CN212508531U - Dual-power non-hysteresis turbocharger capable of rapidly dissipating heat - Google Patents
Dual-power non-hysteresis turbocharger capable of rapidly dissipating heat Download PDFInfo
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- CN212508531U CN212508531U CN202022210393.2U CN202022210393U CN212508531U CN 212508531 U CN212508531 U CN 212508531U CN 202022210393 U CN202022210393 U CN 202022210393U CN 212508531 U CN212508531 U CN 212508531U
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Abstract
The utility model discloses a double dynamical no hysteresis and radiating turbo charger fast, including exhaust gas turbine shell, planetary gear set and motor/generator admits air. The turbine shaft penetrates through the centers of the waste gas turbine shell and the air inlet turbine shell, one end of the turbine shaft is connected with the output end of the planetary gear set through the electromagnetic clutch, the rotating shaft of the motor/generator is connected with the input end of the planetary gear set, the turbine shaft sections positioned in the waste gas turbine shell and the air inlet turbine shell are respectively provided with a waste gas impeller and an air inlet turbine, and the air inlet turbine shell is provided with an air inlet channel and a channel communicated with an air inlet of the air cylinder; the utility model discloses its structure can let the turbine blade that admits air no longer receive size restriction, makes the pressure boost not have hysteresis, and the air input is bigger. The heat dissipation performance of the supercharger is greatly improved while the power of the engine is improved, so that the service lives of a bearing and a sealing element of the supercharger are prolonged, and the problem of engine oil burning caused by oil leakage is reduced or eliminated.
Description
Technical Field
The utility model belongs to the technical field of turbo charger, concretely relates to double dynamical, no hysteresis start, quick pressure boost to can carry out quick radiating turbo charger to it.
Background
In order to meet the requirements of environmental protection and energy conservation, most automobile engines adopt an air inlet supercharging device. By increasing the intake pressure and density, more air is forced into the engine, increasing the output power of the engine or improving fuel economy at the same output power.
Supercharging devices are basically classified into two types, mechanical supercharging and turbocharging. The supercharger is a positive displacement pump driven by a crankshaft through a drive belt and starts to operate synchronously with the engine to supercharge intake air. However, mechanical supercharging is still driven by the engine, and although the transmission ratio is amplified (the diameter of the driving belt wheel is larger than that of the belt wheel of the supercharger), the supercharger has high response speed, but the supercharger has the defects that the compression efficiency cannot be continuously improved along with the increase of the rotating speed of the engine, partial kinetic energy is also sacrificed, and the supercharger is useless for further improving the power.
The turbocharger utilizes the discharged high-speed high-pressure waste gas to push an impeller at the exhaust end of the turbocharger to rotate at a high speed, drives an impeller of a compressor at the other side connected with the turbocharger to rotate simultaneously, and compresses and injects intake air into a cylinder for combustion so as to improve the power of an engine. However, the turbocharger requires a large flow of exhaust gas for starting, and the exhaust gas can be provided when the engine speed reaches about 1250 revolutions. When the automobile starts, the rotating speed of the engine is increased from 500-600 rpm to 1200 rpm, the exhausted waste gas is not enough to drive the supercharger to work for air inlet supercharging, and time difference is generated between the exhausted waste gas and the increase of the power and the rotating speed of the engine. Therefore, the vehicle equipped with the exhaust turbocharger may suffer from power lag at the time of starting and accelerating.
Shortly after the engine is started, the exhaust temperature can reach above 600 degrees celsius. And the exhaust temperature of the turbocharger using the AVG technology is about 1000 ℃. Although the existing supercharger can take away a part of heat through lubricating oil of the connecting shaft of the air inlet turbine and the air outlet turbine, the temperature of the supercharger is still very high after an engine is shut down, and the bearing and the sealing piece of the turbine are greatly damaged. Because of the high speed and high temperature, the bearings and sealing elements in the turbocharger cannot be used for a long life. In particular, the sealing element can cause the leakage of the engine oil which plays a role in lubrication and temperature reduction from the inlet and outlet turbine shafts once the sealing element is aged and failed. Or is discharged from the exhaust end to the three-way catalyst to block the damaged catalyst; or enters the cylinder from the air inlet end to burn, and carbon deposition is generated on the piston and the valve in the cylinder, so that the power of the engine is influenced. In any case, the oil is consumed too quickly, either by draining it there, creating a "burn-in" problem.
At present, some vehicles adopt a mechanical supercharging and turbocharging mode, namely, in order to solve the defects of two superchargers, the two superchargers are combined, and the problems of low high-speed efficiency and hysteresis of the supercharger are solved. With the attendant disadvantages of increased cost, volume and weight. In addition, the problem of "oil burning" caused by high temperature and high speed is not always properly solved.
SUMMERY OF THE UTILITY MODEL
Defect and problem that the mode to current mechanical supercharging, exhaust gas turbocharging and two turbocharging exists, the utility model provides a but double dynamical does not have hysteresis and quick radiating turbocharger, its structure can let the turbine blade that admits air no longer receive the size restriction, makes the pressure boost not have hysteresis, and the air input is bigger. The heat dissipation performance of the supercharger is greatly improved while the power of the engine is improved, so that the service lives of a bearing and a sealing element of the supercharger are prolonged, and the problem of engine oil burning caused by oil leakage is reduced or eliminated.
The utility model provides a scheme that its technical problem adopted is: a double-power non-hysteresis turbocharger capable of quickly dissipating heat comprises an exhaust turbine shell, an air inlet turbine shell, a planetary gear set and a motor generator. The turbine shaft penetrates through the centers of the waste gas turbine shell and the air inlet turbine shell, one end of the turbine shaft is connected with the output end of the planetary gear set through the electromagnetic clutch, the rotating shaft of the motor generator is connected with the input end of the planetary gear set, the turbine shaft sections positioned in the waste gas turbine shell and the air inlet turbine shell are respectively provided with a waste gas impeller and an air inlet turbine, the air inlet turbine shell is provided with an air inlet channel and a channel communicated with an air inlet of an air cylinder, the inlet of the waste gas turbine shell is communicated with the air outlet of the air cylinder to form a high-pressure waste gas inlet channel, and the; an air guide sleeve is arranged on the shells of the exhaust gas turbine shell, the air inlet turbine shell, the planetary gear set and the motor generator in a closed mode, guide gaps exist between the air guide sleeve and the shells on the inner side of the air guide sleeve, and meanwhile an air inlet fan blade is arranged at the other end of a rotating shaft of the motor generator and used for driving airflow to flow from one side of the air guide sleeve to the other side of the air guide sleeve.
Furthermore, a bearing seat is installed between the waste gas turbine shell and the air inlet turbine shell in a matching mode, a sealing bearing box is sleeved on a turbine shaft between the waste gas turbine shell and the air inlet turbine shell in a matching mode, and the left end and the right end of the sealing bearing box are connected with the adjacent turbine shells in a sealing mode respectively.
Furthermore, an oil pipe which enters the bearing box from one side of the sealed bearing box and is discharged from the other side of the sealed bearing box is arranged and used for controllably lubricating and cooling the bearing in the bearing box.
Further, an electromagnetic clutch B for connecting and disconnecting the motor generator and the turbine shaft is provided.
Further, the planetary gear set comprises a gear box, a first group of planetary gears and a second group of planetary gears are sequentially arranged in the gear box from left to right, the input ends of the first group of planetary gears are connected with the output ends of the second group of planetary gears, the output ends of the first group of planetary gears are connected with a turbine shaft, and the input ends of the second group of planetary gears are connected with a rotating shaft of the motor generator 4.
Further, first set of planetary gear and the same of second set of planetary gear's structure all include sun gear, planet wheel carrier and outer ring gear, the outer fringe of sun gear and planet wheel all is equipped with the outer ring tooth, and the middle part of planet wheel all is provided with the gear shaft hole, the sun gear is high-speed output, fixed bearing is equipped with to the gear hole endotheca of planet wheel, outer ring gear is the gear box, and its inner fringe is equipped with interior ring tooth, evenly set up between sun gear and the outer ring gear and be no less than 3 planetary gear, outer ring gear and sun gear are in the constant mesh state, planetary gear is connected by planet wheel carrier and becomes planetary gear set, be provided with planet gear shaft hole on the planet wheel carrier, and the input shaft is connected with motor generator's pivot.
Furthermore, an air inlet filter screen which is installed in a plugging mode is arranged in the air guide sleeve on the outer side of the air inlet fan blade.
Furthermore, an electromagnetic clutch C is arranged on a motor rotating shaft between the air inlet fan blade and the motor generator.
The utility model has the advantages that:
the utility model provides a pair of double dynamical no hysteresis and radiating turbo charger fast, the structure is unique, including exhaust gas turbine shell, the turbine shell that admits air, planetary gear set and motor generator. When the automobile starts, the controller can automatically control the motor generator to start, the transmission ratio is increased through the planetary gear set, the output rotating speed is increased, and the turbine shaft can be driven to start immediately, so that the air inlet turbine can quickly start air inlet and boost, and the power hysteresis phenomenon generated by the automobile of the conventional exhaust gas turbocharger during starting and quick acceleration is solved; when the exhaust gas discharge amount of the engine reaches the value capable of driving the exhaust gas turbine to rotate at a high speed, the controller can control the motor generator to be converted into a power generation mode, the turbine shaft rotating at the high speed reversely drives the motor generator to start power generation through the planetary gear set, and the generated power can be directly supplied to the vehicle-mounted electric appliance, so that the load of a vehicle-mounted power supply is reduced; in the process that the turbine shaft is driven by the waste gas to reversely drive the motor generator to rotate, the transmission ratio of the transmitted power is reduced after passing through the planetary gear set, so that the rotating speed of the motor generator can be reduced, the waste gas work loss is reduced, and the motor generator can be protected to work within a proper rotating speed range; when the supercharger needs to work under full load, the electromagnetic clutch B is disconnected, and the motor generator is stopped being driven.
And air guide hoods are hermetically arranged on the outer sides of the exhaust gas turbine shell, the air inlet turbine shell, the planetary gear set and the motor generator, guide gaps exist between the air guide hoods and the shells on the inner sides of the air guide hoods, and meanwhile, air inlet fan blades are arranged at the other end of the rotating shaft of the motor generator 4. When the cold vehicle is started, the temperature controller arranged in the engine cooling system controls the electromagnetic clutch C to be disconnected, and the air inlet fan blade is static; after the engine temperature is normal, electromagnetic clutch C combines, the synchronous rotation of air intake fan leaf and motor generator's pivot, and air intake fan leaf D can inhale the air inside air kuppe E outside air kuppe E when rotating, and discharge to the opposite side along the water conservancy diversion clearance that exists between air kuppe E and each casing of its inboard, the air flow velocity in the air kuppe E has been accelerated, discharge the high temperature heat in the air kuppe E rapidly, thereby continuously cool down the booster, the heat dispersion of booster has been improved. And after the engine is shut down, the controller automatically controls the motor generator 4 to continue to operate, and the operation is stopped with a delay. The turbine shaft and the air inlet fan blades are driven to rotate simultaneously, so that the phenomenon that engine oil is oxidized (carbon deposition) due to 'hot shutdown' of the engine oil at the turbine shaft is avoided. After N (more than or equal to 1) minutes, the electromagnetic clutch B disconnects the output shaft of the planetary gear set from the turbine shaft, and the motor generator 4 continues to drive the air inlet fan blades to rotate so as to continuously cool the supercharger. And stopping the motor generator after N (more than or equal to 1-3) minutes.
The utility model provides a double dynamical, no hysteresis start to can quick radiating turbo charger. The structure of the air inlet turbine blade can ensure that the air inlet turbine blade is not limited by the size any more, so that the supercharging is not delayed, and the air inlet amount is larger. The problem that the supercharging device with the three modes is arranged is solved, the power of the engine is improved, and meanwhile, the heat dissipation performance of the supercharger is greatly improved, so that the service lives of a bearing and a sealing element of the supercharger are prolonged, and the problem of engine oil burning caused by oil leakage is reduced or eliminated. Wherein electromagnetic clutch B acts: (1) when the engine is started and high-pressure waste gas is not provided by the engine, the electromagnetic clutch B is closed, so that the motor provides power for the transmission shaft, and when other urgent acceleration is needed, the motor provides power for the transmission shaft. (2) The oil pipe is connected with the main oil gallery of the engine cylinder body. When flameout occurs, the controller controls the electromagnetic clutch B to work for about 1 minute and then stop. (3) When the engine is operated at full load (for example, continuously climbing a slope or in a plateau region), the electromagnetic clutch B is turned off, and the motor generator is unloaded. When the engine is in non-full-load operation, the pressure of the high-pressure exhaust gas inlet channel is too high (a part of pressure is discharged through the pressure release valve at present), and the scheme can convert the redundant energy into the energy of the engine and transfer the energy into the storage battery (after the electric quantity is fully charged, the charging regulator is disconnected for charging, the generator idles and only drives the air inlet fan to rotate).
When the cold vehicle is started, the electromagnetic clutch C is switched off, the electric fan cannot rotate, the engine always rotates when working, and a period of time is delayed after the engine is stopped.
Drawings
Fig. 1 is a schematic structural diagram of the present invention.
Fig. 2 is a schematic structural view of the planetary gear set of the present invention.
Fig. 3 is a schematic diagram of the position relationship between the sun gear and the planet gear of the planetary gear set.
Fig. 4 is a schematic structural diagram of the planet carrier of the present invention.
Reference numbers in the figures: 1. the exhaust turbine shell, 2, the air inlet turbine shell, 3, the planetary gear set, 31, the gear box, 32, the first set of planetary gears, 33, the second set of planetary gears, 34, the sun gear, 35, the planetary gears, 36, the outer gear ring, 361, the inner ring gear, 37, the fixed bearing, 38, the planetary gear carrier, 381, the input shaft, 382, the pin hole, 4, the motor generator, 5, the turbine shaft, 6, the exhaust turbine, 7, the air inlet turbine, B, No. 1 electromagnetic clutch, C, No. 2 electromagnetic clutch, D, the air inlet fan blade, E, the air guide cover, F, the air inlet filter screen, G, the motor bearing seat and the bearing.
Detailed Description
The present invention will be further explained with reference to the drawings and examples.
Example 1
The turbocharger utilizes high-speed high-pressure waste gas discharged by an engine to push an impeller at the exhaust end of the turbocharger to rotate at a high speed, drives an impeller of a gas compressor at the other side connected with the turbocharger to rotate simultaneously, and compresses and injects intake gas into a cylinder for combustion so as to improve the power of the engine. However, the turbocharger requires a large flow of exhaust gas for starting, and the exhaust gas can be provided when the engine speed reaches about 1250 revolutions. When the automobile starts, the rotating speed of the engine is increased from 500-600 rpm to 1200 rpm, the exhausted waste gas is not enough to drive the supercharger to work for air inlet supercharging, and time difference is generated between the exhausted waste gas and the increase of the power and the rotating speed of the engine. Therefore, the vehicle equipped with the exhaust turbocharger may suffer from power lag at the time of starting and accelerating.
Shortly after the engine is started, the exhaust temperature can reach above 600 degrees celsius. And the exhaust temperature of the turbocharger using the AVG technology is about 1000 ℃. Although the existing supercharger can take away a part of heat through lubricating oil of the connecting shaft of the air inlet turbine and the air outlet turbine, the temperature of the supercharger is still very high after an engine is shut down, and the bearing and the sealing piece of the turbine are greatly damaged. Because of the high speed and high temperature, the bearings and sealing elements in the turbocharger cannot be used for a long life. In particular, the sealing element can cause the leakage of the engine oil which plays a role in lubrication and temperature reduction from the inlet and outlet turbine shafts once the sealing element is aged and failed. Or is discharged from the exhaust end to the three-way catalyst to block the damaged catalyst; or enters the cylinder from the air inlet end to burn, and carbon deposition is generated on the piston and the valve in the cylinder, so that the power of the engine is influenced. In any case, the oil is consumed too quickly, either by draining it there, creating a "burn-in" problem.
In view of the above problems, the present embodiment provides a turbocharger that is dual-powered, has no lag in starting, and can dissipate heat quickly. As shown in fig. 1-4, the exhaust gas turbine housing 1, the intake turbine housing 2, the planetary gear set 3 and the motor generator 4 are included, one end of a turbine shaft 5 which is installed at the inner center of the exhaust gas turbine housing 1 and the intake turbine housing 2 in a penetrating manner is connected with the high-speed output end of the planetary gear set 3 through a No. 1 electromagnetic clutch B, a sealing bearing box is sleeved on the turbine shaft between the exhaust gas turbine housing 1 and the intake turbine housing 2 in a matching manner, the left end and the right end of the sealing bearing box are respectively connected with the adjacent turbine housings in a sealing manner, the inner spaces of the exhaust gas turbine housing 1 and the inner space of the intake turbine housing 2 are mutually independent, and the left end rotating shaft of the motor generator. Specifically, the method comprises the following steps:
the planetary gear set comprises a gear box 31, a first group of planetary gears 32 and a second group of planetary gears 33 are sequentially arranged in the gear box 31 from left to right, the first group of planetary gears 32 and the second group of planetary gears 33 are identical in structure and respectively comprise a sun gear 34, a planetary gear 35 and an outer gear ring 36, the diameter of the sun gear 34 is smaller than that of the planetary gear 35, outer edges of the sun gear 34 and the planetary gear 35 are respectively provided with an outer ring gear, the sun gear 34 is a high-speed output end, a fixed bearing 37 is sleeved in a gear hole of the planetary gear 35, inner edges of the outer gear ring 36 are provided with inner ring gears 361, 3 planetary gears 35 are uniformly arranged between the sun gear 34 and the outer gear ring 5, the planetary gears 35, the outer gear ring 36 and the sun gear 34 are in a constant meshing state, a planetary carrier 38 is arranged on the right side of the outer gear ring 5, an input shaft 381 is arranged in, the planet carrier 38 is provided with a pin shaft 382 corresponding to the fixed bearing 37 of each planet gear 35, and the fixed bearing 37 is fixedly sleeved;
as shown in fig. 2, the input end of the first set of planetary gears 32 is meshed with the second set of planetary gears 35 through a sun gear 34 integrated with the central shaft of the planetary gear carrier, the turbine shaft 5 is meshed with the first set of planetary gears 32 through a No. 1 electromagnetic clutch B, the No. 1 electromagnetic clutch B has the disconnecting and connecting functions, and the No. 1 electromagnetic clutch B is controlled to control whether the turbine shaft 5 is in transmission connection with the planetary gear set or not; the input end of the second group of planetary gears is connected with the rotating shaft of the motor generator 4, the motor generator 4 is a 48V direct current motor with a power generation function, and the motor has the characteristics of high response speed, large initial torque and capability of instantly achieving high-speed rotation.
An impeller driven by waste gas and an air inlet turbine 7 are respectively arranged on a turbine shaft 5 positioned in the waste gas turbine shell 1 and the air inlet turbine shell 2, an air inlet channel and a channel communicated with an air inlet of an air cylinder are arranged on the air inlet turbine shell 2, an inlet of the waste gas turbine shell 2 is communicated with an air outlet of the air cylinder to form a high-pressure waste gas inlet channel, an outlet of the waste gas turbine shell is connected with an exhaust pipe, an air guide cover E is hermetically arranged on the outer sides of the waste gas turbine shell 1, the air inlet turbine shell 2, the planetary gear set 3 and the motor generator 4 and is tubular, a guide gap exists between the air guide cover E and each shell on the inner side of the air guide cover E, meanwhile, a right-end rotating shaft of the motor generator 4 is fixed with the air guide cover through a motor bearing seat and a bearing G, and. And an electromagnetic clutch C is arranged between the bearing G and the fan blade D and is used for controlling the disconnection and the combination with the fan blade D.
When the automobile starts, when the rotating speed of the engine does not reach the supercharging rotating speed of the exhaust gas turbocharger, the controller can automatically control the electromagnetic clutch B No. 1 to be closed, so that the motor generator 4 is connected with the turbine shaft 5 in a combined mode, the motor generator 4 connected with the low-speed input end of the planetary gear set is synchronously started, the rotating speed of the rotating shaft of the motor generator 4 is amplified by the planetary gear set, and then the turbine shaft is driven to rotate at an increased speed, so that the air inlet turbine 7 rotates at an increased speed to realize air inlet supercharging, the problem that the power hysteresis phenomenon is generated in the starting and rapid acceleration processes of the automobile of the conventional exhaust gas turbocharger is solved, and when other automobiles need rapid acceleration, the motor generator 4 can; when the rotating speed of the engine is increased to the pressure of the discharged waste gas to drive the rotating speed of the waste gas turbine to reach normal pressure increase, the controller can automatically control the motor generator 4 to automatically power off and switch to a power generation mode, the turbine shaft 5 rotating at high speed can drive the motor generator to start power generation through the planetary gear set, the generated electric energy can be directly supplied to a vehicle-mounted electric appliance, and the load of a vehicle-mounted power supply is reduced; in the process that the turbine shaft is driven by the waste gas to reversely drive the motor generator to rotate, the transmission ratio of the transmitted power is reduced after passing through the planetary gear set, so that the rotating speed of the motor generator can be reduced, the waste gas work loss is reduced, and the motor generator can be protected to work within a proper rotating speed range; when the supercharger needs to work under full load, the electromagnetic clutch B is disconnected, the motor generator stops being driven to rotate, the motor generator is electrified to work, the air inlet fan blades are driven to rotate, and the heat dissipation and cooling of the supercharger are continuously carried out.
When the engine needs to operate at full load, for example: when climbing or traveling in a plateau area, the controller can control the electromagnetic clutch B to be automatically disconnected, unload the motor generator and control the motor generator to be automatically switched into an output mode to drive the air inlet fan blade to rotate.
When the motor shaft of the motor generator 4 rotates, the air inlet fan blade D can be driven to rotate, and when the air inlet fan blade D rotates, air outside the air guide sleeve E can be sucked into the air guide sleeve E and is discharged outwards along guide gaps between the air guide sleeve E and the shells on the inner side of the air guide sleeve E, the air flowing speed in the air guide sleeve E is accelerated, high-temperature heat in the air guide sleeve E can be rapidly discharged, the supercharger is cooled continuously, the problem that the sealing element is aged at an accelerated speed due to the fact that the supercharger is in a high-temperature state for a long time during working is solved, and the service life of the supercharger is prolonged.
When the cold vehicle is started, a temperature controller arranged in an engine cooling system controls an electromagnetic clutch C to be disconnected, and an air inlet fan blade is still; after the temperature of the engine is normal, the electromagnetic clutch C is combined, the air inlet fan blade and a rotating shaft of the motor generator synchronously rotate, and external air of the air guide sleeve E is sucked into the air guide sleeve E to dissipate heat and cool the supercharger; after the engine is shut down, the controller automatically controls the motor generator 4 to continue working, and the motor generator is stopped in a delayed mode. The turbine shaft and the air inlet fan blades are driven to continue to rotate so as to avoid the phenomenon that engine oil at the turbine shaft is oxidized (carbon deposition) due to 'hot shutdown'. After N (more than or equal to 1) minutes, the electromagnetic clutch B disconnects the output shaft of the planetary gear set from the turbine shaft, and the motor generator 4 continues to drive the air inlet fan blades to rotate so as to continuously cool the supercharger. And stopping the motor generator after N (more than or equal to 1-3) minutes.
Example 2
Embodiment 2 differs from embodiment 1 in that a baffle is provided on the air guide sleeve.
A guide plate facing the bearing box is arranged on the inner side wall of the air guide sleeve E positioned outside the exhaust gas turbine shell 1 and the air inlet turbine shell 2. When the air inlet fan blade D rotates to suck air outside the air guide sleeve E into the air guide sleeve E and discharge the air outwards along guide gaps between the air guide sleeve E and the shells on the inner side of the air guide sleeve E, the air sucked into the air guide sleeve E is guided by the guide plates and directly blown onto the bearing box to cool the bearing box, and the heat dissipation efficiency of the bearing box is improved.
Example 3
The difference between the embodiment 3 and the embodiment 2 is that an oil pipe which enters the bearing box from one side of the sealed bearing box and is discharged from the other side is arranged in the sealed bearing box, the oil pipe is connected with a main oil duct of an engine cylinder body, lubricating oil is injected into the sealed bearing box through the oil pipe, and the inside of the bearing box is directly lubricated and cooled through the injected lubricating oil. When the controller automatically controls the motor generator 4 to continue working after the engine is shut down, the rotating air inlet turbine shaft can enable the lubricating oil at the bearing to continue lubricating the inside of the sealed bearing box so as to avoid the phenomenon that the engine oil retained at the turbine shaft is oxidized (carbon deposition) due to 'hot shutdown'.
Example 4
The difference between the embodiment 4 and the embodiment 3 is that an air inlet filter screen is arranged in the air guide sleeve on the outer side of the air inlet fan blade in a sealing mode.
As shown in fig. 1, an air inlet filter screen F is installed in the air guide sleeve outside the air inlet fan blade D in a plugging manner, when the air inlet fan blade D rotates to suck air outside the air guide sleeve E into the air guide sleeve E and discharge the air outwards along a guide gap between the air guide sleeve E and each shell inside the air guide sleeve E, the air inlet filter screen can block impurities, such as dust, in the air sucked into the air guide sleeve E by the air inlet fan blade D to the outside of the air inlet filter screen, so that the impurities are prevented from entering the air guide sleeve.
Example 5
The difference between the embodiment 5 and the embodiment 4 is that as shown in fig. 1, a motor rotating shaft between an air inlet fan blade and a motor generator 4 is provided with a No. 2 electromagnetic clutch C, the No. 2 electromagnetic clutch C is in control connection with a controller, when a cold vehicle is started, a temperature controller arranged in an engine cooling system controls the electromagnetic clutch C to be disconnected, and the air inlet fan blade is still; after the temperature of the engine is normal, the electromagnetic clutch C is combined, the air inlet fan blade and the rotating shaft of the motor generator synchronously rotate, and outside air of the air guide sleeve E is sucked into the air guide sleeve E to dissipate heat and cool the supercharger.
Claims (8)
1. A double-power non-hysteresis turbocharger capable of quickly dissipating heat comprises a waste gas turbine shell, an air inlet turbine shell, a planetary gear set and a motor generator, and is characterized in that a turbine shaft penetrates through centers in the waste gas turbine shell and the air inlet turbine shell, one end of the turbine shaft is connected with the output end of the planetary gear set through an electromagnetic clutch, a rotating shaft of the motor generator is connected with the input end of the planetary gear set, a waste gas impeller and an air inlet turbine are respectively installed on turbine shaft sections in the waste gas turbine shell and the air inlet turbine shell, the air inlet turbine shell is provided with an air inlet channel and a channel communicated with an air inlet of an air cylinder, an inlet of the waste gas turbine shell is communicated with an air outlet of the air cylinder to form a high-pressure waste gas inlet; an air guide sleeve is arranged on the shells of the exhaust gas turbine shell, the air inlet turbine shell, the planetary gear set and the motor generator in a closed mode, guide gaps exist between the air guide sleeve and the shells on the inner side of the air guide sleeve, and meanwhile an air inlet fan blade is arranged at the other end of a rotating shaft of the motor generator and used for driving airflow to flow from one side of the air guide sleeve to the other side of the air guide sleeve.
2. The dual-power turbocharger without hysteresis and capable of dissipating heat rapidly as claimed in claim 1, wherein a bearing seat is installed between the exhaust turbine housing and the intake turbine housing in a matching manner, a sealing bearing box is sleeved on a turbine shaft between the exhaust turbine housing and the intake turbine housing in a matching manner, and the left end and the right end of the sealing bearing box are respectively connected with the adjacent turbine housings in a sealing manner.
3. The dual-power turbocharger without hysteresis and capable of dissipating heat quickly as claimed in claim 1, wherein an oil pipe is provided to enter the bearing housing from one side of the sealed bearing housing and to be discharged from the other side thereof, for lubricating and cooling the bearing in the bearing housing.
4. The hybrid turbocharger with no hysteresis and rapid heat dissipation as defined in claim 1, further comprising an electromagnetic clutch B for connecting and disconnecting the motor generator and the turbine shaft.
5. The dual-power turbocharger without hysteresis and capable of dissipating heat quickly as claimed in claim 1, wherein the planetary gear set comprises a gear box, a first set of planetary gears and a second set of planetary gears are sequentially arranged in the gear box from left to right, the input ends of the first set of planetary gears are connected with the output ends of the second set of planetary gears, the output ends of the first set of planetary gears are connected with a turbine shaft, and the input ends of the second set of planetary gears are connected with a rotating shaft of the motor generator.
6. The dual-power turbocharger without hysteresis and capable of dissipating heat quickly as recited in claim 5, it is characterized in that the first group of planetary gears and the second group of planetary gears have the same structure and respectively comprise a sun gear, a planetary gear carrier and an external gear ring, the outer edges of the sun wheel and the planet wheel are provided with outer ring teeth, the middle part of the planet wheel is provided with a gear shaft hole, the sun gear is a high-speed output end, a fixed bearing is sleeved in a gear hole of the planet gear, the outer gear ring is a gear box body, the inner edge of the gear is provided with inner ring teeth, at least 3 planetary gears are uniformly arranged between the sun gear and the outer gear ring, the planetary gear, the external gear ring and the sun gear are in a constant mesh state, the planetary gear is connected into a planetary gear set by a planetary gear carrier, the planet gear carrier is provided with a planet gear shaft hole, and the input shaft is connected with the rotating shaft of the motor generator.
7. The hybrid turbocharger with no hysteresis and capable of dissipating heat quickly as claimed in claim 1, wherein an air intake filter screen is installed inside an air guide sleeve outside the air intake fan blades in a plugging manner.
8. The hybrid turbocharger without lag and capable of dissipating heat quickly as claimed in claim 1, wherein an electromagnetic clutch C is provided on a motor shaft between the intake fan blades and the motor generator.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022210393.2U CN212508531U (en) | 2020-09-30 | 2020-09-30 | Dual-power non-hysteresis turbocharger capable of rapidly dissipating heat |
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| CN202022210393.2U CN212508531U (en) | 2020-09-30 | 2020-09-30 | Dual-power non-hysteresis turbocharger capable of rapidly dissipating heat |
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| CN212508531U true CN212508531U (en) | 2021-02-09 |
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| CN (1) | CN212508531U (en) |
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2020
- 2020-09-30 CN CN202022210393.2U patent/CN212508531U/en active Active
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