Turbocharger and engine system

Abstract

The invention relates to the technical field of engines, in particular to a turbocharger and an engine system. The turbocharger comprises a rotating shaft, an integrated bearing and a middle shell, the rotating shaft is sleeved with the integrated bearing, the integrated bearing is sleeved with the middle shell, an oil supply pipeline is arranged in the middle shell and comprises an oil supply inlet, a connecting pipeline, an oil storage chamber, a bearing chamber, an oil outlet pipeline and an oil return cavity which are sequentially communicated, and the integrated bearing is located in the bearing chamber. The oil supply inlet is higher than the bearing chamber, the oil storage chamber is lower than the bearing chamber, and the oil outlet pipeline is higher than the bearing chamber. According to the turbocharger, under the transient working condition, the oil supply amount of the bearing chamber can meet the use requirement; and under the cold start working condition, the oil supply time is short, the rotating shaft is prevented from being abraded, the service life of the rotating shaft is prolonged, and therefore the turbocharger has the long service life.

Description

Technical Field

[0001] The present invention relates to the field of engine technology, and in particular to a turbocharger and an engine system. Background Art

[0002] In the field of modern engine technology, turbochargers, as key components for improving engine performance, play a vital role. Turbochargers utilize the energy of exhaust gases to drive the turbine, which in turn drives the compressor to compress the intake air, increasing the engine's intake volume, improving combustion efficiency, and significantly boosting the engine's power and torque output.

[0003] A turbocharger consists of a rotating shaft, an integrated bearing, and an intermediate housing. The integrated bearing is mounted on the outer periphery of the rotating shaft, and the intermediate housing is mounted on the outer periphery of the integrated bearing. To prevent wear on the rotating shaft, an oil supply line is typically provided in the intermediate housing. This line includes an oil supply inlet and an oil return port. These oil supply inlet and return ports are each connected to the engine's lubrication system via pipes, allowing lubricating oil to be injected between the rotating shaft and the integrated bearing.

[0004] In related technologies, an open lubrication structure of "upper oil injection and bottom oil return" is usually adopted. However, this setting has the following problems:

[0005] 1) Insufficient oil supply under transient operating conditions (such as ultra-high-speed operation at 200,000 rpm, frequent start-stop or rapid load alternation) causes the rotating shaft, integrated bearing and other components of the turbocharger to lack sufficient lubrication oil, resulting in increased friction and a sharp rise in temperature. This will not only significantly reduce the working efficiency of the turbocharger, but may also cause severe wear of the components and even cause turbocharger failure;

[0006] 2) The oil supply delay time is too long under cold start conditions. The low temperature causes the lubricant viscosity to surge (the dynamic viscosity reaches over 6500 cP at -20°C, an increase of three orders of magnitude compared to normal temperature), resulting in poor fluidity, causing the actual oil supply delay to exceed 17 seconds. This long oil supply delay time not only causes the turbocharger to be in a dry friction or semi-dry friction state at the initial start-up, increasing wear during the startup process, but also leads to a decrease in the turbocharger's starting performance, affecting the overall starting effect of the engine, and also shortening the turbocharger's service life.

[0007] Therefore, there is an urgent need for a turbocharger and an engine system to solve the above problems. Summary of the Invention

[0008] The object of the present invention is to provide a turbocharger and an engine system to solve the problems of insufficient oil supply under transient sudden change conditions of the turbocharger and too long oil supply delay time under cold start conditions in the related art.

[0009] To achieve the above objectives, the following technical solutions are provided:

[0010] A turbocharger comprising:

[0011] Rotation axis;

[0012] An integrated bearing is sleeved outside the rotating shaft;

[0013] An intermediate shell is sleeved on the outside of the integrated bearing, and an oil supply pipeline is arranged in the intermediate shell. The oil supply pipeline includes an oil supply inlet, a connecting pipeline, an oil storage chamber, a bearing chamber, an oil outlet pipeline and an oil return chamber that are connected in sequence. The integrated bearing is located in the bearing chamber, the oil supply inlet is higher than the bearing chamber, the oil storage chamber is lower than the bearing chamber, and the oil outlet pipeline is higher than the bearing chamber.

[0014] As an optional solution, the turbocharger further includes a shaft seal, and the rotating shaft includes:

[0015] The shaft body and the limiting part, the limiting part is arranged at one axial end of the shaft body, the limiting part cooperates with the intermediate housing, one axial end of the integrated bearing abuts against the limiting part, the shaft seal sleeve is arranged on the shaft body, and the other end of the integrated bearing abuts against the shaft seal.

[0016] As an optional solution, the turbocharger further includes a pressure plate, which is sleeved on the outer periphery of the shaft seal and abuts against the intermediate housing, and a first sealing member is provided between the shaft seal and the pressure plate;

[0017] And / or, a second sealing member is provided between the limiting portion and the intermediate housing.

[0018] As an optional solution, the turbocharger further includes:

[0019] an impeller sleeve seat, the impeller sleeve seat being arranged on the outer periphery of the shaft seal and abutting against the pressure plate, the impeller sleeve seat, the shaft seal and the pressure plate jointly forming a pressure-end oil unloading chamber, the pressure-end oil unloading chamber being connected to the oil outlet pipeline through a gap between the first seal and the shaft seal, and the pressure-end oil unloading chamber being connected to the oil return chamber;

[0020] And / or, the intermediate casing is provided with a vortex end oil unloading chamber, the vortex end oil unloading chamber is connected to the oil outlet pipeline through the gap between the second seal and the intermediate casing, and the pressure end oil unloading chamber is connected to the oil return chamber.

[0021] As an optional solution, a third sealing member is provided between the impeller sleeve and the shaft seal;

[0022] And / or, a fourth sealing member is provided between the limiting portion and the intermediate casing, and the fourth sealing member is located on a side of the vortex end oil unloading chamber away from the second sealing member.

[0023] As an optional solution, the oil outlet pipeline includes:

[0024] A first oil outlet branch pipe, a second oil outlet branch pipe and a manifold, wherein the inlet of the first oil outlet branch pipe is arranged at one axial end of the integrated bearing, and the outlet of the first oil outlet branch pipe is communicated with the manifold, and the inlet of the second oil outlet branch pipe is arranged at the other axial end of the integrated bearing, and the outlet of the second oil outlet branch pipe is communicated with the manifold.

[0025] As an optional solution, at least one axial end of the integrated bearing is recessed inward to form a sector oil wedge, and the sector oil wedge is provided with a radial oil supply groove and an axial oil supply groove communicating with the radial oil supply groove.

[0026] As an optional solution, an intermediate oil chamber is provided in the integrated bearing, and the intermediate oil chamber is formed by a radial depression of at least a portion of the inner wall surface of the integrated bearing along the integrated bearing. The intermediate oil chamber is connected to the axial oil supply groove, and the integrated bearing is provided with an intermediate oil hole, and the intermediate oil chamber is connected to the oil storage chamber through the intermediate oil hole.

[0027] As an optional solution, the inner wall surface of the intermediate shell includes a first inner wall surface and a second inner wall surface, the second inner wall surface is arranged on both sides of the first inner wall surface in the axial direction, and the radial dimension of the first inner wall surface is larger than the radial dimension of the second inner wall surface.

[0028] An engine system includes an engine and the above-mentioned turbocharger.

[0029] Compared with the prior art, the present invention has the following beneficial effects:

[0030] The turbocharger provided by the present invention has an oil reservoir located below the bearing chamber, and an oil outlet pipeline located above the bearing chamber. In other words, thanks to the J-shaped design of the connecting pipeline and the oil reservoir, lubricating oil entering the oil supply inlet from the top is supplied from the bottom of the bearing chamber through the oil reservoir, and then flows out of the oil outlet pipeline located at the top of the bearing chamber. This ensures that the bearing chamber is always filled with lubricating oil, ensuring that the integrated bearing is fully lubricated. This solves the problem of insufficient oil supply under transient operating conditions in turbochargers in related technologies.

[0031] When the turbocharger stops running, the lubricating oil stored in the oil reservoir is always present because the oil reservoir is set lower than the bearing chamber. When the turbocharger starts working, the engine's lubricating oil pump supplies oil synchronously. When the supplied lubricating oil flows in the engine's oil supply pipe, it will simultaneously compress the gas in the oil supply inlet and the connecting pipe. The increase in gas pressure in the oil supply inlet and the connecting pipe is then transmitted to the oil reservoir, thereby promoting the flow of the lubricating oil stored therein and compressing it into the bearing chamber to lubricate the integrated bearings during the startup phase. This solves the problem of long oil supply delays in related technologies, especially the problem of long oil supply delays caused by changes in lubricating oil viscosity in cold regions and extremely cold weather.

[0032] The engine system provided by the present invention, by applying the above-mentioned turbocharger, can ensure that the oil supply to the bearing chamber meets the usage requirements under transient operating conditions; and under cold start conditions, the oil supply time is short, which prevents wear of the rotating shaft and extends the service life of the rotating shaft, thereby ensuring a longer service life for the turbocharger. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in describing the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the contents of the embodiments of the present invention and these drawings without any creative work.

[0034] Figure 1 A schematic structural diagram of a turbocharger provided in an embodiment of the present invention;

[0035] Figure 2 for Figure 1 Schematic diagram of the local structure;

[0036] Figure 3 A first structural schematic diagram of a materialized oil supply pipeline provided by an embodiment of the present invention;

[0037] Figure 4 A second structural schematic diagram of the materialized oil supply pipeline provided by an embodiment of the present invention;

[0038] Figure 5 for Figure 1 Cross-sectional view at AA when the lubricating oil is full;

[0039] Figure 6 for Figure 1 Cross-sectional view at AA during intercooled start;

[0040] Figure 7 A schematic structural diagram of a shaft seal provided in an embodiment of the present invention;

[0041] Figure 8 A schematic structural diagram of a rotating shaft and a turbine according to an embodiment of the present invention;

[0042] Figure 9 A schematic structural diagram of an integrated bearing provided in an embodiment of the present invention;

[0043] Figure 10 A first structural schematic diagram of the intermediate housing provided in an embodiment of the present invention;

[0044] Figure 11 This is a second structural schematic diagram of the intermediate housing provided in an embodiment of the present invention.

[0045] Reference numerals:

[0046] 100. Turbocharger;

[0047] 10. Rotating shaft; 11. Shaft body; 12. Position limiting portion; 121. Second mounting slot; 122. Fourth mounting slot;

[0048] 20. Integrated bearing; 21. Intermediate oil hole; 22. Intermediate oil cavity; 23. Sector oil wedge; 24. Radial oil supply groove; 25. Axial oil supply groove;

[0049] 30. Intermediate casing; 31. Oil supply line; 311. Oil supply inlet; 312. Connecting line; 313. Oil storage chamber; 314. Bearing chamber; 315. Oil outlet line; 3151. First oil outlet branch pipe; 3152. Second oil outlet branch pipe; 3153. Manifold; 316. Oil return chamber; 317. Oil return port; 32. Vortex end oil unloading chamber; 33. First inner wall surface; 34. Second inner wall surface;

[0050] 41. Shaft seal; 411. First mounting groove; 412. Third mounting groove; 42. Pressure plate; 43. Impeller sleeve; 44. Pressure end oil unloading cavity; 45. Retaining ring;

[0051] 51. First sealing member; 52. Second sealing member; 53. Third sealing member; 54. Fourth sealing member;

[0052] 60. Compressor; 61. Compressor casing; 62. Impeller;

[0053] 70. Turbine; 71. Turbine housing; 72. Turbine;

[0054] 81. Inner oil film clearance; 82. Outer oil film clearance; 83. Compression end thrust surface clearance; 84. Vortex end thrust surface clearance. DETAILED DESCRIPTION

[0055] To make the above-mentioned objects, features, and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings. The following description sets forth many specific details to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways than those described herein, and those skilled in the art can make similar improvements without violating the scope of the present application. Therefore, the present application is not limited to the specific embodiments disclosed below.

[0056] In the description of this application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0057] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of this application, if the term "plurality" appears, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0058] In this application, unless otherwise specified or limited, the terms "mounted," "connected," "connected," "fixed," etc., should be interpreted broadly. For example, these terms may refer to fixed connections, removable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediary; and internal communication between two components or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.

[0059] In this application, unless otherwise expressly specified or limited, if a first feature is described as being "above" or "below" a second feature, or similar descriptions, this may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is described as being "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is described as being "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0060] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be an intermediate element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only embodiment.

[0061] like Figure 1 and Figure 2 As shown, this embodiment provides an engine system, which includes an engine (not shown) and a turbocharger 100. The turbocharger 100 includes a rotating shaft 10, an integrated bearing 20, an intermediate housing 30, a turbine 70, and the rotating shaft 10. The turbine 70 includes a turbine housing 71 and a turbine 72 disposed in the turbine housing 71. The compressor 60 includes a compressor housing 61 and an impeller 62 disposed in the compressor housing 61. The impeller 62 and the turbine 72 are respectively disposed at both ends of the axial direction of the rotating shaft 10. The integrated bearing 20 is sleeved on the outer periphery of the rotating shaft 10. The intermediate housing 30 is disposed on the outer periphery of the rotating shaft 10. The compressor housing 61 and the turbine housing 71 are respectively connected to the intermediate housing 30. The turbine housing 71 is connected to the exhaust manifold of the engine, and the compressor housing 61 is connected to the intake manifold of the engine.

[0062] Optionally, the engine system further includes an intercooler, which is disposed between the compressor 60 and the engine.

[0063] During operation, high-temperature, high-pressure exhaust gas generated by engine combustion is discharged from the exhaust manifold and enters the turbine housing 71. The turbine housing 71 directs the exhaust gas to strike the turbine 72 at high speed and in a concentrated manner, driving the turbine 72 to rotate. This in turn drives the rotating shaft 10, which in turn drives the impeller 62 to rotate. The high-speed rotating impeller 62 draws in air and ejects it outward at high speed along the blades. The compressor housing 61 converts the air's kinetic energy into pressure energy, compressing the air. The compressed air is typically cooled by an intercooler before being delivered to the engine's cylinders through the intake manifold. This allows a greater mass of oxygen to be packed into the same cylinder volume. When the engine's control unit detects the increased intake air volume, it increases the fuel injection rate accordingly. More fuel and oxygen are burned in the engine's cylinders, releasing more energy and driving the pistons to perform more work, significantly increasing the engine's power and torque output. As can be understood, compressed air heats up. If the compressed air temperature is too high, it is cooled by an intercooler.

[0064] It should be noted that the specific structure and working principle of the engine and intercooler are prior art and will not be described in detail in this embodiment.

[0065] When the rotating shaft 10 is working, it is in a high-speed rotation condition (such as 200,000 revolutions per minute). In order to avoid wear of the rotating shaft 10 and extend the service life of the rotating shaft 10, an oil supply pipeline 31 is usually opened on the intermediate housing 30. The oil supply pipeline 31 includes an oil supply inlet 311, an oil return chamber 316 and an oil return port 317 that are connected.

[0066] The oil supply inlet 311 is located directly above the intermediate housing 30 and communicates with the engine's oil supply pipe. An oil return port 317 is located at the bottom of the oil return chamber 316 and communicates with the engine's oil return pipe. During operation, lubricating oil flows from the engine's oil supply pipe through the oil supply inlet 311 into the interior of the intermediate housing 30. It then flows through the oil return chamber 316, the oil return port 317, and the oil return pipe, returning to the engine, completing the oil circulation of the turbocharger 100.

[0067] Optionally, the turbocharger 100 further includes a shaft seal 41. The rotating shaft 10 includes a shaft body 11 and a stopper 12. The stopper 12 is disposed at the end of the shaft body 11 axially facing away from the compressor 60. The stopper 12 cooperates with the intermediate housing 30. One axial end of the integrated bearing 20 abuts the stopper 12. The shaft seal 41 is sleeved on the shaft body 11, with the other end of the integrated bearing 20 abutting the shaft seal 41. In other words, the shaft seal 41 is disposed on the side of the shaft body 11 closest to the compressor 60. The shaft seal 41 prevents lubricating oil leakage and prevents high-pressure air from infiltrating the compressor 60, thereby preventing interference with the normal circulation of the lubricating oil.

[0068] Optionally, the turbocharger 100 further includes a pressure plate 42 , which is sleeved on the outer periphery of the shaft seal 41 and abuts against the intermediate housing 30 . The pressure plate 42 fixes the integrated bearing 20 to prevent axial movement of the integrated bearing 20 .

[0069] Optionally, the turbocharger 100 further includes an impeller sleeve 43 , which is disposed on the outer periphery of the shaft seal 41 and abuts against the pressure plate 42 .

[0070] like Figure 2 As shown, in this embodiment, the turbocharger 100 further includes a retaining ring 45, one axial end of the retaining ring 45 abuts against the intermediate housing 30, and the other end abuts against the impeller sleeve 43. The retaining ring 45 enables the impeller sleeve 43 to abut against the pressure plate 42, so that the pressure plate 42 is tightly pressed against the intermediate housing 30.

[0071] Optionally, the impeller sleeve 43, the shaft seal 41, and the pressure plate 42 jointly form a compression-end oil unloading chamber 44, which is in communication with the oil return chamber 316. Lubricating oil enters the compression-end oil unloading chamber 44 through the gaps between the integrated bearing 20 and the shaft seal 41, and the gaps between the pressure plate 42 and the shaft seal 41, and flows into the oil return chamber 316, and then enters the engine through the oil return port 317. This intercepts and recovers leaked lubricating oil from the compressor 60 side, preventing it from entering the working chamber of the compressor 60. This, in turn, prevents the lubricating oil from entering the engine's combustion chamber along with the air, leading to problems such as oil burning, increased carbon deposits, and deteriorated emissions (such as blue smoke).

[0072] Optionally, the intermediate housing 30 is provided with a turbine end oil unloading chamber 32, which is in communication with the oil return chamber 316. Lubricating oil enters the turbine end oil unloading chamber 32 through the gap between the integrated bearing 20 and the intermediate housing 30, and the gap between the intermediate housing 30 and the stopper 12, and flows into the oil return chamber 316, and then enters the engine through the oil return port 317, thereby intercepting and recovering leaked lubricating oil on the turbine 70 side, preventing the lubricating oil from entering the working chamber of the turbine 70, and further preventing the lubricating oil from being ignited by high-temperature exhaust gas (temperatures can reach 600°C-900°C), resulting in carbon deposits that clog the turbine 72 and even damage the turbocharger 100.

[0073] However, the above-mentioned "upper oil injection-bottom oil return" open lubrication architecture has the problems of insufficient oil supply under transient conditions (such as ultra-high-speed operation of 200,000 rpm, frequent start-stop or rapid load alternation) and too long oil supply delay time under cold start conditions.

[0074] In order to solve the above problems, Figures 1-6As shown, the oil supply line 31 of the intermediate housing 30 provided in this embodiment includes an oil supply inlet 311, a connecting line 312, an oil storage chamber 313, a bearing chamber 314, an oil outlet line 315, and an oil return chamber 316, which are sequentially interconnected. The integrated bearing 20 is located in the bearing chamber 314. The oil supply inlet 311 is higher than the bearing chamber 314, the oil storage chamber 313 is lower than the bearing chamber 314, and the oil outlet line 315 is higher than the bearing chamber 314. In other words, the outer contours of the connecting line 312 and the oil storage chamber 313 are "J"-shaped.

[0075] like Figure 5 As shown, when the turbocharger 100 is operating normally, lubricating oil enters the interior of the intermediate housing 30 from the oil supply inlet 311, flows sequentially through the connecting pipe 312, the oil reservoir 313, the bearing chamber 314, and the oil outlet pipe 315, enters the oil return chamber 316, and returns to the engine oil pan through the oil return port 317, thus completing the oil supply cycle of the turbocharger 100. Thanks to the setting of the oil reservoir 313 being lower than the bearing chamber 314, that is, thanks to the "J"-shaped design of the connecting pipe 312 and the oil reservoir 313, the lubricating oil entering the oil supply inlet 311 from the top is supplied from the bottom of the bearing chamber 314 through the oil reservoir 313, and the oil is discharged from the oil outlet pipe 315 provided at the top of the bearing chamber 314. This ensures that the interior of the bearing chamber 314 is always filled with lubricating oil, ensuring that the integrated bearing 20 is in a fully lubricated state. This solves the problem of insufficient oil supply under transient operating conditions of the turbocharger 100 in the related art.

[0076] like Figure 6 As shown, when the turbocharger 100 stops operating, the lubricating oil in the bearing chamber 314 slowly leaks through the gaps between the integrated bearing 20 and the shaft seal 41, the gaps between the pressure plate 42 and the shaft seal 41, the gaps between the integrated bearing 20 and the intermediate housing 30, and the gaps between the intermediate housing 30 and the stopper 12. After a sufficiently long shutdown period, no significant amount of lubricating oil remains in the bearing chamber 314, aside from the lubricating oil adhering to the walls. However, because the oil reservoir 313 is positioned below the bearing chamber 314, the lubricating oil stored in the oil reservoir 313 remains permanently present. When turbocharger 100 starts operating, the engine's lubricating oil pump simultaneously supplies oil. As the supplied lubricating oil flows through the engine's oil supply pipe, it simultaneously compresses the gas within oil supply inlet 311 and connecting pipe 312. The increased gas pressure within oil supply inlet 311 and connecting pipe 312 is then transmitted to oil reservoir 313, thereby promoting the flow of lubricating oil stored therein and compressing it into bearing chamber 314 to lubricate integrated bearing 20 during the startup phase. This solves the problem of long oil supply delays in related technologies, particularly the problem of long oil supply delays caused by changes in lubricating oil viscosity in cold regions and extremely cold weather.

[0077] In this embodiment, the inner wall surface of the intermediate housing 30 , the side surface of the shaft seal 41 close to the integrated bearing 20 , and the side surface of the limiting portion 12 close to the integrated bearing 20 together form a relatively closed space, which is the above-mentioned bearing chamber 314 .

[0078] Optionally, the oil outlet pipeline 315 includes a first oil outlet branch pipe 3151, a second oil outlet branch pipe 3152, and a manifold 3153. The inlet of the first oil outlet branch pipe 3151 is located at one axial end of the integrated bearing 20, and the outlet of the first oil outlet branch pipe 3151 is connected to the manifold 3153. The inlet of the second oil outlet branch pipe 3152 is located at the other axial end of the integrated bearing 20, and the outlet of the second oil outlet branch pipe 3152 is connected to the manifold 3153. This arrangement not only achieves efficient oil return, avoids lubricating oil accumulation, and reduces the risk of lubrication failure, but also balances axial pressure and reduces the risk of lubricating oil leakage.

[0079] Optionally, a first seal 51 is provided between the shaft seal 41 and the pressure plate 42 to improve the sealing between the two. Optionally, a second seal 52 is provided between the stopper 12 and the intermediate housing 30 to improve the sealing between the two. The provision of the first and second seals 51, 52 ensures a relative seal between the bearing chamber 314. This further ensures that the bearing chamber 314 is always filled with lubricating oil during operation of the turbocharger 100, ensuring adequate lubrication of the integrated bearing 20.

[0080] Optionally, the first sealing member 51 and the second sealing member 52 are respectively rubber sealing rings, which have good sealing effect, are easy to install, and have low cost.

[0081] Alternatively, as Figure 2 and Figure 7 As shown, the shaft seal 41 is provided with a first mounting groove 411, and the first sealing member 51 is disposed in the first mounting groove 411 to achieve positioning and installation of the first mounting groove 411 and ensure its installation stability. Of course, in other embodiments, the first mounting groove 411 can also be provided on the pressure plate 42 to achieve the above-mentioned effect.

[0082] Alternatively, as Figure 2 and Figure 8 As shown, the limiting portion 12 is provided with a second mounting groove 121, and the second sealing member 52 is disposed in the second mounting groove 121 to achieve the positioning and installation of the second mounting groove 121 and ensure its installation stability. Of course, in other embodiments, the second mounting groove 121 can also be provided on the intermediate housing 30 to achieve the above-mentioned effect.

[0083] Optionally, a third seal 53 is provided between the impeller sleeve 43 and the shaft seal 41 to improve the sealing between the impeller sleeve 43 and the shaft seal 41 and prevent the lubricating oil in the pressure end oil unloading cavity 44 from leaking from between the impeller sleeve 43 and the shaft seal 41 .

[0084] Optionally, there are multiple third sealing members 53 , and the multiple third sealing members 53 are arranged at intervals along the axial direction of the integrated bearing 20 to further improve the sealing performance between the impeller sleeve 43 and the shaft seal 41 .

[0085] Optionally, a third mounting groove 412 is provided on the shaft seal 41, and the third sealing member 53 is disposed within the third mounting groove 412 to achieve positioning and installation of the third mounting groove 412 and ensure its installation stability. Of course, in other embodiments, the third mounting groove 412 can also be provided on the impeller sleeve 43 to achieve the above-mentioned effect.

[0086] Optionally, a fourth seal 54 is provided between the limiting portion 12 and the intermediate casing 30, and the fourth seal 54 is located on the side of the vortex end oil unloading chamber 32 away from the second seal 52, so as to improve the sealing between the limiting portion 12 and the intermediate casing 30 and prevent the lubricating oil in the vortex end oil unloading chamber 32 from leaking from between the limiting portion 12 and the intermediate casing 30.

[0087] Optionally, there are multiple fourth sealing members 54 , and the multiple fourth sealing members 54 are arranged at intervals along the axial direction of the integrated bearing 20 to further improve the sealing between the limiting portion 12 and the intermediate housing 30 .

[0088] Optionally, a fourth mounting groove 122 is provided on the limiting portion 12, and the fourth sealing member 54 is disposed within the fourth mounting groove 122 to achieve positioning and installation of the fourth mounting groove 122 and ensure its installation stability. Of course, in other embodiments, the fourth mounting groove 122 can also be provided on the intermediate housing 30 to achieve the above-mentioned effects.

[0089] Optionally, the number of the third sealing elements 53 and the fourth sealing elements 54 is the same to balance the axial pressure and further reduce the risk of lubricating oil leakage.

[0090] Optionally, the third sealing member 53 and the fourth sealing member 54 are respectively rubber sealing rings, which have good sealing effect, are easy to install, and have low cost.

[0091] By providing a first seal 51 and a second seal 52, leakage of lubricating oil used to lubricate the integrated bearing 20 outside the bearing chamber 314 is greatly limited. A pressure-end oil unloading chamber 44 and a vortex-end oil unloading chamber 32 are provided at the pressure end and vortex end of the intermediate housing 30, respectively. A small amount of oil leaking from the bearing chamber 314 will fall into the return oil chamber 316 under the action of gravity in these two oil unloading chambers. A third seal 53 and a fourth seal 54 are provided on the paths of the pressure-end oil unloading chamber 44 and the vortex-end oil unloading chamber 32 away from the integrated bearing 20, respectively. This constitutes a triple oil leakage prevention mechanism. Compared to the double oil leakage prevention mechanism of conventional turbochargers, which relies on a "maze structure" and a layer of sealing ring structure, this significantly reduces the risk of lubricating oil entering the flow paths of the compressor 60 and turbine 70, thereby significantly reducing the risk of oil leakage in the turbocharger 100.

[0092] Alternatively, as Figure 9 As shown, at least one axial end of the integrated bearing 20 is recessed inward to form a sector-shaped oil wedge 23. This achieves hydrodynamic lubrication, forms a stable oil film, optimizes axial load-bearing capacity, and reduces friction and wear. In this embodiment, the wedge-shaped sector-shaped oil wedge 23 has a height difference of 0.02mm-0.04mm to prevent oil film rupture and improve oil film stiffness.

[0093] Optionally, the sector oil wedge 23 is provided with a radial oil supply groove 24 and an axial oil supply groove 25 communicating with the radial oil supply groove 24. This arrangement allows, on the one hand, direct oil delivery to the inlet end of the sector oil wedge 23 through the radial oil supply groove 24 and the axial oil supply groove 25, without relying on rotational "entrainment," thus ensuring that there is still a sufficient base of lubricating oil within the sector oil wedge 23 even at low rotational speeds. On the other hand, it can restrict the flow of lubricating oil, prevent lubricating oil from escaping from non-working areas, reduce lubricating oil leakage, and improve lubricating oil utilization.

[0094] Optionally, an intermediate oil chamber 22 is provided in the integrated bearing 20. The intermediate oil chamber 22 is formed by at least a portion of the inner wall surface of the integrated bearing 20 being recessed radially along the integrated bearing 20. The intermediate oil chamber 22 is connected to the axial oil supply groove 25. The integrated bearing 20 is provided with an intermediate oil hole 21. The intermediate oil chamber 22 is connected to the oil storage chamber 313 through the intermediate oil hole 21, so as to achieve the purpose of optimizing the lubrication efficiency of the inner wall surface of the integrated bearing 20, balancing the load distribution, and enhancing the heat dissipation capacity.

[0095] Alternatively, as Figure 10 and Figure 11As shown, the inner wall surface of the intermediate housing 30 includes a first inner wall surface 33 and a second inner wall surface 34. The second inner wall surface 34 is arranged on both sides of the axial direction of the first inner wall surface 33. The radial dimension of the first inner wall surface 33 is greater than the radial dimension of the second inner wall surface 34. That is to say, the middle part of the inner wall surface of the intermediate housing 30 is recessed inward to form a groove, and the lubricating oil can fill the groove to achieve the purpose of optimizing the lubrication efficiency of the outer wall surface of the integrated bearing 20, balancing the load distribution, and enhancing the heat dissipation capacity.

[0096] like Figure 2 As shown, an inner oil film gap 81 is formed between the inner wall surface of the integrated bearing 20 that does not form the intermediate oil chamber 22 and the shaft body 11 , and the thickness of the inner oil film gap 81 is designed to be 0.02 mm-0.04 mm.

[0097] Optionally, an outer oil film gap 82 is formed between the outer wall surface of the integrated bearing 20 and the second inner wall surface 34 , and the thickness of the outer oil film gap 82 is designed to be 0.03 mm-0.05 mm.

[0098] Optionally, a pressure-end thrust gap 83 is formed between the integrated bearing 20 and the shaft seal 41, and a turbine-end thrust gap 84 is formed between the integrated bearing 20 and the stopper 12. The thicknesses of pressure-end thrust gap 83 and turbine-end thrust gap 84 are equal to balance axial pressure and reduce the risk of lubricating oil leakage. Specifically, the thicknesses of pressure-end thrust gap 83 and turbine-end thrust gap 84 are both designed to be 0.04 mm to 0.08 mm.

[0099] By limiting the numerical ranges of the thicknesses of the inner oil film gap 81 , the outer oil film gap 82 , the compression end thrust surface gap 83 and the vortex end thrust surface gap 84 , oil film rupture can be avoided and the oil film stiffness can be improved.

[0100] Note that throughout this specification, references to terms such as "some embodiments" and "other embodiments" indicate that the specific features, structures, materials, or characteristics described in conjunction with those embodiments or examples are included in at least one embodiment or example of the present invention. Throughout this specification, schematic representations of these terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be incorporated in any suitable manner in any one or more embodiments or examples.

[0101] The above are merely preferred embodiments of the present invention and the technical principles employed. Those skilled in the art will appreciate that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments, and substitutions are possible for those skilled in the art without departing from the scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments and may include many other equivalent embodiments without departing from the scope of the present invention. The scope of the present invention is determined by the scope of the appended claims.

Claims

1. A turbocharger, characterized in that: include: A rotating shaft (10); An integrated bearing (20) is sleeved outside the rotating shaft (10); An intermediate housing (30) is sleeved outside the integrated bearing (20). An oil supply pipeline (31) is provided in the intermediate housing (30). The oil supply pipeline (31) includes an oil supply inlet (311), a connecting pipeline (312), an oil storage chamber (313), a bearing chamber (314), an oil outlet pipeline (315), and an oil return chamber (316) that are sequentially connected. The integrated bearing (20) is located in the bearing chamber (314). The oil supply inlet (311) is higher than the bearing chamber (314), the oil storage chamber (313) is lower than the bearing chamber (314), and the oil outlet pipeline (315) is higher than the bearing chamber (314).

2. The turbocharger according to claim 1, characterized in that The turbocharger further comprises a shaft seal (41), and the rotating shaft (10) comprises: A shaft body (11) and a limiting portion (12), wherein the limiting portion (12) is arranged at one axial end of the shaft body (11), the limiting portion (12) cooperates with the intermediate housing (30), one axial end of the integrated bearing (20) abuts against the limiting portion (12), the shaft seal (41) is sleeved on the shaft body (11), and the other end of the integrated bearing (20) abuts against the shaft seal (41).

3. The turbocharger according to claim 2, characterized in that The turbocharger further includes a pressure plate (42), the pressure plate (42) being sleeved on the outer periphery of the shaft seal (41) and abutting against the intermediate housing (30), and a first sealing member (51) being provided between the shaft seal (41) and the pressure plate (42); And / or, a second sealing member (52) is provided between the limiting portion (12) and the intermediate housing (30).

4. The turbocharger according to claim 3, characterized in that The turbocharger further comprises: An impeller sleeve (43), the impeller sleeve (43) being arranged on the outer periphery of the shaft seal (41) and abutting against the pressure plate (42), the impeller sleeve (43), the shaft seal (41) and the pressure plate (42) jointly forming a pressure-end oil unloading chamber (44), the pressure-end oil unloading chamber (44) being connected to the oil outlet pipeline (315) through a gap between the first sealing member (51) and the shaft seal (41), and the pressure-end oil unloading chamber (44) being connected to the oil return chamber (316); And / or, the intermediate casing (30) is provided with a vortex end oil unloading chamber (32), the vortex end oil unloading chamber (32) is connected to the oil outlet pipeline (315) through a gap between the second sealing member (52) and the intermediate casing (30), and the pressure end oil unloading chamber (44) is connected to the oil return chamber (316).

5. The turbocharger according to claim 4, characterized in that A third sealing member (53) is provided between the impeller sleeve (43) and the shaft seal (41); And / or, a fourth sealing member (54) is provided between the limiting portion (12) and the intermediate casing (30), and the fourth sealing member (54) is located on a side of the vortex end oil unloading chamber (32) away from the second sealing member (52).

6. The turbocharger according to claim 1, characterized in that The oil outlet pipeline (315) comprises: A first oil outlet branch pipe (3151), a second oil outlet branch pipe (3152) and a manifold (3153), wherein the inlet of the first oil outlet branch pipe (3151) is arranged at one axial end of the integrated bearing (20), and the outlet of the first oil outlet branch pipe (3151) is communicated with the manifold (3153), and the inlet of the second oil outlet branch pipe (3152) is arranged at the other axial end of the integrated bearing (20), and the outlet of the second oil outlet branch pipe (3152) is communicated with the manifold (3153).

7. The turbocharger according to any one of claims 1 to 6, characterized in that: At least one axial end of the integrated bearing (20) is recessed inward to form a sector oil wedge (23), and the sector oil wedge (23) is provided with a radial oil supply groove (24) and an axial oil supply groove (25) communicating with the radial oil supply groove (24).

8. The turbocharger according to claim 7, characterized in that An intermediate oil chamber (22) is provided in the integrated bearing (20), the intermediate oil chamber (22) being formed by at least a portion of the inner wall surface of the integrated bearing (20) being recessed along the radial direction of the integrated bearing (20), the intermediate oil chamber (22) being communicated with the axial oil supply groove (25), the integrated bearing (20) being provided with an intermediate oil hole (21), the intermediate oil chamber (22) being communicated with the oil storage chamber (313) through the intermediate oil hole (21).

9. The turbocharger according to any one of claims 1 to 6, characterized in that: The inner wall surface of the intermediate shell (30) includes a first inner wall surface (33) and a second inner wall surface (34), wherein the second inner wall surface (34) is arranged on both sides of the first inner wall surface (33) in an axial direction, and the radial dimension of the first inner wall surface (33) is greater than the radial dimension of the second inner wall surface (34).

10. An engine system comprising an engine, characterized in that: It also includes a turbocharger as described in any one of claims 1-9.

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