A turbocharger assembly suitable for use in a rotor engine of a low altitude aircraft

Abstract

A turbocharger assembly suitable for low-altitude aircraft rotor engine belongs to the technical field of low-altitude aircraft rotor engine exhaust system, characterized in that: it comprises a volute and a pressure shell, an intermediate assembly is arranged between the volute and the pressure shell, a pneumatic actuator is arranged below the front end of the pressure shell, the pneumatic actuator is connected with a waste gas bypass mechanism, a rubber tube two and a rubber tube four are connected with the pressure shell, and a pressure relief valve and a pressure relief channel are integrated, a rubber tube one is connected with the pneumatic actuator, the outer ends of the rubber tube one, the rubber tube two and the rubber tube four are connected with a pressure control valve, valves one, two and three are connected with the pressure control valve, the small volume, light mass, compact structure, redundant control, safe and reliable turbocharger scheme meets the requirements of high power-to-weight ratio, high performance, miniaturization, light weight, compactness, redundant control and other requirements of the whole machine, so as to ensure the safe and efficient operation of the low-altitude aircraft.

Description

Technical Field

[0001] This invention belongs to the technical field of exhaust systems for rotary engines used in low-altitude aircraft, and specifically relates to a turbocharger assembly suitable for rotary engines of low-altitude aircraft. Background Technology

[0002] Common multi-rotor turbocharged engines employ an independent turbocharger arrangement for each cylinder. For example, a twin-rotor turbocharged engine has two turbochargers. This arrangement results in a large volume, heavy weight, complex structure, complex control, and a low power-to-weight ratio. Furthermore, the turbocharger operation control lacks redundancy design. In the event of a malfunction, the turbocharger cannot continue to operate normally, leading to low engine performance or even functional failure. This, in turn, affects the normal flight of the aircraft or reduces its range. Rotary engines commonly use an independent external circulation pressure relief pipeline for pressure relief after pressurization. This requires a large layout space, long pipelines, and a large volume, resulting in poor pressure relief response. Summary of the Invention

[0003] The purpose of this invention is to enable dual rotors to share a single turbocharger, reducing the number, weight, and volume of turbochargers, making the engine exhaust side more compact, thus contributing to overall engine weight reduction. Simultaneously, it effectively reduces exhaust interference between the two rotors, improving overall engine performance. This invention (the invention itself) integrates an internal circulation post-pressure relief scheme within the pressure casing, eliminating the need for a separate, complex pressure relief pipeline, shortening the post-pressure relief pipeline, resulting in a more compact structure. It also prevents a single control system failure from causing the turbocharger to malfunction, improving the turbocharger's operational safety margin, and ensuring safer and more efficient operation of the entire engine. The technical solution is as follows: A turbocharger assembly suitable for a rotor engine of a low-altitude aircraft is characterized by comprising a vortex housing 1 and a pressure housing 5, with an intermediate assembly 3 between the vortex housing 1 and the pressure housing 5, a pneumatic actuator 4 located below the front end of the pressure housing 5, the pneumatic actuator 4 being connected to an exhaust gas bypass mechanism 2, hoses 2 and 4 being connected to the pressure housing 5, and a pressure relief valve 16 and a pressure relief channel 19 being integrated therein, hose 1 being connected to the pneumatic actuator 4, and the outer ends of hose 1, hose 2, and hose 4 being connected to a pressure control valve 15, with valve 10, valve 2, and valve 3 connected to the pressure control valve 15.

[0004] The beneficial effects of this invention are as follows: The split-type dual-flow-channel volute housing allows two rotors to share a single turbocharger assembly, reducing the number, weight, and volume of turbochargers. This makes the exhaust-side structure of the rotary engine simpler and more compact, effectively reducing the overall weight and improving the power-to-weight ratio. It also effectively reduces exhaust interference between rotors, significantly improving the engine's power and fuel economy. Furthermore, the volute housing integrates exhaust temperature sensor mounting holes, allowing for a more rational arrangement of exhaust sensors and more accurate measurements, providing crucial information for the system to determine whether the rotary engine is operating normally.

[0005] The turbocharger operates with redundant control achieved through the cooperation of pneumatic actuators and pressure control valves. It also has strong anti-electromagnetic interference capabilities, which improves the safety margin of the turbocharger assembly. It is especially suitable for aircraft use. Furthermore, the pressure control valve integrates the functions of three solenoid valves (one for controlling the pressure relief valve and two for controlling the pneumatic actuators), resulting in a high degree of integration. This reduces the number of rotor engine components and makes the turbocharger control system more streamlined.

[0006] The pressure casing integrates a mechanical pressure relief valve and a post-pressure relief channel, enabling internal recirculation pressure relief to the pressure casing intake port after boosting. The structure is compact, the pressure relief path is short, which improves the pressure relief response, reduces the high-pressure impact on components such as the turbocharger and post-pressure pipeline, and improves the reliability of the rotary engine.

[0007] The oil inlet on the intermediate assembly is inclined upwards, which can solve the problem of insufficient installation space caused by the obstruction of the volute flow channel and improve the assembly processability. Attached Figure Description

[0008] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is the left view of the present invention; Figure 3 This is a cross-sectional view of the lower end AA of the vortex shell 1 of the present invention; Figure 4 This is a cross-sectional view of the pressure shell 5BB of the present invention; In the diagram: 1. Vortex housing; 2. Exhaust gas bypass mechanism; 3. Intermediate assembly; 4. Pneumatic actuator; 5. Pressure housing; 6. Hose 1; 7. Hose 2; 8. Valve 2; 9. Valve 3; 10. Hose 3; 11. Hose 4; 12. Exhaust temperature sensor mounting hole; 13. Oil inlet; 14. Pressure control valve; 15. Pressure relief valve; 16. Dual flow channel; 17. Pressure housing outlet; 18. Pressure relief channel; 19. Pressure housing inlet; 20. Detailed Implementation

[0009] Reference Figure 1The turbocharger assembly for a rotor engine of a low-altitude aircraft is characterized by comprising a vortex housing 1 and a pressure housing 5, with an intermediate assembly 3 between the vortex housing 1 and the pressure housing 5, a pneumatic actuator 4 located below the front end of the pressure housing 5, the pneumatic actuator 4 being connected to an exhaust bypass mechanism 2, hoses 2 and 4 being connected to the pressure housing 5, and a pressure relief valve 16 and a pressure relief channel 19 being integrated thereon, hose 1 being connected to the pneumatic actuator 4, and the outer ends of hoses 1 and 6, hoses 2 and 4 being connected to a pressure control valve 15, with valves 10, 8, and 9 connected to the pressure control valve 15.

[0010] The vortex housing 1 adopts a split dual-flow channel 17 structure. The front half of the vortex housing 1 consists of two separate independent flow channels, which realizes the connection and flow guidance of the dual rotors. Each independent flow channel is equipped with an exhaust temperature sensor mounting hole 13 to accurately monitor the exhaust temperature in that flow channel. The rear half consists of two coupled flow channels to form a dual-flow channel 17 structure, which reduces exhaust interference of the dual rotor engine and improves the performance of the turbocharger. This arrangement realizes that the dual rotors share a single turbocharger, simplifies the exhaust side structure of the rotor engine, effectively reduces the overall weight, and improves the power-to-weight ratio.

[0011] A positive pressure pneumatic actuator 4 is configured to work in conjunction with a pressure control valve 15 to control the opening of the exhaust bypass mechanism 2, thereby controlling the turbocharger to operate as needed. The pressure control valve 15 integrates three solenoid valves (valve 10 controls the pressure relief valve 16, and valves 8 and 9 control the pneumatic actuator 4), which are connected in parallel. Valve 10 is a two-position, normally closed solenoid valve, connected to the pressure relief valve 16 via hose 7. The duty cycle signal input from the ECU controls the operation of valve 10, thereby controlling the operation of the pressure relief valve 16. Valves 2 and 9 are two-position, three-way solenoid valves, connected to the pneumatic actuator 4 via hose 6, and connected to the pressure housing outlet 18 via hose 4 to obtain the boosted pressure. The duty cycle signal input by the ECU controls the pressure distribution of the boosted pressure to the pneumatic actuator 4 (0 ≤ actuator pressure ≤ boosted pressure), thereby controlling the pneumatic actuator 4 to operate as needed, which in turn controls the opening of the exhaust bypass mechanism 2, ultimately achieving on-demand control of the turbocharger. Both valve 2 (8) and valve 3 (9) can independently control the pneumatic actuator 4. Valve 2 (8) and valve 3 (9) are connected by hose 3 (11). Valve 2 (8) takes priority in controlling the pneumatic actuator 4 (at which time valve 3 (9) does not operate). If valve 2 (8) malfunctions and does not operate, the system activates valve 3 (9) to continue controlling the pneumatic actuator 4, thus achieving redundant control of the turbocharger.

[0012] A mechanical pressure relief valve 16 and a pressure relief channel 19 are integrated near the pressure shell outlet 18 of the pressure shell 5. The pressure relief valve 16 is connected to the pressure control valve 15 via a hose 7. When the system detects that the pressure is too high after boosting, the ECU sends a duty cycle signal to the pressure control valve 15, which opens and connects one end of the pressure relief valve 16 to the atmosphere, establishing a pressure difference. When the boosted pressure is greater than the opening pressure of the pressure relief valve 16, the pressure relief valve 16 opens, and the pressure inside the pressure shell outlet 18 is relieved through the pressure relief channel 19 inside the pressure shell, achieving internal circulation pressure relief to the pressure shell inlet 20. When the boosted pressure drops to a safe threshold, the pressure control valve 15 is de-energized and stops working, and the pressure relief valve 16 closes to maintain pressure. This arrangement is compact, with a short pressure relief path, improving pressure relief responsiveness. At the same time, it protects the related parts of the rotary engine and improves the reliability of the rotary engine.

[0013] The oil inlet 14 on the intermediate body assembly 3 is inclined upward, which can solve the problem of insufficient installation space caused by the obstruction of the volute flow channel and improve the assembly processability.

[0014] Of course, the above description is not intended to limit the present invention, and the present invention is not limited to the examples given above. Any changes, modifications, additions or substitutions made by those skilled in the art within the scope of the present invention should also fall within the protection scope of the present invention.

Claims

1. A turbocharger assembly suitable for a rotary engine of a low-altitude aircraft, characterized in that: Includes a vortex housing (1) and a pressure housing (5). An intermediate assembly (3) is provided between the vortex housing (1) and the pressure housing (5). A pneumatic actuator (4) is provided below the front end of the pressure housing (5). The pneumatic actuator (4) is connected to an exhaust gas bypass mechanism (2). A second hose (7) and a fourth hose (12) are connected to the pressure housing (5), and a pressure relief valve (16) and a pressure relief channel (19) are integrated. A first hose (6) is connected to the pneumatic actuator (4). The outer ends of the first hose (6), the second hose (7), and the fourth hose (12) are connected to a pressure control valve (15). A first valve (10), a second valve (8), and a third valve (9) are connected to the pressure control valve (15).

2. The turbocharger assembly for a low-altitude aircraft rotary engine according to claim 1, characterized in that: The vortex shell (1) adopts a split dual-channel (17) structure. The front half of the vortex shell (1) consists of two independent channels, with a temperature sensor mounting hole (13) arranged on each independent channel. The rear half consists of two coupled channels, forming the dual-channel (17) structure.

3. The turbocharger assembly for a low-altitude aircraft rotary engine according to claim 1, characterized in that: The positive pressure pneumatic actuator (4) and the pressure control valve (15) control the opening and closing of the waste gas bypass mechanism (2).

4. A turbocharger assembly for a low-altitude aircraft rotary engine according to claim 3, characterized in that: The pressure control valve (15) is equipped with valve one (10), valve two (8) and valve three (9), which are connected in parallel.

5. A turbocharger assembly for a low-altitude aircraft rotary engine according to claim 4, characterized in that: The valve one (10) is a two-position two-way normally closed solenoid valve, which is connected to the pressure relief valve (16) through the hose two (7). The valve one (10) is controlled to work by the duty cycle signal input by the ECU, which in turn controls the pressure relief valve (16) to work. The valve two (8) and the valve three (9) are two-position three-way solenoid valves, which are connected to the pneumatic actuator (4) through the hose one (6) and connected to the air outlet (18) of the pressure shell through the hose four (12).

6. A turbocharger assembly for a low-altitude aircraft rotary engine according to claim 4, characterized in that: Both valve 2 (8) and valve 3 (9) can independently control the pneumatic actuator (4), and valve 2 (8) and valve 3 (9) are connected by hose 3 (11).

7. A turbocharger assembly for a low-altitude aircraft rotary engine according to claim 1, characterized in that: A mechanical pressure relief valve (16) is provided above the air outlet (18) of the pressure shell (5). A pressure relief channel (19) is provided inside the pressure shell (5). The pressure relief channel (19) connects the air outlet (18) of the pressure shell and the air inlet (20) of the pressure shell. The pressure relief valve (16) controls the opening and closing. The pressure relief valve (16) is connected to the pressure control valve (15) through the second rubber hose (7).

8. A turbocharger assembly for a low-altitude aircraft rotary engine according to claim 1, characterized in that: The oil inlet (14) on the intermediate assembly (3) is arranged at an upward angle.

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