CN106870214B - Double-runner turbocharger - Google Patents
Double-runner turbocharger Download PDFInfo
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- CN106870214B CN106870214B CN201710009151.7A CN201710009151A CN106870214B CN 106870214 B CN106870214 B CN 106870214B CN 201710009151 A CN201710009151 A CN 201710009151A CN 106870214 B CN106870214 B CN 106870214B
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Abstract
The invention discloses a double-flow-passage turbocharger which comprises a turbine, wherein a turbine impeller and a volute high-pressure inlet flow channel and a volute low-pressure inlet flow channel are arranged in the turbine, a high-pressure exhaust manifold and a low-pressure exhaust manifold are arranged on an engine, the volute high-pressure inlet flow channel is connected with the high-pressure exhaust manifold, the volute low-pressure inlet flow channel is connected with the low-pressure exhaust manifold, a connecting flow channel is arranged between the high-pressure exhaust manifold and the low-pressure exhaust manifold, a regulating valve is arranged between the high-pressure exhaust manifold and the low. In a low-speed area, the regulating valve is closed or has partial opening, the exhaust back pressure of the high-pressure inlet runner of the volute is higher than the inlet pressure after supercharging, and meanwhile, more exhaust flows to the turbine from the high-pressure inlet runner of the volute, so that the low-rotation-speed supercharging requirement of the engine is met. In a high-speed area in a large load, under the condition of ensuring enough exhaust back pressure, the regulating valve is opened to place exhaust in the high-pressure exhaust manifold into the low-pressure exhaust manifold, so that the exhaust back pressure of the high-pressure runner is reduced, the pumping loss is reduced, and the efficiency of the engine is improved.
Description
Technical Field
The invention belongs to the field of internal combustion engines, and particularly relates to a double-flow-passage vortex supercharger.
Background
As emission regulations become more stringent, the control of nitrogen oxide production is required, and the control of combustion temperature and oxygen concentration is generally required to suppress nitrogen oxide production, and Exhaust Gas Recirculation (EGR) techniques have been proposed for this purpose. The exhaust gas recirculation technology is to directly (or after cooling) introduce part of the exhaust gas of the engine into the cylinder again, because the specific heat capacity of the polyatomic molecules such as carbon dioxide in the exhaust gas is higher, the combustion temperature can be effectively reduced, and in addition, the introduced exhaust gas can effectively reduce the oxygen concentration in the air entering the cylinder, thereby realizing the purpose of inhibiting the generation of nitrogen oxides. However, in the case of supercharged diesel engines, particularly in the mid-low speed region of the engine, the turbine front pressure of the exhaust gas tends to be lower than the intake boost pressure, and EGR cannot be introduced into the intake gas. To realize EGR circulation, it is common practice to employ a variable area turbocharger to vary the exhaust back pressure of the engine by varying the flow area of the turbine nozzle so that the engine exhaust pressure is higher than the intake pressure. Because the control and execution mechanism of the variable-section turbocharger is complex, the cost is high, the adjustment is more complicated, and the reliability has defects in the high-temperature working environment of the turbocharger. The patent application with publication number CN101634244A discloses an asymmetric split turbine of a turbocharger, which changes the symmetric structure design of the traditional turbine and adopts a split asymmetric structure, two runners of a turbine shell have different A/R values (the A/R value is the ratio of the flow cross section area of the runner to the geometric center position of the flow cross section area of the runner), in order to add EGR to supercharged intake air in a low-speed region of an engine, the A/R value of a high-pressure runner of the volute is smaller than the A/R value of a low-pressure runner of the volute, so that the pressure difference between the exhaust pressure and the intake pressure of the engine meets the requirement of the EGR. In a high-speed region of an engine, the front pressure of a turbine in exhaust gas is often subjected to high-pressure supercharging and then the pressure of the exhaust gas, and the back pressure of the exhaust gas before the vortex of a volute high-pressure runner is further increased due to the fact that the two runners have different A/R values, so that the pumping loss of the engine is larger, and meanwhile, the EGR rate is controlled by reducing the opening of an EGR valve to generate a certain amount of throttling loss, so that the efficiency of the engine is lowered. The asymmetry degree (namely different A/R values to realize different EGR rates) in two runners of the asymmetric split turbine needs to be matched with a combustion system, and the supercharger cannot be matched and used in an engine with the same displacement because the EGR rates required by different combustion systems are different, so that the supercharger has no universality.
Disclosure of Invention
The invention aims to solve the problems that an asymmetric split turbine type double-channel supercharger has large pumping loss in a high-speed area of an engine, low engine efficiency, incapability of being matched and used in engines with the same displacement and no universality aiming at the limitations of high cost, complex control and poor reliability of a variable-section turbocharger, and provides the double-channel supercharger which can effectively provide exhaust back pressure required by EGR, has lower exhaust back pressure, smaller pumping loss, higher engine efficiency, adjustable medium-low rotating speed supercharging characteristic, low cost and simple structure.
In order to achieve the purpose, the invention adopts the following technical scheme:
a double-channel turbocharger comprises a turbine and a compressor, and is connected with an engine; a turbine impeller, a volute high-pressure air inlet channel and a volute low-pressure air inlet channel are arranged in the turbine shell of the turbine; the engine is provided with a high-pressure exhaust manifold and a low-pressure exhaust manifold; a volute nozzle is arranged at the positions of the volute high-pressure air inlet channel and the volute low-pressure air inlet channel, which are close to the turbine impeller; the turbine impeller is connected with the compressor through a turbine rotor shaft, the compressor sucks air under atmospheric pressure from an inlet runner of the compressor, the air flows out from an outlet runner of the compressor after being pressurized by the rotating compressor impeller, and the air enters an air inlet pipe of the engine after passing through an intercooler of the supercharger; the method is characterized in that: the number of the engine cylinders connected with the high-pressure exhaust manifold is greater than that of the cylinders connected with the low-pressure exhaust manifold; the volute high-pressure air inlet channel is connected with the high-pressure exhaust manifold, and the volute low-pressure air inlet channel is connected with the low-pressure exhaust manifold; and a connecting flow channel is arranged between the high-pressure exhaust manifold and the low-pressure exhaust manifold, and an adjusting valve is arranged between the high-pressure exhaust manifold and the low-pressure exhaust manifold, and the adjusting valve adjusts the exhaust volume of the high-pressure exhaust manifold flowing into the low-pressure exhaust manifold through different opening degrees, so that the exhaust pressure of the high-pressure exhaust manifold is adjusted and controlled.
It is further characterized in that: the flow cross-sectional areas of the volute high-pressure air inlet flow channel and the volute low-pressure air inlet flow channel are the same, and the flow cross-sectional areas have the same A/R value.
Further: and a waste gas bypass channel is arranged on the low-pressure air inlet channel of the volute, and a bypass valve is arranged in the bypass channel.
And the high-pressure exhaust manifold or the volute high-pressure air inlet pipeline is provided with an EGR (exhaust gas recirculation) air inlet and is connected with an EGR valve and an EGR cooler.
The cross sections of the high-pressure air inlet flow channel and the low-pressure flow channel of the volute are gradually reduced from one end connected with the volute of the turbine to the side close to the turbine impeller.
Preferably: the turbine nozzle is arranged between the turbine impeller and the high-pressure inlet flow channel and the low-pressure flow channel of the volute, and the outlet of the turbine nozzle is of an annular structure; the included angle between the airflow direction of the outlet of the volute high-pressure inlet flow channel and the airflow direction of the outlet of the volute low-pressure inlet flow channel is less than 20 degrees.
The invention has the positive effects that:
in the turbine, the high-pressure inlet flow channel of the volute is connected with the high-pressure exhaust manifold, the low-pressure inlet flow channel of the volute is connected with the low-pressure exhaust manifold, and the high-pressure inlet flow channel of the volute and the low-pressure flow channel of the volute have the same flow cross section area and have the same A/R value. The number of the engine cylinders connected with the high-pressure exhaust manifold is larger than that of the cylinders connected with the low-pressure exhaust manifold, a connecting flow channel is arranged between the high-pressure exhaust manifold and the low-pressure exhaust manifold, and a regulating valve is arranged between the high-pressure exhaust manifold and the low-pressure exhaust manifold, and in the low-speed region of the engine, the regulating valve is closed or has partial opening, so that the exhaust back pressure of the high-pressure intake flow channel of the volute is higher than the intake pressure. In addition, the exhaust flow of the high-pressure air inlet channel flowing through the volute can be controlled by controlling the opening and closing of the regulating valve, so that the controllability of the medium-low speed supercharging characteristic of the supercharger is realized, and the application range of the supercharger matched with an engine is expanded. The regulating valve is closed or has small opening, so that more exhaust gas flows to the turbine from the high-pressure inlet flow passage of the volute, the low-rotating-speed supercharging requirement of the engine is met, and the supercharging ratio of the engine at low speed is improved.
In the middle-high speed area of engine operation, under the condition of guaranteeing sufficient high pressure runner exhaust back pressure, open the governing valve and put into the low pressure runner with exhaust in the high pressure runner, reduce high pressure runner exhaust back pressure, reduce the pumping loss, simultaneously because the pressure differential reduces can adjust the EGR rate with the great of EGR valve aperture setting, reduced the exhaust throttling loss, and then improved engine efficiency. Under the common adjusting action of the adjusting valve and the EGR valve, different EGR rates are matched and used for engines with different combustion systems and the same displacement under the condition of ensuring that the pumping loss of the engines is small, and the engine EGR rate adjusting device has universality.
The upper wall surface and the lower wall surface of the turbine nozzle ring belt are parallel planes, an included angle between the outlet airflow direction of the volute high-pressure inlet flow channel and the outlet airflow direction of the volute low-pressure inlet flow channel is less than 20 degrees, the outlet airflow directions of the volute high-pressure inlet flow channel and the volute low-pressure inlet flow channel face the turbine as far as possible, and mutual interference of two airflow flows is effectively reduced. The double-flow-passage turbocharger is simple in structure, easy to upgrade and switch, low in cost and easy to rapidly realize engineering.
Drawings
FIG. 1 is a schematic view of a dual flow path turbocharging system of the present invention.
Fig. 2 is a partial schematic view of a regulator valve.
Fig. 3 is a partial structural schematic diagram of a dual-channel turbocharger.
In the figure: 1-compressor inlet flow channel; 2, an air compressor; 3-an outlet runner of the compressor; 4-a supercharger intercooler; 5-an engine air inlet pipe; 6-an engine; 7-a cylinder; 8-an EGR cooler; 9-high pressure exhaust manifold; 10-a low pressure exhaust manifold; 11-an EGR valve; 12-a regulating valve; 13-a turbine; 14-connecting the flow channel; 15-turbine shell; 16-volute high pressure inlet flow channel; 17-volute low pressure inlet flow channel; 18-included angle between nozzles; 19-a turbine nozzle; 20-a turbine wheel; 21-turbine rotor shaft.
Detailed Description
The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic views illustrating only the basic structure of the present invention in a schematic manner, and thus show only the constitution related to the present invention.
As shown in fig. 1, a double-flow-passage turbocharger includes a turbine 13, a compressor 2; is connected to the engine 6. The turbine 13 is provided with a turbine wheel 20, a volute high-pressure inlet flow passage 16 and a volute low-pressure inlet flow passage 17 in the turbine shell 15. The engine 6 is provided with a high-pressure exhaust manifold 9 and a low-pressure exhaust manifold 10. Turbine nozzles 19 are arranged at the positions of the volute high-pressure inlet flow channel 16 and the volute low-pressure inlet flow channel 17 close to the turbine impeller 20; the turbine impeller 20 is connected with the compressor 2 through a turbine rotor shaft 21, air under atmospheric pressure is sucked in by the compressor 2 from the compressor inlet runner 1, pressurized by the rotating compressor impeller and then flows out from the compressor outlet runner 3, and enters the engine air inlet pipe 5 after passing through the supercharger intercooler 4. The high-pressure exhaust manifold 9 and the low-pressure exhaust manifold 10 are respectively connected with exhaust passages of different cylinders, the number of engine cylinders connected with the high-pressure exhaust manifold 9 is greater than that of cylinders connected with the low-pressure exhaust manifold 10, for example, the exhaust passages of the cylinders 1, 2, 3 and 4 connected with the high-pressure exhaust manifold in the schematic diagram 1 are connected with 4 cylinders 7, and the exhaust passages of the cylinders 5 and 6 connected with the low-pressure exhaust manifold are connected with 2 cylinders 7. The volute high-pressure inlet flow channel 16 is connected with the high-pressure exhaust manifold 9, the volute low-pressure inlet flow channel 17 is connected with the low-pressure exhaust manifold 10, and the flow cross sections of the volute high-pressure inlet flow channel 16 and the volute low-pressure inlet flow channel 17 are the same in area and have the same A/R value. As shown in fig. 1, a connecting flow passage 14 is arranged between the high-pressure exhaust manifold 9 and the low-pressure exhaust manifold 10, and a regulating valve 12 shown in fig. 2 is arranged between the high-pressure exhaust manifold 9 and the low-pressure exhaust manifold 10, the regulating valve 12 regulates the amount of exhaust gas flowing into the low-pressure exhaust manifold 10 from the high-pressure exhaust manifold 9 through different opening degrees, and further regulates and controls the exhaust pressure of the high-pressure exhaust manifold 9; an adjusting valve 12 can also be arranged between the scroll low-pressure inlet flow channel 17 and the scroll high-pressure inlet flow channel 16, the adjusting valve 12 can adjust the exhaust gas flow of the scroll high-pressure inlet flow channel 16 flowing into the scroll low-pressure inlet flow channel 17 through different opening degrees, and the exhaust gas pressure of the high-pressure exhaust manifold 9 can be adjusted and controlled because the scroll high-pressure inlet flow channel 16 is connected with the high-pressure exhaust manifold 9.
The high-pressure exhaust manifold 9 or the volute high-pressure intake runner 16 is provided with an EGR gas taking port and is connected with an EGR valve 11 and an EGR cooler 8. The exhaust gases passing through the EGR cooler 8 enter the engine inlet 5 after the supercharger charge-air cooler 4 and then with fresh air into the cylinders 7 of the engine 6.
In the low-speed region of the engine 6, the regulating valve 12 is closed or has partial opening, the exhaust flow of the engine 6 flowing into the high-pressure exhaust manifold 9 and the volute high-pressure inlet flow passage 16 is larger than that of the volute low-pressure inlet flow passage 17, the exhaust back pressure of the volute high-pressure inlet flow passage 16 is ensured to be higher than the supercharged inlet pressure, and the demand of EGR is met. In addition, the exhaust flow passing through the volute high-pressure air inlet pipeline 16 can be controlled by controlling the opening and closing of the regulating valve 12 and the opening degree, so that the medium-low speed supercharging characteristic of the supercharger is controllable, and the application range of the supercharger matched with an engine is expanded. The regulating valve 12 is closed or has a small opening, so that more exhaust gas flows to the turbine from the volute high-pressure inlet flow passage 16, the low-rotating-speed supercharging requirement of the engine 6 is met, and the supercharging ratio of the engine 6 at low speed is improved.
In the middle and high speed region of the operation of the engine 6, under the condition of ensuring sufficient exhaust back pressure of the high pressure flow passage, the regulating valve 12 is opened to place exhaust gas in the high pressure air inlet flow passage into the low pressure air inlet flow passage, so that the exhaust back pressure of the high pressure air inlet flow passage is reduced, the pumping loss is reduced, meanwhile, the EGR rate can be regulated greatly by setting the opening degree of the EGR valve 11 due to the reduction of the pressure difference, the exhaust throttling loss is reduced, and the efficiency of the engine 6 is further improved. Under the combined adjusting action of the adjusting valve 12 and the EGR valve 11, different EGR rates are matched and used for engines with different combustion systems and the same displacement under the condition that the pumping loss of the engine 6 is small, and the universality is achieved.
In order to ensure the reliability of the high-speed supercharger, an exhaust gas bypass passage may be provided in the low-pressure intake runner 16 of the scroll casing, and a bypass valve may be provided in the bypass passage. When the engine is at high speed, the bypass valve is opened, the flow is controlled by throttling, a part of engine exhaust in the low-pressure flow passage in the volute and exhaust flowing from the high-pressure flow passage through the regulating valve are led into the exhaust pipe behind the turbine, and the rotating speed of the turbine is regulated by controlling the bypass valve by the actuating mechanism of the supercharger.
The cross-sectional shapes of the scroll high-pressure intake runner 16 and the scroll low-pressure intake runner 17 are gradually reduced from the end connected with the turbine housing 15 to the side close to the turbine wheel 20.
A turbine nozzle 19 is arranged between the scroll high-pressure air inlet flow channel 16 and the scroll low-pressure air inlet flow channel 17 and the turbine vane wheel 20, the outlet of the turbine nozzle 19 is formed by an annular structure, an included angle between the turbine nozzle 19 connected with the scroll high-pressure air inlet flow channel 16 and the scroll low-pressure air inlet flow channel 17 is smaller than 20 degrees, the outlet air flow direction of the scroll high-pressure air inlet flow channel 16 and the outlet air flow direction of the scroll low-pressure air inlet flow channel 17 face the turbine vane wheel 20 as far as possible, and mutual interference of the two air flow flows is effectively reduced.
The invention effectively solves the requirement of higher exhaust pressure of the turbocharger in EGR circulation, overcomes the defects of high cost and complex control of the traditional variable-section turbocharger, and has the advantages of simple and reliable structure, good inheritance, easy upgrading and switching, low cost and easy and rapid realization of engineering.
In light of the foregoing description of the preferred embodiment of the present invention, many modifications and variations will be apparent to those skilled in the art without departing from the spirit and scope of the invention. The technical scope of the present invention is not limited to the content of the specification, and must be determined according to the scope of the claims.
Claims (4)
1. A double-channel turbocharger comprises a turbine and a compressor, and is connected with an engine; a turbine impeller, a volute high-pressure air inlet channel and a volute low-pressure air inlet channel are arranged in the turbine shell of the turbine; the engine is provided with a high-pressure exhaust manifold and a low-pressure exhaust manifold; a volute nozzle is arranged at the positions of the volute high-pressure air inlet channel and the volute low-pressure air inlet channel, which are close to the turbine impeller; the turbine impeller is connected with the compressor through a turbine rotor shaft, the compressor sucks air under atmospheric pressure from an inlet runner of the compressor, the air flows out from an outlet runner of the compressor after being pressurized by the rotating compressor impeller, and the air enters an air inlet pipe of the engine after passing through an intercooler of the supercharger; the method is characterized in that: the number of the engine cylinders connected with the high-pressure exhaust manifold is greater than that of the cylinders connected with the low-pressure exhaust manifold; the volute high-pressure air inlet channel is connected with the high-pressure exhaust manifold, and the volute low-pressure air inlet channel is connected with the low-pressure exhaust manifold; a connecting flow channel is arranged between the high-pressure exhaust manifold and the low-pressure exhaust manifold, and an adjusting valve is arranged between the high-pressure exhaust manifold and the low-pressure exhaust manifold, and the adjusting valve adjusts the exhaust volume of the high-pressure exhaust manifold flowing into the low-pressure exhaust manifold through different opening degrees, so that the exhaust pressure of the high-pressure exhaust manifold is adjusted and controlled;
the high-pressure exhaust manifold or the volute high-pressure air inlet pipeline is provided with an EGR (exhaust gas recirculation) air inlet and is connected with an EGR valve and an EGR cooler;
the flow cross-sectional areas of the volute high-pressure air inlet flow channel and the volute low-pressure air inlet flow channel are the same, and the flow cross-sectional areas have the same A/R value.
2. The dual-flow turbocharger as claimed in claim 1, wherein: and a waste gas bypass channel is arranged on the low-pressure air inlet channel of the volute, and a bypass valve is arranged in the bypass channel.
3. The dual-flow turbocharger as claimed in claim 1, wherein: the cross sections of the high-pressure air inlet flow channel and the low-pressure flow channel of the volute are gradually reduced from one end connected with the volute of the turbine to the side close to the turbine impeller.
4. The dual-flow turbocharger according to claim 3, wherein: the volute nozzle is arranged between the volute high-pressure air inlet channel and the turbine impeller, and the outlet of the turbine nozzle is of an annular structure; the included angle between the airflow direction of the outlet of the volute high-pressure inlet flow channel and the airflow direction of the outlet of the volute low-pressure inlet flow channel is less than 20 degrees.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710009151.7A CN106870214B (en) | 2017-01-06 | 2017-01-06 | Double-runner turbocharger |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710009151.7A CN106870214B (en) | 2017-01-06 | 2017-01-06 | Double-runner turbocharger |
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| CN106870214A CN106870214A (en) | 2017-06-20 |
| CN106870214B true CN106870214B (en) | 2020-05-22 |
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| CN201710009151.7A Active CN106870214B (en) | 2017-01-06 | 2017-01-06 | Double-runner turbocharger |
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Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110735673B (en) * | 2019-11-18 | 2021-10-26 | 大连海事大学 | Double-channel volute |
| WO2021199527A1 (en) * | 2020-04-01 | 2021-10-07 | 株式会社Ihi | Turbine |
| CN112362221B (en) * | 2020-10-09 | 2022-06-10 | 东风商用车有限公司 | Method for determining pressure of exhaust manifold of turbocharging |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0886044A1 (en) * | 1997-06-19 | 1998-12-23 | Toyota Jidosha Kabushiki Kaisha | An exhaust gas purification device |
| DE102004039927A1 (en) * | 2004-08-18 | 2006-02-23 | Daimlerchrysler Ag | Internal combustion engine with an exhaust gas turbocharger and an exhaust gas recirculation device |
| DE102005021172A1 (en) * | 2005-05-06 | 2006-11-09 | Daimlerchrysler Ag | Internal combustion engine with exhaust gas turbocharger and exhaust gas recirculation |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4737151B2 (en) * | 2007-06-08 | 2011-07-27 | トヨタ自動車株式会社 | Exhaust system for internal combustion engine |
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2017
- 2017-01-06 CN CN201710009151.7A patent/CN106870214B/en active Active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0886044A1 (en) * | 1997-06-19 | 1998-12-23 | Toyota Jidosha Kabushiki Kaisha | An exhaust gas purification device |
| DE102004039927A1 (en) * | 2004-08-18 | 2006-02-23 | Daimlerchrysler Ag | Internal combustion engine with an exhaust gas turbocharger and an exhaust gas recirculation device |
| DE102005021172A1 (en) * | 2005-05-06 | 2006-11-09 | Daimlerchrysler Ag | Internal combustion engine with exhaust gas turbocharger and exhaust gas recirculation |
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