US20040241015A1 - Turbocharger comprising a torsional-vibration damper - Google Patents
Turbocharger comprising a torsional-vibration damper Download PDFInfo
- Publication number
- US20040241015A1 US20040241015A1 US10/489,663 US48966304A US2004241015A1 US 20040241015 A1 US20040241015 A1 US 20040241015A1 US 48966304 A US48966304 A US 48966304A US 2004241015 A1 US2004241015 A1 US 2004241015A1
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- US
- United States
- Prior art keywords
- turbocharger
- torsional vibration
- shaft
- vibration damper
- compressor
- 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.)
- Abandoned
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 13
- 229920000297 Rayon Polymers 0.000 claims description 8
- 238000013016 damping Methods 0.000 claims description 5
- 238000006073 displacement reaction Methods 0.000 claims description 2
- 229920002545 silicone oil Polymers 0.000 claims description 2
- 238000011144 upstream manufacturing Methods 0.000 claims description 2
- 239000007789 gas Substances 0.000 claims 5
- 230000010349 pulsation Effects 0.000 abstract description 5
- 238000010276 construction Methods 0.000 description 5
- 238000005259 measurement Methods 0.000 description 5
- 230000005284 excitation Effects 0.000 description 4
- 238000001816 cooling Methods 0.000 description 3
- 230000000630 rising effect Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000001228 spectrum Methods 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011835 investigation Methods 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000010008 shearing Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
- F02C6/04—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output
- F02C6/10—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output supplying working fluid to a user, e.g. a chemical process, which returns working fluid to a turbine of the plant
- F02C6/12—Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
- F01D25/04—Antivibration arrangements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D5/00—Blades; Blade-carrying members; Heating, heat-insulating, cooling or antivibration means on the blades or the members
- F01D5/02—Blade-carrying members, e.g. rotors
- F01D5/027—Arrangements for balancing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04D—NON-POSITIVE-DISPLACEMENT PUMPS
- F04D25/00—Pumping installations or systems
- F04D25/02—Units comprising pumps and their driving means
- F04D25/04—Units comprising pumps and their driving means the pump being fluid-driven
-
- 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
- F04D29/661—Combating cavitation, whirls, noise, vibration or the like; Balancing especially adapted for elastic fluid pumps
- F04D29/668—Combating cavitation, whirls, noise, vibration or the like; Balancing especially adapted for elastic fluid pumps damping or preventing mechanical vibrations
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2220/00—Application
- F05D2220/40—Application in turbochargers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2260/00—Function
- F05D2260/96—Preventing, counteracting or reducing vibration or noise
Definitions
- the invention relates to a turbocharger according to the features of the preamble of patent claim 1 .
- Turbo chargers are used for increasing the power of reciprocating piston engines. They possess a rapidly rotating rotor unit which comprises a turbine, a compressor and a shaft connecting the turbine and compressor.
- the turbine of the turbocharger is operated by means of the exhaust gas from an internal combustion engine.
- the turbine drives the compressor by means of the common shaft.
- the gas compressed by the compressor is supplied to the combustion chambers of the engine for charging the latter.
- the pressure, acting upon the turbine, of the exhaust gas from the internal combustion engine is not constant, and this may excite the turbocharger shaft into vibrations.
- the pressure pulsations depend, inter alia, on the opening and closing characteristic of the outlet valves of the engine and on the configuration of the exhaust line.
- the predominating ignition frequency of the engine is clearly to the forefront in the frequency spectrum of these pressure pulsations, said ignition frequency depending on the number of cylinders, on the working process (2-stroke/4-stroke) and on the engine rotational speed. It is the state of the art to dimension the shaft of the turbocharger in such a way that all the characteristic torsional frequencies of the turbocharger shaft are well above the maximum possible ignition frequency of the engine. It has thereby been possible hitherto to avoid resonance between the main excitation and the characteristic torsional frequencies and to design the turbochargers so as to be operationally reliable.
- the object of the invention is, therefore, to provide a cost-effective turbocharger with a rapidly rotating rotor unit, the operating reliability of which is ensured without efficiency losses, even in the event of the rising levels of excitation to be expected in future for torsional vibrations of the turbocharger shaft.
- the dampers are advantageously arranged at the compressor-side shaft end, in particular on the inlet side of the compressor wheel hub, since the vibration deflections and consequently the damping action are at their greatest there.
- a further advantage is also the good cooling action in the case of a relatively constant and low temperature, this being advantageous for all forms of damper construction.
- the outside diameter of the torsional vibration damper is selected such that it corresponds to approximately 80%-110%, most preferably to 90% to 100%, of the hub diameter of the compressor at the inlet.
- damper in the region of the turbine, in which case it is necessary to ensure that materials with sufficient heat resistance are used.
- FIG. 1 shows, in a section along its longitudinal axis, a turbocharger with a torsional vibration damper in the region of, the compressor inlet;
- FIG. 2 shows the turbocharger from FIG. 1 with a torsional vibration damper in the region between the compressor wheel and turbine wheel;
- FIG. 3 shows the result of a measurement of the amplitude of the torsional vibration on a turbocharger shaft with torsional vibration damper
- FIG. 4 shows the result of a measurement of the amplitude of the torsional vibration on a turbocharger shaft with torsional vibration damper.
- FIGS. 1 and 2 each show a turbocharger 10 with a rapidly rotating rotor unit 11 in a section along their longitudinal axes 18 .
- Each rapidly rotating rotor unit 11 comprises a turbine 12 and a compressor 16 which are connected to one another via a common, turbocharger shaft 14 .
- the turbine 12 has a turbine wheel 22 , surrounded by a turbine housing 20 and having turbine blades 23 .
- the compressor wheel 26 has compressor blades 27 which are distributed regularly over the circumference of a compressor wheel hub 25 .
- the compressor wheel 26 is surrounded by a compressor housing 24 and can be driven by the turbine 12 by means of the common shaft 14 .
- the common turbocharger shaft 14 is mounted between the compressor wheel 26 and the turbine wheel 22 in a bearing housing 28 .
- the turbine housing 20 forms a flow duct 29 which is connected (not illustrated) to the exhaust line of an internal combustion engine.
- the flow duct 29 leads via the turbine wheel 22 and makes it possible, via a gas outlet housing 30 of the turbine housing 20 , to discharge the exhaust gas of the internal combustion engine from the turbocharger 10 .
- the compressor housing forms a second flow duct 32 , via the inlet 34 of which air or another combustible gas is sucked in, led via the compressor wheel 26 and at the same time compressed.
- the compressed gas is finally discharged from the turbocharger 10 via an outlet, not explicitly illustrated, of the compressor housing 24 and into a feed line of the internal combustion engine (not illustrated).
- a torsional vibration damper 36 which is secured fixedly in terms of rotation to the shaft 14 on the inlet side upstream of a compressor hub 25 of the compressor wheel 26 .
- the viscose torsional vibration damper is cooled optimally by the gas flowing in.
- the torsional vibration damper is thus located in the region of the highest torsional vibration amplitudes of the shaft 14 and can therefore exert its greatest action.
- the radial extent of the torsional vibration damper 36 amounts to 100 % of the radial extent of the compressor wheel hub 25 in the region of the latter which follows the torsional vibration damper 36 .
- the construction space is thereby utilized optimally, without the flow via the compressor wheel 26 being impeded.
- the turbocharger 10 in FIG. 2 is identical to the turbocharger 10 from FIG. 1.
- the torsional vibration damper 36 for reducing the torsional vibration load on the shaft 14 is not connected fixedly in terms of rotation to the turbocharger shaft 14 in the region of the compressor wheel 26 , but, instead, between the compressor wheel 26 and turbine wheel 22 in the region of the bearing housing 28 of the turbocharger 10 .
- the greater radial construction space can advantageously be utilized here, thus giving the torsional vibration damper 36 a higher efficiency.
- This higher efficiency admittedly, cannot always have a full effect on dampening efficiency because of the greater proximity to the nodal point of the torsional vibration.
- a rubber damper is used here instead of a viscose torsional vibration damper.
- FIGS. 3 and 4 show, by way of example, results of two measurements of the torsional vibration amplitudes on a turbocharger shaft, on the one hand, without a torsional vibration damper in FIG. 3, and, on the other hand, with a torsional vibration damper in FIG. 4.
- the measurements are based on the use of a viscose torsional vibration damper in the region of the inlet of the compressor.
- the vibration frequency of the torsional vibration is plotted at the top in Hertz and the rotational speed is plotted on the right in revolutions per second.
- the engine orders 40 which occur are plotted diagonally.
- the increased amplitudes 42 of the torsional vibrations 44 in the region of the associated exciting engine order 40 can be seen clearly in both figures.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Supercharger (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
Abstract
The invention relates to an exhaust-gas turbocharger, which is operated by the exhaust gas of a combustion engine and is equipped with a rotor unit that rotates at high-speed. Said rotor unit comprises a turbocharger shaft, a turbine wheel that is rotationally fixed to the shaft, in addition to a compressor wheel that is rotationally fixed to the shaft. To increase the operational reliability of said turbocharger, a torsional-vibration damper is located on the turbocharger shaft. The torsional-vibration damper reduces torsional-vibration stresses that arise in the shaft, which are caused by motor pulsations of a higher order of the combustion engine.
Description
- The invention relates to a turbocharger according to the features of the preamble of
patent claim 1. - Turbo chargers are used for increasing the power of reciprocating piston engines. They possess a rapidly rotating rotor unit which comprises a turbine, a compressor and a shaft connecting the turbine and compressor. In exhaust gas turbochargers, the turbine of the turbocharger is operated by means of the exhaust gas from an internal combustion engine. The turbine drives the compressor by means of the common shaft. The gas compressed by the compressor is supplied to the combustion chambers of the engine for charging the latter. The pressure, acting upon the turbine, of the exhaust gas from the internal combustion engine is not constant, and this may excite the turbocharger shaft into vibrations. The pressure pulsations depend, inter alia, on the opening and closing characteristic of the outlet valves of the engine and on the configuration of the exhaust line. The predominating ignition frequency of the engine is clearly to the forefront in the frequency spectrum of these pressure pulsations, said ignition frequency depending on the number of cylinders, on the working process (2-stroke/4-stroke) and on the engine rotational speed. It is the state of the art to dimension the shaft of the turbocharger in such a way that all the characteristic torsional frequencies of the turbocharger shaft are well above the maximum possible ignition frequency of the engine. It has thereby been possible hitherto to avoid resonance between the main excitation and the characteristic torsional frequencies and to design the turbochargers so as to be operationally reliable.
- More recent investigations and measurements have shown that higher engine orders also occur in the pressure pulsation spectrum in addition to the ignition frequency. These pressure pulsations of higher order may coincide with the characteristic torsional frequency of the turbocharger shaft. These resonant vibrations, which cannot be avoided in the case of variable engine rotational speed, lead to torsional stresses in the turbocharger shaft. In the past, however, the level of excitation was so low that, owing to the internal damping of the turbocharger shaft, the resonant vibrations led only to insignificant torsional stresses which were tolerable over the long term.
- However, due to steeper camshaft flanks and also rising pressure conditions in engines and turbochargers, higher excitations and consequently higher torsional stresses in the turbocharger shaft are to be expected. The required increasing power density of the turbocharger shaft is a further factor which aggravates the problem. Inadmissibly high loads on the turbocharger shaft are therefore to be expected in future.
- The only measure known hitherto for counteracting the loads caused by torsional vibrations in the turbomachines themselves is the selection of larger shaft diameters. However, this is associated with higher power losses in the shaft bearings of the turbocharger.
- The object of the invention is, therefore, to provide a cost-effective turbocharger with a rapidly rotating rotor unit, the operating reliability of which is ensured without efficiency losses, even in the event of the rising levels of excitation to be expected in future for torsional vibrations of the turbocharger shaft.
- This object is achieved by means of a turbocharger according to the features of
patent claim 1. The arrangement of a torsional vibration damper on the turbocharger shaft reduces the load on the turbocharger shaft caused by any occurring torsional vibrations and thus prevents critical load peaks. Operating reliability is thus ensured even in the case of configurations with steep camshaft flanks and/or rising pressure conditions in the engine and turbocharger. - The known principles of torsional vibration dampers, such as oil displacement dampers, rubber dampers, viscose torsional vibration dampers and silicone-oil rubber dampers, come into consideration. Such dampers known per se are described, for example, in “Berechnung des dynamischen Verhaltens von Viskosedrehschwingungs-dämpfern”, [“Calculation of the dynamic behavior of viscose torsional vibration dampers”], Dissertation TU Berlin, 1982, Dipl. Ing. Rainer Hartmann, pp. 9-13.
- The dampers are advantageously arranged at the compressor-side shaft end, in particular on the inlet side of the compressor wheel hub, since the vibration deflections and consequently the damping action are at their greatest there. A further advantage is also the good cooling action in the case of a relatively constant and low temperature, this being advantageous for all forms of damper construction.
- In an arrangement at the inlet of the compressor wheel, the outside diameter of the torsional vibration damper is selected such that it corresponds to approximately 80%-110%, most preferably to 90% to 100%, of the hub diameter of the compressor at the inlet. As a result, the radial construction space is utilized efficiently and the inflow of the compressor is not disturbed.
- It may also be envisaged to arrange the damper in the region of the turbine, in which case it is necessary to ensure that materials with sufficient heat resistance are used.
- It is likewise advantageous to arrange the torsional vibration damper between the turbine wheel and the compressor wheel. Since the construction space which is present there is larger, above all, in the radial direction, the dimensioning of the damper is simpler.
- The use of a viscose torsional vibration damper has proved particularly advantageous. An annular rotary mass is mounted freely rotatably on the inside in a housing. A viscous medium is introduced in the gap between ring and housing and, in the event of relative movements between the two parts, generates a damping action as a result of the shearing forces which arise. In this case, it is particularly important to stabilize the damper temperature. The damper is therefore advantageously arranged at the inlet of the compressor wheel. The air stream with very high flow velocities in the inlet region of the compressor ensures an optimum cooling of the damper and consequently a largely uniform temperature of the damper.
- Depending on the design of the turbocharger and on the torsional vibration loads which occur, it may be advantageous to arrange a plurality of torsional vibration dampers on the turbocharger shaft instead of one torsional vibration damper. In this case, identical or different torsional vibration dampers may be used in accordance with the load, and they may be provided directly next to one another or at various locations on the shaft.
- Further preferred embodiments are the subject matter of further dependent patent claims.
- The subject of the invention is explained in more detail below with reference to preferred exemplary embodiments illustrated in the accompanying purely diagrammatic drawings, in which:
- FIG. 1 shows, in a section along its longitudinal axis, a turbocharger with a torsional vibration damper in the region of, the compressor inlet;
- FIG. 2 shows the turbocharger from FIG. 1 with a torsional vibration damper in the region between the compressor wheel and turbine wheel;
- FIG. 3 shows the result of a measurement of the amplitude of the torsional vibration on a turbocharger shaft with torsional vibration damper; and
- FIG. 4 shows the result of a measurement of the amplitude of the torsional vibration on a turbocharger shaft with torsional vibration damper.
- The reference symbols used in the drawings and their significance are collated in the list of reference symbols. Basically, identical parts are given the same reference symbols in the figures. The embodiment described stands as an example of the subject of the invention and has no restrictive effect.
- FIGS. 1 and 2 each show a
turbocharger 10 with a rapidly rotatingrotor unit 11 in a section along theirlongitudinal axes 18. Each rapidly rotatingrotor unit 11 comprises aturbine 12 and acompressor 16 which are connected to one another via a common,turbocharger shaft 14. Theturbine 12 has aturbine wheel 22, surrounded by aturbine housing 20 and havingturbine blades 23. The compressor wheel 26 hascompressor blades 27 which are distributed regularly over the circumference of acompressor wheel hub 25. The compressor wheel 26 is surrounded by acompressor housing 24 and can be driven by theturbine 12 by means of thecommon shaft 14. Thecommon turbocharger shaft 14 is mounted between the compressor wheel 26 and theturbine wheel 22 in a bearing housing 28. - The
turbine housing 20 forms aflow duct 29 which is connected (not illustrated) to the exhaust line of an internal combustion engine. Theflow duct 29 leads via theturbine wheel 22 and makes it possible, via agas outlet housing 30 of theturbine housing 20, to discharge the exhaust gas of the internal combustion engine from theturbocharger 10. The compressor housing forms asecond flow duct 32, via theinlet 34 of which air or another combustible gas is sucked in, led via the compressor wheel 26 and at the same time compressed. The compressed gas is finally discharged from theturbocharger 10 via an outlet, not explicitly illustrated, of thecompressor housing 24 and into a feed line of the internal combustion engine (not illustrated). - The pressure pulses which are transmitted to the
turbocharger shaft 14 by the exhaust gas of the internal combustion engine according to its engine order when said exhaust gas flows over the turbine wheel 26 are damped by means of atorsional vibration damper 36. In the example shown here, this is a viscose torsional vibration damper which is secured fixedly in terms of rotation to theshaft 14 on the inlet side upstream of acompressor hub 25 of the compressor wheel 26. By virtue of this positioning, it is possible for the viscose torsional vibration damper to be cooled optimally by the gas flowing in. Moreover, the torsional vibration damper is thus located in the region of the highest torsional vibration amplitudes of theshaft 14 and can therefore exert its greatest action. In this example, the radial extent of thetorsional vibration damper 36 amounts to 100% of the radial extent of thecompressor wheel hub 25 in the region of the latter which follows thetorsional vibration damper 36. The construction space is thereby utilized optimally, without the flow via the compressor wheel 26 being impeded. - The
turbocharger 10 in FIG. 2 is identical to theturbocharger 10 from FIG. 1. Thetorsional vibration damper 36 for reducing the torsional vibration load on theshaft 14, however, is not connected fixedly in terms of rotation to theturbocharger shaft 14 in the region of the compressor wheel 26, but, instead, between the compressor wheel 26 andturbine wheel 22 in the region of the bearing housing 28 of theturbocharger 10. The greater radial construction space can advantageously be utilized here, thus giving the torsional vibration damper 36 a higher efficiency. This higher efficiency, admittedly, cannot always have a full effect on dampening efficiency because of the greater proximity to the nodal point of the torsional vibration. Owing to the poorer cooling possibilities, a rubber damper is used here instead of a viscose torsional vibration damper. - FIGS. 3 and 4 show, by way of example, results of two measurements of the torsional vibration amplitudes on a turbocharger shaft, on the one hand, without a torsional vibration damper in FIG. 3, and, on the other hand, with a torsional vibration damper in FIG. 4. The measurements are based on the use of a viscose torsional vibration damper in the region of the inlet of the compressor. The vibration frequency of the torsional vibration is plotted at the top in Hertz and the rotational speed is plotted on the right in revolutions per second. The engine orders40 which occur are plotted diagonally. The increased
amplitudes 42 of thetorsional vibrations 44 in the region of the associatedexciting engine order 40 can be seen clearly in both figures. However, the level of theamplitudes 42 in FIG. 4, measured on the turbocharger shaft with a torsional vibration damper, is substantially lower than in FIG. 3, measured on the turbocharger shaft without a torsional vibration damper. These results show that the use of torsional vibration dampers in turbochargers can contribute considerably to the operating reliability of the turbochargers. -
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Claims (9)
1. An exhaust gas turbocharger with a rapidly rotating rotor unit which comprises a turbocharger shaft, a turbine wheel connected fixedly in terms of rotation to the shaft, and a compressor wheel connected fixedly in terms of rotation to the shaft, the exhaust gas turbocharger being capable of being connected to an internal combustion engine and the rotor unit being capable of being operated by means of the exhaust gases from the internal combustion engine, wherein the exhaust gas turbocharger comprises means for the damping of torsional vibrations of the turbocharger shaft which are excited by higher engine orders of the internal combustion engine when the exhaust gas turbocharger is in the state connected to the internal combustion engine, the damping means comprising, a torsional vibration damper arranged on the shaft.
2. The turbocharger as claimed in claim 1 , wherein the torsional vibration damper is a viscose torsional vibration damper.
3. The turbocharger as claimed in claim 1 , wherein the torsional vibration damper is an oil displacement damper.
4. The turbocharger as claimed in claim 1 , wherein the torsional vibration damper is a rubber damper.
5. The turbocharger as claimed in claim 1 , wherein the torsional vibration damper is a silicone-oil rubber damper.
6. The turbocharger as claimed in claim 1 , wherein the torsional vibration damper is secured to the turbocharger shaft in the region of the compressor, and, in particular, on the inlet side upstream of a compressor hub of the compressor wheel.
7. The turbocharger as claimed in claim 6 , wherein the outside diameter of the torsional vibration damper is about 80% to 110%, preferably 90% to 100%, of the outside diameter of the compressor hub in that region of the compressor hub which follows the device.
8. The turbocharger as claimed in claim 1 , wherein the torsional vibration damper is arranged between the compressor wheel and the turbine wheel or in the region of the turbine.
9. The turbocharger as claimed in claim 1 , wherein more than one torsional vibration damper is arranged on the turbocharger shaft, in which case the torsional vibration dampers may be arranged at various locations on the shaft and various types of torsional vibration dampers may be provided.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP01810898.5 | 2001-09-17 | ||
EP01810898A EP1293657A1 (en) | 2001-09-17 | 2001-09-17 | Turbocharger with torsion damper |
PCT/CH2002/000506 WO2003025371A1 (en) | 2001-09-17 | 2002-09-13 | Turbocharger comprising a torsional-vibration damper |
Publications (1)
Publication Number | Publication Date |
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US20040241015A1 true US20040241015A1 (en) | 2004-12-02 |
Family
ID=8184140
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/489,663 Abandoned US20040241015A1 (en) | 2001-09-17 | 2002-09-13 | Turbocharger comprising a torsional-vibration damper |
Country Status (8)
Country | Link |
---|---|
US (1) | US20040241015A1 (en) |
EP (2) | EP1293657A1 (en) |
JP (1) | JP2005502817A (en) |
KR (1) | KR100865649B1 (en) |
CN (1) | CN1298977C (en) |
DE (1) | DE50207326D1 (en) |
RU (1) | RU2304223C2 (en) |
WO (1) | WO2003025371A1 (en) |
Cited By (3)
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US20060086090A1 (en) * | 2004-10-21 | 2006-04-27 | Kilkenny Jonathan P | Vibration limiter for coaxial shafts and compound turbocharger using same |
US20140208741A1 (en) * | 2013-01-31 | 2014-07-31 | Electro-Motive Diesel, Inc. | Turbocharger with axial turbine stage |
US11143206B2 (en) | 2016-11-08 | 2021-10-12 | Mitsubishi Heavy Industries Compressor Corporation | Rotary machine |
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Publication number | Priority date | Publication date | Assignee | Title |
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EP1602803A1 (en) * | 2004-06-03 | 2005-12-07 | ABB Turbo Systems AG | Vibration reduction device for combustion engine and turbocharger system |
CA2652077C (en) | 2006-06-09 | 2012-12-04 | Vestas Wind Systems A/S | A wind turbine comprising a detuner |
CN101652563B (en) * | 2006-12-20 | 2012-02-08 | 维斯塔斯风力***有限公司 | Use of torsional damping device and a wind turbine comprising same |
CN104884747B (en) * | 2013-04-12 | 2016-09-07 | 株式会社Ihi | The fastening inspection method of impeller, the fastening method of impeller, the fastening of impeller check device and the fastener of impeller |
US10677312B2 (en) * | 2018-02-15 | 2020-06-09 | General Electric Company | Friction shaft damper for axial vibration mode |
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US2573398A (en) * | 1947-05-12 | 1951-10-30 | George S Butenkoff | Torsional vibration dampener |
US3667214A (en) * | 1970-03-11 | 1972-06-06 | Gen Motors Corp | Engine turbosupercharger with vibration reducing drive |
US3678782A (en) * | 1969-11-15 | 1972-07-25 | Hidemasa Aoki | Viscous rubber dampers |
US3734484A (en) * | 1971-04-02 | 1973-05-22 | Houdaille Industries Inc | Torsional vibration damper |
US3990324A (en) * | 1974-03-07 | 1976-11-09 | The Goodyear Tire & Rubber Company | Vibration damper and method of making said damper |
US4044628A (en) * | 1976-03-24 | 1977-08-30 | U.S. Manufacturing Corporation | Torsional damper |
US4254847A (en) * | 1978-07-24 | 1981-03-10 | Houdaille Industries, Inc. | Rubber viscous torsional dampers and method of making same |
US4378865A (en) * | 1980-12-10 | 1983-04-05 | Houdaille Industries, Inc. | Rubber and viscous/rubber torsional dampers and method of making the same |
US4501348A (en) * | 1981-07-31 | 1985-02-26 | Sachs-Systemtechnik Gmbh | Torsional oscillation damper with laterally displaceable damper member |
US4924674A (en) * | 1987-09-30 | 1990-05-15 | Isuzu Motors Limited | Turbocharger with rotary electric machine |
US5140868A (en) * | 1989-07-31 | 1992-08-25 | Toyota Jidosha Kabushiki Kaisha | Viscous and rubber-type torsional damper |
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- 2001-09-17 EP EP01810898A patent/EP1293657A1/en not_active Withdrawn
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- 2002-09-13 KR KR1020047003859A patent/KR100865649B1/en not_active IP Right Cessation
- 2002-09-13 JP JP2003528976A patent/JP2005502817A/en active Pending
- 2002-09-13 EP EP02760021A patent/EP1427927B1/en not_active Expired - Lifetime
- 2002-09-13 WO PCT/CH2002/000506 patent/WO2003025371A1/en active IP Right Grant
- 2002-09-13 CN CNB028182006A patent/CN1298977C/en not_active Expired - Fee Related
- 2002-09-13 US US10/489,663 patent/US20040241015A1/en not_active Abandoned
- 2002-09-13 RU RU2004111682/06A patent/RU2304223C2/en not_active IP Right Cessation
- 2002-09-13 DE DE50207326T patent/DE50207326D1/en not_active Expired - Lifetime
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Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20060086090A1 (en) * | 2004-10-21 | 2006-04-27 | Kilkenny Jonathan P | Vibration limiter for coaxial shafts and compound turbocharger using same |
US7150152B2 (en) * | 2004-10-21 | 2006-12-19 | Caterpillar Inc | Vibration limiter for coaxial shafts and compound turbocharger using same |
US20140208741A1 (en) * | 2013-01-31 | 2014-07-31 | Electro-Motive Diesel, Inc. | Turbocharger with axial turbine stage |
US9181855B2 (en) * | 2013-01-31 | 2015-11-10 | Electro-Motive Diesel, Inc. | Turbocharger with axial turbine stage |
US11143206B2 (en) | 2016-11-08 | 2021-10-12 | Mitsubishi Heavy Industries Compressor Corporation | Rotary machine |
Also Published As
Publication number | Publication date |
---|---|
CN1298977C (en) | 2007-02-07 |
JP2005502817A (en) | 2005-01-27 |
RU2004111682A (en) | 2005-05-20 |
KR20040035796A (en) | 2004-04-29 |
KR100865649B1 (en) | 2008-10-29 |
WO2003025371A1 (en) | 2003-03-27 |
CN1555457A (en) | 2004-12-15 |
EP1427927B1 (en) | 2006-06-21 |
RU2304223C2 (en) | 2007-08-10 |
EP1293657A1 (en) | 2003-03-19 |
DE50207326D1 (en) | 2006-08-03 |
EP1427927A1 (en) | 2004-06-16 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: ABB TURBO SYSTEMS AG, SWITZERLAND Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:LOOS, MARKUS;REEL/FRAME:016055/0295 Effective date: 20040210 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |