Garrett Transportation Patente

The invention relates to a variable-vane assembly for variable intake to a turbine wheel of a turbocharger, comprising: - a nozzle plate (1) encircling an axis and having a nozzle surface (11) on which a plurality of vanes (4) is circumferentially arranged around the axis, each vane (4) being movable such as to vary the cross-sectional intake area to the turbine wheel (2); - a turbine housing (3), housing the turbine wheel (2), wherein the turbine housing (3) comprises a vane cover (31) having a cover surface (32) that faces the vanes (4) and circumferentially surrounds the turbine wheel (2) such that the vanes (4) are sandwiched between the nozzle surface (11) and the cover surface (32); and - a flange (33) connected to the vane cover (31) and encircling the nozzle plate (1), characterized by that the nozzle plate (1) has a nozzle tapered surface (14) around its outer perimeter, wherein the nozzle tapered surface (14) is tapered along a direction of the axis, and the flange (33) has a flange tapered surface (34) around its inner perimeter, matching the nozzle tapered surface (14), wherein the nozzle tapered surface (14) is resting on the flange tapered surface (34) such that a gap is maintained between the nozzle surface (11) and the cover surface (32).

A deflector member for an e-machine cooling system. The deflector member is a unitary body comprising an annular ring portion comprising one or more through-holes disposed about the annular ring portion to allow for flow of fluid coolant therethrough. The annular ring portion has a first axial end and a second axial end, with a resilient engagement section formed at the second axial end. The resilient engagement section is configured to apply a reaction spring force when the resilient engagement section is compressed.

An e-machine includes a stator member that defines an axis and a rotor member with a shaft that is supported for rotation about the axis. The shaft includes a shaft fluid passage defined therein and extending along the axis. The shaft fluid passage defines a fluid inlet. The rotor member includes a core arrangement that is supported on the shaft. The core arrangement is operably coupled to the stator member to be driven thereby about the axis with the shaft. The core arrangement includes a core fluid passage that is fluidly coupled to the shaft fluid passage. The core fluid passage defines a fluid outlet. The rotor member defines a fluid path in a downstream direction from the fluid inlet and through the shaft fluid passage to the core fluid passage, and further in the downstream direction from the core fluid passage to the fluid outlet.

Turbocharger turbine wheels including nickel-based alloys are disclosed herein. In one exemplary embodiment, a turbocharger turbine wheel includes as, at least part of its constituency, nickel-based alloy composition consisting, on a weight basis, of: 11.0% to 13.5% chromium, 5.2% to 8.5% iron, 6.0% to 7.2% aluminium, 3.0% to 4.4% molybdenum, 1.15% to 2.00% titanium, 0.1% to 0.2% carbon, 0.03% to 0.07% zirconium, 0.01% to 0.02% boron, up to 2.0% niobium, up to 0.2% silicon, up to 0.03% copper, up to 0.005% phosphorous, up to 0.02% manganese, up to 0.003% sulphur, with the balance being nickel and incidental/inevitable/unavoidable impurities. The turbocharger turbine wheel may be configured for operating at 770 °C to 850 °C.

An austenitic stainless steel alloy and turbocharger kinematic components are provided. An austenitic stainless steel alloy includes, by weight, 24% to 26% chromium, 19% to 21% nickel, 1.25% to 2.5% molybdenum, 1.2% to 1.8% niobium, 0.4% to 0.7% carbon, 2.2% to 2.8% silicon, up to 1.4% tungsten, up to 1.0% manganese, up to 0.045% phosphorous, up to 0.045% sulphur, and a balance of iron, and other inevitable/unavoidable impurities that are present in trace amounts. The turbocharger kinematic components are made at least in part using this stainless steel alloy.

An e-machine includes a stator core having a first axial end and a second axial end that are separated along a longitudinal axis. The stator core has a slot that extends between the first axial end and the second axial end. The e-machine further includes a plurality of winding members. The plurality of winding members comprise a plurality of longitudinal segments that are received in the slot and that extend between the first axial end and the second axial end. The stator core has a fluid distribution member attached to the first axial end of the stator core, the fluid distribution member comprising a fluid distribution channel having a first end and a second end, the first end comprising an opening for receiving fluid and the second end being fluidly connected to at least one fluid passageways formed within the plurality of longitudinal segments.

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A turbomachine 101 includes a housing 119 and a rotating group 118 that is supported for rotation about an axis within the housing 119. The rotating group 118 includes a rotor shaft 140, a wheel 130, and a fastener 232 that clamps the wheel 130 to the rotor shaft 140. The fastener 232 is unitary and includes a head 240 and a shank 242. The shank 242 includes a piloting feature 252 on an arcuate surface that faces radially outward with respect to the axis. The shank 242 is received in the wheel 130 and is attached to the rotor shaft 140 with the piloting feature 252 being piloted to an arcuate inner radial surface 178 of the wheel 130. The head 240 abuts an axial surface 251 of the wheel 130 for axially clamping the wheel 130 to the rotor shaft 140.

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Methods and systems for predicting velocities of both a lead vehicle and an ego vehicle along a travel route. The ego vehicle generates a velocity profile for the ego vehicle and a velocity prediction for the lead vehicle, and uses the ego vehicle velocity profile and the lead vehicle velocity prediction to estimate position and velocity of the ego vehicle in the travel route. Preview information from a navigation system is used and may include velocity limitations for the travel route derived from the travel route characteristics. Driver actions are used when generating the ego vehicle velocity profile by calculating a virtual velocity setpoint for the ego vehicle.

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