A turbocharger assembly leak detection apparatus

Abstract

This invention relates to the field of turbocharger testing and discloses a turbocharger assembly airtightness testing device, including a device base, a water tank body on the device base, a turbocharger body placed inside the water tank body, and a vent pipe connecting two turbocharger bodies. The vent pipe is supported by a bracket on the device base. Each of the vent pipes is equipped with a drive docking mechanism. The beneficial effects of this invention compared with the prior art are as follows: This device uses a drive device to link all drive docking mechanisms with a worm gear. A single power source synchronously drives all vent pipes to complete the insertion and removal docking, connecting multiple turbocharger bodies end to end to form a closed air path. There is no need for manual insertion and removal of vent pipes one by one. The sealing docking and disassembly of all stations can be completed in one action, which improves the efficiency by several times compared with manual testing at a single station and is fully adapted to the production rhythm of large-scale factory testing of turbochargers.

Description

Technical Field

[0001] This invention relates to the field of turbocharger testing, specifically to a turbocharger component airtightness testing device. Background Technology

[0002] As a core supercharging component in automotive engines and construction machinery power systems, the airtightness of the turbocharger's housing seams, intake port, and exhaust port directly determines the supercharging efficiency, power output, and overall reliability. Even minor leaks can lead to insufficient intake pressure, increased fuel consumption, power loss, and even engine failure. Therefore, it must undergo rigorous airtightness testing before leaving the factory. Currently, mainstream turbocharger airtightness testing technology in the industry remains at a single-station, static, and manual operation mode. This has significant shortcomings in testing efficiency, sealing accuracy, operational condition accuracy, and automation level, and cannot meet the requirements for large-volume, high-precision, and consistent testing.

[0003] Existing turbocharger air tightness testing equipment generally adopts a single-station independent testing structure. Specifically, a single water tank or sealed cavity corresponds to one turbocharger. During testing, the turbocharger is manually placed into the cavity, and a single air inlet pipe and a single air outlet pipe are manually connected to the air inlet and outlet of the turbocharger, respectively. A simple seal is achieved by relying on a single sealing ring, and then compressed air is introduced into the cavity. Whether there is a leak is determined by the pressure drop method of the pressure gauge or the simple water tank bubbling method.

[0004] These devices are all distributed, independent workstations. Each workstation is equipped with an independent air pipe, cylinder, drive motor, and control switch. Operators need to clamp each device, insert each tube, and start testing each device one by one. The clamping process is cumbersome, inconsistent, and manual insertion and removal can easily cause wear and tear on the interfaces and inadequate sealing.

[0005] In terms of testing conditions and principles, existing equipment is all static atmospheric pressure testing, which only observes pressure drop or bubbling when the turbocharger is stationary. It cannot drive the turbine shaft to rotate to simulate the actual working state of the engine. When the turbocharger is running, the airflow disturbance, pressure distribution and micro deformation of the casing are completely different from the static state. The leakage points under the actual operating conditions cannot be detected in static testing, resulting in a high false negative rate and a large deviation between the test results and actual use. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to overcome the above-mentioned difficulties and provide a turbocharger assembly airtightness testing device.

[0007] To solve the above-mentioned technical problems, the technical solution provided by the present invention is as follows: A turbocharger assembly airtightness testing device includes a base, on which are mounted a plurality of water tank bodies, which are placed vertically in pairs. A turbocharger body is placed inside each water tank body. A sealed vent pipe passing through the water tank body connects two turbocharger bodies. Adjacent turbocharger bodies are connected end-to-end by the vent pipe, which is supported by a bracket on the base. Each of the vent pipes is equipped with a drive docking mechanism. A drive device is located at the center of the base. When the drive device is activated, it can simultaneously drive all drive docking mechanisms and drive the vent pipes to dock with the turbocharger bodies on both sides.

[0008] As an improvement, the vent pipe includes an inclined branch pipe with folded pipes at both ends. Each of the two folded pipes has a horizontally arranged insertion pipe at its end. The two insertion pipes are respectively inserted into the air intake and air outlet ports of the turbocharger body on both sides. The two insertion pipes are slidably mounted on the bracket and driven by the docking mechanism through the reciprocating rotation of the branch pipe to drive the two insertion pipes to complete the insertion and removal of the turbocharger body.

[0009] As an improvement, the insertion tube is provided with a sleeve, and the interface of the turbocharger body is located between the insertion tube and the sleeve. Sealing strips are provided on the contact surfaces of the interfaces of the insertion tube, the sleeve, and the turbocharger body.

[0010] As an improvement, the drive docking mechanism includes a drive shaft rotatably mounted on a bracket, with a fixed ring and a worm gear at each end of the drive shaft. The fixed ring is fixedly sleeved on the outside of the branch pipe. The output end of the drive device is provided with a worm gear that meshes with all the worm gears. A bushing is rotatably sleeved on the end of the drive shaft near the worm gear. An end seat is provided at the side end of the bushing, and the end seat is inserted into the end of the drive shaft adjacent to the drive shaft.

[0011] As an improvement, the water tank body includes a water tank bottom shell mounted on the equipment base, a turbocharger base inside the water tank bottom shell, a turbocharger body placed on the turbocharger base, and a second drive device on one side of the water tank bottom shell. The drive shaft and the insertion pipe of the second drive device pass through both ends of the water tank bottom shell in a sealed manner. The drive shaft of the second drive device is connected to the turbine shaft inside the turbocharger body to drive the turbine to rotate.

[0012] As an improvement, the bottom shell of the water tank is provided with a slot and a water tank cover plate. The bottom of the water tank cover plate is provided with a sealing strip that can be inserted into the slot. The mating ends of the water tank cover plate and the bottom shell of the water tank are provided with end grooves. The exhaust port of the turbocharger body is located in the end groove and is sealed to the end groove. The water tank cover plate is provided with a handle and both the water tank cover plate and the bottom shell of the water tank are provided with observation windows.

[0013] As an improvement, the top of the turbocharger base is provided with an adaptation groove that fits into the bottom of the turbocharger body, and the turbocharger base is provided with a slot. The turbocharger body includes two opposing housings, and the gap between the two housings is located in the slot.

[0014] As an improvement, the bracket includes a support on the equipment base, with two tube supports on the support. The tube supports have through holes through which the insertion tube passes, and auxiliary wheels that are rotatably connected to the insertion tube are provided in the through holes. A shaft support that is rotatably connected to the drive shaft is provided on one side of the two tube supports.

[0015] The advantages of this invention compared to the prior art are as follows: 1. This device uses a drive unit and a worm gear linkage to drive all drive docking mechanisms. A single power source synchronously drives all air pipes to complete the insertion and removal docking, connecting multiple turbocharger bodies end to end to form a closed air circuit. There is no need for manual insertion and removal of air pipes one by one. The sealing docking and disassembly of all stations can be completed in one action, which is several times more efficient than manual inspection at a single station. It is fully compatible with the production rhythm of mass production and factory inspection of turbochargers.

[0016] 2. This device directly drives the turbine shaft inside the turbocharger body to rotate through the second drive unit. It simulates the airflow disturbance, internal pressure and micro-deformation of the casing under the actual working conditions of the engine in the water tank, so that the leakage point is fully exposed under dynamic conditions. Combined with the underwater bubbling method, it can be seen intuitively, which fundamentally solves the problem of static detection not matching the actual working conditions, significantly reduces the false negative rate, and the test results are closer to the real use conditions.

[0017] 3. This device completely places the turbocharger inside the sealed water tank body, and after filling it with clean water, it creates an interference-free observation environment; the turbocharger base has a slot that faces the shell seam to avoid blocking leaking air bubbles; both the bottom shell and the water tank cover are equipped with transparent observation windows, which can be used to observe all easily leaking parts such as shell seams and interfaces from all directions without blind spots, so as to quickly and accurately locate the leak point and improve the efficiency of detection and judgment.

[0018] 4. This device adopts a double-layer nested structure of insert and sleeve, with double-layer sealing strips, to form a double seal on the booster interface, resulting in a wider sealing surface and more reliable sealing. All stations are driven by the same worm gear, and the insertion force and depth are completely consistent, completely eliminating sealing deviations caused by manual operation and greatly improving the consistency and reliability of test results. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of a turbocharger assembly airtightness testing device according to the present invention.

[0020] Figure 2 This is a schematic diagram showing the overall structure of a turbocharger assembly airtightness testing device according to the present invention.

[0021] Figure 3 This is a partial structural diagram of a turbocharger assembly airtightness testing device according to the present invention. Figure 1 .

[0022] Figure 4 This is a partial structural breakdown diagram of a turbocharger component airtightness testing device according to the present invention.

[0023] Figure 5 This is a schematic diagram of the drive docking mechanism of a turbocharger component airtightness testing device according to the present invention.

[0024] Figure 6 This is a partial structural diagram of a turbocharger assembly airtightness testing device according to the present invention. Figure 2 .

[0025] Figure 7 This is a schematic diagram of the water tank body structure of a turbocharger component airtightness testing device according to the present invention.

[0026] Figure 8 This is a schematic diagram of the support structure of a turbocharger assembly airtightness testing device according to the present invention.

[0027] As shown in the figure: 1. Equipment base; 101. Drive device one; 102. Drive device two; 103. Worm gear; 2. Water tank body; 201. Water tank bottom shell; 202. Slot; 203. Water tank cover; 204. Sealing strip; 205. End groove; 206. Handle; 207. Turbocharger base; 208. Adaptive groove; 209. Slot; 3. Turbocharger body; 4. Vent pipe; 401. Branch pipe; 402. Folded pipe; 403. Insert pipe; 404. Sleeve; 405. Sealing strip; 5. Bracket; 501. Support; 502. Pipe rack; 503. Perforation; 504. Auxiliary wheel; 505. Shaft bracket; 6. Drive docking mechanism; 601. Drive shaft; 602. Fixing ring; 603. Worm gear; 604. Shaft sleeve; 605. End seat. Detailed Implementation

[0028] The present invention will now be described in further detail with reference to the accompanying drawings.

[0029] Combined with appendix Figure 1 Appendix Figure 2 Appendix Figure 3 As shown: A turbocharger assembly airtightness testing device includes a base 1, on which are a plurality of water tank bodies 2, which are placed vertically in pairs. Turbocharger bodies 3 are placed inside the water tank bodies 2. A sealed vent pipe 4 passing through the water tank body 2 connects two turbocharger bodies 3. Adjacent turbocharger bodies 3 are connected end to end by the vent pipe 4, and the vent pipe 4 is supported by a bracket 5 on the base 1. Each of the vent pipes 4 is provided with a drive docking mechanism 6. A drive device 101 is provided at the center of the base 1. When the drive device 101 is activated, it can simultaneously drive all drive docking mechanisms 6, and drive the vent pipes 4 to dock with the turbocharger bodies 3 on both sides through the drive docking mechanisms 6.

[0030] The equipment base 1 is the rigid load-bearing and power core of the entire equipment. A drive device 101 is vertically fixed at the center of the equipment base 1. The drive device 101 adopts a servo geared motor with an encoder. Its output end is coaxially fixed to a vertically arranged worm gear 103. The worm gear 103 maintains axial engagement with the drive docking mechanism 6 of all workstations. A drive device 2 102 is fixedly installed on the equipment base 1 at the installation position of each water tank body 2. The drive device 2 102 adopts a variable frequency speed control motor. Its drive shaft passes through the bottom shell 201 of the water tank through a mechanical seal structure. It can be precisely docked with the end of the turbine shaft of the turbocharger body 3 and transmit torque.

[0031] This turbocharger component air tightness testing equipment uses the equipment base 1 as the overall rigid load-bearing and power output foundation. The drive device 101 set in the center drives the worm gear 103 to rotate, which synchronously drives the drive docking mechanism 6 of all stations to operate, thereby driving the vent pipe 4 to complete the synchronous plugging and unplugging docking of the intake and exhaust interfaces of multiple turbocharger bodies 3, so that all the turbocharger bodies 3 under test are connected in series through the vent pipe 4 to form a closed air tightness testing circuit. Each turbocharger body 3 is placed inside the water tank body 2. After the water tank body 2 is filled with clean water, an underwater testing environment is formed. The drive device 2 102 can drive the turbine shaft inside the turbocharger body 3 to rotate, simulating the real working conditions of the engine. By observing whether continuous bubbles are generated underwater, the leakage points of the turbocharger housing joints and interface sealing surfaces can be accurately detected. The entire equipment achieves synchronous docking and disassembly of multiple workstations through a single power source, eliminating the need for manual insertion and removal of air pipes one by one. At the same time, it can simulate the actual operating conditions of the turbine to perform pressurized air tightness testing, completely solving the industry pain points of traditional air tightness testing equipment such as low single-station testing efficiency, cumbersome manual clamping, large deviation between static testing and actual operating conditions, and high missed detection rate. It significantly improves the efficiency, accuracy and consistency of air tightness testing of turbocharger body 3, and is suitable for the batch factory testing needs of turbocharger body 3 for automobiles and construction machinery.

[0032] The equipment base 1 is horizontally fixed to the concrete floor of the testing workshop by anchor bolts, providing an absolutely stable installation benchmark for all functional mechanisms. Its overall structure adopts a box-type welded structure, which can withstand the static load of multiple water tank bodies 2 after they are full of water and the vibration load generated by the motor operation. It can operate without deformation or loosening for a long time, effectively isolating vibration and avoiding ripples on the water surface of the water tank that affect bubble observation. When the turbocharger body 3 needs to be docked and clamped, the central drive unit 101 receives the start signal of the control system and drives the worm gear 103 at the output end to rotate forward at a set speed. The worm gear 103 drives the drive docking mechanism 6 of all stations to move synchronously through the helical meshing transmission. Then, the drive docking mechanism 6 drives the air pipe 4 to complete the synchronous docking of the turbocharger body 3 interface of all stations. The single power source drive ensures the synchronicity and consistency of the docking action of all stations and will not cause the single station to fail to dock properly. When disassembly is required after testing, drive unit 101 drives worm gear 103 to rotate in the opposite direction, synchronously driving all drive docking mechanisms 6 to rotate in the opposite direction, causing the vent pipe 4 to disengage from the turbocharger body 3 interface simultaneously, eliminating the need for manual disassembly. When it is necessary to simulate the actual working conditions of the turbocharger, drive unit 102 at the corresponding station is activated, and its drive shaft drives the turbine shaft inside the turbocharger body 3 to rotate at a set speed, simulating the actual operating state of the engine exhaust driving the turbine. Air tightness testing can be performed under pressurized conditions while the turbine is rotating, restoring the actual working environment of the turbocharger body 3 and improving the accuracy of the test results.

[0033] Combined with appendix Figure 4 Appendix Figure 5 Appendix Figure 6 As shown: The vent pipe 4 is the core of the air passage connection for multiple turbocharger bodies 3. It includes a rigid branch pipe 401 set at an angle. Both ends of the branch pipe 401 are connected to a retractable and bendable folded pipe 402 through flange sealing. The folded pipe 402 is made of nitrile rubber material that is resistant to high pressure, oil, and corrosion, and has an internal nylon braided reinforcement layer. The ends of the two folded tubes 402 are respectively sealed and fixed with horizontally arranged insertion tubes 403. The two insertion tubes 403 are respectively inserted into the air intake and air outlet of the turbocharger body 3 inside the water tank body 2 on both sides. The insertion tubes 403 are coaxially sleeved with sleeves 404. The interface edge of the turbocharger body 3 is just embedded in the annular gap between the insertion tubes 403 and the sleeves 404. The outer wall of the insertion tubes 403, the inner wall of the sleeves 404 and the contact surface of the interface of the turbocharger body 3 are all embedded with annular sealing strips 405 made of fluororubber.

[0034] When the drive docking mechanism 6 drives the branch pipe 401 to rotate in the positive direction around its own axis, the inclined branch pipe 401 will push the insertion pipes 403 on both sides to move in the horizontal direction towards the interface of the turbocharger body 3 through the folding pipes 402 at both ends. The folding pipes 402 can adaptively adjust the bending angle and extension length to compensate for the axial displacement caused by the rotation of the branch pipe 401, ensuring that the insertion pipes 403 always move in a straight line in the horizontal direction and will not produce radial offset. The insertion tube 403 continues to move forward and is eventually fully inserted into the intake and exhaust ports of the turbocharger body 3. The edge of the port is precisely embedded in the annular gap between the insertion tube 403 and the sleeve 404. The sealing strip 405 on the outer wall of the insertion tube 403 is press-fitted with the inner wall of the port, and the sealing strip 405 on the inner wall of the sleeve 404 is press-fitted with the outer wall of the port, forming a double sealing structure inside and outside, completely blocking the leakage path at the port and ensuring zero leakage seal of the air circuit connection. All vent pipes 4 are connected in series with adjacent turbocharger bodies 3 to form a complete closed air passage. Each rigid branch pipe 401 is provided with an air hole. Compressed air at a preset pressure is injected into the turbocharger body 3 through the air hole to establish an initial stable static pressure before the air hole is sealed. Then, the drive device 101 of all turbocharger bodies 3 is started synchronously. According to the preset gradual increase curve, the speed of each unit is smoothly increased to the set value and stabilized in the safe range of 30%-50% of the rated speed. The speed is locked through closed-loop control to establish a stable circulating flow condition and run stably for a predetermined time so that the pressure and temperature in the flow channel reach dynamic equilibrium.

[0035] If a leak is found in a turbocharger body 3, compressed air will overflow from the leak and form continuous bubbles in the water, thus completing the airtightness test. After the test is completed, the water in the water tank body 2 is drained, and the docking mechanism 6 drives the branch pipe 401 to rotate in the opposite direction. The folding pipe 402 pulls the insertion pipes 403 on both sides to move outward synchronously, completely pulling them out of the interface of the turbocharger body 3, thus completing the disassembly. The entire insertion and removal process does not require manual operation and is completed synchronously by mechanical drive.

[0036] Combined with appendix Figure 4 Appendix Figure 5 Appendix Figure 6 As shown: The drive docking mechanism 6 is the core of the transmission for the insertion and removal of the vent pipe 4. It is set one-to-one with each vent pipe 4. It includes a drive shaft 601 that is rotatably mounted on the bracket 5 via bearings. A fixing ring 602 is fixedly sleeved in the middle of the drive shaft 601 by a flat key. The fixing ring 602 is coaxially fixed to the branch pipe 401 of the vent pipe 4 by locking bolts, so as to realize the synchronous rotation of the drive shaft 601 and the branch pipe 401. A worm gear 603 is fixedly installed at one end of the drive shaft 601. The worm gear 603 is engaged with the worm 103 at the center of the equipment base 1 for transmission. A bushing 604 is rotatably sleeved on the end of the drive shaft 601 near the worm gear 603. An end seat 605 is integrally formed on the side end of the bushing 604. The end seat 605 can be inserted into the end of the adjacent drive shaft 601 through a spline to realize the docking of multiple drive shafts 601.

[0037] When the drive device 101 at the center of the equipment base 1 drives the worm 103 to rotate, the worm 103 simultaneously meshes with the worm wheels 603 at all workstations, driving all the worm wheels 603 to rotate synchronously at the same speed and the same rotation angle. The worm wheels 603 drive the coaxially fixed drive shaft 601 to rotate synchronously on the shaft frame 505. The drive shaft 601 drives the branch pipe 401 to rotate synchronously around the axis of the drive shaft 601 through the fixed ring 602 in the middle, and then drives the insertion tube 403 to complete the insertion and extraction action through the folding tube 402. A single worm gear 103 simultaneously drives all worm wheels 603 to rotate, ensuring that the rotation angle and rotation speed of all drive shafts 601 are completely consistent. This, in turn, ensures that the insertion and removal actions of the tubes 403 at all workstations are completely synchronized, preventing situations where some workstations are properly connected while others are not.

[0038] Combined with appendix Figure 6 Appendix Figure 7 As shown: The water tank body 2 is the core environmental carrier for airtightness testing, including a stainless steel water tank bottom shell 201 fixed on the equipment base 1. The top edge of the water tank bottom shell 201 is provided with an annular slot 202, and a water tank cover plate 203 is provided on the top. The bottom of the water tank cover plate 203 is integrally formed with a sealing strip 204 that matches the slot 202. The mating ends of the water tank bottom shell 201 and the water tank cover plate 203 are respectively provided with a semi-circular end groove 205. After the cover is closed, a complete circular through hole is formed for the insertion tube 403 and the rotating shaft of the second drive device 102 to pass through. Handles 206 are symmetrically welded to the top of the water tank cover 203. Both the water tank cover 203 and the side wall of the water tank bottom shell 201 are inlaid with high-transparency tempered glass observation windows. The turbocharger base 207 is fixedly installed on the inner bottom surface of the water tank bottom shell 201 by bolts. The top of the turbocharger base 207 has a contour-fitting groove 208 that fits perfectly with the bottom shape of the turbocharger body 3. The middle of the turbocharger base 207 has a vertical through slot 209 that is directly opposite the joint gap between the two shells of the turbocharger body 3.

[0039] The equipment base 1 is equipped with a water pump that can supply water to the water tank body 2 and a main water tank. The bottom of the water tank body 2 is equipped with an inlet valve and an outlet valve. The inlet valve is connected to the water pump, and the outlet valve is connected to the main water tank.

[0040] Before testing, lift the water tank cover 203 upwards using handle 206 to completely disengage the bottom sealing strip 204 from the slot 202 of the water tank bottom shell 201. Open the water tank body 2 and place the turbocharger body 3 to be tested stably in the matching groove 208 of the turbocharger base 207. The matching groove 208 is completely fitted with the bottom of the turbocharger body 3, achieving automatic centering and positioning of the tested part. This ensures that the air intake and exhaust ports of the turbocharger body 3 are completely aligned with the axis of the pipe 403. At the same time, the mating gap between the two shells of the turbocharger body 3 is located directly above the slot 209 of the turbocharger base 207, ensuring that any leaking air bubbles generated at the gap can rise unimpeded and will not be blocked by the base, thus preventing missed detection. After the turbine shaft end of the turbocharger body 3 is connected and fixed to the drive shaft of the drive device 2 102 through the coupling, the drive docking mechanism 6 is started to connect with the air intake interface of the turbocharger body 3. Then the water tank cover plate 203 is closed, and the sealing strip 204 is fully inserted into the slot 202 to achieve the top sealing of the water tank body 2. After the cover is closed, the end grooves 205 at both ends form a complete through hole. The O-ring seal is used to achieve dynamic sealing at the position where the insertion tube 403 passes through the drive shaft to prevent water from overflowing from the through hole during the test. Clean water is injected into the bottom shell 201 of the water tank through the water inlet valve until the water surface completely submerges the top of the turbocharger body 3. During the inspection, the operator can observe all parts of the turbocharger body 3 without blind spots through the multi-faceted transparent observation windows on the side wall and cover of the water tank. Once a continuous and uniform bubble appears in a certain part, the location and size of the leak point can be accurately located. After the inspection is completed, the water tank cover 203 is opened, and the clean water is discharged through the water outlet valve at the bottom of the water tank bottom shell 201. The turbocharger body 3 that has been inspected can then be taken out.

[0041] Combined with appendix Figure 6 Appendix Figure 8 As shown: The bracket 5 provides support and guidance for the ventilation tube 4 and the drive docking mechanism 6. It includes a support 501 fixed to the equipment base 1 by bolts. Two vertical tube supports 502 are symmetrically welded to the top of the support 501. The tube supports 502 have horizontal through holes 503. The insertion tube 403 slides horizontally through the through holes 503. The inner walls of the through holes 503 are rotatably mounted with auxiliary wheels 504 on both the upper and lower sides by pins. The outer circumferential surface of the auxiliary wheels 504 rolls in contact with the outer wall of the insertion tube 403. A shaft bracket 505 is fixedly installed between the two tube supports 502. The drive shaft 601 is rotatably mounted on the shaft bracket 505 by a deep groove ball bearing.

[0042] The support 501 is firmly fixed to the equipment base 1 by high-strength bolts, providing a stable support foundation for the pipe rack 502 and the shaft rack 505. The two symmetrical pipe racks 502 provide horizontal support for the insertion pipes 403 at both ends, ensuring that the axis of the insertion pipe 403 is completely aligned with the axis of the turbocharger body 3 interface, and there will be no sagging or offset. During insertion and removal, the cannula 403 slides horizontally along the perforation 503 on the tube frame 502. The upper and lower auxiliary wheels 504 inside the perforation 503 make close rolling contact with the outer wall of the cannula 403, converting the sliding friction between the cannula 403 and the perforation 503 into rolling friction, which greatly reduces frictional resistance, makes the insertion and removal of the cannula 403 smoother, reduces wear on the outer wall of the cannula 403, and extends the service life of the cannula 403.

[0043] When implementing the air tightness testing equipment for the turbocharger assembly, first fix the equipment base 1 horizontally on the floor of the testing workshop, and then place the turbocharger body 3 to be tested in the matching groove 208 of the turbocharger base 207 in the bottom shell 201 of each water tank in sequence, so that the joint of the turbocharger housing is aligned with the slot 209, and connect the turbine shaft with the drive shaft of the second drive device 102. In specific implementation, to avoid displacement of the turbocharger body 3 during operation, a pneumatic clamping mechanism and an elastic positioning block can be set on both sides of the adapter groove 208 of the turbocharger base 207. A positioning pin is added in the groove to achieve radial and circumferential positioning and fixing of the turbocharger body 3. The clamping mechanism is linked with the drive device for control. It automatically clamps after loading and automatically releases after testing. Without affecting the efficiency of observation and disassembly, it prevents the housing from shifting due to turbine rotation torque and vibration, ensuring reliable sealing of the interface and stability of the testing process.

[0044] The drive unit 101 at the center of the equipment base 1 is activated, driving the worm gear 103 to rotate and synchronously driving the worm wheels 603 and drive shaft 601 of all drive docking mechanisms 6 to rotate. The drive shaft 601 drives the branch pipe 401 of the ventilation pipe 4 to rotate through the fixed ring 602. The branch pipe 401 pushes the two side insertion pipes 403 to move horizontally along the pipe rack 502 of the support 5 through the folding pipe 402. In specific implementation, when the branch pipe 401 rotates, it drives the insertion pipes 403 to move horizontally through the folding pipe 402. At this time, the insertion pipes 403... During the horizontal movement, there will be a tendency to move up and down. Since the insertion tube 403 cannot move up and down under the limit of the tube rack 502, the tube 402 needs to be folded and deformed. The annular gap formed by the insertion tube 403 and the sleeve 404 is precisely fitted into the air inlet and outlet ports of the turbocharger body 3. Zero leakage is achieved through the inner and outer double-layer sealing strips 405. All turbocharger bodies 3 are connected in series through the vent pipe 4 to form a closed air passage. After the preset pressure compressed air is filled through the air hole on the branch pipe 401, it is sealed. Cover the water tank cover 203 and insert the sealing strip 204 into the slot 202 to complete the seal. Pour clean water into each water tank body 2 until the turbocharger body 3 is completely submerged. Then, start each drive device 2 102 to drive the turbine inside the turbocharger body 3 to rotate, simulating the actual working conditions. The operator observes the entire process through the observation window of the water tank body 2. If continuous bubbles appear at the shell seam or interface of the turbocharger body 3, it is an airtight leak point. After the test is completed, stop drive device 2 102, drain the water in the water tank body 2, drive device 1 101 to rotate in reverse, drive branch pipe 401 to rotate in reverse, fold pipe 402 pulls insertion pipe 403 out of the interface, release the seal, and finally open the water tank cover 203 to take out the turbocharger body 3 after the test is completed.

[0045] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. A turbocharger assembly airtightness testing device, comprising a device base (1), a plurality of water tank bodies (2) being provided on the device base (1), the plurality of water tank bodies (2) being placed vertically in pairs, and a turbocharger body (3) being placed inside the water tank body (2), characterized in that: A sealed vent pipe (4) passing through the water tank body (2) connects the two turbocharger bodies (3). The two adjacent turbocharger bodies (3) are connected end to end by the vent pipe (4), and the vent pipe (4) is supported by a bracket (5) on the equipment base (1). Each of the vent pipes (4) is provided with a drive docking mechanism (6). A drive device (101) is provided at the center of the equipment base (1). When the drive device (101) is started, it can drive all the drive docking mechanisms (6) at the same time, and drive the vent pipe (4) to dock with the turbocharger bodies (3) on both sides through the drive docking mechanism (6).

2. The turbocharger assembly airtightness testing device according to claim 1, characterized in that: The ventilation pipe (4) includes an inclined branch pipe (401), both ends of which are provided with folded pipes (402). Both ends of the two folded pipes (402) are provided with horizontally arranged insertion pipes (403). The two insertion pipes (403) are respectively connected to the air intake and air outlet of the turbocharger body (3) on both sides. The two insertion pipes (403) are slidably mounted on the bracket (5) and driven by the drive docking mechanism (6) through the reciprocating rotation of the branch pipe (401) to drive the two insertion pipes (403) to complete the insertion and removal of the turbocharger body (3).

3. The turbocharger assembly airtightness testing device according to claim 2, characterized in that: The insertion tube (403) is provided with a sleeve (404) and the interface of the turbocharger body (3) is located between the insertion tube (403) and the sleeve (404). Sealing strips (405) are provided on the contact surfaces of the insertion tube (403), the sleeve (404) and the interface of the turbocharger body (3).

4. The turbocharger assembly airtightness testing device according to claim 2, characterized in that: The drive docking mechanism (6) includes a drive shaft (601) rotatably mounted on a bracket (5). The two ends of the drive shaft (601) are respectively provided with a fixing ring (602) and a worm gear (603). The fixing ring (602) is fixedly sleeved on the outside of the branch pipe (401). The output end of the drive device (101) is provided with a worm (103) that meshes with all the worm gears (603). The end of the drive shaft (601) near the worm gear (603) is rotatably sleeved with a bushing (604). The side end of the bushing (604) is provided with an end seat (605). The end seat (605) is inserted into the end of the drive shaft (601) adjacent to the drive shaft (601).

5. The turbocharger assembly airtightness testing device according to claim 2, characterized in that: The water tank body (2) includes a water tank bottom shell (201) on the equipment base (1). A turbocharger base (207) is provided inside the water tank bottom shell (201). The turbocharger body (3) is placed on the turbocharger base (207). A second drive device (102) is provided on one side of the water tank bottom shell (201). The drive shaft of the second drive device (102) and the insertion tube (403) pass through the two ends of the water tank bottom shell (201) in a sealed manner. The drive shaft of the second drive device (102) drives the turbine to rotate by connecting with the turbine shaft inside the turbocharger body (3).

6. The turbocharger assembly airtightness testing device according to claim 5, characterized in that: The bottom shell (201) of the water tank is provided with a slot (202) and the bottom shell (201) of the water tank is provided with a water tank cover plate (203). The bottom of the water tank cover plate (203) is provided with a sealing strip (204) that is inserted into the slot (202). The water tank cover plate (203) and the bottom shell (201) of the water tank are both provided with end grooves (205). The exhaust port of the turbocharger body (3) is located in the end groove (205) and is sealed to the end groove (205). The water tank cover plate (203) is provided with a handle (206) and the bottom shell (201) of the water tank are both provided with observation windows.

7. The turbocharger assembly airtightness testing device according to claim 5, characterized in that: The top of the turbocharger base (207) is provided with an adapter groove (208) that fits with the bottom of the turbocharger body (3), and the turbocharger base (207) is provided with a slot (209). The turbocharger body (3) includes two opposing housings, and the gap between the two housings is located in the slot (209).

8. The turbocharger assembly airtightness testing device according to claim 4, characterized in that: The bracket (5) includes a support (501) on the equipment base (1). The support (501) has two tube racks (502) at corresponding positions. The tube racks (502) have through holes (503) through which the insertion tube (403) passes. The through holes (503) have auxiliary wheels (504) that are rotatably connected to the insertion tube (403). One side of the two tube racks (502) has a shaft rack (505) that is rotatably connected to the drive shaft (601).

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