Intermediate of gradual change gradient temperature field of turbocharger

Abstract

The invention discloses an intermediate of a gradual change gradient temperature field of a turbocharger. The intermediate comprises a left end face, a left bearing seat, a right bearing seat, an oil inlet screw hole, a primary cooling passage, a circumferential heat conduction rib, a horizontal heat conduction rib, a gradient cooling cavity, a right upper cooling cavity and a right lower cooling cavity, wherein the primary cooling cavity is arranged between the left bearing seat and the left end face, the gradient cooling cavity and the right upper cooling cavity are arranged above the horizontal oil passage, and are located on both sides of the oil inlet screw hole, the minimum thicknesses of the peripheral walls of the primary cooling cavity are 8-10 mm, the minimum wall thicknesses of the peripheries of the right upper cooling cavity and the right lower cooling cavity are 5-8 mm, the primary cooling passage, the gradient cooling cavity, the right upper cooling cavity and the right lower cooling cavity are communicated with each other, the circumferential heat conduction rib is arranged on the lower end of the left bearing seat, and the horizontal heat conduction rib is arranged on the lower ends of the two bearing seats. According to the structure, a gradient temperature field with high left and low right is formed by the intermediate, the output power of a turbine and an air compression ratio of the pressure gas are improved, and supercharge and oxygenation performances of the turbocharger are improved.

Description

【Technical field】 [0001] The invention relates to an exhaust turbocharger, in particular to an intermediate of the exhaust turbocharger. 【Background technique】 [0002] The exhaust-type turbocharger uses the pressure and high-temperature exhaust gas discharged from the internal combustion engine as a power source. The high-temperature and pressure exhaust gas discharged from the internal combustion engine is introduced into the turbine in the turbocharger, and the energy contained in the exhaust gas is used to drive the turbine in the turbine to rotate, thereby driving the turbine. It rotates, and at the same time drives the coaxial compressor impeller to rotate. The compressor compresses and boosts the inhaled air and sends it to the intake system of the diesel engine. It fills the cylinder of the internal combustion engine with high-density air, which can increase the amount of fuel injection each time. , can not only increase the output power of the same type of internal ...

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Problems solved by technology

According to the working principle of the exhaust turbocharger, the turbine requires a higher temperature field, while the compressor requires a lower temperature field. The temperature field gradient of the turbocharger will directly affect the turbocharger boost. To further improve the effect, the applicant has found through long-term test practice and analysis that the intermediate structure of the existing exhaust-type turbocharger is unreasonable. First, an excessively large cooling cavity is provided at the connection end with the turbine shell, especially A cooling cavity is set near the air inlet 11, which reduces the temperature of the air inlet prematurely, which is not conducive to the formation of the temperature difference and pressure difference between the air inlet 11 of the turbine casing and the exhaust gas outlet 13, and actually reduces the turbine's temperature. Driving power, the cooling cavity on the side of the intermediate body close to the compressor is too small, which makes it difficult to drop the temperature of the compressor, which is not conducive to the increase of compressed air pressure and the formation of the temperature field gradient of the whole machine

Second, the temperature field of the two sliding bearings is different, and the temperature difference is too large. Due to the difference in thermal deformation, the fit gap between the two sliding bearings and the turbine shaft is tight at one end and loose at the other end, which is not conducive to the rotor parts of the turbocharger. The smooth rotation of the turbocharger affects the improvement of the boosting effect of the turbocharger

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