Turbocharger high-low cycle fatigue test system

Abstract

The utility model discloses a turbocharger high-low cycle fatigue test system, which relates to the field of electromechanical technology and comprises an air inlet pipeline, a multi-way valve and a combustion chamber which are sequentially connected, an air compressor is mounted at one end of the air inlet pipeline far away from the multi-way valve, and an air outlet pipeline is arranged at one end of the combustion chamber far away from the multi-way valve. A three-way pipe fitting is installed at the end, away from the combustion chamber, of the air outlet pipeline, control valves are connected to the other two ends of the three-way pipe fitting, a turbocharger is connected to the ends, away from the three-way pipe fitting, of the control valves, and an air outlet valve is installed at the end, away from the control valves, of the turbocharger. Therefore, the control valve is used for guiding the high-temperature waste gas generated by the combustion chamber to reach different turbochargers according to a certain frequency, so that the multiple turbochargers can participate in an experiment together, and the experiment efficiency is improved.

Description

Technical Field

[0001] The utility model belongs to the field of electromechanical technology, and in particular relates to a high and low cycle fatigue test system for a turbocharger. Background Art

[0002] In the compressor performance test of the turbocharger, the compressor performance test is carried out according to the equivalent speed under standard environmental conditions, and the compressor equivalent parameters are calculated according to formula (4) and formula (5) in GB / T 23341.1-2018. The equivalent speed range of the turbocharger is converted from the maximum allowable speed to the low speed, or from the low speed to the maximum allowable speed into 7 equivalent speed lines. The equivalent speed can be divided into 530m / s, 480m / s, 440m / s, 380m / s, 320m / s, 240m / s, and 160m / s according to the linear speed of the turbocharger impeller. For compressors with special requirements, it is allowed to expand the range of the equivalent speed line of the turbocharger, or to conduct tests on more than 7 equivalent speed lines. The test is carried out by hot blowing from an external air source, and the opening and closing of the turbine inlet are controlled by pneumatic components to realize the high and low working condition conversion of the turbocharger.

[0003] However, the existing test bench can only control one turbocharger at a time for testing, which leads to low experimental efficiency. Utility Model Content

[0004] In view of the above defects, the purpose of the utility model is to provide a turbocharger high and low cycle fatigue test system, aiming to solve the problem of low turbocharger test efficiency in the prior art.

[0005] In order to solve the above technical problems, the technical solution of the utility model is:

[0006] A turbocharger high and low cycle fatigue test system comprises an intake pipe, a multi-way valve and a combustion chamber connected in sequence, an air compressor is installed at one end of the intake pipe away from the multi-way valve, an outlet pipe is provided at one end of the combustion chamber away from the multi-way valve, a three-way pipe fitting is installed at one end of the outlet pipe away from the combustion chamber, the other two ends of the three-way pipe fitting are connected to control valves, one end of the control valve away from the three-way pipe fitting is connected to a turbocharger, and an outlet valve is installed at one end of the turbocharger away from the control valve.

[0007] Among them, the control valve includes a fixed plate installed on a three-way pipe fitting, a driving cylinder and a swing arm are installed on one side of the fixed plate, and a sealing plug is provided on the other side of the fixed plate, one end of the driving cylinder is hinged to the fixed plate, the telescopic end of the driving cylinder is hinged to one end of the swing arm, the other end of the swing arm is rotatably connected to the fixed plate, and the sealing plug is located inside the pipe of the three-way pipe fitting, and the sealing plug is connected to the swing arm.

[0008] Among them, the turbine end of the turbocharger includes an exhaust gas inlet and an exhaust gas outlet, the exhaust gas inlet is connected to the control valve, the exhaust gas outlet is connected to a recovery pipe, a cooling mechanism is installed at one end of the recovery pipe away from the turbocharger, and a high-temperature resistant exhaust hose is installed at one end of the cooling mechanism away from the recovery pipe.

[0009] The cooling mechanism is provided with an interlayer and an exhaust gas cavity inside, the exhaust gas cavity is connected to a recovery pipe, the interlayer is arranged around the exhaust gas cavity, and a liquid inlet and a liquid outlet connected to the interlayer are installed on the side wall of the cooling mechanism.

[0010] Wherein, the recovery pipe is a three-way pipe, both ends of the recovery pipe are respectively connected to the exhaust gas outlets of two turbochargers, and the other end of the recovery pipe is connected to the cooling mechanism.

[0011] Wherein, an exhaust pipe is installed between the exhaust valve and the turbocharger, and a sensor component is installed on the side wall of the exhaust pipe.

[0012] The detection components and sensor components include but are not limited to temperature sensors, flow sensors, and pressure sensors.

[0013] Among them, the high and low cycle fatigue test system also includes a support frame, which includes a base, a first support column, a second support column and a crossbeam. The first support column and the second support column are vertically arranged on the base, the crossbeam is located between the first support column and the second support column, and a fixed column is installed between the combustion chamber and the crossbeam.

[0014] After adopting the above technical solution, the beneficial effects of the utility model are:

[0015] First, control valves are used to guide the high-temperature exhaust gas generated in the combustion chamber to reach different turbochargers at a certain frequency, so that multiple turbochargers can participate in the experiment together, improving the experimental efficiency.

[0016] Secondly, by utilizing the cooperation of the driving cylinder, the swing arm and the sealing plug, the control valve can still be opened and closed quickly under the conditions of high pressure, high flow rate and high temperature exhaust gas. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is the structural diagram of the high and low cycle fatigue test system;

[0018] Figure 2 It is the structural diagram of the control valve;

[0019] Figure 3 It is the structural diagram when the control valve is closed;

[0020] Figure 4This is the structural diagram when the control valve is opened;

[0021] Figure 5 Front view of the high and low cycle fatigue test system;

[0022] Figure 6 Main view of the recovery pipeline;

[0023] Figure 7 It is a structural diagram of the cooling mechanism.

[0024] In the figure: 1-turbocharger, 21-intake pipe, 22-multi-way valve, 23-combustion chamber, 24-exhaust pipe, 25-detection component, 26-exhaust valve, 3-air compressor, 4-tee pipe fitting, 41-first end, 42-second end, 43-third end, 5-control valve, 51-fixed plate, 52-drive cylinder, 53-swing arm, 54-sealing plug, 6-recovery pipe, 7-cooling mechanism, 71-interlayer, 72-exhaust gas chamber, 73-liquid inlet, 74-liquid outlet, 8-heat-resistant hose, 9-exhaust pipe, 91-sensor assembly, 10-support frame, 101-base, 102-first support column, 103-second support column, 104-crossbeam, 105-fixed column. DETAILED DESCRIPTION

[0025] The utility model is further described below in conjunction with the accompanying drawings.

[0026] The orientations mentioned in this specification are based on the orientations of the high and low cycle fatigue test system of the turbocharger 1 of the utility model during normal operation, and do not limit the orientations during storage and transportation. They only represent relative positional relationships, not absolute positional relationships.

[0027] Embodiment 1:

[0028] like Figure 1-4 As shown, this scheme provides a high- and low-cycle fatigue test system for a turbocharger 1, and its working principle is to distribute the high-temperature exhaust gas generated by the combustion in the combustion chamber 23 to different turbochargers 1 according to a certain frequency cycle, so that this experimental system can perform simulation experiments on multiple turbochargers 1. To this end, the high- and low-cycle fatigue test system includes an intake pipe 21, a multi-way valve 22 and a combustion chamber 23 connected in sequence, and an air compressor 3 is installed at one end of the intake pipe 21 away from the multi-way valve 22, and an outlet pipe 24 is provided at one end of the combustion chamber 23 away from the multi-way valve 22. The compressed air generated by the air compressor 3 enters the combustion chamber 23 along the intake pipe 21 and the multi-way valve 22, and at the same time, natural gas also enters the combustion chamber 23 through the pipeline. After the ignition operation is completed, the natural gas burns violently in the combustion chamber 23 and generates high-temperature exhaust gas. In order to facilitate the monitoring of the flow rate, temperature and pressure of the high-temperature exhaust gas, a detection component 25 is installed on the side wall of the outlet pipe 24.

[0029] In order to distribute the high-temperature exhaust gas to different turbochargers 1, a three-way pipe fitting 4 is installed at one end of the outlet pipe 24 away from the combustion chamber 23, and the other two ends of the three-way pipe fitting 4 are connected to control valves 5, and the end of the control valve 5 away from the three-way pipe fitting 4 is connected to the turbocharger 1, and the end of the turbocharger 1 away from the control valve 5 is installed with an outlet valve 26. The three-way pipe fitting 4 includes a first end 41, a second end 42 and a third end 43, wherein the first end 41 is connected to the outlet pipe 24 for guiding the high-temperature exhaust gas to enter. The second end 42 and the third end 43 are both connected to the control valve 5, the purpose of which is to facilitate the control of the flow direction of the high-temperature exhaust gas. In this solution, the second end 42 and the third end 43 are distributed up and down. For the convenience of description, the control valve 5 connected to the second end 42 in this solution is the upper valve, and the control valve 5 connected to the third end 43 is the lower valve. When the upper valve is opened, the lower valve connected to the third end 43 is in a closed state. At this time, the high-temperature exhaust gas reaches the upper valve along the second end 42, and then reaches the turbocharger 1 above the test system through the upper valve. The turbocharger 1 starts working at the compressor end driven by the high-temperature exhaust gas, and the outlet of the compressor end enters and discharges compressed air. At this time, it is only necessary to connect the airflow detection equipment to the outlet of the compressor end to measure various data of the compressed air. After the upper valve is opened for a certain period of time, the upper valve is closed and the lower valve is opened. The high-temperature exhaust gas enters the turbine end of the turbocharger 1 below along the third end 43 and the lower valve, and drives the turbocharger 1 to start working.

[0030] Through the above cycle, the system realizes the function of driving and testing different turbochargers 1 at the same time, thereby speeding up the experimental efficiency and providing a guarantee for accelerating subsequent research and improvement.

[0031] Since the high-temperature exhaust gas has an extremely fast flow rate and a large pressure, it is difficult for an ordinary control valve 5 to be opened and closed in time. For this reason, the control valve 5 includes a fixed plate 51 installed on the three-way pipe fitting 4, and a driving cylinder 52 and a swing arm 53 are installed on the side wall of the fixed plate 51. One end of the driving cylinder 52 is hinged to the fixed plate 51, and the telescopic end of the driving cylinder 52 is hinged to one end of the swing arm 53. The other end of the swing arm 53 is rotatably connected to the fixed plate 51. A sealing plug 54 is provided on the side of the fixed plate 51 away from the swing arm 53. The sealing plug 54 is located inside the pipe of the three-way pipe fitting 4, and the sealing plug 54 is connected to the swing arm 53. The driving cylinder 52 will push the swing arm 53 to swing during the extension and retraction process, and the swing arm 53 will drive the sealing plug 54 to reciprocate during the swinging process. When the sealing plug 54 completely covers the inner cavity of the three-way pipe fitting 4 during the rotation process, one end of the three-way pipe fitting 4 is in a closed state; and when the plane where the sealing plug 54 is located is parallel to the length direction of the pipeline cavity, the control valve 5 is in a fully open state. Preferably, the sealing plug 54 is a heat-resistant circular plate arranged in cooperation with the inner cavity of the three-way pipe fitting 4.

[0032] For the convenience of description, the operation steps of this scheme are as follows:

[0033] Install the supercharger that has passed the inspection on the test bench and install all connecting pipes.

[0034] Step 1: Turn on the lubricating oil pump and control the lubricating oil parameters;

[0035] Step 2: Open the external air source (air compressor 3) to perform cold blowing for 5 minutes, check that there is no leakage of air or oil at each connection part, and that there is no abnormal sound when the turbocharger 1 is running;

[0036] Step 3: Adjust the speed of turbocharger 1 to make the turbocharger reach the ignition condition, ignite the turbocharger for hot blowing, gradually adjust the turbocharger condition to the calibration point speed or the corresponding condition of the engine calibration point, run for 5 minutes to check whether the turbocharger operates normally, whether there is any air leakage or oil leakage, and whether the sound is normal;

[0037] Step 4: Turn on the control unit and check whether the starting element is stuck. If everything is normal, the test will officially start and the number of cycles will be recorded in real time.

[0038] Step 5: After the test, turn off the flame of the back frame, use a cold air source to cool the supercharger, and turn off the lubricating oil after the supercharger stops running.

[0039] Since the high-temperature exhaust gas produced by natural gas combustion contains a large amount of water and carbon dioxide, in order to prevent safety accidents, it is necessary to discharge it safely to the outside. Figure 5-7As shown, the turbine end of the turbocharger 1 includes an exhaust gas inlet and an exhaust gas outlet, the exhaust gas inlet is connected to a control valve 5, the exhaust gas outlet is connected to a recovery pipe 6, the end of the recovery pipe 6 away from the turbocharger 1 is installed with a cooling mechanism 7, and the end of the cooling mechanism 7 away from the recovery pipe 6 is installed with a high temperature resistant exhaust hose 8. The high temperature exhaust gas enters the turbine end of the turbocharger 1 through the exhaust gas inlet, and then enters the recovery pipe 6 through the exhaust gas outlet. After being cooled by the cooling mechanism 7, the temperature of the high temperature exhaust gas is reduced to a safe value, and then reaches the outside along the exhaust hose 8.

[0040] Preferably, the cooling mechanism 7 is provided with an interlayer 71 and an exhaust gas cavity 72, the exhaust gas cavity 72 is communicated with the recovery pipe 6, the interlayer 71 is arranged around the exhaust gas cavity 72, and a liquid inlet 73 and a liquid outlet 74 connected with the interlayer 71 are installed on the side wall of the cooling mechanism 7. The liquid inlet 73 and the liquid outlet 74 are both connected to the liquid cooling mechanism, and the cooling medium in the liquid cooling mechanism reaches the interlayer 71 through the liquid inlet 73, and after the heat exchange with the high-temperature exhaust gas is completed, it will return to the liquid cooling mechanism through the liquid outlet 74 for cooling again, thereby realizing recycling.

[0041] Preferably, the recovery pipe 6 is a three-way pipe, the two ends of the recovery pipe 6 are respectively connected to the exhaust gas outlets of the two turbochargers 1, and the other end of the recovery pipe 6 is connected to the cooling mechanism 7. This design ensures that the high-temperature exhaust gas discharged by the two turbochargers 1 is received by the recovery pipe 6.

[0042] In order to measure various data of the compressed air discharged from the compressor end, an exhaust pipe 9 is installed between the outlet valve 26 and the turbocharger 1 , and a sensor component 91 is installed on the side wall of the exhaust pipe 9 .

[0043] Preferably, the detection component 25 and the sensor component 91 both include but are not limited to a temperature sensor, a flow sensor, and a pressure sensor.

[0044] In order to facilitate the support of the entire experimental system, the high and low cycle fatigue test system also includes a support frame 10, which includes a base 101, a first support column 102, a second support column 103 and a crossbeam 104. The first support column 102 and the second support column 103 are vertically arranged on the base 101, and the crossbeam 104 is located between the first support column 102 and the second support column 103. A fixed column 105 is installed between the combustion chamber 23 and the crossbeam 104.

[0045] In summary, this solution has the following advantages: First, the control valve 5 is used to guide the high-temperature exhaust gas generated by the combustion chamber 23 to reach different turbochargers 1 at a certain frequency, so that multiple turbochargers 1 can participate in the experiment together, improving the experimental efficiency. Second, by using the cooperation of the driving cylinder 52, the swing arm 53 and the sealing plug 54, the control valve 5 can still be quickly opened and closed in the case of high-pressure, high-flow rate high-temperature exhaust gas.

[0046] The present invention is not limited to the above-mentioned specific implementation modes. Various changes made by ordinary technicians in this field based on the above-mentioned concepts without creative work are all within the protection scope of the present invention.

Claims

1. A turbocharger high and low cycle fatigue test system, characterized in that: The invention comprises an air intake pipe (21), a multi-way valve (22) and a combustion chamber (23) which are connected in sequence, wherein an air compressor (3) is installed at one end of the air intake pipe (21) away from the multi-way valve (22), an air outlet pipe (24) is provided at one end of the combustion chamber (23) away from the multi-way valve (22), a detection component (25) is installed on the side wall of the air outlet pipe (24), a three-way pipe fitting (4) is installed at one end of the air outlet pipe (24) away from the combustion chamber (23), the other two ends of the three-way pipe fitting (4) are connected to control valves (5), one end of the control valve (5) away from the three-way pipe fitting (4) is connected to a turbocharger (1), and one end of the turbocharger (1) away from the control valve (5) is installed with an air outlet valve (26).

2. The turbocharger high and low cycle fatigue test system according to claim 1, characterized in that: The control valve (5) comprises a fixed plate (51) mounted on a three-way pipe fitting (4); a driving cylinder (52) and a swing arm (53) are mounted on one side of the fixed plate (51); a sealing plug (54) is arranged on the other side of the fixed plate (51); one end of the driving cylinder (52) is hinged to the fixed plate (51); a telescopic end of the driving cylinder (52) is hinged to one end of the swing arm (53); the other end of the swing arm (53) is rotatably connected to the fixed plate (51); the sealing plug (54) is located inside a pipe of the three-way pipe fitting (4); and the sealing plug (54) is connected to the swing arm (53).

3. The turbocharger high and low cycle fatigue test system according to claim 1, characterized in that: An exhaust pipe (9) is installed between the exhaust valve (26) and the turbocharger (1), and a sensor assembly (91) is installed on the side wall of the exhaust pipe (9).

4. The turbocharger high and low cycle fatigue test system according to claim 3, characterized in that: The detection component and the sensor component (91) both include but are not limited to a temperature sensor, a flow sensor, and a pressure sensor.

5. The turbocharger high and low cycle fatigue test system according to claim 1, characterized in that: The high and low cycle fatigue test system further comprises a support frame (10), wherein the support frame (10) comprises a base (101), a first support column (102), a second support column (103) and a crossbeam (104), wherein the first support column (102) and the second support column (103) are vertically arranged on the base (101), the crossbeam (104) is located between the first support column (102) and the second support column (103), and a fixing column (105) is installed between the combustion chamber (23) and the crossbeam (104).

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