Patent Abstract:
A one-stage transmissible turbocharger includes a turbine wheel contained in a front current-guider and a rear current-guider, increasing air pressure to elevate horsepower and speeding up burning of gas coming out of a carburetor to save fuel consumption. The turbine wheel has a plurality of leaves respectively helically formed to have 32 angles to make a catch inlet section to elevate air volume to be caught in, and a final axial pressure section for producing centrifugal current so as to give the turbine wheel functions of both axial current and centrifugal current. In addition, the turbocharger has buffer springs for protecting a belt wheel and its bolts from damaged or broken.

Full Description:
BACKGROUND OF THE INVENTION 
     This Invention relates to a one-stage transmissible turbocharger, particularly to one transmissible from an engine, possible to increase pressure the turbocharger should have only by one stage, attaining the objective of fuel-saving by elevating horsepower of an automobile and speeding up burning of gas coming from a carburetor. 
     Many different turbochargers such as G style, Root style, Screw style, have been used in cars. But the most ideal condition of a turbocharger used in a car is that the engine speed (rpm) and the air pressure (bar) have effect of pressure increase from the start of the engine, and in other words, air pressure has a 45 straight line in comparison with the engine speed. But conventional turbochargers do not begin to have increased air pressure until a car speeds up to 3000 or 4000 rpm, and its pressure swiftly increases to produce instantly and substantially large thrust to the car. Then the engine speed and the air pressure may have curved graphic relation to cause danger, should a driver not know well the function of the car. 
     A U.S. Pat. No. 4,155,684 discloses a kind of turbocharger including a four-stage pressure increasing system, having a lower pressure stage containing a compressor wheel and a turbine wheel, and a high-pressure stage containing a compressor wheel and a turbine wheel. 
     But the turbocharger with four-stages of pressure increase has a flaw of a large size, and its material have to be specially treated to endure high temperature and abrasion so as to receive waste high temperature of an engine. 
     Then another conventional turbocharger disclosed in Taiwan patent No. 66706 (a first generation one by the applicant) includes a one-stage turbocharger and a two-stage turbocharger, a one-stage current-guider and a two-stage current-guider, a one-stage axial current-guider and a two-stage axial current-guider. Thus this mechanical turbocharger has a very complicated structure, a very long current guiding route, so it takes a very long time for pulled in wind pressure by the one stage turbocharger from an wind exit to the carburetor, so partial backwash to affect quality of air pressure. So the applicant thought out a turbocharger of a second generation wherein an axial pressure section of the one-stage and the two-stage turbo wheel having leaves moderated. However, the second generation of the turbocharger has the same flaw as the first generation, so the applicant disclosed a third generation of turbocharger in Taiwan patent of No. 102747, which diminishes its structure and also makes its flowing course shorter, the dimensions smaller and improved air pressure movement so as to attain effectual pressure increase. 
     The turbocharger (the first generation) of Taiwan patent of No. 66706, and that (the third generation) of No. 102747 and U.S. patent of application of Ser. No. 08/074191 (the second generation) all make use of two-stage turbine wheel to attain ideal pressure increase. 
     The turbocharger of the second generation uses a one-stage turbine wheel for pulling in fresh air, and a two-stage turbine wheel for reinforcing air pressure to obtain the purpose of pressure increase. A common problem is air backwash possible to happen in a housing because of a long air flowing route of the two-stage turbine wheel. Air backwash is a pressing problem worth serious consideration, and if there is any error, the air flowing route may have air turbulence owing to air backwash. Therefore, pressure increase may be offset in case of air turbulence. So in order to prevent pressure backwash and air turbulence-possibly caused by air backwash, a current-guider (or an axial current leaves) has to be added between the one-stage turbine wheel and the two-stage turbine wheel. Then the turbocharger may become larger in dimensions, not easy to fix it in the engine room already formed, only applicable to those cars having a comparatively large air exhaust, in addition to the one-stage and the two-stage turbine wheel needing comparatively large transmitting force to result in using comparatively large transmitting horsepower of the engine. These disadvantages are commonly found in the first, the second and the third generation of a turbocharger described above. 
     Further, The conventional turbine wheels have leaves of a centrifugal type, a 45 angle inclined type, and an axial current type for catching air and preventing pressure reversing, but those three types have a simple structure, impossible to get pressure increasing effect it should have, except increasing stages, or those three types of leaves are not proper for a single turbocharger. 
     SUMMARY OF THE INVENTION 
     The objective of the invention is to offer a one-stage transmissible turbocharger having high safety and direct proportion of air pressure increase and the engine speed so as to elevate horsepower of an automobile and to save fuel consumption. 
     The features of the invention are listed as follows. 
     1. It uses a one-stage turbocharger having small dimensions, not liable to produce air turbulence, keeping low degree of air pressure increasing and high current volume, and having real function of air pressure increase. 
     2. It has a one-stage turbine wheel having leaves provided with four layers of preventing backwash of air pressure, and each small leaf of the turbine wheel has a catch inlet section of 32 degrees to elevate fresh air volume caught in, and a final section formed in a current following type to let air centrifuge smoothly without backwash or reverse current. 
     3. The turbine wheel has leaves formed in a centrifugal turbine style for catching in and pushing air pressure for obtaining low-pressure air current and high flowing volume. 
     4. The turbine wheel has the leaves designed to have four layers and five-stages for preventing air pressure backwash, pulling in air volume from the catch inlet section and then pushed to flow in the axial flowing direction, reducing air pressure backwash to the minimum. Any group of the four layers consisting of four small leaves prevents air pressure backwash, with neighboring small leaves doubly organizing anti-backwash and pushing pressure. The five stages means each small leaf including five stages of the catch inlet section to the axial flowing and pushing pressure section so that air caught in is added with pressure and prevented from reversing air pressure and current. 
     5. The catch inlet section of each small leaf is inclined for 32 degrees to catch the largest air volume, and the axial flowing and pushing pressure section is formed to follow current direction to let air centrifuge smoothly. 
     6. A large gear contains a buffer spring within its shaft in order to protect a belt wheel combined with a transmitting shaft and two one-way bearings in the large gear. 
     7. A sleeve of the belt wheel is provided with a plurality of buffer springs for preventing the bolts from breaking by alteration of rotating speed, and excessive large torque. 
    
    
     BRIEF DESCRIPTION OF DRAWINGS 
     This invention will be well understood by referring to the accompanying drawings, wherein: 
     FIG. 1 is a cross-sectional view of a one-stage transmissible turbocharger in the; 
     FIG. 2 is a perspective view of the one-stage transmissible turbocharger in the present invention; 
     FIG. 3 is an exploded perspective view of the one-stage transmissible turbocharger in the present invention; 
     FIG. 4 is a perspective view of a turbo wheel in the present invention; 
     FIG. 5 is a cross-sectional view of a large gear in the present invention; 
     FIG. 6 is a side cross-sectional view of the large gear in the present invention; 
     FIG. 7 is an exploded perspective view of a belt wheel in the present invention; and, 
     FIG. 8 is a side cross-sectional view of the belt wheel in the present invention. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     A one-stage transmissible turbocharger in the present invention, as shown in FIGS. 1 and 3, includes a front current-guider  1 , a turbine wheel  2 , a rear current-guider  3 , a current-guiding disc  4 , a rear cover  5 , a transmitting shaft  6 , a belt wheel  7  and a sleeve  8  as main components combined together. 
     The front current-guider  1  has an intake opening  101  formed in the front center portion, an annular inner wall  100  defining the intake opening  101 , a center shaft base  12  formed in the center of the opening  101  and three ribs radially provided between the annular inner wall  100  and the center shaft base  12 , a bearing groove  120  formed in an inner wall of the center shaft base  12  for a ball bearing  13  and a shaft seal  14  to fit in. Further, the front current-guider  1  has an inner annular wall  15  shaped according to the shape of the turbine wheel  2  so as to keep the best distance to the turbine wheel  2  so that air pressure caught in by the turbine wheel  2  may not easily flow reversely. The inner annular wall  15  connects to a front wall  30  of the rear current-guider  3 , forming an air passageway  31 . The front current-guider  1  also has a plurality of threaded holes  16  provided axially in a large rear annular circumferential wall for bolts  160  to screw to combine with the rear current-guider  3 . 
     The turbine wheel  2  is formed integral, having at least a plurality (T 1 -T 15 ) of leaves  20  helically arranged on a surface  21  thereof, as shown in FIGS. 3 and 4. Each leaf  20  has five continual sections, namely a catch inlet section  20 A, an angle pressure increasing section  20 B, an anti-backwash section  20 C, a centrifugal pressure section  20 D and an axial pressure section  20 E. And any group of four neighboring leaves  20  form an anti-backwash layer, and forming a straight line from the axial pressure section  20 E of the first leaf T 1  to the catch inlet section  20   a  of the fourth leaf T 5 . That means that air current pulled in through the catch inlet section  20 A of the first leaf T 1  passes through the four-stage anti-backwash layer to reduce air backwash possibility to the minimum and pulling-in capacity to the maximum. This invention is the fourth generation of a turbocharger, utilizing the four-layer anti-backwash function, having good advantage of pressure increasing and anti-backwash, superior to the first, the second and the third generation of a turbocharger described above. In addition, the leaves  20  make use of five stages of catching in air, pressure increasing, preventing backwash, returning pressure centrifugally, and pushing axial pressure. In this invention, the catching-in angle of the catch inlet section  20 A is changed to 32 degrees from conventional 45 degree to acquire the best result, and when passing through the four sections to the final section, the turbine wheel leaves are formed to have direction following shapes to let the centrifugal axial pressure section not liable to produce backwash. In addition, the dimensions of the product can be reduced, resulting in increasing effectiveness, possible to be applied to various automobiles having a large or a small exhausting air capacity, say 1600 CC-4000 CC. Further, the turbine wheel  2  is located inside the inner annular wall  15  of the front current-guider  1 , having a shaft hole  23  with a key groove  230  for a shaft  24  to fit through and fixed in place with a long key  230 , and rotated by the shaft  24 . The shaft  24  has male threads  241  and  242  formed respectively in a front section and a rear section and the front male threads  241  engages with nuts  250  and washers  251  to fix firmly the turbine wheel  2  to keep the same turbine wheel  2  in place. 
     The current-guiding disc  4  is fixed behind the turbine wheel  2 , having a curved current guiding surface  40  as shown in FIG. 1, a center shaft hole  41  for the shaft  24  to pass through, a plurality of threaded holes  42  spaced apart around the center shaft hole  41  for bolts  420  to screw with threaded holes  300  around a shaft hole  34  of the rear current-guider  3  to fix the current guiding disc  4  with the rear current-guider  3 . The shaft  24  has its end received in the shaft seal  25  and supported in the ball bearing  26  after passing through the shaft hole  41  of the current guiding disc  4 . The two ball bearings  26  are deposited in the shaft hole of the rear current-guider  3 , letting the shaft passing through the shaft hole  34 , then through a shaft sleeve  270 , and then fixed with a pinion  27  with a key groove  271  for a key  243  to combine the pinion  27  with the shaft  24  firmly. Then when the pinion  27  is rotated, it rotates the shaft  24  and the turbine wheel  2 . The male threads  242  of the shaft  24  engages with a nut  258  with a washer  280 , and a ball bearing  29  fits around the end of the shaft  24 , received in a small shaft hole  50  of the rear cover  5 . 
     The rear current-guider  3  has a plurality of threaded holes  301  on an annular front end surface for bolts  160  to engage with, and a plurality of threaded holes  302  in an annular rear end surface respectively facing threaded holes  51  of the rear cover  5  for bolts  52  to screw with to combine the rear current-guider  3  with the rear cover  5 . The rear current-guider  3  has an air passageway  31  and an air exit  32  for guiding increased air pressure to the intake of the carburetor, and a bearing groove  33  for a ball bearing  60  to fit therein and for the transmitting shaft  6  to pass through and also through a large gear  61 , which then engages with the pinion  27 . Further, the large gear  61  and the pinion  27  are also located in an lubricating oil chamber  35  formed in the rear current-guider  3 , and two one-way bearings  610  are deposited in a center hole of the large gear  61 , with a shaft sleeve  611  and an inner shaft sleeve  612  inside the shaft sleeve  611  sandwiched between the two one-way bearings  610 . The inner shaft sleeve  612  is firmly fixed with the transmitting shaft  6  with a key  613 , having a plurality of ratchet teeth  614 , and each ratchet tooth  614  has a spring groove in one side for a buffer spring  616  to fit therein, and a top block  617  is provided at one side of each buffer springs  616 . Then each top block  617  contacts a round post  6110  positioned in a hole  6111  of the shaft sleeve  611 . Therefore, when the engine speed alters and the transmitting shaft  6  cannot at once correspond to the speed alteration, the one-way bearings and the transmitting shaft may reduce damage. Further, the left end of the transmitting shaft fits in two ball bearings  62  and a shaft seal  63 , and the two ball bearings  62  and the shaft seal  63  are received in a large shaft hole  53  of the rear cover  5 . 
     The belt wheel  7  has a bush  8  fitted in a center hole and then the bush  8  together with the belt wheel  7  are fixed on a left portion of the transmitting shaft  6  protruding out of the rear cover  5 . The bush  8  has a center shaft hole  80  with a key groove  81  for a key  81 D to fit in to fix firmly the belt wheel  7  indirectly with the transmitting shaft  6  to permit the belt wheel  7  rotate the transmitting shaft  6 . The belt wheel  7  is directly rotated by the engine synchronously with the same speed as the engine, so rotating speed of the engine directly affect rotating speed of the turbine wheel  2 . So the transmitting shaft  6  may not be possible to respond to the alteration of the engine speed to result in break of the bolts  70 . In order to solve this disadvantage, the bush  8  of the belt wheel  7  has a large diameter portion  82  and a small diameter portion  87 , and the large diameter portion  82  is provided with a plurality of curved spring holes  83  arranged to space apart near an outer circumferential edge for fitting a plurality of buffer springs  84  respectively in the spring holes  83 . Further, an annular left cover  85  closes an outer end surface of the large diameter portion  82 , having a plurality of slots  850  spaced apart to face corresponding to the spring holes  83 , and a plurality of T-shaped nuts  851  respectively put to pass through the slots  850  into a large section of each spring hole  83  and also into a plurality of round holes  860  of a right annular cover  86  closing the right side of the large diameter portion  82  and also containing the left side of the belt wheel  7 . The belt wheel further  7  has its center hole fitted with an inner sleeve  71  fitting around the small diameter portion  87  of the bush  8 , and a plurality of bolt holes  72  for bolts  70  to pass through to engage with the T-shaped nuts  851  as shown in FIGS. 7 and 8. Then the resilience of the buffer springs  84  can moderate or buffer alteration of the engine speed, which is then directly transmitted to the transmitting shaft  6 . In this way, the bolts  70  are not liable to break owing to provision of the buffer springs  84 . 
     While the preferred embodiment of the invention has been described above, it will be recognized and understood that various modifications may be made therein and the appended claims are intended to cover all such modifications that may fall within the spirit and scope of the invention.

Technology Classification (CPC): 5