KR101144040B1 - Turbocharger for vehicle - Google Patents

Abstract

The present invention relates to a turbocharger for automobiles, and more particularly, by applying two-stage blades around one turbine and a turbine wheel in the turbine, which is conventionally composed of two turbines and two compressors, fast response can be realized. The present invention relates to a turbocharger for automobiles, which can divide a low speed section and a high speed section, and improve the efficiency of turbine work in all areas of the engine by combining WGT in the high speed section.

To this end, the present invention and the turbine housing is formed with an inlet and an outlet on one side so that the exhaust gas generated in the cylinder is introduced and discharged; A two-stage blade built in the turbine housing so as to be rotated by the discharge pressure of the exhaust gas; A compressor installed on the intake side on the same axis as the turbine; It includes, wherein the two-stage blade is composed of a first blade rotated by the discharge pressure of the exhaust gas, and a second blade movably inserted in the first blade axially, the axis of the first blade Directional movement provides a turbocharger for automobiles, which is controlled by an electric motor according to the amount of exhaust gas in response to a control signal of the ECU.

 Turbocharger, Turbine Housing, Blade, ECU, Vehicle Speed Sensor, WGT

Description

Turbocharger for Vehicle

1 is a conceptual diagram showing an operating state of a two-stage turbocharger according to the prior art.

2 is a conceptual view schematically showing a device configuration of a turbocharger for automobiles according to the present invention.

3 is a perspective view showing a two-stage blade according to the present invention.

Figure 4 is an exploded perspective view showing a two-stage blade according to the present invention.

FIG. 5 is a cross-sectional view taken along the line “A-A” of FIG. 3.

6 is a cross-sectional view showing an operating state of a turbocharger for automobiles according to the present invention.

FIG. 7 is a cross-sectional view of the portion “B” of FIG. 5, illustrating a change in cross-sectional area through which exhaust gas passes through a two-stage blade; FIG.

8 is a device configuration diagram showing the electric motor of FIG.

<Description of the symbols for the main parts of the drawings>

10: two-stage blade 11: the first blade

11a disc 11b wings

12: second blade 12a: disc

12a ': through hole 12b: wing

13: turbine housing 13a: inlet

13b: outlet 14: air guide portion

15: electric motor 16: operating lever

17: cylinder 18: intercooler

19: Compressor 20: Bypass Valve

21: bearing 22: connecting rod

23: cantilever 24: motor shaft

The present invention relates to a turbocharger for automobiles, and more particularly, by applying two-stage blades around one turbine and a turbine wheel in the turbine, which is conventionally composed of two turbines and two compressors, fast response can be realized. The present invention relates to a turbocharger for automobiles, which can divide a low speed section and a high speed section, and improve the efficiency of turbine work in all areas of the engine by combining WGT in the high speed section.

In general, a turbocharger is a device for driving a turbine by using the exhaust energy of the engine, and compresses air by means of a compressor on the same shaft as the turbine and supplies the engine to the engine, and improves the output with an intercooler that cools the temperature of the intake air. It is a device that is applied in most diesel engines.

On the other hand, in the method of applying a mechanical waste gate as a means for adjusting the amount of boost air supplied to the engine, in recent years, a variable turbocharger is applied to electronically controlled to adjust the amount of boost air based on the boost air pressure and the boost pressure.

That is, the variable turbocharger is configured to adjust the amount of air charged by the control of the electronic controller according to the operating state of the engine.

The reference value for controlling the variable turbocharger is the boost pressure, which is measured by a boost sensor mounted on one side of the intake manifold.

That is, the variable pressure turbocharger is controlled by the electronic controller based on the boost pressure according to each engine state set in the electronic controller so that the boost pressure is maintained at the same value as the reference value.

The variable geometry turbocharger (VGT) variably operates the passage area of the exhaust gas flowing into the turbine so that the boost is closer to the optimum in the entire RPM region than the conventional waste gate turbocharger (WGT). It helps to gain pressure.

What makes this possible is the vane of the VGT, which moves the vane for each RPM and load to achieve the appropriate turbine speed, thereby adjusting the boost pressure.

In recent years, low and high RPM, high and low loads of exhaust gas are different, and a two-stage turbocharger is used to fit the desired output area.

1 is a conceptual view showing an operating state of a two-stage turbocharger according to the prior art, wherein the turbocharger is composed of a turbine (101, 103), an air compressor (102, 104), a center housing, and a west gate control actuator on the same axis.

The turbocharger rotates the turbines 101 and 103 mounted on the exhaust side using the exhaust pressure of the exhaust gas, and transmits the rotational force to the intake compressors 102 and 104 to supercharge the fresh air into the engine cylinder 17. .

More specifically, the two stage turbocharger is operated in three modes.

1) Low RPM: The exhaust gas generated in the cylinder 17 is discharged through the exhaust line 108 via the high horsepower turbine 101 and the low horsepower turbine 103. At this time, both high horsepower turbine 101 and low horsepower turbine 103 is to operate.

2) 1500 to 3000 RPM: Exhaust gas generated from the cylinder 17 flows into the high horsepower turbine 101, the wastegate valve 105 of the high horsepower turbine 101 opens, and the low horsepower turbine It moves to 103 and then exits through exhaust line 108.

3) Over 3000RPM: The exhaust gas generated from the cylinder 17 moves directly to the low horsepower turbine 103 through the wastegate valve 105 without passing through the high horsepower turbine 101, and then is discharged through the exhaust line.

Thus, the two-stage turbocharger operates better than the high horsepower turbine 101 and the low horsepower turbine 103 in the region, and is superior to using a single turbocharger in emission problems and response performance.

Reference numeral 106 denotes a bypass passage of the low horsepower turbine, and 107 denotes a bypass passage of the compressor.

However, since the two-stage turbocharger differs from the turbocharger operated according to the low RPM and the high RPM by using two turbochargers, the manufacturing cost and the failure rate increase as the number of parts increases, and the space of the engine room is increased. There is a problem.

In addition, in the case of the existing VGT, since the flow rate of the exhaust gas is changed by adjusting the blade in the vertical direction of the plane through which the exhaust gas passes, there is a problem that the stick phenomenon of the blade due to carbon deposition near the blade of the VGT occurs.

SUMMARY OF THE INVENTION The present invention has been made in view of the above. As a result, the two-stage blades are axially mounted in the turbine housing to variably move the passage area of the exhaust gas flowing into the turbine. By reducing the compressor to a single turbine and compressor, the structure is simple and the manufacturing cost can be reduced, and the same effect as using two turbochargers can be achieved. It is an object of the present invention to provide a turbocharger for an automobile that can be prevented.

The present invention for achieving the above object is a turbocharger for an automobile,

A turbine housing having an inlet and an outlet formed at one side thereof so that exhaust gas generated from the cylinder is introduced and discharged; A two-stage blade built in the turbine housing so as to be rotated by the discharge pressure of the exhaust gas; A compressor installed on the intake side on the same axis as the turbine; Characterized in that configured to include.

In a preferred embodiment, the two-stage blade built in the turbine housing is composed of a first blade rotated by the discharge pressure of the exhaust gas, and a second blade movably inserted in the first blade axially. The axial ear canal of the first blade is controlled by the electric motor according to the amount of exhaust gas under the control signal of the ECU.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

2 is a conceptual view schematically showing a device configuration of a vehicle turbocharger according to the present invention, Figure 3 is a perspective view showing a two-stage blade according to the present invention, Figure 4 is a two-stage blade according to the present invention Exploded perspective view;

The present invention relates to a turbocharger for controlling the air inflow into the cylinder (17) by changing the turbine work by adjusting the cross-sectional area through which the exhaust gas passes in the state in which the first and second blades are combined.

In the present invention, since the first blade 11 moves in the axial direction to the second blade 12 in accordance with the low load and the high load region, the main point is to adjust the number of revolutions of the turbine by adjusting the cross-sectional area through which the exhaust gas passes. There is this.

The present invention is a turbine housing 13, a two-stage blade (10) that rotates at the pressure of the exhaust gas, a compressor (19) connected to the same axis as the two-stage blade (10) to receive power and rotate, The ECU is configured to control the operation of the first blade 11.

The turbine housing 13 is installed between the cylinder 17 and the exhaust line, the inlet (13a) formed on one side so that the exhaust gas generated from the cylinder 17 is introduced, and the exhaust flowed through the inlet (13a) An air guide part 14 formed to rotate the two-stage blade 10 while the gas rotates, and an outlet 13b formed to discharge the exhaust gas from the turbine housing 13 after the two-stage blade 10 is rotated. Consists of

At this time, the turbine housing 13 is provided with a bypass valve 20 to bypass the exhaust gas to adjust the turbine work when the amount of exhaust gas exceeds the rotation speed of the two-stage blade 10. .

The two-stage blade 10 is installed in the center of the air guide portion 14, the second blade 12 is rotated in place, and the first blade axially coupled to the second blade (12) It consists of (11).

The power source for rotating the second blade 12 is the exhaust pressure of the exhaust gas, the second blade 12 is a plurality of disks having a constant width along the circumferential direction between the pair of disks 12a having a hole in the center The streamlined blade 12b is inserted and installed at a predetermined angle, and the exhaust gas rotates along the guiding portion 14 to press the blade to rotate the second blade 12.

At this time, the through hole 12a 'is formed in the disc 12a of the second blade 12 so that the first blade 11 can pass therethrough.

The first blade 11 is fixed to a plurality of streamlined blades 11b having a predetermined length along the circumferential direction to the disc 11a having a hole in the center thereof at a fixed angle, and the blades 11b are second blades ( It is coupled to be able to move in the axial direction through the through hole (12a ') of 12).

As shown in FIG. 8, the power source for moving the first blade 11 in the axial direction uses the constant gear ratio by the electric motor 15 to accurately position the operating lever 16 and the first blade 11. To control.

The actuating lever 16 serves to transfer the axial movement of the electric motor 15 to the first blade 11, the cantilever beam connected to the motor shaft 24 and a constant gear ratio inside the electric motor 15. 23 is provided to convert the rotational force of the motor into a linear motion.

The cantilever 23 reciprocates in the axial direction (the longitudinal direction of the operating lever), thereby controlling the position of the first blade 11.

At this time, the connecting rod 22 is connected between the cantilever 23 and the operating lever 16 to transfer the reciprocating motion of the cantilever 23 to the operating lever 16, and the end of the connecting rod 22 has a bearing ( It is supported by the 21 to allow the operating lever 16 to rotate and the connecting rod 22 to move linearly smoothly to each other.

The ECU receives the signal of the vehicle speed sensor and controls the operation of the electric motor 15.

The compressor (19) compresses air and supplies the inside of the cylinder (17). The compressor (19) is connected to the same shaft as the second blade (12) and rotates with the second blade (12) by the discharge pressure of the exhaust gas. Receive the power to compress the air.

Referring to the operating state of the vehicle turbocharger according to the present invention by such a configuration as follows.

FIG. 5 is a cross-sectional view taken along the line “AA” of FIG. 3, FIG. 6 is a cross-sectional view showing an operating state of the automotive turbocharger according to the present invention, and FIG. 7 is a cross-sectional view of the portion “B” of FIG. It is a schematic diagram which shows the change of the cross-sectional area through which a gas passes through a two-stage blade.

When the exhaust gas generated in the cylinder 17 flows into the air guide portion 14 of the turbine housing 13 through the discharge port 13b of the turbine housing 13, the exhaust gas rotating along the air guide portion 14. The second blade 12 is rotated by the pressure of.

Here, the area through which the exhaust gas passes as the blade 11b of the first blade 11 is inserted or withdrawn axially between the blades 12b of the second blade 12 ("B" in FIG. 5). ), The rotational speed of the two-stage blade 10 can be adjusted by making the flow rate of the exhaust gas faster or slower.

The principle of operation is described in more detail as follows.

As shown in Fig. 7, the area A through which the exhaust gas passes is A = a * b-c * d, and the flow rate Q of the exhaust gas is Q = A * v.

At this time, a, b, c is a fixed length, v represents the flow rate of the exhaust gas, the d value is changed as the first blade 11 moves in the axial direction.

Since the flow rate of the exhaust gas is constant, the smaller the area A, the larger the flow velocity v is used.

By using such an operating principle, when the amount of exhaust gas is high at high RPM, the first blade 11 is moved in the axial direction from the second blade 12 to increase the area through which the exhaust gas passes, thereby reducing the flow velocity ( 5 (b), when the amount of exhaust gas is low at low RPM, the first blade 11 is moved to the second blade 12 to decrease the area through which the exhaust gas passes, thereby increasing the flow rate (Fig. 5). See 5 (a)).

Accordingly, the first blade 11 reciprocates in the axial direction with respect to the second blade 12, thereby changing the flow velocity of the portion through which the exhaust gas passes according to the high load and the low load of the engine, By adjusting the rotation speed and by changing the turbine work it is possible to control the air inflow into the cylinder (17).

As described above, according to the turbocharger for automobiles according to the present invention, the first blade is reciprocated in the axial direction to the second blade, so that the flow rate of the portion through which the exhaust gas passes in accordance with the high load and low load of the engine By changing the rotation speed of the second blade by changing, and by changing the work of the turbine to adjust the air inflow into the cylinder, the conventional structure is simpler by reducing the two turbines and compressors respectively to one turbine and compressor. The same effect as using two turbochargers can be achieved while reducing the manufacturing cost.

Claims (4)

delete delete In an automotive turbocharger, A turbine housing having an inlet and an outlet formed at one side thereof so that exhaust gas generated from the cylinder is introduced and discharged; A two-stage blade built in the turbine housing so as to be rotated by the discharge pressure of the exhaust gas; A compressor installed on the intake side on the same axis as the turbine; And, The two-stage blade built in the turbine housing is composed of a second blade rotated by the discharge pressure of the exhaust gas, and a first blade axially movable in the second blade, the first blade The axial movement of the blade is controlled by the electric motor according to the amount of exhaust gas under the control signal of the ECU. The first blade has a plurality of wings are attached at regular intervals along the circumferential direction to the disk with a hole formed in the center, and the second blade has two disks with a hole formed in the center in parallel at regular intervals. A plurality of wings are attached at equal intervals in the circumferential direction therebetween, wherein the wings of the first blade penetrate the disc of the second blade and reciprocate in the axial direction between the wings of the second blade to allow exhaust gas to pass. Turbocharger for cars, characterized in that for changing the flow rate of. The motor vehicle of claim 3, wherein the electric motor includes a gear engaged with the cantilever at a constant ratio, and controls the axial movement of the first blade by controlling the position of the cantilever beam using a constant gear. Charged.

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