner end point 8 of the blade center line 16 opposite to the rotation direction starting from the inner end point 8 of the blade center line 16 and the impeller outward direction starting from the inner end point 8 of the blade center line 16 A circle passing through the outer end point 12 of the blade center line 16 and the angle 11 (entrance angle β1) formed with the tangent vector 10 of the blade center line 16 and the rotation direction starting from the outer end point 12 of the blade center line 16 The sum of the angle 15 (exit angle β2) formed by the blade center line tangent vector 14 starting from the outer end point 12 of the blade center line 16 and the blade center line tangent vector 14 facing the impeller is set in the range of 200 degrees to 240 degrees.

次に、本発明の多翼羽根車構造における入口角β１、出口角β２を求める方法を説明すると、種々の入口角β１、出口角β２の多翼羽根車を試作し、市販の多翼送風機の羽根車と交換し、その送風効率、騒音を測定することで、最適な入口角β１と出口角β２を求めた。   Next, a method for obtaining the inlet angle β1 and the outlet angle β2 in the multiblade impeller structure of the present invention will be described. Trial manufacture of a multiblade impeller having various inlet angles β1 and outlet angles β2 The optimum inlet angle β1 and outlet angle β2 were obtained by replacing the impeller and measuring the blowing efficiency and noise.

その結果、図４および図５に示すように、入口角β１と出口角β２には、効率、騒音を最適化する組み合わせがあることが判明した。
すなわち、図４は出口角β２が１４０度、１６０度、１７０度と入口角β１が４８度、６７度、８６度、１０４度の計１２種類の組み合わせの羽根車の最大送風効率すなわち、送風出力と軸動力の比の最大値を表したものであるが、入口角β１と出口角β２とが、それぞれ、β１＝４８度とβ２＝１７０度、β１＝６７度とβ２＝１６０度、β１＝８６度とβ２＝１４０度のときに、最大効率がもっとも大きくなっていることが分かる。すなわち、入口角β１と出口角β２との和が、２２０度前後で最大となることが分かる。一方、図５は、同様に入口角β１と出口角β２の１２種類の組み合わせの羽根車での騒音値を表したものであるが、同じく、入口角β１と出口角β２とが、それぞれ、β１＝４８度とβ２＝１７０度、β１＝６７度とβ２＝１６０度、β１＝８６度とβ２＝１４０度のときに、騒音レベルがもっとも小さくなっていることが分かる。これは、送風効率が最大となる入口角β１と出口角β２の組み合わせと同じである。
すなわち、入口角β１と出口角β２の和が２２０度前後で、送風効率、騒音とも最適な状態となることが判明した。そして、入口角β１と出口角β２の和が２２０度±１２度の範囲が送風効率、騒音とも最適な状態となる。この場合、上記翼２の出口角β２が１４０度から１７０度の範囲が好ましい範囲となる。
なお、実験に使用した入口角β１と出口角β２は、前述の一般的な定義に基づいている。 As a result, as shown in FIGS. 4 and 5, it has been found that there is a combination that optimizes efficiency and noise in the entrance angle β1 and the exit angle β2.
In other words, FIG. 4 shows the maximum blowing efficiency of the impeller having 12 types of combinations of the outlet angle β2 of 140 degrees, 160 degrees, 170 degrees and the inlet angle β1 of 48 degrees, 67 degrees, 86 degrees, and 104 degrees, that is, the blowing output. Is the maximum value of the ratio of the shaft power and the inlet angle β1 and the outlet angle β2 are β1 = 48 degrees and β2 = 170 degrees, β1 = 67 degrees and β2 = 160 degrees, and β1 = It can be seen that the maximum efficiency is the largest when 86 degrees and β2 = 140 degrees. That is, it can be seen that the sum of the entrance angle β1 and the exit angle β2 becomes maximum at around 220 degrees. On the other hand, FIG. 5 shows the noise values of 12 types of impellers having the same combination of the entrance angle β1 and the exit angle β2, and the entrance angle β1 and the exit angle β2 are respectively represented by β1. = 48 degrees and β2 = 170 degrees, β1 = 67 degrees and β2 = 160 degrees, and β1 = 86 degrees and β2 = 140 degrees show that the noise level is the smallest. This is the same as the combination of the inlet angle β1 and the outlet angle β2 that maximizes the air blowing efficiency.
That is, it was found that the sum of the inlet angle β1 and the outlet angle β2 is around 220 degrees, and that the air blowing efficiency and noise are both optimal. A range where the sum of the inlet angle β1 and the outlet angle β2 is 220 degrees ± 12 degrees is an optimum state of both the blowing efficiency and noise. In this case, the exit angle β2 of the blade 2 is preferably in the range of 140 degrees to 170 degrees.
The entrance angle β1 and the exit angle β2 used in the experiment are based on the general definition described above.

また、図６は、最適な入口角β１と出口角β２の組み合わせの羽根車同士で、送風効率と騒音レベルを比較したものであるが、出口角β２が１７０度のものは、送風効率が大きく、同時に騒音レベルも大きいことが分かる。一方、出口角β２が１４０度のものは、他の最適な組み合わせと比べると、騒音レベルが小さいが、送風効率は、多少劣ることが分かる。すなわち、入口角β１と出口角β２の和が２２０度前後となる最適な組み合わせの内、出口角β２を小さく設定すると、低騒音であることを重視した設計になり、出口角β２を大きく設定すると効率を重視した設計になることが分かる。なお、それぞれは、送風効率、騒音が最も良くなる組み合わせであり、従来の設計を基にしたものよりも、効率、騒音いずれにおいても優れていることは言うまでもない。 FIG. 6 is a comparison of the air blowing efficiency and the noise level between the impellers having the optimum inlet angle β1 and outlet angle β2, and the air blowing efficiency is large when the outlet angle β2 is 170 degrees. At the same time, it can be seen that the noise level is also high. On the other hand, when the exit angle β2 is 140 degrees, the noise level is small as compared with other optimum combinations, but it is understood that the air blowing efficiency is somewhat inferior. That is, among the optimal combinations in which the sum of the entrance angle β1 and the exit angle β2 is around 220 degrees, when the exit angle β2 is set small, the design is focused on low noise, and when the exit angle β2 is set large. It can be seen that the design emphasizes efficiency. In addition, each is a combination in which the blowing efficiency and the noise are the best, and it goes without saying that both the efficiency and the noise are superior to those based on the conventional design.

また、多翼送風機においても、相似則、すなわち、大きさの異なる形状が相似の送風機同士の特性は、大きさをパラメータとした一定の関係があるため、本発明の入口角β１と出口角β２の関係は、羽根車の大きさによらずに、成り立つことは、言うまでもない。 Also, in the multiblade fan, the similarity law, that is, the characteristics of the fans having similar shapes of different sizes have a certain relationship with the size as a parameter, and therefore the inlet angle β1 and the outlet angle β2 of the present invention. Needless to say, this relationship is established regardless of the size of the impeller.

次に、図１ないし図３に示した多翼送風機において、従来の多翼羽根車と本発明に係る多翼羽根車とを収容し、流量および圧力特性を測定して、送風効率を算出することと、無負荷時の騒音レベルを測定することで、比較を行った。
多翼羽根車の外径は９５ｍｍ、翼数は２３、翼厚みは２ｍｍであり、従来例、本発明実施例とも同じである。
翼の入口角β１、出口角β２については、従来例としては、前述のように、角度設定の見解の相違や、実験により設定していることなどから、確たる値はないため、ここでは、入口角β１＝１０３度、出口角β２＝１７０度とした。これが図１１に示す従来例である。 Next, in the multiblade blower shown in FIGS. 1 to 3, the conventional multiblade impeller and the multiblade impeller according to the present invention are accommodated, the flow rate and pressure characteristics are measured, and the blowing efficiency is calculated. And comparing the noise level at no load.
The outer diameter of the multiblade impeller is 95 mm, the number of blades is 23, and the blade thickness is 2 mm, which is the same as in the conventional example and the embodiment of the present invention.
As for the inlet angle β1 and the outlet angle β2 of the blade, as described above, there is no certain value because of the difference in the opinion of angle setting or the fact that it is set by experiment as described above. The angle β1 = 103 degrees and the exit angle β2 = 170 degrees. This is the conventional example shown in FIG.

一方、本発明に係る実施例では、入口角β１＝６７度と出口角β２＝１６０度の組み合わせと入口角β１＝４８度と出口角β２＝１７０度の２種類について、測定を行った。なお、入口角β１と出口角β２の和は、本発明の請求項にあるように、それぞれ、２２７度、２１８度と送風効率、騒音共に最適化する角度となっている。
流量−圧力特性を測定した後、流量と圧力の積と軸動力の比から、送風効率を求める。ついで、流量は、無次元則を用いて、流量係数φに換算する。送風効率は、流量が開放時の流量の５０％前後で最大となり、この流量、圧力で使用するのが、もっとも効率が良い。ここでは、最大送風効率を比較することにした。 On the other hand, in the Example which concerns on this invention, it measured about two types, the combination of entrance angle (beta) 1 = 67 degree and exit angle (beta) 2 = 160 degree, entrance angle (beta) 1 = 48 degree, and exit angle (beta) 2 = 170 degree. The sum of the entrance angle β1 and the exit angle β2 is 227 degrees and 218 degrees, respectively, as shown in the claims of the present invention, and is an angle that optimizes both blowing efficiency and noise.
After measuring the flow rate-pressure characteristics, the blowing efficiency is obtained from the ratio of the product of the flow rate and pressure and the shaft power. Next, the flow rate is converted into a flow coefficient φ using a dimensionless rule. The blowing efficiency becomes maximum when the flow rate is about 50% of the flow rate when the air flow is open, and it is most efficient to use this flow rate and pressure. Here, we decided to compare the maximum ventilation efficiency.

また、騒音については、多翼羽根車の回転速度が２０００ｒ／ｍでの無負荷時の騒音を吸込み口から１ｍの位置でマイクロホンで測定し、聴覚補正の一種であるＡ特性補正を行った値を比較することとした。
図７は従来例と本発明の実施例のうち、入口角β１＝６７度、出口角β２＝１６０度の多翼送風機について、送風効率を比較したもので、図８は同じく、騒音特性を比較したものである。送風効率については、大きな差はないものの、騒音については、従来例が５１．４ｄＢ（Ａ）に対して、本発明の実施例は、４８．４ｄＢ（Ａ）と大幅に低減していることが分かる。 As for noise, a value obtained by measuring the noise under no load when the rotational speed of the multi-blade impeller is 2000 r / m with a microphone at a position 1 m from the suction port, and performing A characteristic correction which is a kind of auditory correction. We decided to compare.
FIG. 7 shows a comparison of the blowing efficiency of a conventional blade and a multi-blade fan having an inlet angle β1 = 67 degrees and an outlet angle β2 = 160 degrees of the embodiment of the present invention, and FIG. 8 similarly compares the noise characteristics. It is a thing. Although there is no significant difference in the air blowing efficiency, the noise of the example of the present invention is significantly reduced to 48.4 dB (A) compared to 51.4 dB (A) in the conventional example. I understand.

さらに、図９は従来例と本発明の実施例のうち、入口角β１＝４８度、出口角β２＝１７０度の多翼送風機について、送風効率を比較したもので、図１０は同じく、騒音特性を比較したものである。騒音については、本発明の実施例が１ｄＢほど低減し、効率については、従来例が４８．１％に対して、本発明の実施例が５０．６％と大きく改善されていることがわかる。   Further, FIG. 9 is a comparison of the air blowing efficiency of a multiblade fan having an inlet angle β1 = 48 degrees and an outlet angle β2 = 170 degrees of the conventional example and the embodiment of the present invention, and FIG. Is a comparison. Regarding the noise, it can be seen that the embodiment of the present invention is reduced by about 1 dB, and the efficiency is greatly improved to 50.6% in the embodiment of the present invention compared to 48.1% in the conventional example.

上記実施の形態によると、本発明に係る多翼羽根車構造を用いた多翼送風機では、送風効率、騒音共に良好な結果であり、従来、実験に頼らざるを得なかった多翼送風機の多翼羽根車の設計が、本発明により、誰でも容易に高効率かつ低騒音の多翼羽根車を得ることが可能となる。   According to the above embodiment, in the multiblade fan using the multiblade impeller structure according to the present invention, both the air blowing efficiency and the noise are good results, and conventionally, many of the multiblade fans that have had to rely on experiments. The blade impeller design allows anyone to easily obtain a highly efficient and low noise multiblade impeller.

本発明の実施の形態による多翼羽根車構造を示す斜視図である。It is a perspective view which shows the multiblade impeller structure by embodiment of this invention. 本発明の実施の形態による多翼羽根車を備えた多翼送風機の斜視図である。It is a perspective view of the multiblade fan provided with the multiblade impeller by embodiment of this invention. 本発明の実施の形態による多翼羽根車を備えた多翼送風機の一部切り欠き斜視図である。1 is a partially cutaway perspective view of a multiblade fan equipped with a multiblade impeller according to an embodiment of the present invention. 本発明の実施の形態による多翼羽根車構造を示す平面図である。It is a top view which shows the multiblade impeller structure by embodiment of this invention. 図３Ａの多翼羽根車構造を示す一部拡大図である。3B is a partially enlarged view showing the multiblade impeller structure of FIG. 3A. FIG. 本発明の実施の形態による多翼羽根車構造の入口角と出口角による送風効率の変化を示すグラフである。It is a graph which shows the change of the ventilation efficiency by the entrance angle and exit angle of the multiblade impeller structure by embodiment of this invention. 本発明の実施の形態による多翼羽根車構造の入口角と出口角による騒音レベルの変化を示すグラフである。It is a graph which shows the change of the noise level by the entrance angle and exit angle of the multiblade impeller structure by embodiment of this invention. 本発明を実施した多翼送風機の送風効率と騒音レベルを示すグラフである。It is a graph which shows the ventilation efficiency and noise level of the multiblade fan which implemented this invention. 本発明の多翼羽根車を内蔵した多翼送風機と従来の多翼羽根車を適用した多翼送風機の送風効率の比較を示す特性図である。It is a characteristic view which shows the comparison of the ventilation efficiency of the multiblade fan which incorporated the multiblade impeller of this invention, and the multiblade fan which applied the conventional multiblade impeller. 本発明の多翼羽根車を内蔵した多翼送風機と従来の多翼羽根車を適用した多翼送風機の騒音レベルの比較を示す特性図である。It is a characteristic view which shows the comparison of the noise level of the multiblade fan which incorporated the multiblade impeller of this invention, and the multiblade fan which applied the conventional multiblade impeller. 本発明の他の実施の形態による多翼羽根車を内蔵した多翼送風機と従来の多翼羽根車を適用した多翼送風機の送風効率の比較を示す特性図である。It is a characteristic view which shows the comparison of the ventilation efficiency of the multiblade fan which incorporated the multiblade impeller by other embodiment of this invention, and the multiblade fan which applied the conventional multiblade impeller. 本発明の他の実施の形態による多翼羽根車を内蔵した多翼送風機と従来の多翼羽根車を適用した多翼送風機の騒音レベルの比較を示す特性図である。It is a characteristic view which shows the comparison of the noise level of the multiblade fan which incorporated the multiblade impeller by other embodiment of this invention, and the multiblade fan which applied the conventional multiblade impeller. 従来の多翼羽根車の平面図である。It is a top view of the conventional multiblade impeller. 従来の多翼羽根車の入口角、出口角を示す図である。It is a figure which shows the entrance angle and exit angle of the conventional multiblade impeller. 従来の多翼羽根車の入口角、出口角を示す図である。It is a figure which shows the entrance angle and exit angle of the conventional multiblade impeller. （ａ）（ｂ）（ｃ）は従来の多翼羽根車の入口角、出口角の例を示す概念図である。(A) (b) (c) is a conceptual diagram which shows the example of the entrance angle of the conventional multiblade impeller, and an exit angle.

符号の説明Explanation of symbols

１ 多翼羽根車
２ 翼
３ 主板
４ 副板
５ａ 吸込口
５ｂ 吐出口
６ スクロールケーシング
７ ボス
８ 翼中心線の内側端点
９ 翼中心線の内側端点から始まる羽根車回転方向と逆向きの内径接線ベクトル
１０ 翼中心線の内側端点から始まる羽根車外向きの翼中心線の接線ベクトル
１２ 翼中心線の外側端点
１３ 翼中心線の外側端点から始まる羽根車回転方向と逆向きの外径接線ベクトル
１４ 翼中心線の外側端点から始まる羽根車外向きの翼中心線の接線ベクトル
β１ 入口角
β２ 出口角 DESCRIPTION OF SYMBOLS 1 Multi-blade impeller 2 Blade 3 Main plate 4 Sub plate 5a Suction port 5b Discharge port 6 Scroll casing 7 Boss 8 Inner end point of blade center line 9 Inner diameter tangent vector opposite to impeller rotation direction starting from inner end point of blade center line 10 Blade tangent vector of impeller outward blade center line starting from inner end point of blade center line 12 Outer end point of blade center line 13 Outer diameter tangent vector opposite to impeller rotation direction starting from outer end point of blade center line 14 Blade center The tangent vector of the impeller outward blade center line starting from the outer edge of the line β1 inlet angle β2 outlet angle

Claims (1)

共通の円周面上に、円周方向に一定間隔で、かつ軸方向に沿って多数の翼を配置し、これら多数の翼の一端を、回転軸に連結される主板で支持するとともに、該多数の翼の他端を、環状の副板で支持し、上記環状の副板の吸込み口から取り入れた空気を多数の翼の周囲から噴出するようにした多翼羽根車構造において、
上記翼中心線の内側の端点から始まる回転方向と逆向きの接線ベクトルと該翼中心線の内側端点から始まる羽根車外向きの翼中心線の接線ベクトルとの成す角を入口角β１とし、上記翼中心線の外側端点から始まる回転方向と逆向きの接線ベクトルと該翼中心線の外側端点から始まる羽根車外向きの翼中心線の接線ベクトルとの成す角を出口角β２として、出口角β２が１４０度のとき入口角β１を８６度、または出口角β２が１６０度のとき入口角β１を６７度に設定したことを特徴とする多翼羽根車構造。 A large number of wings are arranged on the common circumferential surface at regular intervals in the circumferential direction and along the axial direction, and one end of each of the wings is supported by a main plate connected to a rotating shaft, In the multi-blade impeller structure in which the other end of a large number of blades is supported by an annular sub-plate, and the air taken in from the suction port of the annular sub-plate is ejected from the periphery of the numerous blades.
The angle formed between the tangent vector opposite to the rotational direction starting from the inner end point of the blade center line and the tangent vector of the blade center line outward starting from the inner end point of the blade center line is defined as an entrance angle β1, and the blade The angle formed by the tangential vector opposite to the rotational direction starting from the outer end point of the center line and the tangent vector of the blade center line outward starting from the outer end point of the blade center line is defined as the exit angle β2, and the exit angle β2 is 140. The multi-blade impeller structure is characterized in that the inlet angle β1 is set to 86 degrees when the angle is 60 degrees, or the inlet angle β1 is set to 67 degrees when the outlet angle β2 is 160 degrees .
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