Method for matching a supercharger to a lean burn engine and supercharger for a lean burn engine
By adjusting the design parameters of the lean-burn engine turbocharger to meet the pressure end and turbine end diameter ratio requirements, a match between large pressure end flow and small turbine end flow is achieved, solving the design problem of the lean-burn engine turbocharger and avoiding thrust wear and efficiency reduction.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- ZHEJIANG GEELY HLDG GRP CO LTD
- Filing Date
- 2022-08-19
- Publication Date
- 2026-06-23
AI Technical Summary
The design of turbochargers in lean-burn engines faces the problem that the ratio of the pressure roller diameter to the turbine diameter exceeds the design requirement of 1.2, leading to wear of the turbocharger thrust bearing and a decrease in efficiency.
By obtaining the engine's target performance parameters, the turbocharger's design parameters are adjusted to meet the design requirements for the pressure end and turbine end diameter ratio, achieving a match between large pressure end flow and small turbine end flow. The adjustment effect is verified using a simulation model to ensure that the turbocharger's performance reaches the target performance parameters.
While meeting design requirements, the matching of the large pressure end flow and small vortex end flow of the turbocharger was achieved, avoiding problems such as thrust wear and efficiency reduction.
Smart Images
Figure CN115408790B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of engine technology, and in particular to a matching method for a lean-burn engine turbocharger and a turbocharger for a lean-burn engine. Background Technology
[0002] Compared to stoichiometric combustion engines, lean-burn engines require a higher intake volume, necessitating a larger compressor impeller. Simultaneously, a greater expansion ratio is needed for propulsion (compressor rotation requires exhaust gas to drive the turbine). However, lean-burn engines have lower exhaust temperatures and less exhaust energy compared to stoichiometric engines. Therefore, to achieve a higher expansion ratio, the flow rate through the turbine tip must be reduced (i.e., a smaller turbine tip flow rate is required), leading to a need for a smaller turbine. This results in a compressor impeller diameter to turbine diameter ratio exceeding the design requirement of 1.2, causing a series of problems such as turbocharger thrust bearing wear and reduced efficiency.
[0003] Therefore, how to achieve a large pressure end flow and a small vortex end flow of the turbocharger to match the needs of lean-burn engines while meeting the turbocharger design requirements has become an urgent problem to be solved. Summary of the Invention
[0004] This invention provides a matching method for a lean-burn engine turbocharger and a turbocharger for a lean-burn engine, which can achieve a large pressure end flow rate and a small vortex end flow rate of the turbocharger to match the needs of a lean-burn engine while meeting the turbocharger design requirements.
[0005] To achieve the above objectives, the present invention provides the following technical solution:
[0006] A matching method for a lean-burn engine turbocharger includes:
[0007] Obtain the target performance parameters of the engine;
[0008] Under the target performance parameters of the engine, the design parameters of the turbocharger required for lean combustion and stoichiometric combustion of the engine are obtained.
[0009] While meeting the design requirements for the ratio of the pressure end and the turbine end wheel diameter, the performance parameters of the turbocharger required for lean combustion of the engine are adjusted and verified according to the design parameters of the turbocharger required for lean combustion of the engine under the target performance parameters of the engine, until the engine can achieve the target performance parameters under the performance parameters of the turbocharger under lean combustion.
[0010] The turbocharger matching method for a lean-burn engine provided by this invention first obtains the engine's target performance parameters, then obtains the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine's target performance parameters. Finally, while meeting the design requirements for the pressure-end and turbine-end diameter ratio, the performance parameters of the turbocharger required for lean combustion are adjusted and verified according to the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine's target performance parameters, until the engine can achieve the target performance parameters under the turbocharger's performance parameters under lean combustion. This allows for meeting the design requirements for the pressure-end and turbine-end diameter ratio while achieving a large pressure-end flow rate and a small turbine-end flow rate to match the needs of a lean-burn engine, and also avoids problems such as thrust wear and efficiency reduction.
[0011] Optionally, obtaining the turbocharger design parameters required for lean combustion and stoichiometric combustion of the engine under the target engine performance parameters includes:
[0012] Under the target performance parameters of the engine, the required pressure end flow rate, pressure end pressure ratio, vortex end flow rate, and vortex end expansion ratio of the turbocharger are obtained for lean combustion and stoichiometric combustion of the engine.
[0013] Optionally, adjusting the turbocharger performance parameters required for lean combustion of the engine based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine target performance parameters includes:
[0014] Based on the design requirements for the ratio of pressure end to turbine end wheel diameter and the engine target performance parameters, the predicted range of turbine end wheel diameter for lean combustion is obtained by determining the pressure end wheel diameter required for lean combustion.
[0015] The turbine map under lean combustion is obtained by taking the value in the predicted range of turbine diameter and the turbine flow channel A / R required under the engine target performance parameters and equivalence ratio combustion.
[0016] Optionally, based on the engine target performance parameters, the turbine end flow rate and turbine end expansion ratio of the turbocharger required for equivalence ratio combustion are matched with the corresponding turbine map, and the turbine end flow channel A / R of the turbocharger required for equivalence ratio combustion is determined through the turbine map;
[0017] Where A is the cross-sectional area of the turbine housing passage, and R is the distance between the geometric center of the cross-sectional area of the turbine housing passage and the rotation center line of the turbocharger turbine.
[0018] Optionally, adjusting the turbocharger performance parameters required for lean combustion based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine target performance parameters includes:
[0019] Verify whether the engine has achieved the target performance parameters based on the adjusted turbine map under lean combustion.
[0020] If the engine achieves the target performance parameters, the turbocharger turbine is matched with the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted, lean-burn turbine map.
[0021] If the engine does not reach the target performance parameters, the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted lean-burn turbine map will continue to be adjusted and verified until the engine reaches the target performance parameters in the adjusted lean-burn turbine map.
[0022] Optionally, after adjusting the turbocharger performance parameters required for lean combustion based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine target performance parameters, the process further includes:
[0023] Verify whether the engine operating line falls within the high-efficiency zone of the adjusted lean-burn turbine map. If so, match the turbocharger turbine according to the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted lean-burn turbine map. If not, adjust and verify the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted lean-burn turbine map until the engine operating line falls within the high-efficiency zone in the adjusted lean-burn turbine map.
[0024] Optionally, the compressor map under lean combustion is matched according to the turbocharger pressure-end flow rate and pressure-end pressure ratio required for lean combustion under the engine target performance parameters.
[0025] The compressor map under lean combustion is used to determine the pressure end impeller diameter and pressure end flow channel A / R under lean combustion.
[0026] Optionally, after adjusting the turbocharger performance parameters required for lean combustion based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine target performance parameters, the process further includes:
[0027] Verify whether the engine has achieved the target performance parameters based on the compressor map under lean combustion.
[0028] If the engine achieves the target performance parameters, then the compressor of the turbocharger is matched according to the compressor map corresponding to the pressure end impeller diameter and pressure end flow channel A / R under the lean combustion condition.
[0029] If the engine does not reach the target performance parameters, the pressure end impeller diameter and pressure end flow channel A / R corresponding to the compressor map under lean combustion are adjusted and verified until the engine reaches the target performance parameters in the adjusted compressor map under lean combustion.
[0030] Optionally, after adjusting the turbocharger performance parameters required for lean combustion based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine target performance parameters, the process further includes:
[0031] Verify whether the engine operating line falls within the high-efficiency zone of the compressor map. If so, match the turbocharger compressor according to the pressure end impeller diameter and pressure end flow channel A / R corresponding to the compressor map under lean combustion. If not, adjust and verify the pressure end impeller diameter and pressure end flow channel A / R corresponding to the compressor map under lean combustion until the engine operating line falls within the high-efficiency zone of the compressor map in the adjusted compressor map under lean combustion.
[0032] The present invention also provides a turbocharger for a lean-burn engine. By using any of the matching methods for lean-burn engine turbochargers provided in the above technical solutions, it is possible to meet the design requirements of the pressure end and turbine end wheel diameter ratio, while achieving a large pressure end flow rate and a small turbine end flow rate of the turbocharger to match the needs of the lean-burn engine. At the same time, it can also avoid problems such as thrust wear and efficiency reduction. Attached Figure Description
[0033] Figure 1 This is a flowchart illustrating the matching method for a lean-burn engine turbocharger provided in an embodiment of the present invention.
[0034] Figure 2 This is a schematic diagram of a portion of the process in the matching method for a lean-burn engine turbocharger provided in an embodiment of the present invention;
[0035] Figure 3 This is a schematic diagram of the compressor / turbine in a supercharger in the prior art. Detailed Implementation
[0036] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0037] like Figure 1 As shown in the figure, this embodiment provides a matching method for a lean-burn engine turbocharger, including:
[0038] Step S1: Obtain the target performance parameters of the engine;
[0039] Step S2: Obtain the design parameters of the turbocharger required for lean combustion and stoichiometric combustion of the engine under the target performance parameters of the engine;
[0040] Step S3: Under the condition of meeting the design requirements of the pressure end and turbine end wheel diameter ratio, adjust and verify the turbocharger performance parameters required for lean combustion of the engine according to the turbocharger design parameters required for lean combustion and stoichiometric combustion of the engine under the engine target performance parameters, until the engine can achieve the target performance parameters under the turbocharger performance parameters under lean combustion.
[0041] The turbocharger matching method for a lean-burn engine provided in this embodiment first obtains the engine's target performance parameters, then obtains the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine's target performance parameters. Finally, while meeting the design requirements for the pressure-end and turbine-end diameter ratios, the performance parameters of the turbocharger required for lean combustion are adjusted and verified based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine's target performance parameters, until the engine can achieve the target performance parameters under the turbocharger's performance parameters under lean combustion. This allows for meeting the design requirements for the pressure-end and turbine-end diameter ratios while achieving a large pressure-end flow rate and a small turbine-end flow rate to match the needs of a lean-burn engine, and also avoids problems such as thrust wear and efficiency reduction.
[0042] For example, the design requirement for the ratio of the pressure end to the turbine end wheel diameter can be 0.9 to 1.2; the target performance parameters of the engine can include target power, target torque, and target fuel consumption.
[0043] In one optional implementation, step S2, obtaining the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine's target performance parameters, specifically includes:
[0044] To obtain the turbocharger's pressure-end flow rate, pressure-end pressure ratio, vortex-end flow rate, and vortex-end expansion ratio required for lean combustion and stoichiometric combustion under the target engine performance parameters.
[0045] Wherein, the pressure-end pressure ratio is the ratio of the pressure after the compressor to the pressure before the compressor; the vortex-end expansion ratio is the ratio of the pressure before the turbine to the pressure after the turbine.
[0046] Furthermore, such as Figure 2 As shown, in step S3, the performance parameters of the turbocharger required for lean combustion are adjusted according to the turbocharger design parameters required for lean combustion under the engine target performance parameters. Specifically, this includes:
[0047] Step S301: Based on the design requirements for the ratio of pressure end to turbine end wheel diameter and the engine target performance parameters, determine the predicted range of turbine end wheel diameter for lean combustion.
[0048] Step S302: Take the value in the predicted range of turbine end diameter and the turbine end flow channel A / R required under the engine target performance parameters and equivalence ratio combustion to obtain the adjusted turbine map under lean combustion.
[0049] like Figure 3 As shown, A is the cross-sectional area of the turbine housing passage, and R is the distance between the geometric center of the turbine housing passage cross-sectional area and the rotation center line of the turbocharger turbine.
[0050] For example, based on the engine target performance parameters, the turbocharger vortex flow rate and vortex expansion ratio required for equivalence combustion are matched with the corresponding turbine map, and the turbine map is used to determine the turbocharger vortex flow channel A / R required for equivalence combustion.
[0051] Specifically, in step S2, simulation is performed based on the engine's target performance parameters (e.g., simulation using the GT-power model) to obtain the required turbocharger pressure-end flow rate, pressure-end pressure ratio, vortex-end flow rate, and vortex-end expansion ratio for lean combustion and stoichiometric combustion of the engine, respectively.
[0052] Then, based on the turbine flow rate and turbine expansion ratio under equivalence combustion, the corresponding turbine map can be matched in the turbocharger map library. The turbine map can then be used to determine the turbine diameter and turbine flow channel A / R under equivalence combustion.
[0053] The turbocharger map library contains pre-configured turbine maps and compressor maps. Different turbine maps map the relationship between vortex flow rate and vortex expansion ratio for different vortex end diameters and vortex end flow channel A / R ratios. Different compressor maps map the relationship between pressure end flow rate and pressure end pressure ratio for different pressure end diameters and pressure end flow channel A / R ratios. In the pressure end flow channel A / R, A represents the cross-sectional area of the compressor housing passage, and R represents the distance between the geometric center of the compressor housing passage cross-sectional area and the rotation centerline of the compressor impeller.
[0054] In one optional implementation, step S3, after adjusting the turbocharger performance parameters required for lean combustion based on the engine's target performance parameters and the turbocharger design parameters required for lean combustion and stoichiometric combustion, includes:
[0055] Verify whether the engine has achieved the target performance parameters based on the adjusted turbine map under lean combustion; specifically, the adjusted turbine map under lean combustion can be imported into the GT-power model for verification.
[0056] If the engine reaches the target performance parameters, the turbocharger turbine will be matched with the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted turbine map under lean combustion.
[0057] If the engine does not reach the target performance parameters, the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted turbine map under lean combustion shall be adjusted and verified until the engine reaches the target performance parameters in the adjusted turbine map under lean combustion.
[0058] In one optional implementation, after adjusting the turbocharger performance parameters required for lean combustion based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine target performance parameters in step S3, the method further includes:
[0059] Verify whether the engine operating line falls within the high-efficiency zone of the adjusted, lean-burn turbine map;
[0060] If so, then match the turbocharger's turbine with the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted, lean-burn turbine map;
[0061] If not, adjust and verify the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted turbine map under lean combustion until the engine operating line falls in the high-efficiency zone in the adjusted turbine map under lean combustion.
[0062] Verifying whether the engine operating line falls within the high-efficiency zone of the adjusted, lean-burn turbine map can, for example, be done using a GT-power model. Since the turbine's power comes from the engine's exhaust gases, the engine operating line can be derived from the turbine map.
[0063] In one optional implementation, the compressor map under lean combustion is matched based on the turbocharger's pressure-end flow rate and pressure-end pressure ratio required for lean combustion under the engine's target performance parameters.
[0064] The compressor map under lean combustion conditions was used to determine the pressure end impeller diameter and pressure end flow channel A / R under lean combustion conditions.
[0065] Specifically, in step S2, simulation is performed based on the engine's target performance parameters (e.g., simulation using the GT-power model) to obtain the required turbocharger pressure-end flow rate, pressure-end pressure ratio, vortex-end flow rate, and vortex-end expansion ratio for lean combustion and stoichiometric combustion of the engine, respectively.
[0066] Then, based on the pressure end flow rate and pressure end ratio under lean combustion of the engine, the corresponding compressor map can be matched in the turbocharger map library. The matched compressor map can determine the pressure end impeller diameter and pressure end flow channel A / R under lean combustion.
[0067] Furthermore, in an optional implementation, after adjusting the turbocharger performance parameters required for lean combustion based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine target performance parameters in step S3, the method further includes:
[0068] Verify whether the engine has achieved the target performance parameters based on the compressor map under lean combustion; specifically, the compressor map under lean combustion can be imported into the GT-power model for verification.
[0069] If the engine reaches the target performance parameters, the compressor of the turbocharger will be matched according to the compressor map corresponding to the pressure end impeller diameter and pressure end flow channel A / R under this lean combustion condition;
[0070] If the engine does not reach the target performance parameters, the pressure end impeller diameter and pressure end flow channel A / R corresponding to the compressor map under lean combustion are adjusted and verified until the engine reaches the target performance parameters in the adjusted compressor map under lean combustion.
[0071] In one optional implementation, after adjusting the turbocharger performance parameters required for lean combustion based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine target performance parameters in step S3, the method further includes:
[0072] Verify whether the engine operating line falls within the high-efficiency zone of the compressor map;
[0073] If so, then match the compressor of the turbocharger according to the compressor map corresponding to the pressure end impeller diameter and pressure end flow channel A / R under this lean combustion;
[0074] If not, adjust and verify the pressure end impeller diameter and pressure end flow channel A / R corresponding to the compressor map under lean combustion until the engine operating line falls in the high-efficiency zone of the compressor map in the adjusted compressor map under lean combustion.
[0075] Verifying whether the engine operating line falls within the high-efficiency zone of the compressor map can, for example, be done using a GT-power model. The compressor provides intake air to the engine; therefore, the engine operating line can be derived from the compressor map.
[0076] The following is a detailed description of a matching method for a lean-burn engine turbocharger provided in this embodiment. This matching method for a lean-burn engine turbocharger may include the following steps:
[0077] Step 1: Obtain the target performance parameters of the engine;
[0078] Step 2: Perform simulations based on the engine's target performance parameters (e.g., using the GT-power model) to confirm the turbocharger's pressure-end flow rate, pressure-end pressure ratio, vortex flow rate, and vortex expansion ratio required for lean combustion and stoichiometric combustion under the engine's target performance.
[0079] Step 3: Based on the engine performance target, match the turbocharger's turbine flow rate and turbine expansion ratio required for engine equivalence combustion in the turbocharger map library with the turbine map, and determine the turbocharger's turbine diameter and turbine flow channel A / R under engine equivalence combustion using the turbine map;
[0080] Step 4: Based on the engine performance target, match the compressor map in the turbocharger map library with the turbocharger end flow rate and end pressure ratio required for lean combustion of the engine. Then, determine the turbocharger end impeller diameter and end flow channel A / R under lean combustion of the engine using the compressor map.
[0081] Based on the engine performance target, the turbocharger's turbine flow rate and turbine expansion ratio required for lean combustion are matched with the turbine map in the turbocharger map library. The turbine map is then used to determine the turbocharger's turbine diameter and turbine flow channel A / R under lean combustion.
[0082] It should be noted that because the matching requirements are under lean-burn conditions, the ratio of the pressure end wheel diameter to the vortex end wheel diameter obtained at this time cannot meet the design requirements, and therefore, further adjustments are needed.
[0083] Step 5: Based on the design requirements for the ratio of the pressure end to the turbine end diameter and the engine target performance parameters determined in step S404, the predicted range of the turbine end diameter during lean combustion is obtained.
[0084] By taking the value in the predicted range of turbine diameter at the turbine end and the turbine end flow channel A / R required under the engine target performance parameters and equivalence ratio combustion, the adjusted turbine map under lean combustion is obtained.
[0085] Step 6: Import the adjusted turbine map under lean combustion obtained in step S405 into the simulation model (e.g., GT-power model) for simulation to verify whether the engine has achieved the target performance parameters; at the same time, verify whether the pressure end flow rate and pressure end pressure ratio fall within the high-efficiency range of the compressor map, and whether the vortex end flow rate and vortex end expansion ratio fall within the high-efficiency range of the turbine map.
[0086] If the engine reaches the target performance parameters, and the pressure end flow rate and pressure end pressure ratio fall within the high-efficiency range of the compressor map, and the vortex end flow rate and vortex end expansion ratio fall within the high-efficiency range of the turbine map, then the compressor of the turbocharger is matched according to the current compressor map, and the turbine of the turbocharger is matched according to the current turbine map.
[0087] If the engine fails to achieve the target performance parameters, and / or the turbine end flow rate and turbine end expansion ratio do not fall within the high-efficiency zone of the turbine map, the turbine end diameter and turbine end flow channel A / R corresponding to the current lean-burn turbine map will continue to be adjusted and verified until the engine achieves the target performance parameters in the adjusted lean-burn turbine map, and the turbine end flow rate and turbine end expansion ratio fall within the high-efficiency zone of the turbine map.
[0088] It should be noted that once the pressure end parameters are determined, the possibility of adjustment is usually small. Therefore, if the engine does not reach the target performance parameters, or if the turbine end flow rate and turbine end expansion ratio do not fall within the high-efficiency zone of the turbine map, the turbine end diameter and turbine end flow channel A / R corresponding to the current lean combustion turbine map will be adjusted and verified until the engine reaches the target performance parameters in the adjusted lean combustion turbine map, and the turbine end flow rate and turbine end expansion ratio fall within the high-efficiency zone of the turbine map.
[0089] If the pressure-end flow rate and pressure-end pressure ratio do not fall within the high-efficiency region of the compressor map, then the pressure-end impeller diameter and pressure-end flow channel A / R corresponding to the compressor map under the current lean combustion are adjusted and verified until the engine reaches the target performance parameters in the adjusted compressor map under lean combustion, and the pressure-end flow rate and pressure-end expansion ratio fall within the high-efficiency region of the compressor map.
[0090] This embodiment provides a turbocharger for a lean-burn engine. The matching method described above for lean-burn engine turbochargers involves first obtaining the engine's target performance parameters, then obtaining the turbocharger's design parameters required for lean combustion and stoichiometric combustion under the engine's target performance parameters. Finally, while meeting the design requirements for the pressure-end and turbine-end diameter ratio, the performance parameters of the turbocharger required for lean combustion are adjusted and verified based on the turbocharger's design parameters under the engine's target performance parameters, until the engine can achieve the target performance parameters under the turbocharger's performance parameters during lean combustion. This allows for meeting the pressure-end and turbine-end diameter ratio design requirements while achieving a large pressure-end flow rate and a small turbine-end flow rate to match the needs of a lean-burn engine.
[0091] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.
Claims
1. A matching method for a lean-burn engine turbocharger, characterized in that, include: Obtain the target performance parameters of the engine; Under the target performance parameters of the engine, the design parameters of the turbocharger required for lean combustion and stoichiometric combustion of the engine are obtained. While meeting the design requirements for the ratio of the pressure end and the turbine end wheel diameter, the performance parameters of the turbocharger required for lean combustion of the engine are adjusted and verified according to the design parameters of the turbocharger required for lean combustion of the engine under the target performance parameters of the engine, until the engine can achieve the target performance parameters under the performance parameters of the turbocharger under lean combustion. The design parameters of the turbocharger required for lean combustion and stoichiometric combustion under the target performance parameters of the engine include: Under the target performance parameters of the engine, the required pressure end flow rate, pressure end pressure ratio, vortex end flow rate, and vortex end expansion ratio of the turbocharger for lean combustion and stoichiometric combustion are obtained. The adjustment of the turbocharger performance parameters required for lean combustion of the engine, based on the engine target performance parameters and the turbocharger design parameters required for lean combustion and stoichiometric combustion, includes: Based on the design requirements for the ratio of pressure end to turbine end wheel diameter and the engine target performance parameters, the predicted range of turbine end wheel diameter for lean combustion is obtained by determining the pressure end wheel diameter required for lean combustion. The turbine map under lean combustion is obtained by taking the value in the predicted range of turbine diameter and the turbine flow channel A / R required under the engine target performance parameters and equivalence ratio combustion. After adjusting the turbocharger performance parameters required for lean combustion based on the engine target performance parameters and the turbocharger design parameters required for lean combustion and stoichiometric combustion, the process includes: Verify whether the engine has achieved the target performance parameters based on the adjusted turbine map under lean combustion. If the engine achieves the target performance parameters, the turbocharger turbine is matched with the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted, lean-burn turbine map. If the engine does not reach the target performance parameters, the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted lean-burn turbine map will continue to be adjusted and verified until the engine reaches the target performance parameters in the adjusted lean-burn turbine map.
2. The matching method for a lean-burn engine turbocharger according to claim 1, characterized in that, Based on the engine target performance parameters, the turbine end flow rate and turbine end expansion ratio of the turbocharger required for equivalence ratio combustion are matched with the corresponding turbine map, and the turbine end flow channel A / R of the turbocharger required for equivalence ratio combustion is determined through the turbine map; Where A is the cross-sectional area of the turbine housing passage, and R is the distance between the geometric center of the cross-sectional area of the turbine housing passage and the rotation center line of the turbocharger turbine.
3. The matching method for a lean-burn engine turbocharger according to claim 1, characterized in that, After adjusting the turbocharger performance parameters required for lean combustion based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine target performance parameters, the process further includes: Verify whether the engine operating line falls within the high-efficiency zone of the adjusted lean-burn turbine map. If so, match the turbocharger turbine according to the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted lean-burn turbine map. If not, adjust and verify the turbine end diameter and turbine end flow channel A / R corresponding to the adjusted lean-burn turbine map until the engine operating line falls within the high-efficiency zone in the adjusted lean-burn turbine map.
4. The matching method for a lean-burn engine turbocharger according to claim 1, characterized in that, Based on the engine target performance parameters, the required turbocharger end flow rate and end pressure ratio for lean combustion are matched to the compressor map under lean combustion. The compressor map under lean combustion is used to determine the pressure end impeller diameter and pressure end flow channel A / R under lean combustion.
5. The matching method for a lean-burn engine turbocharger according to claim 4, characterized in that, After adjusting the turbocharger performance parameters required for lean combustion based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine target performance parameters, the process further includes: Verify whether the engine has achieved the target performance parameters based on the compressor map under lean combustion. If the engine achieves the target performance parameters, then the compressor of the turbocharger is matched according to the compressor map corresponding to the pressure end impeller diameter and pressure end flow channel A / R under the lean combustion condition. If the engine does not reach the target performance parameters, the pressure end impeller diameter and pressure end flow channel A / R corresponding to the compressor map under lean combustion are adjusted and verified until the engine reaches the target performance parameters in the adjusted compressor map under lean combustion.
6. The matching method for a lean-burn engine turbocharger according to claim 4, characterized in that, After adjusting the turbocharger performance parameters required for lean combustion based on the turbocharger design parameters required for lean combustion and stoichiometric combustion under the engine target performance parameters, the process further includes: Verify whether the engine operating line falls within the high-efficiency zone of the compressor map. If so, match the turbocharger's compressor according to the pressure end impeller diameter and pressure end flow channel A / R corresponding to the compressor map under lean combustion. If not, adjust and verify the pressure end impeller diameter and pressure end flow channel A / R corresponding to the compressor map under lean combustion until the engine operating line falls within the high-efficiency zone of the compressor map in the adjusted compressor map under lean combustion.
7. A turbocharger for a lean-burn engine, characterized in that, The matching method for the lean-burn engine turbocharger as described in any one of claims 1-6 is used for matching.