A turbocharger test bench

Abstract

The present application relates to turbocharger detection field, especially a kind of turbocharger test bench, including detection part, preheating part, combustion chamber, air pressure part and adjusting part.Detection part is measured by vortex flowmeter compressed end flow, and based on the pressure tank pressure hysteresis effect and pressure difference transducer linkage, it realizes real-time alarm of surge;Preheating part and combustion chamber are in series, preheating cylinder in heating tube pre-warm up intake, combustion chamber is through flow ring and the flow pipe with hole to improve combustion efficiency;Air pressure part generates high pressure pulse airflow through air pressure tank and double electromagnetic valve;Adjusting part uses the heat pipe of winding tail pipe to heat shunt gas, combined with three-port shunt valve to fine-tune mixed gas temperature and composition.The scheme solves the problems of inaccurate temperature control, pulse simulation distortion, surge detection hysteresis and gas regulation rigidity of traditional test bench, realizes the limit performance test of turbocharger under the condition of multiple parameter coupling, improves test precision and coverage.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of turbocharger detection, in particular to a turbocharger test bench. BACKGROUND

[0002] As a key component of internal combustion engine to improve power efficiency, turbocharger drives turbine rotation to increase intake pressure by recovering exhaust energy. Its performance test needs to highly simulate real engine working conditions, especially the exhaust environment with high temperature, high pressure and pulse characteristics, to evaluate the surge boundary, flow stability and durability.

[0003] In the prior art, the first problem is the insufficient control precision of the combustion chamber intake temperature, which leads to uneven preheating of the gas, low oxygen utilization rate, and difficulty in fully burning fuel, resulting in tail gas temperature fluctuations beyond the reasonable range. Secondly, the pulse airflow simulation capability is weak, the mechanical valve structure responds slowly, and the pressure jump has a lag, making it difficult to reproduce the millisecond high pressure impact characteristics of the engine exhaust manifold.

[0004] In addition, the dynamic adjustment capability of the exhaust composition is missing, which restricts the test dimension, and the turbine efficiency is significantly affected by the gas composition. The existing system mostly uses premixed gas one-time input, which cannot real-time adjust the coupling parameters of composition and temperature in the test; in addition, when using traditional flow meters to monitor gas flow, the response to pressure jump is slow, and when surge occurs, the pressure fluctuation is in the order of milliseconds. The existing differential pressure sensor lacks a buffering mechanism and is prone to false positives or false negatives.

[0005] The above defects jointly limit the test coverage of the turbocharger extreme working condition, especially the performance boundary in the high load and variable parameter coupling scene is difficult to accurately calibrate. SUMMARY

[0006] To solve the foregoing technical problems, the present application provides a turbocharger test bench, which sets a preheating part, a combustion chamber, a gas pressure part and an adjusting part at the front end of the turbocharger, and sets a detection part at the rear end, to cooperatively complete the detection of the turbocharger, solve the problems of inaccurate temperature control, pulse simulation distortion, surge detection lag and gas regulation rigidity of the traditional test bench, and the specific implementation is as follows.

[0007] The turbocharger test bench of the present application comprises a turbocharger, an adjusting pipe, a detection part, a preheating part, a combustion chamber, a gas pressure part and an adjusting part.

[0008] The turbocharger is provided with an exhaust inlet, an exhaust outlet, a compression inlet and a compression outlet.

[0009] The detection part is installed at the rear end of the turbocharger and communicates with the compression outlet, and comprises a vortex flowmeter and a surge detection mechanism composed of a surge tank, a differential pressure transmitter and a flow limiting valve, and is used for detecting the gas flow and monitoring the surge phenomenon.

[0010] The preheating part and the combustion chamber are connected in series, and then are installed in parallel with the air pressure part and the adjusting part in the adjusting pipe, and the adjusting pipe communicates with the tail gas inlet through a connecting pipe provided with a temperature measuring instrument;

[0011] The preheating part is used for preliminarily heating the input gas, the combustion chamber is used for receiving the preheated gas and burning fuel to generate high-temperature tail gas, the air pressure part is used for intermittently inputting pulse air flow to the tail gas inlet, and the adjusting part is used for inputting gas with specific components to the tail gas inlet to fine-tune the components of the input gas.

[0012] Preferably, the detection part further comprises:

[0013] A first pipeline in fixed communication with the compression outlet, and the vortex flowmeter is installed on the first pipeline;

[0014] A first branch pipe with a first end in fixed communication with the first pipeline between the compression outlet and the vortex flowmeter;

[0015] The first end of the surge tank is connected to the middle part of the first branch pipe through the differential pressure transmitter, and the second end of the surge tank is connected to the second end of the first branch pipe through the flow limiting valve.

[0016] Preferably, the preheating part comprises:

[0017] A preheating cylinder with a plurality of heating pipes fixedly arranged inside;

[0018] A first inlet arranged at the first end of the preheating cylinder and connected to the high-pressure air pipe through the first electromagnetic valve;

[0019] A first outlet arranged at the second end of the preheating cylinder and in communication with the combustion chamber through a shunt pipe.

[0020] Preferably, the combustion chamber comprises:

[0021] A mounting cylinder with an end cap fixedly installed at the end thereof, a plurality of second inlets arranged at the first end of the mounting cylinder, and the plurality of second inlets being connected to the shunt pipe through the second electromagnetic valve;

[0022] A combustion cylinder coaxially fixedly arranged inside the mounting cylinder, the combustion cylinder being provided with a flow equalizing ring at the first end thereof and coaxially fixed with a tail pipe at the second end thereof, the tail pipe penetrating through the end cap and being in fixed communication with the adjusting pipe;

[0023] A plurality of flow equalizing pipes arranged inside the combustion cylinder, and each of the plurality of flow equalizing pipes being provided with a nozzle inside.

[0024] Preferably, the adjusting part comprises:

[0025] A heat transfer pipe is wound outside the tail pipe;

[0026] A flow distribution valve has a first port fixedly communicated with the first end of the heat transfer pipe, and the second end of the heat transfer pipe is fixedly communicated with the regulating pipe through a fifth inlet;

[0027] The second port of the flow distribution valve is fixedly communicated with the regulating pipe through a fourth inlet, and the third port of the flow distribution valve is fixedly communicated with the external gas supply pipe.

[0028] Preferably, the gas pressure part comprises:

[0029] A gas pressure tank with a pressure gauge;

[0030] A third electromagnetic valve is arranged at the first end of the gas pressure tank and used for inputting gas into the gas pressure tank;

[0031] A fourth electromagnetic valve is arranged at the second end of the gas pressure tank and fixedly communicated with the regulating pipe through a third inlet.

[0032] Preferably, the flow equalizing ring is circumferentially provided with a plurality of through ports, and the side wall of the flow equalizing pipe is circumferentially provided with a plurality of holes.

[0033] Preferably, a partition plate is arranged in the mounting cylinder to divide the inner cavity into two chambers, one of which accommodates the combustion cylinder, and the other of which accommodates the heat transfer pipe wound around the tail pipe.

[0034] After the above technical scheme is adopted, the application has the following beneficial effects:

[0035] 1. The application is based on the linkage mechanism of the pressure hysteresis characteristics of the pressure tank and the pressure difference transmitter, can capture pressure dramatic changes in milliseconds, significantly improve the reliability of surge detection, and support the calibration of critical working condition parameters synchronously.

[0036] 2. The application adopts the preheating cylinder to preheat and improve the activity of oxygen, and the flow equalizing structure of the combustion chamber to strengthen the fuel mixing, so as to realize the high-precision stable output of the tail gas temperature.

[0037] 3. The application uses the gas pressure tank to cooperate with the double electromagnetic valves to generate a sudden high-pressure pulse, and accurately simulates the engine tail gas impact characteristics.

[0038] 4. The heat transfer pipe in the application uses the waste heat of the tail gas to heat up, and the flow distribution valve is used to flexibly adjust the proportion of hot and cold gas, so as to expand the test dimension of multi-component tail gas.

[0039] 5. The application supports the independent control of parameters such as gas flow, temperature and pulse intensity through the coordination of each part and the adjustment and cooperation of the electromagnetic valves, so as to efficiently obtain the performance boundary data of the turbocharger in multiple parameters. BRIEF DESCRIPTION OF DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description only show some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without any creative effort.

[0041] Figure 1 It is an installation perspective view of a turbocharger test bench;

[0042] Figure 2 It is a front view of a turbocharger;

[0043] Figure 3 It is an installation perspective view of a detection part;

[0044] Figure 4 It is a partial structure perspective view of a preheating part; Figure 1 It is an installation perspective view of another view of a middle part;

[0045] Figure 5 It is a partial structure perspective view of a preheating part;

[0046] Figure 6 It is a front sectional view of a combustion chamber;

[0047] Figure 7 It is an installation schematic view of a gas pressure part and an adjusting part.

[0048] Explanation of reference signs:

[0049] 101-turbocharger, 102-exhaust gas inlet, 103-exhaust gas outlet, 104-compression inlet, 105-compression outlet, 106-adjusting pipe, 107-connecting pipe, 108-temperature detector;

[0050] 200-detection part, 201-first pipeline, 202-vortex flowmeter, 203-first branch pipe, 204-differential pressure transmitter, 205-flow limiting valve, 206-constant pressure tank;

[0051] 300-preheating part, 301-preheating cylinder, 302-heating pipe, 303-first inlet, 304-first electromagnetic valve, 305-first outlet, 306-shunt pipe;

[0052] 400-combustion chamber, 401-second electromagnetic valve, 402-second inlet, 403-installation cylinder, 404-end cover, 405-combustion cylinder, 406-flow equalizing ring, 407-flow equalizing pipe, 408-nozzle, 409-tail pipe, 410-baffle;

[0053] 500-gas pressure part, 501-gas pressure tank, 502-third electromagnetic valve, 503-fourth electromagnetic valve, 504-third inlet;

[0054] 600-adjusting part, 601-heat transfer pipe, 602-dividing valve, 603-fourth inlet, 604-fifth inlet. DETAILED DESCRIPTION

[0055] The features and exemplary embodiments of various aspects of the present application will be described below in detail, in order to make the purposes, technical solutions and advantages of the present application more clear and apparent, the present application will be further described in detail below in combination with the drawings and specific embodiments. It should be understood that the specific embodiments described herein are configured only to explain the present application and are not configured to limit the present application. The present application can be implemented without some of these specific details for those skilled in the art. The following description of the embodiments is only to provide a better understanding of the present application by showing examples of the present application.

[0056] In the following description, the orientation words appearing in the description are the directions shown in the drawings, and are not limited to the specific structure of the present application. In the description of the present application, it should be noted that, unless otherwise explicitly specified and limited, the term "mounting, connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected or integrally connected; it can be directly connected or indirectly connected. For those skilled in the art, the specific meaning of the above-mentioned terms in the present application can be understood according to the specific circumstances.

[0057] The embodiment of the present application provides a turbocharger test bench, referring to Figures 1-7 The turbocharger test bench comprises a detection part 200 mounted at the rear end of a turbocharger 101, a preheating part 300, a combustion chamber 400, an air pressure part 500 and an adjusting part 600 mounted at the front end of the turbocharger 101, the turbocharger 101 comprises an exhaust gas inlet 102, an exhaust gas outlet 103, a compression inlet 104 and a compression outlet 105, the detection part 200 mounted at the rear end of the turbocharger 101 is communicated with the compression outlet 105, and the components mounted at the front end of the turbocharger 101 are connected in parallel at the adjusting pipe 106, and then communicated with the exhaust gas inlet 102 through the connecting pipe 107 provided with a temperature detector 108.

[0058] The detection part 200 is used for detecting the gas flow at the compression end of the turbocharger 101, and monitoring whether the surge phenomenon occurs, the preheating part 300 and the combustion chamber 400 are connected in series, and are used for outputting high-temperature gas to the exhaust gas inlet 102, the air pressure part 500 is used for intermittently delivering pulse air flow into the exhaust gas inlet 102, and the adjusting part 600 is used for fine-tuning the composition and temperature of the gas delivered into the exhaust gas inlet 102.

[0059] As a further explanation of the above-mentioned embodiment, referring to Figure 3The detection part 200 comprises a first pipeline 201 fixedly communicated with the compression outlet 105, and a vortex flowmeter 202 installed on the first pipeline 201. During the operation of the turbocharger 101, the ambient air is sucked into the compression volute at the rear end of the turbocharger 101 after passing through the compression inlet 104, the gas is compressed, and then the gas is outputted to the outside through the first pipeline 201 and the vortex flowmeter 202 installed on the first pipeline 201, and the gas flow in the first pipeline 201 is measured by the vortex flowmeter 202.

[0060] The detection part 200 further comprises a first branch pipe 203, a differential pressure transmitter 204, a flow limiting valve 205 and a pressure stabilizing tank 206. The first end of the first branch pipe 203 is fixedly communicated with the first pipeline 201, and the installation position of the first end of the first branch pipe 203 is between the compression outlet 105 and the vortex flowmeter 202. The middle part of the first branch pipe 203 is fixedly communicated with the first end of the pressure stabilizing tank 206 through the differential pressure transmitter 204. The second end of the first branch pipe 203 is fixedly communicated with the second end of the pressure stabilizing tank 206 through the flow limiting valve 205.

[0061] The turbocharger 101 is in normal operation, the compressed gas at the compression end is inputted into the first pipeline 201 through the compression outlet 105, and the compressed gas is outputted to the outside through the first pipeline 201. A part of the gas is branched to the inside of the first branch pipe 203. The gas flowing into the inside of the first branch pipe 203 is divided into two paths. The first path flows into the inside of the pressure stabilizing tank 206 through the differential pressure transmitter 204, and the second path flows into the inside of the pressure stabilizing tank 206 through the flow limiting valve 205.

[0062] When the pressure value in the pressure stabilizing tank 206 and the pressure value in the first pipeline 201 are in a balanced state, there is no pressure difference between the two ends of the differential pressure transmitter 204. When the pressure in the first pipeline 201 slowly increases or decreases, the gas can enter the inside of the pressure stabilizing tank 206 through the differential pressure transmitter 204 and the flow limiting valve 205, or the gas in the inside of the pressure stabilizing tank 206 can be discharged to the outside through the differential pressure transmitter 204 and the flow limiting valve 205. Since the pressure changes slowly, the gas flows in and out relatively gently, so that the pressure at the two ends of the differential pressure transmitter 204 does not change or changes very weakly. Therefore, the differential pressure transmitter 204 does not output a signal to the outside.

[0063] When the pressure in the first pipeline 201 fluctuates greatly, that is, the surge phenomenon occurs, due to the existence of the flow limiting valve 205, the gas in the pressure stabilizing tank 206 cannot quickly flow in and out from the end where the flow limiting valve 205 is installed, and the pressure change in the pressure stabilizing tank 206 is lagging. At this time, the two ends of the differential pressure transmitter 204 output an alarm signal to the outside due to the existence of a large pressure difference. The operator determines that the turbocharger 101 surges according to the alarm signal of the differential pressure transmitter 204.

[0064] Based on the above working principle, the operator adjusts the input parameters at the front end of the turbocharger 101, such as air flow rate, airflow temperature, pulse intensity, and gas composition, and collects air flow data at the back end. This allows the operator to test the impact of each parameter on the performance of the turbocharger 101 and calculate the limit value of each parameter's impact on surge based on whether surge occurs.

[0065] For a further explanation of the above embodiments, see Figure 4 , Figure 5 The preheating section 300 includes a preheating cylinder 301. Several heating tubes 302 are fixedly installed inside the preheating cylinder 301 to heat the gas inside the preheating cylinder 301. A first inlet 303 is fixedly installed at the first end of the preheating cylinder 301. The first inlet 303 communicates with the inside of the preheating cylinder 301. The first inlet 303 is connected to a high-pressure gas pipe through a first solenoid valve 304 to introduce the gas in the high-pressure gas pipe into the inside of the preheating cylinder 301 in sequence through the first solenoid valve 304 and the first inlet 303.

[0066] The second end of the preheating cylinder 301 is fixedly installed with a first outlet 305. The first outlet 305 is connected to the interior of the preheating cylinder 301 and is fixedly connected to the combustion chamber 400 through a diversion pipe 306. It is used to transport the gas that has been preheated inside the preheating cylinder 301 to the combustion chamber 400 through the first outlet 305 and the diversion pipe 306.

[0067] Thermocouples are installed inside the preheating cylinder 301 to monitor the gas temperature inside the preheating cylinder 301 in real time.

[0068] In this embodiment, a preheating unit 300 is added before the combustion chamber 400 to achieve precise control of the intake air temperature of the combustion chamber 400, thereby more accurately controlling the temperature of the output gas of the combustion chamber 400. In addition, by preheating the gas entering the combustion chamber 400 through the preheating unit 300, the oxygen utilization rate in the gas can be improved, so that the fuel combustion in the combustion chamber 400 is more complete, improving energy utilization and reducing energy consumption.

[0069] For a further explanation of the above embodiments, see Figure 4 , Figure 6 The combustion chamber 400 includes an installation cylinder 403. A plurality of second inlets 402 are fixedly installed on the first end of the installation cylinder 403 along the axial direction. The plurality of second inlets 402 are all fixedly connected to the diversion pipe 306 through a second solenoid valve 401.

[0070] The shunt pipe 306 includes a main pipe and branch pipes, the branch pipes are connected in parallel and then connected in series with the main pipe, the main pipe of the shunt pipe 306 is fixedly communicated with the first outlet 305, and the branch pipes of the shunt pipe 306 are fixedly communicated with the plurality of second inlets 402 through the plurality of second electromagnetic valves 401, so that the gas output by the first outlet 305 is uniformly delivered to the plurality of second electromagnetic valves 401 through the shunt pipe 306.

[0071] The end portion of the mounting cylinder 403 is fixedly provided with an end cover 404, the mounting cylinder 403 is coaxially fixedly provided with a combustion cylinder 405 inside, the combustion cylinder 405 is fixedly provided with a flow uniformizing ring 406 at an end away from the second inlet 402, the flow uniformizing ring 406 is provided with a plurality of through holes in the circumferential direction, the end of the combustion cylinder 405 close to the second inlet 402 is coaxially fixed with a tail pipe 409, and the tail pipe 409 is fixedly communicated with the adjusting pipe 106 through the end cover 404 at the end of the mounting cylinder 403.

[0072] The end cover 404 at the end away from the second inlet 402 is fixedly provided with a plurality of flow uniformizing pipes 407, the plurality of flow uniformizing pipes 407 are internally provided with nozzles 408, the nozzles 408 are used for delivering fuel into the flow uniformizing pipes 407, the structure composed of the flow uniformizing pipes 407 and the nozzles 408 is arranged inside the combustion cylinder 405, and an igniter is arranged inside the combustion cylinder 405 and used for igniting the fuel.

[0073] The side wall of the flow uniformizing pipe 407 is provided with a plurality of holes in the circumferential direction, so as to facilitate uniform mixing of air and fuel.

[0074] The end of the mounting cylinder 403 close to the second inlet 402 is coaxially fixedly and sealingly provided with a partition plate 410 inside, and the partition plate 410 is sealingly fixed with the outer surface of the tail pipe 409, so that the partition plate 410 divides the mounting cylinder 403 into two chambers, the first chamber is arranged with the combustion cylinder 405 and used for completing combustion of the fuel, and the second chamber is arranged with the adjusting portion 600 and used for heating and warming the gas.

[0075] The structure is used for completing delivery of the gas and combustion of the fuel, driving the turbocharger 101 to work by using the exhaust gas generated by the combustion, and then completing performance detection of the turbocharger 101.

[0076] The coaxially arranged mounting cylinder 403 and the combustion cylinder 405 form a cylindrical annular channel, the gas preheated in the preheating portion 300 is input into the annular channel through the plurality of second inlets 402, is uniformly distributed in the annular channel and is transmitted to the end of the combustion cylinder 405 close to the flow uniformizing ring 406 along the axial direction, is further warmed by heat exchange with the side wall of the combustion cylinder 405 in the transmission process, and then enters the inside of the combustion cylinder 405 through the through holes provided in the circumferential direction of the flow uniformizing ring 406.

[0077] The fuel injected into the combustion cylinder 405 through the nozzle 408 is dispersed by the flow equalizing pipe 407, mixed with the air entering the interior of the combustion cylinder 405, ignited and burned in the interior of the combustion cylinder 405, and the burned exhaust gas is discharged outward through the tail pipe 409 and transmitted to the exhaust gas inlet 102 through the adjusting pipe 106 and the connecting pipe 107.

[0078] Based on the above structure, the operator can control and adjust the air intake of the combustion chamber 400 by adjusting the first electromagnetic valve 304 or adjusting the second electromagnetic valves 401, and can control the input amount of fuel by adjusting the opening degree of the nozzle 408. Through the above adjustment mode, the temperature and flow of the output exhaust gas can be effectively regulated.

[0079] As a further explanation of the above embodiment, see Figure 6 、 Figure 7 The adjusting part 600 includes a heat transfer pipe 601, a flow dividing valve 602, a fourth inlet 603 and a fifth inlet 604. The heat transfer pipe 601 is wound outside the tail pipe 409 and arranged in the second chamber inside the mounting cylinder 403. Through heat exchange between the tail pipe 409 and the heat transfer pipe 601, the gas inside the heat transfer pipe 601 is preheated by heating.

[0080] The first end of the heat transfer pipe 601 is fixedly communicated with the first port of the flow dividing valve 602, the second port of the flow dividing valve 602 is fixedly communicated with the fourth inlet 603, the fourth inlet 603 is fixedly installed on the side of the adjusting pipe 106 and communicated with the interior of the adjusting pipe 106, and the third port of the flow dividing valve 602 is fixedly communicated with the external air supply pipe.

[0081] The second end of the heat transfer pipe 601 is fixedly communicated with the fifth inlet 604, and the fifth inlet 604 is fixedly installed on the side of the adjusting pipe 106 and communicated with the interior of the adjusting pipe 106.

[0082] Through the above structure, the gas with a certain composition, such as nitrogen, carbon dioxide and the like, is input into the third port of the flow dividing valve 602 through the air supply pipe. The flow dividing valve 602 can divide the gas and flexibly adjust the division ratio, thereby controlling the proportion of the gas flowing out through the first port and the second port of the flow dividing valve 602.

[0083] The gas flowing out through the first port of the flow dividing valve 602 is heated through the heat transfer pipe 601 and then input into the interior of the adjusting pipe 106 through the fifth inlet 604 and mixed with the exhaust gas generated by the combustion chamber 400. The gas flowing out through the second port of the flow dividing valve 602 is input into the interior of the adjusting pipe 106 through the fourth inlet 603 and mixed with the exhaust gas generated by the combustion chamber 400.

[0084] The gas passing through the heat transfer pipe 601 is heated by the tail pipe 409, and when it enters the adjusting pipe 106, the temperature difference with the tail gas of the combustion chamber 400 is small, while the gas not passing through the heat transfer pipe 601 directly enters the adjusting pipe 106 through the fourth inlet 603, and the temperature difference with the tail gas of the combustion chamber 400 is large. Therefore, the operator can adjust the proportion of the gas flowing out of the first port and the second port of the shunt valve 602, and then fine-tune the temperature of the mixed gas in the adjusting pipe 106, so that it fluctuates in a small range, so as to determine the influence on the performance of the turbocharger 101.

[0085] In addition, according to the different components of the input gas, the influence of different tail gas components on the performance of the turbocharger 101 can also be determined, so as to improve the detection range of the turbocharger 101.

[0086] As a further explanation of the above embodiment, refer to Figure 7 The air pressure part 500 includes an air pressure tank 501, a third electromagnetic valve 502, a fourth electromagnetic valve 503, and a third inlet 504. The air pressure tank 501 is used to store high-pressure gas. The third electromagnetic valve 502 is installed at the first end of the air pressure tank 501 and is used to input gas into the air pressure tank 501. The second end of the air pressure tank 501 is fixedly communicated with the third inlet 504 through the fourth electromagnetic valve 503. The third inlet 504 is fixedly installed on the side of the adjusting pipe 106 and is communicated with the inside of the adjusting pipe 106.

[0087] The inside of the air pressure tank 501 is provided with a pressure gauge for real-time monitoring of the pressure inside the air pressure tank 501.

[0088] In this embodiment, the third electromagnetic valve 502 is used to input gas into the air pressure tank 501 to adjust the pressure value in the air pressure tank 501. After the fourth electromagnetic valve 503 is started, the high-pressure gas in the air pressure tank 501 is suddenly input into the adjusting pipe 106 through the fourth electromagnetic valve 503 to simulate the performance influence of the sudden increase of the tail gas on the turbocharger 101.

[0089] According to the above embodiments of the present application, these embodiments do not describe all the details and are not limited to only specific embodiments of the present application. Obviously, many modifications and changes can be made according to the above description. The present description selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present application, so that those skilled in the art can well utilize the present application and make modifications and uses based on the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A turbocharger test stand, characterized by, The turbocharger (101), the adjusting pipe (106), the detection part (200), the preheating part (300), the combustion chamber (400), the air pressure part (500) and the adjusting part (600) are connected in series. The turbocharger (101) is provided with an exhaust inlet (102), an exhaust outlet (103), a compression inlet (104) and a compression outlet (105). The detection part (200) is installed at the rear end of the turbocharger (101) and communicates with the compression outlet (105), and comprises a vortex flowmeter (202) and a surge detection mechanism composed of a pressure stabilizing tank (206), a differential pressure transmitter (204) and a flow limiting valve (205), which is used for detecting the gas flow and monitoring the surge phenomenon. The preheating part (300) and the combustion chamber (400) are connected in series, and then are installed in parallel with the air pressure part (500) and the adjusting part (600) in the adjusting pipe (106), and the adjusting pipe (106) communicates with the exhaust inlet (102) through a connecting pipe (107) provided with a temperature measuring instrument (108). The preheating part (300) comprises: A preheating cylinder (301) is internally fixed with a plurality of heating pipes (302); A first inlet (303) is arranged at the first end of the preheating cylinder (301) and is connected with a high-pressure gas pipe through a first electromagnetic valve (304); A first outlet (305) is arranged at the second end of the preheating cylinder (301) and communicates with the combustion chamber (400) through a shunt pipe (306); The preheating part (300) is used for preliminarily heating and warming the input gas, and the combustion chamber (400) is used for receiving the preheated gas and burning fuel to generate high-temperature exhaust gas. The combustion chamber (400) comprises: An installation cylinder (403) is fixedly installed at the end of the end cover (404), and a plurality of second inlets (402) are arranged at the first end of the installation cylinder (403), and a plurality of second inlets (402) are connected with the shunt pipe (306) through a second electromagnetic valve (401); A combustion cylinder (405) is coaxially fixedly arranged in the installation cylinder (403), a flow equalizing ring (406) is arranged at the first end of the combustion cylinder (405), and a tail pipe (409) is coaxially fixed at the second end of the combustion cylinder (405), the tail pipe (409) penetrates through the end cover (404) and is fixedly communicated with the adjusting pipe (106); A plurality of flow equalizing pipes (407) are arranged in the combustion cylinder (405), and a plurality of nozzles (408) are arranged in the flow equalizing pipes (407); The air pressure part (500) comprises: An air pressure tank (501) is internally provided with a pressure measuring instrument; A third electromagnetic valve (502) is arranged at the first end of the air pressure tank (501) and is used for inputting gas into the air pressure tank (501); A fourth electromagnetic valve (503) is arranged at the second end of the air pressure tank (501) and is fixedly communicated with the adjusting pipe (106) through a third inlet (504); The air pressure part (500) is used for intermittently inputting pulse gas flow into the exhaust inlet (102), and the adjusting part (600) is used for inputting gas with specific components into the exhaust inlet (102) to finely adjust the components of the input gas; The adjusting part (600) comprises: A heat transfer pipe (601) is wound outside the tail pipe (409); A flow distribution valve (602) has a first port fixedly communicated with a first end of the heat transfer pipe (601), and a second end of the heat transfer pipe (601) is fixedly communicated with the regulating pipe (106) through a fifth inlet (604); A second port of the flow distribution valve (602) is fixedly communicated with the regulating pipe (106) through a fourth inlet (603), and a third port of the flow distribution valve (602) is fixedly communicated with an external gas supply pipe.

2. The turbocharger test stand of claim 1, wherein, The detection unit (200) further comprises: A first pipeline (201) is fixedly communicated with the compression outlet (105), and the vortex flowmeter (202) is installed on the first pipeline (201); A first branch pipe (203) is fixedly communicated with the first pipeline (201) between the compression outlet (105) and the vortex flowmeter (202); A first end of the pressure stabilizing tank (206) is connected to a middle part of the first branch pipe (203) through the differential pressure transmitter (204), and a second end of the pressure stabilizing tank (206) is connected to a second end of the first branch pipe (203) through the flow limiting valve (205).

3. The turbocharger test bench according to claim 1, characterized in that: The flow equalizing ring (406) is provided with a plurality of through openings in the circumferential direction, and the flow equalizing pipe (407) is provided with a plurality of holes in the circumferential direction.

4. The turbocharger test bench according to claim 1, characterized in that: A partition (410) is arranged in the mounting cylinder (403) to divide the inner cavity into two chambers, one of which accommodates the combustion cylinder (405), and the other of which accommodates the heat transfer pipe (601) wound around the tail pipe (409).

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