Turbo charger bearing

Abstract: An engine turbocharger, particularly of the two-cycle diesel type for railway locomotives and other applications, has a rotor (14) with an overhung compressor supported by a compressor journal bearing (36) and fixed thrust flange (46) combination. The bearing (36) combines a multi- (two) lobed, offset cylindrical wedge-film inner surface (58,59) with a close clearance squeeze-film outer surface (66,67,68) that causes the bearing (36) to float laterally in a support member (38) to damp shaft run-out whilst supporting the rotor (14) on load-controlling oil wedges. The fixed flange (46) provides thrust control and provides a loose pin connection (51,54) with the bearing (36) that prevents rotation thereof whilst permitting its squeeze-film damping lateral motion to occur. Particular pressure lubrication means (70,71,72,74,76,78) provide oil to the interior surface and exterior surface of the bearing (36) in adequate quantity for the oil-wedge supporting and squeeze-film damping functions of the bearing (36).

Description: This invention relates to fluid dynamic machines, especially turbochargers for internal combustion engines, particularly two-cycle diesel engines, and to rotor support bearings, especially for stabilizing rotation of a rotor journal, particularly a compressor support journal. It is known in the art relating to high-speed rotor applications, such as in gas turbine engines, turbochargers and the like that dynamic unbalance generates vibrations during rotor rotation which may be controlled or damped by squeeze-film-type dampers. Examples of such dampers in combination with anti-friction type bearings are described in United States patent 4,527,912 (Klusman) issued July 9, 1985. In the art relating to relatively heavy duty diesel engines, particularly two-cycle diesel engines of the type produced by the Electro-Motive Division of General Motors Corporation and used extensively in diesel-electric railway locomotives and numerous other applications, the use of over-running gear-driven turbochargers is also known. Some such embodiments are described and/or referred to in United States patent 4,719,818 (McCreary) issued January 19, 1988. In an embodiment described in this U.S. patent, the turbocharger rotor 14 is supported on lobed sleeve bearings, not numbered, including a compressor bearing supporting a journal between the turbine wheel 15 and an overhung compressor wheel 16. Such compressor bearings have included a sleeve having five tapered (offset cylindrical) internal lobes and an integral spherical thrust flange, the sleeve being fixed in the turbocharger housing. Pressure oil is supplied to the bearing through feed grooves at the deeper edges of wedge-shaped oil spaces formed by the lobes. The five tapered lobe sleeve bearing with integral thrust flange has given many hours of satisfactory service in turbochargers of the type described in US patent 4,719,818. However, it has been found through extensive testing that the dynamics of the turbocharger rotor with its overhung compressor limit bearing life when in operation under some operating conditions involving synchronous critical speeds, resonances and subsynchronous instabilities such as "oil whirl" and "oil whip". The present invention provides a bearing design applicable to this and similar rotor applications which takes into account the rotor dynamics referred to above and acts to eliminate or limit their effects on the bearing of the turbocharger rotor on which it is applied. A fixed thrust flange is made as a separate member which is connected to a separate sleeve bearing by a loose pin that serves only to prevent rotation of the bearing whilst allowing it freedom for limited lateral motion. GB-A-908567 discloses a sleeve bearing in accordance with the preamble of claim 1. The present invention is characterised thereover by the features specified in the characterising portion of claim 1. The sleeve bearing uniquely combines the features of an offset cylindrical lobed hydrodynamic interior bearing configuration with an exterior configuration adapted to provide squeeze-film oil-damping effects. The bearing is mounted loosely but with close clearance within the compressor support portion of the bearing housing and is fed with pressurised oil which acts as a damping fluid to eliminate oil whirl subsynchronous instability. The squeeze-film damping features of the bearing are designed in accordance with known squeeze-film damping characteristics as disclosed in the previously mentioned U.S. patent 4,527,912 but the present application to a hydrodynamic sleeve bearing as well as the oil feed and other features of the invention are believed to be unique. In preferred form, the sleeve bearing also utilizes a two-lobed offset cylindrical interior configuration which further increases the rotor stability by reducing the spring rate of the compressor bearing, thereby reducing the critical speed and dynamic energy of the rotor and eliminating the adverse effects of synchronous resonance. These and other features and advantages of the present invention will be more fully understood from the following description of certain embodiments of the present invention taken with reference to the accompanying drawings, in which: Figure 1 is a vertical cross-sectional view through a turbocharger having rotor bearing means according to the present invention; Figure 2 is a transverse cross-sectional view taken generally along the line 2-2 of Figure 1 and showing a thrust flange end of a compressor bearing support; Figure 3 is an enlarged cross-sectional view taken along the line 3-3 of Figure 2, showing certain features of a rotor bearing assembly, support and oil feed means according to the invention; Figure 4 is a transverse cross-sectional view taken along the line 4-4 of Figure 3, showing features of the bearing and support, and Figure 5 is a longitudinal cross-sectional view of the related flange and sleeve bearing elements of Figure 3, shown in axially-displaced positions but showing their circumferential alignment and orientation as installed. Referring now to the drawings in detail, numeral 10 generally indicates a turbocharged two-stroke cycle medium-speed diesel engine, particularly of the railway locomotive type previously referred to. The engine 10 has a fabricated crankcase, not shown, at the rear of which there is mounted a gear and exhaust gas-driven turbocharger generally indicated by numeral 11. The turbocharger 11 includes a housing 12 supporting a rotor 14 that includes a turbine wheel 15 and a compressor wheel 16 mounted on a common shaft 18 that is preferably made integral with the turbine wheel 15. The turbine wheel 15 is driven by exhaust gases discharged from the engine cylinders, not shown, and directed through an inlet duct and scroll 19 against blades 20 on the turbine wheel, where a portion of the exhaust energy is utilized for turning the rotor. The exhaust gases are then received in a collector chamber 22 and discharged through an exhaust duct 23. The rotor 14 further includes a drive shaft 24 fixed to the turbine wheel 15 at one end and having a sun gear 26 at its other end that is part of a planetary gear set in a gear train for driving the rotor when the exhaust energy is insufficient for the purpose. Further description of a gear train similar to that shown may be found in the aforementioned U.S. patent 4,719,818. Rotation of the rotor 14 turns the compressor wheel 16, drawing in ambient air through an inlet duct 27 to rotating blades 28 on the compressor wheel, where the air is compressed. The compressed inlet air is then discharged through a diffuser 30 to an outlet scroll 31 from which it is carried by duct means, not shown, to the engine cylinders. The rotor 14 is rotatable on a pair of bearing journals 32, 34, located on opposite sides of the turbine wheel 15, between it and the overhung sun gear 26 and compressor wheel 16, respectively. The journals are respectively carried in a gear end bearing 35 and a compressor sleeve bearing 36, the latter comprising a primary element of the present invention. Bearing 36 is supported in a compressor bearing support member 38 which is a separate part of the housing 12 and also forms a portion of the outlet scroll 31. A turbine end view of the bearing support 38 is shown in Figure 2. Portions of the turbocharger immediately adjacent to the compressor bearing 36 are best shown in Figure 3. The journal 34 of the rotor shaft 18 extends through a machined bore 39 of the support member 38. Adjacent the journal, a smaller extension of the shaft 18 carries a spacer ring 40 that rotates with the shaft. To control (rightward, as seen in Figure 3) axial motion of the shaft and rotor, ring 40 bears against an anti-thrust washer 42 that is fixed to the support member 38. Motion in the primary direction of thrust (leftward, as seen in Figure 3) is prevented by a rotor-carried thrust flange 43 that bears against a thrust bearing 44. The bearing 44 is in turn supported axially by a flange member 46 having a spherical surface 47 that engages a mating surface of the thrust bearing 44. The flange member seats against the end of the bearing support member 38 which carries a pin 48 extending through an opening 49 in the flange member 46 into a slot in the thrust bearing 44 to prevent rotation of the thrust bearing 44. A short annular extension 50 of an inner portion of the flange member 46 extends into the support member bore 39 to abut the end of the sleeve bearing 36. The extension 50 is press-fitted within the bore 39 so that rotation and lateral motion of the flange member 46 are prevented but the inner diameter of the flange member 46 is spaced with a large clearance from the shaft journal 34 to allow for the free circulation of oil. As distinguished from the prior arrangement shown in U.S. patent 4,719,818 where the compressor bearing and spherical flange are formed together as a single member, the bearing 36 and flange 46 of the present invention are made as separate abutting elements. However, rotation of the sleeve bearing 36 is prevented by a guide pin 51 that is pressed into an opening in an end 52 of the flange extension 50 and extends loosely into a guide opening 54 in an abutting end 55 of the bearing 36. As is best seen in Figures 4 and 5, the compressor sleeve bearing 36 of the present invention is of substantially cylindrical configuration centred on a longitudinal axis 56. The interior surface is primarily made up of two laterally-offset cylindrical lobes 58, 59 formed from radii 60, 62 drawn, respectively, from axes 63, 64 that are slightly offset (e.g. by a few tens of micrometres (a few thousandths of an inch)) on opposite sides of the primary axis 56. The offsetting dimensions shown in Figure 4 are shown greatly enlarged for clarity. The offset cylindrical lobes 58, 59 are dimensioned in accordance with known hydrodynamic bearing technology to support the weight of the associated rotor shaft on converging wedges of oil formed by rotation of the shaft in a clockwise direction as seen in Figures 2 and 4. Whilst a greater number of wedge-forming bearing lobes could be used if desired, the illustrated embodiment with two lobes provides a somewhat softer lateral support whilst retaining vertical stiffness which improves stability whilst reducing oil whirl and bearing loads. The outer surface of the sleeve bearing 36 is comprised of a plain cylindrical surface centred on the primary axis 56 and including a pair of spaced annular surfaces 66, 67 separated by a relatively wide and shallow groove 68. This outer surface is formed to define, with the associated bore 39 in which it is installed, a squeeze-film damper generally of the type described in the previously mentioned U.S. patent 4,527,912. Thus, the surfaces 66, 67 are sized to have a small clearance from the bore 39 when centred therein as shown enlarged in Figure 3. This clearance is preferably about equal with the anticipated maximum run-out of the shaft over the operating speed range of the rotor. Furthermore, the shallow groove 68 is preferably dimensioned to extend between 1/2 and 2/3 the length of the bearing damper portion and to have a depth of not less than twice the clearance between the annular surfaces 66, 67 and the associated bore 39. These features are in accordance with the practices recommended in the U.S. patent 4,527,912. Amongst the differences in the present invention from the prior arrangements is the combination of a lobed, especially a two-lobed, offset cylindrical hydrodynamic bearing with an external squeeze-film damper for controlling dynamic loads of a rotating shaft assembly. The lubrication of the combined hydrodynamic squeeze-film bearing to provide adequate oil supply to both portions involves features of further difference from the previous applications of squeeze-film dampers to anti-friction bearings for example. Furthermore, the manner of guiding the bearing 36 with a pin held in the associated flange member provides additional distinction. To support the rotor shaft and to provide the desired squeeze-film damping of rotor dynamics the bearing 36 must be provided with a substantial flow of pressurized oil to both inner and outer surfaces of the bearing. This is accomplished by providing oil system pressure to a passage 70 that connects with a single feed groove 71 in the support member 38. The groove 71 extends axially along one side of the bore 39 to communicate with the groove 68 in the bearing 39 and with a radial hole 72 through the extension 50 of the flange member 46. In the illustrated embodiment, an additional hole 72 is provided at the diametrically opposite position which serves no immediate function but is needed only if it is desired to rotate the position of the flange member during subsequent overhaul of the turbocharger. In addition, a pair of oil grooves 74 are provided in the interior of the bearing 36, extending axially along opposite sides of the bearing as installed, in deeper end portions 75 of the lobes that form thicker ends of the oil wedges in operation. These grooves 74 are preferably communicated with the bearing grooves 68 by feed holes 76 drilled radially through the bearing shell. Open ends of the grooves 74 also communicate with mating grooves 78 extending axially across the inner surface of the flange member 46 and its extension 50. In operation, pressurized oil is fed through the passage 70 to the feed groove 71. Some of this oil is fed to the shallow groove 68 which distributes it to the squeeze-film annulus around the exterior of the bearing 39. This provides a cushion of oil on which the bearing 39 tends to float with vibration of the shaft 18 being damped by the lateral motions of the sleeve bearing 36 continually squeezing the oil film from the areas of decreasing clearance to the distant areas of increasing clearance and across the surfaces 66, 67 to the bearing ends. This lateral motion of the sleeve bearing 36 is permitted by the loose-fitting pin 51 which engages the guide opening 54 with a clearance that prevents rotation of the bearing 36 without limiting lateral motion thereof. Some of the squeeze-film oil is also delivered to the interior of the bearing 39 through the feed holes 76 to lubricate the interior of the bearing 36. This flow of oil must be taken into consideration in the design of the squeeze-film damper as it provides a path for movement of the squeezed-out oil which is in addition to the annular and axial paths provided along the exterior of the bearing 36. A large volume of oil from the groove 71 is also delivered through the radial hole 72 to the enlarged clearance between the journal 34 and the inner diameter of the flange member 46. This oil not only feeds the thrust bearing 44 but also flows into the grooves 78 of the flange member 46 and to the mating grooves 74 of the sleeve bearing 36, providing the hydrodynamic bearing 36 with adequate oil to develop the oil wedges required for supporting the rotating shaft. Whilst the present invention has been described by reference to certain preferred embodiments thereof, it should be understood that the present invention should not be limited solely to those disclosed embodiments, but that it should have the full scope permitted by the language of the following claims.

Claims: A sleeve bearing (36) for supporting and stabilising rotation of a turbocharger rotor, having a substantially cylindrical configuration and including an exterior squeeze-film surface which comprises a pair of spaced annular surfaces (66,67) of equal diameter separated by an annular feed area (68) of slightly smaller diameter than the spaced annular surfaces (66,67) for collecting pressurised oil between the annular surfaces (66,67); characterised by a lobed interior surface comprising a single pair of opposed ramp-like arcuate segments (58,59) having spaced centres (63,64) slightly offset from the axis (56) of the sleeve bearing (36) to form, when installed, opposed wedge-shaped oil spaces around a co-operating bearing journal (34), and an axial oil feed groove (74) in each segment (58,59) positioned adjacent a deeper end thereof which forms a thicker portion of the respective wedge-shaped oil space. A sleeve bearing (36) according to claim 1, in which there is a feed hole (76) from each of the feed grooves (74) to the annular feed area (68) of the exterior surface to allow oil flow therebetween. A sleeve bearing (36) according to claim 1, in which the feed grooves (74) open to one axial end of the bearing (36) to provide for oil supply to the interior surface from said one end of the bearing (36). A sleeve bearing (36) according to claim 1, in which there is a guide opening (54) on one axial end of the bearing (36) for loosely receiving therein a rotation-preventing guide pin (51). A sleeve bearing (36) according to claim 1, in which the feed grooves (74) open to one axial end of the bearing (36) to provide for oil supply to the interior surface from said one end of the bearing (360, and said one axial end has a guide opening (54) for loosely receiving therein a rotation-preventing guide pin (51). A sleeve bearing (36) according to claim 5, in which there is a feed hole (76) from each of the feed grooves (74) to the annular feed area (68) of the exterior surface to allow oil flow therebetween. A sleeve bearing (36) according to claim 1, in which said annular feed area (68) comprises a shallow groove having an axial length between 1/2 and 2/3 of the total length of said exterior squeeze-film surface. A sleeve bearing according to claim 7, in which the depth of the shallow groove (68) is at least twice the thickness of the clearance between the spaced annular surfaces (66,67) of the bearing exterior and a bore (39) in which the bearing (36) is installed. A turbocharger assembly (11) comprising a housing (12), a rotor (14) having a shaft (18,32,34) carrying a compressor wheel (16) and connected with a turbine wheel (15) and drive means (26), and bearing means (35,36) rotatably supporting the rotor (14) on either side of the turbine wheel (15) and including a sleeve bearing (36) positioned adjacent to but inwards of the compressor wheel (16), the sleeve bearing (36) having a substantially cylindrical configuration and including a cylindrical outer surface (66,67,68) maintained in closely-spaced, free-floating relation with co-operating portions (39) of said housing (12) to provide, during rotation and when supplied with pressurised oil, a squeeze-film effect for damping lateral motion of the rotor (14); characterised in that the sleeve bearing has a lobed interior surface comprising a single pair of opposed ramp-like arcuate segments (58,59) having spaced centres (63,64) slightly offset from the axis (56) of the sleeve bearing (36) for developing, during rotation, a plurality of stabilising wedge-shaped oil films for supporting the shaft (18,32,34). A turbocharger assembly according to claim 9, in which the assembly includes means (71,72,74) for delivering pressurised lubricant to both the inner and outer surfaces (58,59,66,67,68) of said bearing (36). A turbocharger assembly according to claim 10, in which said bearing means also includes a flange member (46) fixed in said housing (12) and including a tubular portion (50) and a radial flange portion (47), the tubular portion (50) abutting one end of said stabilising bearing (36); and means (51,54) loosely connecting said tubular portion (50) of the flange member (46) with said one end of said stabilising bearing (36) to prevent rotation of the bearing (36) whilst allowing lateral motion of the stabilising bearing (36) to occur within the housing (12). A turbocharger assembly according to claim 11, in which said lubrication means includes a distribution groove (71) in the housing (12) which communicates with the outer surface of said bearing (36) and said tubular portion (50) of the flange member (46), a radial hole (72) in the tubular portion (50) which connects the distribution groove (71) with the interior of the tubular portion (50), said interior of the tubular portion (50) having a substantial clearance from the shaft (34) to promote the free flow of lubricant, and oil-feed grooves (74) formed in the interior surface of the bearing (36) which connect the oil in said clearance with the interior surface of the bearing (36). A turbocharger assembly according to claim 12, in which said stabilising bearing (36) includes feed holes (76) from the feed grooves (74) to the outer surface of the bearing (36) to allow some direct oil flow to occur therebetween.

Inventors: BLASE JAMES LEONARD, KLUSMAN STEVEN ARLAN, KORENCHAN JAMES EDWARD, BLASE, JAMES LEONARD, KLUSMAN, STEVEN ARLAN, KORENCHAN, JAMES EDWARD
Applicants: GEN MOTORS CORP, GENERAL MOTORS CORPORATION
Application year: 1991
Main classification: F01D25
IPC codes: F02B3, F01D25, F16C27, F02B75