A BEARING ASSEMBLY STRUCTURE

Abstract: A turbocharger, turbojet or the like includes a com­ pressor for supplying air to an engine and a turbine for receiving driving gas. The turbine has a shaft integrally attached therewith with which the turbine rotates, and the compressor is fitted on the turbine shaft for rotation with the turbine. The shaft is rotatively supported by bearing assemblies. The bearing assemblies include a first and second inner raceway formed in the compressor and tur­ bine shaft. A fixed outer raceway corresponding to the first inner raceway is attached to the turbocharger housing and a plurality of balls is received between the fixed outer race­ way and the first inner raceway. A second outer raceway ring is provided and is slidable relative to the first outer raceway. This second outer raceway ring is slidable relative to the housing and a compression spring acts between the turbocharger housing and the ring to bias the ring away from the first outer raceway and in engagement with balls positioned between the ring and the second inner raceway.

Description: A BEARING ASSEMBLY STRUCTURE The present invention relates to a bearing assembly structure for supporting the rotation of a compressor rotor and a turbine rotor mounted for rotation on a compressor shaft. In many applications, turbocharging may be used to permit the use of engines having smaller, "effective engine size." By turbocharging, it is relatively easy to obtain twice the naturally aspirated power per cubic inch of displacement and in some cases three times the power. However, attempts to turbocharye smaller engines have generally been unsuccessful. This failure can generally be attributed to the present design of turbochargers which are built around a journal bearing and a flat disc type thrust bearing. This type bearing system requires from one to three horsepower (depending upon the particular turbocharger and the speed required in the application) just to overcome friction. While this loss may be insignificant in applications where turbines are required to develop in excess of thirty horsepower for the compression process (typically engines of 200 or more horsepower), it becomes very significant when turbocharying engines having less than 100 horsepower. For example, where the turbocharger turbine power is 60-80 horsepower, a bearing friction loss of 2-3 horsepower is insignificant. However, in a smaller turbocharger where the turbine power is only 15 horsepower, a bearing friction loss of 2-3 horsepower, or more likely 4-5 horsepower due to the higher rpm at which the smaller turbochargers are operated, represents almost a third of the total turbine horsepower produced and is completely unacceptable. The presently used bearing systems also require considerable radial and axial clearances to provide for oil flow and rotor stability. These clearances are translated into a relatively large clearance over the blading of the compressor and turbine rotors thereby affecting the efficiency of both the compressor and turbine. For example, the journal and disc thrust bearings, commonly used in present day turbochargers, may require a clearance of 0.015 inches between the turbine and compressor blades and the surround structure. Where the blade height is 1 inch, the clearance to blade height ratio is only 11/2 percent. However, where a smaller turbocharger is desired, having blade heights of, for example, 0.2 inches, a clearance of 0.015 inches between the blades and surround structure amounts to 7-1/2 percent of the blade height. Therefore, where a 0.015 inch clearance is acceptable in larger turbocharger applications, it is completely unacceptable when smaller turbochargers are being designed. Therefore, in smaller turbochargers, this clearance becomes more and more critical to the overall performance of the turbocharger and ultimately to the performance of the engine. The bearing systems now being used in turbochargers are lubricated with engine oil, although most bearing failures are the result of contaminated engine oil or lack of engine oil pressure during starts. Where high speed journal bearings are used in a conventional turbocharger, continuous oil flow is inherently required to provide shaft stability as well as to carry away heat generated by viscous friction. Oil flow is also required to carry away the heat transferred into the bearing system from the adjacent turbine (which operates at temperatures as high as 1600 degrees F). Even if antifriction ball bearings were substituted for the journal bearings in conventional turbochargers, a continuous oil flow would be required to carry away heat transferred from the turbine. Thus, while lubrication is a necessity for the proper operation of present day turbochargers, lubrication also accounts for many of the failures. Further, continuous oil flow lubrication requires substantial plumbing and associated structure for providing the lubricant to the bearings. The present day turbochargers have failed to efficiently control the flow of motive gases through the turbine. Presently, there are basically two methods used for controlling power output of the turbine. The first of these methods is by careful sizing of the turbine and turbine nozzle area so that at maximum engine operating speed and load the desired boost pressure will not be exceeded. The disadvantage of this method is that at low engine speeds the available boost pressure is limited and the response to demand is slow. The second method used tor controlling the pressure through the turbine is the use of a "wastegate" in conjunction with a turbine nozzle sized to produce excessive turbine at maximum engine speed and load. In this method, when the predetermined boost pressure is reached, the Wwastegate" opens and bypasses a portion of the exhaust gases. While this method increases the available boost at the lower engine speeds and provides improvements in response, it is quite inefficient in that the bypassed, high pressure exhaust gas is simply wasted at the expense of increased engine back pressure. Additionally, at part load, when the turbocharger is essentially inoperative, the small nozzle area acts as a restriction to the exhaust and causes an increase in the pumping loop loss. Therefore, a need has arisen for a turbocharger which can be efficiently operated to turbocharge both small and large internal combustion engines. The need is for a turbocharger having a bearing system which eliminates the problems heretofore experienced by continuous engine oil lubricated bearings and makes the most efficient use of the motive gases for driving the turbocharger turbine. Further, the bearing assemblies supporting the rotation of the compressor and turbine must facilitate the reduction of the required compressor and turbine rotor clearances. The present invention provides an improved turbocharger, turbojet or the like which includes a compressor for supplying air to an engine and a turbine for receiving driving gas. The turbine has a shaft integrally attached therewith with which the turbine rotates, and the compressor is fitted on the turbine shaft for rotation with the turbine. The shaft is rotatively supported by bearing assemblies. In accordance with the invention, antifriction ball bearing assemblies are used for supporting the compressor and turbine shaft. The use of ball bearings is particularly critical in providing better control over the radial and axial movement of the turbine and compressor. This additional control over the movement of the rotating assembly allows reduced blade tip clearances, thereby appreciably improving compressor and turbine efficiency. The use of antifriction ball bearings further reduces the turbine work required, thereby improving the specific fuel consumption of the engine. In one embodiment of the present invention, the bearing assemblies include a first and second inner raceway formed in the compressor and turbine shaft. A fixed outer raceway corresponding to the first inner raceway is attached to the turbocharger housing and a plurality of balls are received between the fixed outer raceway and the first inner raceway. A second outer raceway ring is provided and is slidable relative to the first outer raceway. This second outer raceway ring is slidable relative to the housing and a compression spring acts between the turbocharger housing and the ring to bias the ring away from the first outer raceway and in engagement with balls positioned between the ring and the second inner raceway. Simultaneously therewith, the first outer raceway, attached to the turbocharger housing, is engaged against the balls between such raceway and the first inner raceway on the turbine and compressor shaft. In accordance with another embodiment of the invention, the housing unit further includes a bearing support cylinder positioned from the inner wall of the inlet port by a plurality of vanes extending from the inner wall. The vanes are aligned to be substantially radial from the center line of the inlet port with a leading edge facing the opening to the inlet port and a trailing edge substantially opposite the leading edge. The leading and trailing edges are separated by thicker intermediate vane sections. For a more complete understanding of the present invention, and for further details and advantages thereof, reference is now made to the following description taken in conjunction with the accompanying drawings, in which: FIGURE 1 is a perspective view of the turbocharger of the present invention; FIGURE 2 is a vertical section taken along lines 2-2 of the turbocharger illustrated in FIGURE 1; FIGURE 3 is an enlarged view of the bearing assemblies supporting the compressor and turbine shaft of the present invention; FIGURE 4 is an enlarged section view taken along line 4-4 of FIGURE 2 with the compressor backwall removed for clarity; FIGURE 5 is a partially broken away end view as viewed from line 5-5 of FIGURE 2 looking in the direction of the arrows; FIGURE 6 is a frontal view looking into the inlet port of the turbocharger illustrated in FIGURE 1; ; FIGURE 7 is a section view taken along line 7-7 of FIGURE 6; FIGURE 8 is a section view taken along line 8-8 of FIGURE 6; FIGURE 9 is a section view taken along line 9-9 of FIGURE 6; FIGURE 10 illustrates a vertical section of the upper half of a turbojet in accordance with the present invention; FIGURE 11 illustrates a vertical section of a turbofan in accordance with the present invention; FIGURE 12 illustrates a vertical section of the upper half of an alternative embodiment of the turbojet illustrated in FIGURE 10; FIGURE 13 is a section view taken on line 13-13 of FIGURE 12; FIGURE 14 illustrates a vertical section showing the upper half of a turbofan according to the present invention; and FIGURE 15 is a vertical section of an electric generator adapted to the turbocharger of FIGURES 1-9 and for adaptation to the turbojets and turbofan of FIGURES 10-14. FIGURE 1 is a perspective view of a turbocharger 20 embodying the present invention. The turbocharger includes an outer structure 22 consisting of a compressor housing unit 24 coupled to a turbine housing unit 26 by a V-clamp band 28. Referring to FIGURES 1 and 2, compressor housing unit 24 includes a tubular inlet port 40 with a transverse wall 42 attached to one end of port 40 and extending outwardly therefrom. A circumferential chamber 44 is attached from wall 42. Inlet port 40 defines a compressor air inlet 50 and circumferential chamber 44 defines a compressor exhaust 52. Turbine housing 26 defines a turbine air inlet 54 and a turbine exhaust 56. In operation of the turbocharger, air is drawn into inlet 50 and compressed air is discharged from exhaust 52 to an internal combustion engine to which the turbocharger is mounted. Exhaust air from the engine is channeled into turbine air inlet 54 to drive the turbocharger turbine and is exhausted through turbine exhaust 56. Referring still to FIGURES 1 and 2, a bearing support cylinder 60 is mounted within inlet port 40 by a plurality of vanes 62 extending from the inside wall surface 64 of inlet port 40. A cap 66 is mounted over the end of support cylinder 60. A piston type actuator 80 is mounted by bracket 82 (FIGURE 1) to turbine housing 26. Actuator 80 includes a controller 84 operated to extend and retract control rod 86 as will be discussed hereinafter in greater detail. Air lines 88 and 89 provide air to controller 84 as necessary to operate rod 86. An oil reservoir cover plate 90 is attached to compressor housing unit 24 by a plurality of screws 92. Referring specifically to FIGURE 2, a compressor backwall 100 and a turbine backwall 102 are positioned intermediate of compressor housing unit 24 and turbine housing unit 26 when these two units are assembled. These four components are piloted one to another and held in assembly by V-clamp 28. As can be appreciated from a close review of FIGURE 2, only a single V-clamp is required to hold the entire assembly together. As previously described, compressor housing unit 24 includes a tubular inlet port 4Q with a transverse wall 42 attached to one end thereof to one of the inlet ports and extending outwardly therefrom. A circumferential chamber 44 is attached to the end of wall 42 remote from inlet port 40 and has a varying area around its circumference increasing to the discharge provided by compressor exhaust 52 (FIGURE 1). Inlet port 40 has a first inside wall portion 110 having a converging diameter toward wall 42 and a second inside wall portion 112 joined to first inside wall portion 110 by a step 114. The second inside wall portion 112 has a diverging diameter toward wall 42. Wall 42 has a plurality of circumferentially spaced apertures 116 therethrough. Chamber 44 has an opening 118 substantially in the plane of wall 42 in addition to compressor exhaust 52. A forward compressor wall insert 126 includes a tubular throat 128 and a circular disc 130 attached transversely from one end of throat 128. Throat 128 has an inside wall surface 131 having a diameter converging toward disc 130 and an outer surface 132 having a diameter diverging toward disc 130. The diverging diameter surface 132 corresponds to the diverging surface of inside wall portion 112 of inlet port 40 such that throat 128 may be inserted within and mated with inlet port 40. The converging diameter inside wall surface 131 of throat 128 corresponds to the extension of converging diameter of first inside wall portion 110 of inlet port 40. When insert 126 is mated into inlet port 40, a continuous converging diameter is provided from the inlet of port 40 inwardly into the turbocharger. A plurality of rivet-like protrusions 140 extend from disc 130 and correspond to apertures 116 in wall 42. With the insert engaged to compressor housing 24 with the end of throat 128 engaging step 114 of inlet port 40, protrusions 140 are engaged through apertures 116 with disc 130 abutting the corresponding surface of wall 42. As is shown in FIGURE 2, protrusions 140 have been inserted into apertures 116 and the heads thereof deformed to attach insert 126 to housing 24. Disc 130 extends beyond wall 42 to partially cover opening 118 of chamber 44. A circumferential gap 146 is formed between the outer tip of disc 130 and the wall of chamber 44, and a diffuser area 148 is formed between disc 130 and compressor backwall 100 between centrifugal flow compressor rotor 172 and gap 146 leading to chamber 44. Referring still to FIGURE 2 r bearing support cylinder 60 is supported concentrically within inlet port 40 by a plurality of vanes 62 extending inwardly from wall surface 64 of port 40. Turbocharger 20 further includes a shaft 160 supported for rotation in bearing support cylinder 60 by two ball bearing assemblies 162 and 164. A radial flow turbine rotor 170 is mounted at one end of shaft 160 and a centrifugal flow compressor rotor 172 is mounted intermediate of turbine rotor 170 and bearing assemblies 162 and 164. Shaft 160 passes through aperture 176 in compressor backwall 100 and labyrinth seal 174 in turbine backwall 102. Turbine rotor 170 is fixedly attached to shaft 160, such as by welding, and compressor rotor 172 is retained in position on shaft 160 by retainer nut 180. Compressor rotor 172 is drilled to receive shaft 160 and counterbored to form a bore 182. Bore 182 has a diameter larger than the outer diameter of retainer nut 180 such that retainer nut 180 may be pressed onto shaft 160 into engagement with the botom wall 184 of bore 182 to retain the compressor rotor in position on shaft 160. Such arrangement is described in co-pending European Patent Application 83111915.1. A compressor rotor shim 186 is positioned between compressor rotor 172 and a step 188 in shaft 160 to accurately position the compressor rotor in the axial direction. Referring to FIGURES 2 and 3, a ring 200 is fitted within the end of cylinder 60 adjacent compressor rotor 172 and is prevented from moving into cylinder 60 by a retaining ring 202 attached to cylinder 60. Outer raceway 204 of bearing assembly 164 is formed in ring 200, the inner raceway 206 being integrally formed in shaft 160. Balls 208 are engaged between the inner and outer raceways to form bearing assembly 164. Bearing assembly 162 includes inner raceway 210 formed integrally in shaft 160 and an outer ring 212 slidable within cylinder 60 with an outer raceway 214 formed therein for receiving balls 216. A compression spring 218 is engaged between ring 212 and a retaining ring 220 fixed within cylinder 60 and biases ring 212 outwardly to fix the position of balls 216 and 208 in bearing assemblies 162 and 164, respectively, thereby fixing the position of shaft 160. As is shown in FIGURES 2 and 3, outer raceway 204 is formed in ring 200 with the ball radius on only one side. Thus, the assembly of bearing assembly 164 is made by positioning a full complement of balls 208 in raceway 206, and engaging ring 200 therearound. Similarly, outer raceway 214 is formed in ring 212 with the ball radius on only one side. Balls 216 of bearing assembly 162 are assembled by moving outer ring 212 to compress spring 218 and inserting a full complement of balls 216 in raceway 214 of shaft 160. By releasing ring 212, spring 218 automatically forces the ring into engagement with balls 216 to form bearing assembly 162 while simultaneously engaging ring 200 against balls 208 of bearing assembly 164. Alternatively, less than a full complement of balls 208 and 216 may be used in bearing assemblies 162 and 164 by the use of an appropriate retainer. Depending upon the application, an oil impregnated retainer or a sacrificial retainer which replenishes a self-lubricating coating to the balls may be used. The mounting of shaft 160 within cylinder 60 is completed by the engagement of cap 66 on the end of cylinder 60 to close the opening in cylinder 60 remote from compressor rotor 172. The use in the present bearing system of the ball bearing arrangement employing integral inner raceways permits a larger diameter shaft and thus provides a very "stiff" shaft. Additionally, this bearing arrangement provides a very tight bearing system permitting very little radial or axial movement. As a result, the present bearing system substantially reduces the clearance required between the compressor and turbine and surrounding housing, and concentricity problems are minimized. In a preferred embodiment of the invention, bearing assemblies 162 and 164 are "starved" of oil. The only lubrication provided to the bearing assemblies is through wicks 222 and 224 which transfer oil from a reservoir R by capillary action to ramps or slingers 226. Oil supplied to slingers 226 is projected by centrifugal force to bearing assemblies 162 and 164 during rotation of shaft 160. In this way, the use of engine oil as a lubricant for the turbocharger bearings, and the associated plumbing and seals are eliminated. Moreover, the failures resulting from the use of contaminated engine oil as a lubricant or the lack of engine oil during starts is avoided. Moreover, no oil seals are required and bearing failure resulting from the failure of seals is also eliminated. Alternatively, the bearing assemblies may be permanently lubricated with a heavy consistency oil or grease which is packed into the raceways and around the balls of the bearing assemblies. As another alternative, an oil impregnated phenolic retainer may be used to provide lubricant to the balls for a considerable period. In either of these cases, the need for wicks 222 and 224 and slingers 226 would be eliminated although with a reduced bearing life. In conventional turbochargers where journal bearings and disc type thrust bearings are employed, continuous lubrication of the bearings is requried. Additionally, because the turbine is subjected to temperatures up to 16000 F, where the bearings ae adjacent the turbocharger turbine, continuous lubrication is required to sufficiently cool the bearings to prevent failure through overheating. Even ball bearings would require a continuous flow of oil for cooling. The ability of the present system to successfully function without conventional flood lubrication used to both lubricate and cool the bearings is the result of the particular arrangement of the type of bearings used in the present invention and the relative location of the bearings to the compressor and turbine. As will be described hereinafter in greater detail, because the present invention eliminates the need for a continuous flow of oil for bearing lubrication and cooling, the present turbocharger may be mounted at any desired orientation. In contrast, conventional turbochargers have been severely limited as to their possible orientation. In the present invention, the journal and disc bearings of conventional turbochargers are replaced by the more precise ball type bearing assemblies, thereby eliminating the need for a continuous flow of lubrication for the bearings. Additionally, both the compressor and the turbine of the present turbocharger are overhung to one side of the bearing assemblies, and the turbine is maximally removed from the bearing assemblies with the compressor positioned between the bearing assemblies and the turbine. As this arrangement provides sufficient thermal insulation between the turbine and the bearing assemblies, the bearings will not be sufficiently heated as to require conventional lubrication methods. The back to back compressor/turbine arrangement of the present invention not only reduces substanstantially the heat conducted to the bearing assemblies but also minimizes the thermal expansion effects, thereby lowering the blade tip clearances required. This arrangement further eliminates the conventional bearing housing and provides a more compact package than present straddle mounted rotors having the support bearings intermediate of the compressor and turbine. Additionally, the use of antifriction ball bearing assemblies 162 and 164 provides much better control over the radial and axial movement of the compressor and turbine, thereby allowing reduced blade tip clearance. This in turn appreciably improves the compressor and turbine efficiency. Compred to journal bearings, the use of the antifriction ball bearing assemblies 162 and 164 also reduces the turbine work required to drive the bearings. This in turn reduces the engine back pressure resulting in the improvement of the specific fuel consumption as well as enhancing the ability to accelerate the rotor. The turbocharger is provided with a nozzle area control structure 228 for selectively varying the turbine nozzle area to control the speed or pressure output of the turbocharger. Referring to FIGURES 1 and 2, exhaust gas from the internal combustion engine on which the turbocharger is mounted is injected into the turbocharger through turbine air inlet 54 and channeled against the blades of turbine rotor 170 through a nozzle area 230 formed by turbine backwall 102, a wall 232 parallel thereto and the nozzle vanes 234. This nozzle area is controlled by structure 228 including a plurality of movable nozzle vanes 234 positioned circumferentially about the nozzle area and rotatable to vary flow velocity and angle of exhaust gas to turbine rotor 170. Referring to FIGURES 2 and 4, vanes 234 include trunnions 236 and 238 extending from opposite sides thereof. Trunnion 236 extends through turbine backwall 102 and is attached to actuation lever 240. Trunnion 238 extends into wall 232. A nipple 242 is formed on one end of each actuation lever. These nipples extend into radial slots 244 formed in a control ring 246. Control ring 246 and actuation levers 240 are situated in air space gap 247 intermediate of compressor rotor 172 and turbine rotor 170. Control ring 246 is concentrically positioned about the axis of shaft 160 and is received on a cylindrical surface 248 extending from compressor backwall 100. The control ring 246 includes an inner ring 250 and an outer ring 252 formed with an inner and outer raceway, respectively, for receiving a plurality of balls 254 therebetween. Inner ring 250 is fixedly attached to the cylindrical surface 248 extending from compressor backwall 100, and outer ring 252 rotates angularly relative to the inner ring. Referring to FIGURE 4, it is seen that by the rotation of outer ring 252, each of the actuation levers 240 is rotated about the axes of trunnions 236 and 238, resulting in the simultaneous rotation of each nozzle vane 234. As is shown in FIGURES 4 and 5, one of the actuation levers 240 is provided with an extension 262. Control rod 86 is attached to the end of extension 262 remote from nipple 242. Control rod 86 includes a threaded eye bolt 86a attached to the extension 262 by an axis pin. The opposite end of eye bolt 86a is threadedly received within control rod 86 and is adjustable therein to allow for the readjustment of nozzle vanes 234 about their rotational axes. By the movement of control rod 86, actuation lever 240 is pivoted to angularly rotate outer ring 252 of control ring 246 thereby rotating each of the other actuation levers 240 and nozzle vanes 234 attached thereto. Referring to FIGURE 5, an actuator for use on an otto cycle engine is shown. In the system illustrated, control rod 86 is controlled by a piston type actuator 80. Alternatively, the pistons could be replaced by diaphragms. Actuator 80 is controlled by compressor discharge pressure fed into controller 84 through line 88. Increased pressure into actuator 80 causes the extension of control rod 86 and the corresponding opening of the compressor nozzle area. A controller is described in co-pending European Patent Application 83111914.4. In operation of the variable area turbine nozzle, a control signal, such as compressor discharge pressure, is communicated to actuator 80 which appropriately extends or retracts control rod 86 in accordance with the signal to actuator 80. This in turn results in the rotation of actuation lever 240 attached to control rod 86 and the simultaneous angular rotation of outer ring 252 of control ring 246. The rotation of outer ring 252 in turn rotates each actuation lever 240 to correspondingly set the angle of nozzle vanes 234. FIGURE 4 shows in phantom and solid lines nozzle vanes 234 in closed and open positions. It will be appreciated that each of the nozzle vanes is set by the rotation of control ring 246 through the movement of a single control rod 86 controlled by a single actuation lever 240. Therefore, the present invention provides a turbocharger with the turbine nozzle area controlled by the movement of a single control ring rotating a plurality of actuator arms circumferentially spaced about the control ring. Moreover, the control ring and actuation levers are positioned in the unused air yap space existing between the turbocharger turbine and compressor thereby making a very compact unit. Moreover, the particular location of the linkage further insulates the bearing assemblies from the heat to which the turbine and the surrounding area is subject. In this way, the bearing assemblies may be oil starved or limitedly lubricated. This in turn eliminates the need for conventional lubrication by use of engine oil and the associated plumbing requirements required by such a lubrication method. this, of course, makes the turbocharger of the present invention less expensive to construct and operate as well as more reliable. Moreover, the use in the present invention of ball bearing supports, and the corresponding elimination of thrust and disc type bearings, provides for a more controlled or "stiffer" turbine and compressor rotating assembly thereby allowing smaller clearances between both the turbine and the compressor and their surrounding structures. For example, in the present invention, the compressor blade height for a turbocharger for use with relatively small internal combustion engines could be on the order of 0.2 inches. The use of the ball bearing assemblies described above permits the design of the compressor with only a .005 inch clearance amounting to only 2.5 percent of the overall height of the blade. By contrast, were a journal and disc type bearing to be employed, a substantially greater clearance would be required (normally about .015 inch). As a result, the present invention is particularly adaptable to the construction of a turbocharger for smaller internal combustion engines where the smaller blade heights require closer clearances between the blades and the surrounding structure. The use of ball bearings and their resultant lower frictional losses when compared to the journal and disc type bearings also makes possible for the first time the efficient use of a turbocharger which produces less turbine horsepower without losing a substantial portion of the turbine horsepower to bearing losses and friction. Where a journal and disc type bearing could account for a 4-5 horsepower loss in friction, the loss in friction by the present arrangement would be on the order of 0.1-0.4 horsepower. FIGURE 6, and section views 7, 8 and 9, illustrate the positioning and configuration of vanes 62. Referring to FIGURES 7, 8 and 9, each of the vanes 62 has a leadig edge 330 and a trailing edge 332 with a thicker intermediate midsection 334. In each case, the thickest midsection is that indicated by a line 336 defining the parting line between molds 290 and 292 used in the formation of housing unit 24. Thus, vanes 62 may be formed by die-casting using molds to produce the desired airfoil configuration of a leading and trailing edge separated by a thicker midsection therebetween. This configuration, shown in FIGURES 7, 8 and 9, greatly facilitates the ingress of air into the compressor inlet area, and in the configuration of the present invention, may be cast using well known die-casting techniques. For the form of the turbocharger housing and the way of producing such housing it is referred to co-pending European Patent Application 83111916.9. The present turbocharger configuration described with respect to FIGURES 1-9 may be readily converted into an effective turbojet or turbofan engine as illustrated in FIGURES 10-14. while these embodiments are illustrated by a vertical section of only the upper half of apparatus, it will be understood that the lower half of the unit is substantially identical to the upper half shown. A turbojet 500 embodying the present invention is illustrated in FIGURE 10. Turbojet 500 includes an outer housing 502 consisting of a tubular inlet nozzle 504, main housing 506 and combustion chamber backwall plate 508. Backwall plate 508 includes an integral stiffener 510 and is attached to main housing 506 by bolts 512. A turbine exhaust nozzle 514 is supported within main housing 506 by attachment to the end of backwall plate 508 opposite main housing 506 by bolts 515. A bearing support cylinder 516 is mounted within tubular inlet nozzle 504 by a plurality of struts 518 extending from the inside wall surface 520 of inlet nozzle 504. This arrangement is similar to that illustrated in FIGURES 1-9 with respect to the bearing support cylinder 60 and its attachment within inlet port 40 of turbocharger 20. A cap 522 is mounted over the end of bearing support cylinder 516. Referring still to FIGURE 10, a compressor backwall 524 and turbine back wall 526 are positioned within main housing 506 and are attached one to the other by suitable screws 527. In the embodiment illustrated in FIGURE 10, a fixed stator vane 528 is mounted between main housing 506 and compressor backwall 524 by suitable screws 529. A combustion liner 530 is mounted between turbine backwall 526 and a transversely extending portion of turbine exhaust nozzle 514. Combustion liner 530 may be of a conventional design including a circumferential chamber having a plurality of ports formed therein. The liner includes ports 532 for primary air combustion and ports 534 for dilution air according to known practice. Fuel is supplied to the combustion chamber by fuel spray nozzles 536 extending through combustion chamber backwall plate 508 and upstream wall 538 of the combustion liner. An ignitor 540 is received within combustion liner 530 through upstream wall 538 and combustion chamber backwall plate 508. Combustion liner 530 has a mouth 542 leading to a turbine inlet area 544 formed between turbine backwall 526 and the transversely extending portion of turbine exhaust nozzle 514. A turbine inlet area control structure 546 is used in turbojet 500 illustrated in FIGURE 10 and is identical to turbine inlet area control structure 228 illustrated and described with respect to the turbocharger of FIGURES 1-9. More specifically, turbine inlet area control structure 546 includes movable nozzle vanes 548 positioned circumferentially about the nozzle area and rotatable to vary velocity and angle of flow of combustion gas through nozzle inlet 544. Vanes 548 include trunnions 550 and 552 extending from opposite sides thereof. Trunnion 550 extends through the transversely extending portion of turbine exhaust nozzle 514, and trunnion 552 extends through turbine backwall 526 and is attached to an actuation lever 554. The end of actuation lever 554 is engaged with the outer race of a ball bearing assembly 556, with the inner race of the ball bearing assembly being secured to compressor backwall 524 as discussed with respect to turbocharger 20 illustrated in FIGURES 1-9. Likewise, the operation of actuation lever 554 is identical to that discussed with respect to turbocharger 20 of FIGURES 1-9 to control the angular orientation of nozzle vanes 548 as desired. Bearing support cylinder 516 is supported concentrically within inlet nozzle 504, as previously described, by struts 518. A compressor rotor 570 and a turbine rotor 572 are supported on a shaft 574 mounted for rotation in bearing support cylinder 516 by two ball bearing assemblies 576 and 578. Turbine rotor 572 is mounted at one end of shaft 574 and radial flow compressor rotor 570 is mounted intermediate of turbine rotor 572 and bearing assemblies 576 and 578. Shaft 574 passes through turbine backwall 526 and through compressor backwall 524 wherein a labyrinth seal 580 formed around shaft 574 provides a seal between the compressor and turbine rotors. Turbine rotor 572 is fixedly attached to shaft 574, such as by welding, and compressor rotor 570 is retained in position on shaft 574 by a retainer nut 582. Nut 582 is of the same arrangement as nut 180 described with respect to the embodiment illustrated in FIGURES 1-9. Compressor rotor 570 is positioned between nut 582 and a step 586 in shaft 574. Referring still to FIGURE 10, a bearing ring 590 is fitted within the end of cylinder 516 adjacent compressor rotor 570 and is prevented from moving within cylinder 516 by a retaining ring 592 attached to cylinder 516. Outer raceway 594 of bearing assembly 578 is formed in ring 590, the inner raceway 596 being formed integrally in shaft 574. Balls 598 are received between inner and outer raceways to form bearing assembly 578. A bearing support cylinder 516 is mounted within inlet nozzle 504 by a plurality of struts 518 extending from the inside wall surface 520 of inlet nozzle 504. This arrangement is similar to that illustrated in FIGURES 1-9 with respect to bearing support cylinder 60 and its attachment within inlet port 40 of turbocharger 20. A cap 522 is mounted over the end of bearing support cylinder 516. Referring still to FIGURE 10, a compressor backwall 524 and turbine backwall 526 are positioned within compressor-burner housing 506 and are attached one to the other by screws 527. Bearing assembly 576 includes inner raceway 600 formed integrally in shaft 574 and an outer ring 602 slidable within cylinder 516 with an outer raceway 604 formed therein for receiving balls 606. A compression spring 610 is engaged between ring 602 and a retaining ring 612 fixed within cylinder 516 and biases ring 602 outwardly to fix the position of balls 606 and 598 in bearing assemblies 576 and 578, respectively, thereby fixing the position of shaft 574. The structure of the bearing assemblies for the turbojet 500 is identical to that arrangement used for turbocharger 20 illustrated in FIGURES 1-9. Therefore, the assembly and operation of the bearing assemblies is identical to that described earlier with respect to turbocharger 20. Likewise, the means of lubricating the bearing assemblies, wicks in contact with inclined ramps 614, is identical to that illustrated with respect to turbocharger 20 illustrated and described in FIGURES 1-9. In operation of the turbojet illustrated in FIGURE 10, air enters tubular air inlet port at its inlet 620 following the air path indicated by arrow 622. This air is compressed by compressor rotor 570 and is discharged radially therefrom along the air path indicated by arrow 624. This compressed air is delivered into a combustion chamber area 626 and into combustion liner 530 through ports 532 and 534. Air is mixed with fuel, injected into combustion liner 530 through nozzles 536. A stoichiometric mixture is obtained and the mixture is ignited within combustion liner 530 through nozzles 536. A stoichiometric mixture is obtained and the mixture is ignited within combustion liner 530 by ignitors 540. Cooling air is delivered into combustion liner 530 through ports 534 to cool the exhaust gases from combustion prior to their entry into turbine inlet area 544. These gases engage turbine rotor 572 to drive the rotor and the compressor rotor attached thereto by way of shaft 574. The combustion gases are thereafter discharged through nozzle 514 to the outer atmosphere, producing the thrust provided by the turbojet. As can be appreciated by review of the turbojet illustrated in FIGURE 10, the system is compact in size and has a minimum of components. Further, the bearing assemblies on which the turbine and compressor rotor shaft rotate are positioned away from turbine rotor 572 and the extremely hot combustion gases delivered thereto from combustion liner 530. Moreover, the serious problems encountered as a result of the extremely high temperatures such bearing structures are normally subjected to are completely eliminated by the unique bearing arrangement disclosed in the present invention. Because the bearings are removed from the extremely high temperatures associated with the combustion gases used to drive the turbine and indeed even insulated from these high temperatures by the compressor rotor and compressor backwall and turbine backwall, limited lubrication is sufficient for the successful operation of the unit. This eliminates the need for a constant flow of lubrication to the bearings as well as the numerous components necessary to provide such lubrication that would have to be driven by the rotating shaft. FIGURE 11 illustrates a turbofan 650. The structure of turbofan 650 is substantially identical to the structure of turbojet 500 illustrated in FIGURE 10 with the exception that a bypass air channel is provided in addition to the primary air channel and an axial stage compressor is provided upstream of the radial compressor. Referring to FIGURE 11, turbofan 650 includes an inlet nozzle 652, a main housing 654 and a combustion chamber backwall 656. Combustion chamber backwall 656 is attached to main housing 654 by appropriate bolts 658. A turbine exhaust nozzle 660 is attached by bolts 662 to combustion backwall 656. A compressor backwall 664 and a turbine backwall 666 are positioned within main housing 654, and a combustion liner 668 is mounted within a combustion chamber 670 with a mouth 672 opening between turbine backwall 666 and a laterally extending portion 674 of turbine exhaust nozzle 660. Combustion liner 668 is formed with a plurality of ports 676. A fuel injection unit 678 is received through combustion backwall 656 into liner 668. An ignitor 680 is also received within liner 668 for igniting fuel air mixtures in operation of the turbofan. A stator vane 682 is mounted between main housing 654 and compressor backwall 664 by suitable screws. A bearing support cylinder 684 is mounted within inlet nozzle 652 by a plurality of struts 686. A plurality of stator vanes 688 are also mounted in the inlet nozzle 652 for cooperation with the axial stage compressor as will be discussed hereinafter in greater detail. Shaft 690 is supported within bearing support cylinder 684 by bearing assemblies 692 and 694. Bearing assemblies 692 and 694 are identical to those described with respect to turbojet of FIGURE 10 and the turbocharger illustrated in FIGURES 1-9, and reference is hereby made to the earlier description thereof. An oil chamber 696 is formed between inner wall 698 of inlet nozzle 652 and bearing support cylinder 684. An appropriate ring 700 with O-rings 702 and 704 are positioned in the mouth of chamber 696 and retained in position by ring 706. Wicks 708 and 710 communicate through oil chamber 696 to provide oil to inclined ramps 712 and 714, respectively, thereby providing lubrication to bearing assemblies 692 and 694 as described earlier with respect to the embodiments of FIGURES 1-9 and FIGURE 10. A radial compressor rotor 716 and turbine rotor 718 are mounted on shaft 690 and a turbine inlet control structure 720, identical to that discussed with respect to the embodiments of FIGURES 1-9 and FIGURE 10, is incorporated to control the velocity and angle of combustion gases to turbine rotor 718. A bypass flow channel 722 is formed between an inner bypass wall 724 and outer bypass wall 726. Outer bypass wall 726 is attached to inner bypass wall 724 by a plurality of stator vanes 728 positioned therebetween. Outer bypass wall 726 is positioned from main housing 654 by a plurality of struts 730 spaced circumferentially around housing 654. An axial stage compressor rotor 732 is attached to shaft 690 by an appropriate nut 734 engaging rotor 732 against a retaining ring 736. Rotor 732 includes a hub 738 and a plurality of vanes 740 extending radially therefrom. A plurality of cylindrical armatures 742 are embedded within hub 738 of rotor 732 and cooperate with a stationary field winding 744 mounted adjacent thereto from outer bypass wall 726 by struts 746 to produce electric current. The operation of the turbofan illustrated in FIGURE 11 is substantially similar to that of the turbojet illustrated in FIGURE 10 with the exception that air entering the inlet of the turbofan at axial stage compressor rotor 732 is divided into a bypass flow indicated by arrow 747 and a primary flow indicated by arrow 748. Bypass air is compressed and discharged through a bypass nozzle 749 producing thrust from the turbofan. Primary air is directed along the path indicated by arrow 748 and is compressed by axial stage compressor rotor 732 and radial compressor rotor 716 prior to being mixed with fuel in combustion liner 668 and ignited therein. The ignited gases move past the turbine inlet area control structure and against turbine rotor 718 to drive the turbine rotor, as well as the axial stage compressor rotor 732 and radial compressor rotor 716. Exhaust gases from turbine rotor 718 are discharged through turbine exhaust nozzle 660 producing additional thrust to the turbofan. The turbine inlet control structure 720 is identical to that illustrated and described with respect to turbocharger 20 illustrated in FIGURES 1-9 and turbojet 500 of FIGURE 10. This control structure operates to control both the velocity and angle of combustion gases directed against turbine rotor 718 from combustion liner 668. It will be understood that the monitoring structure relating to turbocharger 20 may be directly applied to the turbojet and turbofan of FIGURES 10 and 11, respectively. Thus, the speed of the turbine and associated compressors may be monitored and the turbine nozzle inlet area varied in accordance with this speed or in accordance with other engine parameters as desired. During rotation of axial stage compressor rotor 732, armatures 742 are rotated relative to windings 744, causing the generation of electricity therefrom. This electricity may be used to operate various engine or aircraft systems as desired and provides a very economical and compact energy package for the system. Referring now to FIGURES 12 and 13, an alternative embodiment of the turbojet illustrated in FIGURE 10 is shown and identified generally by the numeral 750. Turbojet 750 includes an inlet cylinder 752 joined to a main housing 754 with a back plate 756 attached to main housing 754 by a plurality of bolts 758. A turbine exhaust nozzle 760 is attached to the end of back plate 756 opposite main housing 754 by appropriate bolts 762. Turbine exhaust nozzle includes an exhaust cylinder 764 and a laterally extending portion 766 formed to join main housing 754. A bearing support cylinder 768 is supported from inlet cylinder 752 by a plurality of stators 770. A shaft 772 is supported within cylinder 768 by bearing assemblies 774 and 776. Bearing assemblies 774 and 776 are identical in structure and operation to bearing assemblies 576 and 578 illustrated with respect to the embodiment of FIGURE 10. A turbine rotor 778 is formed integrally with shaft 772 and a compressor rotor 780 is mounted on shaft 772 intermediate of turbine rotor 778 and bearing assemblies 774 and 776. A compressor backwall 782 and a turbine backwall 784 are mounted within main housing 754. A plurality of stator vanes 786 are mounted between main housing 754 and compressor backwall 782 by screws 788. A suitable ignitor 789 is mounted within lateral extending portion 766 of turbine nozzle 760 into the chamber formed between that wall and turbine backwall 784. A turbine nozzle inlet area control structure 790 including a movable vane 792 supported for rotation on trunnions 794 and 796 within transverse wall 766 and turbine backwall 784 r respectively, is provided. This turbine nozzle inlet area control structure 790 is identical to that structure disclosed and illustrated in the embodiment of turbocharger 20 of FIGURES 1-9 and turbojet 500 of FIGURE 10. A labyrinth seal 800 is formed within turbine backwall 784 to provide an effective seal between the turbine and compressor areas. Compressor rotor 780 is mounted on shaft 772 by nut 802 engaging rotor 780 against a step 804 in shaft 772. An axial compressor 806 rotates with shaft 772 to cooperate with stators 770 to compress air directed into compressor inlet 808 formed by inlet cylinder 752. Compressed air is directed along a path indicated by arrow 810. In the embodiment illustrated in FIGURES 12 and 13, shaft 772 is formed with an axial bore 812 therein. A fuel supply conduit 814 is connected with bore 812 to provide a supply of fuel within the axial bore. An appropriate seal 816 is positioned between fuel supply conduit 814 and the surface of bore 812 to prevent loss of fuel at the point of connection of the conduit and the shaft. A plurality of radial ports 818 are formed through shaft 772 to communicate between bore 812 and an annular groove 820 formed in compressor rotor 780. A plurality of radial ports 822 communicate from groove 820 through compressor rotor 780. Suitable seal means such as O-rings 826 and 828 are mounted in annular grooves within rotor 780 to prevent leakage of fuel at the point of connection between the rotor and shaft 772. In operation of the turbojet illustrated in FIGURES 26 and 27, fuel is supplied to bore 812 of shaft 772 through fuel supply conduit 814. A fuel supply path is provided between bore 812 and the air flow path indicated by arrows 810 (FIGURE 12) through ports 818, groove 820 and ports 822. This fuel flow path is indicated by arrows 838. As compressor rotor 780 is rotated, fuel is carried by centrifugal force from bore 812 through this fuel path into the air path indicated by arrows 810. Simultaneously therewith, air is drawn into inlet port 808 by axial stage compressor 806 and is delivered in a compressed state along the air path. This air is further compressed by radial compressor rotor 780 and mixed with the fuel downstream of the compressor rotor. The fuel is highly atomized as a result of the action of the compressor rotor blades on the fuel as it is ejected from the ports 822 through the compressor rotor. This atomized fuel when mixed with the compressed air delivered into the turbojet is directed along the air path and is ignited by ignitor 836 upstream of turbine rotor 778. The exhaust gases resulting from combustion move past the vanes of turbine rotor 778 to drive the rotor in a conventional manner. These exhaust gases are then discharged through nozzle 760 to provide thrust from the turbojet. It will be understood that the combustion temperature is considerably greater with this system of combustion and would require materials capable of withstanding the greater temperatures. The system of FIGURES 11 and 12 eliminates many of the components heretofore required in conventional turbojets. The unique fuel supply system illustrated in FIGURES 11 and 12 eliminates the need for a fuel pump and all associated hardware. The conventional fuel pump is replaced by a fuel system which automatically discharges fuel in an atomized state by projecting the fuel through a bore in the compressor rotor shaft and through ports in the compressor rotor itself into the air stream compressed by the rotor. The system of FIGURES 11 and 12 further provides a two-stage compression arrangement, wherein an axial stage compressor is applied upstream of the radial or centrifugal compressor. This arrangement provides additional balance to the system by providing the axial stage compressor on the side of the bearing structures opposite that of the radial compressor. Further, this arrangement positions the bearing structure remote from the turbine rotor and combustion chamber immediately upstream of the turbine rotor. This arrangement insulates the bearing structure from the extreme temperatures experienced in this area of the system. Therefore, no oil system is required. Moreover, the units are adaptable to very small turbojets or turbofans. FIGURE 14 shows an alternative embodiment of the turbojet illustrated in FIGURE 13 to produce a turbofan 900. The structure of turbofan 900 is substantially identical to turbojet 750 illustrated in FIGURE 13 with the exception that a bypass air channel is provided in addition to the primary air channel. The turbofan includes an inlet cylinder 902 joined to a main body 904 and a backwall 906 attached to main housing 904 by bolts 908. A turbine exhaust nozzle 910 is supported from backwall 906 by bolts 912 with a laterally extending portion 913 of nozzle 910 in engagement with main housing 904. A bearing support cylinder 914 is supported from inlet cylinder 902 by a plurality of struts 916. A compressor backwall 918 and turbine backwall 920 are supported within main housing 904. A turbine inlet area control structure 921 identical to that disclosed with respect to structure 790 of the turbojet of FIGURE 26 is provided. A shaft 922 is supported for rotation within bearing support cylinder 914 by bearing assemblies 923 and 924. These bearing assemblies are identical to those disclosed with respect to the turbojet illustrated and described in FIGURE 12. A turbine rotor 926 is mounted to one end of shaft 922 and a compressor rotor 928 is mounted intermediate of turbine rotor 926 and bearing assemblies 923 and 924. In the embodiment illustrated in FIGURE 14, an axial compressor rotor 930 is mounted to the end of shaft 922 and directs air along a primary flow path within inlet cylinder 902 and a secondary flow path formed between outer secondary flow wall 932 and inner secondary flow wall 934. Outer secondary flow wall 932 is supported from inner wall 934 by a plurality of stators 936. Air directed through the secondary flow path, indicated by arrow 938, is compressed by the action of compressor rotor 928 and stators 936 and is exhausted through exhaust nozzle 940 to produce thrust from the turbojet. Air directed along the primary flow path, indicated by arrow 942, is compressed by rotor 928 and mixed with fuel supplied into the air stream in an identical way as described with respect to the embodiment of FIGURE 12 and ignited by an ignitor 946. The combustion gases are directed through turbine inlet area control structure 921 to drive turbine rotor 926 and compressor rotors 930 and 928. Air exhausted past turbine rotor 926 through turbine exhaust nozzle 910 provides further thrust from the turbofan. FIGURE 15 illustrates a further embodiment of the systems illustrated in the prior figures wherein an electrical generator 970 is mounted within the compressor inlet nozzle. Referring now to FIGURE 15, electrical generator 970 includes an armature 972 mounted on the end of compressor and turbine shaft 974. As is seen in FIGURE 13, shaft 974 is supported by bearing assembly 976 and a second bearing assembly (not shown) identical to the bearing assemblies shown with respect to the turbocharger of FIGURES 1-9 and the turbojets of FIGURES 10-14. A field winding 978 is mounted within bearing support housing 980, which is in turn concentrically mounted within compressor inlet nozzle 982 by vanes 984 in the same manner discussed earlier with respect to both the turbocharger and turbojet and turbofan embodiments. A cap 986 is mounted on the end of bearing support housing 980. In operation of the generator, the armature 972 rotates with shaft 974 within field winding 978 to produce an electrical current in the well known manner. Electric current so produced is directed by way of leads (not shown) from field winding 978 to any point in the system requiring electrical power. Thus, with respect to the present invention as used on a turbocharger, the generator may be used to supply electric current for any components in an automobile or othe equipment requiring electrical power. With respect to application of the invention disclosed in FIGURE 15 to the turbojets of FIGURES 10-14, electrical energy may be used for guidance systems or other components requiring electrical power. Thus, the invention disclosed in FIGURE 15 provides a very simple and straightforward electric generator driven directly by the rotation of the compressor and turbine shaft. Moreover, the location of the generator provides a very compact system, light in weight and not interfering with the operation of the system from which it derives its power. Therefore, the present invention provides a turbojet and turbofan arrangement wherein the combustion chamber is removed from the bearing assemblies used to support the compressor and turbine shaft. In another embodiment of the invention, the present invention incorporates an axial stage compressor on the opposite side of the bearing assemblies from a radial compressor. The invention also envisions the introduction of fuel into the turbojet system by supplying fuel directly through the radial compressor rotor from the compressor rotor shaft. In this embodiment, the fuel is ejected by centrifugal force and a fuel pump and accompanying hardware is eliminated. In the embodiment of the present invention providing for a turbofan, a bypass flow and a primary flow are provided. In accordance with one embodiment of this invention, an axial stage compressor is incorporated upstream and on opposite sides of the bearing assemblies from a radial compressor. The present invention also envisions the incorporation of a generator including an armature mounted on the end of the compressor and turbine shaft opposite the bearing assemblies from the compressor and turbine with a field winding mounted in the bearing support structure. This arrangement provides a very simple and straightforward generator for providing electrical power to the overall system. Although preferred embodiments of the invention have been described in the foregoing detailed description and illustrated in the accompanying drawings, it will be understood that the invention is not limited to the embodiments disclosed, but is capable of numerous rearrangements, modifications, and substitutions of parts and elements without departing from the spirit of the invention. The present invention is therefore intended to encompass such rearrangements, modifications and substitutions of parts and elements as fall within the scope of the appended claims.

Claims: CLAIMS I. A bearing assembly structure (162, 154) for supporting the rotation of a compressor rotor (172) and a turbine rotor (170) mounted for rotation on a compressor shaft (160), having first and second inner raceways (206, 210) formed around said compressor shaft (160) therein, an outer sleeve housing (60) having a first outer raceway (200) fixed relative thereto corresponding to the first inner raceway (206) for receiving a plurality of balls (208) between said first outer raceway (200) and said first inner raceway (206), a second outer raceway (212) corresponding to said second inner raceway (210) for receiving a plurality of balls (216) between said second outer raceway (212) and said second inner raceway (210) characterized in that said first outer raceway (200) has a ball radius only on the side facing said second outer raceway (212), that said second outer raceway (212) has a ball radius only on the side facing said first outer raceway (200), and that spring means (218) are provided for biasing a ring comprising said second outer raceway (212) away from said first outer raceway (200) to retain the balls (208, 216) between said inner and outer raceways thereby retaining said compressor shaft (160) in position relative to said outer housing (60). 2. The bearing structure according to Claim 1 characterized in that said first outer raceways (200) comprises a raceway ring fixed to said outer sleeve housing (60). 3. The bearing structure according to Claims 1 or 2 characterized in chat said first and second inner raceways (206, 210) are formed in said compressor shaft (160). 4. The bearing structure according to one of Claims 1 to 3 characterized by an inclined circumferential ramp (226) formed on said compressor shaft (160) and angled toward the balls (208) positioned between the first inner and outer raceways (206, 200); and by lubricant means for supplying lubricant to said inclined ramp (226) through a wick (224) with one end in contact with lubricant and the opposite end in contact with the inclined ramp (226) such that lubricant is applied to the ramp (226) and carried by centrifugal force to the balls (208) during rotation of said compressor shaft (160). 5. The bearing structure according to Claim 4 characterized by a second inclined circumferential ramp (226) formed on said compressor shaft (160) and angled toward the balls (216) positioned between the second inner and outer raceways (210, 212); and by lubricant means for supplying a lubricant to said second inclined ramp (226) through a wick (222) having one end in contact with lubricant and the opposite end in contact with the inclined ramp (226) such that said lubricant is applied to the ramp (226) and carried by centrifugal force to the balls (216) durin-g rotation of said compressor shaft (160). 6. The bearing structure according to one of Claims 1 to 3 characterized by lubrication means (226) for applying a lubricant mist to the balls (208) between the first inner and outer raceways (206, 200) to provide lubrication thereto. 7. The bearing structure according to Claim 6 characterized by a second lubrication means (222) for supplying a lubricant mist to the balls (216) between the second inner and outer raceways (210, 212) to provide lubrication thereto. 8. The bearing structure according to one of Claims 1 to 7 characterized by said outer sleeve housing (60) comprising a cylinder supported by a plurality of vanes t62) attached to and extending inwardly from the inside wall of the inlet port (50) to the compressor housing (24). 9. The bearing structure according to Claim 8 characterized in that the vanes (62) have a leading edge (330) remote from said compressor and a trailing edge (332) facing said compressor, said leading and trailing edge (330, 332) being separated by a thicker intermediate vane section (334).

Inventors: OSBORN, NORBERT L., OSBORN, NORBERT LEWIS
Applicants: OSBORN, NORBERT L.
Application year: 1979
Main classification: F16C25
IPC codes: F16C25, F01D25, F02B1