CN112360809A

CN112360809A - Multistage impeller structure for turbocharger

Info

Publication number: CN112360809A
Application number: CN202011004407.3A
Authority: CN
Inventors: 王岭; 李迎浩; 李峥; 辛力; 何燕娥
Original assignee: Dongfeng Motor Corp
Current assignee: Dongfeng Motor Corp
Priority date: 2020-09-22
Filing date: 2020-09-22
Publication date: 2021-02-12
Anticipated expiration: 2040-09-22
Also published as: CN112360809B

Abstract

The present invention relates to a multistage impeller structure for a turbocharger. The main impeller component of the impeller structure comprises a main impeller shaft and main blades, wherein the main blades are fixedly arranged on the circumferential surface of one end of the main impeller shaft at equal intervals, the secondary impeller component comprises a secondary impeller shaft, a connecting ring and secondary blades, the secondary blades are arranged around the secondary impeller shaft at equal angular intervals, the secondary blades are fixedly connected to the connecting ring, the connecting ring is coaxially fixed on the secondary impeller shaft, the secondary impeller shaft is movably sleeved on the main impeller shaft, and the secondary impeller shaft can be selectively and coaxially connected with the main impeller shaft. The invention can selectively connect the main impeller shaft of the main impeller component and the secondary impeller shaft of the secondary impeller component according to the requirement of the supercharging pressure, thereby changing the air intake to meet the different air intake requirements, further taking into account the power performance under the low-speed working condition and the high-speed working condition and avoiding influencing the economy and the emission performance of the engine.

Description

Multistage impeller structure for turbocharger

Technical Field

The invention belongs to the technical field of engine power, and particularly relates to a multi-stage impeller structure for a turbocharger.

Background

With the rapid development of the automobile industry, the requirements of the nation and the market on oil consumption and exhaust emission are increasingly strict, and the exhaust gas turbocharger can improve the air inlet pressure of the engine and improve the air-fuel ratio, so that the engine can burn more completely, the power of the engine can be improved while oil is saved, the exhaust emission is reduced, and the purposes of energy conservation and emission reduction are achieved, thereby being applied more and more widely.

In the prior art, because the turbocharger and the gasoline engine are not in mechanical power transmission and are connected together in a pneumatic mode, the turbocharger is a key mechanism of the turbocharged engine, the power performance, the economy and the emission performance level of the turbocharged engine are directly determined by the reasonability and the innovativeness of the design of the turbocharger, and the regulation compliance and the market competitiveness of a finished automobile product are influenced.

In carrying out the present invention, the applicant has found that at least the following disadvantages exist in the prior art:

the traditional turbocharged engine is easy to have obvious low-speed turbine 'lag' phenomenon under the low-speed working condition, and is easy to have insufficient power, namely 'fleshiness' phenomenon under the high-speed working condition, so that the power performance under the low-speed and high-speed working conditions can not be considered, and the economy and the emission performance of the engine are influenced.

Therefore, improvements in the prior art are needed.

Disclosure of Invention

Aiming at the defects in the prior art, the invention provides a multi-stage impeller structure for a turbocharger, which aims to solve the technical problem that the power performance of the turbocharged engine under the low-speed and high-speed working conditions in the prior art cannot be considered at the same time.

The technical scheme of the invention is as follows:

a multi-stage wheel structure for a turbocharger, the wheel structure comprising:

the main impeller assembly comprises a main-stage impeller shaft and main-stage blades, and the main-stage blades are fixedly arranged on the circumferential surface of one end of the main-stage impeller shaft at equal intervals;

the secondary impeller assembly comprises a secondary impeller shaft, a connecting ring and secondary blades, the secondary blades are arranged around the secondary impeller shaft at equal angular intervals, the secondary blades are fixedly connected to the connecting ring, the connecting ring is coaxially fixed on the secondary impeller shaft, the secondary impeller shaft is movably sleeved on the primary impeller shaft, and the secondary impeller shaft can be selectively and coaxially connected with the primary impeller shaft.

Further, the secondary blades and the primary blades are arranged in one-to-one correspondence, and when the secondary impeller shaft is coaxially connected with the primary impeller shaft, the secondary blades and the corresponding primary blades form a complete blade.

Further, the secondary impeller shaft is selectively coaxially connected with the primary impeller shaft by a connection assembly, the connection assembly comprising:

the fixing rod penetrates through the main-stage impeller shaft along the radial direction of the main-stage impeller shaft, and the fixing rod is arranged along the axial direction in a hollow mode;

the elastic reset pieces are arranged in two, the two elastic reset pieces are oppositely arranged in the fixed rod, one end of each elastic reset piece is connected in the fixed rod, and the other end of each elastic reset piece extends towards the axial outer side of the fixed rod;

and the mass block is connected to the other end of the elastic resetting piece, can slide in the fixing rod and can be connected with the secondary impeller shaft.

Furthermore, a fixing plate is arranged inside the fixing rod, and one ends of the two elastic resetting pieces are connected to two sides of the fixing plate respectively so as to assemble the elastic resetting pieces in the fixing rod.

Further, the opposite side surfaces of the two mass blocks are provided with a rodent;

the inner side surface of the secondary impeller shaft is provided with an engaging portion which engages with the engaging tooth.

Optionally, the engagement portion is annular.

Alternatively, the engaging portions of the inner side surfaces of the secondary impeller shafts are oppositely provided in two.

Furthermore, the main impeller assembly comprises a connecting disc, the connecting disc is fixedly sleeved on the main impeller shaft, a plurality of main blades are fixedly arranged on the connecting disc, and the connecting disc is movably sleeved in the connecting ring.

Furthermore, one side of the connecting disc, which faces away from the main-stage blades, is provided with a limiting groove, one end of the secondary impeller shaft is arranged in the limiting groove, and the other end of the secondary impeller shaft is arranged in the bearing.

Further, the secondary impeller subassembly still includes the splice bar, the splice bar is provided with a plurality ofly, and is a plurality of the one end of splice bar is all connected on the global of secondary impeller shaft, and is a plurality of the other end of splice bar is radial and disperses, and is a plurality of the other end of splice bar is connected the go-between is dorsad on a side of secondary blade.

The invention has the beneficial effects that:

the multistage impeller structure for the turbocharger is arranged in a pressurizing shell of the turbocharger, and can enable a main impeller shaft of a main impeller assembly and a secondary impeller shaft of a secondary impeller assembly to be selectively connected according to the requirement of pressurizing pressure, so that the air intake can be changed, different air intake requirements can be met, the power performance under low-speed working conditions and high-speed working conditions can be considered, and the economic performance and the emission performance of an engine are prevented from being influenced.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic structural diagram of a turbocharger according to the present embodiment;

FIG. 2 is a schematic exploded view of FIG. 1;

FIG. 3 is a schematic structural view of the plenum housing of FIG. 1;

FIG. 4 is an assembled schematic view of the main impeller assembly and the main impeller assembly of FIG. 1;

fig. 5 is a schematic structural view of the secondary impeller assembly of the present embodiment;

FIG. 6 is a schematic structural view of the connecting assembly of FIG. 1;

FIG. 7 is a schematic structural diagram of the mass of FIG. 6;

FIG. 8 is an internal schematic view of the secondary impeller shaft;

FIG. 9 is a schematic structural view of the air intake housing of FIG. 1;

FIG. 10 is a schematic block diagram of a turbocharger in a single-port mode of operation;

FIG. 11 is a schematic cross-sectional view of the connector assembly in a single airway operating mode;

FIG. 12 is a schematic illustration of the turbocharger in a full airway operating mode;

fig. 13 is a schematic cross-sectional view of the connection assembly in a full airway mode of operation.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The present embodiment provides a vehicle having an engine mounted thereon, the engine including a turbocharger.

Fig. 1 is a schematic structural diagram of a turbocharger of the present embodiment, fig. 2 is a schematic exploded diagram of fig. 1, and with reference to fig. 1 and fig. 2, the turbocharger of the present embodiment includes a supercharging housing 5, a main impeller assembly 2, a secondary impeller assembly 3, and an intake housing 1.

Fig. 3 is a schematic structural diagram of the turbocharger housing in fig. 1, and in conjunction with fig. 1-3, the turbocharger housing 5 of this embodiment has a function and an external shape of turbocharging in the prior art, and has a main air inlet 501 and a secondary air inlet assembly on one side surface, where the secondary air inlet assembly includes a plurality of annular secondary air inlets 502, and the plurality of secondary air inlets 502 of the secondary air inlet assembly are arranged at intervals outside the main air inlet 501.

In this embodiment, the primary air inlet 501 and the secondary air inlet 502 are both in a normally open state, the primary air inlet 501 is opened in the middle of one end side of the supercharging housing 5, and the plurality of secondary air inlets 502 are wound around the outer side of the primary air inlet 501.

Fig. 4 is an assembly diagram of the main impeller assembly and the main impeller assembly in fig. 1, and with reference to fig. 1, fig. 2 and fig. 4, in this embodiment, the main impeller assembly 2 is disposed in the supercharging housing 5, the main impeller assembly 2 includes a main-stage impeller shaft 201 and a main-stage blade 202, the main-stage blades 202 are fixedly disposed at equal intervals on the circumferential surface of one end of the main-stage impeller shaft 201, the main-stage blades 202 are located in the main air inlet 501, and the other end of the main-stage impeller shaft 202 is rotatably connected to the end surface of the other side of the supercharging housing 501.

Specifically, referring to fig. 4, in the present embodiment, the main impeller assembly 2 further includes a connecting plate 203, the connecting plate 203 is fixedly sleeved on the main-stage impeller shaft 201, and the plurality of main-stage blades 202 are fixedly disposed on the connecting plate 203, so as to improve the reliability of the assembly of the main-stage impeller shaft 201 and the main-stage blades 202.

Of course, the present embodiment may also be configured without the connecting disc 203, and the plurality of main stage blades 202 may be directly and fixedly disposed on the main stage impeller shaft 201.

Fig. 5 is a schematic structural diagram of the secondary impeller assembly of the present embodiment, and referring to fig. 1, fig. 2 and fig. 5, the secondary impeller assembly 3 of the present embodiment includes a secondary impeller shaft 301, a connecting ring 302 and a secondary blade 303, wherein a plurality of secondary blades 303 are disposed at equal angular intervals around the secondary impeller shaft 301, the plurality of secondary blades 303 are fixedly connected to the connecting ring 302, the connecting ring 302 is coaxially fixed to the secondary impeller shaft 301, the secondary impeller shaft 301 is movably sleeved on the primary impeller shaft 201, and the secondary impeller shaft 301 is selectively coaxially connected to the primary impeller shaft 201.

Specifically, in this embodiment, connecting disc 203 is movably fitted in connecting ring 302, when secondary impeller shaft 301 is not coaxially connected to primary impeller shaft 201, primary impeller shaft 201 rotates in secondary impeller shaft 301, secondary blades 303 do not rotate relative to primary blades 203, and connecting disc 203 rotates in connecting ring 302, whereas when secondary impeller shaft 301 is coaxially connected to primary impeller shaft 201, primary impeller shaft 201 and secondary impeller shaft 301 rotate synchronously, which in turn drives secondary blades 303 and primary blades 203 to rotate synchronously, and connecting disc 203 and connecting ring 302 rotate synchronously.

Further, with reference to fig. 5, the secondary impeller assembly 3 of the present embodiment further includes a plurality of connection ribs 304, the connection ribs 304 are provided in plural, one end of each of the connection ribs 304 is connected to the circumferential surface of the secondary impeller shaft 301, the other end of each of the connection ribs 304 is radially divergent, and the other end of each of the connection ribs 304 is connected to a side surface of the connection ring 302 facing away from the secondary blade 303, so as to achieve coaxial fixed connection between the connection ring 302 and the secondary impeller shaft 301.

In the present embodiment, the secondary blades 303 and the primary blades 202 are provided in one-to-one correspondence, and when the secondary impeller shaft 301 is coaxially connected to the primary impeller shaft 201, the secondary blades 303 and the corresponding primary blades 202 may form one complete blade to increase the amount of intake air.

Of course, in this embodiment, when the secondary impeller shaft 301 is coaxially connected to the primary impeller shaft 201, the secondary blades 303 and the corresponding primary blades 202 may be arranged in a staggered manner, which generates a certain turbulence compared to the above arrangement, and the intake air amount may be slightly insufficient, but the intake air amount may also meet the use requirement when the rotation speed is satisfied.

With reference to fig. 1 and 2, in this embodiment, the secondary impeller shaft 301 is selectively coaxially connected to the primary impeller shaft 201 by a connecting assembly 6.

Fig. 6 is a schematic structural diagram of the coupling assembly in fig. 1, and referring to fig. 1, fig. 2 and fig. 6, the coupling assembly 6 of this embodiment includes a fixing rod 601, two elastic restoring members 602, and a mass block 603, wherein the fixing rod 601 penetrates through the primary impeller shaft 201 in a radial direction of the primary impeller shaft 201, the fixing rod 601 is axially hollow, the two elastic restoring members 602 are disposed in the fixing rod 601, the two elastic restoring members 602 are oppositely disposed in the fixing rod 601, one end of the elastic restoring member 602 is connected in the fixing rod 601, the other end of the elastic restoring member 602 extends to an axially outer side of the fixing rod 601, the mass block 603 is connected to the other end of the elastic restoring member 602, and the mass block 603 is slidable in the fixing rod 601 and is connectable to the secondary impeller shaft.

When the rotation speed of the main-stage impeller shaft 201 is slow, the inertial centrifugal force generated by the mass 603 rotating coaxially with the main-stage impeller shaft 201 is not enough to overcome the pulling force of the elastic restoring piece 602, so that the mass 603 is separated from the secondary impeller shaft 301, and under the condition, the secondary impeller shaft 301 is not driven by the driving force and keeps in a static state; when the rotation speed of the primary impeller shaft 201 is increased, the inertial centrifugal force generated by the mass 603 rotating coaxially with the primary impeller shaft 201 overcomes the pulling force of the elastic restoring member 602, the mass 603 slides outwards in the fixing rod 601, and the mass 603 is connected with the secondary impeller shaft 301, under the condition that the secondary impeller shaft 301 can rotate synchronously with the primary impeller shaft 201.

In this embodiment, a fixing plate is disposed inside the fixing rod 601, and one ends of the two elastic resetting members 602 are respectively connected to two sides of the fixing plate 604, so that the elastic resetting members 602 are connected inside the fixing rod 601.

The elastic restoring member 602 in this embodiment can be a spring, a disc spring, etc., and this embodiment is not limited thereto.

Fig. 7 is a schematic structural diagram of the mass block in fig. 6, in combination with fig. 7, in this embodiment, two mass blocks 603 are provided with a mesh 604 on opposite sides, fig. 8 is a schematic internal diagram of the secondary impeller shaft, in combination with fig. 8, the inner side surface of the secondary impeller shaft 301 is provided with an engaging portion 305 engaged with the mesh 604, and when the mesh 604 and the engaging portion 305 are in butt joint, the assembly of the mass blocks 603 and the secondary impeller shaft 301 can be achieved, and thus the coaxial connection of the secondary impeller shaft 301 and the primary impeller shaft 201 can be achieved.

Referring to fig. 7 and 8, in the present embodiment, the engaging member 305 and the tooth 604 each include a plurality of serrations, and the engaging member 305 and the tooth 604 are engaged with each other to provide a good connection reliability.

In this embodiment, the engaging portions 305 of the inner side surface of the secondary impeller shaft 301 may be annularly arranged, however, the engaging portions 305 of the inner side surface of the secondary impeller shaft 301 may be only arranged in two opposite directions, and when the engaging teeth 604 are abutted to the two engaging portions 305, the secondary vane 303 and the corresponding primary vane 202 may form a complete vane to increase the intake air amount.

Of course, the connection assembly of this embodiment may also have other structures, for example, the connection assembly may be a motor, the motor has two output ends, the inner wall of the secondary impeller shaft 301 is provided with two mounting holes corresponding to the output ends, the two output ends of the motor are controlled to extend and retract, when the output ends of the motor extend to the mounting holes, the secondary impeller shaft 301 and the primary impeller shaft 201 may be coaxially connected, otherwise, the two are in a separated state, which is not limited in this embodiment.

Further, in the present embodiment, one side of the connecting plate 203 facing away from the main stage blade 202 is provided with a limiting groove, one end of the secondary impeller shaft 301 is disposed in the limiting groove 202, the other end surface of the supercharging housing 5 is provided with a connecting hole, the bearing 4 is mounted in the connecting hole, and the other end of the secondary impeller shaft 301 is disposed in the bearing 4, so that the positioning and mounting of the secondary impeller shaft 301 can be realized.

Fig. 9 is a schematic structural diagram of the intake housing in fig. 1, and with reference to fig. 1, fig. 2 and fig. 9, in this embodiment, the intake housing 1 is sleeved on an end surface of one side of the supercharging housing 5, the intake housing 1 is provided with a main intake channel 101 and a plurality of openable secondary intake channels 102, the main intake channel 101 is communicated with a main intake port 501, the plurality of secondary intake channels 102 are arranged around the outer side of the main intake channel 101 at intervals, and the secondary intake channels 102 and the secondary intake ports 502 are correspondingly arranged.

In this embodiment, the main intake passage 101 is in a normally open state, when the boost pressure demand of the turbocharger is not large, the secondary intake passage 102 is in a closed state, that is, air is only taken in through the main intake port 501, when the boost pressure demand of the turbocharger is increased, the primary blade 203 and the secondary blade 303 rotate synchronously, the internal pressure of the boost housing 5 is lower than the external pressure, negative pressure is generated, the secondary intake passage 102 is opened, at this time, the secondary intake passage 102 is communicated with the corresponding secondary intake port 502, air is taken in through the main intake port 501 and the secondary intake port 502 together, and the air intake amount is improved.

In this embodiment, the secondary air inlet channel 102 may be provided with an openable baffle, the baffle may be rotatably connected to the secondary air inlet channel 102, and the baffle may only rotate towards the inside of the supercharging housing 5, and when the negative pressure is generated, the baffle may rotate towards the inside of the supercharging housing 5, so as to open the secondary air inlet channel 102. The opening amplitude of the secondary air inlet channel 102 can be automatically adjusted according to the negative pressure.

Based on the turbocharger, the present embodiment further provides an adjusting method of the turbocharger, including:

single airway mode of operation: fig. 10 is a schematic structural diagram of a turbocharger in a single-air-duct operating mode, fig. 11 is a schematic sectional view of a connecting assembly in the single-air-duct operating mode, and with reference to fig. 10 and fig. 11, when a power demand is not high (a vehicle runs at a low speed or starts), a pressure demand of the turbocharger is not large, a rotation speed of main stage blades 202 of a main impeller assembly 2 is limited, and an inertial centrifugal force generated by a mass 603 rotating along with a main stage impeller shaft 201 is not enough to overcome a restoring force generated by an elastic restoring member 602, so that the mass 603 is separated from a secondary impeller shaft 301, and under the condition that a secondary impeller assembly 3 is not driven by a driving force and remains in a static state. Because the secondary impeller assembly 3 does not work, the air pressure difference between the inside and the outside of the turbocharger is not enough to open the secondary air inlet channel 102, and the turbocharger only enters air through the main air inlet 101 to meet the air inlet amount requirement under the working condition. The working mode only adopts a single-stage impeller to work, and the main impeller assembly of the turbocharger participating in the work has small rotational inertia, so that the starting is rapid, the performance characteristic requirement of the turbocharger on rapid response under the whole vehicle working condition is met, and the turbo lag phenomenon of the turbocharged engine under the low-speed working condition is effectively improved.

The full air passage working mode comprises the following steps: fig. 12 is a schematic structural diagram of a turbocharger in a full-air-duct operating mode, fig. 13 is a schematic sectional diagram of a connecting assembly in the full-air-duct operating mode, and referring to fig. 12 and fig. 13, when power demand is high (vehicle running at high speed or large throttle acceleration), boost pressure demand of the turbocharger is high, the rotating speed of the main stage blade 202 of the main impeller assembly 2 is high, and at this time, inertial centrifugal force generated by rotation of the mass 603 along with the rotation of the main stage impeller shaft 201 can overcome restoring force generated by the elastic restoring member 602, so that the mass 603 slides outwards in the fixing rod 601, the mass 603 is connected with the secondary impeller shaft 301, the secondary impeller shaft 301 and the main stage impeller shaft 201 are coaxially connected and rotate synchronously, and as the main impeller assembly 2 and the secondary impeller assembly 3 operate simultaneously, air pressure difference between the inside and outside of the turbocharger can open the secondary air intake passage 102, and at this time, the turbocharger can, so as to meet the air intake quantity requirement under the working condition and further increase the air intake quantity. All air inlet impellers are opened in the working mode, and the turbocharger supplies air through all air inlets together, so that the requirement of large air input under the working condition is met, and the output power of the engine under the high-power working condition of the whole vehicle is effectively improved.

In addition, it should be noted that the turbocharger of this embodiment may further be provided with more levels of impeller assemblies, and correspondingly, more levels of air inlets and air inlet passages are also provided, so that the air inlet impeller participates in the work step by step along with the power demand required under the working condition according to the power demand, and the multi-level air inlet passage realizes the step-by-step air inlet so as to meet the air inlet amount demand under the working condition, realize the step-by-step changes of the air inlet amount, the air inlet pressure and the engine output power, effectively improve the linear sense of the driver response, and improve the driving performance of the whole vehicle.

The following embodiments are provided for the purpose of illustrating the present invention and are not to be construed as limiting the present invention in any way, and it will be apparent to those skilled in the art that the technical features of the present invention can be modified or changed in some ways without departing from the scope of the present invention.

Claims

1. A multi-stage impeller structure for a turbocharger, the impeller structure comprising:

2. The multi-stage impeller structure for a turbocharger according to claim 1, wherein the secondary blades and the primary blades are arranged in one-to-one correspondence, and form a complete blade when the secondary impeller shaft is coaxially connected with the primary impeller shaft.

3. The multi-stage impeller structure for a turbocharger of claim 1, wherein the secondary impeller shaft is selectively coaxially connected with the primary impeller shaft by a connection assembly, the connection assembly comprising:

4. The multistage impeller structure for a turbocharger according to claim 3, wherein a fixing plate is provided inside the fixing rod, and one end of each of the two elastic restoring members is connected to both sides of the fixing plate.

5. The multi-stage impeller structure for a turbocharger according to claim 3, wherein the two masses are provided with teeth on opposite sides;

6. The multistage wheel structure for a turbocharger according to claim 5, wherein the meshing portion is annular.

7. The multistage impeller structure for a turbocharger according to claim 5, wherein the engaging portions of the inner side surfaces of the secondary impeller shafts are provided in two in opposition.

8. The multi-stage impeller structure for a turbocharger according to any one of claims 1 to 7, wherein the main impeller assembly includes a connecting disc fixedly fitted over the main impeller shaft, a plurality of the main blades are fixedly provided on the connecting disc, and the connecting disc is movably fitted in the connecting ring.

9. The turbocharger according to claim 8, wherein a side of the connecting disc facing away from the main stage blade is provided with a limiting groove, one end of the secondary impeller shaft is disposed in the limiting groove, and the other end of the secondary impeller shaft is disposed in a bearing.

10. The multistage impeller structure for a turbocharger according to any one of claims 1 to 7, wherein the secondary impeller assembly further includes a plurality of connection ribs, one end of each of the plurality of connection ribs is connected to a circumferential surface of the secondary impeller shaft, the other ends of the plurality of connection ribs are radially divergent, and the other ends of the plurality of connection ribs are connected to a side of the connection ring facing away from the secondary blade.