A turbocharger combustion chamber and test bench thereof

Abstract

The present invention belongs to the field of turbocharger experimental technology, specifically a turbocharger combustion chamber and its experimental bench, the turbocharger combustion chamber includes a flange seat, an outer shell and an inner shell, an air duct one is formed between the inner shell and the outer shell, a plurality of groups of guide fins are arranged around the outer wall of the inner shell, a flange one is arranged at one end of the outer shell, an annular air duct is installed at one end of the flange one, a plurality of groups of high-pressure injection nozzles are arranged around the pipe body of the annular air duct, a flange two is arranged at the other end of the outer shell, the flange two is fixedly connected to the flange seat, an air guide seat is installed at one end of the flange seat facing the inner shell, and a gas supply assembly extending into the inner cavity of the inner shell is arranged in the middle of the air guide seat. The present invention uses a combustion chamber to simulate the high-speed and high-heat exhaust gas discharged by the engine, and by adjusting the parameters such as the fuel supply amount and air flow rate of the combustion chamber, the exhaust gas characteristics under different working conditions can be accurately simulated.

Description

Technical Field

[0001] The invention belongs to the technical field of turbocharger experiments, in particular to a turbocharger combustion chamber and an experimental bench thereof. Background Art

[0002] A turbocharger is a device that uses the exhaust gas from an internal combustion engine to drive the turbine to rotate, which in turn drives the coaxial impeller to pressurize air, thereby compressing the air to increase the intake volume. The working principle of a turbocharger is to use the exhaust gas generated by the operation of an internal combustion engine to drive an air compressor composed of two coaxial impellers. Specifically, the exhaust gas drives the turbine to rotate, and the turbine in turn drives the coaxial impeller to rotate, and the impeller pressurizes the air sent from the air filter pipe to pressurize it into the cylinder.

[0003] Surge refers to the phenomenon that the resistance of airflow in the system increases due to blockage or poor lubrication of the supercharging system, which in turn causes the compressor back pressure to increase and the flow rate to decrease. Surge may cause engine performance to decline and even damage the supercharger.

[0004] During the development of turbochargers, test benches are needed to simulate the conditions for surge (such as intake and exhaust volumes) or to explore the turbocharger's tolerance limit for surge. The test bench needs to use an air compressor as the air source during the test to ensure that the simulated intake conditions are close to the actual engine exhaust. Due to the high speed and high heat characteristics of the engine exhaust gas, existing test benches cannot fully meet these requirements. Summary of the invention

[0005] In order to solve the problems in the prior art, on the one hand, the present invention provides a turbocharger combustion chamber, which is specifically implemented by the following technical solutions:

[0006] A turbocharger combustion chamber comprises a flange seat, an outer shell and an inner shell arranged inside the outer shell, characterized in that: a gap between the inner shell and the outer shell forms an air duct one, an outer wall of the inner shell is provided with a plurality of groups of guide fins distributed in a surrounding manner, and the guide fins are arranged obliquely, one end of the outer shell is provided with a flange one, one end of the flange one is provided with an annular air guide pipe, one side of the annular air guide pipe is provided with an air inlet, the tube body of the annular air guide pipe is provided with a plurality of groups of high-pressure injection nozzles distributed in a surrounding manner and extending into the air duct one, the other end of the outer shell is provided with a flange two, the flange two is fixedly connected to the flange seat, one end of the flange seat is provided with an air guide seat facing the inner cavity of the inner shell, the middle part of the air guide seat is provided with a gas supply assembly extending into the inner cavity of the inner shell, one end of the inner shell gradually shrinks to form an outlet pipe, and the tube body of the outlet pipe is provided with a flange three, and the flange three is fixedly connected to the flange one.

[0007] Preferably, the gas supply assembly comprises a gas nozzle 1 and a gas nozzle 2 fixedly mounted in the middle of the flange seat, the head end of the gas nozzle 1 being located in the inner cavity of the inner shell body and being covered with a sleeve 1, the head end of the gas nozzle 2 being located in the inner cavity of the inner shell body and being covered with a sleeve 2, a plurality of groups of gas nozzles 2 are provided, and the plurality of groups of gas nozzles 2 are distributed around the gas nozzle 1, and the tail ends of the gas nozzle 1 and the gas nozzle 2 are both connected to solenoid valves.

[0008] Preferably, the gap between the second sleeve and the second gas nozzle forms an air duct second, and the end of the second sleeve away from the first gas nozzle is provided with multiple groups of surrounding ignition ports, and the other end of the second sleeve is provided with multiple groups of surrounding air inlets, and the air inlets are tangentially opened.

[0009] Preferably, the inner cavity of the second sleeve is provided with a collar, the collar is located at the nozzle position of the second gas nozzle, and the inner side wall of the collar is provided with a plurality of groups of guide vanes distributed around it.

[0010] Preferably, the length of the gas nozzle 1 is smaller than the length of the gas nozzle 2.

[0011] Preferably, an air guide portion is provided at one end of the outer shell close to flange 2, and the air guide portion is inclined toward the air guide seat.

[0012] Preferably, the air guide seat includes a base, which is fixedly connected to the flange seat, and one end of the base is provided with a cone portion facing the inner cavity of the inner shell, and the cone portion is covered with a cone ring, and the outer wall of the cone portion is provided with multiple groups of guide plates distributed around and connected to the cone ring, and the guide plates are arranged obliquely.

[0013] On the other hand, the present invention also provides a turbocharger test bench, including a pipeline system, a turbocharger and a turbocharger combustion chamber, wherein the exhaust pipe of the turbocharger combustion chamber is connected to the intake end of the turbocharger, and the exhaust end of the turbocharger is connected to the pipeline system.

[0014] Preferably, the pipeline system includes an exhaust pipe, a vortex flowmeter, a branch pipe 1, a flow regulating valve 1, a branch pipe 2 and a pressure-stabilizing tank, the exhaust pipe is composed of a pipe section 1, a pipe section 2 and a pipe section 3 connected in sequence, one end of the pipe section 1 is connected to the outlet end of the turbocharger, the vortex flowmeter is connected between the pipe section 1 and the pipe section 2, the flow regulating valve 1 is connected between the pipe section 2 and the pipe section 3, a gas relief valve is arranged on the pipeline of the branch pipe 1, one end of the branch pipe 1 is connected to the pipe section 2, the other end of the branch pipe 1 is connected to the pipe section 3, a flow regulating valve 2 is arranged on the pipeline of the branch pipe 2, one end of the branch pipe 2 is connected to the pipe section 2, the other end of the branch pipe 2 is connected to the pipe section 3, a limiting flow valve is arranged on one end of the pressure-stabilizing tank, a differential pressure transmitter is arranged on the other end of the pressure-stabilizing tank, one end of the limiting flow valve is connected to the pipe section 1 through a connecting pipe, a three-way joint is arranged on the pipeline of the connecting pipe, and one end of the three-way joint is connected to the differential pressure transmitter through a pipeline.

[0015] Preferably, the branch pipe 1 and the branch pipe 2 are symmetrically distributed on both sides of the exhaust pipe, and the diameters of the branch pipe 1 and the branch pipe 2 are consistent and smaller than the diameter of the exhaust pipe.

[0016] After adopting the above technical solution, the beneficial effects of the present invention are:

[0017] 1. The present invention uses a combustion chamber to simulate the high-speed, high-heat exhaust gas discharged by the engine. By adjusting the fuel supply, air flow and other parameters of the combustion chamber, the exhaust gas characteristics under different working conditions can be accurately simulated;

[0018] 2. The combustion chamber can significantly improve combustion efficiency, reduce fuel consumption and harmful gas emissions by optimizing gas supply components and airflow paths;

[0019] 3. This test bench can not only simulate the conditions for the occurrence of turbocharger surge, but also test the turbocharger's tolerance limit to surge, ensuring the smooth progress of turbocharger research and development. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 It is a structural schematic diagram of a turbocharger test bench;

[0022] Figure 2 is a schematic diagram of the structure of a turbocharger combustion chamber;

[0023] Figure 3 is a cross-sectional view of a turbocharger combustion chamber;

[0024] Figure 4 It is a schematic diagram of the structure of the gas supply assembly;

[0025] Figure 5 is a schematic diagram of the structure of the gas nozzle 2;

[0026] Figure 6 is a structural schematic diagram of casing 2;

[0027] Figure 7 It is a structural schematic diagram of the air guide seat;

[0028] Figure 8 It is a structural schematic diagram of another embodiment of the outer shell.

[0029] Figure numerals: 1-exhaust pipe, 2-vortex flowmeter, 3-connecting pipe, 4-branch pipe 1, 5-relief valve, 6-flow regulating valve 1, 7-branch pipe 2, 8-flow regulating valve 2, 9-flow limiting valve, 10-pressure stabilizing tank, 11-pressure differential transmitter, 12-three-way connector, 13-outer shell, 14-inner shell, 15-flange 1, 16-air inlet, 17-outlet pipe, 18-annular air guide pipe, 19-high-pressure injection nozzle, 20 - guide fins, 21- air guide seat, 22- flange seat, 23- flange two, 24- flange three, 25- gas supply assembly, 26- gas nozzle one, 27- sleeve one, 28- sleeve two, 29- gas nozzle two, 30- guide part, 31- solenoid valve, 32- ignition port, 33- sleeve ring, 34- guide plate, 35- air inlet, 36- cone, 37- base, 38- cone ring, 39- guide plate, 40- air inlet pipe. DETAILED DESCRIPTION

[0030] The features and exemplary embodiments of various aspects of the present invention will be described in detail below. In order to make the purpose, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only configured to explain the present invention and are not configured to limit the present invention. For those skilled in the art, the present invention can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the present invention by illustrating examples of the present invention.

[0031] The directional words appearing in the following description are all directions shown in the figures, and do not limit the specific structure of the present invention. In the description of the present invention, it should also be noted that, unless otherwise clearly specified and limited, the terms "installation" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0032] like Figures 2 to 7 As shown, in order to simulate the high-speed and high-heat exhaust gas discharged by the engine, the present invention provides a turbocharger combustion chamber. The combustion chamber includes a flange seat 22, an outer shell 13, and an inner shell 14 sleeved inside the outer shell 13. The gap between the inner shell 14 and the outer shell 13 forms an air duct 1, and the outer wall of the inner shell 14 is provided with a plurality of groups of guide fins 20 distributed around, and all the guide fins 20 are arranged obliquely to optimize the flow of airflow. The guide fins 20 also have the function of serving as a "support body" to support the outer shell 13, thereby enhancing the structural stability of the entire combustion chamber.

[0033] One end of the outer shell 13 is provided with a flange 15, and one end of the flange 15 is installed with an annular air duct 18 for introducing external airflow. An air inlet 16 is provided on one side of the annular air duct 18, and the pipe body of the annular air duct 18 is provided with multiple groups of high-pressure injection nozzles 19 that are distributed around and extend into the air duct 1. The other end of the outer shell 13 is provided with a flange 23, and the flange 23 is fixedly connected to the flange seat 22. An air guide seat 21 facing the inner cavity of the inner shell 14 is installed at one end of the flange seat 22, and a gas supply component 25 extending into the inner cavity of the inner shell 14 is provided in the middle of the air guide seat 21. One end of the inner shell 14 gradually shrinks to form an outlet pipe 17 for discharging exhaust gas after combustion. The pipe body of the outlet pipe 17 is provided with a flange 3 24, and the flange 3 24 is fixedly connected to the flange 15.

[0034] The combustion area of ​​the combustion chamber is located in the inner cavity of the inner shell 14, and part of the heat is transferred to the outer shell 13 by radiation and convection, and then transferred to the inner shell 14. The high-pressure and high-speed air introduced into the annular air duct 18 is accelerated to blow toward the air duct 1 through the high-pressure injection nozzle 19, which not only provides the necessary oxygen support for combustion, but also effectively takes away the heat dissipated by the inner shell 14 through its flow, thereby reducing the surface temperature of the outer shell 13 and enhancing the safety and reliability of the structure.

[0035] The airflow in the air duct 1 is heated to a certain temperature due to heat exchange, and the airflow finally introduced into the area of ​​the gas supply assembly 25 is a hot airflow. The mixing of the hot airflow and the fuel can improve the combustion efficiency because the hot airflow can ignite and maintain the flame more easily.

[0036] Since the diameter of the air outlet pipe 17 is much smaller than the inner shell 14, it is difficult for the airflow to closely fit the outer wall of the air outlet pipe 17 when it is blown toward the air duct through the high-pressure injection nozzle 19. This results in that some heat cannot be effectively removed, reducing the cooling efficiency. Figure 8 As shown in FIG. 1 , as another embodiment of the outer shell 13, the structural design of the annular air duct 18 is abandoned, and a vertical tangent air inlet pipe 40 is provided at one end of the outer shell 13 close to the flange 15. The airflow entering from the air inlet pipe 40 forms a circular flow under the action of the tangential force, which can evenly cover the outer wall of the inner shell 14 and the air outlet pipe 17, reduce local overheating, and improve the overall cooling effect.

[0037] The outer shell 13 is provided with a guide portion 30 at one end close to the flange 23, and the guide portion 30 is obliquely directed to the air guide seat 21. The design of the guide portion 30 enables the airflow in the air duct 1 to turn more smoothly and be guided to the air guide seat 21 along an oblique path. Oblique guidance helps to reduce the turbulence and energy loss of the airflow, and improve the efficiency and stability of the airflow entering the inner cavity of the inner shell. The airflow in the air duct 1 is guided to the air guide seat 21 by the guide portion 30, and then introduced into the inner cavity of the inner shell 14 by the air guide seat 21. It is mixed with the gas generated by the gas supply component 25. By precisely controlling the flow path of the airflow, the guide portion 30 can ensure that the airflow in the air duct 1 enters the inner cavity of the inner shell 14 in the best way, which helps to improve the uniformity of the airflow distribution, thereby optimizing the combustion process. A stable airflow supply is essential for the stable operation of the combustion chamber, and helps to maintain the pressure in the combustion chamber stable, thereby improving the operating stability of the turbocharger.

[0038] The air guide seat 21 includes a base 37, which is fixedly connected to the flange seat 22 to ensure that the air guide seat 21 can be firmly installed in the combustion chamber. A cone 36 facing the inner cavity of the inner shell 14 is provided at one end of the base 37, which helps to accelerate the flow of air and guide the air to enter the inner shell 14 in a more concentrated manner. The guide plate 39 is obliquely arranged on the outer wall of the cone 36 and connected to the cone ring 38. The design of the guide plate 39 is intended to guide the airflow from the outside of the cone 36 to the inner cavity of the inner shell 14, while ensuring that the airflow can form a ring flow during the flow process. The formation of the ring flow helps to fully mix the airflow and the gas, thereby improving the combustion efficiency and stability in the combustion chamber.

[0039] The gas supply assembly 25 includes a gas nozzle 1 26 and a gas nozzle 2 29, wherein the length of the gas nozzle 1 26 is less than that of the gas nozzle 2 29. The gas nozzle 1 26 and the gas nozzle 2 29 are both fixedly mounted in the middle of the flange seat 22, and the gas nozzle 2 29 is provided with multiple groups, and the multiple groups of gas nozzles 2 29 are distributed around the gas nozzle 1 26, and their head ends (i.e., injection ends) are all located in the inner cavity of the inner shell 14. The tail ends of the gas nozzle 1 26 and the gas nozzle 2 29 are both connected with a solenoid valve 31 for accurately controlling the injection time and injection amount of the gas. The head end of the gas nozzle 1 26 is covered with a sleeve 1 27, and the head end of the gas nozzle 2 29 is covered with a sleeve 28, which plays a role in protecting the gas nozzle and guiding the injection direction of the gas. The gas is ejected at high speed through the gas nozzle 1 26 and the gas nozzle 2 29, forming a low-pressure area around them. The air is introduced into the low-pressure area by using the injection principle, and the gas and air can be fully mixed in the combustion area, providing a continuous and stable oxygen supply for the subsequent combustion process. The end of the inner shell 14 gradually shrinks and narrows, and under the influence of the Venturi effect, the injection effect of the fuel gas and the efficiency of air introduction can be further enhanced.

[0040] The gap between the second sleeve 28 and the second gas nozzle 29 forms an air duct 2, which is used to introduce external air to adjust the airflow distribution. The end of the second sleeve 28 away from the first gas nozzle 26 is provided with a plurality of groups of ignition ports 32 distributed around, and the other end of the second sleeve 28 is provided with a plurality of groups of air inlets 35 distributed around, and the air inlets 35 are tangentially opened. The inner cavity of the second sleeve 28 is provided with a collar 33, which is located at the nozzle position of the second gas nozzle 29, and the inner side wall of the collar 33 is provided with a plurality of groups of guide vanes 34 distributed around. The guide vanes 34 can change the flow direction of the airflow, increase the contact area between the airflow and the gas, and thus improve the mixing efficiency.

[0041] The external air is introduced into the annular air duct 18 through the induced draft fan. The introduced air is evenly distributed in the annular air duct 18 and blown into the air duct 1 through the high-pressure injection nozzle 19 to ensure that the air blown into the air duct 1 is uniform (or directly enters the air duct 1 tangentially along the air inlet pipe 40). When the airflow enters the air duct 1, it is guided by the surrounding guide fins 20 to form a first circular flow in the air duct 1. The first circular flow is blown to the guide portion 30, and then blown to the guide seat 21. The guide seat 21 receives the airflow from the guide portion 30, and through its internal channels and structures, forms a second circular flow near the gas supply component 25 that blows toward the outlet pipe 17.

[0042] The gas is sent to the gas supply assembly 25 through the pipeline. Inside the gas supply assembly 25, the gas is accurately distributed to each gas nozzle. The gas ejected from the gas nozzle 1 26 is ignited by the ignition assembly (not shown in the figure) to form a flame air beam. The flame air beam ignites the gas ejected from the surrounding gas nozzle 2 29 through the pilot port 32 to expand the combustion area. Part of the airflow in the second circulation enters the sleeve 2 28 tangentially from the air inlet 35, forming a third circulation in the air duct 2, which is concentrated and guided by the guide vane 34 and then blown to the nozzle position to improve the mixing efficiency of the airflow and gas.

[0043] The full mixing of the fuel gas and the air flow promotes an efficient combustion process, and the exhaust gas after combustion is discharged from the combustion chamber through the gradually contracting exhaust pipe 17, simulating the high-speed and high-heat exhaust gas discharged by the engine.

[0044] The present invention also provides a turbocharger test bench, including a turbocharger combustion chamber, a pipeline system and a turbocharger, wherein an outlet pipe 17 of the turbocharger combustion chamber is connected to an air inlet of the turbocharger, and an air outlet of the turbocharger is connected to the pipeline system. The design of the test bench is intended to simulate and analyze the surge phenomenon of the turbocharger under different working conditions, explore the tolerance limit of the turbocharger to surge, and prevent and control surge through feedback regulation.

[0045] like Figure 1 As shown, the piping system of the experimental bench consists of an exhaust pipe 1, a vortex flowmeter 2, a branch pipe 1 4, a gas relief valve 5, a flow regulating valve 1 6, a branch pipe 2 7, a flow regulating valve 2 8, a flow limiting valve 9 and a pressure regulating tank 10. The exhaust pipe 1 is a split design, consisting of a pipe section 1, a pipe section 2 and a pipe section 3 connected in sequence. One end of the pipe section 1 is connected to the outlet end of the turbocharger, and one end of the pipe section 3 is vented and connected to the atmosphere. The vortex flowmeter 2 is installed between the pipe section 1 and the pipe section 2, and is used to accurately measure the gas flow through the exhaust pipe 1. The flow regulating valve 1 6 is located after the vortex flowmeter 2 and is installed between the pipe section 2 and the pipe section 3, and is used to adjust the gas flow through the exhaust pipe 1.

[0046] Branch pipe 1 4 and branch pipe 2 7 are used to divert gas under certain conditions. The two branches provide an additional way to adjust the flow in the main pipe. Branch pipe 1 4 and branch pipe 2 7 have the same diameter, and both are smaller than the diameter of the exhaust pipe 1. Branch pipe 1 4 and branch pipe 2 7 are symmetrically distributed on both sides of the exhaust pipe 1, and the positions of the two branch pipes relative to the vortex flowmeter 2 are the same. This layout can ensure that the gas diverted from the two branches has a balanced impact on the gas flow in the exhaust pipe 1, avoids deviations caused by different positions of the diversion points, and helps to reduce eddies, turbulence or other flow phenomena caused by diversion that may affect the measurement results of the vortex flowmeter 2.

[0047] Branch pipe 1 4 and branch pipe 2 7 are similar in structure, both of which are connected to pipe section 2 at one end and to pipe section 3 at the other end. A gas relief valve 5 is provided on the pipeline of branch pipe 1 4, which is in a normally closed state. When surge occurs, by triggering the opening of the gas relief valve 5, a part of the gas is diverted from the exhaust pipe 1 to the branch pipe 1 4, thereby increasing the total gas output, helping to stabilize the pressure fluctuation of the exhaust system and reduce the amplitude and duration of surge. A flow regulating valve 2 8 is provided on the pipeline of branch pipe 2 7, which is used to adjust the gas flow in the branch to achieve flow control under different experimental conditions.

[0048] A flow limiting valve 9 and a differential pressure transmitter 11 are installed at both ends of the pressure stabilizing tank 10, respectively. The flow limiting valve 9 is connected to the pipe section 1 before the vortex flowmeter 2 through the connecting pipe 3. A three-way joint 12 is provided on the pipeline of the connecting pipe 3, and one end of the three-way joint 12 is connected to the differential pressure transmitter 11 through a pipeline. The three-way joint 12 is used to control the flow direction of the gas, and the gas can be selected to flow to the flow limiting valve 9 or the differential pressure transmitter 11. The opening of the gas relief valve 5 is triggered by the electrical signal of the differential pressure transmitter 11 to achieve feedback regulation.

[0049] By adjusting the fuel supply, air flow and other parameters of the combustion chamber, the exhaust gas characteristics under different working conditions can be accurately simulated. The high-speed, high-heat airflow generated by the combustion chamber drives the turbine inside the turbocharger to rotate, which is used to compress the airflow. The compressed airflow flows to the exhaust pipe 1, part of the gas is diverted to the connecting pipe 3, and another part of the gas is diverted to the branch pipe 2 7. The part of the airflow entering the connecting pipe 3 forms two paths, one of which flows to the differential pressure transmitter 11 through the three-way joint 12, and the other flows to the limiting valve 9 through the three-way joint 12, and then enters the pressure regulating tank 10 at a constant flow rate. At this time, the pressure value in the pressure regulating tank 10 is in a balanced state with the pressure value in the exhaust pipe 1, and there is no pressure difference at both ends of the differential pressure transmitter 11. When the pressure in the exhaust pipe 1 rises or falls steadily, the gas can enter the pressure regulating tank 10 or be released from the pressure regulating tank 10 through the connecting pipe 3 and the limiting valve 9. At this time, there is basically no pressure change at both ends of the differential pressure transmitter 11, and the differential pressure transmitter 11 will not transmit signals to the outside.

[0050] The flow regulating valve 1 6 and the flow regulating valve 2 8 are adjusted electronically or manually. At this time, the pressure in the exhaust pipe 1 will fluctuate continuously. Because of the existence of the flow limiting valve 9, the gas in the pressure regulating tank 10 will not quickly enter or release (when the pressure in the exhaust pipe 1 is greater than the pressure in the pressure regulating tank 10, the gas in the exhaust pipe 1 enters the pressure regulating tank 10 through the connecting pipe 3; when the pressure in the exhaust pipe 1 is less than the pressure in the pressure regulating tank 10, the gas in the pressure regulating tank 10 enters the exhaust pipe 1 through the connecting pipe 3), so that the differential pressure transmitter 11 connecting the pressure regulating tank 10 and the connecting pipe 3 will detect the pressure imbalance at both ends, and will send a signal and then alarm, thereby judging that the supercharger has surged.

[0051] At this time, there are two modes that can be operated through the computer. One is that when the differential pressure transmitter 11 detects that the pressure at both ends is unbalanced, it sends a signal to trigger the opening of the back-surge valve 5, and a part of the gas is diverted from the exhaust pipe 1 to the branch pipe 1 4, thereby increasing the total gas output, which helps to stabilize the pressure fluctuation of the exhaust system and eliminate or reduce the amplitude and duration of surge; the other is that the differential pressure transmitter 11 still sends a signal, but does not perform the automatic opening operation of the back-surge valve 5, and a warning window pops up on the computer screen to let the tester confirm whether to further explore the surge limit or manually open the back-surge valve 5. If further exploration is required, the flow control valve 1 6 and the flow control valve 2 8 will continue to be adjusted electronically or manually, and finally the back-surge valve 5 will be manually opened to eliminate surge.

[0052] According to the embodiments of the present invention as described above, these embodiments do not describe all the details in detail, nor do they limit the invention to specific embodiments. Obviously, many modifications and changes can be made based on the above description. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can make good use of the present invention and the modified use based on the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A turbocharger combustion chamber, comprising a flange seat (22), an outer shell (13), and an inner shell (14) sleeved inside the outer shell (13), characterized in that: The gap between the inner shell (14) and the outer shell (13) forms an air duct one; the outer wall of the inner shell (14) is provided with a plurality of groups of circumferentially distributed guide fins (20); the guide fins (20) are arranged obliquely; one end of the outer shell (13) is provided with a flange one (15); one end of the flange one (15) is installed with an annular air duct (18); one side of the annular air duct (18) is provided with an air inlet (16); the tube body of the annular air duct (18) is provided with a plurality of groups of circumferentially distributed high-pressure injection nozzles (19) extending into the air duct one; the other end of the outer shell (13) is provided with a flange two (23); the flange two (23) is fixedly connected to a flange seat (22); one end of the flange seat (22) is installed with a flange directly facing the inner cavity of the inner shell (14); An air guide seat (21) is provided in the middle of the air guide seat (21) with a gas supply assembly (25) extending into the inner cavity of the inner shell (14); one end of the inner shell (14) gradually contracts to form an air outlet pipe (17); a pipe body of the air outlet pipe (17) is provided with a flange three (24); the flange three (24) is fixedly connected to the flange one (15); the air guide seat (21) comprises a base (37); the base (37) is fixedly connected to the flange seat (22); one end of the base (37) is provided with a cone (36) facing the inner cavity of the inner shell (14); the cone (36) is covered with a cone ring (38); the outer wall of the cone (36) is provided with a plurality of guide plates (39) surrounding and connected to the cone ring (38); the guide plates (39) are arranged obliquely.

2. The turbocharger combustion chamber according to claim 1, characterized in that: The gas supply assembly (25) comprises a first gas nozzle (26) and a second gas nozzle (29) fixedly mounted in the middle of the flange seat (22); the head end of the first gas nozzle (26) is located in the inner cavity of the inner shell (14) and is covered with a first sleeve (27); the head end of the second gas nozzle (29) is located in the inner cavity of the inner shell (14) and is covered with a second sleeve (28); a plurality of groups of the second gas nozzles (29) are provided, and the plurality of groups of the second gas nozzles (29) are distributed around the first gas nozzle (26); and the tail ends of the first gas nozzle (26) and the second gas nozzle (29) are both connected to electromagnetic valves (31).

3. The turbocharger combustion chamber according to claim 2, characterized in that: The gap between the second sleeve (28) and the second gas nozzle (29) forms a second air duct. The second sleeve (28) has a plurality of groups of circumferentially distributed ignition ports (32) at one end away from the first gas nozzle (26). The other end of the second sleeve (28) has a plurality of groups of circumferentially distributed air inlets (35), and the air inlets (35) are tangentially opened.

4. The turbocharger combustion chamber according to claim 3, characterized in that: The inner cavity of the second sleeve (28) is provided with a collar (33), the collar (33) is located at the nozzle position of the second gas nozzle (29), and the inner side wall of the collar (33) is provided with a plurality of groups of guide vanes (34) distributed around it.

5. The turbocharger combustion chamber according to claim 2, characterized in that: The length of the gas nozzle 1 (26) is smaller than the length of the gas nozzle 2 (29).

6. The turbocharger combustion chamber according to claim 1, characterized in that: An air guide portion (30) is provided at one end of the outer shell (13) close to the second flange (23), and the air guide portion (30) is inclined toward the air guide seat (21).

7. A turbocharger test bench, characterized in that: It comprises a pipeline system, a turbocharger and a turbocharger combustion chamber as claimed in any one of claims 1 to 6, wherein the exhaust pipe (17) of the turbocharger combustion chamber is connected to the intake end of the turbocharger, and the exhaust end of the turbocharger is connected to the pipeline system.

8. The turbocharger test bench according to claim 7, characterized in that: The pipeline system comprises an exhaust pipe (1), a vortex flowmeter (2), a branch pipe 1 (4), a flow regulating valve 1 (6), a branch pipe 2 (7) and a pressure regulating tank (10). The exhaust pipe (1) is composed of a pipe section 1, a pipe section 2 and a pipe section 3 which are connected in sequence. One end of the pipe section 1 is connected to the outlet end of the turbocharger. The vortex flowmeter (2) is connected between the pipe section 1 and the pipe section 2. The flow regulating valve 1 (6) is connected between the pipe section 2 and the pipe section 3. A gas relief valve (5) is arranged on the branch pipe 1 (4). One end of the branch pipe 1 (4) is connected to the pipe section 2. The branch pipe 1 (4) is connected to the outlet end of the turbocharger. The other end of the branch pipe (7) is connected to the pipe section three; a flow regulating valve (8) is provided on the pipe section of the branch pipe (7); one end of the branch pipe (7) is connected to the pipe section two; the other end of the branch pipe (7) is connected to the pipe section three; a flow limiting valve (9) is provided on one end of the pressure stabilizing tank (10); a pressure differential transmitter (11) is provided on the other end of the pressure stabilizing tank (10); one end of the flow limiting valve (9) is connected to the pipe section one via a connecting pipe (3); a three-way joint (12) is provided on the pipe section of the connecting pipe (3); one end of the three-way joint (12) is connected to the pressure differential transmitter (11) via a pipe.

9. The turbocharger test bench according to claim 8, characterized in that: The branch pipe one (4) and the branch pipe two (7) are symmetrically distributed on both sides of the exhaust pipe (1); the pipe diameters of the branch pipe one (4) and the branch pipe two (7) are consistent and smaller than the pipe diameter of the exhaust pipe (1).

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