WO2016082465A1 - 一种分离式涡轮增压器 - Google Patents

一种分离式涡轮增压器 Download PDF

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Publication number
WO2016082465A1
WO2016082465A1 PCT/CN2015/078271 CN2015078271W WO2016082465A1 WO 2016082465 A1 WO2016082465 A1 WO 2016082465A1 CN 2015078271 W CN2015078271 W CN 2015078271W WO 2016082465 A1 WO2016082465 A1 WO 2016082465A1
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Prior art keywords
turbine
exhaust
engine
intake
connecting shaft
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PCT/CN2015/078271
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English (en)
French (fr)
Inventor
彭依彧
赵唤
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广州代诺可光电科技有限公司
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Publication of WO2016082465A1 publication Critical patent/WO2016082465A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the utility model relates to a turbocharger.
  • the existing turbocharger mainly consists of an intake turbine and an exhaust turbine.
  • the working principle is that the exhaust gas passing through the exhaust end of the engine enters the exhaust turbine and drives the exhaust turbine to rotate, and the exhaust turbine drives the intake turbine to rotate.
  • the air is drawn in and compressed, and the compressed air enters the engine.
  • the exhaust gas temperature at the exhaust end is quite high, reaching 800 ° C.
  • the existing exhaust turbine and the intake turbine are close together, so the exhaust turbine is inside.
  • the high temperature exhaust gas will affect the intake air temperature of the intake turbine, and if the intake air temperature is high, the density of the air will be low, which will affect the horsepower of the engine, and it is very oily, and the exhaust air volume is also large.
  • the present invention provides a split type turbocharger.
  • a technical solution to solve the above technical problem is: a split type turbocharger including an intake turbine and an exhaust turbine, and a connecting shaft between the intake turbine and the exhaust turbine; in a radial direction of the connecting shaft, The engine mounting position is located on one side of the connecting shaft, and the axial distance of the connecting shaft is greater than the 2/3 length of the engine in the direction of the connecting shaft axis.
  • the above structure separates the intake turbine and the exhaust turbine, effectively avoiding the high heat of the exhaust end of the turbine affecting the intake air temperature of the intake end, improving the density of the compressed air, improving the horsepower of the engine, saving fuel, and discharging the exhaust gas. It can better arrange the placement and setting of the intake and exhaust manifolds, especially to avoid the current V-type engine to set the turbine exhaust end and the turbine on the inside of the V-type to cause high temperature accumulation. It is difficult to dissipate heat and shorten the engine parts and oil life. Phenomenon; at the same time, near the connecting axis Set the engine to make efficient use of space and reduce the space occupancy of the engine and turbocharger.
  • an electric motor is mounted on the connecting shaft.
  • the electric motor is used as the auxiliary power, and the turbocharged by the electric motor according to the throttle opening when the exhaust pressure is insufficient to push the turbine, so that the turbo lag can be effectively reduced, and it is not necessary to reduce the turbo lag as in the conventional turbine. Reducing the turbine size reduces the maximum boost value, in this way the turbo lag can be eliminated invisible, and the turbine's maximum boost value is not affected.
  • the motor is placed close to the intake turbine.
  • the exhaust turbine and the intake turbine are separately disposed, and on the basis of this, the motor is placed close to the intake turbine to avoid the high temperature of the exhaust turbine and affect the operation of the motor.
  • Figure 1 is a schematic view of the structure of the present invention.
  • Figure 2 is a schematic view of another structure of the present invention.
  • Figure 3 is a schematic view of a third structure of the present invention.
  • Figure 4 is a schematic view of the fourth structure of the present invention.
  • Figure 5 is a schematic view of the fifth structure of the present invention.
  • a split type turbocharger includes an intake turbine 1 and an exhaust turbine 2, and a connecting shaft 3 is provided between the intake turbine 1 and the exhaust turbine 2; in the radial direction of the connecting shaft 3
  • the engine mounting position is located on one side of the connecting shaft 3, and the engine mounting position is for accommodating the engine 10.
  • the axial distance of the connecting shaft 3 is greater than the 2/3 length of the engine in the direction of the connecting shaft axis, so that the intake turbine 1 and the row
  • the gas turbine 2 has a sufficient distance.
  • the engine 10 is V-shaped, and the intake turbine 1, the exhaust turbine 2 and the connecting shaft 3 are located at the end of the engine; as shown in FIG.
  • engine 10 is V-shaped, intake turbine 1, exhaust turbine 2 and connecting shaft 3 are located in the engine V-groove
  • the engine 10 is V-shaped, and the intake turbine 1, the exhaust turbine 2 and the connecting shaft 3 are located outside the engine; as shown in FIG.
  • the engine 10 is square, the intake turbine 1, the exhaust turbine 2 and the connecting shaft 3 are located at the end of the engine; as shown in FIG. 5, another structure of the utility model, the engine 10 is square The intake turbine 1, the exhaust turbine 2, and the connecting shaft 3 are located on one side of the engine.
  • the intake air temperature at the intake end which can increase the density of the compressed air, improve the horsepower of the engine, save fuel, and reduce the amount of exhaust gas, which can better arrange the placement of the intake and exhaust manifolds.
  • the setting avoids the current V-engine setting the turbine exhaust end and the turbine on the inside of the V-type to cause high temperature accumulation, which is difficult to dissipate heat and shorten the life of the engine components and oil; at the same time, the engine 10 can be set near the connecting shaft. It can effectively use space and reduce the space occupancy of the engine and turbocharger.
  • the motor 4 is disposed on the connecting shaft 3, the stator of the motor is mounted on the connecting shaft, the rotor of the motor is disposed outside the stator, and the motor 4 is disposed close to the intake turbine 2 .
  • the electric motor 4 drives the turbocharger according to the throttle opening, so that the turbo lag can be effectively reduced, and it is not necessary to reduce the turbine size as in the conventional turbine in order to reduce the turbo lag.
  • the highest boost value in this way, can eliminate turbo lag invisible, and does not affect the maximum boost value of the turbine.
  • the motor 4 can be used as a generator to generate electricity.
  • the exhaust turbine and the intake turbine are separately disposed, and on the basis of this, the motor is placed close to the intake turbine to avoid the high temperature of the exhaust turbine and affect the operation of the motor.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

一种分离式涡轮增压器，包括进气涡轮（1）和排气涡轮（2），在进气涡轮（1）和排气涡轮（2）之间设有连接轴（3）；在连接轴（3）径向方向上，引擎（10）安装位位于连接轴（3）的一侧，连接轴（3）的轴向距离大于引擎（10）在连接轴（3）轴线方向的2/3长度。实现了进气涡轮和排气涡轮分离开来，有效避免涡轮排气端的高热影响进气端的进气温度，可提高压缩后的空气密度，提高引擎的马力，省油，废气排放量小，可更好地实施进、排气歧管的摆放和设置。

Description

一种分离式涡轮增压器 技术领域
本实用新型涉及涡轮增压器。
背景技术
现有的涡轮增压器主要由进气涡轮和排气涡轮组成，其工作原理是经引擎排气端的废气进入到排气涡轮内并驱动排气涡轮旋转，排气涡轮带动进气涡轮旋转，将空气吸入并进行压缩，经压缩的空气进入到引擎内。
引擎在工作时，排气端的废气温度相当的高，可达到800℃，当废气进入到排气涡轮内后，由于现有排气涡轮和进气涡轮紧挨在一起，因此，排气涡轮内的高温废气会影响进气涡轮的进气温度，而如果进气温度高，则空气的密度低，会影响引擎的马力，而且很费油，废气的排风量也大。
发明内容
为解决上述技术问题，本实用新型提供了一种分离式涡轮增压器。
解决上述技术问题的技术方案是：一种分离式涡轮增压器，包括进气涡轮和排气涡轮，在进气涡轮和排气涡轮之间设有连接轴；在连接轴径向方向上，引擎安装位位于连接轴的一侧，连接轴的轴向距离大于引擎在连接轴轴线方向的2/3长度。
上述结构，将进气涡轮和排气涡轮分离开来，有效避免涡轮排气端的高热影响进气端的进气温度，可提高压缩后的空气密度，提高引擎的马力，省油，废气排放量小，可更好的安排进、排气歧管的摆放和设置，尤其是可避免目前的V型引擎将涡轮排气端和涡轮设在V型内侧造成高温积聚难以散热缩短引擎各部件与机油寿命的现象；与此同时，在连接轴附近可以 设置引擎，可以有效的利用空间，减小引擎、涡轮增压器的空间占用率。
进一步的，在连接轴上安装有电动机。加上电动机作为辅助动力，在排气压力不足以推动涡轮的情况下由电动机依油门开度驱动涡轮增压，如此可有效的减少涡轮迟滞的现象，不需如同传统涡轮为了减少涡轮迟滞现象只好缩小涡轮尺寸降低最高增压值，以这种方式可将涡轮迟滞消弭于无形，更不影响涡轮的最大增压值。
进一步的，电动机靠近进气涡轮设置。在本实用新型中，将排气涡轮和进气涡轮分离设置，在此基础上，将电动机靠近进气涡轮设置，可避免排气涡轮高温而影响电动机的工作。
附图说明
图1为本实用新型的结构示意图。
图2为本实用新型另一结构的示意图。
图3为本实用新型第三种结构的示意图。
图4为本实用新型第四种结构的示意图。
图5为本实用新型第五种结构的示意图。
具体实施方式
下面结合附图和具体实施方式对本实用新型进行进一步详细说明。
如图1所示，一种分离式涡轮增压器包括进气涡轮1和排气涡轮2，在进气涡轮1和排气涡轮2之间设有连接轴3；在连接轴3径向方向上，引擎安装位位于连接轴3的一侧，引擎安装位用于容置引擎10，连接轴3的轴向距离大于引擎在连接轴轴线方向的2/3长度，使得进气涡轮1和排气涡轮2具有足够的距离，在该结构中，引擎10为V形，进气涡轮1、排气涡轮2和连接轴3位于引擎的端部；如图2所示，本实用新型的另一结构，引擎10为V形，进气涡轮1、排气涡轮2和连接轴3位于引擎V形槽 内，可节省空间；如图3所示，本实用新型的另一结构，引擎10为V形，进气涡轮1、排气涡轮2和连接轴3位于引擎的外侧；如图4所示，本实用新型的另一结构，引擎10为方形，进气涡轮1、排气涡轮2和连接轴3位于引擎的端部；如图5所示，本实用新型的另一结构，引擎10为方形，进气涡轮1、排气涡轮2和连接轴3位于引擎的一侧。有效避免涡轮排气端的高热影响进气端的进气温度，可提高压缩后的空气密度，提高引擎的马力，省油，废气排放量小，可更好的安排进、排气歧管的摆放和设置，尤其是可避免目前的V型引擎将涡轮排气端和涡轮设在V型内侧造成高温积聚难以散热缩短引擎各部件与机油寿命的现象；与此同时，在连接轴附近可以设置引擎10，可以有效的利用空间，减小引擎、涡轮增压器的空间占用率。
为了解决排气压力不足而影响增压值的技术问题，在连接轴3上设置了电动机4，电动机的定子安装在连接轴上，电动机的转子设在定子外，电动机4靠近进气涡轮2设置。这样，在排气压力不足以推动涡轮的情况下由电动机4依油门开度驱动涡轮增压，如此可有效的减少涡轮迟滞的现象，不需如同传统涡轮为了减少涡轮迟滞现象只好缩小涡轮尺寸降低最高增压值，以这种方式可将涡轮迟滞消弭于无形，更不影响涡轮的最大增压值。当增压值达到最大值时，电动机4可用作发电机发电。在本实用新型中，将排气涡轮和进气涡轮分离设置，在此基础上，将电动机靠近进气涡轮设置，可避免排气涡轮高温而影响电动机的工作。

Claims (3)

  1. 一种分离式涡轮增压器，包括进气涡轮和排气涡轮，在进气涡轮和排气涡轮之间设有连接轴；其特征在于：在连接轴径向方向上，引擎安装位位于连接轴的一侧，连接轴的轴向距离大于引擎在连接轴轴线方向的2/3长度。
  2. 根据权利要求1所述的分离式涡轮增压器，其特征在于：在连接轴上安装有电动机。
  3. 根据权利要求2所述的分离式蜗轮增压器，其特特征在于：电动机靠近进气涡轮设置。
PCT/CN2015/078271 2014-11-28 2015-05-05 一种分离式涡轮增压器 WO2016082465A1 (zh)

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Publication number Priority date Publication date Assignee Title
CN204253171U (zh) * 2014-11-28 2015-04-08 彭依彧 一种分离式涡轮增压器

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4989410A (en) * 1989-04-03 1991-02-05 Smith Roger R Compound power plant
US20030188533A1 (en) * 1999-01-19 2003-10-09 Heinz Nmn Jaster Motor-assisted turbocharger system
CN2811577Y (zh) * 2005-05-08 2006-08-30 徐鸣 涡轮增压电动补偿压气机
CN201246214Y (zh) * 2008-08-27 2009-05-27 靳北彪 增质增压发动机
CN102230418A (zh) * 2011-06-17 2011-11-02 北京理工大学 废气再利用电辅助两级增压系统
CN204253171U (zh) * 2014-11-28 2015-04-08 彭依彧 一种分离式涡轮增压器

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4989410A (en) * 1989-04-03 1991-02-05 Smith Roger R Compound power plant
US20030188533A1 (en) * 1999-01-19 2003-10-09 Heinz Nmn Jaster Motor-assisted turbocharger system
CN2811577Y (zh) * 2005-05-08 2006-08-30 徐鸣 涡轮增压电动补偿压气机
CN201246214Y (zh) * 2008-08-27 2009-05-27 靳北彪 增质增压发动机
CN102230418A (zh) * 2011-06-17 2011-11-02 北京理工大学 废气再利用电辅助两级增压系统
CN204253171U (zh) * 2014-11-28 2015-04-08 彭依彧 一种分离式涡轮增压器

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