Shock absorption and noise reduction device of turbocharger waste gas bypass valve

Abstract

The utility model discloses a shock absorption and noise reduction device of a turbocharger waste gas bypass valve. The shock absorption and noise reduction device is a shock absorption and noise reduction element which has certain elasticity and can clamp an actuator push rod, a crank and a shaft pin in the middle. Comprising a baffle pressed on the surface of the actuator push rod, a pressing plate pressed on the surface of the crank and a third bending area for elastically connecting the baffle with the bottom of the pressing plate. A limiting ring capable of surrounding the E-shaped clamp spring is arranged in the middle of the baffle, the middle of the top of the baffle is bent in the direction away from the actuator push rod to form a first bent area, the two sides of the top of the baffle extend upwards to form two extending arms, and the ends of the extending arms are bent in the direction towards the actuator push rod to form second bent areas. The high-frequency noise reduction device can reduce high-frequency noise generated by mechanical vibration of the actuator push rod, the shaft pin and the crank, and meanwhile has the advantages of being simple in structure, convenient and fast to install, stable in operation under the high-temperature working condition, long in service life and low in failure rate.

Description

Technical Field

[0001] The utility model relates to a shock absorption and noise reduction device for an exhaust gas bypass valve of a turbocharger. Background Art

[0002] With the improvement of household automobile technology, turbocharged engines are increasingly applied to household automobiles due to their performance characteristics. An exhaust gas bypass valve is provided on a turbocharged engine to prevent over-boosting during the boosting process of the engine and avoid damage caused by too high engine speed. This device realizes its function through components such as an exhaust gas bypass valve vacuum actuator, an actuator push rod, and a bypass valve cover. When the boosting pressure exceeds a predetermined value, the air pressure will push the actuator diaphragm to compress the spring and then push the actuator push rod, and the bypass valve cover is opened through a linkage structure to guide part of the exhaust gas directly into the exhaust pipe, reducing the amount and pressure of the exhaust gas pushing the turbine, reducing the turbine speed, and thus controlling the boosting pressure.

[0003] As Figure 1 is a schematic diagram of the control linkage mechanism of the exhaust gas bypass valve of the turbocharger. The exhaust gas bypass valve vacuum actuator 6 is fixed on the turbocharger through a bracket 2. One end of the exhaust gas bypass valve vacuum actuator 6 is provided with an actuator push rod 3 that can be pushed and pulled back. The end of the actuator push rod 3 is rotatably connected to the lower end of a crank 4 through the cooperation of a shaft pin 5 and an E-type snap ring 9 (the E-type snap ring 9 is fitted and clamped in the annular groove of the shaft pin 5). The upper end of the crank 4 is connected to a bypass valve cover 8 through a rocker arm 7. The rocker arm 7 is hinged on the turbocharger, so that the crank 4 can swing with its upper end as the hinge point. When the exhaust gas bypass valve vacuum actuator 6 acts, the actuator push rod 3 will be pushed and pulled back, driving the crank 4 to swing with its upper end as the hinge point, and the rocker arm 7 is fixedly connected to the upper end of the crank 4, driving the rocker arm 7 to swing, and realizing the opening and closing of the bypass valve cover 8.

[0004] However, wastegate valves typically generate noise during operation. Wastegate valve noise is one of the most common mechanical noises in turbochargers, primarily due to vibration noise between the actuator pushrod and crank. This is due to a certain tolerance clearance between the actuator pushrod 3, the shaft pin 5, and the crank 4, ensuring the connecting rod structure can rotate normally despite the thermal expansion and contraction of the materials under high-temperature operating conditions of the turbocharger. Under certain operating conditions, turbochargers generate unstable exhaust frequencies. When the bypass valve cover 8 is opened, the unstable exhaust flows through the bypass valve cover 8, causing high-frequency vibrations in the wastegate control linkage. Due to the clearance between the actuator pushrod 3, the shaft pin 5, and the crank 4, the actuator pushrod 3 will collide with the shaft pin 5 and crank 4 at high frequencies, generating mechanical noise. Because this noise has a wide frequency and can be directly transmitted through the air to the cab, it must be suppressed at the source. Furthermore, because the rotational engagement of the shaft pin 5 is a direct metal-to-metal contact fit, prolonged and frequent vibration will not only cause wear on the shaft pin 5 but also further increase noise.

[0005] The solution to the existing wastegate noise is to install a shock-absorbing helical torsion spring between the actuator push rod and the crank shaft, such as patents CN106593622A and CN205805697U, to slow down the high-frequency vibration of the shaft pin and play a role in noise suppression.

[0006] However, the above-mentioned method of installing a shock-absorbing helical torsion spring between the actuator push rod and the crank shaft to reduce the high-frequency vibration of the shaft pin has the following disadvantages: 1) The turbocharger is in an extremely high-temperature working environment for a long time. The shock-absorbing helical torsion spring is easily oxidized and aged due to its small wire diameter, and loses its elasticity or even loosens, resulting in the shock-absorbing helical torsion spring losing its function of reducing the high-frequency vibration of the shaft pin within a short period of installation; 2) The helical torsion spring is unstable in the working environment of the turbocharger where the temperature changes drastically, thereby affecting the shock-absorbing and noise-reducing effect; 3) The installation and fixing process of the helical torsion spring is complicated, and the installation consumes a long time and cost. Utility Model Content

[0007] In order to solve the above technical problems, the utility model provides a vibration and noise reduction device for a turbocharger exhaust bypass valve, which can fundamentally reduce the high-frequency noise generated by the mechanical vibration of the actuator push rod, shaft pin and crank, and has the advantages of simple structure, convenient and quick installation, stable operation under high temperature conditions, long service life and low failure rate.

[0008] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0009] A shock absorption and noise reduction device for a waste gas bypass valve of a turbocharger, which is a shock absorption and noise reduction element with a certain elasticity that can clamp the actuator push rod, the crank and the shaft pin in the middle; it includes a baffle pressing on the surface of the actuator push rod, a pressing plate pressing on the surface of the crank, and a third bending area elastically connecting the bottoms of the baffle and the pressing plate; a limiting ring for surrounding the E-type snap ring is opened in the middle of the baffle, the middle of the top is bent away from the actuator push rod to form a first bending area, both sides of the top extend upward to form two extension arms, and the ends of the extension arms are bent toward the actuator push rod to form a second bending area, and the two extension arms and the second bending area are located on both sides of the crank to clamp the crank.

[0010] A further improvement of the technical solution of the present utility model lies in that: the shock absorption and noise reduction element is integrally formed by a high-temperature resistant elastic material.

[0011] A further improvement of the technical solution of the present utility model lies in that: the distance between the baffle and the pressing plate shrinks from the bottom to the opening position, that is, the bottom distance H1 between the baffle and the pressing plate is greater than the opening distance H2.

[0012] A further improvement of the technical solution of the present utility model lies in that: when the shock absorption and noise reduction element 1 is not installed and stressed, the bottom distance H1 between the baffle and the pressing plate is less than or equal to the thickness h from the bottom surface of the crank to the top surface of the actuator push rod.

[0013] A further improvement of the technical solution of the present utility model lies in that: the inner distance W1 between the two second bending areas is greater than or equal to the width W of the crank.

[0014] Due to the adoption of the above technical solution, the technical progress achieved by the present utility model is:

[0015] The present utility model can fundamentally slow down the high-frequency noise generated by the mechanical vibration of the actuator push rod, the shaft pin and the crank, and at the same time has the advantages of simple structure, convenient and fast installation, stable operation under high-temperature working conditions, long service life and low failure rate.

[0016] After the present utility model is installed, the opening distance between the pressing plate and the baffle changes from H2 to h. Due to the elastic deformation of the third bending area, a clamping force is generated between the pressing plate and the baffle. This clamping force is that one side of the baffle acts on the top surface of the actuator push rod, and the other side of the pressing plate acts on the bottom surface of the crank, suppressing the free movement caused by the gap between the actuator push rod, the shaft pin and the crank, and further suppressing the mechanical noise generated by the high-frequency impact during the operation of the turbocharger.

[0017] The limiting ring of the present utility model just surrounds the outer diameter of the E-type snap ring and presses on the top surface of the actuator push rod, playing a limiting role and preventing the shock absorption and noise reduction element from loosening and falling off during operation.

[0018] The utility model has two symmetrical extension arms and a second bending area, which are just buckled on both sides of the crank after installation to clamp the crank. When the actuator push rod is working, it is pushed forward and pulled back reciprocatingly, and the crank will be torsionally reciprocated along the axial direction of the shaft pin. The vibration-absorbing and noise-reducing element will generate an unstable torsional force along the axial direction of the shaft pin due to the friction force. The limiting relationship between the two symmetrical second bending areas and the crank can suppress the random torsion caused by this unstable torsional force, so that the vibration-absorbing and noise-reducing element can be fixed in an effective working position, and the vibration-absorbing and noise-reducing element can be prevented from loosening and falling off during work.

[0019] Since H2 is smaller than h when the present invention is not installed and subjected to force, during the installation process, it is necessary to use external force to expand the distance between the pressure plate and the baffle for installation. The present invention is provided with a first bending area, which can provide a wedge-shaped inclined surface. During the installation process, the distance between the pressure plate and the baffle can be expanded to achieve the purpose of convenient and quick installation. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 Schematic diagram of a control linkage mechanism of a turbocharger wastegate valve in the background art;

[0021] Figure 2 It is a three-dimensional structural diagram of the utility model;

[0022] Figure 3 This is a schematic diagram of the main structure of the utility model;

[0023] Figure 4 It is a right side structural schematic diagram of the present utility model;

[0024] Figure 5 It is a schematic diagram of the structure of the utility model after installation;

[0025] Figure 6 This utility model Figure 5 Schematic diagram of the local structure;

[0026] Figure 7 This utility model Figure 6 Schematic diagram after sectioning along axis AA;

[0027] Among them, 1. shock-absorbing and noise-reducing element; 101. limiting ring; 102. first bending area; 103. second bending area; 104. pressure plate; 105. third bending area; 106. baffle; 107. extension arm;

[0028] 2. Bracket; 3. Actuator push rod; 4. Crank; 5. Axis pin; 6. Wastegate valve vacuum actuator; 7. Rocker arm; 8. Bypass valve cover; 9. E-type retaining ring. DETAILED DESCRIPTION

[0029] The present invention is further described in detail below with reference to the embodiments:

[0030] A shock absorption and noise reduction device for a waste gas bypass valve of a turbocharger, which is a shock absorption and noise reduction element 1 installed on the top surface of the actuator push rod 3 and the bottom surface of the crank 4. It is an elastic metal part and can be integrally formed with high-temperature resistant elastic materials such as stainless steel or manganese steel. Through the elastic clamping force, the actuator push rod 3, the crank 4 and the shaft pin 5 can be clamped in the middle, inhibiting the free movement caused by the clearance between the actuator push rod, the shaft pin and the crank, and further inhibiting the mechanical noise generated by the high-frequency impact caused by the operation of the turbocharger. It can slow down the noise of the waste gas bypass valve from the source, and at the same time has the advantages of simple structure, convenient and fast installation, stable operation under high-temperature conditions, long service life and low failure rate.

[0031] As Figures 2 - 4 shown, the shock absorption and noise reduction element 1 includes a baffle 106, a pressing plate 104 and a third bending area 105 that elastically connects the bottom of the baffle 106 and the pressing plate 104. After installation, the baffle 106 presses on the surface of the actuator push rod 3, and the pressing plate 104 presses on the surface of the crank 4. As Figure 4 shown, when the shock absorption and noise reduction element 1 is not installed, the distance between the baffle 106 and the pressing plate 104 shrinks from the bottom to the opening position, that is, the bottom distance H1 between the baffle 106 and the pressing plate 104 is greater than the opening distance H2, and H1 is less than or equal to the thickness h from the bottom surface of the crank 4 to the top surface of the actuator push rod 3. As Figure 7 shown, after the shock absorption and noise reduction element 1 is installed, the opening distance between the pressing plate 104 and the baffle 106 changes from H2 to h. Due to the elastic deformation of the third bending area 105, a clamping force is generated between the pressing plate 104 and the baffle 106. This clamping force is that the baffle 106 on one side acts on the top surface of the actuator push rod 3, and the pressing plate 104 on the other side acts on the bottom surface of the crank 4, inhibiting the free movement caused by the clearance between the actuator push rod, the shaft pin and the crank, and further inhibiting the mechanical noise generated by the high-frequency impact caused by the operation of the turbocharger.

[0032] As Figure 7 shown, the third bending area 105 defined in this embodiment is an arc structure, the pressing plate 104 is a vertical plane tangent to the third bending area 105, and the baffle 106 is an inclined plane. In addition to the structure as Figure 7 shown, the third bending area 105 can also be U-shaped or V-shaped, or other structures that can make the baffle 106 and the pressing plate 104 open and close and have a certain elasticity are also acceptable. It can also be that the baffle 106 is a vertical surface, the pressing plate 104 is an inclined plane, or an arc surface convex outward in the middle, or a wavy surface, as long as it can satisfy that the bottom distance H1 between the baffle 106 and the pressing plate 104 is greater than the opening distance H2.

[0033] A limit ring 101 is opened in the middle of the baffle 106. The inner diameter of the limit ring 101 is slightly larger than the outer diameter of the E-type retaining spring 9, so that the limit ring 101 just circles the outer diameter of the E-type retaining spring 9 and presses the top surface of the actuator push rod 3, playing a limiting role and preventing the shock-absorbing and noise-reducing components from loosening and falling off during operation.

[0034] The two sides of the top of the baffle 106 extend upward to form two symmetrical extension arms 107. The extension arms 107 can be as follows: Figure 3 As shown, it is a bent shape, and can also be an arc-shaped, straight-line structure with a convex middle part; the end of the extension arm 107 is bent toward the actuator push rod 3 to form a second bending area 103, and the inner side spacing W1 of the second bending area 103 is greater than or equal to the width W of the crank 4. In this embodiment, W1 is slightly larger than W, so that after the utility model is installed, the two extension arms 107 and the second bending area 103 are just buckled on both sides of the crank 4 to clamp the crank 4. When the actuator push rod 3 is working, it is pushed forward and pulled back, and the crank 4 will be torsional along the axial direction of the shaft pin 5. The shock-absorbing and noise-reducing element will generate an unstable torsional force along the axial direction of the shaft pin due to friction. The limiting relationship between the two symmetrical second bending areas 103 and the crank 4 can suppress the random torsion caused by this unstable torsional force, so that the shock-absorbing and noise-reducing element can be fixed in an effective working position to prevent the shock-absorbing and noise-reducing element from loosening and falling off during operation.

[0035] The middle part of the top of the baffle 106 is bent in the direction away from the actuator push rod 3 to form a first bending area 102. Since H2 is smaller than h when the present invention is not installed and subjected to force, during the installation process, it is necessary to use external force to expand the distance between the pressure plate 104 and the baffle 106 for installation. The present invention is provided with a first bending area 102, which can provide a wedge-shaped inclined surface. During the installation process, the distance between the pressure plate 104 and the baffle 106 can be expanded to achieve the purpose of convenient and quick installation.

[0036] like Figures 5 - 7 , which is a schematic diagram of the structure of the utility model after installation. During installation, the open ends of the pressure plate 104 and the baffle 106 are pressed against the bottom of the actuator push rod 3 and the crank 4 and pushed upward. During the pushing process, the first bending area 102 can provide a wedge-shaped inclined surface, which can expand the distance between the pressure plate 104 and the baffle 106. Continue to push upward until the limit ring 101 just circles the E-type retaining ring 9 to complete the installation. The installation is quick and convenient.

Claims

1. A shock absorption and noise reduction device for an exhaust gas bypass valve of a turbocharger, characterized in that: It is a shock-absorbing and noise-reducing element (1) with a certain elasticity that can clamp the actuator push rod (3), the crank (4) and the shaft pin (5) in the middle; it includes a baffle plate (106) pressed on the surface of the actuator push rod (3), a pressing plate (104) pressed on the surface of the crank (4), and a third bending area (105) that elastically connects the bottom of the baffle plate (106) and the pressing plate (104); a limiting ring (101) that can enclose the E-type snap ring (9) is opened in the middle of the baffle plate (106), the middle of the top is bent away from the actuator push rod (3) to form a first bending area (102), both sides of the top extend upward to form two extension arms (107), and the ends of the extension arms (107) are bent toward the actuator push rod (3) to form a second bending area (103), and the two extension arms (107) and the second bending area (103) are located on both sides of the crank (4) to clamp the crank (4).

2. The shock absorption and noise reduction device for an exhaust gas bypass valve of a turbocharger according to claim 1, wherein: The shock-absorbing and noise-reducing element (1) is integrally formed by a high-temperature resistant elastic material.

3. The shock absorption and noise reduction device for an exhaust gas bypass valve of a turbocharger according to claim 1, characterized in that: The distance between the baffle plate (106) and the pressing plate (104) decreases from the bottom to the opening position, that is, the bottom distance H1 between the baffle plate (106) and the pressing plate (104) is greater than the opening distance H2.

4. The shock absorption and noise reduction device for an exhaust gas bypass valve of a turbocharger according to claim 3, characterized in that: When the shock-absorbing and noise-reducing element (1) is not installed and under force, the bottom distance H1 between the baffle plate (106) and the pressing plate (104) is less than or equal to the thickness h from the bottom surface of the crank (4) to the top surface of the actuator push rod (3).

5. The shock absorption and noise reduction device for the exhaust gas bypass valve of a turbocharger according to claim 1, characterized in that: The inner distance W1 between the two second bending areas (103) is greater than or equal to the width W of the crank (4).

Images