Silencing exhaust structure of turbocharger

Abstract

This invention relates to the field of turbocharger technology, specifically to a noise reduction and exhaust structure for a turbocharger. The structure includes a turbocharger in which, during a certain angle of forward rotation of the cam, a ball block in the concave portion of the cam moves away from the camshaft center, causing a stop block to move towards the exhaust port and block it. Simultaneously, a ball block in the convex portion of the cam moves towards the camshaft center, causing the stop block to move away from the exhaust port. At this point, airflow enters the exhaust chamber through the exhaust port where the stop block has moved away and then flows out. The reverse is also true. The periodic opening and closing of the stop blocks divides the continuous airflow into discrete pulses. The staggered opening and closing of different exhaust ports increases the phase difference of the sound waves, and high-frequency noise is attenuated due to interference cancellation. Compared to traditional passive noise reduction technology, this structure offers advantages such as high active noise reduction efficiency, compact structure, dynamic adjustability, low airflow resistance, and high reliability. It is particularly suitable for the stringent requirements of turbocharger systems for wideband noise suppression and space constraints.

Description

Technical Field

[0001] This invention relates to the field of turbocharger technology, specifically to a noise reduction and exhaust structure for a turbocharger. Background Technology

[0002] With the increasing efficiency of internal combustion engines and the stringent emission regulations, turbochargers are widely used. However, the wide-band airflow noise they generate during operation has become a major challenge in the field of NVH (Noise, Vibration, and Harshness). Traditional noise reduction methods are limited by space layout and back pressure requirements, making it difficult to balance noise reduction with engine performance. Recent research has focused on acoustic simulation optimization, the application of new materials, and active noise control technologies, while also incorporating integrated intake and exhaust system design to balance noise reduction effect, airflow efficiency, and cost control.

[0003] A turbocharger muffler, with publication number CN208487064U, includes a one-way valve and a muffler body with a supplementary air intake passage. The supplementary air intake passage has a spiral passage and an air-collecting ring groove. The one-way valve is connected to the supplementary air intake passage, which has a corresponding supplementary air inlet. Compressed air enters the supplementary air intake passage from the muffler's supplementary air inlet, is accelerated and pressurized through the spiral passage, and then collects in the air-collecting ring groove. The air-collecting ring groove, through anti-impact action and the negative pressure at the impeller inlet, allows the high-pressure supplementary air to enter the turbocharger from the impeller edge. This improves the low-speed intake volume and pressure ratio of the turbocharger, ensuring the turbocharger always operates in its high-efficiency range and improving engine low-speed performance. The decreasing spiral passage area increases the supplementary air pressure. The special design of the air-collecting groove reduces pressure loss, provides good air guiding effect, and avoids axial impact on the turbocharger rotor.

[0004] Existing turbocharger noise reduction structures have the following drawbacks:

[0005] Existing active noise cancellation technologies are inefficient, mainly due to signal processing delays causing phase misalignment of antiphase sound waves, the short wavelength of high-frequency noise making it difficult to accurately cancel, and the challenges to the algorithm's adaptability to complex sound field environments. Summary of the Invention

[0006] The purpose of this invention is to provide a noise reduction and exhaust structure for a turbocharger to solve the problems mentioned in the background art.

[0007] To achieve the above-mentioned objectives, the present invention adopts the following technical solution:

[0008] A noise reduction exhaust structure for a turbocharger is provided, comprising a turbocharger, wherein the exhaust outlet of the turbocharger is provided with a primary noise reduction assembly, the primary noise reduction assembly is connected to a secondary noise reduction assembly via a U-shaped pipe, and the secondary noise reduction assembly is connected to a tertiary noise reduction mechanism; wherein...

[0009] The three-stage silencing mechanism includes:

[0010] An airflow path changing component, wherein a drive component is connected to the airflow path changing component.

[0011] Furthermore, the primary noise reduction component includes:

[0012] The primary expansion chamber has a tapered left end, with the smaller inner diameter end fixedly connected to the exhaust outlet. The right end of the primary expansion chamber is cylindrical. Three turntables are rotatably connected inside the primary expansion chamber, each with a fan-shaped airflow channel of different sizes. Two connecting frames are fixedly connected inside the primary expansion chamber, positioned between the turntables. Planetary gears are connected to the connecting frames. The sun gear of the planetary gear is fixedly connected to the turntable to its left, and the planet gears are fixedly connected to the turntable to its right.

[0013] Furthermore, the secondary noise reduction component includes:

[0014] The secondary expansion chamber has a smaller inner diameter end that is fixedly connected to a U-shaped tube. A flange is fixedly connected at the connection between the secondary expansion chamber and the U-shaped tube. The flange has a tapered design in the middle and several connection holes are circumferentially opened at the edge of the flange. A guide pipe is fixedly connected in the connection hole, and a spiral channel is provided in the guide pipe.

[0015] Furthermore, the airflow path-changing component includes:

[0016] An airflow pipe is provided, with one end fixedly connected to the larger diameter end of the secondary expansion chamber. The other end of the airflow pipe is connected to a plate. An air inlet chamber and an air outlet chamber are respectively opened on both sides of the connecting plate. The side containing the air inlet chamber is fixedly connected to the other end of the airflow pipe, and the side containing the air outlet chamber is fixedly connected to one end of the airflow pipe. The connecting plate is axially rotatably connected to a rotating shaft. One end of the rotating shaft is rotatably connected to a cam. The cam is located in the air inlet chamber. Several push rods are circumferentially slidably arranged on the connecting plate in a radial position. A ball block is fixedly connected to one end of each push rod. A stop block is fixedly connected to each push rod. Several air outlet holes are radially opened at the connection position between the air inlet chamber and the air outlet chamber. A spring is also sleeved on the push rod.

[0017] Furthermore, the driving component includes:

[0018] A disc is fixedly connected to the other end of a rotating shaft. A push rod is slidably connected to the airflow pipe. One end of the push rod is fixedly connected to a groove. A protrusion is fixedly connected to the disc and slidably connected in the groove. A second spring is sleeved on the push rod. The other end of the push rod abuts against a second cam. The second cam is fixedly connected to the turbine of the turbocharger.

[0019] Compared with existing technologies, one or more of the above technical solutions have the following beneficial effects:

[0020] 1. After the airflow exits from the spiral channel, it enters the airflow pipe. When the cam rotates, it pushes the ball block to slide radially, which in turn pushes the push rod to slide radially. As the push rod slides radially, it drives the stop block to slide radially. During a certain angle of forward rotation of the cam, the ball block in the concave part of the cam moves away from the cam axis, causing the stop block to move towards the air outlet and block it. Simultaneously, the ball block in the convex part of the cam moves towards the cam axis, causing the stop block to move away from the air outlet. At this point, the airflow enters the air outlet chamber through the air outlet where the stop block has moved away and then flows out. Conversely, the periodic opening and closing of the baffle divides the continuous airflow into discrete pulses. The staggered opening and closing of different air outlets increases the phase difference of the sound waves, and the high-frequency noise is attenuated due to interference cancellation. This technology actively divides the continuous airflow into discrete pulses through a mechanical cam and baffle mechanism. It uses the staggered opening and closing of multiple air outlets to generate a phase difference of the sound waves, so that the high-frequency noise is attenuated due to interference cancellation. Compared with traditional passive noise reduction technology, it has advantages such as high active noise reduction efficiency, compact structure, dynamic adjustability, low airflow resistance, and high reliability. It is especially suitable for the stringent requirements of turbocharged systems for wideband noise suppression and space constraints.

[0021] 2. Airflow enters the expansion chamber from the smaller end of the cone and passes sequentially through three rotating disks. As the turbocharger rotates, two planetary gears drive the three disks to rotate at different speeds. The airflow exits from the disk's airflow channels. After entering the first-stage expansion chamber from the conical inlet, the airflow passes through the three rotating disks at different speeds, where it is periodically cut into discontinuous segments by the fan-shaped channels. Due to the difference in disk speeds, frequency misalignment and turbulent interference occur as the airflow passes through different fan-shaped channels, causing the sound wave energy to attenuate within the expansion chamber due to mutual cancellation. Simultaneously, the abrupt changes in the cross-section of the expansion chamber structure further reflect some sound waves, superimposed on the disturbance to the airflow caused by the disk rotation. Ultimately, noise is reduced through a dual mechanism of mechanical dispersion and acoustic impedance matching. Attached Figure Description

[0022] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0023] Furthermore, the terms "installation," "setup," "equipped with," "connection," "linking," and "socketing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0024] Figure 1 This is a schematic diagram of the overall three-dimensional structure of the present invention;

[0025] Figure 2 This is a schematic diagram of the overall three-dimensional structure of the primary noise reduction component of the present invention;

[0026] Figure 3 This is an exploded three-dimensional structural diagram of the primary noise reduction component of the present invention;

[0027] Figure 4 This is a schematic diagram of the overall three-dimensional structure of the secondary noise reduction component of the present invention;

[0028] Figure 5 This is an exploded three-dimensional structural diagram of the secondary noise reduction component of the present invention;

[0029] Figure 6 This is a schematic diagram of the overall three-dimensional structure of the flange of the present invention;

[0030] Figure 7 This is a cross-sectional view of the overall three-dimensional structure of the spiral channel of the present invention;

[0031] Figure 8 This is a schematic diagram of the overall three-dimensional structure of the three-stage noise reduction mechanism of the present invention;

[0032] Figure 9 This is a schematic diagram of the integral three-dimensional structure of the cam of the present invention;

[0033] Figure 10 This is a front view of the overall three-dimensional structure of the connecting plate of the present invention;

[0034] Figure 11 This is a rear view of the overall three-dimensional structure of the connecting plate of the present invention;

[0035] The attached diagram lists the components represented by each number as follows:

[0036] 1. Turbocharger;

[0037] 2. Primary silencing assembly; 21. Primary expansion chamber; 22. Turntable; 221. Fan-shaped airflow channel; 23. Connecting frame; 24. Planetary gear;

[0038] 3. U-shaped tube;

[0039] 4. Secondary silencing assembly; 41. Secondary expansion chamber; 42. Flange; 421. Connection hole; 43. Guide pipe; 44. Spiral channel;

[0040] 5. Three-stage silencer mechanism; 51. Airflow path changing assembly; 511. Airflow pipe; 512. Connecting plate; 5121. Inlet chamber; 5122. Outlet chamber; 513. Rotating shaft; 514. Cam one; 515. Push rod; 516. Stop block; 517. Air outlet; 518. Spring one; 52. Drive assembly; 521. Disc; 522. Push rod; 523. Slide groove; 524. Spring two; 525. Cam two. Detailed Implementation

[0041] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0042] Reference Figure 1 As shown, a noise reduction exhaust structure for a turbocharger includes a turbocharger 1. The exhaust outlet of the turbocharger 1 is equipped with a primary noise reduction assembly 2. The primary noise reduction assembly 2 is connected to a secondary noise reduction assembly 4 via a U-shaped pipe 3. The secondary noise reduction assembly 4 is connected to a tertiary noise reduction mechanism 5.

[0043] The three-stage silencing mechanism 5 includes:

[0044] An airflow path changing component 51 is provided, and a drive component 52 is connected to the airflow path changing component 51.

[0045] The turbine in the turbocharger 1 drives the first-stage muffler 2 to rotate, performing initial muffler operation. After the gas discharged from the turbocharger 1 is muffled by the first-stage muffler 2, it enters the second-stage muffler 4 for further muffler operation. At the same time, it drives the drive component 52 to work, causing the drive component 52 to push the airflow path change component 51 to muffle the airflow.

[0046] Reference Figure 2-3 As shown, the primary noise reduction component 2 includes:

[0047] The primary expansion chamber 21 has a tapered left end, with the smaller inner diameter end fixedly connected to the exhaust outlet. The right end of the primary expansion chamber 21 is cylindrical. Three turntables 22 are rotatably connected inside the primary expansion chamber 21. Each of the three turntables 22 has a fan-shaped airflow channel 221 with different sizes. Two connecting frames 23 are fixedly connected inside the primary expansion chamber 21, positioned between the turntables 22. Planetary gears 24 are connected to the connecting frames 23. The sun gear of the planetary gear 24 is fixedly connected to the turntable 22 on the left side of the planetary gear 24, and the planet gears of the planetary gear 24 are fixedly connected to the turntable 22 on the right side of the planetary gear 24.

[0048] Airflow enters the expansion chamber from the smaller end of the cone and passes sequentially through three rotating disks 22. As the turbocharger 1 rotates, two planetary gears 24 drive the three disks 22 to rotate, resulting in different rotational speeds. The airflow exits from the airflow channels of the disks 22. After entering the first-stage expansion chamber 21 from the conical inlet, the airflow passes sequentially through the three rotating disks 22 at different speeds. The airflow is periodically cut into discontinuous segments by the fan-shaped channels on the disks 22. Due to the difference in rotational speed of the disks 22, frequency misalignment and turbulent interference occur as the airflow passes through different fan-shaped channels. The sound wave energy is attenuated in the expansion chamber due to mutual cancellation. Simultaneously, the abrupt change in the cross-section of the expansion chamber structure further reflects some sound waves, which, combined with the disturbance to the airflow caused by the rotation of the disks 22, ultimately reduces noise through a dual mechanism of mechanical dispersion and acoustic impedance matching.

[0049] Reference Figure 4-7 As shown, the secondary noise reduction component 4 includes:

[0050] A secondary expansion chamber 41 is provided, with its smaller inner diameter end fixedly connected to a U-shaped tube 3. A flange 42 is fixedly connected at the connection between the secondary expansion chamber 41 and the U-shaped tube 3. The flange 42 has a tapered design in the middle, and several connecting holes 421 are circumferentially opened at the edge of the flange 42. A guide pipe 43 is fixedly connected in the connecting holes 421, and a spiral channel 44 is provided in the guide pipe 43.

[0051] The airflow, initially silenced, enters the secondary expansion chamber 41. After impacting the conical section in the center of the flange 42, the airflow is dispersed. The dispersed airflow exits through spiral channels 44 within several guide pipes 43. When the initially silenced airflow enters the expansion chamber, it first impacts the conical structure in the center of the flange 42, forcibly dispersing the airflow and reducing its velocity, thus decreasing turbulence noise. Subsequently, the dispersed airflow passes through the annularly distributed guide pipes 43 and spiral channels 44. The spiral design forces the airflow to rotate along the pipe wall, attenuating sound wave energy through friction and extending the airflow residence time through the spiral path, causing sound waves of different frequencies to reflect multiple times and interfere with each other within the expansion chamber. Furthermore, the combination of the U-shaped tube 3 and the expansion chamber further utilizes the principle of acoustic impedance abrupt change to reflect some sound waves, ultimately achieving efficient silencing through the synergistic effect of dispersion, rotation, and interference.

[0052] Reference Figure 8-11 As shown, the airflow path changing component 51 includes:

[0053] An airflow pipe 511 is provided, one end of which is fixedly connected to the end of the secondary expansion chamber 41 with the larger inner diameter. The other end of the airflow pipe 511 is connected to a plate 512. An inlet chamber 5121 and an outlet chamber 5122 are respectively provided on both sides of the connecting plate 512. The side containing the inlet chamber 5121 is fixedly connected to the other end of the airflow pipe 511, and the side containing the outlet chamber 5122 is fixedly connected to one end of the airflow pipe 511. A rotating shaft 5 is rotatably connected to the connecting plate 512. 13. A cam 514 is rotatably connected to one end of the rotating shaft 513. The cam 514 is located in the air intake chamber 5121. Several push rods 515 are circumferentially slidably arranged on the connecting plate 512 in a radial position. A ball block is fixedly connected to one end of the push rod 515. A stop block 516 is fixedly connected to the push rod 515. Several air outlet holes 517 are radially opened at the position where the air intake chamber 5121 and the air outlet chamber 5122 are connected. A spring 518 is also sleeved on the push rod 515.

[0054] After the airflow exits from the spiral channel 44, it enters the airflow pipe 511. When the cam 514 rotates, it pushes the ball block to slide radially, which in turn pushes the push rod 515 to slide radially. When the push rod 515 slides radially, it drives the stop block 516 to slide radially. During the forward rotation of the cam at a certain angle, the ball block in the concave part of the cam moves away from the cam axis, causing the stop block 516 to move towards the air outlet 517 and block the air outlet 517. At the same time, the ball block in the convex part of the cam moves towards the cam axis, causing the stop block 516 to move away from the air outlet 517. At this time, the airflow enters the air outlet chamber 5122 and flows out from the air outlet 517 after the stop block 516 is removed. The reverse is also true. The periodic opening and closing of the stop block 516 divides the continuous airflow into discrete pulses. The staggered opening and closing of different air outlets 517 increases the phase difference of the sound waves, and the high-frequency noise is attenuated due to interference cancellation.

[0055] The driving component 52 includes:

[0056] A disc 521 is fixedly connected to the other end of a rotating shaft 513. A push rod 522 is slidably connected radially along an airflow pipe 511. One end of the push rod 522 is fixedly connected to a groove 523. A protrusion is fixedly connected to the disc 521 and slidably connected within the groove 523. A second spring 524 is sleeved on the push rod 522. The other end of the push rod 522 abuts against a second cam 525. The second cam 525 is fixedly connected to the turbine of the turbocharger 1.

[0057] The rotation of the turbine of the turbocharger 1 drives the second cam 525 to rotate, which in turn causes the push rod 522 to move back and forth under the action of the second spring 524. Through the cooperation of the slide groove 523 and the protrusion, the disc 521 rotates back and forth, and the reciprocating rotation of the disc 521 drives the first cam 514 to rotate back and forth.

[0058] In the description of this invention, it should be understood that the terms "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise specified and limited, it should be noted that the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to mechanical or electrical connections, or internal connections between two elements; they can be direct connections or indirect connections through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0059] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A noise reduction and exhaust structure for a turbocharger, characterized in that: The system includes a turbocharger (1), the exhaust outlet of which is provided with a primary silencer assembly (2), the primary silencer assembly (2) being connected to a secondary silencer assembly (4) via a U-tube (3), and the secondary silencer assembly (4) being connected to a tertiary silencer mechanism (5); wherein The three-stage silencing mechanism (5) includes: An airflow path changing component (51) is provided with a drive component (52). The primary noise reduction component (2) includes: The first-stage expansion chamber (21) has a cone-shaped left end, with the smaller inner diameter end of the cone fixedly connected to the exhaust outlet. The right end of the first-stage expansion chamber (21) is cylindrical. Three turntables (22) are rotatably connected inside the first-stage expansion chamber (21). Each of the three turntables (22) has a fan-shaped airflow channel (221) with different sizes. Two connecting frames (23) are fixedly connected inside the first-stage expansion chamber (21). The two connecting frames (23) are located between the turntables (22). Planetary gears (24) are connected to the connecting frames (23). The sun gear of the planetary gear (24) is fixedly connected to the turntable (22) on the left side of the planetary gear (24), and the planet gears of the planetary gear (24) are fixedly connected to the turntable (22) on the right side of the planetary gear (24). The secondary noise reduction component (4) includes: A secondary expansion chamber (41) is fixedly connected to a U-shaped tube (3) at its smaller inner diameter end. A flange (42) is fixedly connected at the connection between the secondary expansion chamber (41) and the U-shaped tube (3). The flange (42) has a tapered design in the middle. Several connecting holes (421) are opened in a ring at the edge of the flange (42). A guide pipe (43) is fixedly connected in the connecting holes (421). A spiral channel (44) is provided in the guide pipe (43). The airflow path changing component (51) includes: An airflow pipe (511) is provided. One end of the airflow pipe (511) is fixedly connected to the end of the secondary expansion chamber (41) with the larger inner diameter. The other end of the airflow pipe (511) is provided with a connecting plate (512). An air inlet chamber (5121) and an air outlet chamber (5122) are respectively opened on both sides of the connecting plate (512). The side where the air inlet chamber (5121) is located is fixedly connected to the other end of the airflow pipe (511), and the side where the air outlet chamber (5122) is located is fixedly connected to one end of the airflow pipe (511). The connecting plate (512) is axially rotatably connected to a rotating shaft (513). One end of 513 is rotatably connected to a cam (514), which is located in the air intake chamber (5121). The connecting plate (512) is provided with a plurality of push rods (515) in a radial position. A ball block is fixedly connected to one end of the push rod (515) near the cam (514). A stop block (516) is fixedly connected to the push rod (515). A plurality of air outlet holes (517) are radially opened at the position where the air intake chamber (5121) and the air outlet chamber (5122) are connected. A spring (518) is also sleeved on one end of the push rod (515) away from the ball block. The driving component (52) includes: A disc (521) is fixedly connected to the other end of a rotating shaft (513). A push rod (522) is slidably connected radially along an airflow pipe (511). A groove (523) is fixedly connected to one end of the push rod (522). A protrusion is fixedly connected to the disc (521). The protrusion is slidably connected in the groove (523). A spring (524) is sleeved on the push rod (522). The other end of the push rod (522) abuts against a cam (525). The cam (525) is fixedly connected to the turbine of the turbocharger (1).

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