Main shaft fracture over-rotation protection system for turbocharger of internal combustion engine

Abstract

The invention discloses an internal combustion engine turbocharger main shaft fracture over-rotation protection system, and particularly relates to the technical field of turbocharger main shaft fracture over-rotation protection, the internal combustion engine turbocharger main shaft fracture over-rotation protection system comprises a brake structure, and the outer wall of the brake structure is provided with a dismounting structure. The turbine is precisely limited and decelerated, the over-rotation speed of the turbine is effectively reduced, turbine blades and a turbine disc are prevented from being broken due to high-speed rotation, high-speed scattered fragments are reduced, and rapid and effective over-rotation protection is achieved, so that the damage risk of a supercharger case, an engine and peripheral parts is reduced, and the life safety of personnel is guaranteed; by arranging the dismounting structure, during maintenance, damaged parts can be rapidly and conveniently dismounted for replacement or maintenance, the maintenance efficiency is improved, the convenience of maintenance work is further improved, and the maintenance cost is further reduced.

Description

Technical Field

[0001] This invention relates to the field of turbocharger main shaft fracture over-rotation protection technology, and more specifically, to an internal combustion engine turbocharger main shaft fracture over-rotation protection system. Background Technology

[0002] Turbochargers are key components for increasing the power density of internal combustion engines and enhancing their adaptability to high altitudes and high-altitude environments. Turbochargers recover exhaust energy from the engine to drive a turbine, which in turn drives a compressor to compress the intake air, thus significantly improving the performance of the internal combustion engine. Currently, they are widely used in the automotive, marine, and general aviation fields. Modern turbochargers operate in extremely harsh environments at the turbine end, enduring long-term high temperatures and high speeds. Intake air temperatures can reach 950°C, and turbine tip tangential velocities typically exceed 450 m / s, equivalent to extremely high speeds of tens of thousands to hundreds of thousands of revolutions per minute. Simultaneously, due to the constantly changing power of the internal combustion engine, the turbine also bears complex alternating centrifugal forces and aerodynamic loads. Such harsh operating conditions make the turbine component one of the turbocharger components with a relatively high failure rate.

[0003] For example, CN201496109U discloses a novel main shaft and turbine disk structure that solves the problem of main shaft breakage after secondary friction welding of turbocharger main shafts. The main shaft has a groove machined into it, and only the outer annular area is welded. An isolation groove is machined into the turbine disk. Before secondary friction welding, material in area B is removed at the isolation groove location, allowing for a large-scale acquisition of turbine disk material consistent with the initial welding, thus ensuring the quality of the secondary friction welding. This invention designs a completely new friction welding main shaft and turbine disk structure. This structure ensures that the material in the area of ​​the turbine disk a certain distance from the welding surface does not undergo microstructural changes, thus facilitating secondary friction welding.

[0004] In current technology, if the turbine shaft breaks and fails, in addition to directly causing the overall function of the turbocharger to be lost, it will also cause the turbine to over-rotate due to the sudden unloading of the load, which will lead to the turbine blades and turbine disk breaking and generating high-speed flying fragments. If these high-energy fragments penetrate the turbocharger casing, they will further damage the engine and surrounding components, and even directly endanger the lives of personnel. Summary of the Invention

[0005] To overcome the aforementioned deficiencies of the prior art, the present invention provides an over-rotation protection system for the main shaft fracture of an internal combustion engine turbocharger. The technical problem to be solved by the present invention is that if the turbine shaft fails due to fracture, in addition to directly causing the overall function of the turbocharger to be lost, it will also cause the turbine to over-rotate due to sudden load unloading, which will lead to the turbine blades and turbine disks breaking and generating high-speed flying fragments. If these high-energy fragments penetrate the turbocharger casing, they will further damage the engine and surrounding components, and even directly endanger the lives of personnel.

[0006] To achieve the above objectives, the present invention provides the following technical solution: an over-rotation protection system for the main shaft fracture of an internal combustion engine turbocharger, comprising a braking structure, wherein the outer wall of the braking structure is provided with a disassembly structure;

[0007] The braking structure includes a support assembly, a turbine assembly is provided at the rear end of the support assembly, a plurality of limiting components are arranged in a ring array at the front end of the turbine assembly, and a deceleration component is provided at the rear of the turbine assembly.

[0008] The disassembly structure includes a connecting component, and a protective component is provided at the front end of the connecting component.

[0009] As a further aspect of the present invention: the support assembly includes a guide vane support, a plurality of turbine guide vanes are fixedly connected to the outer wall of the guide vane support in an annular array, a limiting annular groove is formed on the inner wall of the guide vane support, an installation groove is formed at the rear end of the inner wall of the limiting annular groove, and a plurality of gears are fixedly connected to the rear end of the inner wall of the installation groove in an annular array.

[0010] As a further aspect of the present invention, a groove is provided at the rear end of the guide vane support.

[0011] As a further aspect of the present invention: the turbine assembly includes a turbine disk, a fish-mouth protrusion structure is fixedly connected to the left end of the turbine disk, the outer wall of the left end of the turbine disk and the fish-mouth protrusion structure is movably connected to the inner wall of the groove, a plurality of turbine blades are fixedly connected to the outer wall of the turbine disk in an annular array, a turbocharger main shaft is fixedly connected to the inner wall of the turbine disk, a grate disk is provided on the outer wall of the turbocharger main shaft, a plurality of air inlets extending to the right end of the left end of the grate disk are provided in an annular array and connected to the air supply pipeline of the disk cavity, a threaded disk is fixedly connected to the right end of the turbocharger main shaft, and a rectangular block is fixedly connected to the right end of the threaded disk.

[0012] As a further aspect of the present invention: the limiting component includes two support plates, and a stabilizing plate is fixedly connected to the side of the two support plates that are far apart from each other. The front side of the stabilizing plate is fixedly connected to the left end of the turbine disk. A second mounting groove is opened on the side of the two support plates that are close to each other. A sliding rod is fixedly connected to the upper and lower sides of the inner wall of the second mounting groove. A sliding sleeve is movably connected to the upper side of the outer wall of the sliding rod. A spring is sleeved on the lower side of the outer wall of the sliding rod. A connecting block is fixedly connected to the side of the two sliding sleeves that are close to each other.

[0013] As a further embodiment of the present invention: a trapezoidal block is fixedly connected to the top of the connecting block, the outer wall of the trapezoidal block is movably connected to the inner wall of the guide vane support and the inner wall of the limiting ring groove, a limiting groove is opened on the front side of the trapezoidal block, and columnar slots are opened on the left and right sides of the rear side of the inner wall of the limiting groove.

[0014] As a further embodiment of the present invention: the inner wall of the limiting groove is movably connected to a protrusion, the front side of the protrusion is fixedly connected to a plurality of stabilizing plates in an arc-shaped array, and the left and right sides of the rear side of the protrusion are fixedly connected to insert rods, the rear side of the outer wall of the insert rod is movably connected to the inner wall of the columnar slot, and the front side of the outer wall of the insert rod is fitted with a spring.

[0015] As a further aspect of the present invention: the deceleration assembly includes a circular sleeve, the inner wall of which is provided with an installation annular groove, and a plurality of deceleration friction plates are fixedly connected in a ring array at the right end of the inner wall of the installation annular groove. A movable disk is movably connected to the inner wall of the installation annular groove, and a beveled disk is fixedly connected to the right end of the movable disk. The outer wall of the beveled disk is movably connected to the outer wall of the plurality of deceleration friction plates. A fixed sleeve is fixedly connected to the right end of the beveled disk, and a booster main shaft is fixedly connected to the left end of the movable disk. The outer walls of the booster main shaft and the fixed sleeve are movably connected to the inner wall of the circular sleeve.

[0016] As a further embodiment of the present invention: the connecting assembly includes a fixed rod, a second limiting groove is formed on the outer wall of the fixed rod, a rectangular slot is formed at the front end of the fixed rod, the rear end of the fixed rod is fixedly connected to the right end of the inclined plate, the outer wall of the fixed rod is movably connected to the inner wall of the first fixed sleeve, a limiting ring is movably connected to the outer wall of the second limiting groove, the second fixed sleeve is fixedly connected to the outer wall of the limiting ring, an internal thread is formed on the front side of the inner wall of the second fixed sleeve, a plurality of arc-shaped slots are formed in an annular array at the front end of the second fixed sleeve, a plurality of drive slots are formed in an annular array on the outer wall of the second fixed sleeve, the inner wall of the internal thread is threadedly connected to the outer wall of the threaded plate, and the inner wall of the rectangular slot is movably connected to the outer wall.

[0017] As a further embodiment of the present invention: the protective component includes a pull ring, the front end of which is fixedly connected to a movable ring, the front end of which is movably connected to the front end of a fixed sleeve II, the front end of which is fixedly connected in a ring array to a plurality of arc-shaped inserts, the outer wall of which is movably connected to the inner wall of which is movably connected to the inner wall of which is movably connected to the outer wall of the arc-shaped slot, the rear end of which is fixedly connected in a ring array to a plurality of limiting rods, the front side of which is sleeved with a spring III, the rear side of which is movably connected to a four-hole fixing sleeve, the inner wall of which is fixedly connected to the outer wall of a turbocharger main shaft I, and the inner wall of which is movably connected to the outer wall of a turbocharger main shaft I.

[0018] The beneficial effects of this invention are as follows:

[0019] 1. This invention, by incorporating a braking structure, can precisely limit and decelerate the turbine when the turbocharger main shaft breaks, effectively reducing the turbine overspeed, preventing the turbine blades and turbine disk from breaking due to high-speed rotation, reducing the generation of high-speed flying debris, and achieving rapid and effective overspeed protection. This reduces the risk of damage to the turbocharger casing, engine and surrounding components, and ensures the safety of personnel.

[0020] 2. By incorporating a disassembly structure, this invention enables the rapid and convenient disassembly of damaged components for replacement or repair during maintenance, thereby improving maintenance efficiency and further enhancing the convenience and cost-effectiveness of maintenance work. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of the present invention;

[0022] Figure 2 This is a schematic diagram of the braking structure of the present invention;

[0023] Figure 3 This is a schematic diagram of the front side of the support assembly of the present invention;

[0024] Figure 4 This is a rear view schematic diagram of the support assembly of the present invention;

[0025] Figure 5 This is a schematic diagram of the turbine assembly of the present invention;

[0026] Figure 6 This is a schematic diagram of the structure of the limiting component of the present invention;

[0027] Figure 7 This is a schematic cross-sectional view of the deceleration component of the present invention;

[0028] Figure 8 This is a schematic diagram of the disassembly structure of the present invention;

[0029] Figure 9This is a schematic diagram of the structure of the connecting component of the present invention;

[0030] Figure 10 This is a cross-sectional schematic diagram of the protective component of the present invention.

[0031] In the diagram: 1. Braking structure; 2. Disassembly structure; 11. Support assembly; 12. Turbine assembly; 13. Limiting assembly; 14. Reduction assembly; 111. Guide vane support; 112. Turbine guide vane; 113. Limiting ring groove; 114. Mounting groove one; 115. Gear; 116. Groove; 121. Turbine disc; 122. Fish mouth protrusion structure; 123. Turbine moving blade; 124. Turbocharger main shaft one; 125. Turbine disc shoulder; 126. Grate disc; 127. Disc cavity air intake interface; 128. Threaded disc; 129. Rectangular block; 131. Support plate; 132. Stabilizing plate; 133. Mounting groove two; 134. Slide rod; 135. Sliding sleeve; 136. Spring one; 137. Connecting block; 138. Trapezoidal block; 13 9. Limiting groove one; 130. Column-shaped slot; 1301. Protrusion; 1302. Arc-shaped tooth; 1303. Insert rod; 1304. Spring two; 141. Round sleeve; 142. Mounting ring groove; 143. Deceleration friction plate; 144. Movable disc; 145. Beveled disc; 146. Fixed sleeve one; 147. Supercharger spindle two; 21. Connecting assembly; 22. Protective assembly; 211. Fixed rod; 212. Limiting groove two; 213. Rectangular slot; 214. Limiting ring; 215. Fixed sleeve two; 216. Internal thread; 217. Arc-shaped slot; 218. Drive slot; 221. Pull ring; 222. Movable ring; 223. Arc-shaped insert; 224. Limiting rod; 225. Spring three; 226. Four-hole fixed sleeve. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] like Figure 1 As shown, the present invention provides an over-rotation protection system for the main shaft fracture of an internal combustion engine turbocharger, including a braking structure 1, and a disassembly structure 2 is provided on the outer wall of the braking structure 1.

[0034] like Figure 2-7As shown, the braking structure 1 includes a support assembly 11, a turbine assembly 12 is disposed at the rear end of the support assembly 11, a plurality of limiting components 13 are arranged in an annular array at the front end of the turbine assembly 12, and a deceleration assembly 14 is disposed at the rear of the turbine assembly 12. The support assembly 11 includes a guide vane support 111, a plurality of turbine guide vanes 112 are fixedly connected in an annular array to the outer wall of the guide vane support 111, a limiting annular groove 113 is formed on the inner wall of the guide vane support 111, an installation groove 114 is formed at the rear end of the inner wall of the limiting annular groove 113, a plurality of gears 115 are fixedly connected in an annular array to the rear end of the inner wall of the installation groove 114, and a groove 116 is formed at the rear end of the guide vane support 111. The turbine assembly 12 includes a turbine disk 121, the left end of which is fixedly connected to The turbine disk 121 has a fish-mouth protrusion structure 122. The left end of the turbine disk 121 and the outer wall of the fish-mouth protrusion structure 122 are movably connected to the inner wall of the groove 116. Multiple turbine blades 123 are fixedly connected to the outer wall of the turbine disk 121 in an annular array. A supercharger main shaft 124 is fixedly connected to the inner wall of the turbine disk 121. A grate disk 126 is provided on the outer wall of the supercharger main shaft 124. Multiple disk cavity air inlets 127 extending to the right end are opened in an annular array at the left end of the grate disk 126 and connected to the disk cavity air supply pipeline. A threaded disk 128 is fixedly connected to the right end of the supercharger main shaft 124. A rectangular block 129 is fixedly connected to the right end of the threaded disk 128. The limiting assembly 13 includes two support plates 131, and the two support plates 131 are fixed on the side away from each other. A stabilizing plate 132 is connected, with its front side fixedly connected to the left end of the turbine disk 121. Two mounting slots 133 are provided on the sides of the two supporting plates 131 that are close to each other. Sliding rods 134 are fixedly connected to the upper and lower sides of the inner wall of the mounting slots 133. Sliding sleeves 135 are movably connected to the upper side of the outer wall of the sliding rods 134. A spring 136 is fitted onto the lower side of the outer wall of the sliding rods 134. A connecting block 137 is fixedly connected to the sides of the two sliding sleeves 135 that are close to each other. A trapezoidal block 138 is fixedly connected to the top of the connecting block 137. The outer wall of the trapezoidal block 138 is movably connected to the inner wall of the guide vane support 111 and the inner wall of the limiting ring groove 113. A limiting groove 139 is provided on the front side of the trapezoidal block 138. The left and right sides of the rear side of the inner wall of the limiting groove 139 are... The component 14 has a cylindrical slot 130. A protrusion 1301 is movably connected to the inner wall of the limiting groove 139. Multiple stabilizing plates 132 are fixedly connected to the front arc-shaped array of the protrusion 1301. Insert rods 1303 are fixedly connected to the left and right sides of the rear side of the protrusion 1301. The rear outer wall of the insert rod 1303 is movably connected to the inner wall of the cylindrical slot 130. A spring 1304 is sleeved on the front outer wall of the insert rod 1303. The deceleration assembly 14 includes a circular sleeve 141. An installation ring groove 142 is formed on the inner wall of the circular sleeve 141. Multiple deceleration friction plates 143 are fixedly connected to the right end of the inner wall of the installation ring groove 142 in a ring array. A movable disc 144 is movably connected to the inner wall of the installation ring groove 142. A beveled disc 145 is fixedly connected to the right end of the movable disc 144.The outer wall of the inclined plate 145 is movably connected to the outer wall of multiple reduction friction plates 143. A fixed sleeve 146 is fixedly connected to the right end of the inclined plate 145. A turbocharger main shaft 147 is fixedly connected to the left end of the movable plate 144. The outer walls of the turbocharger main shaft 147 and the fixed sleeve 146 are movably connected to the inner wall of the circular sleeve 141. Under normal conditions, the internal combustion engine exhaust manifold control valve is open, and the turbine disk cavity air supply line control valve is closed. The internal combustion engine exhaust enters the turbocharger turbine end through the exhaust manifold, driving the turbine to rotate and causing the compressor to work. When the main shaft breaks, the turbine loses its load, causing its speed to rise rapidly. This closes the internal combustion engine exhaust manifold control valve and opens the disk cavity air supply line control valve. High-pressure gas flows through the disk cavity intake line and the disk... The intake port 127 enters the turbine disk shoulder 125 and turbine disk 121, pushing the turbine disk 121 to move. This, in turn, pushes the limiting component 13, causing the trapezoidal block 138 to contact the inner wall of the guide vane support 111, and causing the trapezoidal block 138 to move. When the trapezoidal block 138 moves, it pushes the connecting block 137, causing the sliding sleeve 135 to move on the outer wall of the sliding rod 134, and compressing the spring 136. When the trapezoidal block 138 corresponds to the inside of the limiting ring groove 113, the spring 136 pushes the sliding sleeve 135, causing the connecting block 137 to move the trapezoidal block 138 into the limiting ring groove 113 until the trapezoidal block 138 is fully embedded in the limiting ring groove 113, thus initially limiting the turbine disk 121. Simultaneously, the arc-edge tooth 1302 will contact the mounting groove 114, moving via the turbine disk 121. The fish-mouth protrusion 122 at one end of the turbine disk 121 will break off, and the turbine disk 121 will contact the groove 116, generating dry friction and a braking effect to consume the rotor's kinetic energy. As the turbine disk 121 rotates, it will drive the limiting component 13, causing the trapezoidal block 138 to rotate within the limiting ring groove 113, and driving the arc-edge tooth 1302 to rotate within the mounting groove 114. The arc-edge tooth 1302 meshes with the gear 115 on the inner wall of the mounting groove 114. During rotation, the arc-edge tooth 1302 will repeatedly push the protrusion 1301 to move within the limiting groove 139, thus moving the protrusion 1301. The movable insert rod 1303 slides within the cylindrical slot 130, compressing the second spring 1304. Under the elastic action of the second spring 1304, the protrusion 1301 repeatedly rebounds, causing the arc-shaped teeth 1302 to continuously rub against the gear 115, further consuming the kinetic energy of the turbine disk 121. Simultaneously, as the turbine disk 121 moves, the turbocharger main shaft 124 also moves accordingly, thereby driving the disassembly structure 2 to move the inclined plate 145. The movement of the inclined plate 145 drives the movable plate 144 to move synchronously within the mounting ring groove 142, and drives the second turbocharger main shaft 147 to move inside the circular sleeve 141. As the inclined plate 145 moves, its outer wall will come into contact with and rub against the reduction friction plate 143.Rapid deceleration is achieved by dissipating the remaining kinetic energy of the turbine disk 121 through friction.

[0035] like Figure 8-10As shown, the disassembly structure 2 includes a connecting assembly 21. A protective assembly 22 is provided at the front end of the connecting assembly 21. The connecting assembly 21 includes a fixing rod 211. A second limiting groove 212 is formed on the outer wall of the fixing rod 211. A rectangular slot 213 is formed at the front end of the fixing rod 211. The rear end of the fixing rod 211 is fixedly connected to the right end of the inclined plate 145. The outer wall of the fixing rod 211 is movably connected to the inner wall of the first fixing sleeve 146. A limiting ring 214 is movably connected to the outer wall of the second limiting groove 212. A second fixing sleeve 215 is fixedly connected to the outer wall of the limiting ring 214. An internal thread 216 is formed on the front side of the inner wall of the second fixing sleeve 215. Multiple arc-shaped slots 217 are formed in a circular array at the front end of the second fixing sleeve 215. The outer wall has a ring array with multiple drive slots 218. The inner wall of the internal thread 216 is threaded to the outer wall of the threaded disc 128. The inner wall of the rectangular slot 213 is movably connected to the outer wall of the 219. The protective component 22 includes a pull ring 221. The front end of the pull ring 221 is fixedly connected to a movable ring 222. The front end of the movable ring 222 is movably connected to the front end of the fixed sleeve 215. The front end of the movable ring 222 is fixedly connected to a ring array with multiple arc-shaped inserts 223. The outer wall of the arc-shaped inserts 223 is movably connected to the inner wall of the arc-shaped slot 217. The rear end of the pull ring 221 is fixedly connected to a ring array with multiple limiting rods 224. The front side of the outer wall of the limiting rod 224 is fitted with a spring 225. The rear side of the outer wall of the multiple limiting rods 224 is movably connected to the... A four-hole fixing sleeve 226 is provided, with its inner wall fixedly connected to the outer wall of the supercharger main shaft 124. The inner wall of a pull ring 221 is movably connected to the outer wall of the supercharger main shaft 124. Pulling the pull ring 221 moves the movable ring 222, thereby causing the arc-shaped insert 223 to move out of the arc-shaped slot 217, thus restricting the connection of the fixing sleeve 215. Simultaneously, the movement of the pull ring 221 causes the limiting rod 224 to slide within the four-hole fixing sleeve 226, compressing the spring 225. As the pull ring 221 continues to pull, once the arc-shaped insert 223 is completely disengaged from the arc-shaped slot 217, a tool can be inserted into the drive slot 218 and rotated, causing the fixing sleeve 215 to rotate. Due to the fixed... The internal thread 216 on the inner wall of sleeve 215 is threaded to the outer wall of threaded disc 128. Rotating and fixing sleeve 215 will cause it to move axially along the turbocharger main shaft 124, thereby driving the limiting ring 214 to slide in the limiting groove 212 of the fixing rod 211. When the internal thread 216 disengages from the outer wall of threaded disc 128, the movable turbine assembly 12 causes the rectangular block 129 to disengage from the rectangular slot 213, realizing the disassembly structure 2 for quick disassembly or maintenance operation after the turbocharger main shaft breaks. In addition, it also ensures that in the non-operating state, the pull ring 221 is kept in place by the elastic action of spring 3 225, and the arc-shaped insert 223 is embedded in the arc-shaped slot 217 to prevent the fixing sleeve 215 from rotating accidentally and to ensure the stability of the system operation.

[0036] Working principle of this invention:

[0037] Under normal conditions, the exhaust manifold control valve of the internal combustion engine is open, and the turbine disk cavity air supply line control valve is closed. The exhaust gas from the internal combustion engine enters the turbocharger turbine end through the exhaust manifold, driving the turbine to rotate and powering the compressor. When the main shaft breaks, the turbine loses its load, causing its speed to rise rapidly. This closes the exhaust manifold control valve and opens the disk cavity air supply line control valve. High-pressure gas enters the turbine disk shoulder 125 and turbine disk 121 through the disk cavity intake line and disk cavity intake port 127, pushing the turbine disk 121 to move. This, in turn, pushes the limiting component 13, causing the trapezoidal block 138 to contact the inner wall of the guide vane support 111, and causing the trapezoidal block 138 to move. When the trapezoidal block 138 moves, it pushes the connecting block 137, causing the sliding sleeve 135 to move on the outer wall of the sliding rod 134 and compressing the spring 136. When the trapezoidal block 138 corresponds to the inside of the limiting ring groove 113, the spring 136 pushes the sliding sleeve 135, causing the connecting block 137 to move the trapezoidal block 138 into the limiting ring groove 113 until the trapezoidal block 138 is fully embedded in the limiting ring groove 113, thus initially limiting the turbine disk 121. At the same time, the arc edge tooth 1302 will contact the mounting groove 114. As the turbine disk 121 moves, the fish mouth protrusion structure 122 at one end of the turbine disk 121 will break off. 1. Contact with groove 116 generates dry friction, producing a braking effect and thus consuming rotor kinetic energy. When turbine disk 121 rotates, it drives limiting component 13, causing trapezoidal block 138 to rotate within limiting ring groove 113, and driving arc-edge tooth 1302 to rotate within mounting groove 114. Arc-edge tooth 1302 meshes with gear 115 on the inner wall of mounting groove 114. During rotation, it repeatedly pushes arc-edge tooth 1302, causing protrusion 1301 to move within limiting groove 139. The movement of protrusion 1301 drives insertion rod 1303 to slide within cylindrical slot 130, compressing spring 1304. Under the elastic action of spring 1304... The protrusion 1301 will repeatedly bounce back, causing the arc edge tooth 1302 to continuously rub against the gear 115, further consuming the kinetic energy of the turbine disk 121. At the same time, as the turbine disk 121 moves, the turbocharger main shaft 124 also moves accordingly, thereby driving the disassembly structure 2 to move the inclined disk 145. The movement of the inclined disk 145 drives the movable disk 144 to move synchronously in the mounting ring groove 142, and drives the turbocharger main shaft 147 to move inside the circular sleeve 141. As the inclined disk 145 moves, its outer wall will come into contact with and rub against the deceleration friction plate 143, consuming the remaining kinetic energy of the turbine disk 121 through friction, thus achieving rapid deceleration.

[0038] Pulling the pull ring 221 moves the movable ring 222, thereby causing the arc-shaped insert 223 to move out of the arc-shaped slot 217, thus restricting the connection of the fixed sleeve 215. Simultaneously, the movement of the pull ring 221 causes the limiting rod 224 to slide within the four-hole fixed sleeve 226, compressing the spring 225. With continued pulling of the pull ring 221, once the arc-shaped insert 223 is completely disengaged from the arc-shaped slot 217, a tool can be inserted into the drive slot 218 and rotated, causing the fixed sleeve 215 to rotate. Since the internal thread 216 of the fixed sleeve 215 is threadedly connected to the outer wall of the threaded disc 128, the rotating fixed sleeve... The second 215 will move it axially along the turbocharger main shaft 124, thereby driving the limiting ring 214 to slide in the limiting groove 212 of the fixed rod 211. When the internal thread 216 disengages from the outer wall of the threaded disc 128, the movable turbine assembly 12 will cause the rectangular block 129 to disengage from the rectangular slot 213, realizing the disassembly structure 2 for quick disassembly or maintenance after the turbocharger main shaft breaks. In addition, it also ensures that in the non-operating state, the pull ring 221 is kept in place by the elastic action of the spring 225, and the arc-shaped insert 223 is embedded in the arc-shaped slot 217 to prevent the fixed sleeve 215 from rotating accidentally and to ensure the stability of the system operation.

[0039] Finally, the following points should be noted: First, in the description of this application, it should be noted that, unless otherwise specified and limited, the terms "installation", "connection" and "linkage" should be interpreted broadly, and can be mechanical or electrical connection, or internal connection between two components, or direct connection. "Up", "down", "left", "right", etc. are only used to indicate relative positional relationship. When the absolute position of the described object changes, the relative positional relationship may change.

[0040] Secondly: The accompanying drawings of the embodiments disclosed in this invention only involve the structures involved in the embodiments disclosed in this invention. Other structures can refer to the general design. In the absence of conflict, the same embodiment and different embodiments of this invention can be combined with each other.

[0041] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A turbocharger main shaft fracture over-rotation protection system for internal combustion engines, comprising a braking structure (1), characterized in that: The outer wall of the braking structure (1) is provided with a disassembly structure (2); The braking structure (1) includes a support assembly (11), a turbine assembly (12) is provided at the rear end of the support assembly (11), a plurality of limiting components (13) are provided in a ring array at the front end of the turbine assembly (12), and a deceleration component (14) is provided at the rear of the turbine assembly (12). The disassembly structure (2) includes a connecting component (21), and a protective component (22) is provided at the front end of the connecting component (21).

2. The over-rotation protection system for a turbocharger main shaft fracture according to claim 1, characterized in that: The support assembly (11) includes a guide vane support (111). Multiple turbine guide vanes (112) are fixedly connected to the outer wall of the guide vane support (111) in an annular array. A limiting annular groove (113) is formed on the inner wall of the guide vane support (111). An installation groove (114) is formed at the rear end of the inner wall of the limiting annular groove (113). Multiple gears (115) are fixedly connected to the rear end of the inner wall of the installation groove (114) in an annular array.

3. The over-rotation protection system for main shaft fracture of an internal combustion engine turbocharger according to claim 2, characterized in that: The guide vane support (111) has a groove (116) at its rear end.

4. The over-rotation protection system for main shaft fracture of an internal combustion engine turbocharger according to claim 1, characterized in that: The turbine assembly (12) includes a turbine disk (121). A fish-mouth protrusion structure (122) is fixedly connected to the left end of the turbine disk (121). The outer wall of the left end of the turbine disk (121) and the fish-mouth protrusion structure (122) is movably connected to the inner wall of the groove (116). Multiple turbine blades (123) are fixedly connected to the outer wall of the turbine disk (121) in an annular array. A turbocharger main shaft (124) is fixedly connected to the inner wall of the turbine disk (121). A grate disk (126) is provided on the outer wall of the turbocharger main shaft (124). Multiple disk cavity air inlets (127) extending to the right end are opened in an annular array at the left end of the grate disk (126) and connected to the disk cavity air supply pipeline. A threaded disk (128) is fixedly connected to the right end of the turbocharger main shaft (124). A rectangular block (129) is fixedly connected to the right end of the threaded disk (128).

5. The over-rotation protection system for main shaft fracture of an internal combustion engine turbocharger according to claim 1, characterized in that: The limiting component (13) includes two support plates (131). A stabilizing plate (132) is fixedly connected to the side of the two support plates (131) that is far apart from each other. The front side of the stabilizing plate (132) is fixedly connected to the left end of the turbine disk (121). A second mounting groove (133) is opened on the side of the two support plates (131) that is close to each other. A sliding rod (134) is fixedly connected to the upper and lower sides of the inner wall of the second mounting groove (133). A sliding sleeve (135) is movably connected to the upper side of the outer wall of the sliding rod (134). A spring (136) is sleeved on the lower side of the outer wall of the sliding rod (134). A connecting block (137) is fixedly connected to the side of the two sliding sleeves (135) that is close to each other.

6. The over-rotation protection system for main shaft fracture of an internal combustion engine turbocharger according to claim 5, characterized in that: The top of the connecting block (137) is fixedly connected to a trapezoidal block (138). The outer wall of the trapezoidal block (138) is movably connected to the inner wall of the guide vane support (111) and the inner wall of the limiting ring groove (113). A limiting groove (139) is opened on the front side of the trapezoidal block (138). Column slots (130) are opened on the left and right sides of the rear side of the inner wall of the limiting groove (139).

7. The over-rotation protection system for a turbocharger main shaft fracture according to claim 6, characterized in that: The inner wall of the limiting groove (139) is movably connected to a protrusion (1301). The front side of the protrusion (1301) is fixedly connected to a plurality of stabilizing plates (132) in an arc-shaped array. The left and right sides of the rear side of the protrusion (1301) are fixedly connected to insert rods (1303). The rear side of the outer wall of the insert rod (1303) is movably connected to the inner wall of the column slot (130). The front side of the outer wall of the insert rod (1303) is fitted with a spring (1304).

8. The over-rotation protection system for main shaft fracture of an internal combustion engine turbocharger according to claim 1, characterized in that: The deceleration assembly (14) includes a circular sleeve (141). The inner wall of the circular sleeve (141) is provided with an installation ring groove (142). Multiple deceleration friction plates (143) are fixedly connected in a ring array at the right end of the inner wall of the installation ring groove (142). A movable disk (144) is movably connected to the inner wall of the installation ring groove (142). A beveled disk (145) is fixedly connected to the right end of the movable disk (144). The outer wall of the beveled disk (145) is movably connected to the outer wall of the multiple deceleration friction plates (143). A fixed sleeve (146) is fixedly connected to the right end of the beveled disk (145). A booster spindle (147) is fixedly connected to the left end of the movable disk (144). The outer walls of the booster spindle (147) and the fixed sleeve (146) are movably connected to the inner wall of the circular sleeve (141).

9. The over-rotation protection system for a turbocharger main shaft fracture according to claim 1, characterized in that: The connecting assembly (21) includes a fixing rod (211), the outer wall of which has a limiting groove two (212), the front end of which has a rectangular slot (213), the rear end of which is fixedly connected to the right end of the inclined plate (145), the outer wall of which is movably connected to the inner wall of the fixing sleeve one (146), and the outer wall of the limiting groove two (212) is movably connected to a limiting ring (214). The outer wall of the fixed sleeve is fixedly connected to the fixed sleeve 2 (215). The inner wall of the fixed sleeve 2 (215) has an internal thread (216) on the front side. The front end of the fixed sleeve 2 (215) has a ring array of multiple arc-shaped slots (217). The outer wall of the fixed sleeve 2 (215) has a ring array of multiple drive slots (218). The inner wall of the internal thread (216) is threaded to the outer wall of the threaded disc (128). The inner wall of the rectangular slot (213) is movably connected to the outer wall of (219).

10. The over-rotation protection system for a turbocharger main shaft fracture according to claim 1, characterized in that: The protective component (22) includes a pull ring (221). A movable ring (222) is fixedly connected to the front end of the pull ring (221). The front end of the movable ring (222) is movably connected to the front end of the fixed sleeve (215). A plurality of arc-shaped inserts (223) are fixedly connected to the front end of the movable ring (222) in an annular array. The outer wall of the arc-shaped inserts (223) is movably connected to the inner wall of the arc-shaped slot (217). A plurality of limiting rods (224) are fixedly connected to the rear end of the pull ring (221) in an annular array. A spring (225) is sleeved on the front side of the outer wall of the limiting rod (224). A four-hole fixing sleeve (226) is movably connected to the rear side of the outer wall of the plurality of limiting rods (224). The inner wall of the four-hole fixing sleeve (226) is fixedly connected to the outer wall of the turbocharger main shaft (124). The inner wall of the pull ring (221) is movably connected to the outer wall of the turbocharger main shaft (124).

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