Silencer ring gap control method, supercharger and vehicle

Abstract

The application belongs to the technical field of engines, and discloses a silencer ring gap control method, a supercharger and a vehicle. The silencer ring gap control method comprises the following steps: obtaining an engine universal working condition MAP graph, the engine universal working condition MAP graph being a corresponding relationship between the working condition of the engine and a target silencer ring gap, the working condition of the engine comprising the speed of the engine and the torque of the engine; obtaining the current working condition of the engine; and determining the target silencer ring gap based on the current working condition of the engine and the engine universal working condition MAP graph. The silencer ring gap control method can provide a reference standard for the adjustment of the silencer ring gap of the supercharger.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engines, in particular to a silencer ring gap control method, a supercharger and a vehicle. BACKGROUND

[0002] The turbocharger comprises a coaxial and spaced compressor casing inlet outer pipe and compressor casing inlet inner pipe, and a gas flow channel is formed between the two. An air inlet and an air outlet of the gas flow channel are both communicated with the air inlet channel. The turbocharger will produce a howling sound when the engine is in a high load condition. To solve the problem of the howling noise of the turbocharger, a silencer ring is usually configured in the supercharger. The silencer ring is a circular ring structure arranged on the inner side of the compressor casing inlet outer pipe. The silencer ring gap is the axial distance between the silencer ring and the outer end surface of the compressor casing inlet inner pipe. The flow expansion flow channel is a through groove opened on the compressor casing inlet inner pipe and serves as the air inlet of the gas flow channel, and is communicated with the air inlet cavity and the gas flow channel, thereby widening the flow and reducing the noise when the air flow enters the gas flow channel.

[0003] In the prior art, the silencer ring gap can be adjusted to regulate the howling noise of the supercharger, but it depends on the actual feeling of the driver for the noise, and lacks reasonable regulation basis. In addition, when adjusting, the silencer ring gap is adjusted only according to the actual size of the noise, without considering the vehicle performance, which will cause the vehicle performance to decrease significantly in some working conditions and affect the normal work of the vehicle.

[0004] Therefore, there is an urgent need for a silencer ring gap control method, a supercharger and a vehicle to solve the above problems. SUMMARY

[0005] According to one aspect of the present application, the purpose is to provide a silencer ring gap control method which can provide a reference standard for the adjustment of the silencer ring gap of the supercharger.

[0006] To achieve this purpose, the present application adopts the following technical solutions:

[0007] The silencer ring gap control method can adjust the silencer ring gap of the supercharger. The supercharger comprises a compressor air inlet outer pipe, a compressor air inlet inner pipe and a silencer ring. The compressor air inlet outer pipe is sleeved on the outside of the compressor air inlet inner pipe. A gas flow channel is formed between the compressor air inlet outer pipe and the compressor air inlet inner pipe. The silencer ring is movably connected to the compressor air inlet outer pipe. The silencer ring and the compressor air inlet inner pipe are spaced apart in the axial direction of the compressor air inlet outer pipe, and a silencer ring gap is formed therebetween. The silencer ring gap is communicated with the gas flow channel. The silencer ring gap control method comprises:

[0008] S100: acquire an engine universal working condition MAP, the engine universal working condition MAP being a correspondence between an engine working condition and a target silencer ring gap, the engine working condition including an engine speed and an engine torque;

[0009] S200: acquire a current engine working condition;

[0010] S300: determine the target silencer ring gap based on the current engine working condition and the engine universal working condition MAP.

[0011] As a preferred scheme of the silencer ring gap control method provided by the application, in step S100, acquiring the engine universal working condition MAP includes:

[0012] S1: adjust the silencer ring gap to an upper gap limit, and test the supercharger noise under different engine working conditions, wherein the engine working conditions corresponding to the part of the acquired supercharger noise lower than a noise limit value are defined as a first working condition set, and the engine working conditions corresponding to the part of the acquired supercharger noise not lower than the noise limit value are defined as a second working condition set;

[0013] S2: set the target silencer ring gap corresponding to each engine working condition in the first working condition set as the upper gap limit;

[0014] S3: adjust the silencer ring gap to a lower gap limit, and test the supercharger noise under each engine working condition in the second working condition set, and the engine working conditions corresponding to the part of the acquired supercharger noise lower than the noise limit value are defined as a third working condition set;

[0015] S4: acquire and compare the weight of vehicle noise and the weight of vehicle performance;

[0016] If the weight of vehicle noise exceeds the weight of vehicle performance, S5 is executed;

[0017] S5: set the target silencer ring gap corresponding to each engine working condition in the third working condition set as the lower gap limit.

[0018] As a preferred scheme of the silencer ring gap control method provided by the application, in S4, if the weight of vehicle noise does not exceed the weight of vehicle performance, S6 is executed;

[0019] S6: adjust the silencer ring gap to the upper gap limit, and test a first performance of the engine under each engine working condition in the third working condition set;

[0020] S7: adjust the silencer ring gap to the lower gap limit, and test a second performance of the engine under each engine working condition in the third working condition set;

[0021] S8: determining a performance variation based on the first performance and the second performance of each engine operating condition in the third set of engine operating conditions;

[0022] S9: setting the target silencer ring gap corresponding to each engine operating condition in the third set of engine operating conditions with a performance variation less than a set variation as a lower limit of the gap; and setting the target silencer ring gap corresponding to each engine operating condition in the third set of engine operating conditions with a performance variation not less than the set variation as an upper limit of the gap.

[0023] According to still another aspect of the present application, it is intended to provide a supercharger capable of adjusting the silencer ring gap based on the silencer ring gap control method according to any one of the above aspects; the supercharger comprises a compressor inlet outer pipe, a compressor inlet inner pipe and a silencer ring, the compressor inlet outer pipe is sleeved outside the compressor inlet inner pipe, the airflow passage is formed between the compressor inlet outer pipe and the compressor inlet inner pipe, the silencer ring is movably connected to the compressor inlet outer pipe, the silencer ring and the compressor inlet inner pipe are spaced apart in the axial direction of the compressor inlet outer pipe, and the silencer ring gap is formed between the silencer ring and the compressor inlet inner pipe, and the silencer ring gap is in communication with the airflow passage.

[0024] As a preferred aspect of the supercharger provided by the present application, the silencer ring is coaxially arranged with the compressor inlet inner pipe, the intake passage is formed in the compressor inlet inner pipe, and the silencer ring gap is in communication with the intake passage and the airflow passage; the supercharger further comprises an actuator, the actuator is in transmission connection with the silencer ring, and the silencer ring is capable of moving axially along the compressor inlet inner pipe under the driving of the actuator to adjust the silencer ring gap.

[0025] As a preferred aspect of the supercharger provided by the present application, the silencer ring is capable of moving axially along the compressor inlet inner pipe under the driving of the actuator to have a lower limit position of the gap and an upper limit position of the gap;

[0026] The actuator comprises a driving member and an elastic element, the driving member is arranged on the compressor inlet outer pipe, and the driving member is in transmission connection with the silencer ring, the driving member is capable of driving the silencer ring to move to the upper limit position of the gap, and the elastic element is configured to always have a tendency of moving the silencer ring to the lower limit position of the gap.

[0027] As a preferred aspect of the supercharger provided by the present application, the actuator further comprises a pressure sensor, and the pressure sensor is used to detect the elastic force of the elastic element.

[0028] As a preferred scheme of the supercharger provided by the application, the driving member comprises a cylinder, a piston and a plurality of piston rods, the cylinder and the piston are both annular structures, the cylinder is arranged on the air inlet outer pipe of the compressor, the piston is slidingly arranged in the cylinder, each piston rod is connected with the piston, and each piston rod is connected with the sound attenuation ring, and the plurality of piston rods are uniformly and intervally distributed along the circumference of the air inlet outer pipe of the compressor.

[0029] The actuating mechanism comprises a plurality of elastic elements, and the plurality of elastic elements are uniformly and intervally distributed along the circumference of the air inlet outer pipe of the compressor.

[0030] As a preferred scheme of the supercharger provided by the application, the supercharger comprises a plurality of actuating mechanisms, and the plurality of actuating mechanisms are intervally and uniformly distributed along the circumference of the air inlet outer pipe of the compressor.

[0031] According to still another aspect of the application, the purpose is to provide a vehicle, which comprises an engine and a supercharger according to any one of the above schemes, and the inner cavity of the engine is communicated with the supercharger.

[0032] The application has the following beneficial effects:

[0033] The sound attenuation ring gap control method provided by the application comprises the following steps: obtaining an engine universal working condition MAP, the engine universal working condition MAP being a corresponding relationship between an engine working condition and a target sound attenuation ring gap, the engine working condition comprising an engine speed and an engine torque; obtaining a current engine working condition; and determining the target sound attenuation ring gap based on the current engine working condition and the engine universal working condition MAP. Through the acquisition of the engine universal working condition MAP, a reference standard is provided for the adjustment of the sound attenuation ring gap of the supercharger. Through the current engine working condition and the engine universal working condition MAP, the sound attenuation ring gap in the supercharger of the engine in the to-be-tested engine working condition can be adjusted, and the balance between the noise reduction demand of the supercharger and the engine performance demand can be achieved.

[0034] The supercharger provided by the application adjusts the sound attenuation ring gap based on the above sound attenuation ring gap control method.

[0035] The vehicle provided by the application realizes the air intake of the engine by using the supercharger provided by the application. BRIEF DESCRIPTION OF DRAWINGS

[0036] Figure 1 is a sectional view of part of the structure of the supercharger provided by the first embodiment of the application;

[0037] Figure 2 is a flow chart of the sound attenuation ring gap control method provided by the second embodiment of the application;

[0038] Figure 3 is an engine universal working condition MAP provided by the second embodiment of the present application.

[0039] In the figure:

[0040] 100, compressor inlet outer pipe; 110, airflow passage;

[0041] 200, compressor inlet inner pipe; 210, inlet passage; 220, flow expansion passage;

[0042] 300, sound attenuation ring;

[0043] 400, actuator; 410, cylinder; 420, piston rod; 430, elastic element; 440, control valve; 450, pressure sensor; 460, inlet pipe; 470, outlet pipe;

[0044] 500, outlet volute; 510, vortex space. DETAILED DESCRIPTION

[0045] The present application will be further described below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are intended to serve only for the purpose of explanation and are not intended to limit the present application in any manner. It should also be noted that, for the purpose of description, only the parts related to the present application are shown in the drawings rather than all the parts.

[0046] In the description of the present application, unless explicitly defined and limited otherwise, the terms "connected", "connected", "fixed" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0047] In the present application, unless explicitly defined and limited otherwise, the "upper" or "lower" of the first feature to the second feature can include the direct contact of the first and second features, or the indirect contact of the first and second features through another feature between them. Moreover, the "upper", "upper" and "upper" of the first feature to the second feature include the vertical and oblique above of the first feature to the second feature, or only indicate that the horizontal height of the first feature is higher than that of the second feature. The "below", "below" and "below" of the first feature to the second feature include the vertical and oblique below of the first feature to the second feature, or only indicate that the horizontal height of the first feature is less than that of the second feature.

[0048] In the description of the embodiments, the terms "upper", "lower", "right", "left", and the like, orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of description and simplification of operation, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first" and "second" are only used to distinguish in description and have no special meaning.

[0049] Embodiment one

[0050] The embodiment provides a supercharger and a vehicle. The vehicle comprises an engine and the supercharger provided by the embodiment. The supercharger can provide compressed air for the engine.

[0051] Figure 1 A sectional view showing part of the structure of the supercharger provided by the embodiment one is shown. Referring to Figure 1 The supercharger provided by the embodiment comprises an air intake part. The air intake part comprises a compressor air intake outer pipe 100, a compressor air intake inner pipe 200, and a sound attenuation ring 300. The compressor air intake inner pipe 200 is arranged in the compressor air intake outer pipe 100 in a spaced manner to form an airflow passage 110, and the inside of the compressor air intake inner pipe 200 forms an air intake passage 210, and the outlet of the airflow passage 110 is communicated with the inlet end of the air intake passage 210. Preferably, the compressor air intake inner pipe 200 is provided with a flow widening flow channel 220, which is communicated with the airflow passage 110 and the air intake passage 210, and serves as the inlet of the airflow passage 110. By providing the flow widening flow channel 220, the flow range of the low air intake flow rate region can be widened.

[0052] The air intake part further comprises an actuator 400 arranged in the compressor air intake outer pipe 100, and the actuator 400 is in transmission connection with the sound attenuation ring 300, the sound attenuation ring 300 is arranged coaxially with the compressor air intake inner pipe 200 to form a sound attenuation ring gap, and the sound attenuation ring gap is communicated with the airflow passage 110. The sound attenuation ring 300 can be moved along the axial direction of the compressor air intake inner pipe 200 under the driving of the actuator 400 to have a lower limit position and an upper limit position of the gap. By providing the sound attenuation ring 300, the flow can be guided, the flow field of the airflow is more smooth and stable, and thus part of the aerodynamic noise is reduced. By providing the flow widening flow channel 220, the sound attenuation ring 300 can also be used, and the mid-low frequency surge noise can also be weakened to a certain extent.

[0053] The supercharger further comprises a diffuser air outlet part arranged downstream of the air intake part and communicated with the inner cavity of the engine, specifically the air intake manifold of the engine, which can diffuse the airflow from the air intake part and guide it into the air intake manifold of the engine.

[0054] Specifically, the diffuser outlet section comprises an outlet volute 500 coaxially fixed to the downstream of the compressor inlet outer pipe 100, and connected to the inlet passage 210 and the intake manifold of the engine. The supercharger further comprises a rotor (not shown in the figure), which extends into the diffuser outlet section and is coaxially arranged with the outlet volute 500, and between the blades of the rotor and the outlet volute 500 forms an annular gap connected to the inlet passage 210, and the annular gap is connected to a vortex space 510 inside the outlet volute 500. The outlet volute 500 is connected to a compressor outlet passage, which can guide the compressed air from the outlet volute 500 into the intake manifold of the engine.

[0055] More specifically, the actuator 400 comprises a driving member arranged on the compressor inlet outer pipe 100 and in driving connection with the sound attenuation ring 300, and the driving member can drive the sound attenuation ring 300 to move to the upper limit position of the gap, and an elastic element 430 configured to always have a tendency to move the sound attenuation ring 300 to the lower limit position of the gap.

[0056] More specifically, the driving member comprises a cylinder body 410 provided with a telescopic rod capable of telescoping relative to the cylinder body 410. The cylinder body 410 is fixedly arranged on the compressor inlet outer pipe 100, and the sound attenuation ring 300 is connected to the telescopic rod. The elastic element 430 is arranged along the axial direction of the compressor inlet outer pipe 100 and connected between the sound attenuation ring 300 and a fixed portion on the compressor housing of the supercharger. In this embodiment, the fixed portion on the compressor housing can be a boss integrated inside the compressor housing and arranged opposite to the cylinder body 410, and the boss can serve as a reference for the elastic element 430. The sound attenuation ring 300 can be driven by the telescopic rod to move away from the compressor inlet inner pipe 200 along the axial direction of the compressor inlet outer pipe 100. The sound attenuation ring 300 can also be driven by the elastic recovery action of the elastic element 430 to move close to the compressor inlet inner pipe 200. The cylinder body 410 can be a pneumatic cylinder, a hydraulic cylinder or an electric cylinder, and in this embodiment, the cylinder body 410 is specifically a pneumatic cylinder, and the telescopic rod comprises a piston and a piston rod 420 arranged on the piston.

[0057] As a preferred, the actuator 400 further comprises a control valve 440. The inlet port of the rodless chamber of the cylinder body 410 is connected to a gas source through an inlet pipe 460, and the control valve 440 is arranged on the inlet pipe 460. The control valve 440 can control the amount of gas entering the rodless chamber from the gas source, thereby changing the pressure of the rodless chamber of the cylinder body 410. The rodless chamber of the cylinder body 410 is also provided with an outlet pipe 470 capable of discharging the gas in the rodless chamber of the cylinder body 410. The inlet pipe 460 and the outlet pipe 470 are arranged at a distance.

[0058] When the pressure in the rodless cavity of the cylinder 410 is equal to the elastic force of the elastic element 430, the sound attenuation ring 300 is kept stationary relative to the air intake inner pipe 200 of the air compressor; when the pressure in the rodless cavity of the cylinder 410 is greater than the elastic force of the elastic element 430, the sound attenuation ring 300 can be pushed away from the air intake end of the air intake inner pipe 200 of the air compressor, thereby increasing the sound attenuation ring gap; when the pressure in the rodless cavity of the cylinder 410 is less than the elastic force of the elastic element 430, the elastic element 430 can push the sound attenuation ring 300 to the air intake end of the air intake inner pipe 200 of the air compressor, thereby reducing the sound attenuation ring gap.

[0059] More specifically, the supercharger further comprises a control mechanism, which is communicatively connected to the control valve 440 and can control the opening degree of the control valve 440, thereby controlling the amount of air entering the rodless cavity of the cylinder 410 to control the distance of the piston extending out of the cylinder 410. In the embodiment, the control mechanism can be integrated into the electronic controller of the vehicle.

[0060] Continuing to refer to Figure 1 The actuating mechanism 400 further comprises a pressure sensor 450. The pressure sensor 450 is arranged on a fixed portion of the air compressor shell, and one end of the elastic element 430 is connected to the pressure sensor 450. The pressure sensor 450 is communicatively connected to the control mechanism. The pressure sensor 450 can detect the elastic force of the elastic element 430, and the control mechanism can receive the elastic force signal and calculate the deformation amount of the elastic element 430 according to the elastic force of the elastic element 430. The deformation amount of the elastic element 430 is equal to the adjustment amount of the sound attenuation ring gap.

[0061] As a preferred, in the embodiment, the driving member comprises a plurality of piston rods 420. The cylinder 410 and the piston are both annular structures. The cylinder 410 is arranged on the air intake outer pipe 100 of the air compressor, and the piston is slidingly arranged in the cylinder 410. Each of the piston rods 420 is connected to the piston, and each of the piston rods 420 is connected to the sound attenuation ring 300. The plurality of piston rods 420 are uniformly and spacedly distributed along the circumference of the air intake outer pipe 100 of the air compressor. The actuating mechanism 400 comprises a plurality of elastic elements 430, which are uniformly and spacedly distributed along the circumference of the air intake outer pipe 100 of the air compressor. Through the above arrangement, the stability of the movement of the sound attenuation ring 300 relative to the air intake end of the air intake inner pipe 200 of the air compressor can be improved, and the uniformity of the adjustment of the sound attenuation ring gap in the circumference of the sound attenuation ring 300 can be ensured by the simultaneous action of the plurality of output portions. Specifically, the elastic element 430 is a compression spring, and the elastic element 430 and the piston rod 420 are arranged on the two sides of the sound attenuation ring 300, respectively. In other embodiments, the elastic element 430 can also be replaced by a tension spring or the like; or, the elastic element 430 can also be arranged in the rod cavity in the cylinder 410, and the elastic element 430 is used to drive the movement of the piston.

[0062] As one of the alternatives, the actuator 400 can be multiple. The cylinders 410 of the multiple actuators 400 are spaced and uniformly distributed along the circumference of the compressor inlet outer pipe 100. Each cylinder is provided with an inlet pipe 460 and an outlet pipe 470, and the inlet pipe is arranged with a control valve 440. The control mechanism can simultaneously control the opening degrees of the multiple control valves 440.

[0063] Embodiment two

[0064] Figure 2 A flow chart of the sound attenuation ring gap control method provided by the second embodiment of the application is shown. Referring to Figure 2 The second embodiment provides a sound attenuation ring gap control method. The sound attenuation ring gap control method provided by the second embodiment can be used to adjust the sound attenuation ring gap of the supercharger provided by the first embodiment.

[0065] The sound attenuation ring gap control method comprises:

[0066] S100: Obtain an engine universal working condition MAP, which is a correspondence between engine working conditions and target sound attenuation ring gaps, and the engine working conditions include engine speed and engine torque;

[0067] S200: Obtain the current engine working conditions;

[0068] S300: Determine the target sound attenuation ring gap based on the current engine working conditions and the engine universal working condition MAP.

[0069] Specifically, in step S100, obtaining the engine universal working condition MAP comprises:

[0070] S1: Adjust the sound attenuation ring gap to the upper gap limit, and test the supercharger noise under different engine working conditions, wherein the engine working conditions corresponding to the part of the obtained supercharger noise below the noise limit value are defined as a first working condition set, and the engine working conditions corresponding to the part of the obtained supercharger noise not below the noise limit value are defined as a second working condition set;

[0071] S2: Set the target sound attenuation ring gap corresponding to each engine working condition in the first working condition set to the upper gap limit;

[0072] S3: Adjust the sound attenuation ring gap to the lower gap limit, test the supercharger noise under each engine working condition in the second working condition set, and define the engine working conditions corresponding to the part of the obtained supercharger noise below the noise limit value as a third working condition set;

[0073] S4: Obtain and compare the weight of vehicle noise and the weight of vehicle performance;

[0074] If the weight of the vehicle noise exceeds the weight of the vehicle performance, S5 is performed;

[0075] S5: setting the target silencer ring gap corresponding to each engine operating condition in the third operating condition set as the lower limit of the gap.

[0076] Further specifically, in the above step S4, if the weight of the vehicle noise does not exceed the weight of the vehicle performance, S6 is performed;

[0077] S6: adjusting the silencer ring gap to the upper limit of the gap, and testing the first performance of the engine under each engine operating condition in the third operating condition set;

[0078] S7: adjusting the silencer ring gap to the lower limit of the gap, and testing the second performance of the engine under each engine operating condition in the third operating condition set;

[0079] S8: determining the performance variation based on the first performance and the second performance of each engine operating condition in the third operating condition set;

[0080] S9: setting the target silencer ring gap corresponding to each engine operating condition in the third operating condition set with a performance variation less than a set variation as the lower limit of the gap; and setting the target silencer ring gap corresponding to each engine operating condition in the third operating condition set with a performance variation not less than the set variation as the upper limit of the gap.

[0081] It should be noted that in S1, testing the supercharger noise under different engine operating conditions means sequentially testing the engine operating conditions. The universal operating conditions are specifically: a preset engine speed test interval and an engine torque test interval. For each engine speed in the engine speed test interval, sequentially combine each torque in the engine torque test interval to form a plurality of engine operating conditions, and all the engine operating conditions constitute the universal operating conditions.

[0082] In S2, obtaining the current operating condition means collecting the current speed of the engine and the current torque of the engine. The current speed of the engine can be detected by a speed sensor, and the current torque of the engine can be detected by a torque sensor.

[0083] The weight of the vehicle noise and the weight of the vehicle performance can be set according to the specific application of the vehicle or the preference of the driver for the noise and the performance. For example, if the driver pays more attention to the performance of the vehicle than to the noise of the vehicle, the weight of the vehicle noise is not more than the weight of the vehicle performance, the weight of the vehicle noise can be set to 0, and the weight of the vehicle performance is set to 1. When the noise of the supercharger exceeds the noise limit, the noise of the supercharger needs to be improved by reducing the gap of the sound attenuation ring in priority. If the driver pays more attention to the noise of the vehicle than to the performance of the vehicle, the weight of the vehicle noise is more than the weight of the vehicle performance. At this time, the weight of the vehicle noise can be set to 1, and the weight of the vehicle performance is set to 0. When the noise of the supercharger exceeds the noise limit, the noise of the supercharger needs to be improved by reducing the gap of the sound attenuation ring while ensuring that the performance of the vehicle will not be greatly reduced. In this way, different needs of the driver can be met.

[0084] The performance change amount can be a ratio of a difference between the second performance and the first performance to the first performance. The first performance and the second performance can be parameters such as an output torque, a speed, and / or fuel consumption of the engine. Taking the output torque of the engine as an example, the output torque of the engine can be detected by a torque sensor, and the performance change amount is a ratio of a change amount of the output torque of the engine before and after the gap of the sound attenuation ring is adjusted to the output torque of the engine before the gap of the sound attenuation ring is adjusted.

[0085] Through the above steps, an engine universal working condition MAP is obtained, as shown in Figure 3 Figure 3 The engine universal working condition MAP when the weight of the vehicle noise is more than the weight of the vehicle performance is shown in the blank part of Figure 3 The target gap of the sound attenuation ring corresponding to each engine working condition in the first working condition set is specifically a gap upper limit, at this time, the noise of the supercharger will not exceed the noise limit, and the performance of the vehicle can be optimized.

[0086] Obviously, the above embodiments of the present application are only examples for clearly illustrating the present application, and are not intended to limit the implementation modes of the present application. For those skilled in the art, various obvious changes, re-adjustments and substitutions can be made without departing from the protection scope of the present application. It is unnecessary and impossible to enumerate all the implementation modes. Any modification, equivalent substitution and improvement made within the spirit and principle of the present application shall be included in the protection scope of the claims of the present application.​

Claims

1. A method for controlling the clearance of a silencer ring, capable of adjusting the clearance of a silencer ring of a supercharger, the supercharger comprising a compressor inlet outer pipe (100), a compressor inlet inner pipe (200) and a silencer ring (300), the compressor inlet outer pipe (100) being sleeved outside the compressor inlet inner pipe (200), a gas flow channel (110) being formed between the compressor inlet outer pipe (100) and the compressor inlet inner pipe (200), the silencer ring (300) being movably connected to the compressor inlet outer pipe (100), the silencer ring (300) and the compressor inlet inner pipe (200) being spaced apart in the axial direction of the compressor inlet outer pipe (100), a clearance being formed between the silencer ring (300) and the compressor inlet inner pipe (200), the clearance being in communication with the gas flow channel (110); characterized in that, The silencer ring gap control method comprises: S100: obtaining an engine universal working condition MAP, the engine universal working condition MAP being a correspondence between working conditions of an engine and a target silencer ring gap, the working conditions of the engine including a speed of the engine and a torque of the engine; S200: obtaining a current working condition of the engine; S300: determining the target silencer ring gap based on the current working condition of the engine and the engine universal working condition MAP; In step S100, obtaining the engine universal working condition MAP comprises: S1: adjusting the silencer ring gap to an upper limit of the gap, and testing the supercharger noise under different engine working conditions, wherein the engine working conditions corresponding to the part of the obtained supercharger noise that is lower than a noise limit value are defined as a first working condition set, and the engine working conditions corresponding to the part of the obtained supercharger noise that is not lower than the noise limit value are defined as a second working condition set; S2: setting the target silencer ring gap corresponding to each engine working condition in the first working condition set as the upper limit of the gap; S3: adjusting the silencer ring gap to a lower limit of the gap, and testing the supercharger noise under each engine working condition in the second working condition set, and defining the engine working conditions corresponding to the part of the obtained supercharger noise that is lower than the noise limit value as a third working condition set; S4: obtaining and comparing the weight of vehicle noise and the weight of vehicle performance; If the weight of vehicle noise exceeds the weight of vehicle performance, S5 is performed; S5: setting the target silencer ring gap corresponding to each engine working condition in the third working condition set as the lower limit of the gap.

2. The tone ring gap control method of claim 1 wherein, In S4, if the weight of vehicle noise does not exceed the weight of vehicle performance, S6 is performed; S6: adjusting the silencer ring gap to the upper limit of the gap, and testing a first performance of the engine under each engine working condition in the third working condition set; S7: adjusting the silencer ring gap to the lower limit of the gap, and testing a second performance of the engine under each engine working condition in the third working condition set; S8: determining a performance change amount based on the first performance and the second performance of each engine working condition in the third working condition set; S9: setting the target silencer ring gap corresponding to each engine working condition in the third working condition set, for which the performance change amount is less than a set change amount, as the lower limit of the gap; setting the target silencer ring gap corresponding to each engine working condition in the third working condition set, for which the performance change amount is not less than the set change amount, as the upper limit of the gap.

3. Supercharger, characterized in that The supercharger can adjust the sound attenuation ring gap based on the sound attenuation ring gap control method of any one of claims 1-2; the supercharger comprises a compressor inlet outer pipe (100), a compressor inlet inner pipe (200), and a sound attenuation ring (300), the compressor inlet outer pipe (100) is sleeved outside the compressor inlet inner pipe (200), the airflow passage (110) is formed between the compressor inlet outer pipe (100) and the compressor inlet inner pipe (200), the sound attenuation ring (300) is movably connected to the compressor inlet outer pipe (100), the sound attenuation ring (300) and the compressor inlet inner pipe (200) are spaced apart in the axial direction of the compressor inlet outer pipe (100), and the sound attenuation ring gap is formed between the two, and the sound attenuation ring gap communicates with the airflow passage (110).

4. The supercharger of claim 3, wherein, The sound attenuation ring (300) is coaxially arranged with the compressor inlet inner pipe (200), an inlet passage (210) is formed in the compressor inlet inner pipe (200), and the sound attenuation ring gap communicates the inlet passage (210) and the airflow passage (110); the supercharger further comprises an actuator (400), the actuator (400) is drivingly connected with the sound attenuation ring (300), and the sound attenuation ring (300) can move axially along the compressor inlet inner pipe (200) under the driving of the actuator (400) to adjust the sound attenuation ring gap.

5. The supercharger of claim 4, wherein, The sound attenuation ring (300) can move axially along the compressor inlet inner pipe (200) under the driving of the actuator (400) to have a lower limit position and an upper limit position of the gap; The actuator (400) comprises a driving member and an elastic element (430), the driving member is arranged on the compressor inlet outer pipe (100), and the driving member is drivingly connected with the sound attenuation ring (300), the driving member can drive the sound attenuation ring (300) to move towards the upper limit position of the gap, and the elastic element (430) is configured to always have a tendency of the sound attenuation ring (300) moving towards the lower limit position of the gap.

6. The supercharger of claim 5, wherein, The actuator (400) further comprises a pressure sensor (450) for detecting the elastic force of the elastic element (430).

7. The supercharger of claim 5, wherein, The driving member comprises a cylinder (410), a piston, and a plurality of piston rods (420), the cylinder (410) and the piston are annular structures, the cylinder (410) is arranged on the compressor inlet outer pipe (100), the piston is slidingly arranged in the cylinder (410), each piston rod (420) is connected with the piston, and each piston rod (420) is connected with the sound attenuation ring (300), and a plurality of piston rods (420) are uniformly and spaced apart in the circumferential direction of the compressor inlet outer pipe (100). The actuator (400) comprises a plurality of elastic elements (430), and a plurality of elastic elements (430) are uniformly and spaced apart in the circumferential direction of the compressor inlet outer pipe (100).

8. The supercharger of claim 4, wherein, The supercharger comprises a plurality of said actuators (400) which are spaced and uniformly distributed along the circumference of the outer air inlet pipe (100) of the compressor.

9. Vehicle, characterized in that An engine comprising an internal cavity which communicates with the supercharger as claimed in any one of claims 3-8.

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