WO2013127033A1 - Multi-layer variable geometry volute apparatus - Google Patents

Multi-layer variable geometry volute apparatus Download PDF

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Publication number
WO2013127033A1
WO2013127033A1 PCT/CN2012/000556 CN2012000556W WO2013127033A1 WO 2013127033 A1 WO2013127033 A1 WO 2013127033A1 CN 2012000556 W CN2012000556 W CN 2012000556W WO 2013127033 A1 WO2013127033 A1 WO 2013127033A1
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WIPO (PCT)
Prior art keywords
volute
intake
branch flow
flow passage
variable geometry
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PCT/CN2012/000556
Other languages
French (fr)
Chinese (zh)
Inventor
王航
袁道军
王艳霞
宋丽华
李永泰
朱智富
刘迎鑫
Original Assignee
Wang Hang
Yuan Daojun
Wang Yanxia
Song Lihua
Li Yongtai
Zhu Zhifu
Liu Yingxin
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Priority to CN201210049458.7 priority Critical
Priority to CN2012100494587A priority patent/CN102619617A/en
Application filed by Wang Hang, Yuan Daojun, Wang Yanxia, Song Lihua, Li Yongtai, Zhu Zhifu, Liu Yingxin filed Critical Wang Hang
Publication of WO2013127033A1 publication Critical patent/WO2013127033A1/en

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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01DNON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D17/00Regulating or controlling by varying flow
    • F01D17/10Final actuators
    • F01D17/12Final actuators arranged in stator parts
    • F01D17/14Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits
    • F01D17/148Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by means of rotatable members, e.g. butterfly valves
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01DNON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D17/00Regulating or controlling by varying flow
    • F01D17/10Final actuators
    • F01D17/12Final actuators arranged in stator parts
    • F01D17/18Final actuators arranged in stator parts varying effective number of nozzles or guide conduits, e.g. sequentially operable valves for steam turbines
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F02B37/025Multiple scrolls or multiple gas passages guiding the gas to the pump drive
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12Control of the pumps
    • F02B37/22Control 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01DNON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D9/00Stators
    • F01D9/02Nozzles; Nozzle boxes; Stator blades; Guide conduits, e.g. individual nozzles
    • F01D9/026Scrolls for radial machines or engines
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Improving ICE efficiencies

Abstract

Disclosed is a multi-layer variable geometry volute apparatus, comprising a turbine volute (1), a volute gas inlet channel and a non-blade nozzle (2) provided in the turbine volute (1), and a volute gas inlet port (3) in communication with the volute gas inlet channel provided on the turbine volute (1). A first pneumatic separator plate (4) is provided in the volute gas inlet channel, the first pneumatic separator plate (4) separating the volute gas inlet channel into a volute gas inlet inner channel (5) and a volute gas inlet outer channel. A second pneumatic separator plate (6) is provided in the volute gas inlet outer channel, which second pneumatic separator plate (6) separates the volute gas inlet outer channel into a first branch channel (7) and a second branch channel (8). The volute gas inlet inner channel (5) is a normally open gas inlet channel. A gas inlet regulating valve (9) is provided in the volute gas inlet channel near the volute gas inlet port (3) to control the opening or closing of the first branch channel (7) and the second branch channel (8). The volute apparatus has a simple structure and is highly reliable.

Description

多层可变几何蜗壳装置  Multi-layer variable geometry volute device
技术领域: Technical field:
本发明涉及一种多层可变几何蜗壳装置,具体地说是涉及一种通过不同流道单独工作和 共同工作来满足发动机各工况性能要求的多层可变几何蜗壳装置, 属于内燃机领域。  The present invention relates to a multi-layer variable geometry volute device, and more particularly to a multi-layer variable geometry volute device that can work independently and work together through different flow paths to meet the performance requirements of various operating conditions of the engine, belonging to an internal combustion engine. field.
背景技术: Background technique:
近年来, 随着排放法规的日益严格, 涡轮增压技术受到越来越多的重视。 涡轮增压技 术在基本不消耗发动机有效功的前提下, 利用发动机排出的废气能量推动涡轮做功, 并通过 压气机对发动机进气进行增压; 另外, 涡轮机具有降低发动机排放噪音的作用。 因此,涡轮 增压技术已成为应对能源危机和满足排放标准的技术手段之一。  In recent years, with the increasingly strict emission regulations, turbocharging technology has received more and more attention. Turbocharging technology uses the exhaust energy of the engine to push the turbine to do work without substantially consuming the engine's effective work, and pressurizes the engine intake through the compressor. In addition, the turbine has the effect of reducing engine emissions noise. Therefore, turbocharging technology has become one of the technical means to cope with the energy crisis and meet emission standards.
传统的带废气旁通阀的涡轮增压器 (WGT) , 尽管一定程度上克服了低速工况的进气不 足、 增压不够的现象, 高工况时通过打幵废气旁通闺而降低增压器的转速, 避免增压过度。 但在大部分工况下, 废气旁通阀式蜗壳并没有实现与发动机的有效匹配。  The traditional turbocharger (WGT) with wastegate valve overcomes the problem of insufficient intake and insufficient supercharging in low-speed conditions, and reduces the increase in the high-condition conditions by smashing the exhaust gas bypass. The speed of the press is to avoid over pressurization. However, under most operating conditions, the wastegate valve volute does not achieve an effective match with the engine.
可变截面涡轮增压器 (VGT) 因能有效控制发动机的排气压力, 可使增压器和发动机在 各个工况下实现良好的性能匹配, 成为了研发的重点。现已设计研发了多种可变截面涡轮增 压器结构, 主要有可变喷嘴环增压器、 可变喉口增压器、 舌形挡板增压器等。 但在实际应用 中存在的问题是, 发动机的进排气负压差很高, 泵气损失过高, 导致发动机低速工况油耗量 偏高。  The variable-section turbocharger (VGT) has become the focus of research and development because it can effectively control the exhaust pressure of the engine and achieve good performance matching between the supercharger and the engine under various working conditions. A variety of variable-section turbocharger configurations have been designed and developed, including variable nozzle ring boosters, variable throat boosters, and tongue-shaped baffle boosters. However, the problem in practical application is that the engine's intake and exhaust negative pressure difference is very high, and the pumping loss is too high, resulting in high fuel consumption of the engine at low speed.
目前, 双流道涡轮增压器 (DLP) 结构得到了很大发展, 专利 CN101694166A和  At present, the dual-channel turbocharger (DLP) structure has been greatly developed, patent CN101694166A and
CN101949326A分别公开了一种双层流道变截面涡轮机控制装置, 该结构包括涡轮壳, 涡轮 壳内设有内外两个进气流道, 发动机中高工况下, 该装置通过阀门控制机构调节阀门的开度 来调节进入蜗壳进气外流道的进气量, 实现了变截面的功能。但该结构在发动机中高速工况 下, 在蜗壳外流道进气流道内存在气流混流现象, 并且在蜗壳内流道进气区域角度最大处气 流存中向蜗壳外流道的回流现象, 由此影响了发动机中髙工况下的性能。 CN101949326A respectively discloses a two-layer flow passage variable-section turbine control device, which comprises a turbine casing, and two inner and outer intake runners are arranged in the turbine casing, and the valve adjusts the opening of the valve through a valve control mechanism under high operating conditions in the engine. The degree of intake air entering the outer flow passage of the volute intake air is adjusted to realize the function of variable cross section. However, in the high-speed operating condition of the engine, there is a mixed flow phenomenon in the intake passage of the outer flow passage of the volute, and the backflow phenomenon of the outer flow passage of the airflow in the airflow of the inner portion of the flow passage in the volute is determined by This affects the performance of the engine under turbulent conditions.
因此, 希望设计一种可靠性高的多层可变几何蜗壳装置 (MLP) , 主要改善发动机中速 工况下的性能,并能提高发动机低速工况的进气量和效率,提升发动机高工况下的增压比,满 足发动机各个工况下的性能要求。  Therefore, it is desirable to design a highly reliable multi-layer variable geometry volute device (MLP), which mainly improves the performance of the engine under medium speed conditions, and can improve the intake air volume and efficiency of the engine at low speed conditions, and improve the engine height. The boost ratio under working conditions meets the performance requirements of the engine under various working conditions.
发明内容- 本发明要解决的问题是针对带废气旁通阀的涡轮增压器、可变截面涡轮增压器和现公开 的双流道涡轮增压器结构的上述不足, 提供一种主要改善发动机中速工况下的性能,并能提 高发动机低速工况的进气量和效率, 提升发动机高工况下的增压比, 有效满足发动机全工况 范围内的增压要求的多层可变几何蜗壳装置。 SUMMARY OF THE INVENTION - The problem to be solved by the present invention is to provide a major improvement in the engine for the aforementioned deficiencies of turbochargers with wastegate valves, variable area turbochargers and the disclosed dual-flow turbocharger structure. Performance under medium speed conditions, and can improve the intake air volume and efficiency of the engine under low speed conditions, improve the supercharging ratio under high engine conditions, and effectively multi-layer variable to meet the supercharging requirements in the full operating range of the engine. Geometric volute device.
为了解决上述问题, 本发明采用以下技术方案: 一种多层可变几何蜗壳装置, 包括涡轮蜗壳, 所述涡轮蜗壳内设有蜗壳进气流道和无 叶喷嘴, 所述涡轮蜗壳上设有与蜗壳进气流道相连通的蜗壳进气口; In order to solve the above problems, the present invention adopts the following technical solutions: A multi-layer variable geometry volute device, comprising a turbine volute, wherein the turbine volute is provided with a volute inlet flow passage and a vaneless nozzle, and the turbine volute is provided with a volute inlet flow passage Spiral inlet;
所述蜗壳进气流道内设有第一气动隔板, 所述第一气动隔板将蜗壳进气流道间隔为蜗 壳进气内流道和蜗壳进气外流道, 所述涡壳进气外流道位于所述涡壳进气内流道的周向外 在所述蜗壳进气外流道内设有第二气动隔板, 所述第二气动隔板将蜗壳进气外流道间 隔为第一分支流道和第二分支流道, 所述第二分支流道位于所述第一分支流道的周向外侧。  a first pneumatic baffle is disposed in the volute inlet flow passage, and the first pneumatic baffle partitions the volute intake flow passage into a volute intake inner flow passage and a volute intake outer flow passage, the volute An outer air flow passage is located at a circumference of the outer flow passage of the volute casing, and a second pneumatic partition is disposed in the outer flow passage of the outer casing of the volute, and the second pneumatic partition guides the outer flow passage of the volute The interval is a first branch flow path and a second branch flow path, and the second branch flow path is located outside the circumferential direction of the first branch flow path.
所述蜗壳进气内流道为常开进气流道;  The inner flow passage of the volute intake air is a normally open intake air passage;
蜗壳进气流道内靠近蜗壳进气口处设有控制第一分支流道和第二分支流道打开或关闭 的进气调节阀门。  An intake regulating valve for controlling the opening and closing of the first branch flow passage and the second branch flow passage is provided in the volute inlet flow passage near the volute inlet.
所述进气调节阀门在打开或关闭的同时可以给流入蜗壳进气内流道气流进行导流。 以下是本发明对上述方案的进一步改进:  The intake regulating valve can conduct the flow of the inflow airflow into the volute intake air while being opened or closed. The following is a further improvement of the above solution by the present invention:
所述进气调节阀门一体连接有进气调节阀门轴, 进气调节阀门轴与涡轮蜗壳转动连接。 进一步改进: 所述进气调节阀门的截面形状为扇形结构, 所述进气调节阀门轴设置在 进气调节阀门靠近蜗壳进气口一端端部。  The intake regulating valve is integrally connected with an intake adjusting valve shaft, and the intake adjusting valve shaft is rotatably connected with the turbine volute. Further improvement: the cross-sectional shape of the intake adjusting valve is a fan-shaped structure, and the intake adjusting valve shaft is disposed at an end end of the intake adjusting valve near the inlet of the volute casing.
进一步改进: 蜗壳进气流道内具有蜗壳内壁, 蜗壳内壁上与进气调节阀门相对应的位 置设有可容纳进气调节阀门的沉槽,所述进气调节阀门上设有与第一气动隔板相配合的配合 面。  Further improvement: the volute inlet flow passage has an inner wall of the volute, and the inner wall of the volute has a sinking groove corresponding to the intake regulating valve at a position corresponding to the intake regulating valve, and the intake adjusting valve is provided with the first The matching surface of the pneumatic separator.
进一步改进: 所述进气调节阀门与第二气动隔板之间具有移动的间隙, 该间隙控制在 Further improvement: there is a moving gap between the intake regulating valve and the second pneumatic diaphragm, and the gap is controlled
0.3- 1.5mm之间。 Between 0.3 and 1.5 mm.
进一步改进: 所述第一分支流道的截面积与第二分支流道的截面积的比值范围为 1/4〜 Further improvement: the ratio of the cross-sectional area of the first branch flow channel to the cross-sectional area of the second branch flow channel is 1/4~
1/2。 1/2.
进一歩改进: 所述蜗壳进气内流道进气区域角度为 120〜210度之间的任意之角度, 所 对应的蜗壳进气外流道的进气区域角度为 150〜240度之间的任意之角度,所述蜗壳进气内流 道和蜗壳进气外流道的进气区域角度之和为 360度。  Further improvement: the angle of the intake region of the inner inlet of the volute intake air is an arbitrary angle between 120 and 210 degrees, and the angle of the intake region of the outer passage of the corresponding outer casing of the volute is between 150 and 240 degrees In any angle, the sum of the angles of the intake regions of the volute intake inner passage and the volute intake outer passage is 360 degrees.
进一步改进: 所述第一分支流道的进气区域角度和第二分支流道的进气区域角度之比 的范围为 1 : 2〜1: 6。  Further improvement: the ratio of the angle of the intake region of the first branch flow channel to the angle of the intake region of the second branch flow channel is 1: 2~1: 6.
进一步改进: 在所述第一分支流道内靠近无叶喷嘴的进气区域内均匀设有 1-2个导流叶 片。  Further improvement: 1-2 guide vanes are evenly disposed in the intake region of the first branch flow passage adjacent to the vaneless nozzle.
进一歩改进: 所述第二分支流道内靠近无叶喷嘴的进气区域内设有 1个导流叶片。 另一种改进: 所述进气调节阀门的截面形状为矩形结构, 所述进气调节阀门轴设置在 第二气动隔板上靠近进气口的一端的端部位置; Further improvement: One guide vane is disposed in the intake region of the second branch flow passage near the vaneless nozzle. Another improvement: the cross-sectional shape of the intake adjusting valve is a rectangular structure, and the intake adjusting valve shaft is disposed at an end position of the second pneumatic baffle near one end of the air inlet;
所述进气调节阀门轴的中心到进气调节阀门靠近第一气动隔板一端的距离与进气调节 阀门轴的中心到进气调节阀门靠近蜗壳内壁的距离比值范围为 1/4〜1/2。  The distance from the center of the intake adjusting valve shaft to the end of the intake adjusting valve close to the first pneumatic diaphragm and the distance from the center of the intake adjusting valve shaft to the intake adjusting valve near the inner wall of the volute is 1/4~1 /2.
进一步改进: 所述进气调节阀门的两端分别为斜面结构, 所述蜗壳内壁上和第一气动 隔板上分别设有与进气调节阀门的两端相配合的配合面。  Further improvement: the two ends of the air intake adjusting valve are respectively inclined structures, and the inner surface of the volute and the first pneumatic partition are respectively provided with matching surfaces matching the two ends of the air intake adjusting valve.
另一种改进:  Another improvement:
所述进气调节阀门的截面形状为矩形结构, 所述进气调节阀轴设置在进气调节阔门靠 近第一气动隔板的一端端部。  The cross-sectional shape of the intake adjusting valve is a rectangular structure, and the intake adjusting valve shaft is disposed at an end end of the intake adjusting bed adjacent to the first pneumatic partition.
进一步改进: 所述进气调节阀门远离进气调节阀门轴的一端为斜面结构, 所述蜗壳内 壁上和第二气动隔板上分别设有与进气调节阀门相配合的配合面。  Further improvement: one end of the intake adjusting valve away from the axis of the intake adjusting valve is a bevel structure, and the inner surface of the volute and the second pneumatic baffle are respectively provided with a matching surface matched with the intake adjusting valve.
进一步改进: 所述第一分支流道进气区域角度和第二分支流道的进气区域角度之比的 范围为 6: 1〜2: 1。  Further improvement: the ratio of the angle of the first branch flow passage inlet region to the angle of the second branch runner intake region is 6:1~2:1.
进一步改进: 第二分支流道的截面积与第一分支流道的截面积之比范围为 1/4〜1/2。 进一步改进:所述第一分支流道内靠近无叶喷嘴的进气区域内均匀设有 2-3个导流叶片。 进一步改进: 所述进气调节阀门上与第二气动隔板的相对应的位置设有一个与第二气 动隔板相配合的凹槽, 所述凹槽内设有与第二气动隔板相配合的配合面。  Further improvement: The ratio of the cross-sectional area of the second branch flow path to the cross-sectional area of the first branch flow path ranges from 1/4 to 1/2. Further improvement: 2-3 guiding vanes are evenly arranged in the air intake region of the first branch flow channel near the bladeless nozzle. Further improvement: a position corresponding to the second pneumatic baffle is disposed on the intake adjusting valve at a position corresponding to the second pneumatic baffle, and the groove is provided with the second pneumatic baffle Matching mating surface.
当发动机处于中速工况范围时, 进气调节阀门上所设计的凹槽可以有效密封进入第二 分支流道的气流进入第一分支流道中。  When the engine is in the medium speed range, the groove on the intake regulating valve can effectively seal the airflow entering the second branch flow path into the first branch flow path.
本发明采用上述三种设计方案的工作原理相同, 但由于进气调节阀门结构及进气调节 阀门轴位置的不同, 第一分支流道和第二分支流道的流道截面积及进气区域角度值的不同, 由此三种设计方案的工作过程不相同。在发动机低速工况范围时, 三种设计结构的工作过程 都是相同的。 此时, 进气调节阀门轴在进气调节控制机构的带动下, 带动与之一体连接的进 气调节阀门转动, 从而将第一分支流道和第二分支流道关闭, 由发动机排出的废气仅流经蜗 壳进气内流道从而带动涡轮做功, 由于蜗壳进气内流道截面积比较小, 可以有效提高涡轮的 进气流速, 提升低速工况的增压压力, 减少增压迟滞的影响。  The working principle of the above three design schemes is the same, but the flow passage cross-sectional area and the intake area of the first branch flow passage and the second branch flow passage are different due to the difference between the intake adjustment valve structure and the position of the intake adjustment valve shaft. The angle values are different, so the working process of the three design schemes is different. The working process of the three design structures is the same in the low engine operating range. At this time, the intake adjustment valve shaft is driven by the intake adjustment control mechanism to drive the intake adjustment valve connected to the one body to rotate, thereby closing the first branch flow passage and the second branch flow passage, and exhausting the exhaust gas from the engine. It only flows through the inner flow passage of the volute casing to drive the turbine to work. Since the cross-sectional area of the inner flow passage of the volute casing is relatively small, the intake flow rate of the turbine can be effectively increased, the supercharging pressure of the low-speed working condition can be increased, and the supercharging hysteresis can be reduced. Impact.
发动机处于中速工况范围时, 进气调节阀门截面结构为扇形的方案的工作过程为, 进 气调节阀门轴在进气调节控制机构的带动下, 带动与之一体连接的进气调节阔门转动, 从而 将第一分支流道打开, 第二分支流道关闭。 此时, 经发动机排出的废气流经蜗壳进气内流道 和第一分支流道从而带动涡轮做功。由于在第一分支流道的无叶喷嘴处设有一个或两个固定 的导流叶片, 且第一分支流道的截面积小于第二分支流道的截面积, 因此蜗壳进气流道截面 积变大, 但并非最大进气流截面积, 此结构及截面积大小设计可有效满足发动机中等转速下 进入涡轮的进气量, 提高发动机排出废气能量利用率, 满足发动机中等转速的增压要求, 有 效改善发动机中等转速下的工作性能。 When the engine is in the medium speed condition range, the working process of the sectional structure of the intake adjusting valve is a fan-shaped scheme. The intake adjusting valve shaft is driven by the intake adjusting control mechanism to drive the air-conditioning adjusting wide door connected with one body. Rotate to open the first branch flow path and the second branch flow path to close. At this time, the exhaust gas discharged through the engine flows through the inner flow passage of the volute casing and the first branch flow passage to drive the turbine to perform work. Due to one or two fixings at the leafless nozzle of the first branch flow channel The guide vane, and the cross-sectional area of the first branch flow passage is smaller than the cross-sectional area of the second branch flow passage, so the cross-sectional area of the volute intake flow passage becomes larger, but not the maximum intake flow cross-sectional area, and the structure and cross-sectional area design It can effectively meet the intake air volume entering the turbine at medium engine speed, improve the energy consumption of the engine exhaust gas, meet the supercharge demand of the engine medium speed, and effectively improve the working performance of the engine at medium speed.
发动机处于中速工况范围时, 进气调节阀门截面结构为矩形, 且阀门轴位于中置的方 案及进气调节阀门与第二气动隔板的接触面上设计凹槽的工作过程为,进气调节阀门轴在进 气调节控制机构的带动下, 带动与之一体连接的进气调节阀门转动, 从而将第一分支流道和 第二分支流道同时打开处于一个比较小的开度。此时, 经发动机排出的废气流经蜗壳进气内 流道、 第一分支流道及第二分支流道, 从而带动涡轮做功。 由于在第一分支流道的无叶喷嘴 处设有一个或两个固定的导流叶片,且第一分支流道和第二分支流道并不是处于完全打开的 状态, 因此蜗壳进气流道截面积变大, 但并非最大进气流截面积, 此结构及截面积大小设计 可有效满足发动机中等转速下进入涡轮的进气量, 提高发动机排出废气能量利用率, 满足发 动机中等转速的增压要求, 有效改善发动机中等转速下的工作性能。  When the engine is in the medium speed condition range, the cross-section structure of the intake adjusting valve is rectangular, and the working process of designing the groove on the contact surface of the valve shaft in the middle position and the contact surface of the intake adjusting valve and the second pneumatic diaphragm is The air regulating valve shaft is driven by the air intake adjusting control mechanism to drive the air intake adjusting valve connected to the one body to rotate, so that the first branch flow path and the second branch flow path are simultaneously opened at a relatively small opening degree. At this time, the exhaust gas discharged through the engine flows through the inner flow passage of the volute casing, the first branch flow passage, and the second branch flow passage, thereby driving the turbine to perform work. Since one or two fixed guide vanes are provided at the vaneless nozzle of the first branch flow path, and the first branch flow path and the second branch flow path are not in a fully open state, the volute intake flow path The cross-sectional area becomes larger, but it is not the maximum intake air flow cross-sectional area. The structure and cross-sectional area are designed to effectively meet the intake air volume entering the turbine at medium engine speed, improve the energy consumption of the engine exhaust gas, and meet the supercharging requirements of the engine medium speed. , effectively improve the performance of the engine at medium speed.
发动机处于中速工况范围时, 进气调节阀门截面结构为矩形, 且阀门轴位于第一气动 隔板的方案的工作过程为, 进气调节阀门轴在进气调节控制机构的带动下, 带动与之一体连 接的进气调节阀门转动, 从而将第二分支流道打开。 此时, 经发动机排出的废气流经蜗壳进 气内流道、 第二分支流道, 从而带动涡轮做功。 由于在第一分支流道的无叶喷嘴处设有两个 或三个固定的导流叶片, 且第二分支流道截面积小于第一分支流道的截面积, 因此蜗壳进气 流道截面积变大, 但并非最大进气流截面积, 此结构及截面积大小设计可有效满足发动机中 等转速下进入涡轮的进气量, 提高发动机排出废气能量利用率, 满足发动机中等转速的增压 要求, 有效改善发动机中等转速下的工作性能。  When the engine is in the medium speed condition range, the sectional structure of the intake adjusting valve is rectangular, and the working principle of the valve shaft in the first pneumatic diaphragm is that the intake adjusting valve shaft is driven by the intake adjusting control mechanism. The intake regulating valve connected to one of the bodies rotates to open the second branch flow path. At this time, the exhaust gas discharged through the engine flows through the inner flow passage of the volute casing and the second branch flow passage, thereby driving the turbine to perform work. Since two or three fixed guide vanes are provided at the vaneless nozzle of the first branch flow passage, and the cross-sectional area of the second branch flow passage is smaller than the cross-sectional area of the first branch flow passage, the volute intake flow passage is cut The area becomes larger, but it is not the maximum intake flow cross-sectional area. The structure and cross-sectional area are designed to effectively meet the intake air volume entering the turbine at medium engine speed, improve the energy consumption of the exhaust gas from the engine, and meet the supercharging requirements of the medium-speed engine. Effectively improve the performance of the engine at medium speed.
发动机处于高速工况范围时, 三种设计方案的进气调节阔门轴在进气调节控制机构的 带动下,带动与之一体连接的进气调节阀门转动,从而将第一分支流道、第二分支流道打开。 此时第一分支流道、第二分支流道及蜗壳进气内流道同时处于工作状态, 由于蜗壳进气流道 工作截面积增大, 又由于在第一分支流道的无叶喷嘴处设有导流叶片, 可有效引导进气流以 合适的气流角进入涡轮叶轮, 提高了涡轮进气效率, 从而提高了高速工况的增压比。  When the engine is in the high-speed working condition range, the three-design air intake adjusting wide door shaft is driven by the air intake adjusting control mechanism to drive the air intake adjusting valve connected with one body to rotate, thereby the first branch flow path, The two branch flow channels are open. At this time, the first branch flow path, the second branch flow path, and the volute intake inner flow path are simultaneously in operation, because the working cross-sectional area of the volute intake flow path is increased, and the leafless nozzle in the first branch flow path is Guide vanes are provided at the inlet to effectively guide the intake airflow into the turbine impeller at a suitable airflow angle, which improves the turbine intake efficiency and thus increases the boost ratio of the high speed operating conditions.
综上所述, 本发明可有效改善发动机中等转速工况下的性能, 并能提高发动机低速工 况的进气效率,减少涡轮迟滞现象, 而且还可以提升发动机高工况下的增压比。 本发明中的 蜗壳结构继承性好, 容易快速实现工程化。 设计的进气调节装置结构简单, 控制方式容易实 现, 可靠性高。 下面结合附图和对本发明做进一步说明。 In summary, the invention can effectively improve the performance of the engine under medium speed conditions, and can improve the intake efficiency of the engine under low speed conditions, reduce the turbo lag phenomenon, and can also improve the boost ratio of the engine under high working conditions. The volute structure of the present invention has good inheritance and is easy to realize engineering quickly. The designed air intake adjusting device has a simple structure, an easy control method and high reliability. The invention will be further described below in conjunction with the accompanying drawings.
附图说明: BRIEF DESCRIPTION OF THE DRAWINGS:
附图 1是本发明实施例 1中蜗壳进气内流道进气区域角度为 150度时的 0-180度流道 截面的结构示意图;  BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a structural schematic view showing a cross section of a 0-180 degree flow passage when an angle of an intake region of an inner flow passage of a volute casing is 150 degrees in the first embodiment of the present invention;
附图 2是本发明实施例 1中发动机低速工况时的结构示意图;  Figure 2 is a schematic view showing the structure of the engine in the low speed condition of the embodiment 1 of the present invention;
附图 3是本发明实施例 1中发动机中速工况时的结构示意图;  Figure 3 is a schematic structural view of an engine in a medium speed condition according to Embodiment 1 of the present invention;
附图 4是本发明实施例 1中发动机高速工况时的结构示意图;  Figure 4 is a schematic structural view of the engine in the high speed working condition of the embodiment 1 of the present invention;
附图 5是本发明实施例 2中发动机低速工况时的结构示意图;  Figure 5 is a schematic view showing the structure of the engine in the low speed condition of the embodiment 2 of the present invention;
附图 6是本发明实施例 2中发动机中速工况时的结构示意图;  Figure 6 is a schematic view showing the structure of the engine in the medium speed condition in the second embodiment of the present invention;
附图 7是本发明实施例 2中发动机高速工况时的结构示意图;  Figure 7 is a schematic structural view of the engine in a high speed working condition in Embodiment 2 of the present invention;
附图 8是本发明实施例 3中蜗壳进气内流道进气区域角度为 150度时的 0-180度流道 截面的结构示意图;  Figure 8 is a structural schematic view showing a cross section of a 0-180 degree flow passage when the angle of the intake region of the volute intake passage in the embodiment 3 of the present invention is 150 degrees;
附图 9是本发明实施例 3中发动机低速工况时的结构示意图;  Figure 9 is a schematic view showing the structure of the engine in the low speed condition of the embodiment 3 of the present invention;
附图 10是本发明实施例 3中发动机中速工况时的结构示意图;  Figure 10 is a schematic view showing the structure of an engine in a medium speed condition according to Embodiment 3 of the present invention;
附图 11是本发明实施例 3中发动机高速工况时的结构示意图;  Figure 11 is a schematic structural view of the engine in the high speed working condition of the embodiment 3 of the present invention;
附图 12是本发明实施例 4中发动机低速工况时的结构示意图;  Figure 12 is a schematic view showing the structure of the engine in the low speed condition of the embodiment 4 of the present invention;
附图 13是本发明实施例 4中发动机中速工况时的结构示意图;  Figure 13 is a schematic view showing the structure of the engine in the medium speed condition in the fourth embodiment of the present invention;
附图 14是本发明实施例 4中发动机高速工况时的结构示意图。  Figure 14 is a schematic view showing the structure of the engine in the high speed mode of the embodiment 4 of the present invention.
图中: 1-涡轮蜗壳; 2-无叶喷嘴; 3-蜗壳进气口; 4-第一气动隔板; 5-蜗壳进气内流 道; 6-第二气动隔板; 7-第一分支流道; 8-第二分支流道; 9-进气调节阀门; 10-进气调节 阀门轴; 11-导流叶片; 12-蜗壳内壁; 13-凹槽; 14-沉槽。  In the figure: 1-turbine volute; 2-blade nozzle; 3- volute inlet; 4-first pneumatic baffle; 5- volute intake inner flow; 6-second pneumatic baffle; - first branch flow path; 8- second branch flow path; 9-intake regulating valve; 10-intake regulating valve shaft; 11-guide vane; 12-volute inner wall; 13-groove; groove.
具体实施方式: detailed description:
实施例 1, 如图 1、 图 2所示, 一种多层可变几何蜗壳装置, 包括涡轮蜗壳 1, 所述涡轮 蜗壳 1内设有蜗壳进气流道和无叶喷嘴 2, 所述涡轮蜗壳 1上设有与蜗壳进气流道相连通的蜗 壳进气口 3。  Embodiment 1, as shown in FIG. 1 and FIG. 2, a multi-layer variable geometry volute device includes a turbine volute 1 in which a volute inlet flow passage and a vaneless nozzle 2 are disposed. The turbine volute 1 is provided with a volute air inlet 3 communicating with the volute intake air passage.
所述蜗壳进气流道内设有第一气动隔板 4, 所述第一气动隔板 4将蜗壳进气流道间隔为 蜗壳进气内流道 5和蜗壳进气外流道,所述涡壳进气外流道位于所述涡壳进气内流道 5的周向 外侧。  a first pneumatic baffle 4 is disposed in the volute inlet flow passage, and the first pneumatic baffle 4 divides the volute intake flow passage into a volute intake inner flow passage 5 and a volute intake outer flow passage. The outer casing outer flow passage is located on the outer circumferential side of the inner flow passage 5 of the volute casing.
在所述蜗壳进气外流道内设有第二气动隔板 6, 所述第二气动隔板 6将蜗壳进气外流道 间隔为第一分支流道 7和第二分支流道 8,所述第二分支流道 8位于所述第一分支流道 7的周向 外侧。 所述蜗壳进气内流道 5为常开进气流道。 a second pneumatic partition 6 is disposed in the outer flow passage of the volute casing, and the second pneumatic partition 6 divides the outer flow passage of the outer casing of the volute into a first branch flow passage 7 and a second branch flow passage 8, The second branch flow path 8 is located outside the circumferential direction of the first branch flow path 7. The volute intake inner flow passage 5 is a normally open intake flow passage.
蜗壳进气流道内靠近蜗壳进气口 3处设有控制第一分支流道 7和第二分支流道 8打开或 关闭的进气调节阔门 9。  An intake regulating wide door 9 for controlling the opening and closing of the first branch flow path 7 and the second branch flow path 8 is provided in the volute intake air passage near the volute air inlet 3.
所述蜗壳进气内流道 5、 第一分支流道 7和第二分支流道 8均实现部分周向进气。  The volute intake inner flow passage 5, the first branch flow passage 7 and the second branch flow passage 8 each achieve partial circumferential intake.
所述第一气动隔板 4和第二气动隔板 6与涡轮蜗壳 1铸造一体连接。  The first pneumatic diaphragm 4 and the second pneumatic diaphragm 6 are integrally coupled to the turbine volute 1 .
所述进气调节阀门 9一体连接有进气调节阔门轴 10, 进气调节阀门轴 10与涡轮蜗壳 1转 动连接, 所述进气调节阀门轴 10在进气调节控制机构的带动下转动, 带动一体连接的进气调 节阀门 9转动, 从而使第一分支流道 7和第二分支流道 8处于打开或关闭状态。  The intake adjusting valve 9 is integrally connected with an intake adjusting wide door shaft 10, and the intake adjusting valve shaft 10 is rotatably connected with the turbine volute 1 , and the intake adjusting valve shaft 10 is rotated by the intake adjusting control mechanism. The intake adjusting valve 9 that drives the integral connection is rotated, so that the first branch flow path 7 and the second branch flow path 8 are in an open or closed state.
所述进气调节阀门 9的截面形状为扇形结构, 所述进气调节阀门轴 10设置在进气调节阀 门 9靠近蜗壳进气口 3—端端部。  The cross-sectional shape of the intake adjusting valve 9 is a fan-shaped structure, and the intake adjusting valve shaft 10 is disposed at an end portion of the intake adjusting valve 9 near the volute intake port.
蜗壳进气流道内具有蜗壳内壁 12, 蜗壳内壁 12上与进气调节阀门 9相对应的位置设有可 容纳进气调节阀门 9的沉槽 14,所述进气调节阀门 9上设有与第一气动隔板 4相配合的配合面。  The volute inlet flow passage has a volute inner wall 12, and the volute inner wall 12 is provided with a sinking groove 14 for accommodating the intake adjusting valve 9 at a position corresponding to the intake adjusting valve 9, and the intake adjusting valve 9 is provided A mating surface that cooperates with the first pneumatic diaphragm 4.
所述进气调节阀门 9与第二气动隔板 6之间具有移动的间隙 h, 该间隙 h控制在  The intake regulating valve 9 and the second pneumatic diaphragm 6 have a moving gap h, and the gap h is controlled at
0. 3-1. 5mm。 0. 3-1. 5mm.
第一分支流道 7和第二分支流道 8的进气口设计原则为: 在保证所需的流通面积时, 应 尽可能的保持较宽的进气宽度 W, 以确保进气口的高度值 H在受控区间内。  The air inlet design principles of the first branch flow path 7 and the second branch flow path 8 are as follows: When ensuring the required flow area, the width of the intake air should be kept as wide as possible to ensure the height of the air inlet. The value H is within the controlled range.
所述第一分支流道 7的截面积与第二分支流道 8的截面积的比值范围为 1/4〜1/2。  The ratio of the cross-sectional area of the first branch flow path 7 to the cross-sectional area of the second branch flow path 8 ranges from 1/4 to 1/2.
所述蜗壳进气内流道 5进气区域角度 α为 120〜210度之间的任意之角度, 所对应的蜗壳 进气外流道的进气区域角度为 150〜240度之间的任意之角度, 所述蜗壳进气内流道 5和蜗壳 进气外流道的进气区域角度之和为 360度。  The angle Δ of the intake region of the volute intake inner passage 5 is an arbitrary angle between 120 and 210 degrees, and the angle of the intake region of the corresponding volute intake outer passage is between 150 and 240 degrees. From the angle, the sum of the angles of the intake regions of the volute intake inner flow passage 5 and the volute intake outer flow passage is 360 degrees.
所对应所述第一分支流道 7的进气区域角度 Ρ和第二分支流道 8的进气区域角度 γ之比 的范围为 1 : 2〜1: 6, 还可以根据情况进行任意调整。  The ratio of the ratio of the intake region angle Ρ of the first branch flow path 7 to the intake region angle γ of the second branch flow path 8 is 1 : 2 to 1 : 6, and can be arbitrarily adjusted depending on the situation.
为改善发动机低速工况性能, 所述蜗壳进气内流道 5内靠近喷嘴处设置无叶喷嘴 2, 在 蜗壳进气内流道 5内靠近无叶喷嘴 2的进气区域内均匀设有 1-2个导流叶片 11。  In order to improve the performance of the engine at a low speed condition, the vaneless nozzle 2 is disposed in the volute intake inner flow passage 5 near the nozzle, and is uniformly disposed in the intake region of the volute intake inner flow passage 5 near the vaneless nozzle 2. There are 1-2 guide vanes 11.
为改善发动机中速工况下的性能, 在所述第一分支流道 7内靠近无叶喷嘴 2的进气区域 内设置 1-2个安装角度不等导流叶片 11。 以诱导进入第一分支流道 7的进气流以合理的进气角 度进入涡轮。  In order to improve the performance under the medium speed condition of the engine, 1-2 installation angle unequal guide vanes 11 are disposed in the intake region of the first branch flow path 7 near the vaneless nozzle 2. The intake air flow induced into the first branch flow path 7 enters the turbine at a reasonable intake angle.
所述第二分支流道 8内靠近无叶喷嘴 2的进气区域内设置 1个导流叶片 11。  One guide vane 11 is disposed in the intake region of the second branch flow path 8 near the vaneless nozzle 2.
如图 2所示, 发动机处于低速工况范围时, 进气调节阀门轴 10在进气调节控制机构的带 动下, 带动与之一体连接的进气调节阀门 9转动, 从而将第一分支流道 7和第二分支流道 8关 闭, 此时由发动机排出的废气仅流经蜗壳进气内流道 5从而带动涡轮做功, 由于蜗壳进气内 流道截面积比较小, 可以有效提高涡轮的进气流速, 提升低速工况的增压压力, 减少增压迟 滞的影响。 As shown in FIG. 2, when the engine is in the low speed range, the intake adjusting valve shaft 10 is driven by the intake adjusting control mechanism to drive the air intake adjusting valve 9 connected to the body to rotate, thereby connecting the first branch flow path. 7 and the second branch runner 8 Closed, at this time, the exhaust gas discharged by the engine only flows through the inner flow passage 5 of the volute casing to drive the turbine to work. Since the cross-sectional area of the inner flow passage of the volute casing is relatively small, the intake flow rate of the turbine can be effectively improved, and the low-speed work can be improved. The boost pressure of the condition reduces the effect of boost hysteresis.
如图 3所示, 发动机处于中速工况范围时, 进气调节阀门轴 10在进气调节控制机构的带 动下, 带动与之一体连接的进气调节阀门 9转动, 从而将第一分支流道 7打开, 第二分支流道 8仍处于关闭状态。 此时, 经发动机排出的废气流经蜗壳进气内流道 5和第一分支流道 7从而 带动涡轮做功。 由于在第一分支流道 7的无叶喷嘴 2处设有固定的导流叶片 11, 且第一分支流 道 7的截面积小于第二分支流道 8的截面积, 因此蜗壳进气流道截面积变大, 但并非最大进气 流截面积, 此结构及截面积大小设计可有效满足发动机中等转速下进入涡轮的进气量, 提高 发动机排出废气能量利用率, 满足发动机中等转速的增压要求, 有效改善发动机中等转速下 的工作性能。  As shown in FIG. 3, when the engine is in the medium speed condition range, the intake adjustment valve shaft 10 is driven by the intake adjustment control mechanism to drive the intake adjustment valve 9 connected to the body to rotate, thereby the first branch flow. Lane 7 is open and the second branch runner 8 is still closed. At this time, the exhaust gas discharged through the engine flows through the volute intake inner flow passage 5 and the first branch flow passage 7 to drive the turbine to perform work. Since the fixed guide vane 11 is provided at the vaneless nozzle 2 of the first branch flow path 7, and the cross-sectional area of the first branch flow path 7 is smaller than the cross-sectional area of the second branch flow path 8, the volute intake flow path The cross-sectional area becomes larger, but it is not the maximum intake air flow cross-sectional area. The structure and cross-sectional area are designed to effectively meet the intake air volume entering the turbine at medium engine speed, improve the energy consumption of the engine exhaust gas, and meet the supercharging requirements of the engine medium speed. , effectively improve the performance of the engine at medium speed.
如图 4所示, 发动机处于高速工况范围时, 进气调节阀门轴 10在进气调节控制机构的带 动下, 带动与之一体连接的进气调节阀门 9转动至沉槽 14内, 从而将第一分支流道 7、 第二分 支流道 8打开。此时,第一分支流道 7、第二分支流道 8及蜗壳进气内流道 5同时处于工作状态, 由于蜗壳进气流道工作截面积增大, 又由于在第一分支流道 7的无叶喷嘴 2处设有导流叶片 11, 可有效引导进气流以合适的气流角进入涡轮叶轮, 提高了涡轮进气效率, 从而提高了高 速工况的增压比。  As shown in FIG. 4, when the engine is in the high-speed working condition range, the intake adjusting valve shaft 10 is driven by the intake adjusting control mechanism to drive the intake adjusting valve 9 connected to the body to rotate into the sinking groove 14, thereby The first branch flow path 7 and the second branch flow path 8 are opened. At this time, the first branch flow path 7, the second branch flow path 8, and the volute intake inner flow path 5 are simultaneously in operation, due to the increased cross-sectional area of the volute intake flow passage and the first branch flow path. The vaneless nozzle 2 of the 7 is provided with a guide vane 11 which can effectively guide the intake air flow into the turbine impeller at a suitable air flow angle, thereby improving the turbine intake efficiency and thereby increasing the supercharging ratio of the high speed working condition.
实施例 2, 如图 5所示, 实施例 1中, 所述进气调节阀门 9的截面形状还可以为矩形结构, 所述进气调节阔门轴 10设置在第二气动隔板 6上靠近进气口 3的一端的端部位置。  Embodiment 2, as shown in FIG. 5, in Embodiment 1, the sectional shape of the intake adjusting valve 9 may also be a rectangular structure, and the intake adjusting shaft shaft 10 is disposed on the second pneumatic partition 6 The end position of one end of the intake port 3.
所述进气调节阀门轴 10的中心位置到进气调节阀门 9靠近第一气动隔板 4一端的距离与 进气调节阀门轴 10的中心到进气调节阀门 9靠近蜗壳内壁 12的距离比值范围为 1/4〜1/2。  The distance from the center position of the intake adjusting valve shaft 10 to the end of the intake adjusting valve 9 near the first pneumatic diaphragm 4 and the distance from the center of the intake adjusting valve shaft 10 to the intake adjusting valve 9 near the inner wall 12 of the volute The range is 1/4 to 1/2.
为保证进气调节阀门 9与蜗壳内壁 12和第一气动隔板 4实现良好密封配合, 所述进气调 节阀门 9的两端分别为斜面结构,所述蜗壳内壁 12上和第一气动隔板 4上分别设有与进气调节 阀门 9的两端相配合的配合面。  In order to ensure a good sealing fit between the intake adjusting valve 9 and the volute inner wall 12 and the first pneumatic baffle 4, the two ends of the intake adjusting valve 9 are respectively inclined structures, the inner wall 12 of the volute and the first pneumatic The partition plates 4 are respectively provided with mating faces that cooperate with both ends of the intake regulating valve 9.
如图 5所示, 发动机处于低速工况范围时, 进气调节阀门轴 10在进气调节控制机构的带 动下, 带动与之一体连接的进气调节阔门 9转动, 从而将第一分支流道 7和第二分支流道 8关 闭, 此时蜗壳进气内流道 5处于打开状态, 由发动机排出的废气仅流经蜗壳进气内流道 5从而 带动涡轮做功, 由于蜗壳进气内流道截面积比较小, 可以有效提高涡轮的进气流速, 提升低 速工况的增压压力, 减少增压迟滞的影响。 如图 6所示, 发动机处于中速工况范围时, 进气调节阀门轴 10在进气调节控制机构的带 动下, 带动与之一体连接的进气调节阀门 9转动, 从而将第一分支流道 7和第二分支流道 8同 时打开处于一个比较小的开度。 此时, 经发动机排出的废气流经蜗壳进气内流道 5、 第一分 支流道 7及第二分支流道 8, 从而带动涡轮做功。 由于在第一分支流道 7的无叶喷嘴 2处设有一 个或两个固定的导流叶片 11, 且第一分支流道 7和第二分支流道 8并不是处于完全打开的状 态, 因此蜗壳进气流道截面积变大, 但并非最大进气流截面积, 此结构及截面积大小设计可 有效满足发动机中等转速下进入涡轮的进气量,提高发动机排出废气能量利用率, 满足发动 机中等转速的增压要求, 有效改善发动机中等转速下的工作性能。 As shown in FIG. 5, when the engine is in the low speed range, the intake adjustment valve shaft 10 is driven by the intake adjustment control mechanism to drive the air intake adjusting wide door 9 connected to the body to rotate, thereby the first branch flow. The passage 7 and the second branch flow passage 8 are closed, and at this time, the volute intake inner passage 5 is in an open state, and the exhaust gas discharged from the engine only flows through the volute intake inner passage 5 to drive the turbine to work, due to the volute The cross-sectional area of the gas flow passage is relatively small, which can effectively increase the intake flow rate of the turbine, increase the supercharging pressure of the low-speed working condition, and reduce the influence of the supercharging hysteresis. As shown in FIG. 6, when the engine is in the medium speed condition range, the intake adjustment valve shaft 10 is driven by the intake adjustment control mechanism to drive the intake adjustment valve 9 connected to the body to rotate, thereby the first branch flow. The track 7 and the second branch flow path 8 are simultaneously opened at a relatively small opening. At this time, the exhaust gas discharged through the engine flows through the volute intake inner flow passage 5, the first branch flow passage 7, and the second branch flow passage 8, thereby driving the turbine to perform work. Since one or two fixed guide vanes 11 are provided at the vaneless nozzle 2 of the first branch flow path 7, and the first branch flow path 7 and the second branch flow path 8 are not in a fully open state, The cross-sectional area of the volute inlet flow passage becomes larger, but it is not the maximum intake flow cross-sectional area. The structure and cross-sectional area are designed to effectively meet the intake air volume entering the turbine at medium engine speed, improve the energy consumption of the exhaust gas from the engine, and satisfy the engine medium. The supercharging requirement of the speed is effective to improve the working performance of the engine at medium speed.
如图 7所示, 发动机处于高速工况范围时, 进气调节阀门轴 10在进气调节控制机构的带 动下, 带动与之一体连接的进气调节阀门 9转动, 从而将第一分支流道 7、 第二分支流道 8打 开。 此时, 第一分支流道 7、 第二分支流道 8及蜗壳进气内流道 5同时处于工作状态, 由于蜗 壳进气流道工作截面积增大, 又由于在第一分支流道 7的无叶喷嘴 2处设有导流叶片 11, 可有 效引导进气流以合适的气流角进入涡轮叶轮, 提高了涡轮进气效率, 从而提高了高速工况的 增压比。  As shown in FIG. 7, when the engine is in the high-speed working condition range, the intake adjusting valve shaft 10 is driven by the intake adjusting control mechanism to drive the air-conditioning adjusting valve 9 connected to the body to rotate, thereby connecting the first branch flow path. 7. The second branch flow path 8 is opened. At this time, the first branch flow path 7, the second branch flow path 8, and the volute intake inner flow path 5 are simultaneously in operation, due to the increased cross-sectional area of the volute intake flow path and the first branch flow path. The vaneless nozzle 2 of the 7 is provided with a guide vane 11 which can effectively guide the intake air flow into the turbine impeller at a suitable air flow angle, thereby improving the turbine intake efficiency and thereby increasing the supercharging ratio of the high speed working condition.
实施例 3, 如图 8、 图 9所示, 上述实施例 2中, 所述进气调节阀轴 10还可以设置在进气 调节阀门 9靠近第一气动隔板 4的一端端部。  Embodiment 3 As shown in Figs. 8 and 9, in the above embodiment 2, the intake adjusting valve shaft 10 may be disposed at an end portion of the intake adjusting valve 9 adjacent to the first pneumatic diaphragm 4.
所述进气调节阀门 9远离进气调节阀门轴 10的一端为斜面结构, 所述蜗壳内壁 12上和第 二气动隔板 6上分别设有与进气调节阀门 9相配合的配合面。  One end of the intake adjusting valve 9 away from the intake adjusting valve shaft 10 is a beveled structure, and the inner surface of the volute 12 and the second pneumatic partition 6 are respectively provided with mating faces for matching with the intake adjusting valve 9.
根据进气调节阀门轴的位置, 所述第一分支流道 7进气区域角度 β和第二分支流道 8的 进气区域角度 Y之比的范围为 6: 1〜2: 1 , 还可以根据情况进行任意调整。  The ratio of the ratio of the intake region angle β of the first branch flow passage 7 to the intake region angle Y of the second branch flow passage 8 is 6:1 to 2:1 according to the position of the intake adjusting valve shaft. Make any adjustments depending on the situation.
第二分支流道 8的截面积与第一分支流道 7的截面积之比范围为 1/4〜1/2。  The ratio of the cross-sectional area of the second branch flow path 8 to the cross-sectional area of the first branch flow path 7 ranges from 1/4 to 1/2.
所述第一分支流道 7内靠近无叶喷嘴 2的进气区域内均匀设置 2-3个安装角度不同的导流 叶片 11。  2-3 guide vanes 11 having different mounting angles are uniformly disposed in the intake region of the first branch flow path 7 near the vaneless nozzle 2.
如图 9所示, 发动机处于低速工况范围时, 进气调节阀门轴 10在进气调节控制机构的带 动下, 带动与之一体连接的进气调节阀门 9转动, 从而将第一分支流道 7和第二分支流道 8关 闭, 此时蜗壳进气内流道 5处于打开状态, 由发动机排出的废气仅流经蜗壳进气内流道 5从而 带动涡轮做功, 由于蜗壳进气内流道截面积比较小, 可以有效提高涡轮的进气流速, 提升低 速工况的增压压力, 减少增压迟滞的影响。  As shown in FIG. 9, when the engine is in the low speed range, the intake adjusting valve shaft 10 is driven by the intake adjusting control mechanism to drive the air intake adjusting valve 9 connected to the body to rotate, thereby connecting the first branch flow path. 7 and the second branch flow passage 8 is closed, at this time, the volute intake inner flow passage 5 is in an open state, and the exhaust gas discharged from the engine flows only through the volute intake inner flow passage 5 to drive the turbine to work, due to the volute intake The cross-sectional area of the inner flow passage is relatively small, which can effectively increase the intake flow rate of the turbine, increase the supercharging pressure of the low-speed working condition, and reduce the influence of the supercharging hysteresis.
如图 10所示, 发动机处于中速工况范围时, 进气调节阀门轴 10在进气调节控制机构的 带动下, 带动与之一体连接的进气调节阀门 9转动, 从而将第二分支流道 8打开。 此时, 经发 动机排出的废气流经蜗壳进气内流道 5和第二分支流道 8, 从而带动涡轮做功。 由于在第一分 支流道 7的无叶喷嘴 2处设有两个或三个固定的导流叶片 11, 且第二分支流道 8处于完全打开 状态, 因此蜗壳进气流道截面积变大, 但并非最大进气流截面积, 此结构及截面积大小设计 可有效满足发动机中等转速下进入涡轮的进气量, 提高发动机排出废气能量利用率, 满足发 动机中等转速的增压要求, 有效改善发动机中等转速下的工作性能。 As shown in FIG. 10, when the engine is in the medium speed condition range, the intake adjustment valve shaft 10 is driven by the intake adjustment control mechanism to drive the intake adjustment valve 9 connected to the body to rotate, thereby moving the second branch flow. Road 8 is open. At this time, The exhaust gas discharged by the motive flows through the volute intake inner flow passage 5 and the second branch flow passage 8, thereby driving the turbine to perform work. Since two or three fixed guide vanes 11 are provided at the vaneless nozzle 2 of the first branch flow path 7, and the second branch flow path 8 is in a fully open state, the cross-sectional area of the volute intake flow passage becomes large. However, it is not the maximum intake air flow cross-sectional area. The structure and cross-sectional area are designed to effectively meet the intake air volume of the engine at medium engine speed, improve the energy consumption of the engine exhaust gas, meet the supercharge demand of the engine medium speed, and effectively improve the engine. Working performance at medium speed.
如图 11所示, 发动机处于高速工况范围时, 进气调节阀门轴 10在进气调节控制机构的 带动下, 带动与之一体连接的进气调节阔门 9转动, 从而将第一分支流道 7、 第二分支流道 8 打开。 此时, 第一分支流道 7、 第二分支流道 8及蜗壳进气内流道 5同时处于工作状态, 由于 蜗壳进气流道工作截面积增大, 又由于在第一分支流道的无叶喷嘴处设有导流叶片, 可有效 引导进气流以合适的气流角进入涡轮叶轮, 提高了涡轮进气效率, 从而提高了高速工况的增 压比。  As shown in FIG. 11, when the engine is in the high-speed working condition range, the intake adjusting valve shaft 10 is driven by the intake adjusting control mechanism to drive the air-conditioning adjusting wide door 9 connected to the body to rotate, thereby the first branch flow. The track 7 and the second branch flow path 8 are opened. At this time, the first branch flow path 7, the second branch flow path 8, and the volute intake inner flow path 5 are simultaneously in operation, due to the increased cross-sectional area of the volute intake flow path and the first branch flow path. The vaneless nozzle is provided with guide vanes, which can effectively guide the intake air flow into the turbine impeller at a suitable air flow angle, thereby improving the turbine intake efficiency and thereby increasing the supercharging ratio of the high speed working condition.
实施例 4, 如图 12所示, 上述实施例 3中, 可以在所述进气调节阀门 9上与第二气动隔板 6的相对应的位置设有一个与第二气动隔板 6相配合的凹槽 13,所述凹槽 13内设有与第二气动 隔板 6相配合的配合面。  Embodiment 4, as shown in FIG. 12, in the above Embodiment 3, a corresponding position with the second pneumatic partition 6 may be provided on the intake adjusting valve 9 at a position corresponding to the second pneumatic partition 6. A groove 13 is formed in the groove 13 with a mating surface that cooperates with the second pneumatic diaphragm 6.
如图 12、 13及 14所示, 本实施例 4的工作过程与实施例 3的工作过程相同, 不同之处是在 发动机中速工况下,实施例 4所设计的进气调节阀门与第二气动隔板的接触面上设计了凹槽, ώ此可以有效密封进入第二分支流道的气流进入第一分支流道中。  As shown in FIGS. 12, 13 and 14, the working process of the fourth embodiment is the same as that of the third embodiment. The difference is that the air intake adjusting valve and the first embodiment are designed under the medium speed condition of the engine. Grooves are formed on the contact faces of the two pneumatic partitions, so that the airflow entering the second branch flow passage can be effectively sealed into the first branch flow passage.
本专利结构设计并不局限于在涡轮蜗壳设计第一气动隔板和第二气动隔板,将涡轮蜗壳 分为三个进气流道。还可以在蜗壳进气内流道内设计不止一个气动隔板, 将蜗壳进气内流道 分为若干蜗壳进气内流道, 在蜗壳进气外流道内设计不止一个气动隔板, 将蜗壳进气外流道 分为若干蜗壳进气外流道。所述若干蜗壳进气内流道的进气角度区域之和为 α, 所述若干蜗 壳进气外流道的进气角度区域之和为 360- α。 并且所述若干蜗壳进气内流道为常开进气流 道, 在所述若干蜗壳进气外流道靠近蜗壳进气口处设有进气调节阀门, 所述进气调节阀门的 开启控制若干蜗壳进气外流道的打开和闭合,从而实现若干蜗壳进气外流道的工作和不工作 状态。 该结构改进的工作原理与上述实施例中的工作原理相同。  The patented structural design is not limited to designing a first pneumatic diaphragm and a second pneumatic diaphragm in the turbine volute, dividing the turbine volute into three intake runners. It is also possible to design more than one pneumatic baffle in the inner flow passage of the volute casing, divide the inner flow passage of the volute casing into a plurality of inner flow passages of the volute casing, and design more than one pneumatic partition in the outer flow passage of the volute casing. The volute intake outer flow passage is divided into a plurality of volute intake outer flow passages. The sum of the intake angle regions of the plurality of volute intake inner passages is α, and the sum of the intake angle regions of the plurality of volute intake outer passages is 360-α. And the plurality of volute intake inner flow passages are normally open intake flow passages, and the plurality of volute intake outer flow passages are provided with an intake adjustment valve near the volute intake port, and the intake adjustment valve is opened The opening and closing of the outer flow passages of a plurality of volute casings are controlled, thereby realizing the working and non-working states of the outer flow passages of the plurality of volute casings. The working principle of the structural improvement is the same as that in the above embodiment.
上述方案结构设计适应于定压增压发动机,通过将上述方案所设计两个相同结构连接后 的结构适应于脉冲增压发动机。  The above-mentioned scheme is designed to be adapted to a constant pressure supercharged engine, and the structure in which the two identical structures are designed by the above scheme is adapted to a pulse-supercharged engine.

Claims

权利要求 Rights request
1、 一种多层可变几何蜗壳装置, 包括涡轮蜗壳 (1 ), 所述涡轮蜗壳 (1 ) 内设有蜗壳 进气流道和无叶喷嘴 (2), 所述涡轮蜗壳 (1 ) 上设有与蜗壳进气流道相连通的蜗壳进气口 A multi-layer variable geometry volute device comprising a turbine volute (1), wherein the turbine volute (1) is provided with a volute inlet flow passage and a vaneless nozzle (2), the turbine volute (1) There is a volute inlet connected to the volute inlet flow passage
(3 ); (3);
所述蜗壳进气流道内设有第一气动隔板(4), 所述第一气动隔板(4)将蜗壳进气流道 间隔为蜗壳进气内流道 (5) 和蜗壳进气外流道, 所述涡壳进气外流道位于所述涡壳进气内 流道 (5 ) 的周向外侧;  a first pneumatic baffle (4) is disposed in the volute inlet flow passage, and the first pneumatic baffle (4) spaces the volute intake flow passage into a volute intake inner flow passage (5) and a volute An intake outer flow passage, the outer casing outer flow passage is located on a circumferential outer side of the inner flow passage (5) of the scroll inlet;
其特征在于:  It is characterized by:
在所述蜗壳进气外流道内设有第二气动隔板(6), 所述第二气动隔板(6)将蜗壳进气 外流道间隔为第一分支流道(7)和第二分支流道(8), 所述第二分支流道(8)位于所述第 一分支流道 (7) 的周向外侧;  a second pneumatic baffle (6) is disposed in the outer flow passage of the volute casing, and the second pneumatic baffle (6) spaces the outer flow passage of the volute into a first branch flow path (7) and a two branch flow channel (8), the second branch flow channel (8) being located on a circumferential outer side of the first branch flow channel (7);
所述蜗壳进气内流道 (5 ) 为常开进气流道;  The volute intake inner flow passage (5) is a normally open intake flow passage;
蜗壳进气流道内靠近蜗壳进气口 (3 ) 处设有控制第一分支流道 (7) 和第二分支流道 (8) 打开或关闭的进气调节阀门 (9)。  An intake regulating valve (9) for controlling the opening and closing of the first branch flow passage (7) and the second branch flow passage (8) is provided in the volute intake passage near the volute inlet (3).
2、 根据权利要求 1所述的多层可变几何蜗壳装置, 其特征在于:  2. A multilayer variable geometry volute device according to claim 1 wherein:
所述进气调节阀门 (9) 一体连接有进气调节阀门轴 (10), 进气调节阀门轴 (10) 与 涡轮蜗壳 (1 ) 转动连接。  The intake adjusting valve (9) is integrally connected with an intake adjusting valve shaft (10), and the intake adjusting valve shaft (10) is rotatably connected with the turbine volute (1).
3、 根据权利要求 2所述的多层可变几何蜗壳装置, 其特征在于:  3. The multi-layer variable geometry volute device of claim 2, wherein:
所述进气调节阔门 (9) 的截面形状为扇形结构, 所述进气调节阀门轴 (10) 设置在进 气调节阀门 (9) 靠近蜗壳进气口 (3 ) 的一端端部。  The cross-sectional shape of the intake regulating wide door (9) is a sector structure, and the intake adjusting valve shaft (10) is disposed at an end portion of the intake adjusting valve (9) near the volute inlet (3).
4、 根据权利要求 3所述的多层可变几何蜗壳装置, 其特征在于:  4. The multi-layer variable geometry volute device of claim 3, wherein:
蜗壳进气流道内具有蜗壳内壁 (12), 蜗壳内壁 (12) 上与进气调节阀门 (9) 相对应 的位置设有可容纳进气调节阀门 (9) 的沉槽 (14)。  The volute inlet flow passage has a volute inner wall (12), and the inner wall (12) of the volute has a sinking groove (14) for accommodating the intake regulating valve (9) at a position corresponding to the intake regulating valve (9).
5、 根据权利要求 4所述的多层可变几何蜗壳装置, 其特征在于:  5. The multilayer variable geometry volute device of claim 4, wherein:
所述进气调节阔门 (9) 与第二气动隔板 (6) 之间具有移动的间隙 (h), 该间隙 (h) 控制在 0.3-1.5mm之间。  There is a moving gap (h) between the intake regulating wide door (9) and the second pneumatic diaphragm (6), and the gap (h) is controlled between 0.3 and 1.5 mm.
6、 根据权利要求 5所述的多层可变几何蜗壳装置, 其特征在于:  6. The multilayer variable geometry volute device of claim 5, wherein:
所述第一分支流道(7)的截面积与第二分支流道(8)的截面积的比值范围为 1/4〜1/2。  The ratio of the cross-sectional area of the first branch flow path (7) to the cross-sectional area of the second branch flow path (8) ranges from 1/4 to 1/2.
7、 根据权利要求 6所述的多层可变几何蜗壳装置, 其特征在于: 所述蜗壳进气内流道 (5)进气区域角度 (α ) 为 120〜210度之间的任意之角度, 所对 应的蜗壳进气外流道的进气区域角度为 150〜240度之间的任意之角度,所述蜗壳进气内流道 (5) 和蜗壳进气外流道的进气区域角度之和为 360度。 7. The multilayer variable geometry volute device of claim 6 wherein: The angle (α) of the intake region of the volute inlet passage (5) is an arbitrary angle between 120 and 210 degrees, and the angle of the intake region of the corresponding outer passage of the volute is 150 to 240 degrees. At any angle between them, the sum of the angles of the intake region of the volute intake passage (5) and the outer passage of the volute intake passage is 360 degrees.
8、 根据权利要求 7所述的多层可变几何蜗壳装置, 其特征在于:  8. The multilayer variable geometry volute device of claim 7 wherein:
所述第一分支流道 (7) 的进气区域角度 (3 ) 和第二分支流道 (8) 的进气区域角度 ( Y ) 之比的范围为 1: 2〜1: 6。  The ratio of the angle of the intake region (3) of the first branch flow path (7) to the angle (Y) of the intake region of the second branch flow path (8) is 1: 2 to 1: 6.
9、 根据权利要求 8所述的多层可变几何蜗壳装置, 其特征在于:  9. The multilayer variable geometry volute device of claim 8 wherein:
在所述第一分支流道 (7) 内靠近无叶喷嘴 (2) 的进气区域内均匀设有 1-2个导流叶片 (11)。  1-2 guide vanes (11) are uniformly disposed in the intake region of the first branch flow path (7) near the vaneless nozzle (2).
10、 根据权利要求 9所述的多层可变几何蜗壳装置, 其特征在于:  10. The multilayer variable geometry volute device of claim 9 wherein:
所述第二分支流道 (8) 内靠近无叶喷嘴 (2) 的进气区域内设有 1个导流叶片 (11)。 A guide vane (11) is disposed in the intake region of the second branch flow passage (8) adjacent to the vaneless nozzle (2).
11、 根据权利要求 2所述的多层可变几何蜗壳装置, 其特征在于: 11. The multilayer variable geometry volute device of claim 2, wherein:
所述进气调节阔门 9的截面形状为矩形结构, 所述进气调节阔门轴(10)设置在第二气 动隔板 (6) 上靠近进气口 (3) 的一端的端部位置;  The cross-sectional shape of the intake air conditioning wide door 9 is a rectangular structure, and the air intake adjusting wide door shaft (10) is disposed at an end position of the second pneumatic diaphragm (6) near one end of the air inlet (3). ;
所述进气调节阀门轴 (10) 的中心位置到进气调节阀门 (9) 靠近第一气动隔板 (4) 一端的距离与进气调节阀门轴 (10) 的中心到进气调节阀门 (9) 靠近蜗壳内壁 (12) 的距 离比值范围为 1/4〜1/2。  The center position of the intake adjusting valve shaft (10) to the intake adjusting valve (9) is close to the end of the first pneumatic diaphragm (4) and the center of the intake adjusting valve shaft (10) to the intake regulating valve ( 9) The distance ratio from the inner wall of the volute (12) is 1/4~1/2.
12、 根据权利要求 11所述的多层可变几何蜗壳装置, 其特征在于:  12. The multilayer variable geometry volute device of claim 11 wherein:
所述进气调节阀门 (9) 的两端分别为斜面结构, 所述蜗壳内壁 (12) 上和第一气动隔 板 (4) 上分别设有与进气调节阀门 (9) 的两端相配合的配合面。  The two ends of the intake adjusting valve (9) are respectively inclined structures, and the inner wall (12) of the volute and the first pneumatic partition (4) are respectively provided with two ends of the intake adjusting valve (9) Matching mating surfaces.
13、 根据权利要求 2所述的多层可变几何蜗壳装置, 其特征在于:  13. The multilayer variable geometry volute device of claim 2, wherein:
所述进气调节阀门 9的截面形状为矩形结构, 所述进气调节阀轴 (10)设置在进气调节 阀门 (9) 靠近第一气动隔板 (4) 的一端端部。  The intake regulating valve 9 has a rectangular cross-sectional shape, and the intake adjusting valve shaft (10) is disposed at an end portion of the intake adjusting valve (9) adjacent to the first pneumatic diaphragm (4).
14、 根据权利要求 13所述的多层可变几何蜗壳装置, 其特征在于:  14. The multilayer variable geometry volute device of claim 13 wherein:
所述第一分支流道 (7)进气区域角度 ( β )和第二分支流道的进气区域角度 ( Υ ) 之 比的范围为 6: 1〜2: 1。  The ratio of the angle of the intake region (β) of the first branch flow path (7) to the angle (?) of the intake region of the second branch flow path is 6:1 to 2:1.
15、 根据权利要求 14所述的多层可变几何蜗壳装置, 其特征在于:  15. A multilayer variable geometry volute device according to claim 14 wherein:
第二分支流道 (8) 的截面积与第一分支流道 (7) 的截面积之比范围为 1/4〜1/2。  The ratio of the cross-sectional area of the second branch flow path (8) to the cross-sectional area of the first branch flow path (7) ranges from 1/4 to 1/2.
16、 根据权利要求 15所述的多层可变几何蜗壳装置, 其特征在于:  16. The multilayer variable geometry volute device of claim 15 wherein:
所述第一分支流道(7)内靠近无叶喷嘴(2)的进气区域内均匀设有 2-3个导流叶片(11)。 2-3 guide vanes (11) are uniformly disposed in the intake region of the first branch flow passage (7) near the vaneless nozzle (2).
17、 根据权利要求 16所述的多层可变几何蜗壳装置, 其特征在于- 所述进气调节阀门 (9) 上与第二气动隔板 (6) 的相对应的位置设有一个与第二气动 隔扳 (6)相配合的凹槽 (Π), 所述凹槽 (Π ) 内设有与第二气动隔板 (6) 相配合的配合 面。 The multi-layer variable geometry volute device according to claim 16, characterized in that - the corresponding position of the intake valve (9) and the second pneumatic diaphragm (6) is provided with a The second pneumatic spacer (6) is matched with a groove (Π), and the groove (Π) is provided with a mating surface that cooperates with the second pneumatic diaphragm (6).
PCT/CN2012/000556 2012-02-29 2012-04-25 Multi-layer variable geometry volute apparatus WO2013127033A1 (en)

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