JPH06147195A - Compressor housing of turbo charger - Google Patents
Compressor housing of turbo chargerInfo
- Publication number
- JPH06147195A JPH06147195A JP4314309A JP31430992A JPH06147195A JP H06147195 A JPH06147195 A JP H06147195A JP 4314309 A JP4314309 A JP 4314309A JP 31430992 A JP31430992 A JP 31430992A JP H06147195 A JPH06147195 A JP H06147195A
- Authority
- JP
- Japan
- Prior art keywords
- impeller
- chamber
- communication passage
- peripheral surface
- inner peripheral
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- 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
- F04D29/66—Combating cavitation, whirls, noise, vibration or the like; Balancing
- F04D29/68—Combating cavitation, whirls, noise, vibration or the like; Balancing by influencing boundary layers
- F04D29/681—Combating cavitation, whirls, noise, vibration or the like; Balancing by influencing boundary layers especially adapted for elastic fluid pumps
- F04D29/685—Inducing localised fluid recirculation in the stator-rotor interface
-
- 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
- F04D29/40—Casings; Connections of working fluid
- F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
- F04D29/4206—Casings; Connections of working fluid for radial or helico-centrifugal pumps especially adapted for elastic fluid pumps
- F04D29/4213—Casings; Connections of working fluid for radial or helico-centrifugal pumps especially adapted for elastic fluid pumps suction ports
-
- 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
- F04D29/66—Combating cavitation, whirls, noise, vibration or the like; Balancing
- F04D29/68—Combating cavitation, whirls, noise, vibration or the like; Balancing by influencing boundary layers
- F04D29/681—Combating cavitation, whirls, noise, vibration or the like; Balancing by influencing boundary layers especially adapted for elastic fluid pumps
- F04D29/684—Combating cavitation, whirls, noise, vibration or the like; Balancing by influencing boundary layers especially adapted for elastic fluid pumps by fluid injection
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Positive-Displacement Air Blowers (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明はエンジンへの過給圧を発
生させるターボチャージャのコンプレッサハウジングに
関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a turbocharger compressor housing for generating a boost pressure to an engine.
【０００２】[0002]
【従来の技術】エンジンへの過給を行うターボチャージ
ャは、たとえば、翼車を有するタービンと羽根車を有す
るコンプレッサとを軸受車室を介して一体構造とし、上
記翼車と羽根車とを、軸受車室内に回転自在に支持させ
た軸にて連結し、エンジンの排気によって翼車を回転さ
せ、該翼車の回転で軸を介して羽根車を回転させること
により、吸気をコンプレッサで圧縮してエンジンに給気
するようにしてある。2. Description of the Related Art In a turbocharger for supercharging an engine, for example, a turbine having an impeller and a compressor having an impeller are integrally structured through a bearing casing, and the impeller and the impeller are The intake air is compressed by the compressor by connecting the shafts that are rotatably supported in the bearing casing, rotating the impeller by the exhaust of the engine, and rotating the impeller by the rotation of the impeller through the shaft. It is designed to supply air to the engine.
【０００３】上記ターボチャージャで用いるコンプレッ
サにおいては、図２に一例を示す如く、空気量が減少し
てくると、コンプレッサ特性曲線Ｉがサージ線Ｓを越え
てサージング領域Ａに入るという特性がある。したがっ
て、上記サージ線ＳをＳ´の位置へと低流量側へ移動さ
せることができれば、エンジンの運転範囲に対してより
広い範囲に亘り適合させることができる。The compressor used in the turbocharger has a characteristic that the compressor characteristic curve I exceeds the surge line S and enters the surging region A when the air amount decreases, as shown in FIG. Therefore, if the surge line S can be moved to the position of S ′ toward the low flow rate side, it can be adapted to a wider range with respect to the operating range of the engine.
【０００４】そのため、従来では、図３に示す如く、羽
根車ａの外周部にディフューザ部ｂを介してスクロール
状の圧縮流路ｃを有し且つ上記ディフューザ部ｂから羽
根車ａの前方へ突出するシュラウド部を有するハウジン
グｄを備え、更に、上記羽根車ａを、図示しないタービ
ンの翼車に軸により連結して、翼車の回転により軸を介
して羽根車ａが回転させられるようにしてあるターボチ
ャージャのコンプレッサにおいて、上記シュラウド部
を、前端に吸気口ｅを形成した外壁ｆと、上記吸気口ｅ
の下流で前端に入口ｇを形成した内壁ｈとの二重壁構造
とすると共に、上記外壁ｆと内壁ｈの間に環状のチャン
バｉを形成し、且つ上記内壁ｈに、チャンバｉと羽根車
ａとの間を連通させるためのスロット（又は孔）ｊを設
けるようにしたものが提案されている（特開昭６２−１
７８７９９号）。Therefore, conventionally, as shown in FIG. 3, a scroll-shaped compression flow path c is provided on the outer peripheral portion of the impeller a through a diffuser portion b, and protrudes from the diffuser portion b toward the front of the impeller a. And a housing d having a shroud portion for connecting the impeller a to an impeller of a turbine (not shown) by a shaft so that the impeller a is rotated through the shaft by the rotation of the impeller. In a turbocharger compressor, the shroud portion is provided with an outer wall f having an intake port e formed at a front end, and the intake port e.
Has a double wall structure with an inner wall h having an inlet g formed at the front end downstream thereof, and forms an annular chamber i between the outer wall f and the inner wall h, and the inner wall h has a chamber i and an impeller. It has been proposed that a slot (or hole) j for communicating with a is provided (JP-A-62-1).
78799).
【０００５】上記コンプレッサによれば、高流量運転時
には、羽根車ａにおける入口ｇに近い領域内の圧力がチ
ャンバｉ内より低くなるので、入口ｇから羽根車ａの方
へ流れる空気とは別に、チャンバｉからもスロットｊを
通して羽根車ａの方へ空気が流れ、これにより羽根車ａ
に到達する空気の量を増大させてその最大流量容量を増
大させるようにし、一方、低流量運転時には、羽根車ａ
における入口ｇに近い領域の圧力がチャンバｉ内より高
くなるので、羽根車ａの部分からスロットｊを通してチ
ャンバｉ側への空気流を生じさせ、その空気を吸気口ｅ
側から入口ｇを通して再循環させて流量容量を減少さ
せ、これにより図２に示すサージ線ＳをＳ´の位置へ移
動させることができるものとされている。According to the above compressor, the pressure in the region near the inlet g of the impeller a becomes lower than that in the chamber i during high flow rate operation. Therefore, in addition to the air flowing from the inlet g toward the impeller a, Air also flows from chamber i through slot j toward impeller a, which causes impeller a
To increase the maximum flow capacity thereof, while the impeller a is operated during low flow operation.
Since the pressure in the region near the inlet g in the chamber becomes higher than that in the chamber i, an air flow from the portion of the impeller a through the slot j to the chamber i side is generated, and the air is sucked into the intake port e
It is said that the surge line S shown in FIG. 2 can be moved to the position of S ′ by recirculating from the side through the inlet g to reduce the flow rate capacity.
【０００６】[0006]
【発明が解決しようとする課題】ところが、上記コンプ
レッサの場合、内壁ｈにスロットｊを設けたことによ
り、高流量運転時の最大流量容量を増大させることはで
きるが、チャンバｉ内に常に吸気口ｅにおける動圧が作
用することから、低流量運転時では、羽根車ａ側からス
ロットｊを通しての空気の循環流が生じにくく、その結
果、図２におけるサージ線Ｓを低流量側に移動させる能
力が小さいという問題がある。However, in the case of the compressor described above, the maximum flow capacity during high flow operation can be increased by providing the slot j in the inner wall h, but the intake port is always provided in the chamber i. Since the dynamic pressure at e acts, the circulating flow of air from the impeller a side through the slot j is unlikely to occur during low flow rate operation, and as a result, the ability to move the surge line S in FIG. There is a problem that is small.
【０００７】そこで、本発明は、エンジンの運転範囲に
対してコンプレッサの運転範囲を適合させられるように
して、サージ線をより低流量側へ移動させることができ
るようなターボチャージャのコンプレッサハウジングを
提供しようとするものである。Therefore, the present invention provides a compressor housing for a turbocharger which allows the operating range of the compressor to be adapted to the operating range of the engine so that the surge line can be moved to a lower flow rate side. Is what you are trying to do.
【０００８】[0008]
【課題を解決するための手段】本発明は、上記課題を解
決するために、羽根車を包囲する位置から前方に延びて
吸気口を形成するようにしてあるシュラウド部を有する
ターボチャージャのコンプレッサハウジングにおいて、
上記シュラウド部の中に環状のチャンバを設けると共
に、上記シュラウド部に、該チャンバと羽根車設置位置
とを連通させる第１連通路、及び上記チャンバと羽根車
設置位置の上流位置とを連通させる第２連通路をそれぞ
れ穿設し、且つ上記シュラウド部の上記第２連通路を境
界とする吸気口側内周面部と羽根車側内周面部との間
に、羽根車側内周面部が大径となる如く小段差を形成し
た構成としたり、又は、第２連通路に、チャンバから羽
根車側へ向けて所要の傾斜角を設定した構成としたり、
あるいは、上記小段差と傾斜角とを両方設けた構成とす
る。SUMMARY OF THE INVENTION In order to solve the above problems, the present invention provides a compressor housing for a turbocharger having a shroud portion which extends forward from a position surrounding an impeller to form an intake port. At
An annular chamber is provided in the shroud portion, and the shroud portion has a first communication passage that communicates the chamber and an impeller installation position, and a chamber that communicates the chamber and an upstream position of the impeller installation position. The impeller-side inner peripheral surface portion has a large diameter between the intake-portion-side inner peripheral surface portion and the impeller-side inner peripheral surface portion, each of which has two communication passages and has the second communication passage of the shroud as a boundary. Or a configuration in which a required inclination angle is set in the second communication passage from the chamber toward the impeller,
Alternatively, both the small step and the inclination angle are provided.
【０００９】[0009]
【作用】低流量運転時にはチャンバ内が負圧になるの
で、羽根車を通過する空気の一部が第１連通路からチャ
ンバ内に吸引される。一方、チャンバ内の空気は、吸気
口から入ってくる空気が第２連通路の部分を通過するこ
とで、第２連通路を通り羽根車側へ吸引される。したが
って、静圧を利用した循環流が発生する。このとき、シ
ュラウド部の羽根車側内周面部の小段差は、第２連通路
から出た空気を羽根車側へ円滑に導くように作用する。
又、第２連通路に、チャンバから羽根車方向へ向かう傾
斜を設けることにより、空気の循環流動性がより確実な
ものとなる。In the low flow rate operation, the pressure in the chamber becomes negative, so that a part of the air passing through the impeller is sucked into the chamber from the first communication passage. On the other hand, the air in the chamber is sucked toward the impeller through the second communication passage as the air entering from the intake port passes through the portion of the second communication passage. Therefore, a circulating flow utilizing the static pressure is generated. At this time, the small step on the impeller-side inner peripheral surface of the shroud portion acts so as to smoothly guide the air discharged from the second communication passage to the impeller side.
Further, by providing the second communication passage with an inclination from the chamber toward the impeller, the circulating fluidity of air becomes more reliable.
【００１０】[0010]
【実施例】以下、本発明の実施例を図面を参照して説明
する。Embodiments of the present invention will be described below with reference to the drawings.
【００１１】図１は本発明の一実施例を示すもので、羽
根車１を包囲する位置から前方へ延びて吸気口２を形成
するようにしたシュラウド部３と、該シュラウド部３の
外周位置でディフューザ部４と連通するスクロール状の
圧縮流路５を形成するようにした圧縮流路形成部６とを
有してなるコンプレッサハウジング７を備えたターボチ
ャージャのコンプレッサにおいて、上記シュラウド部３
の壁中に環状のチャンバ８を設け、該チャンバ８と上記
羽根車１の設置位置とを径方向に連通させる第１連通路
９、及びチャンバ８と羽根車設置位置の上流位置とを径
方向に連通させる第２連通路１０を、上記シュラウド部
３に、それぞれ周方向に亘ってスリット状に穿設し、且
つ上記第２連通路１０を境界とするシュラウド部３の吸
気口２側内周面部３ａと羽根車１側内周面部３ｂとの間
に、羽根車側内周面部３ｂが大径となる如く小段差Δｓ
を形成し、更に、上記第２連通路１０に、チャンバ８か
ら羽根車１の方へ向けて所要の傾斜角αを設定し、上記
第１連通路９、チャンバ８、第２連通路１０により、低
流量運転時に羽根車１によって吸引される空気の一部を
循環させてサージ線の流量容量を減少させるための循環
流路を構成する。FIG. 1 shows an embodiment of the present invention. A shroud portion 3 is formed so as to extend forward from a position surrounding the impeller 1 to form an intake port 2, and an outer peripheral position of the shroud portion 3. In the compressor of the turbocharger provided with the compressor housing 7 having the compression flow passage forming portion 6 configured to form the scroll-like compression flow passage 5 communicating with the diffuser portion 4, the shroud portion 3
An annular chamber 8 is provided in the wall of the chamber, and a first communication passage 9 for communicating the chamber 8 and the installation position of the impeller 1 in the radial direction, and the chamber 8 and the upstream position of the impeller installation position in the radial direction A second communication passage 10 communicating with the shroud portion 3 is formed in a slit shape in the shroud portion 3 in the circumferential direction, and the inner periphery of the shroud portion 3 on the intake port 2 side is defined by the second communication passage 10 as a boundary. Between the surface portion 3a and the inner peripheral surface portion 3b on the impeller 1 side, a small step Δs is formed so that the inner peripheral surface portion 3b on the impeller side has a large diameter.
And a desired inclination angle α is set in the second communication passage 10 from the chamber 8 toward the impeller 1, and the first communication passage 9, the chamber 8 and the second communication passage 10 form A circulation flow path is configured to circulate a part of the air sucked by the impeller 1 during the low flow rate operation to reduce the flow rate capacity of the surge line.
【００１２】上記小段差Δｓは、第２連通路１０から出
た空気を羽根車１側へ引かれ易くするためのものであ
り、段差が付き過ぎると効果がなくなってしまうので、
吸気口２の面積の１〜２％の段差面積を与え得る値が好
ましい。又、上記傾斜角αは、空気の循環流動性を向上
させるためのもので、１５°以下では傾斜していないの
とあまり変わらず、４５°以上では４５°の場合とあま
り変わらず、したがって、１５〜４５°の範囲内で、特
に、３０°付近が好ましい値である。The small step difference Δs is for facilitating the drawing of the air discharged from the second communication passage 10 toward the impeller 1 side, and if the step difference is excessive, the effect will be lost.
A value that can provide a step area of 1 to 2% of the area of the intake port 2 is preferable. Further, the inclination angle α is for improving the circulation fluidity of air, and does not change much at 15 ° or less as it does not incline, and at 45 ° or more does not change much as at 45 °. Within the range of 15 to 45 °, the preferable value is around 30 °.
【００１３】なお、図中１１はスリット状の第１連通路
９を保持するためのリブであるが、第１連通路９が孔状
であるときは不要なものである。又、本実施例では、第
２連通路１０を境いとして、吸気口２側に位置するシュ
ラウド部３の内側部分を、他の部分とは別体構造物とし
て一体的に組み立ててある。Reference numeral 11 in the drawing denotes a rib for holding the slit-shaped first communication passage 9, but it is not necessary when the first communication passage 9 has a hole shape. Further, in the present embodiment, the inner portion of the shroud portion 3 located on the intake port 2 side with the second communication passage 10 as a boundary is integrally assembled as a separate structure from other portions.
【００１４】運転を行うと、羽根車１の回転により吸気
口２から吸い込まれた空気は、羽根車１における吸引領
域に吸引され、ディフューザ部４、圧縮流路５を通って
エンジンへ給気される。低流量運転時には、羽根車１の
すべての領域における圧力がチャンバ８内の圧力よりも
高くなる。したがって、羽根車１の羽根部分を通過する
空気の一部が第１連通路９からチャンバ８内へ向かうよ
うな空気流が発生する。一方、このとき、吸気口２から
入ってくる空気は、第２連通路１０の部分を通過するこ
とで、第２連通路１０からチャンバ８内の空気を吸引す
ることになり、その結果、チャンバ８内の負圧を大きく
し、上記羽根車１の羽根部分を通過する空気の一部を、
第１連通路９からチャンバ８内を通して第２連通路１０
から排出し、それを再び羽根車１に向けて流すことがで
き、図１の破線矢印で示す如く、静圧を利用した循環流
を発生させることができる。During operation, the air sucked from the intake port 2 by the rotation of the impeller 1 is sucked into the suction region of the impeller 1 and is supplied to the engine through the diffuser section 4 and the compression flow path 5. It During low flow rate operation, the pressure in all regions of the impeller 1 becomes higher than the pressure in the chamber 8. Therefore, an air flow is generated in which a part of the air passing through the blade portion of the impeller 1 is directed from the first communication passage 9 into the chamber 8. On the other hand, at this time, the air entering from the intake port 2 passes through the portion of the second communication passage 10 to suck the air in the chamber 8 from the second communication passage 10, and as a result, the chamber The negative pressure in 8 is increased, and a part of the air passing through the blade portion of the impeller 1 is
From the first communication passage 9 through the chamber 8 to the second communication passage 10
It is possible to discharge it from the exhaust gas and re-flow it toward the impeller 1, and to generate a circulating flow utilizing static pressure, as shown by the broken line arrow in FIG.
【００１５】上記において、第２連通路１０を境界とし
てシュラウド部３の吸気口側内周面部３ａと羽根車側内
周面部３ｂとの間には小段差Δｓが形成してあって、羽
根車側内周面部３ｂの直径が吸気口側内周面部３ａの直
径よりも大きくなっているので、第２連通路１０から排
出された空気が羽根車１側へ向けて引かれ易くなり、更
に、上記第２連通路１０には、チャンバ８から羽根車１
側へ向けて傾斜角αが設定してあるので、チャンバ８内
の空気は第２連通路１０の傾斜に沿わされて引かれるこ
とにより、空気の循環流動性をより確実なものとするこ
とができる。In the above description, a small step Δs is formed between the intake port-side inner peripheral surface portion 3a and the impeller-side inner peripheral surface portion 3b of the shroud portion 3 with the second communicating passage 10 as a boundary, and the impeller is formed. Since the diameter of the side inner peripheral surface portion 3b is larger than the diameter of the intake port side inner peripheral surface portion 3a, the air discharged from the second communication passage 10 is easily drawn toward the impeller 1 side, and further, From the chamber 8 to the impeller 1 in the second communication passage 10.
Since the inclination angle α is set toward the side, the air in the chamber 8 is drawn along the inclination of the second communication passage 10, so that the circulating fluidity of the air can be made more reliable. it can.
【００１６】このように、チャンバ８内の負圧を大きく
することにより、第１連通路９からの吸引作用を大きく
することができるので、本来、サージング領域に入るよ
うな低流量容量の運転状況でもサージング領域に入らな
いようにすることができる。すなわち、図２に示すサー
ジ線Ｓを、低流量側のＳ´の位置へ移動させることがで
きる。In this way, by increasing the negative pressure in the chamber 8, the suction action from the first communication passage 9 can be increased, so that the operating condition of a low flow rate capacity that would originally enter the surging region. But you can keep it out of the surging area. That is, the surge line S shown in FIG. 2 can be moved to the position of S ′ on the low flow rate side.
【００１７】なお、本発明は上記実施例のみに限定され
るものではなく、本発明の要旨を逸脱しない範囲内にお
いて種々変更を加え得ることは勿論である。The present invention is not limited to the above embodiments, and it goes without saying that various modifications can be made without departing from the gist of the present invention.
【００１８】[0018]
【発明の効果】以上述べた如く、本発明のターボチャー
ジャのコンプレッサハウジングによれば、シュラウド部
の中に環状のチャンバを設け、該チャンバと羽根車設置
位置とを連通させる第１連通路、及びチャンバと羽根車
設置位置の上流位置とを連通させる第２連通路をそれぞ
れ設けたので、羽根車によって吸引される空気の一部を
第１連通路からチャンバ、第２連通路を通して静圧的に
循環させることができ、しかも上記第２連通路を境界と
するシュラウド部の羽根車側内周面部を、吸気口側内周
面部よりも径が若干大きくなるように段差形成したの
で、第２連通路から出た空気を羽根車側へ向けて円滑に
引かせることができ、これにより、本来、サージング領
域に入るような低流量容量の運転状況下でもサージ線を
低流量側へ移すことができてエンジンの運転範囲に対し
広範囲に亘り適合させることができ、更に、第２連通路
に、チャンバから羽根車側へ向かう所要の傾斜をもたせ
ることにより、空気の循環流動性をより確実なものとす
ることができる、という優れた効果を発揮する。As described above, according to the compressor housing of the turbocharger of the present invention, the annular chamber is provided in the shroud portion, and the first communication passage for communicating the chamber with the impeller installation position, and Since the second communication passages that respectively connect the chamber and the upstream position of the impeller installation position are provided, part of the air sucked by the impeller is statically pressured from the first communication passage through the chamber and the second communication passage. Since the inner peripheral surface part of the shroud part that can be circulated and has the second communication passage as a boundary is formed with a step so that the diameter is slightly larger than the inner peripheral surface part of the intake port, The air discharged from the passage can be smoothly drawn toward the impeller side, which allows the surge line to be moved to the low flow rate side even under the operating condition of the low flow rate capacity that originally enters the surging area. As a result, it can be adapted to the operating range of the engine over a wide range, and further, by providing the second communication passage with a required inclination from the chamber to the impeller side, the circulation fluidity of air can be further ensured. It has the excellent effect of being able to
【図１】本発明のターボチャージャのコンプレッサハウ
ジングの一実施例を示すコンプレッサの概要図である。FIG. 1 is a schematic diagram of a compressor showing an embodiment of a compressor housing of a turbocharger of the present invention.
【図２】コンプレッサの流量と圧力との関係を示す一例
図である。FIG. 2 is an example diagram showing a relationship between a flow rate and a pressure of a compressor.
【図３】コンプレッサの一例を示す概要図である。FIG. 3 is a schematic diagram showing an example of a compressor.
１ 羽根車 ２ 吸気口 ３ シュラウド部 ３ａ 吸気口側内周面部 ３ｂ 羽根車側内周面部 ７ コンプレッサハウジング ８ チャンバ ９ 第１連通路 １０ 第２連通路 Δｓ 小段差 α 傾斜角 DESCRIPTION OF SYMBOLS 1 Impeller 2 Intake port 3 Shroud part 3a Intake port side inner peripheral surface part 3b Impeller side inner peripheral surface part 7 Compressor housing 8 Chamber 9 First communication path 10 Second communication path Δs Small step α Inclination angle
───────────────────────────────────────────────────── フロントページの続き (72)発明者 山口 諭 東京都江東区豊洲三丁目１番15号 石川島 播磨重工業株式会社東二テクニカルセンタ ー内 (72)発明者 山口 広 東京都江東区豊洲三丁目１番15号 石川島 播磨重工業株式会社東二テクニカルセンタ ー内 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Satoshi Yamaguchi 3-15-15 Toyosu, Koto-ku, Tokyo Ishikawajima Harima Heavy Industries Co., Ltd. Toji Technical Center (72) Inventor Hiroshi Yamaguchi 3-chome, Toyosu, Koto-ku, Tokyo No. 1-15 Ishikawajima Harima Heavy Industries Co., Ltd. Toji Technical Center
Claims (3)
吸気口を形成するようにしてあるシュラウド部を有する
ターボチャージャのコンプレッサハウジングにおいて、
上記シュラウド部の中に環状のチャンバを設けると共
に、上記シュラウド部に、該チャンバと羽根車設置位置
とを連通させる第１連通路、及び上記チャンバと羽根車
設置位置の上流位置とを連通させる第２連通路をそれぞ
れ穿設し、且つ上記シュラウド部の上記第２連通路を境
界とする吸気口側内周面部と羽根車側内周面部との間
に、羽根車側内周面部が大径となる如く小段差を形成し
た構成を有することを特徴とするターボチャージャのコ
ンプレッサハウジング。1. A compressor housing of a turbocharger having a shroud portion which extends forward from a position surrounding an impeller to form an intake port,
An annular chamber is provided in the shroud portion, and the shroud portion has a first communication passage that communicates the chamber and an impeller installation position, and a chamber that communicates the chamber and an upstream position of the impeller installation position. The impeller-side inner peripheral surface portion has a large diameter between the intake-portion-side inner peripheral surface portion and the impeller-side inner peripheral surface portion, each of which has two communication passages and has the second communication passage of the shroud as a boundary. A compressor housing for a turbocharger, which has a structure in which a small step is formed so that
吸気口を形成するようにしてあるシュラウド部を有する
ターボチャージャのコンプレッサハウジングにおいて、
上記シュラウド部の中に環状のチャンバを設けると共
に、上記シュラウド部に、該チャンバと羽根車設置位置
とを連通させる第１連通路、及び上記チャンバと羽根車
設置位置の上流位置とを連通させる第２連通路をそれぞ
れ穿設し、且つ上記第２連通路に、チャンバから羽根車
側へ向けて所要の傾斜角を設定した構成を有することを
特徴とするターボチャージャのコンプレッサハウジン
グ。2. A turbocharger compressor housing having a shroud portion which extends forward from a position surrounding an impeller to form an intake port,
An annular chamber is provided in the shroud portion, and the shroud portion has a first communication passage that communicates the chamber and an impeller installation position, and a chamber that communicates the chamber and an upstream position of the impeller installation position. A compressor housing for a turbocharger, characterized in that two communication passages are provided, and a desired inclination angle is set from the chamber to the impeller side in the second communication passage.
吸気口を形成するようにしてあるシュラウド部を有する
ターボチャージャのコンプレッサハウジングにおいて、
上記シュラウド部の中に環状のチャンバを設けると共
に、上記シュラウド部に、該チャンバと羽根車設置位置
とを連通させる第１連通路、及び上記チャンバと羽根車
設置位置の上流位置とを連通させる第２連通路をそれぞ
れ穿設し、且つ上記シュラウド部の上記第２連通路を境
界とする吸気口側内周面部と羽根車側内周面部との間
に、羽根車側内周面部が大径となる如く小段差を形成
し、更に、上記第２連通路に、チャンバから羽根車側へ
向けて所要の傾斜角を設定した構成を有することを特徴
とするターボチャージャのコンプレッサハウジング。3. A turbocharger compressor housing having a shroud portion which extends forward from a position surrounding an impeller to form an intake port,
An annular chamber is provided in the shroud portion, and the shroud portion has a first communication passage that communicates the chamber and an impeller installation position, and a chamber that communicates the chamber and an upstream position of the impeller installation position. The impeller-side inner peripheral surface portion has a large diameter between the intake-portion-side inner peripheral surface portion and the impeller-side inner peripheral surface portion, each of which has two communication passages and has the second communication passage of the shroud as a boundary. A compressor housing for a turbocharger, characterized in that a small step is formed so that a desired inclination angle is set from the chamber to the impeller side in the second communication passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4314309A JPH06147195A (en) | 1992-10-30 | 1992-10-30 | Compressor housing of turbo charger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4314309A JPH06147195A (en) | 1992-10-30 | 1992-10-30 | Compressor housing of turbo charger |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH06147195A true JPH06147195A (en) | 1994-05-27 |
Family
ID=18051807
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4314309A Pending JPH06147195A (en) | 1992-10-30 | 1992-10-30 | Compressor housing of turbo charger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH06147195A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11201094A (en) * | 1998-01-19 | 1999-07-27 | Ishikawajima Harima Heavy Ind Co Ltd | Turbo-compressor |
| EP1143149A2 (en) * | 2000-04-07 | 2001-10-10 | Ishikawajima-Harima Jukogyo Kabushiki Kaisha | Method and apparatus for expanding operating range of centrifugal compressor |
| JP2003074360A (en) * | 2001-09-05 | 2003-03-12 | Ishikawajima Harima Heavy Ind Co Ltd | Turbocharger |
| JP2003314496A (en) * | 2002-04-18 | 2003-11-06 | Ishikawajima Harima Heavy Ind Co Ltd | Centrifugal compressor |
| JP2007127109A (en) * | 2005-11-07 | 2007-05-24 | Mitsubishi Heavy Ind Ltd | Compressor of exhaust turbosupercharger |
| US8256218B2 (en) * | 2007-01-19 | 2012-09-04 | Cummins Turbo Technologies Limited | Compressor |
| WO2014128939A1 (en) * | 2013-02-22 | 2014-08-28 | 三菱重工業株式会社 | Centrifugal compressor |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
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| JP2007127109A (en) * | 2005-11-07 | 2007-05-24 | Mitsubishi Heavy Ind Ltd | Compressor of exhaust turbosupercharger |
| JP4592563B2 (en) * | 2005-11-07 | 2010-12-01 | 三菱重工業株式会社 | Exhaust turbocharger compressor |
| US8256218B2 (en) * | 2007-01-19 | 2012-09-04 | Cummins Turbo Technologies Limited | Compressor |
| US8820073B2 (en) | 2007-01-19 | 2014-09-02 | Cummins Turbo Technologies Limited | Compressor |
| WO2014128939A1 (en) * | 2013-02-22 | 2014-08-28 | 三菱重工業株式会社 | Centrifugal compressor |
| US10125793B2 (en) | 2013-02-22 | 2018-11-13 | Mitsubishi Heavy Industries, Ltd. | Centrifugal compressor |
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