CN115126596A - Turbocharging device and vehicle - Google Patents
Turbocharging device and vehicle Download PDFInfo
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- CN115126596A CN115126596A CN202210724998.4A CN202210724998A CN115126596A CN 115126596 A CN115126596 A CN 115126596A CN 202210724998 A CN202210724998 A CN 202210724998A CN 115126596 A CN115126596 A CN 115126596A
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- 238000002485 combustion reaction Methods 0.000 claims abstract description 68
- 239000002912 waste gas Substances 0.000 claims abstract description 26
- 238000011084 recovery Methods 0.000 claims description 18
- 238000004891 communication Methods 0.000 claims description 16
- 238000011144 upstream manufacturing Methods 0.000 claims description 9
- 230000001105 regulatory effect Effects 0.000 claims description 7
- 238000005516 engineering process Methods 0.000 description 10
- 238000010586 diagram Methods 0.000 description 7
- 238000000034 method Methods 0.000 description 7
- 230000008901 benefit Effects 0.000 description 6
- 238000013461 design Methods 0.000 description 6
- 238000005086 pumping Methods 0.000 description 6
- 239000003054 catalyst Substances 0.000 description 3
- 238000011161 development Methods 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 239000003921 oil Substances 0.000 description 3
- 238000005457 optimization Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 239000000446 fuel Substances 0.000 description 2
- 239000010705 motor oil Substances 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
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- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
- F02B37/183—Arrangements of bypass valves or actuators therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
Abstract
A turbocharger device and a vehicle are disclosed herein. The turbocharging device comprises a turbine assembly, a pinch roller assembly, a combustion chamber, an air inlet channel, a main channel and a bypass channel, wherein the turbine assembly and the pinch roller assembly are rigidly connected to synchronously rotate; the air inlet flow channel, the main flow channel and the bypass flow channel are communicated with the combustion chamber, air enters the combustion chamber through the air inlet flow channel, and waste gas in the combustion chamber is discharged through the main flow channel and the bypass flow channel; the pinch roller assembly is arranged on the air inlet flow channel and is used for pressurizing air and then sending the air into the combustion chamber; the turbine assembly is arranged on the main flow passage, so that the waste gas drives the turbine assembly to rotate; the bypass flow passage is connected in parallel with the turbine assembly on the main flow passage, and part of the exhaust gas is discharged through the bypass flow passage. The turbine end of the turbocharging device is high in efficiency, and the overall working efficiency of the engine is high.
Description
Technical Field
The application relates to but is not limited to turbocharging technology, in particular to a turbocharging device and a vehicle.
Background
In the early stages of engine development, in order to obtain more power, a larger displacement is generally required, but this means a larger volume. The turbocharger is gradually popularized and applied to the internal combustion engine in the last 70 th century, and the limit of obtaining higher power by simply increasing the displacement is broken through. With the continuous development of the technology, compared with a natural suction engine, the power level of the engine can be greatly improved by a turbocharging technology under the same displacement, and the turbocharging technology can reach more than 70 percent generally. The proportion of supercharger types in passenger car engines has increased year by year.
With the development of technology, a series of supercharging modes are derived from the supercharging technology of the internal combustion engine besides the traditional turbocharging, such as: two-pass turbocharging, VGT (Variable Geometry Turbocharger), mechanical turbocharging, electric and electrically-assisted turbocharging, two-stage turbocharging, and the like. However, in combination, considering the cost and technical benefit, as well as high efficiency, durability, NVH (Noise, Vibration, Harshness), etc., the turbocharging mode of the conventional bypass valve structure still dominates the supercharging market. Compared with VGT, double flow channels and the like, the supercharger with the traditional bypass valve structure has the advantages that as the turbine end can achieve smaller wheel wall clearance and ensure more waste gas to impact turbine blades to do work, the efficiency of the turbine end is optimal.
The vortex end efficiency of the existing supercharger is lower under certain working conditions, and the efficiency of an engine is further reduced.
Disclosure of Invention
The embodiment of the application provides a turbocharging device and a vehicle, and the vortex end is efficient, and the overall working efficiency of an engine is high.
The embodiment of the application provides a turbocharging device, which comprises a turbine assembly, a pinch roller assembly, a combustion chamber, an air inlet flow channel, a main flow channel and a bypass flow channel, wherein the turbine assembly and the pinch roller assembly are rigidly connected to synchronously rotate;
the air inlet flow channel, the main flow channel and the bypass flow channel are communicated with the combustion chamber, air enters the combustion chamber through the air inlet flow channel, and waste gas in the combustion chamber is discharged through the main flow channel and the bypass flow channel;
the pinch roller assembly is arranged on the air inlet flow channel and is used for pressurizing air and then sending the air into the combustion chamber; the turbine assembly is arranged on the main flow passage, so that the waste gas drives the turbine assembly to rotate; the bypass flow passage is connected in parallel with the turbine assembly on the main flow passage, and part of the exhaust gas is discharged through the bypass flow passage.
Further, the combustion chamber comprises a main flow channel exhaust valve and a bypass flow channel exhaust valve, the first end of the main flow channel is communicated with the main flow channel exhaust valve, and the first end of the bypass flow channel is communicated with the bypass flow channel exhaust valve;
and the second end of the bypass flow channel is communicated with the main flow channel, and the communication position is arranged on the main flow channel along the downstream of the turbine assembly in the gas flowing direction.
Further, the combustion chamber comprises a main flow channel exhaust valve, and the first end of the main flow channel is communicated with the main flow channel exhaust valve;
the both ends of bypass runner all with the sprue intercommunication, two intercommunication positions set up respectively along the gas flow direction on the sprue turbine assembly's the upper reaches and low reaches.
Furthermore, a flow dividing valve is arranged at the communication position of the first end of the bypass flow channel and the main flow channel.
The turbocharging device further comprises an adjusting flow channel, the adjusting flow channel is connected with the turbine assembly on the main flow channel in parallel, two ends of the adjusting flow channel are communicated with the main flow channel, and the two communication positions are respectively arranged at the upstream and the downstream of the turbine assembly on the main flow channel along the gas flowing direction;
and the adjusting flow passage is provided with an adjusting valve.
Further, the exhaust gas in the main flow passage accounts for 70% to 80% of the exhaust gas discharged from the combustion chamber, and the exhaust gas in the bypass flow passage accounts for 20% to 30% of the exhaust gas discharged from the combustion chamber.
Further, the exhaust gas in the main flow passage accounts for 78% of the exhaust gas discharged from the combustion chamber, and the exhaust gas in the bypass flow passage accounts for 22% of the exhaust gas discharged from the combustion chamber.
Furthermore, the number of the combustion chambers is multiple, the bypass flow channel comprises a plurality of branch pipes and a main pipe, the branch pipes correspond to the combustion chambers one by one, and the plurality of branch pipes are communicated with one end of the main pipe after being collected;
the other end of the main pipe is used as a second end of the bypass flow channel and communicated with the main flow channel.
Further, the turbocharging device also comprises a gas recovery pipeline, wherein the first end of the gas recovery pipeline is communicated with the main flow channel, and the communication position is arranged on the main flow channel along the downstream of the turbine assembly in the gas flowing direction;
the second end of the gas recovery pipeline is communicated with the gas inlet flow channel, and the communication position is arranged on the gas inlet flow channel at the upstream of the pinch roller assembly along the gas flow direction;
and a gas treatment device is arranged on the gas recovery pipeline.
The embodiment of the application also provides a vehicle, and the vehicle comprises the turbocharging device.
Compared with some technologies, the method has the following beneficial effects:
the utility model provides a turbo charging device carries out the part reposition of redundant personnel to combustion chamber exhaust waste gas through the by-pass flow channel, when making waste gas can normally drive the rotatory power of doing of turbine subassembly, avoids the turbine subassembly to cause great resistance to exhaust gas discharge, under the operating mode of the high rotational speed heavy load of engine, avoids exhaust emission not smooth, avoids influencing the work efficiency of engine. The turbocharging device that this application embodiment provided simple relatively, operational reliability is high, structurally carries out design optimization at traditional wastegate valve, and the process feasibility is higher, and cost input and technological income price/performance ratio are more excellent.
The vehicle provided by the embodiment of the application has the turbocharging device, the vehicle is good in energy saving performance, low in oil consumption and high in user satisfaction degree.
Other features and advantages of the present application will be set forth in the description that follows.
Drawings
The accompanying drawings are included to provide a further understanding of the claimed subject matter and are incorporated in and constitute a part of this specification, illustrate embodiments of the subject matter and together with the description serve to explain the principles of the subject matter and not to limit the subject matter.
Fig. 1 is a first schematic structural diagram of a turbocharger device according to a first embodiment of the present application;
FIG. 2 is a schematic layout of a bypass line according to a first embodiment of the present application;
FIG. 3 is a schematic structural diagram of a turbocharger device according to the first embodiment of the present application;
fig. 4 is a schematic structural diagram three of a turbocharger device according to the first embodiment of the present application;
FIG. 5 is a schematic structural diagram of a turbocharger device according to the first embodiment of the present application;
fig. 6 is a schematic structural diagram of a turbocharger device according to the first embodiment of the present application;
fig. 7 is a sixth schematic structural view of a turbocharger device according to the first embodiment of the present application;
fig. 8 is a schematic structural diagram seven of a turbocharger device according to the second embodiment of the present application;
fig. 9 is a schematic structural diagram eight of a turbocharger device according to the second embodiment of the present application.
Illustration of the drawings:
1-turbine component, 2-pressure wheel component, 3-combustion chamber, 31-main runner exhaust valve, 32-bypass runner exhaust valve, 4-intake runner, 41-water-cooled intercooler, 42-electronic throttle body, 5-main runner, 51-three-way catalyst, 6-bypass runner, 61-branch pipe, 62-header pipe, 63-flow divider, 7-regulating runner, 71-regulating valve, 8-gas recovery pipeline, 81-EGR cooler, 82-EGR flow control valve, 91-vortex outlet, 92-pressure inlet, and 93-pressure outlet.
Detailed Description
To make the objects, technical solutions and advantages of the present application more apparent, embodiments of the present application will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.
The energy utilization efficiency of exhaust waste gas is improved, and the energy of the waste gas is fully utilized as far as possible at low speed; meanwhile, under the conditions of high rotating speed, large load and large waste gas flow, the pumping energy loss of the engine caused by unsmooth exhaust is reduced as much as possible. In order to meet the increasingly stringent fuel consumption and emission regulations and improve the thermal efficiency of the engine, the exhaust resistance of the conventional turbocharger at the high-speed operation stage of the engine needs to be reduced, so that the pumping energy loss of the engine is reduced. For the turbocharger, the efficiency improvement means that the exhaust gas energy utilization rate of the engine is higher, and the requirement of improving the efficiency of the engine can be met better.
When the engine runs at a high speed, the air inlet flow and the exhaust flow are correspondingly increased, and at the moment, the traditional bypass valve still generates certain exhaust resistance due to the limited structure even if the bypass valve is fully opened. Due to the unsmooth exhaust, the entry of fresh air into the engine combustion chamber under the same conditions is impeded, which affects the combustion chamber pumping and thus results in a large part of energy loss. The technical solution that trade was commonly used before, usually adopt VGT's structural style, under high-speed low-load operating mode, the nozzle ring subassembly opens certain angle for reduce the waste gas flow through the turbine, also can play certain effect that reduces exhaust back pressure, reduce the pump and decrease, but this structure has the natural defect: because of the gaps between the nozzle ring vanes and the gap between the nozzle ring vanes and the supercharger turbine, the turbine end efficiency is far inferior to that of the conventional wastegate valve structure.
In order to improve the turbine end efficiency of the turbocharger and improve the engine efficiency, the following methods are generally used: firstly, reducing the exhaust gas resistance of a turbine assembly to reduce exhaust back pressure and reduce pump loss; the exhaust passage is arranged smoothly, so that energy loss caused by the impact of airflow on the wall surface is reduced as much as possible; thirdly, reducing the clearance of the wheel wall, reducing the leakage of exhaust flow and leading the exhaust to intensively push the turbine blades to do work; and fourthly, the friction work is reduced by using a novel friction pair structure and low-viscosity engine oil. However, the above method has the disadvantages of unsatisfactory effect, complex structure, high cost, influence on normal use of the turbocharger, and the like.
Example one
The embodiment of the application provides a turbocharging device, as shown in fig. 1 to 7, the turbocharging device comprises a turbine assembly 1, a pinch roller assembly 2, a combustion chamber 3, an air inlet channel 4, a main channel 5 and a bypass channel 6, wherein the turbine assembly 1 and the pinch roller assembly 2 are rigidly connected to rotate synchronously; the air inlet flow channel 4, the main flow channel 5 and the bypass flow channel 6 are all communicated with the combustion chamber 3, air enters the combustion chamber 3 through the air inlet flow channel 4, and waste gas in the combustion chamber 3 is discharged through the main flow channel 5 and the bypass flow channel 6; the pinch roller assembly 2 is arranged on the air inlet flow passage 4 and is used for pressurizing air and then sending the air into the combustion chamber 3; the turbine assembly 1 is arranged on the main runner 5, so that the waste gas drives the turbine assembly 1 to rotate; the bypass flow passage 6 is connected in parallel with the turbine assembly 1 on the main flow passage 5, and part of the exhaust gas is discharged through the bypass flow passage 6.
The turbocharging device that this application embodiment provided can use with the engine cooperation, utilizes engine exhaust's waste gas (the waste gas of combustion chamber 3 promptly) to drive turbine assembly 1 among the turbocharging device and rotates, and pinch roller subassembly 2 rotates with turbine assembly 1 together, and pinch roller subassembly 2 is for air intake system pressure boost, and then improves engine air intake efficiency and whole work efficiency.
Under the conditions of high rotating speed, large load and large exhaust gas flow of the engine, part of the exhaust gas is directly discharged through the bypass flow channel 6, so that the exhaust gas discharge efficiency is improved, the turbine assembly 1 is prevented from causing great obstruction to the whole exhaust gas discharge, the internal air pressure of the combustion chamber 3 is further influenced, and the air intake efficiency of the combustion chamber 3 (namely the air intake efficiency of the engine) is reduced. When engine speed was lower, waste gas still accessible sprue 5 drove turbine subassembly 1 and rotates, and then realizes improving air intake system pressure, improves the efficiency of admitting air, and bypass flow channel 6 is less to the pressure boost function influence of turbocharging device itself this moment.
The turbocharging device that this application embodiment provided, add bypass flow channel 6 after, can cooperate cylinder cap, cam molded lines optimal design simultaneously, cooperate cylinder cap, exhaust valve, camshaft system to do optimal design simultaneously, minimize exhaust interference and high-speed regional exhaust resistance, combine to the regulation of camshaft angle and exhaust resistance, make best fuel consumption point drop to the optimum.
The turbocharging device that this application embodiment provided carries out partial reposition of redundant personnel to 3 exhaust waste gases in combustion chamber through bypass flow channel 6, when making waste gas can normally drive the rotatory work of turbine assembly 1, avoids turbine assembly 1 to cause great resistance to the exhaust gas discharge, under the operating mode of the high rotational speed heavy load of engine, avoids exhaust emission not smooth, avoids influencing the work efficiency of engine. The turbocharging device that this application embodiment provided simple relatively, operational reliability is high, structurally carries out design optimization at traditional wastegate valve, and the process feasibility is higher, and cost input and technological income price/performance ratio are more excellent.
In an exemplary embodiment, as shown in fig. 1 and 5, the combustion chamber 3 includes a main flow channel exhaust valve 31 and a bypass flow channel exhaust valve 32, a first end of the main flow channel 5 communicates with the main flow channel exhaust valve 31, and a first end of the bypass flow channel 6 communicates with the bypass flow channel exhaust valve 32; the second end of the bypass flow passage 6 communicates with the main flow passage 5, and the communication position is provided on the main flow passage 5 downstream of the turbine assembly 1 in the gas flow direction.
The combustion chamber 3 comprises a main flow channel exhaust valve 31 communicated with the main flow channel 5 and a bypass flow channel exhaust valve 32 communicated with the bypass flow channel 6, waste gas enters the main flow channel 5 and the bypass flow channel 6 through the main flow channel exhaust valve 31 and the bypass flow channel exhaust valve 32 respectively in the combustion chamber 3 to be discharged, the two flow channels are not affected with each other, in other words, the bypass flow channel 6 is arranged in parallel with the main flow channel 5, one end of the parallel connection is positioned in the combustion chamber 3, the other end of the parallel connection is positioned at the downstream of the turbine assembly 1, and partial waste gas can be directly discharged through the bypass flow channel 6 without passing through the turbine assembly 1.
In an exemplary embodiment, the exhaust gas in the main flow passage 5 accounts for 70% to 80% of the exhaust gas discharged from the combustion chamber 3, and the exhaust gas in the bypass flow passage 6 accounts for 20% to 30% of the exhaust gas discharged from the combustion chamber 3.
The main exhaust gas is discharged through the main runner 5 to push the turbine assembly 1 to rotate to do work, and then the pressure wheel assembly 2 is driven to rotate to improve the air inlet efficiency of the engine. A small amount of exhaust gas is discharged through the bypass flow passage 6, so that the resistance of the turbine assembly 1 to exhaust gas emission during high-speed operation of the engine is reduced, the exhaust efficiency of the engine is improved, and further, the air intake efficiency and the overall working efficiency of the engine are improved. Wherein, the proportion of the exhaust gas in the main flow passage 5 to the exhaust gas discharged from the combustion chamber 3 can be set to 78%, and the proportion of the exhaust gas in the bypass flow passage 6 to the exhaust gas discharged from the combustion chamber 3 can be set to 22%, so as to obtain better overall efficiency and performance.
It should be understood that the exhaust gas ratio in the main flow passage 5 and the bypass flow passage 6 does not change due to the resistance of the turbine assembly 1 at different engine speeds, and the exhaust gas ratio in the main flow passage 5 and the bypass flow passage 6 remains unchanged after the setting is completed.
In an exemplary embodiment, as shown in fig. 5, the turbocharger device further includes a regulating flow passage 7, the regulating flow passage 7 is connected in parallel with the turbine assembly 1 on the main flow passage 5, both ends of the regulating flow passage 7 are communicated with the main flow passage 5, and two communication positions are respectively arranged on the main flow passage 5 at the upstream and downstream of the turbine assembly 1 in the gas flow direction; the adjusting flow passage 7 is provided with an adjusting valve 7.
The adjusting flow channel 7 and the bypass flow channel 6 are different in effect, and the adjusting flow channel 7 is used for finely adjusting the waste gas amount of the main flow channel 5 passing through the turbine assembly 1 so as to adapt to different working conditions and improve the practicability of the turbocharging device.
Such as: when the proportion of the exhaust gas in the flow channel to the exhaust gas discharged from the combustion chamber 3 is set to 78% and the proportion of the exhaust gas in the bypass flow channel 6 to the exhaust gas discharged from the combustion chamber 3 is set to 22%, the proportions of the exhaust gas in the main flow channel 5 and the exhaust gas in the bypass flow channel 6 are determined and maintained, and if the amount of the exhaust gas passing through the turbine assembly 1 on the main flow channel 5 is adjusted, the opening degree of the adjusting valve 7 is changed. For example: it is desirable to adjust the proportion of the exhaust gas passing through the turbine unit 1 to 70% of the exhaust gas discharged from the combustion chamber 3, and at this time, the control valve 7 is adjusted so that 8% of the exhaust gas passes through the control flow path 7.
The cylinder head provided with the combustion chamber 3 may adopt a Variable Valve Lift (VVL) technology to adjust the gas flow of the exhaust main flow passage 5 and the bypass flow passage 6, and at this time, the adjusting flow passage 7 and the adjusting valve 7 may not be provided beside the main flow passage 5, so as to reduce the number of parts of the turbocharger device and improve the operational reliability of the turbocharger device. Of course, when the requirement for transient responsiveness is high, the control flow path 7 and the control valve 7 should be provided.
In an exemplary embodiment, as shown in fig. 1, fig. 2 and fig. 5, the number of the combustion chambers 3 is plural, the bypass flow channel 6 includes a plurality of branch pipes 61 and a header pipe 62, the branch pipes 61 correspond to the combustion chambers 3 one by one, and the plurality of branch pipes 61 are gathered and then communicated with one end of the header pipe 62; the other end of the manifold 62 communicates with the main flow passage 5 as a second end of the bypass flow passage 6.
According to different types of engines, the number of the combustion chambers 3 can be one or more, and the plurality of branch pipes 61 are arranged at the front end of the bypass flow passage 6 to correspond to each combustion chamber 3.
It should be understood that, in the case that the combustion chamber 3 is provided in plural, the main flow passage 5 may be provided similarly to the bypass flow passage 6, that is, in a form including a plurality of branch pipes and a manifold, and the structure of the main flow passage 5 will not be described herein again.
In an exemplary embodiment, as shown in fig. 1 and 5, the turbocharger device further includes a gas recovery line 8, a first end of the gas recovery line 8 is communicated with the main flow passage 5, and the communication position is provided on the main flow passage 5 downstream of the turbine assembly 1 in the gas flow direction; the second end of the gas recovery pipeline 8 is communicated with the gas inlet runner 4, and the communication position is arranged on the upstream of the pinch roller assembly 2 on the gas inlet runner 4 along the gas flow direction; the gas recovery line 8 is provided with a gas treatment device.
The gas recovery pipeline 8 partially recovers the exhaust gas discharged from the engine to improve the efficiency and environmental protection of the engine.
The first end of the gas recovery pipeline 8 is communicated with the main flow passage 5, and the communication position is arranged on the main flow passage 5 and at the downstream of the turbine assembly 1 along the gas flowing direction, in other words, the total waste gas after the main flow passage 5, the regulating flow passage 7 and the bypass flow passage 6 are merged is partially recovered. The second end of the gas recovery pipeline 8 is communicated with the gas inlet flow channel 4, and the communication position is arranged on the gas inlet flow channel 4 at the upstream of the pinch roller assembly 2 along the gas flow direction, in other words, the gas recovered by the gas recovery pipeline 8 enters the combustion chamber 3 after being pressurized by the pinch roller assembly 2.
The gas treatment device may include an EGR cooler 81(exhaust gas recirculation), an EGR flow control valve 82, and the like.
The turbocharging device provided by the embodiment of the application reduces the exhaust back pressure, reduces the overall pumping loss, further improves the heat efficiency of the engine, not only retains the high efficiency advantage of the turbine of the traditional bypass valve structure, but also reduces the exhaust back pressure under the high-speed working condition, reduces the pumping loss, and provides a feasible technical solution reference scheme for the next generation of engines with 45% heat efficiency by matching with related technologies such as deep Miller circulation, an inter-cooling EGR system, an anti-friction technology and a low-viscosity engine oil. The residual waste gas in the cylinder of the turbocharging device is reduced, the combustion stability is improved, and the oil consumption can be improved. On the premise of meeting the requirement of boost pressure, the turbocharging device provided by the embodiment of the application can give priority to medium and low quick-acting rates and responsiveness, the high-speed exhaust resistance is weakened, the energy loss of engine pumping is reduced, and the heat efficiency is effectively improved; the design optimization is carried out on the structure of the traditional waste gas bypass valve, the process feasibility is higher, and the cost investment and the technical benefit cost performance are better; compared with a pressurizing mode of the technical scheme of pressure end electric auxiliary pressurizing, energy recovery and the like, the cost is more excellent, and the method has better industrial feasibility.
In addition, the turbocharging device provided by the embodiment of the application can also have the following characteristics:
as shown in fig. 1 and 5, a water-cooled intercooler 41 and an electronic throttle body 42 are disposed on the intake runner 4, and the water-cooled intercooler 41 is used to reduce the intake air temperature to increase the oxygen content in the intake air and avoid the occurrence of knocking; the electronic throttle valve may regulate intake air flow.
As shown in fig. 1 and 5, a three-way catalyst 51 may be further disposed on the main flow passage 5, so that the exhaust gas merged by the main flow passage 5, the regulating flow passage 7, and the bypass flow passage 6 is treated by the three-way catalyst 51 and then discharged or recycled.
The embodiment of the application further provides a vehicle, and the vehicle comprises the turbocharging device.
The vehicle provided by the embodiment of the application has the turbocharging device, the vehicle is good in energy saving performance, low in oil consumption and high in user satisfaction degree.
Example two
The turbocharger device provided by the embodiment of the application has a main body structure which is basically the same as that of the first embodiment, and the differences are mainly described here. The turbocharger device provided by the embodiment of the present application is mainly different from the first embodiment in that: the arrangement of the bypass flow channel 6.
In an exemplary embodiment, as shown in fig. 8 and 9, the combustion chamber 3 includes a main flow passage exhaust valve 31, and a first end of the main flow passage 5 communicates with the main flow passage exhaust valve 31; both ends of the bypass flow passage 6 are communicated with the main flow passage 5, and two communication positions are respectively provided at the upstream and downstream of the turbine assembly 1 in the gas flow direction on the main flow passage 5.
In other words, a bypass flow channel exhaust valve is not provided in the combustion chamber 3, a first end of the bypass flow channel 6 is provided upstream of the turbine assembly 1 on the main flow channel 5 in the gas flow direction, and a second end of the bypass flow channel 6 is provided downstream of the turbine assembly 1 on the main flow channel 5 in the gas flow direction, so that the bypass flow channel 6 is provided in parallel with the turbine assembly 1 on the main flow channel 5. The arrangement mode can simplify the structure of the cylinder cover and reduce the manufacturing cost.
In an exemplary embodiment, as shown in fig. 8, a flow dividing valve 63 is provided at a position where the first end of the bypass flow passage 6 communicates with the main flow passage 5.
Since the first end of the bypass flow path 6 is not directly communicated to the combustion chamber 3 through the bypass flow path exhaust valve 32, the exhaust gas flow rate ratio of the bypass flow path 6 cannot be directly maintained.
For this purpose, a flow dividing valve 63 is provided at a position where the first end of the bypass flow passage 6 communicates with the main flow passage 5, and the proportion of the exhaust gas between the bypass flow passage 6 and the main flow passage 5 can be adjusted by the flow dividing valve 63 and can be kept constant.
The utility model provides a turbo charging device, cylinder cap adopt single flow path structure, and booster volute entrance carries out the reposition of redundant personnel of sprue 5 and bypass flow path 6 to exhaust, adjusts the gas flow proportion through flow divider 63 to carry out secondary bypass structural design (can increase regulation flow path 7) to sprue 5.
In the description of the present application, it is to be noted that the directions or positional relationships indicated by "upper", "lower", "one end", "one side", and the like are based on the directions or positional relationships shown in the drawings, and are only for convenience of describing the present application and simplifying the description, and do not indicate or imply that the structures referred to have a specific direction, are configured and operated in a specific direction, and thus, cannot be construed as limiting the present application.
In the description of the embodiments of the present application, unless expressly stated or limited otherwise, the terms "connected," "mounted," and "mounted" are to be construed broadly, e.g., the term "connected" may be a fixed connection, a removable connection, or an integral connection; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.
The embodiments described herein are exemplary rather than limiting and it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible that are within the scope of the embodiments described herein. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Any feature or element of any embodiment may be used in combination with or instead of any other feature or element in any other embodiment, unless expressly limited otherwise.
The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The embodiments, features and elements that have been disclosed in this application may also be combined with any conventional features or elements to form unique aspects as defined by the claims. Any feature or element of any embodiment may also be combined with features or elements from other aspects to form another unique aspect as defined by the claims. Thus, it should be understood that any of the features shown and/or discussed in this application may be implemented individually or in any suitable combination. Accordingly, the embodiments are not limited except as by the appended claims and their equivalents. Furthermore, various modifications and changes may be made within the scope of the appended claims.
Claims (10)
1. A turbocharging device is characterized by comprising a turbine assembly, a pinch roller assembly, a combustion chamber, an air inlet flow channel, a main flow channel and a bypass flow channel, wherein the turbine assembly and the pinch roller assembly are rigidly connected to synchronously rotate;
the air inlet flow channel, the main flow channel and the bypass flow channel are communicated with the combustion chamber, air enters the combustion chamber through the air inlet flow channel, and exhaust gas in the combustion chamber is discharged through the main flow channel and the bypass flow channel;
the pinch roller assembly is arranged on the air inlet flow channel and is used for pressurizing air and then sending the air into the combustion chamber; the turbine assembly is arranged on the main flow passage, so that the waste gas drives the turbine assembly to rotate; the bypass flow channel is connected with the turbine assembly on the main flow channel in parallel, and part of waste gas is discharged from the bypass flow channel.
2. The turbocharging device of claim 1, wherein, said combustion chamber comprises a main flow path exhaust valve and a bypass flow path exhaust valve, a first end of said main flow path is communicated with said main flow path exhaust valve, a first end of said bypass flow path is communicated with said bypass flow path exhaust valve;
and the second end of the bypass flow channel is communicated with the main flow channel, and the communication position is arranged on the main flow channel along the downstream of the turbine assembly in the gas flowing direction.
3. The turbocharging device of claim 1, wherein, said combustion chamber includes a primary flow passage exhaust valve, a first end of said primary flow passage communicating with said primary flow passage exhaust valve;
the both ends of bypass runner all with the sprue intercommunication, two intercommunication positions set up respectively along the gas flow direction on the sprue turbine assembly's the upper reaches and low reaches.
4. The turbocharging device according to claim 3, wherein a flow dividing valve is provided at a position where the first end of the bypass flow passage communicates with the main flow passage.
5. The turbocharging device according to any one of claims 1 to 4, further comprising a regulating flow passage connected in parallel with said turbine assembly on said main flow passage, both ends of said regulating flow passage communicating with said main flow passage, both communication positions being provided respectively upstream and downstream of said turbine assembly on said main flow passage in a gas flow direction;
and the adjusting flow passage is provided with an adjusting valve.
6. The turbocharging device of claim 1, wherein the exhaust gas in said main flow channel is 70% to 80% of the exhaust gas discharged from said combustion chamber, and the exhaust gas in said bypass flow channel is 20% to 30% of the exhaust gas discharged from said combustion chamber.
7. The turbocharging device of claim 6, wherein the exhaust gas in said main flow channel is 78% of the exhaust gas discharged from said combustion chamber, and the exhaust gas in said bypass flow channel is 22% of the exhaust gas discharged from said combustion chamber.
8. The turbocharging device according to claim 2, wherein said combustion chambers are provided in plurality, said bypass flow passage comprises a plurality of branch pipes and a header pipe, said branch pipes correspond to said combustion chambers one by one, and said plurality of branch pipes are communicated with one end of said header pipe after being gathered;
the other end of the main pipe is used as a second end of the bypass flow channel and communicated with the main flow channel.
9. The turbocharging device of claim 1, further comprising a gas recovery conduit, a first end of said gas recovery conduit communicating with said main flow passage and a location of communication being provided on said main flow passage downstream of said turbine assembly in the direction of gas flow;
the second end of the gas recovery pipeline is communicated with the gas inlet flow channel, and the communication position is arranged on the gas inlet flow channel at the upstream of the pinch roller assembly along the gas flow direction;
and a gas treatment device is arranged on the gas recovery pipeline.
10. A vehicle characterized by comprising a turbocharger device according to any one of claims 1 to 9.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210724998.4A CN115126596A (en) | 2022-06-23 | 2022-06-23 | Turbocharging device and vehicle |
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| CN202210724998.4A CN115126596A (en) | 2022-06-23 | 2022-06-23 | Turbocharging device and vehicle |
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