A design method and a manufacturing method for a turbocharger bracket, a turbocharger assembly, an engine, and a turbocharger bracket.

Abstract

This application provides a turbocharger bracket, a turbocharger assembly, an engine, and a design and manufacturing method for the turbocharger bracket. The turbocharger bracket includes: an oil return port section serving as a flow channel for outputting lubricating oil from the turbocharger; and an oil inlet port section serving as a flow channel for inputting lubricating oil into the turbocharger. The oil return port section has a design inclination angle α with a base plane, such that the outlet end of the oil return port section is lower than the horizontal position of the inlet end. At least one of the oil return port sections extends in a direction perpendicular to the first axis and satisfies: and / or, at least one of the oil return port sections extends in a direction perpendicular to the second axis and satisfies:

Description

Technical Field

[0001] This application relates to a design method and a manufacturing method for a turbocharger bracket, a turbocharger assembly, an engine, and a turbocharger bracket. Background Technology

[0002] Turbocharging technology is an effective means of increasing engine power, reducing fuel consumption, and lowering emissions. Generally, turbochargers are designed with a lubrication system to provide lubrication and cooling during operation. Due to the trend towards more compact engine designs, some turbocharger mounts not only support the turbocharger but also handle the inlet and outlet of lubricating oil. Turbocharger mounts integrating inlet and outlet oil channels are widely used in various engine types.

[0003] However, the inventors of this application have discovered that the technical problems existing in the field include, but are not limited to: some engines may tilt during operation, such as marine engines tilting with the hull, which may cause poor oil return inside the turbocharger bracket; and in some solutions, due to the extremely high temperature on the turbine side (vortex end) of the turbocharger during operation, there is also a risk of fire in the oil inlet and return channels inside the turbocharger bracket.

[0004] In view of this, the inventor, through in-depth research, proposes a design method and a processing method for a turbocharger bracket, a turbocharger assembly, an engine, and a turbocharger bracket, in order to at least partially solve the above-mentioned technical problems. Summary of the Invention

[0005] The purpose of this application is to provide a turbocharger bracket.

[0006] Another objective of this application is to provide a turbocharger assembly.

[0007] Another objective of this application is to provide an engine.

[0008] Another objective of this application is to provide a design method for a turbocharger bracket.

[0009] Another objective of this application is to provide a method for processing a turbocharger bracket.

[0010] According to one aspect of this application, a turbocharger bracket includes: an oil return port section serving as a flow channel for outputting lubricating oil from the turbocharger; and an oil inlet port section serving as a flow channel for inputting lubricating oil into the turbocharger; wherein the oil return port section has a designed inclination angle α with a base plane, such that the inlet end of the oil return port section is higher than the horizontal position of the outlet end; the base plane is defined by a first axis and a second axis that are perpendicular to each other, and the base plane is parallel to the horizontal plane when the turbocharger bracket is in its initial position;

[0011] At least one of the oil return hole sections extends in a direction perpendicular to the first axis and satisfies: And / or,

[0012] At least one of the oil return hole sections extends in a direction perpendicular to the second axis and satisfies:

[0013] In the formula, the critical return oil tilt angle β is the threshold value of the angle between the return oil hole section and the horizontal plane; the critical longitudinal tilt angle γ is the threshold value of the turbocharger bracket rotating around the first axis; and the critical transverse tilt angle θ is the threshold value of the turbocharger bracket rotating around the second axis.

[0014] The principle behind the improved performance of the above technical solution lies in the following: Based on the tilting condition of the turbocharger bracket, i.e., the turbocharger bracket rotates around the first axis and the second axis, the oil return hole section is correspondingly limited to a certain design tilt angle α. This design ensures that the inlet end of the oil return hole section is higher than the outlet end, and even under the tilting condition of the turbocharger bracket, the oil return hole section maintains a certain slope with the horizontal plane. This allows the lubricating oil to flow continuously under gravity, achieving smooth oil return delivery and effectively avoiding the problem of poor oil return inside the turbocharger bracket under tilting conditions, thus improving the safety and reliability of engine operation.

[0015] In one or more embodiments of the turbocharger bracket, the turbocharger bracket is used for a ship; at least one of the oil return hole sections extends in a direction perpendicular to the first axis and satisfies α≥11°; the direction of the first axis is between the two sides of the ship.

[0016] In one or more embodiments of the turbocharger bracket, the turbocharger bracket is used for a ship; at least one of the oil return hole sections extends in a direction perpendicular to the second axis and satisfies α≥20.5°; the direction of the second axis is between the bow and stern of the ship.

[0017] In one or more embodiments of the turbocharger bracket, at least one of the oil return port sections extends in the direction between the turbocharger's volute end and pressure end, and / or at least one of the oil inlet port sections extends in the direction between the turbocharger's volute end and pressure end, so as to allow lubricating oil to flow away from the volute end.

[0018] In one or more embodiments of the turbocharger bracket, the turbocharger bracket further includes: a first end face with a pipeline return port; the first end face and the base plane have an included angle. The return oil hole section extends from the return oil port of the pipeline end in a direction perpendicular to the first end face, which is the complementary angle of the design inclination angle α.

[0019] In one or more embodiments of the turbocharger bracket, the turbocharger bracket further includes a process hole extending inward from the surface of the turbocharger bracket to provide working space for machining the return oil section or the inlet oil section.

[0020] A turbocharger assembly according to a second aspect of this application includes a turbocharger and a turbocharger bracket as described in the above embodiments; the turbocharger is connected to the turbocharger bracket and is mounted at a corresponding mounting position of the turbocharger via the turbocharger bracket.

[0021] An engine according to a third aspect of this application includes the turbocharger assembly described in the above embodiments.

[0022] According to a design method for a turbocharger bracket based on a fourth aspect of this application, wherein the turbocharger bracket is the turbocharger bracket described in the above embodiments, the design method includes:

[0023] Set the critical return angle β;

[0024] Set the critical pitch angle γ;

[0025] Set the critical roll angle θ;

[0026] Define the extension direction of the return oil hole section;

[0027] If the extension direction of the oil return hole section is set to extend in a direction perpendicular to the first axis, then the oil return hole section is set to have a design inclination angle.

[0028] If the extension direction of the oil return hole section is set to extend in a direction perpendicular to the second axis, then the oil return hole section is set to have a design inclination angle.

[0029] The oil return hole section has a designed tilt angle α with respect to the base plane, such that the inlet end of the oil return hole section is higher than the horizontal position of the outlet end; the base plane is defined by the first axis and the second axis, which are perpendicular to each other, and the base plane is parallel to the horizontal plane when the turbocharger bracket is in the initial position; the critical oil return tilt angle β is a threshold value of the angle between the oil return hole section and the horizontal plane; the critical pitch angle γ is a threshold value of the turbocharger bracket rotating about the first axis; and the critical yaw angle θ is a threshold value of the turbocharger bracket rotating about the second axis.

[0030] According to a method for processing a turbocharger bracket according to a fifth aspect of this application, wherein the turbocharger bracket is the turbocharger bracket described in the above embodiments, the processing method includes:

[0031] The first end face is machined, and the first end face has an included angle with the base plane. The angle is the complementary angle of the designed inclination angle α, and a hole is drilled vertically on the first end face to form the oil return hole section. Attached Figure Description

[0032] The above and other features, properties, and advantages of this application will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features. It should be noted that these drawings are merely illustrative and are not drawn to scale, and should not be construed as limiting the scope of protection actually claimed by this application, wherein:

[0033] Figure 1 This is a schematic diagram of the assembly of a turbocharger assembly according to one embodiment.

[0034] Figure 2 This is a schematic diagram of the structure of a booster bracket according to one embodiment.

[0035] Figure 3 for Figure 2 A side view of the turbocharger bracket shown.

[0036] Figure 4 for Figure 2 A cross-sectional view of the turbocharger bracket shown.

[0037] Figure 5 This is a schematic diagram of the assembly of a turbocharger assembly according to one embodiment.

[0038] Figure 6 This is a schematic diagram of the structure of a booster bracket according to one embodiment.

[0039] Figure 7 for Figure 6 The diagram shows a side view of the turbocharger bracket.

[0040] Figure 8 for Figure 6 The diagram shows a cross-sectional view of the turbocharger bracket.

[0041] Figure 9 This is a schematic diagram of the design method of a turbocharger bracket according to one embodiment.

[0042] Figure 10 This is a schematic diagram of the manufacturing process of a turbocharger bracket according to one embodiment.

[0043] Explanation of reference numerals in the attached figures:

[0044] 1. Turbocharger assembly;

[0045] 100. Turbocharger bracket; 101. Oil return port section; 102. Oil inlet port section; 103. First end face; 104. Second end face; 105. Pipeline end oil return port; 106. Pipeline end oil inlet port; 107. Turbocharger end oil return port; 108. Turbocharger end oil inlet port; 109. Process hole; 110. Connection structure; 111. Intermediate structure; 112. Mounting structure; 113. Inclined structure;

[0046] 20. Supercharger; 21. Turbine; 22. Compressor;

[0047] x. First axis; y. Second axis; z. Third axis. Detailed Implementation

[0048] Reference will now be made in detail to various embodiments of this application, examples of which are shown in the accompanying drawings and described below. Although this application will be described in conjunction with exemplary embodiments, it should be understood that this specification is not intended to limit this application to those exemplary embodiments. Rather, this application is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents, and other embodiments that may be included within the spirit and scope of this application as defined by the appended claims.

[0049] This application uses specific terms to describe embodiments of the application. For example, "an embodiment" and / or "one embodiment" refers to a particular feature, structure, or characteristic associated with at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment" or "one embodiment" mentioned twice or more in different locations in this specification does not necessarily refer to the same embodiment. Furthermore, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0050] This application uses flowcharts to illustrate the operations performed according to embodiments of this application. It is understood that, depending on the actual situation, the steps shown in the diagrams are not necessarily performed sequentially, and other operations may be added to these processes, or one or more steps may be removed from these processes.

[0051] In the following description, the orientation or positional relationship indicated by terms such as "upper," "lower," "front," "rear," "inner," "outer," or other directional terms is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing this application and simplifying the description, and is not intended to indicate or imply that the device or component referred to must have a specific orientation, be constructed and / or be implemented in a specific orientation, and therefore should not be construed as a limitation of this application.

[0052] For ease of description of this application, a first axis, a second axis, and a third axis that are perpendicular to each other are defined and shown as the x-axis, y-axis, and z-axis in the accompanying drawings, respectively. A base plane is also determined based on the first axis (x-axis) and the second axis (y-axis).

[0053] In the following description, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," "fixing," etc., should be interpreted broadly; for example, they can refer to a fixed connection or a movable connection; they can refer to a direct connection or an indirect connection through an intermediate medium; or they can refer to the connection of two components or parts, etc. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0054] It is understood that the turbocharger bracket, turbocharger assembly, and engine provided in this application are particularly suitable for ships, but not limited thereto, and can also be applied to any other applicable occasions, such as automobiles, construction machinery, etc.

[0055] refer to Figures 1 to 8 As shown, this application provides a turbocharger bracket 100, which includes: an oil return port section 101 for outputting lubricating oil from a turbocharger 20; and an oil inlet port section 102 for inputting lubricating oil into the turbocharger 20. The oil return port section 101 has a designed inclination angle α with the base plane, such that the inlet end of the oil return port section is higher than the horizontal position of the outlet end. The base plane is defined by a first axis (i.e., the x-axis in the figure) and a second axis (i.e., the y-axis in the figure), which are perpendicular to each other, and the base plane is parallel to the horizontal plane when the turbocharger bracket 100 is in its initial position. The inlet end and outlet end of the oil return port section 101 refer to the end into which lubricating oil flows and the end out of the oil return port section 101 during the process of conveying return oil from the turbocharger to the return oil pipeline, that is, during return oil delivery, lubricating oil flows from the inlet end to the outlet end.

[0056] like Figure 4 , Figure 8 As shown, at least one of the oil return hole sections 101 extends in a direction perpendicular to the first axis and satisfies: And / or,

[0057] At least one of the oil return hole sections 101 extends in a direction perpendicular to the second axis and satisfies:

[0058] In the formula, the critical return oil tilt angle β is the threshold value of the angle between the return oil hole section 101 and the horizontal plane; the critical longitudinal tilt angle γ is the threshold value of the turbocharger bracket 100 rotating around the first axis; and the critical transverse tilt angle θ is the threshold value of the turbocharger bracket 100 rotating around the second axis.

[0059] like Figure 2 , Figure 6 As shown, specifically, the oil inlet section 102 forms a channel inside the turbocharger bracket 100, connecting the lubricating oil inlet pipe (not shown) to the turbocharger 20, for inputting lubricating oil into the turbocharger 20; the oil return section 101 forms a channel inside the turbocharger bracket 100, connecting the lubricating oil return pipe to the turbocharger 20, for outputting lubricating oil from the turbocharger 20; the initial position of the turbocharger bracket 100 refers to the position where the turbocharger bracket 100 rotates at zero angles around the first axis and the second axis. For example, for a marine turbocharger bracket 100, the initial position is the position of the turbocharger bracket 100 when the ship is in a positive buoyancy state; the critical oil return angle β, the critical... The critical pitch angle γ and the critical roll angle θ can be set according to actual needs, including but not limited to the actual operating conditions and safety design requirements of the turbocharger 20. For example, when the turbocharger bracket 100 adopts a gravity-based oil return scheme, a relatively large critical oil return angle β is generally set as needed to ensure the basic oil return delivery function. When the turbocharger bracket 100 adopts a pressurized oil return scheme, a relatively small or zero critical oil return angle β can be set, which helps to reduce the overall height of the turbocharger bracket 100 and the engine, making the structure more compact. Optionally, for the marine turbocharger bracket 100, the critical pitch angle γ and the critical roll angle θ are determined according to the amplitude of the ship's pitch and roll.

[0060] By designing the oil return hole section 101 to have a certain design inclination angle α with the base plane, the inlet end of the oil return hole section 101 is higher than the horizontal position of the outlet end. Even when the turbocharger bracket 100 is tilted, the oil return hole section 101 can still maintain a certain slope with the horizontal plane, so that the lubricating oil can flow continuously under the action of gravity, achieving smooth oil return delivery. This effectively avoids the problem of poor oil return inside the turbocharger bracket 100 under tilted conditions, and improves the safety and reliability of engine operation.

[0061] Under the condition that the tilting rotation of the turbocharger bracket 100 about the first axis and about the second axis respectively reaches the critical pitch angle γ and the critical roll angle θ:

[0062] If the oil return hole section 101 extends in a direction perpendicular to the first axis, and the design inclination angle is... At this time, the angle β formed between the oil return hole section 101 and the horizontal plane is... 1-min for:

[0063] β1-min =arctan(tanα×cosθ)-γ≥β;

[0064] If the oil return hole section 101 extends in a direction perpendicular to the second axis, and the design inclination angle is... At this time, the angle β formed between the oil return hole section 101 and the horizontal plane is... 2-min for:

[0065] β 2-min =arctan(tanα×cosγ)-θ≥β;

[0066] Therefore, by employing the designed tilt angle α of the oil return hole section 101, it is possible to achieve an angle between the oil return hole section 101 and the horizontal plane that is not less than the critical oil return tilt angle β, even when the turbocharger bracket 100 tilts to the critical pitch angle γ and the critical roll angle θ. In other words, the turbocharger bracket 100 can tilt at any angle within the range not greater than the critical pitch angle γ and the critical roll angle θ, and the oil return hole section 101 can form a slope not less than the critical oil return tilt angle β between it and the horizontal plane, allowing the lubricating oil to flow under the action of gravity and ensuring smooth oil return.

[0067] like Figure 4 , Figure 8 As shown, in one or more embodiments of the turbocharger bracket 100, the turbocharger bracket 100 is used for a ship; at least one of the oil return hole sections 101 extends in a direction perpendicular to the first axis and satisfies α≥11°; the direction of the first axis is the direction between the two sides of the ship.

[0068] It is understood that during navigation, the hull causes the engine and the turbocharger bracket 100 to tilt. The direction of the first axis can be set as the direction between the two sides of the hull, that is, the width direction of the hull. The direction of the second axis can be set as the direction between the bow and stern of the hull, that is, the length direction of the hull. At this time, the pitching of the hull causes the turbocharger bracket 100 to rotate around the first axis, and the rolling of the hull causes the turbocharger bracket 100 to rotate around the second axis. The oil return hole section 101 is set to extend in a direction perpendicular to the first axis and satisfy α≥11°. When the hull moves within a pitching amplitude of 5° and a rolling amplitude of 15°, the oil return hole section 101 can always maintain a slope angle of not less than 5° with the horizontal plane. This design is highly adaptable to the actual working conditions of marine engines, meets the usage requirements of marine turbocharger bracket 100, ensures smooth oil return, and improves the safety and reliability of marine engine operation.

[0069] In one or more embodiments of the turbocharger bracket 100, the turbocharger bracket is used on a ship; at least one of the oil return hole sections extends in a direction perpendicular to the second axis and satisfies α≥20.5°; the direction of the second axis is the direction between the bow and stern of the ship; this design ensures that when the hull moves within a pitch amplitude of 5° and a roll amplitude of 15°, the oil return hole section 101 can always maintain a slope angle of not less than 5° with the horizontal plane, which has strong adaptability to the actual working conditions of marine engines, ensures smooth oil return, and improves the safety and reliability of marine engine operation.

[0070] like Figures 5 to 7 As shown, in one or more embodiments of the turbocharger bracket 100, at least one of the oil return port sections 101 extends in the direction between the turbine end and the pressure end of the turbocharger 20, and / or at least one of the oil inlet port sections 102 extends in the direction between the turbine end and the pressure end of the turbocharger 20, so as to allow lubricating oil to flow away from the turbine end; the turbine end refers to one side of the turbine 21 in the turbocharger 20, and the pressure end refers to one side of the compressor 22 in the turbocharger 20.

[0071] It is understood that, due to the extremely high temperature at the turbine end of the turbocharger 20 during operation, there is a risk of fire if the lubricating oil leaks. The design keeps at least part of the inlet and return oil passages away from the turbine end, which helps to prevent the lubricating oil from getting heated, reduce the risk of fire, and improve the cooling efficiency of the lubricating oil.

[0072] like Figures 5 to 7 As shown, optionally, the turbocharger bracket 100 is provided with a connecting structure 110, an intermediate structure 111, and a mounting structure 112 in sequence; the connecting structure 110 provides the mounting position for the turbocharger 20, for connecting with the turbocharger 20; the oil inlet section 102 and the oil return section 101 can be mainly disposed inside the intermediate structure 111; one of the oil inlet sections 102 and one of the oil return sections 101 extend along the direction of the third axis (z-axis) to the surface of the connecting structure 110 to form a turbocharger end oil inlet 108 and a turbocharger end oil return section 107 for communicating with the turbocharger 20; one of the oil inlet sections 102 and one of the oil return sections 101 extend to the surface of the turbocharger 20 to form a pipeline end oil inlet 106 and a pipeline end oil return section 105 for communicating with the lubricating oil inlet and return pipelines; as Figure 7 As shown, the intermediate structure 111 may also be provided with an inclined structure 113; in the direction between the vortex end and the pressure end, at least a portion of the inclined structure 113 has a larger size than the connecting structure 110 to provide arrangement space for the oil inlet section 102 and / or the oil return section 101, so that the lubricating oil can flow away from the vortex end; the mounting structure 112 is used for installation, positioning, etc., for example, connected to the bottom of the ship's hull.

[0073] like Figure 2 , Figure 6 , Figure 8 As shown, in one or more embodiments of the turbocharger bracket 100, the turbocharger bracket 100 further includes: a first end face 103, provided with a pipeline end oil return port 105; as Figure 8 As shown, the first end face 103 has an included angle with the base plane. The return oil hole section 101 extends from the pipeline end return oil port 105 in a direction perpendicular to the first end face 103, which is the complementary angle of the design inclination angle α. With this design, the return oil hole section 101 can be formed by drilling a hole perpendicularly on the first end face 103, which helps to reduce the processing difficulty and cost, and ensure the processing quality.

[0074] Optionally, the inclined structure 113 further includes a second end face 104; the second end face 104 has a pipeline end oil inlet 106; the second end face 104 and the surface of the inclined structure 113 form an angle such that the oil inlet section 102 extends from the pipeline end oil inlet 106 in a direction perpendicular to the second end face 104. This design allows the oil inlet section 102 to be formed by drilling a hole vertically in the second end face 104, which helps reduce processing difficulty and cost, and ensures processing quality; furthermore, by placing the pipeline end oil inlet 106 on the second end face 104, the oil inlet section 102 can extend in the direction between the volute end and the pressure end, thereby keeping the oil inlet channel away from the volute end, which helps prevent the lubricating oil from overheating and reduces the risk of fire.

[0075] like Figure 2 , Figure 6 As shown, in one or more embodiments of the turbocharger bracket 100, the turbocharger bracket 100 further includes a process hole 109 extending inward from the surface of the turbocharger bracket 100 to provide operating space for machining the oil return hole section 101 or the oil inlet hole section 102.

[0076] It can be understood that the oil return hole section 101 and the oil inlet hole section 102 may be located inside the turbocharger bracket 100. The processing method can be to first drill holes on the surface of the turbocharger bracket 100 to form the process hole 109, then process the oil return hole section 101 or the oil inlet hole section 102 from the inside of the process hole 109, and then seal the process hole 109. The design of the process hole 109 helps to reduce processing difficulty and cost, and ensure processing quality. The process hole 109 can also be used for inspection and maintenance of the oil return hole section 101 and the oil inlet hole section 102.

[0077] This application also provides a turbocharger assembly 1, which includes a turbocharger 20 and a turbocharger bracket 100 as described in the above embodiments. The turbocharger 20 is connected to the turbocharger bracket 100 and is installed at the corresponding installation position of the turbocharger through the turbocharger bracket.

[0078] This application also provides an engine that includes the turbocharger assembly 1 described in the above embodiments.

[0079] like Figure 9 As shown, this application also provides a design method for a turbocharger bracket, wherein the turbocharger bracket is the turbocharger bracket 100 described in the above embodiments, which includes:

[0080] S110. Set the critical return oil angle β;

[0081] S120. Set the critical pitch angle γ;

[0082] S130. Set the critical roll angle θ;

[0083] S140. Set the extension direction of the oil return hole section 101;

[0084] S151. If the extension direction of the oil return hole section 101 is set to extend in a direction perpendicular to the first axis, then the design inclination angle of the oil return hole section 101 is set.

[0085] S152. If the extension direction of the oil return hole section 101 is set to extend in a direction perpendicular to the second axis, then the design inclination angle of the oil return hole section 101 is set.

[0086] The oil return hole section 101 has a designed inclination angle α with the base plane, such that the inlet end of the oil return hole section is higher than the horizontal position of the outlet end; the base plane is defined by a first axis and a second axis that are perpendicular to each other, and the base plane is parallel to the horizontal plane when the turbocharger bracket 100 is in the initial position; the critical oil return inclination angle β is a threshold value of the angle between the oil return hole section 101 and the horizontal plane; the critical pitch angle γ is a threshold value of the turbocharger bracket 100 rotating about the first axis; and the critical yaw angle θ is a threshold value of the turbocharger bracket 100 rotating about the second axis.

[0087] Specifically, the critical oil return angle β, the critical pitch angle γ, and the critical roll angle θ can be set according to actual needs, including but not limited to the actual operating conditions and safety requirements of the turbocharger 20. Optionally, when the turbocharger bracket 100 adopts a gravity-based oil return scheme, a relatively large critical oil return angle β is generally set as needed to ensure the basic oil return delivery function. When the turbocharger bracket 100 adopts a pressurized oil return scheme, a relatively small or zero critical oil return angle β can be set, which helps to reduce the height of the turbocharger bracket 100 and the overall engine, making the structure more compact. Optionally, the critical pitch angle γ, the critical roll angle θ, and the critical roll angle θ can be set according to actual needs, including but not limited to the actual operating conditions and safety requirements of the turbocharger 20. The angle γ and the critical roll angle θ can be set according to the maximum tilt angle that the turbocharger bracket 100 can achieve. For example, for a marine turbocharger bracket 100, the turbocharger bracket 100 tilts with the hull, and the critical roll angle γ and the critical roll angle θ can be determined according to the amplitude of the hull's pitch and roll. Optionally, the extension direction of the oil return hole section 101 is set according to the overall structure of the engine and the turbocharger bracket 100 to make the overall structure compact, ensure structural strength, and make full use of the internal space of the turbocharger bracket 100. The extension direction of the oil return hole section 101 can also be set according to the arrangement scheme of the turbocharger 100 and the lubricating oil pipeline.

[0088] like Figure 10 As shown, this application also provides a method for processing a turbocharger bracket, wherein the turbocharger bracket is the turbocharger bracket 100 described in the above embodiments, which includes:

[0089] S210. Machining the first end face 103, wherein the first end face 103 has an included angle with the base plane. The complementary angle of the design tilt angle α is used, and a vertical hole is drilled on the first end face 103 to form the oil return hole section 101. This processing method helps to reduce the processing difficulty and cost of the turbocharger bracket 100 and ensures the processing quality.

[0090] Optionally, the manufacturing method of the turbocharger bracket 100 further includes:

[0091] S220. Machining process holes 109 extending inward from the surface of the turbocharger bracket 100, and machining an oil return hole section 101 or an oil inlet hole section 102 within one of the process holes 109; this helps to further reduce the machining difficulty and cost of the turbocharger bracket 100 and ensure machining quality.

[0092] In summary, the advanced technical effects of this application include, but are not limited to, at least one of the following:

[0093] 1. By designing the oil return hole section to have a certain design inclination angle α with the base plane, the inlet end of the oil return hole section is higher than the horizontal position of the outlet end. Even when the turbocharger bracket is tilted, the oil return hole section can still maintain a certain slope with the horizontal plane, so that the lubricating oil can flow continuously under the action of gravity, achieving smooth oil return delivery. This effectively avoids the problem of poor oil return inside the turbocharger bracket under tilted conditions, and improves the safety and reliability of engine operation.

[0094] 2. The oil return hole section of the marine turbocharger bracket is designed to extend in a direction perpendicular to the first axis and satisfy α≥11°. This ensures that when the hull moves within a pitch limit of 5° and a roll limit of 15°, the oil return hole section can always maintain a slope angle of not less than 5° with the horizontal plane. This design is highly adaptable to the actual working conditions of marine engines, meets the usage requirements of marine turbocharger brackets, ensures smooth oil return, and improves the safety and reliability of marine engine operation.

[0095] 3. The design ensures that at least part of the oil inlet and return channels are away from the vortex end, which helps to prevent the lubricating oil from getting heated, reduces the risk of fire, and improves the cooling efficiency of the lubricating oil.

[0096] While this application discloses preferred embodiments as described above, it is not intended to limit the scope of this application. Any changes and modifications can be made by those skilled in the art without departing from the spirit and scope of this application. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall fall within the protection scope defined by the claims of this application.

Claims

1. A turbocharger bracket, characterized in that, include: The return oil section serves as a flow channel for outputting lubricating oil from the turbocharger; The oil inlet section serves as a flow channel for supplying lubricating oil to the turbocharger; among which, The oil return hole section has a designed inclination angle α with respect to the base plane, such that the inlet end of the oil return hole section is higher than the horizontal position of the outlet end; the base plane is defined by a first axis and a second axis that are perpendicular to each other, and the base plane is parallel to the horizontal plane when the turbocharger bracket is in the initial position; At least one of the oil return hole sections extends in a direction perpendicular to the first axis and satisfies: And / or, At least one of the oil return hole sections extends in a direction perpendicular to the second axis and satisfies: In the formula, the critical return oil tilt angle β is the threshold value of the angle between the return oil hole section and the horizontal plane; the critical longitudinal tilt angle γ is the threshold value of the turbocharger bracket rotating around the first axis; and the critical transverse tilt angle θ is the threshold value of the turbocharger bracket rotating around the second axis.

2. The turbocharger bracket according to claim 1, characterized in that, The turbocharger bracket is used on a ship; at least one of the oil return hole sections extends in a direction perpendicular to the first axis and satisfies α≥11°; the direction of the first axis is between the two sides of the ship.

3. The turbocharger bracket according to claim 1, characterized in that, The turbocharger bracket is used on a ship; at least one of the oil return hole sections extends in a direction perpendicular to the second axis and satisfies α≥20.5°; the direction of the second axis is between the bow and stern of the ship.

4. The turbocharger bracket according to claim 1, characterized in that, At least one of the oil return port sections extends in the direction between the turbocharger's volute end and pressure end, and / or at least one of the oil inlet port sections extends in the direction between the turbocharger's volute end and pressure end, so as to allow lubricating oil to flow away from the volute end.

5. The turbocharger bracket according to claim 1, characterized in that, Also includes: The first end face is provided with a pipeline end oil return port; the first end face and the base plane have an included angle φ which is the complementary angle of the designed inclination angle α, and the oil return hole section extends from the pipeline end oil return port in a direction perpendicular to the first end face.

6. The turbocharger bracket according to claim 1, characterized in that, Also includes: The process hole extends inward from the surface of the turbocharger bracket to provide working space for machining the return oil hole section or the inlet oil hole section.

7. A turbocharger assembly, characterized in that, It includes a turbocharger and a turbocharger bracket as described in any one of claims 1 to 6; the turbocharger is connected to the turbocharger bracket and is mounted at a corresponding mounting position of the turbocharger via the turbocharger bracket.

8. An engine, characterized in that, Includes the turbocharger assembly as described in claim 7.

9. A design method for a turbocharger bracket, characterized in that, The turbocharger bracket is the turbocharger bracket as described in any one of claims 1 to 6, and the design method includes: Set the critical return angle β; Set the critical pitch angle γ; Set the critical roll angle θ; Define the extension direction of the return oil hole section; If the extension direction of the oil return hole section is set to extend in a direction perpendicular to the first axis, then the oil return hole section is set to have a design inclination angle. If the extension direction of the oil return hole section is set to extend in a direction perpendicular to the second axis, then the oil return hole section is set to have a design inclination angle. The oil return hole section has a designed inclination angle α with respect to the base plane, such that the inlet end of the oil return hole section is higher than the horizontal position of the outlet end; the base plane is defined by a first axis and a second axis that are perpendicular to each other, and the base plane is parallel to the horizontal plane when the turbocharger bracket is in the initial position; the critical oil return inclination angle β is a threshold value of the angle between the oil return hole section and the horizontal plane; the critical pitch angle γ is a threshold value of the turbocharger bracket rotating about the first axis; and the critical yaw angle θ is a threshold value of the turbocharger bracket rotating about the second axis.

10. A method for processing a turbocharger bracket, characterized in that, The turbocharger bracket is the turbocharger bracket as described in any one of claims 1 to 6, and the processing method includes: The first end face is machined, and the angle φ between the first end face and the base plane is the complementary angle of the designed inclination angle α. The oil return hole section is formed by drilling a hole vertically on the first end face.

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