Bypass type pressure-stabilizing exhaust turbocharging structure

Abstract

The invention provides a bypass type pressure-stabilizing exhaust turbocharging structure. The bypass type pressure-stabilizing exhaust turbocharging structure comprises a turbocharger, a turbine impeller, a gas compressor impeller, an engine gas inlet pipe, an engine waste gas pipe, a bypass pressure relief mechanism and a control system. A turbine impeller and a gas compressor impeller are arranged in the turbocharger, the engine gas inlet pipe is communicated to a cavity where the gas compressor impeller is located, and the engine waste gas pipe is communicated to a cavity where the turbine impeller is located. The engine gas inlet pipe and the engine waste gas pipe are connected with a gas inlet manifold and a gas outlet manifold of an engine respectively, and the engine is provided with a bypass pressure relief mechanism. By introducing the intelligent PLC control system and the refined bypass pressure relief mechanism, the exhaust gas flow can be automatically adjusted in real time according to the working condition of the engine, more accurate control is achieved, the problems in the traditional technology are effectively solved, and the performance and stability of the engine are remarkably improved.

Description

Technical Field

[0001] The invention belongs to the field of internal combustion engines, and in particular relates to a bypass type pressure-stabilizing exhaust gas turbocharger structure. Background Art

[0002] In the existing turbocharger system, the traditional exhaust bypass valve design can prevent the engine from over-boosting to a certain extent, but its control method is relatively simple and lacks intelligent regulation. When the engine speed changes rapidly, the traditional bypass valve often cannot respond quickly, resulting in inaccurate exhaust gas flow regulation, which can easily cause large fluctuations in turbine speed, thus affecting the stability and efficiency of the engine. In addition, the existing system lacks effective monitoring of the internal pressure of the air tank and an automatic pressure relief mechanism, which poses a risk of system damage due to excessive air pressure. Summary of the invention

[0003] In view of this, the present invention aims to propose a bypass-type pressure-stabilized exhaust turbocharger structure. By introducing an intelligent PLC control system and a refined bypass pressure relief mechanism, the exhaust gas flow rate can be automatically adjusted according to the engine operating conditions in real time to achieve more precise control, effectively solve the above-mentioned problems in traditional technologies, and significantly improve the performance and stability of the engine.

[0004] To achieve the above object, the technical solution of the present invention is achieved as follows: A bypass type pressure-stabilizing exhaust turbocharger structure, comprising a turbocharger, a turbine impeller, a compressor impeller, an engine intake pipe, an engine exhaust pipe, a bypass pressure relief mechanism and a control system; The turbocharger is provided with a turbine impeller and a compressor impeller, the engine air intake pipe is connected to the cavity where the compressor impeller is located, and the engine exhaust pipe is connected to the cavity where the turbine impeller is located; The engine intake pipe and the engine exhaust pipe are respectively connected to the engine intake manifold and the engine exhaust manifold, and the engine is provided with a bypass pressure relief mechanism; The bypass pressure relief mechanism includes an air storage tank, a bypass pipe and an air outlet pipe; the engine exhaust pipe is connected to the air storage tank through the bypass pipe; it is used to discharge the exhaust gas generated by the engine into the air storage tank through the engine exhaust pipe for storage; the bypass pipe is provided with a first solenoid valve; The gas storage tank is connected to the engine exhaust pipe through an outlet pipe, which is used to discharge the exhaust gas in the gas storage tank into the turbine impeller through the engine exhaust pipe, and a second solenoid valve is provided on the outlet pipe; The control system includes a PLC controller, and the PLC controller is connected to an oil flow monitoring module, a wheel speed monitoring module and a wheel speed comparison module. The oil supply flow monitoring module is used to obtain the amount of oil supplied to the engine; The wheel speed monitoring module is used to obtain the wheel speed; The wheel speed comparison module is used to compare the acquired wheel speed with the wheel speed corresponding to the preset engine fuel supply; The PLC controller is connected to the first solenoid valve and the second solenoid valve, and is used to control the opening and closing of the first solenoid valve and the second solenoid valve.

[0005] Furthermore, the gas storage tank is connected to a pressure relief valve.

[0006] Furthermore, the PLC controller is connected to a storage tank pressure monitoring module, and the storage tank pressure monitoring module includes a pressure sensor, and the pressure sensor is installed in the gas tank to monitor the gas pressure in the gas tank.

[0007] Compared with the prior art, the bypass type pressure-stabilized exhaust gas turbocharger structure described in the present invention has the following advantages: The bypass-type pressure-stabilized exhaust turbocharger structure of the present invention realizes the flexible allocation and efficient utilization of the engine exhaust gas energy by introducing the bypass pressure relief mechanism of the engine exhaust pipe and the intelligent PLC control system. This structure can not only reduce the turbine speed by storing part of the exhaust gas at high engine speed to avoid over-boosting, but also release the stored exhaust gas at low speed to accelerate the turbine rotation and improve the intake efficiency, thereby comprehensively optimizing the engine performance. At the same time, the intelligent adjustment function of the PLC controller ensures the precise control of the exhaust gas flow direction, further improving the automation and intelligence level of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings: Figure 1 A schematic diagram of a bypass type pressure-stabilized exhaust gas turbocharger structure according to an embodiment of the present invention; Figure 2 The figure is a schematic diagram of the working principle of the control system according to an embodiment of the present invention.

[0009] Description of reference numerals: 1. Turbocharger; 2. Turbine impeller; 3. Compressor impeller; 4. Engine intake pipe; 5. Engine exhaust pipe; 6. Engine; 7. Air storage tank; 8. Bypass pipe; 9. Exhaust pipe; 10. First solenoid valve; 11. Second solenoid valve; 12. PLC controller; 13. Pressure relief valve; 14. Pressure sensor. DETAILED DESCRIPTION

[0010] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0011] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying 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", "second", and the like are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first", "second", and the like may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0012] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" 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 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 by specific circumstances.

[0013] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0014] like Figure 1-2 As shown, a bypass-type pressure-stabilized exhaust turbocharger structure of the present invention comprises a turbocharger 1, a turbine impeller 2, a compressor impeller 3 and a control system, wherein the turbocharger 1 is connected to an engine intake pipe 4 and an engine exhaust pipe 5, wherein the engine intake pipe 4 and the engine exhaust pipe 5 are respectively connected to an intake manifold and an exhaust manifold of an engine 6, and when working, exhaust gas generated by combustion of fuel in the engine 6 enters the turbocharger 1 through the engine exhaust pipe 5, and drives the turbine impeller 2 to rotate, and when the turbine impeller 2 rotates, it drives the compressor impeller 3 to rotate at a high speed; the compressor impeller 3 compresses air in a centrifugal manner, thereby increasing the intake density of the engine 6; in this way, more air is compressed and sent to the engine 6, so that the engine 6 can burn more fuel, thereby increasing the output power and efficiency of the engine.

[0015] The engine is provided with a bypass pressure relief mechanism, which comprises: an air storage tank 7 for temporarily storing exhaust gas; The bypass pipe 8 is connected to a first solenoid valve 10, and the bypass pipe 8 is connected between the engine exhaust pipe 5 and the air storage tank 7, and is used to discharge the exhaust gas generated by the engine through the engine exhaust pipe 5 into the air storage tank 7 for storage. Specifically, when the engine speed is too high, in order to reduce the speed of the compressor impeller 3, part of the exhaust gas can be discharged into the air storage tank 7 through the bypass pipe 8 for storage, so that the amount of exhaust gas entering the turbine impeller 2 can be reduced, and the speed of the compressor impeller 3 is also reduced; The outlet pipe 9 is connected to a second solenoid valve 11, and the outlet pipe 9 is connected between the air tank 7 and the engine exhaust pipe 5, and is used to discharge the exhaust gas in the air tank 7 into the turbine impeller 2 through the engine exhaust pipe 5. It can be understood that when the engine is started at a low speed, the speed of the turbine impeller 2 is very low, which makes the speed of the compressor impeller 3 very low, and the boost degree entering the engine 6 is low. The stored exhaust gas can be gradually released to the turbine impeller 2 through the air tank 7 to drive the compressor impeller 3 to rotate, thereby quickly increasing the speed of the compressor impeller 3.

[0016] The control system includes: a PLC controller 12, the PLC controller 12 is connected to a fuel flow monitoring module, a wheel speed monitoring module and a wheel speed comparison module, the fuel flow monitoring module is used to obtain the fuel amount supplied to the engine, the wheel speed monitoring module is used to obtain the wheel speed, the wheel speed comparison module is used to compare the obtained wheel speed with the wheel speed corresponding to the preset engine fuel amount, the PLC controller 12 forms a control connection with the first solenoid valve 10 and the second solenoid valve 11, and is used to control the opening and closing of the first solenoid valve 10 and the second solenoid valve 11.

[0017] It is understandable that when the driver steps on the accelerator, the fuel flow monitoring module can obtain the fuel amount, the wheel speed monitoring module obtains the wheel speed, and then the wheel speed comparison module compares the obtained wheel speed with the wheel speed corresponding to the preset engine fuel amount. If the obtained wheel speed is less than or equal to the wheel speed, it means that the speed of the engine 6 is not enough, and the second solenoid valve 11 can be automatically controlled by the PLC controller 12 to open, and the exhaust gas in the air tank 7 is discharged into the turbine impeller 2 to play a role of supercharging. On the contrary, if the obtained wheel speed is greater than the wheel speed, it means that the engine 6 speed is too fast, and the PLC controller 12 automatically controls the first solenoid valve 10 to open and the second solenoid valve 11 to close, so that part of the exhaust gas is discharged into the air tank 7. In this way, the speed of the turbine impeller 2 and the compressor impeller 3 is reduced, thereby reducing the rotation of the engine 6.

[0018] In some embodiments, the gas storage tank 7 is connected to a pressure relief valve 13 .

[0019] The PLC controller 12 is connected to a storage tank pressure monitoring module, and the storage tank pressure monitoring module includes a pressure sensor 14. The pressure sensor 14 is installed in the gas tank 7 to monitor the air pressure in the gas tank 7. When the pressure sensor 14 detects that the pressure of the gas tank 7 is too high, the monitored data is sent to the PLC controller 12, and the pressure relief valve 13 is opened by the PLC controller 12 to relieve the pressure.

[0020] The engine exhaust gas is used to drive the turbine impeller to rotate, which in turn drives the compressor impeller to compress the air and increase the intake density. The engine exhaust pipe is equipped with a bypass pressure relief mechanism, including a bypass pipe and an exhaust pipe controlled by an air tank and a solenoid valve. When the engine speed is too high, part of the exhaust gas is introduced into the air tank to reduce the turbine speed; conversely, at low speeds, the exhaust gas in the air tank is released to accelerate the rotation of the turbine and improve the intake efficiency. The PLC controller automatically adjusts the solenoid valve according to the oil supply and wheel speed to achieve intelligent control of the exhaust gas flow direction. In addition, the air tank is equipped with a pressure relief valve to prevent excessive air pressure and ensure safe and stable operation of the system.

[0021] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A bypass type pressure-stabilizing exhaust gas turbocharger structure, characterized in that: Including turbocharger, turbine impeller, compressor impeller, engine intake pipe, engine exhaust pipe, bypass pressure relief mechanism and control system; The turbocharger is provided with a turbine impeller and a compressor impeller, the engine air intake pipe is connected to the cavity where the compressor impeller is located, and the engine exhaust pipe is connected to the cavity where the turbine impeller is located; The engine intake pipe and the engine exhaust pipe are respectively connected to the engine intake manifold and the engine exhaust manifold, and the engine is provided with a bypass pressure relief mechanism; The bypass pressure relief mechanism includes an air storage tank, a bypass pipe and an air outlet pipe; the engine exhaust pipe is connected to the air storage tank through the bypass pipe; it is used to discharge the exhaust gas generated by the engine into the air storage tank through the engine exhaust pipe for storage; the bypass pipe is provided with a first solenoid valve; The gas storage tank is connected to the engine exhaust pipe through an outlet pipe, which is used to discharge the exhaust gas in the gas storage tank into the turbine impeller through the engine exhaust pipe, and a second solenoid valve is provided on the outlet pipe; The control system includes a PLC controller, and the PLC controller is connected to an oil flow monitoring module, a wheel speed monitoring module and a wheel speed comparison module. The oil supply flow monitoring module is used to obtain the amount of oil supplied to the engine; The wheel speed monitoring module is used to obtain the wheel speed; The wheel speed comparison module is used to compare the acquired wheel speed with the wheel speed corresponding to the preset engine fuel supply; The PLC controller is connected to the first solenoid valve and the second solenoid valve, and is used to control the opening and closing of the first solenoid valve and the second solenoid valve.

2. A bypass type pressure-stabilized exhaust gas turbocharger structure according to claim 1, characterized in that: The gas storage tank is connected with a pressure relief valve.

3. A bypass type pressure-stabilized exhaust gas turbocharger structure according to claim 1, characterized in that: The PLC controller is connected to a storage tank pressure monitoring module, and the storage tank pressure monitoring module includes a pressure sensor, and the pressure sensor is installed in the gas tank to monitor the air pressure in the gas tank.

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