Air chamber type sequential booster system

Abstract

This invention relates to the field of engine technology and discloses a sequential turbocharging system with an air-collecting chamber, applicable to engines, especially V-type engines. It includes a turbocharger assembly and a main engine airflow assembly. The turbocharger assembly includes an air-collecting chamber and turbochargers, with N turbochargers. The air-collecting chamber has N-1 air inlets and one air outlet. The pressure ends of the Nth and N-1th turbochargers are connected to the N-1th air inlet. The pressure ends of the 1st to N-2th turbochargers are connected one-to-one to the remaining N-2 air inlets. The N turbochargers are sequentially positioned away from the air-collecting chamber. This not only avoids the difficulties in piping layout and maintenance caused by each turbocharger's pressure end being independently connected to a single air inlet of the air-collecting chamber, but also allows for a longer flow path and a consistent direction of airflow from the Nth and N-1th turbochargers before they merge, reducing the flow impact after the Nth and N-1th turbochargers are activated.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and in particular to a sequential turbocharging system with a gas collection chamber. Background Technology

[0002] Successive turbocharging technology is primarily used to address the issue that ordinary turbochargers cannot meet the full-condition performance requirements of high-power-density engines. However, with increasing power density and usage demands, the order of turbochargers used has risen, and the layout of successive turbocharging systems has become increasingly complex to meet practical needs. The placement of the successive turbocharging system on top of the engine often results in a higher engine height. For most engines, this higher height directly impacts the engine bay design and further influences the design of related vehicles or mechanical equipment. Furthermore, the inconsistent number of turbochargers in a successive turbocharging system leads to mutual disturbance of the pressurized airflow at the pressure end outlets of different turbochargers, increasing engine fuel consumption.

[0003] Therefore, there is an urgent need for a sequential pressurization system with a gas collection chamber to solve the above problems. Summary of the Invention

[0004] The purpose of this invention is to provide a sequential turbocharging system with a gas collection chamber, which can effectively avoid mutual disturbance of the turbocharged airflow, reduce engine fuel consumption, and also reduce engine height.

[0005] Based on the above concept, the technical solution adopted by this invention is as follows:

[0006] The air-collecting chamber type sequential pressurization system includes:

[0007] A turbocharger assembly includes an air intake chamber and turbochargers. N turbochargers are provided. The air intake chamber is provided with N-1 air inlets and 1 air outlet. The pressure terminals of the Nth and N-1th turbochargers are connected to the N-1th air inlet. The pressure terminals of the 1st to N-2th turbochargers are connected one-to-one with the remaining N-2 air inlets. The N turbochargers are arranged sequentially away from the air intake chamber.

[0008] The main engine air circuit assembly is provided in two sets. Each set of the main engine air circuit assembly includes an intake manifold and an exhaust manifold connected by a cylinder. The exhaust manifold is connected to the vortex end of the turbocharger, and the exhaust gas of the exhaust manifold can enter the vortex end. The exhaust port is connected to both the intake manifold and the exhaust manifold. Fresh air can enter the exhaust manifold and the intake manifold after being mixed through the air collection chamber. The number of connections between the turbocharger and the main engine air circuit assembly and the air collection chamber can be increased or decreased sequentially. The ends of the two sets of exhaust manifolds that are not connected to the air collection chamber are also connected by a connecting pipe.

[0009] As a preferred embodiment of the air-collecting chamber type sequential boosting system, the air inlet includes a first air inlet and a second air inlet, the (N-1)th air inlet is the second air inlet, and the remaining N-2 air inlets are all the first air inlets, and the diameter of the second air inlet is larger than the diameter of the first air inlet.

[0010] As a preferred embodiment of the air-collecting chamber type sequential booster system, the exhaust manifold is connected to the vortex end through a vortex inlet pipe. The vortex inlet pipe is set at an acute angle to the plane where the exhaust manifold is located, and the two rows of vortex inlet pipes connected by the two exhaust manifolds are staggered.

[0011] As a preferred embodiment of the air-collecting chamber type sequential boosting system, each of the exhaust manifolds is formed by connecting multiple sub-pipes, each sub-pipe is connected to at least one exhaust branch pipe, and each exhaust branch pipe is connected to an intake branch pipe on the intake manifold through the cylinder.

[0012] As a preferred embodiment of the chamber-type sequential turbocharging system, the turbocharger assembly further includes a turbocharger bracket, on which N turbochargers are mounted. The chamber-type sequential turbocharging system is assembled with other components of the engine via the turbocharger bracket.

[0013] As a preferred embodiment of the air-collecting chamber type sequential turbocharger system, the turbocharger includes a basic turbocharger and a successor turbocharger. The basic turbocharger is provided with a units, and the successor turbocharger is provided with b units, where a+b=N and 1≤b≤N-1. Each group of the main engine air circuit assembly is connected to at least one of the turbochargers.

[0014] As a preferred embodiment of the sequential turbocharger system with a gas collection chamber, the turbocharger assembly further includes a vortex-end shut-off valve and a pressure-end shut-off valve. The vortex-end shut-off valve is disposed on the pipe connecting the vortex end of the sequential turbocharger and the exhaust manifold, and the pressure-end shut-off valve is disposed on the pipe connecting the pressure end of the sequential turbocharger and the gas collection chamber.

[0015] As a preferred embodiment of the gas-collecting chamber type sequential turbocharger system, the gas-collecting chamber type sequential turbocharger system further includes a bleed gas regulating pipeline. At least the Nth turbocharger is provided with the bleed gas regulating pipeline. One end of the bleed gas regulating pipeline is connected to the pipeline between the pressure end of the sequential turbocharger and the gas-collecting chamber, and the other end is connected to the external environment. A bleed gas regulating valve is provided on the bleed gas regulating pipeline.

[0016] As a preferred embodiment of the chamber-type sequential turbocharger system, the turbocharger assembly further includes an air cooler disposed on a pipeline connecting the chamber and the intake manifold.

[0017] As a preferred embodiment of the chamber-type sequential turbocharger system, the turbocharger assembly further includes a bypass regulating valve, which is disposed on a bypass pipe connecting the chamber and the two exhaust manifolds.

[0018] The beneficial effects of this invention are as follows:

[0019] The air-collecting chamber type sequential supercharging system proposed in this invention includes a turbocharger assembly and a main engine air circuit assembly. The turbocharger assembly includes an air-collecting chamber and turbochargers. There are N turbochargers. The air-collecting chamber is provided with N-1 air inlets and 1 air outlet. The pressure ends of the Nth and N-1th turbochargers are connected to the N-1th air inlet. The pressure ends of the 1st to N-2th turbochargers are connected one-to-one with the remaining N-2 air inlets. The N turbochargers are arranged sequentially away from the air-collecting chamber. This design not only avoids the difficulties in piping layout and maintainability design of the entire successive turbocharger system caused by each turbocharger's pressure end being independently connected to an air intake in the gas collection chamber, but also allows for a relatively long flow path to be designed for the airflow of the Nth and N-1th turbochargers before they merge, with the airflow directions being completely consistent before merging. This design not only ensures the layout and maintainability of the successive turbocharger system, but also effectively reduces the flow impact after the Nth and N-1th turbochargers are turned on. Attached Figure Description

[0020] Figure 1 This is a system flowchart of a gas-collecting chamber type sequential pressurization system provided in an embodiment of the present invention;

[0021] Figure 2 This is a system flowchart of another air-collecting chamber type sequential pressurization system provided in an embodiment of the present invention;

[0022] Figure 3 This is an assembly diagram of the intake manifold and turbocharger provided in an embodiment of the present invention;

[0023] Figure 4 This is a partial structural schematic diagram of the air-collecting chamber type sequential pressurization system provided in an embodiment of the present invention;

[0024] Figure 5 This is a schematic diagram of the air-collecting chamber type sequential pressurization system provided in an embodiment of the present invention.

[0025] In the picture:

[0026] 1. Main unit air circuit assembly; 11. Intake manifold; 12. Intake branch pipe; 13. Exhaust manifold; 131. Sub-pipe; 132. Corrugated pipe; 14. Exhaust branch pipe; 15. Bypass pipe; 16. Connecting pipe; 17. Vent pipe; 171. First pipeline; 172. Second pipeline;

[0027] 2. Turbocharger assembly; 201. Turbine head; 202. Pressure end; 203. Turbine head shut-off valve; 204. Pressure end shut-off valve; 205. Bypass regulating valve; 206. Exhaust regulating valve; 207. Turbine head pipe;

[0028] 21. Turbocharger No. 1; 22. Turbocharger No. 2; 23. Turbocharger No. 3; 24. Turbocharger No. 4; 25. Air collection chamber; 251. First air intake; 252. Second air intake; 253. Air outlet; 26. Air cooler; 27. Turbocharger bracket. Detailed Implementation

[0029] To make the technical problems solved by the present invention, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the present invention will be further described below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention. Furthermore, it should be noted that, for ease of description, only the parts related to the present invention are shown in the accompanying drawings, not all of them.

[0030] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0031] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0032] In the description of this embodiment, the terms "upper," "lower," "left," and "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0033] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0034] like Figures 1 to 5 As shown, this embodiment provides a chamber-type sequential turbocharging system suitable for engines, especially V-type engines. The chamber-type sequential turbocharging system includes a turbocharger assembly 2 and a main engine air passage assembly 1. The turbocharger assembly 2 includes a chamber 25 and N turbochargers. The main engine air passage assembly 1 has two sets. Each set includes an intake manifold 11 and an exhaust manifold 13 connected by cylinders. The exhaust manifold 13 is also connected to the turbocharger's scroll end 201, allowing exhaust gas from the exhaust manifold 13 to enter the scroll end 201. The pressure end 202 is connected to the intake manifold 11 and exhaust manifold 13 through the chamber 25, allowing fresh air to enter the intake manifold 11 and exhaust manifold 13 through the pressure end 202, resulting in a more uniform distribution of fresh air. Furthermore, the ends of the two exhaust manifolds 13 not connected to the chamber 25 are connected by a connecting pipe 16, which also facilitates the uniform distribution of exhaust gas.

[0035] Furthermore, although the sequential turbocharger system with air collection chamber provided in this embodiment has N turbochargers, these N turbochargers do not necessarily have to be simultaneously connected to the main engine air circuit assembly 1 and the air collection chamber 25. That is, the number of turbochargers participating in the operation can be increased or decreased one by one. The working principle of the sequential turbocharger system with air collection chamber will be described in detail below.

[0036] Optionally, N turbochargers are sequentially moved away from the air collection chamber 25, and each of the N turbochargers is connected to an air intake of the air collection chamber 25. However, if the pressure end 202 of each turbocharger is independently connected to one air intake of the air collection chamber 25, it will bring great difficulties to the piping layout and maintainability design of the entire successive turbocharging system. In this embodiment, the air collection chamber 25 is provided with N-1 air intakes and 1 air outlet 253. The pressure ends 202 of the Nth and N-1th turbochargers are connected together to the N-1th air intake, while the pressure ends 202 of the 1st to N-2th turbochargers are connected one-to-one to the remaining N-2 air intakes. In addition, since the N turbochargers are arranged sequentially away from the air collection chamber 25, a relatively long flow path can be designed for the airflow of the Nth and N-1th turbochargers before they merge, and the airflow direction is completely consistent before they merge. This design not only ensures the layout and maintainability of the successive supercharging system, but also effectively reduces the flow impact after the Nth and N-1th turbochargers are turned on.

[0037] In this embodiment, four turbochargers are provided. Calculation and analysis results show that this design of the air intake chamber 25 and the independent pressurized air piping system can reduce the engine's fuel consumption by about 2.4% under rated operating conditions compared with the ordinary sequential turbocharging system intake piping system design.

[0038] Preferably, the outlet 253 is connected to the exhaust manifold 13 via a bypass pipe 15, and the pressure end 202 is connected to the inlet via a vent pipe 17, which includes a first pipe 171 and a second pipe 172. The inlet includes a first inlet 251 and a second inlet 252, with the (N-1)th inlet being the second inlet 252 and the remaining N-2 inlets being the first inlet 251. The diameter of the second inlet 252 is larger than that of the first inlet 251. The first pipe 171 is connected to the first inlet 251, and the second pipe 172 is connected to the second inlet 252. The second pipe 172 connected to one end of the second inlet 252 is a confluence section of the second pipe 172, the diameter of which is determined by the flow area after confluence. The diameter of the first pipe 171 is always consistent with the diameter of the outlet of the pressure end 202.

[0039] Alternatively, the exhaust manifold 13 is connected to the vortex end 201 via a vortex inlet pipe 207. The vortex inlet pipe 207 is set at an acute angle to the plane containing the exhaust manifold 13, and the two rows of vortex inlet pipes 207 connected to the two exhaust manifolds 13 are staggered. That is, as follows: Figure 3 As shown, the turbocharger inlet 207 is obliquely connected to the turbocharger via the exhaust manifold 13, not vertically, and with a relatively small inclination angle. This design reduces the height of the successive turbocharging system, thereby reducing the overall engine height and reserving more space in the engine compartment, or it can be applied to engine compartments with limited space. Furthermore, because the turbocharger inlet 207 is staggered in the middle of the successive turbocharging system, it effectively prevents personnel from directly contacting the high-temperature turbocharger inlet 207 and thus avoiding safety issues.

[0040] Optionally, each exhaust manifold 13 is formed by connecting multiple sub-pipes 131, and each sub-pipe 131 is connected to at least one exhaust branch pipe 14. Each exhaust branch pipe 14 is connected to an intake branch pipe 12 on the intake manifold 11 via a cylinder. That is, to facilitate better adaptation of this chamber-type sequential turbocharging system to different engine structural design requirements, the exhaust manifold 13 adopts a modular design. In this embodiment, the sub-pipes 131 include first and second sub-pipes of different types. For example, the first sub-pipe can connect to two cylinders, and the second sub-pipe can connect to three cylinders. Therefore, for a 20-cylinder V-type engine, a single-row exhaust manifold 13 can consist of two first sub-pipes and two second sub-pipes. For this chamber-type sequential turbocharging system, the two single-row exhaust manifolds 13 are also provided with connecting pipes 16 to ensure that when only an odd number of turbochargers are working, the exhaust gas discharged from the engine cylinders can also enter the working turbocharger evenly. Preferably, the multiple sub-pipes 131 are connected by a bellows 132.

[0041] In this embodiment, the turbocharger includes a basic turbocharger and successive turbochargers. There are a basic turbochargers and b successive turbochargers, where a+b=N and 1≤b≤N-1. Each main engine air circuit assembly 1 is connected to at least one turbocharger.

[0042] like Figure 1 As shown, when four turbochargers are provided, the turbine ends 201 of two turbochargers are connected to the exhaust manifold 13 of the first group, and the turbine ends 201 of the other two turbochargers are connected to the exhaust manifold 13 of the second group. The pressure ends 202 of these four turbochargers are all connected to the air intake chamber 25. That is, the fresh air compressed by the pressure ends 202 of the four turbochargers can be mixed in the air intake chamber 25 first, and then evenly introduced into the two intake manifolds 11.

[0043] Reference Figure 1 As can be seen from the above, when there are four turbochargers, with one basic turbocharger (turbocharger 1, 21) and three subsequent turbochargers (turbocharger 2, 22, 3, and 4, respectively), the exhaust manifold 13 of the first group of main engine air passage assembly 1 is connected to turbocharger 1, 21 and turbocharger 3, 23, and the exhaust manifold 13 of the second group of main engine air passage assembly 1 is connected to turbocharger 2, 22 and turbocharger 4, 24.

[0044] When the engine is running, the control unit on the engine can determine the number of turbochargers to be used based on the engine speed, turbocharger speed or boost pressure requirements at the operating point.

[0045] When the engine is operating at approximately 25% load and 50% speed, turbocharger 2 (22) engages; when the engine is operating at approximately 50% load and 70% speed, turbocharger 3 (23) engages; and when the engine is operating at approximately 75% load and 80% speed, turbocharger 4 (24) engages. Some engagement points above 25%, 50%, and 75% load ensure that fewer turbochargers provide higher boost pressure at these specific operating points, thus reducing fuel consumption. Conversely, some engagement points below 25%, 50%, and 75% load ensure that more turbochargers provide lower boost pressure at these specific operating points, thus reducing nitrogen oxide emissions. The specific engagement points are determined based on the engine's actual operating requirements.

[0046] Reference Figure 2 As can be seen from the above, for a successive turbocharging system with two basic turbochargers and two successive turbochargers, the two successive turbochargers are turbocharger No. 3 23 and turbocharger No. 4 24. Then, the exhaust manifold 13 of the first group of main engine air passage assembly 1 is connected to turbocharger No. 1 21 and turbocharger No. 3 23, and the exhaust manifold 13 of the second group of main engine air passage assembly 1 is connected to turbocharger No. 2 22 and turbocharger No. 4 24.

[0047] When the engine is operating at approximately 25% load and 50% speed, turbocharger 2 (22) engages; when the engine is operating at approximately 50% load and 70% speed, turbocharger 3 (23) engages; and when the engine is operating at approximately 75% load and 80% speed, turbocharger 4 (24) engages. At certain operating points above 25%, 50%, and 75% load, fewer turbochargers can be used to provide higher boost pressure at specific operating points, thus reducing fuel consumption. At certain operating points below 25%, 50%, and 75% load, more turbochargers can be used to provide lower boost pressure at specific operating points, thus reducing nitrogen oxide emissions. The specific engagement point is determined based on the engine's actual operating requirements.

[0048] Furthermore, the turbocharger assembly 2 also includes a scroll-end shut-off valve 203 and a pressure-end shut-off valve 204. The scroll-end shut-off valve 203 is located on the pipe connecting the scroll end 201 of the successive turbocharger and the exhaust manifold 13, while the pressure-end shut-off valve 204 is located on the pipe connecting the pressure end 202 of the successive turbocharger and the air collection chamber 25. That is, the scroll-end shut-off valve 203 is placed before the inlet of the scroll end 201 of the successive turbocharger, and the pressure-end shut-off valve 204 is placed after the outlet of the pressure end 202 of the successive turbocharger. The entry and exit of the successive turbocharger are controlled by opening and closing the scroll-end shut-off valve 203 and the pressure-end shut-off valve 204. When the successive turbocharger is entered or exited, the opening and closing of the scroll-end shut-off valve 203 cannot be later than the opening and closing of the pressure-end shut-off valve 204.

[0049] Optionally, when the successor turbocharger needs to engage, the vortex-end shut-off valve 203 can be opened first, followed by the pressure-end shut-off valve 204. When the successor turbocharger needs to disengage, the vortex-end shut-off valve 203 can be closed first, followed by the pressure-end shut-off valve 204. The time interval between these steps is typically 0.5s-1.5s. Optionally, even when the vortex-end shut-off valve 203 is closed, a small amount of airflow can still pass through it to ensure that the valve disc of the vortex-end shut-off valve 203 will not seize due to thermal expansion when the engine is running at high load.

[0050] Optionally, the turbocharger assembly 2 further includes a bleed air regulating line. At least the Nth turbocharger is provided with a bleed air regulating line, one end of which is connected to the pipeline between the pressure end 202 and the air collection chamber 25 of the successive turbocharger, and the other end is connected to the external environment. A bleed air regulating valve 206 is provided on the bleed air regulating line. (Refer to...) Figure 1 For high-power-density engines, when the third turbocharger (23) engages, the three turbochargers already in operation provide high boost pressure, which hinders the normal flow of boost air from the pressure end (202) of the third turbocharger (23). If the boost pressure provided by the three turbochargers is too high, exceeding the pressure at the inlet of the scroll end (201) of the third turbocharger (23), the turbocharger (23) will inevitably reverse during the short period of engagement. This results in a decrease in the actual boost pressure and volumetric efficiency flowing into the engine cylinders, potentially causing a sharp drop in engine speed, excessive black smoke emission, or engine stalling.

[0051] When turbocharger 4 (24) is engaged or disengaged, the engine is often under significant load, and the turbocharging system typically experiences high pressure. If turbocharger 4 (24) is directly engaged by closing the turbine inlet shut-off valve (203) and pressure outlet shut-off valve (204), the high boost pressure and turbine inlet pressure within the system will hinder the closure of these valves, causing the engine to whine during engagement. Furthermore, since the actuators of the turbine inlet shut-off valves (203) and pressure outlet shut-off valves (204) need to overcome greater resistance, their lifespan will be affected over time. Therefore, when engaging or disengaging turbocharger 4 (24), the bleed air regulating valve (206) should be opened at a certain angle before the pressure outlet shut-off valve (204) opens or closes to prevent direct engagement or disengagement of turbocharger 4 (24). When turbocharger 4 24 completes its engagement or disengagement, the bleed air regulating valve 206 is closed. The opening and closing time of the bleed air regulating valve 206 typically does not exceed 3 seconds to avoid excessive reduction of air in the sequential boost system, which could lead to a decrease in the actual boost pressure and volumetric efficiency flowing into the engine cylinders, resulting in problems similar to those encountered when directly engaging or disengaging turbocharger 4 24. Optionally, the valve opening of the bleed air regulating valve 206 can be controlled according to actual needs.

[0052] Optionally, the turbocharger assembly 2 also includes an air cooler 26, which is located on the pipe connecting the intake manifold 11 and the gas collection chamber 25. During engine operation, the exhaust gas after combustion is discharged from each cylinder, enters the exhaust manifold 13, and then enters the turbocharger's turbine end 201 to drive the impeller to perform work. The exhaust gas after work is discharged from the turbocharger's turbine end 201. Fresh air is directly drawn in from the turbocharger's pressure end 202, pressurized into high-temperature, high-pressure gas, and enters the intake manifold 25 through the pipes after each turbocharger. The latter evenly distributes the pressurized air into the air cooler 26 for cooling, and then through the intake manifold 11 into each cylinder to burn with fuel. The fresh air, heated by compression inside the turbocharger, can be cooled to approximately 80°C by the air cooler 26. As the temperature of the fresh air decreases, its density further increases, resulting in better combustion chamber charging efficiency.

[0053] Optionally, the turbocharger assembly 2 also includes a bypass regulating valve 205. The air intake chamber 25 and the exhaust manifold 13 are connected via a bypass pipe 15, and the bypass regulating valve 205 is disposed on the bypass pipe 15. By adjusting the opening of the bypass regulating valve 205, the flow rate of fresh air directly introduced into the exhaust manifold 13 through the air intake chamber 25 can be adjusted.

[0054] Optionally, such as Figure 5As shown, the turbocharger assembly 2 also includes a turbocharger bracket 27, on which N turbochargers are mounted. The chamber-type sequential turbocharging system provided in this embodiment is assembled with other engine components via the turbocharger bracket 27. As can be seen from the above, the sequential turbocharging system, in addition to arranging the turbochargers, also requires the arrangement of components such as the scroll-end cut-off valve 203, the pressure-end cut-off valve 204, the bypass regulating valve 205, the exhaust regulating valve 206, the chamber 25, and the bellows 132. This makes disassembly and assembly of the entire system difficult, and reduces installation and maintenance efficiency. Furthermore, the complex structure of the sequential turbocharging system results in lower overall system reliability than ordinary turbocharging systems, especially since the scroll-end cut-off valve 203 is prone to reliability issues earlier under long-term high-temperature and high-pressure conditions and rapid switching. Therefore, in the chamber-type sequential turbocharging system provided in this embodiment, apart from the exhaust manifold 13 and the bypass pipe 15, all remaining components can be mounted together on the turbocharger bracket 27 using mounting bolts. Preferably, four lifting lugs can be arranged on both sides of the turbocharger bracket 27, so that the air chamber type sequential turbocharging system can be integrated with the engine for assembly or disassembly, making the replacement and maintenance of parts more convenient. When the lifting lugs are not in use, they can be removed from the turbocharger bracket 27.

[0055] The above embodiments merely illustrate the basic principles and characteristics of the present invention. The present invention is not limited to the above embodiments. Various changes and modifications can be made to the present invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A sequential pressurization system with a gas collection chamber, characterized in that, include: A turbocharger assembly (2) includes an air collection chamber (25) and a turbocharger. N turbochargers are provided. The air collection chamber (25) is provided with N-1 air inlets and 1 air outlet (253). The pressure ends (202) of the Nth and N-1th turbochargers are connected to the N-1th air inlet. The pressure ends (202) of the 1st to N-2nd turbochargers are connected one-to-one with the remaining N-2 air inlets. The N turbochargers are arranged sequentially away from the air collection chamber (25). The airflow of the Nth and N-1th turbochargers is designed with a relatively long flow path before merging, and the airflow direction is completely consistent before merging. The main air circuit assembly (1) is provided in two sets. Each set of the main air circuit assembly (1) includes an intake manifold (11) and an exhaust manifold (13) connected by a cylinder. The exhaust manifold (13) is connected to the turbine end (201) of the turbocharger. The exhaust gas of the exhaust manifold (13) can enter the turbine end (201). The outlet (253) is connected to both the intake manifold (11) and the exhaust manifold (13). Fresh air can enter the exhaust manifold (13) and the intake manifold (11) after being mixed through the air collection chamber (25). The number of connections between the turbocharger and the main air circuit assembly (1) and the air collection chamber (25) can be increased or decreased one by one. The ends of the two sets of exhaust manifolds (13) that are not connected to the air collection chamber (25) are also connected through a connecting pipe (16).

2. The air-collecting chamber type sequential pressurization system according to claim 1, characterized in that, The air inlet includes a first air inlet (251) and a second air inlet (252). The N-1th air inlet is the second air inlet (252), and the remaining N-2 air inlets are the first air inlet (251). The diameter of the second air inlet (252) is larger than the diameter of the first air inlet (251).

3. The air-collecting chamber type sequential pressurization system according to claim 1, characterized in that, The exhaust manifold (13) is connected to the vortex end (201) via a vortex inlet pipe (207). The vortex inlet pipe (207) is set at an acute angle to the plane where the exhaust manifold (13) is located, and the two columns of vortex inlet pipes (207) connected to the two exhaust manifolds (13) are staggered.

4. The air-collecting chamber type sequential pressurization system according to claim 1, characterized in that, Each of the exhaust manifolds (13) is formed by connecting multiple sub-pipes (131), and at least one exhaust branch pipe (14) is connected to each of the sub-pipes (131). Each of the exhaust branch pipes (14) is connected to an intake branch pipe (12) on the intake manifold (11) through the cylinder.

5. The air-collecting chamber type sequential pressurization system according to claim 1, characterized in that, The turbocharger assembly (2) also includes a turbocharger bracket (27), on which N turbochargers are mounted. The chamber-type sequential turbocharging system is assembled with other engine components via the turbocharger bracket (27).

6. The air-collecting chamber type sequential pressurization system according to claim 1, characterized in that, The turbocharger includes a basic turbocharger and successive turbochargers. There are a basic turbochargers and b successive turbochargers, where a+b=N and 1≤b≤N-1. Each set of the main engine air circuit assembly (1) is connected to at least one of the turbochargers.

7. The air-collecting chamber type sequential pressurization system according to claim 6, characterized in that, The turbocharger assembly (2) further includes a vortex end shut-off valve (203) and a pressure end shut-off valve (204). The vortex end shut-off valve (203) is disposed on the pipe connecting the vortex end (201) of the successive turbocharger and the exhaust manifold (13). The pressure end shut-off valve (204) is disposed on the pipe connecting the pressure end (202) of the successive turbocharger and the air collection chamber (25).

8. The air-collecting chamber type sequential pressurization system according to claim 6, characterized in that, The gas collection chamber type successive supercharging system also includes a bleed regulating pipeline. At least the Nth turbocharger is provided with the bleed regulating pipeline. One end of the bleed regulating pipeline is connected to the pipeline between the pressure end (202) of the successive turbocharger and the gas collection chamber (25), and the other end is connected to the external environment. A bleed regulating valve (206) is provided on the bleed regulating pipeline.

9. The air-collecting chamber type sequential pressurization system according to claim 1, characterized in that, The turbocharger assembly (2) also includes an air cooler (26) disposed on a pipeline connecting the air collection chamber (25) and the intake manifold (11).

10. The air-collecting chamber type sequential pressurization system according to claim 1, characterized in that, The turbocharger assembly (2) also includes a bypass regulating valve (205) disposed on a bypass pipe (15) connecting the gas collection chamber (25) and the two exhaust manifolds (13).

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