Differential continuous speed regulation hybrid turbocharger

Abstract

The invention relates to the technical field of turbochargers, and discloses a differential continuous speed regulation hybrid turbocharger which comprises an exhaust gas turbine and an air compression turbine, a differential mechanism is arranged between the exhaust gas turbine and the air compression turbine, the differential mechanism is of a double-shaft type, a kinetic energy recycling device is arranged behind the differential mechanism, and the kinetic energy recycling device is connected with the exhaust gas turbine. A speed regulation assembly is arranged between the differential mechanism and the kinetic energy recycling device and comprises a gearbox arranged between the differential mechanism and the kinetic energy recycling device. The gearbox can be used for controlling the rotation speed ratio of the compressor turbine and the kinetic energy recycling device, and continuous adjustment of the rotation speed ratio is achieved. Meanwhile, a clutch of the clutch locking box acts to enable a rear output shaft of the differential mechanism and a second linkage rod to be locked respectively, the difference value of the rotating speeds of the two shafts is transmitted through the differential mechanism, the spare rotating speed of a low-speed shaft is distributed to a high-speed shaft, kinetic energy is not wasted due to low speed, the kinetic energy is not insufficient due to high speed, and it is guaranteed that externally input kinetic energy is fully utilized.

Description

Technical Field

[0001] The invention relates to the technical field of turbochargers, in particular to a differential continuous speed regulation hybrid turbocharger. Background Art

[0002] The turbine of the turbocharger recovers the energy of the exhaust gas discharged by the engine, and drives the coaxial compressor to pressurize fresh air, thereby increasing the engine's air intake and increasing the engine's power density. Turbocharging technology can improve the engine's fuel economy and power performance, reduce engine emissions, make the engine smaller, and compensate for the plateau performance of automotive engines. Turbocharger technology is an important technology for fuel engines, and the boost ratio of automotive engines is getting higher and higher.

[0003] An existing turbocharger (publication number: CN219197461U) has at least the following disadvantages: when the turbocharger is driven by automobile exhaust gas, when the engine speed is high, the turbocharger will rotate at an extremely high speed due to the large exhaust flow, thereby causing the intake pressure to exceed the standard, that is, the exhaust gas energy is excessive, and this excess waste energy cannot be further utilized. Making full use of this part of the excess exhaust gas energy is an important way to achieve emission reduction, energy conservation and environmental protection, and for this reason the present invention is proposed. Summary of the invention

[0004] The purpose of the present invention is to solve the shortcomings in the prior art and to propose a differential continuous speed regulation hybrid turbocharger.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] A differential continuously speed-regulating hybrid turbocharger comprises an exhaust gas turbine and a compressor turbine, wherein a differential is arranged between the exhaust gas turbine and the compressor turbine, the differential is a double-shaft type, a kinetic energy recycling device is arranged behind the differential, a speed regulating assembly is arranged between the differential and the kinetic energy recycling device, the speed regulating assembly comprises a gearbox arranged between the differential kinetic energy recycling device, and a clutch lock box is fixed to the front side of the gearbox.

[0007] As a further solution of the present invention, a main drive shaft is fixed to one end of the exhaust turbine driving impeller, a slave drive shaft is laterally arranged at the front end of the main drive shaft, the ends of the main drive shaft and the slave drive shaft close to each other are meshed and transmitted through bevel gears, one end of the slave drive shaft is fixed to the input shaft end of the differential, the front output shaft of the differential is connected to one end of the driving impeller of the compressor turbine, and the rear output shaft of the differential is rotationally connected to the clutch locking box and fixed to the input shaft end of the differential.

[0008] As a further solution of the present invention, a first linkage rod is fixed to the end of the compressor turbine driving impeller away from the differential, a second linkage rod is laterally arranged at the front end of the first linkage rod, the ends of the first linkage rod close to the second linkage rod are meshed and transmitted through bevel gears, a third linkage rod is laterally arranged at the end of the second linkage rod away from the first linkage rod, the ends of the second linkage rod close to the third linkage rod are meshed and transmitted through bevel gears, and the end of the third linkage rod away from the second linkage rod is rotatably connected to the clutch lock box and fixed to the speed change shaft end of the differential.

[0009] As a further solution of the present invention, the clutch locking box is internally provided with a clutch cavity near the left and right sides, a drive cavity is provided in the middle position of the clutch locking box, and a locking inner gear ring is movably sleeved on the outer wall of a section of the rear output shaft of the differential and the second linkage rod extending into the interior of the drive cavity, and a locking outer gear ring is fixed to the inner rear side of the drive cavity, and both the locking inner gear ring and the locking outer gear ring are dog tooth rings.

[0010] As a further solution of the present invention, a driving strip is provided inside the driving cavity, and rollers are fixed on the front side of the driving strip near the top surface and the rear side near the bottom surface, a linkage ring is fixed on the outer wall of the locking inner gear ring, a pushing ring is matched with the outer wall gap of the linkage ring, and a driving rod is fixed on the side of the pushing ring close to the driving cavity, extension holes are opened on the left and right sides of the interior of the driving cavity, the driving rod extension hole passes through the extension hole and extends to the interior of the driving cavity, and the end of the driving rod extending to the driving cavity is a slope structure, and the roller abuts against the slope of the driving rod.

[0011] As a further solution of the present invention, a hydraulic rod is fixed to the inner bottom surface of the driving cavity, and the driving bar is fixed to the top end of the telescopic rod of the hydraulic rod.

[0012] As a further solution of the present invention, the outer walls of the rear output shaft and the second linkage rod of the differential are fixed with support plates, four connecting rods are fixed to the side of the support plate close to the locking inner gear ring, four connecting cylinders are fixed to the outer wall of the locking inner gear ring, the connecting rods are slidably inserted into the interior of the connecting cylinders, and a tension spring is fixed between one end of the connecting rod and the interior of the connecting cylinder.

[0013] As a further solution of the present invention, two limiting rods are fixed inside the extension hole, and the driving rod is slidably arranged on the outer wall of the limiting rod.

[0014] As a further solution of the present invention, brake rings are fixed to both the front and rear sides of the push ring.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] The gearbox can be used to control the speed ratio of the compressor turbine and the kinetic energy recycling device to achieve continuous adjustment of the speed ratio. At the same time, the clutch action of the clutch lock box allows the rear output shaft of the differential and the second linkage rod to be locked separately. When the power distribution system works normally, external kinetic energy enters the system through the differential, and the rear output shaft of the differential and the second linkage rod rotate proportionally according to the speed ratio set by the transmission, and the difference in the speed of the two shafts is transmitted by the differential, distributing the spare speed of the low-speed shaft to the high-speed shaft, so that kinetic energy is not wasted due to low speed, and kinetic energy is not insufficient due to high speed, ensuring full utilization of external input kinetic energy.

[0017] In extreme cases, the clutch lock box can lock any one of the two shafts and release the other. At this time, all the system input kinetic energy will be output to the released shaft. For example, when the engine is running at a low speed, the rear output shaft of the differential and the shaft of the kinetic energy recovery device are in a locked state. At this time, the kinetic energy of the exhaust turbine is all output to the compressor turbine; or when the engine is released and unloaded, the third linkage rod is locked, and the kinetic energy of the exhaust turbine is all output to the kinetic energy recovery device.

[0018] The power distribution scheme in the present invention is not limited to turbochargers, but can be used in other occasions where controllable proportional power distribution is performed on power sources, and the kinetic energy recycling device generally refers to a device for recycling input kinetic energy, including energy conversion, such as power generation and heat generation; it can also be directly utilized, such as driving other functional devices, etc. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the three-dimensional structure of the differential continuous speed regulation hybrid turbocharger proposed by the present invention;

[0020] Figure 2 This is a schematic diagram of the three-dimensional split structure of the differential continuous speed regulation hybrid turbocharger proposed by the present invention;

[0021] Figure 3 It is a schematic diagram of the three-dimensional structure of the clutch chamber of the differential continuous speed regulation hybrid turbocharger proposed by the present invention;

[0022] Figure 4 It is a schematic diagram of the three-dimensional structure of the clutch lock box of the differential continuous speed regulation hybrid turbocharger proposed by the present invention;

[0023] Figure 5 A schematic diagram of the three-dimensional structure of the locking inner gear ring of the differential continuous speed regulation hybrid turbocharger proposed by the present invention;

[0024] Figure 6 It is a schematic diagram of the three-dimensional structure of the driving ring of the differential continuous speed regulation hybrid turbocharger proposed by the present invention;

[0025] Figure 7 It is a schematic diagram of the three-dimensional structure of the linkage ring of the differential continuous speed regulation hybrid turbocharger proposed by the present invention.

[0026] In the figure: 1. exhaust gas turbine; 2. compressor turbine; 3. differential; 4. kinetic energy recycling device; 5. clutch lock box; 6. gearbox; 7. main drive shaft; 8. slave drive shaft; 9. first linkage rod; 10. second linkage rod; 11. third linkage rod; 12. clutch chamber; 13. drive chamber; 14. locking inner gear ring; 15. locking outer gear ring; 16. hydraulic rod; 17. drive bar; 18. roller; 19. linkage ring; 20. push ring; 21. drive rod; 22. extension hole; 23. support plate; 24. connecting rod; 25. connecting tube; 26. tension spring; 27. limit rod; 28. brake ring. DETAILED DESCRIPTION

[0027] In order to make the technical means, creative features, objectives and effects achieved by the present invention easy to understand, the present invention is further explained below in conjunction with specific implementation methods.

[0028] In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", "front end", "rear end", "two ends", "one end", "the other end" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0029] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "provided with", "connected", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] Reference Figure 1-Figure 4 , a differential continuous speed regulation hybrid turbocharger, an exhaust gas turbine 1 and a compressor turbine 2, a differential 3 is arranged between the exhaust gas turbine 1 and the compressor turbine 2, the differential 3 is a double-shaft type, a kinetic energy recovery device 4 is arranged behind the differential 3, a speed regulation component is arranged between the differential 3 and the kinetic energy recovery device 4, the speed regulation component includes a gearbox 6 arranged between the differential 3 and the kinetic energy recovery device 4, and a clutch lock box 5 is fixed to the front side of the gearbox 6.

[0031] Reference Figure 2-Figure 5 In this embodiment, a main drive shaft 7 is fixed to one end of the exhaust turbine 1 driving impeller, and a slave drive shaft 8 is transversely arranged at the front end of the main drive shaft 7. The ends of the main drive shaft 7 and the slave drive shaft 8 that are close to each other are meshed and driven by bevel gears. One end of the slave drive shaft 8 is fixed to the input shaft end of the differential 3, the front output shaft of the differential 3 is connected to one end of the driving impeller of the compressor turbine 2, and the rear output shaft of the differential 3 is rotationally connected to the clutch lock box 5 and fixed to the input shaft end of the differential 3.

[0032] Reference Figure 2-Figure 5 In this embodiment, the first linkage rod 9 is fixed to the end of the compressor turbine 2 driving impeller away from the differential 3, and the second linkage rod 10 is transversely arranged at the front end of the first linkage rod 9. The end of the first linkage rod 9 close to the second linkage rod 10 is meshed and driven by a bevel gear. The end of the second linkage rod 10 away from the first linkage rod 9 is transversely arranged with a third linkage rod 11, and the end of the second linkage rod 10 close to the third linkage rod 11 is meshed and driven by a bevel gear. The end of the third linkage rod 11 away from the second linkage rod 10 is rotatably connected with the clutch lock box 5 and fixed with the speed change shaft end of the differential 3. The gearbox 6 can be used to control the speed ratio of the compressor turbine 2 and the kinetic energy recycling device 4 to achieve continuous adjustment of the speed ratio. At the same time, the clutch action of the clutch lock box 5 allows the rear output shaft of the differential 3 and the second linkage rod 10 to be locked respectively. When the power distribution system works normally, the external kinetic energy enters the system through the differential 3, and the rear output shaft of the differential 3 and the second linkage rod 10 rotate proportionally according to the speed ratio set by the transmission. The difference in speed between the two shafts is transmitted by the differential 3, which distributes the spare speed of the low-speed shaft to the high-speed shaft. There is no waste of kinetic energy due to low speed, nor insufficient kinetic energy due to high speed, thus ensuring full utilization of the external input kinetic energy.

[0033] Reference Figure 3-Figure 6 In this embodiment, the clutch lock box 5 is internally provided with a clutch cavity 12 near the left and right sides, and a driving cavity 13 is provided in the middle position of the clutch lock box 5. The outer wall of the rear output shaft of the differential 3 and the second linkage rod 10 extending to the inside of the driving cavity 13 is movably sleeved with a locking inner gear ring 14, and a locking outer gear ring 15 is fixed to the rear side of the driving cavity 13. Both the locking inner gear ring 14 and the locking outer gear ring 15 are dog tooth rings. When the locking outer gear ring 15 is engaged with the locking inner gear ring 14, the rear output shaft of the differential 3 or the second linkage rod 10 can be locked.

[0034] Reference Figure 4-Figure 7In this embodiment, a driving strip 17 is provided inside the driving cavity 13, and rollers 18 are fixed to the front side of the driving strip 17 near the top surface and the rear side near the bottom surface, and a linkage ring 19 is fixed to the outer wall of the locking inner gear ring 14, and a push ring 20 is matched with the outer wall gap of the linkage ring 19, and a driving rod 21 is fixed to the side of the push ring 20 near the driving cavity 13, and extension holes 22 are opened on the left and right sides of the driving cavity 13, and the driving rod 21 extends through the extension hole 22 and extends to the inside of the driving cavity 13, and the driving rod 21 extends to One end of the driving cavity 13 is a sloped structure, and the roller 18 abuts against the slope of the driving rod 21 and moves up and down through the driving bar 17. At this time, the roller 18 moves up and down with the driving bar 17. Since the roller 18 abuts against the slope of the driving rod 21, the roller 18 squeezes the slope of the driving bar 17, so that the driving bar 17 moves forward and drives the pushing ring 20 to push the linkage ring 19, thereby pushing the locking inner gear ring 14 to engage with the locking outer gear ring 15, thereby realizing the locking of the rear output shaft or the second linkage rod 10 of the differential 3.

[0035] Reference Figure 4-Figure 7 In this embodiment, a hydraulic rod 16 is fixed to the inner bottom surface of the driving chamber 13, and a driving bar 17 is fixed to the top end of the telescopic rod of the hydraulic rod 16. The driving bar 17 can be driven to move up and down by the hydraulic rod 16.

[0036] Reference Figure 5-Figure 7 In this embodiment, a support plate 23 is fixed to the outer wall of the rear output shaft of the differential 3 and the second linkage rod 10, and four connecting rods 24 are fixed to one side of the support plate 23 close to the locking inner gear ring 14. Four connecting cylinders 25 are fixed to the outer wall of the locking inner gear ring 14. The connecting rods 24 and the connecting cylinders 25 are slidably inserted, and a tension spring 26 is fixed between one end of the connecting rod 24 and the inside of the connecting cylinder 25. By arranging the internal insertion of the connecting rod 24 and the connecting cylinder 25, and arranging the tension spring 26 between the connecting rod 24 and the inside of the connecting cylinder 25, the roller 18 squeezes the inclined surface of the driving bar 17, so that the driving bar 17 moves forward and drives the push ring 20 to push the linkage ring 19, the connecting rod 24 slides inside the connecting cylinder 25 and stretches the tension spring 26, and when the driving bar 17 drives the roller 18 to reset, the tension spring 26 can rebound and pull the linkage ring 19 to quickly reset, thereby preventing the push ring 20 and the linkage ring 19 from generating friction.

[0037] Reference Figure 5-Figure 7 In this embodiment, two limit rods 27 are fixed inside the extension hole 22, and the driving rod 21 is slidably arranged with the outer wall of the limit rod 27. By arranging the limit rod 27 to slide with the outer wall of the limit rod 27, the driving rod 21 is limited and supported.

[0038] Reference Figure 5-Figure 7In this embodiment, brake rings 28 are fixed on both the front and rear sides of the push ring 20. By setting the brake ring 28, when the push ring 20 is driven to approach and push the linkage ring 19, the brake ring 28 fits with the rotating linkage ring 19, thereby pre-braking the linkage ring 19 to prevent the teeth from being worn due to the rapid rotation of the locking inner gear ring 14 when the locking outer gear ring 15 is engaged with the locking inner gear ring 14.

[0039] From the above description, it can be seen that the above embodiment of the present invention achieves the following technical effects: in use, the speed ratio of the compressor turbine 2 and the kinetic energy recycling device 4 can be controlled by the gearbox 6, so as to achieve continuous adjustment of the speed ratio. At the same time, the clutch action of the clutch lock box 5 enables the rear output shaft of the differential 3 and the second linkage rod 10 to be locked respectively. When the power distribution system works normally, the external kinetic energy enters the system through the differential 3, and the rear output shaft of the differential 3 and the second linkage rod 10 rotate proportionally according to the speed ratio set by the transmission. The difference in the speed of the two shafts is transmitted by the differential 3, and the spare speed of the low-speed shaft is distributed to the high-speed shaft. Kinetic energy is not wasted due to low speed, and kinetic energy is not insufficient due to high speed, thereby ensuring full utilization of external input kinetic energy. In extreme cases, the clutch lock box 5 can lock any one of the two shafts and release the other. At this time, all system input kinetic energy will be output to the released shaft. For example, when the engine is running at a low speed, the rear output shaft of the differential 3 and the shaft of the kinetic energy recycling device 4 are in a locked state. At this time, the kinetic energy of the exhaust turbine 1 is fully output to the compressor turbine 2, or when the engine is unloaded, the clutch lock box 5 can lock any one of the two shafts and release the other. At this time, all system input kinetic energy will be output to the released shaft. When the load is loaded, the third linkage rod 11 is locked. At this time, the kinetic energy of the exhaust gas turbine 1 is all output to the kinetic energy recycling device 4. When the shaft is locked, the driving bar 17 is driven to move up and down by starting the hydraulic rod 16. When the driving bar 17 moves up, the third linkage rod 11 is locked. When the driving bar 17 moves down, the rear output shaft of the differential 3 is locked. Specifically, the driving bar 17 moves up and down. At this time, the roller 18 moves up and down with the driving bar 17. Since the roller 18 abuts against the inclined surface of the driving rod 21, the roller 18 squeezes the inclined surface of the driving bar 17, so that the driving bar 17 moves forward and The push ring 20 is driven to push the linkage ring 19, thereby pushing the locking inner gear ring 14 to engage with the locking outer gear ring 15, so as to realize the locking of the rear output shaft or the second linkage rod 10 of the differential 3. By setting the internal insertion of the connecting rod 24 and the connecting cylinder 25, and setting the tension spring 26 between the connecting rod 24 and the connecting cylinder 25, the roller 18 squeezes the inclined surface of the driving bar 17, so that the driving bar 17 moves forward and drives the push ring 20 to push the linkage ring 19, the connecting rod 24 slides inside the connecting cylinder 25 and stretches the tension spring 26, and when the driving bar 17 drives the roller 18 to reset When the pull spring 26 rebounds and pulls the linkage ring 19 to quickly reset, the pushing ring 20 and the linkage ring 19 are prevented from generating friction. The limit rod 27 is set to slide with the outer wall of the limit rod 27, thereby limiting and supporting the driving rod 21. The brake ring 28 is set, when the pushing ring 20 is driven close to and pushes the linkage ring 19, the brake ring 28 fits with the rotating linkage ring 19, thereby pre-braking the linkage ring 19 to prevent the teeth from being worn due to the rapid rotation of the locking inner gear ring 14 when the locking outer gear ring 15 is meshed with the locking inner gear ring 14.

[0040] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It should be understood by those skilled in the art that the present invention is not limited to the above embodiments. The above embodiments and descriptions are only for explaining the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention to be protected. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A differential continuously speed-adjustable hybrid turbocharger, comprising an exhaust gas turbine (1) and a compressor turbine (2), characterized in that: A differential (3) is arranged between the exhaust gas turbine (1) and the compressor turbine (2); the differential (3) is a double-shaft type; a kinetic energy recovery device (4) is arranged behind the differential (3); a speed regulating assembly is arranged between the differential (3) and the kinetic energy recovery device (4); the speed regulating assembly includes a gearbox (6) arranged between the differential (3) and the kinetic energy recovery device (4); a clutch lock box (5) is fixed to the front side of the gearbox (6).

2. The differential continuous speed regulation hybrid turbocharger according to claim 1, characterized in that: A main drive shaft (7) is fixed to one end of the exhaust gas turbine (1) driving impeller, a slave drive shaft (8) is transversely arranged at the front end of the main drive shaft (7), the main drive shaft (7) and the slave drive shaft (8) are meshed with each other through bevel gears at their ends, one end of the slave drive shaft (8) is fixed to the input shaft end of the differential (3), the front output shaft of the differential (3) is connected to one end of the driving impeller of the compressor turbine (2), and the rear output shaft of the differential (3) is rotationally connected to a clutch lock box (5) and fixed to the input shaft end of the differential (3).

3. The differential continuous speed regulation hybrid turbocharger according to claim 2, characterized in that: A first linkage rod (9) is fixed to the end of the compressor turbine (2) driving impeller away from the differential (3); a second linkage rod (10) is transversely arranged at the front end of the first linkage rod (9); the ends of the first linkage rod (9) close to the second linkage rod (10) are meshed and driven by bevel gears; a third linkage rod (11) is transversely arranged at the end of the second linkage rod (10) away from the first linkage rod (9); the ends of the second linkage rod (10) close to the third linkage rod (11) are meshed and driven by bevel gears; the end of the third linkage rod (11) away from the second linkage rod (10) is rotationally connected to the clutch lock box (5) and fixed to the speed change shaft end of the differential (3).

4. The differential continuous speed regulation hybrid turbocharger according to claim 3, characterized in that: The clutch lock box (5) is provided with a clutch cavity (12) near the left and right sides, and a drive cavity (13) is provided in the middle of the clutch lock box (5). A locking inner gear ring (14) is movably sleeved on the outer wall of a section of the rear output shaft of the differential (3) and the second linkage rod (10) extending to the inside of the drive cavity (13). A locking outer gear ring (15) is fixed to the rear side of the inside of the drive cavity (13), and both the locking inner gear ring (14) and the locking outer gear ring (15) are dog tooth rings.

5. The differential continuously speed-adjustable hybrid turbocharger according to claim 4, characterized in that: A driving bar (17) is arranged inside the driving cavity (13), and rollers (18) are fixed to the front side of the driving bar (17) near the top surface and the rear side near the bottom surface. A linkage ring (19) is fixed to the outer wall of the locking inner gear ring (14), and a push ring (20) is matched with the outer wall gap of the linkage ring (19). A driving rod (21) is fixed to the side of the push ring (20) near the driving cavity (13). Extension holes (22) are provided on both left and right sides of the driving cavity (13), and the extension hole (22) of the driving rod (21) passes through the extension hole (22) and extends to the inside of the driving cavity (13). One end of the driving rod (21) extending to the driving cavity (13) is an inclined surface structure, and the roller (18) abuts against the inclined surface of the driving rod (21).

6. The differential continuously speed-adjustable hybrid turbocharger according to claim 5, characterized in that: A hydraulic rod (16) is fixed to the inner bottom surface of the driving chamber (13), and a driving bar (17) is fixed to the top end of the telescopic rod of the hydraulic rod (16).

7. The differential continuously speed-adjustable hybrid turbocharger according to claim 6, characterized in that: A support plate (23) is fixed to the outer wall of the rear output shaft of the differential (3) and the second linkage rod (10); four connecting rods (24) are fixed to one side of the support plate (23) close to the locking inner gear ring (14); four connecting cylinders (25) are fixed to the outer wall of the locking inner gear ring (14); the connecting rods (24) are slidably inserted into the interior of the connecting cylinder (25); and a tension spring (26) is fixed between one end of the connecting rod (24) and the interior of the connecting cylinder (25).

8. The differential continuously speed-adjustable hybrid turbocharger according to claim 7, characterized in that: Two limiting rods (27) are fixed inside the extension hole (22), and the driving rod (21) is slidably arranged on the outer wall of the limiting rod (27).

9. The differential continuously speed-adjustable hybrid turbocharger according to claim 8, characterized in that: Braking rings (28) are fixed on both the front and rear sides of the push ring (20).

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