RU2784830C1 - Device for acceleration of rotor of turbocompressor of tank power plant - Google Patents

Abstract

FIELD: internal combustion engines.

SUBSTANCE: invention can be used in internal combustion engines. The device for accelerating the turbocharger rotor comprises a turbine (1), a compressor (2) driven by it, an accelerator pedal position sensor (12) and a crankshaft speed sensor (13). Between the turbine (1) and the compressor (2) there is a sealed housing (7) of the hydraulic drive, in which oil channels (9) are made. Oil channels (9) connect nozzles (8) located along the perimeter of the housing (7), supplying oil to the buckets of the Pelton turbine (6), mounted on the same shaft (3) with the wheels of the turbine (1) and compressor (2). The sealed housing (7) is made with the possibility of attaching the adjusting damper (10) to it with a screw connection. The control damper (10) is configured to control the electronic control unit (11) by a signal from the accelerator pedal position sensor (12) and the crankshaft speed sensor (13). The drain device (14) drains the oil into the machine's oil tank.

EFFECT: reducing the delay in the increase in air pressure in the engine intake manifold due to the inertia of the increase in exhaust gas pressure in the turbine when the accelerator pedal is pressed sharply.

1 cl, 2 dwg

Description

The invention relates to engine building, namely to devices for improving the throttle response of a power plant of a military tracked vehicle.

A device for controlling the boost of a diesel engine is known, comprising a turbocharger with a turbine operating on exhaust gases, and a compressor, the pressure pipe of which is connected to the diesel cylinders through a receiving receiver, a resonant pipeline and intermediate tanks, each connecting the inlet pipes of no more than four cylinders with non-overlapping intake phases (USSR author's certificate No. 946411, cl. F02B 27/00, 1982), The receiving receiver is equipped with a safety valve adjusted to the allowable pressure in the intermediate tank. The valve has a spring-loaded locking element, the cross-section of which is made according to a linear dependence on its stroke. The turbocharger is selected so as to provide a sufficiently high diesel torque at a reduced crankshaft speed.

The disadvantage of this device is that the applied regulation does not exclude the conditions for the occurrence of mismatches in the flow characteristics of the turbocharger and piston engine due to the lag of the acceleration of the turbocharger from the acceleration of the crankshaft in transient operating modes, which leads to a decrease in operational economic and power indicators.

Known system (Utility model patent RU No. 101093 IPC F02B 37/04, F02B 37/14, published 01/10/2011), containing an internal combustion engine, a turbine, a compressor, an air filter connected through an air duct to the compressor, a muffler connected through an exhaust a pipeline with a turbine, an exhaust gas channel bypass valve, an exhaust gas receiver in which the energy of the exhaust gases is accumulated, a receiver bypass valve, a one-way valve installed in the compressed gas bypass channel from the receiver to the turbine and a bypass valve control unit.

The disadvantage of this system is the presence in its composition of the exhaust gas receiver of a sufficiently large volume. The power plant with this system has low performance in terms of overall power, as a result of which it is difficult to use it on military tracked vehicles.

Of the studied analogues, a diesel engine of a military tracked vehicle was adopted as a prototype (Utility model patent RU No. 207444 IPC F02B 37/16, F02D 23/00, published on 28/10/2021) it is a compressor, an air filter connected through an air duct to the compressor, a bypass valve of the pipeline connecting the intake manifold to the air filter, a bypass valve of the pipeline connecting the compressor discharge pipe to the exhaust manifold, an accelerator pedal position sensor, a crankshaft speed sensor and a bypass valve control unit .

The disadvantage of this design is low efficiency due to an insufficient increase in the speed of rotation of the turbine and, as a result, a slight decrease in the effect of "turbo lag" (delay in the increase in air pressure in the engine inlet manifold due to the inertia of the increase in exhaust gas pressure in the turbine when the accelerator pedal is pressed sharply).

EFFECT: proposed proposal is to increase the efficiency of the turbocharger by eliminating the "turbo lag" effect.

The technical result is achieved by additionally installing a sealed hydraulic drive housing between the turbine and the compressor, in which oil channels are made connecting nozzles located along the perimeter of the housing, supplying oil to the buckets of the Pelton turbine mounted on the same shaft with the wheels of the turbine and compressor. An adjusting damper is rigidly fixed to the sealed housing with a screw connection, which is configured to control the electronic control unit by a signal from the accelerator pedal position sensor and the crankshaft speed sensor, as well as a drain device that drains oil into the oil tank of the machine.

The proposal is illustrated by drawings, where figure 1 and 2 shows a schematic diagram of a device for accelerating the rotor of the turbocharger of the power plant of the tank.

The proposed device for accelerating the rotor of the turbocharger of the power plant of the tank contains: a turbine 1, a compressor 2 driven by it, a shaft 3 rotating on bearings 4 and 5 with the wheels of the turbine 1, the compressor 2 and the Pelton turbine 6, mounted on it and rigidly fixed with a key connection, a sealed housing 7 hydraulic drive, screwed rigidly and hermetically connected to the turbine housing 1 and the compressor housing 2, the nozzle 8, installed around the perimeter of the hermetic housing 7 (see figure 2), fastened in it by a threaded connection, interconnected by an oil channel 9, oil to which is taken by means of an adjusting damper 10, which is screwed to the sealed housing 7 and is configured to be controlled from the electronic control unit 11 by a signal from the accelerator pedal position sensor 12 and the crankshaft speed sensor 13, the drain device 14, which is rigidly fixed in the the bottom of the sealed housing 7.

The proposed device for accelerating the rotor of the turbocharger of the power plant of the tank works as follows.

When the tank engine is idling, at low loads, as well as when the tank moves evenly, the exhaust gases formed as a result of the working process in the engine cylinders drive the turbine wheel 1, which in turn ensures the operation of the compressor 2, and then through the exhaust pipeline are released into the atmosphere. Air through the air filter (not shown in the figure) from the atmosphere enters the compressor 2, is compressed in the compressor and enters the engine cylinders with excess pressure through the intake manifold (not shown in the figure).

At the beginning of the movement (acceleration) of the tank, the tank driver acts on the fuel pedal (increases the fuel supply), the signal from the accelerator pedal position sensor 12 and from the crankshaft speed sensor 13 is fed to the electronic control unit 11. After processing by the electronic control unit 11, the signal is sent to the actuator - control damper 10, which, depending on the required speed of the compressor wheel 2, ensures the intake of lubricating oil from the engine oil line and directs the selected flow through the oil channel 9 to nozzles 8, which form a reactive oil jet on the turbine buckets Pelton 6, which helps to increase the torque on the shaft 3, reduce the acceleration time of the compressor 2 to nominal speed, which allows minimizing the effect of "turbo lag" in the engine and significantly increasing the throttle response of the power plant.

When the tank driver ceases to act on the fuel pedal or in the steady state of operation: the engine control unit 11 reduces or completely stops the oil withdrawal by the control valve 10 and its supply to the channel 9 connected to the injectors 8.

Drainage of lubricating oil from the sealed housing 7 into the oil tank of the tank is carried out using a drain device 14.

Thus, the required speed of the tank engine turbocharger is provided by the kinetic energy of the engine lubricating oil, converted into rotation in the Pelton turbine 6, mounted on the same shaft with the wheels of turbine 1 and compressor 2,

Compared with the prototype, the proposed device for accelerating the rotor of the turbocharger of the power plant of the tank allows you to eliminate (minimize) the effect of "turbo lag" and, as a result, significantly increase the throttle response of the power plant and improve the main indicators of the mobility of a military tracked vehicle.

Claims (1)

A device for accelerating the turbocharger rotor, comprising a turbine, a compressor driven by it, an accelerator pedal position sensor, a crankshaft speed sensor, characterized in that a sealed hydraulic drive housing is installed between the turbine and the compressor, in which oil channels are made connecting nozzles located along the perimeter of the housing , supplying oil to the buckets of the Pelton turbine mounted on the same shaft with the wheels of the turbine and the compressor, the sealed housing is designed to be attached to it by a screw connection of the control flap, configured to control the electronic control unit by a signal from the accelerator pedal position sensor and the crankshaft speed sensor shaft, and drain device.

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