Explosion-proof and shock-proof structure of turbocharged engine
By installing a knock sensor and an intake control solenoid valve in a turbocharged engine, the intake volume and compression ratio can be detected and adjusted in real time, thus solving the knocking problem of turbocharged engines at high output power and achieving a balance between output power and knocking.
Patent Information
- Application Number
- CN202423310095.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-31
- Publication Date
- 2025-10-28
- Estimated Expiration
- 2034-12-31
AI Technical Summary
Existing turbocharged engines are prone to knocking when increasing output power, and it is impossible to suppress knocking while ensuring output power.
A knock sensor is used to detect engine vibration in real time. The controller is combined with the intake control solenoid valve to adjust the intake volume and compression ratio to suppress knock.
It achieves effective suppression of knock while ensuring engine output power, avoiding the phenomenon of suppressing knock by sacrificing output power.
Smart Images
Figure CN223482770U_ABST
Abstract
Description
Technical Field
[0001] An anti-knock structure for a turbocharged engine, belonging to the field of engine technology. Background Technology
[0002] Turbocharged engines increase the amount of air entering the engine through a turbocharger, thereby increasing the engine's output power and torque. Turbocharging increases the engine's intake pressure, which in turn increases the compression ratio, thus increasing engine power. However, an excessively high compression ratio can lead to engine knocking during operation.
[0003] When engines of the same displacement and with the same fuel injection quantity are operating, a higher compression ratio results in greater engine output power. However, when the compression ratio reaches its limit, engine knocking will occur during operation. Even when the compression ratio is near the knocking limit, engine knocking will still occur during operation. Therefore, existing turbocharged engines cannot balance knocking and output power; they can only suppress knocking by using a low compression ratio, which means sacrificing output power to suppress knocking, making it difficult to fully utilize the engine's performance. Utility Model Content
[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide an anti-knock structure for a turbocharged engine that can detect engine vibration in real time and control the intake volume based on the vibration, thereby ensuring high engine output power and preventing knocking.
[0005] The technical solution adopted by this utility model to solve its technical problem is: an anti-knock structure for a turbocharged engine, including a controller, a knock sensor, and an intake control solenoid valve. The knock sensor is installed on the engine body and is located in the middle of the engine cylinder block. The intake control solenoid valve is set on the intake port of the exhaust gas turbocharger of the engine body. The signal input terminal of the controller is connected to the signal output terminal of the anti-knock sensor, and the signal output terminal of the controller is connected to the intake control solenoid valve and controls the opening degree of the intake control solenoid valve.
[0006] Furthermore, the engine body has three cylinders, with the knock sensor located on the middle cylinder.
[0007] Furthermore, the aforementioned knock sensor is a vibration sensor.
[0008] Furthermore, it also includes an exhaust bypass valve and a drive assembly installed at the exhaust gas inlet of the exhaust gas turbocharger. The drive assembly is connected to the exhaust bypass valve, and the signal output terminal of the controller is connected to the drive assembly.
[0009] Furthermore, the drive assembly includes a power element, a drive rod, a rocker arm, and a rotating shaft. The rotating shaft is rotatably mounted on the exhaust gas turbocharger. One end of the rotating shaft inside the exhaust gas turbocharger is rotatably connected to the lever of the exhaust gas bypass valve. The rocker arm is fixedly mounted on the other end of the rotating shaft outside the exhaust gas turbocharger. One end of the drive rod is connected to the power element, and the other end is rotatably connected to the rocker arm.
[0010] Furthermore, the drive rod includes a sleeve and a threaded rod. The sleeve is rotatably connected to the rocker arm. One end of the threaded rod is connected to the power element, and the other end extends into the sleeve and is threadedly connected to the sleeve. A locking nut is threaded onto the threaded rod, and the locking nut presses the sleeve.
[0011] Furthermore, it also includes a heat insulation component, which is installed between the exhaust gas turbocharger and the engine block.
[0012] Compared with the prior art, the beneficial effects of this utility model are:
[0013] The knock sensor of this invention can detect the vibration of the engine in real time. When knock is detected, the controller receives the knock signal and controls the opening of the intake control solenoid valve, thereby controlling the compression ratio of the engine and suppressing knock. Through this invention, the engine power can be fully released and knock can be suppressed. Attached Figure Description
[0014] Figure 1 This is a three-dimensional structural diagram of an exhaust gas turbocharger;
[0015] Figure 2 This is a partial schematic diagram of an exhaust gas turbocharger;
[0016] Figure 3 This is a three-dimensional schematic diagram of the upper cylinder block;
[0017] Figure 4 This is a three-dimensional schematic diagram of the heat insulation cover.
[0018] In the diagram: 1. Upper cylinder block; 2. Mounting platform; 3. Exhaust gas turbocharger; 4. Threaded rod; 5. Sleeve; 6. Rocker arm; 7. PWM controller; 8. Shaft; 9. Exhaust gas bypass valve; 10. Lever; 11. Heat shield; 12. Connector; 13. First upper connecting plate; 14. Second upper connecting plate; 15. Lower connecting plate; 16. Power component. Detailed Implementation
[0019] The present invention will be further described below with reference to specific embodiments. However, those skilled in the art should understand that the detailed description given here with reference to the accompanying drawings is for better explanation. The structure of the present invention may exceed the limited embodiments described herein. Some equivalent alternatives or common means will not be described in detail here, but they still fall within the protection scope of this application.
[0020] Figures 1-4 This is the preferred embodiment of the present invention, which is described below in conjunction with the appendix. Figures 1-4 The present invention will be further described below.
[0021] See attached document Figures 1-4 An anti-knock structure for a turbocharged engine includes a controller, a knock sensor, and an intake control solenoid valve. The knock sensor is mounted on the engine block and located in the middle of the cylinder. The intake control solenoid valve is located at the intake port of the exhaust gas turbocharger 3 in the engine block. The signal input terminal of the controller is connected to the signal output terminal of the anti-knock sensor, and the signal output terminal of the controller is connected to the intake control solenoid valve, controlling the opening degree of the intake control solenoid valve. This knock sensor can detect engine vibration in real time. When knock is detected, the controller receives the knock signal and controls the opening degree of the intake control solenoid valve, thereby controlling the engine's compression ratio and suppressing knock. This invention allows for both full power release of the engine and suppression of knock.
[0022] Specifically, in this embodiment, the engine block has three cylinders, and there is one and only one knock sensor, which is located in the middle of the middle cylinder block. Alternatively, knock sensors can be located in the middle of each cylinder block.
[0023] In this embodiment, the knock sensor is a vibration sensor. A mounting platform 2 is provided on one side of the upper cylinder block 1 of the engine body. A blind hole is provided on the mounting platform 2. The knock sensor extends into the blind hole and is fixedly connected to the mounting platform 2, thereby realizing the installation of the knock sensor.
[0024] In this embodiment, the controller is a PWM controller 7. The signal input terminal of the PWM controller 7 is connected to the signal output terminal of the knock sensor, and the signal output terminal of the PWM controller 7 is connected to the intake control solenoid valve. When the knock sensor detects knocking in the engine, the PWM controller 7 controls the operation of the intake control solenoid valve and adjusts the opening of the intake control solenoid valve, thereby adjusting the intake air volume and thus controlling the compression ratio of the engine. This achieves closed-loop control, which can both ensure the output power of the engine and prevent knocking.
[0025] The anti-knock structure for the turbocharged engine also includes an exhaust gas bypass valve 9 located at the exhaust gas inlet of the exhaust gas turbocharger 3 and a drive assembly. The drive assembly is connected to and drives the exhaust gas bypass valve 9, and the PWM controller 7 is connected to the drive assembly. When the knock sensor detects engine knock, the PWM controller 7 controls the drive assembly to operate, which in turn controls the exhaust gas bypass valve 9 to operate. This reduces the amount of exhaust gas passing through the exhaust gas turbocharger 3 that drives the exhaust turbine, while increasing the amount of exhaust gas directly discharged. This further controls the engine's compression ratio, thereby preventing engine knock.
[0026] The drive assembly includes a drive rod, a rocker arm 6, a rotating shaft 8, and a power element 16. In this embodiment, the power element 16 is an electric push rod. The power element 16 is located on the compressor side of the exhaust gas turbocharger 3. The rotating shaft 8 is rotatably mounted on the exhaust gas turbocharger 3. One end of the rotating shaft 8 inside the exhaust gas turbocharger 3 is rotatably connected to the lever 10 of the exhaust gas bypass valve 9. The other end of the rotating shaft 8 outside the exhaust gas turbocharger 3 is fixedly mounted with a radially arranged rocker arm 6. One end of the drive rod is connected to the power element 16, and the other end is rotatably connected to the rocker arm 6. The power element 16 drives the drive rod to reciprocate, which in turn drives the rotating shaft 8 to rotate via the rocker arm 6. The rotating shaft 8 then activates the exhaust gas bypass valve 9 via the lever 10.
[0027] The drive rod includes a sleeve 5 and a threaded rod 4. One end of the sleeve 5 is rotatably connected to a rocker arm 6. One end of the threaded rod 4 is connected to a power element 16, and the other end extends into the other end of the sleeve 5 and is threadedly connected to the sleeve 5. A locking nut is threaded onto the threaded rod 4, and the locking nut presses against the sleeve 5, thereby locking the sleeve 5 and the threaded rod 4. The cooperation between the sleeve 5 and the threaded rod 4 facilitates the adjustment of the length of the drive rod, and thus facilitates the adjustment range of the waste gas bypass valve 9.
[0028] A heat shield 11 is installed on the engine body. The heat shield 11 is located between the engine body and the exhaust gas turbocharger 3, thereby achieving the effect of heat insulation and preventing the heat of the exhaust gas turbocharger 3 from directly affecting the operating temperature of the engine body.
[0029] The heat shield 11 is detachably mounted on the engine body via the connector 12. The connector 12 is horizontally positioned, and both ends of the connector 12 are fixedly connected to the heat shield 11. A first upper connecting plate 13 and a second upper connecting plate 14 are provided on the upper side of the connector 12. The first upper connecting plate 13 and the second upper connecting plate 14 are respectively provided at both ends of the connector 12. The lower end of the first upper connecting plate 13 is bent towards the connector 12 and integrally connected to the connector 12. The lower part of the second upper connecting plate 14 is inclined from top to bottom towards the connector 12. The lower end of the second upper connecting plate 14 is integrally connected to the connector 12.
[0030] A lower connecting plate 15 is provided on the lower side of the connector 12. The lower connecting plate 15 is located directly below the second upper connecting plate 14 and is integrally connected to the connector 12. The first upper connecting plate 13, the second upper connecting plate 14, and the lower connecting plate 15 are all detachably connected to the engine body.
[0031] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model in any other way. Any person skilled in the art may make changes or modifications to the disclosed technical content to create equivalent embodiments. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of this utility model without departing from its scope of protection shall still fall within the protection scope of this utility model.
Claims
1. An anti-knock structure for a turbocharged engine, characterized in that: It includes a controller, a knock sensor and an intake control solenoid valve. The knock sensor is installed on the engine block and is located in the middle of the engine block. The intake control solenoid valve is set on the intake port of the exhaust gas turbocharger (3) of the engine block. The signal input terminal of the controller is connected to the signal output terminal of the knock sensor. The signal output terminal of the controller is connected to the intake control solenoid valve and controls the opening degree of the intake control solenoid valve.
2. The anti-knock structure for a turbocharged engine according to claim 1, characterized in that: The engine body has three cylinders, with the knock sensor located on the middle cylinder.
3. The anti-knock structure for a turbocharged engine according to claim 1 or 2, characterized in that: The aforementioned knock sensor is a vibration sensor.
4. The anti-knock structure for a turbocharged engine according to claim 1, characterized in that: It also includes an exhaust bypass valve (9) installed at the exhaust gas inlet of the exhaust gas turbocharger (3) and a drive assembly, the drive assembly being connected to the exhaust bypass valve (9) and the signal output terminal of the controller being connected to the drive assembly.
5. The anti-knock structure for a turbocharged engine according to claim 4, characterized in that: The drive assembly includes a power element (16), a drive rod, a rocker arm (6), and a rotating shaft (8). The rotating shaft (8) is rotatably mounted on the exhaust gas turbocharger (3). One end of the rotating shaft (8) inside the exhaust gas turbocharger (3) is rotatably connected to the lever (10) of the exhaust gas bypass valve (9). The rocker arm (6) is fixedly mounted on the other end of the rotating shaft (8) outside the exhaust gas turbocharger (3). One end of the drive rod is connected to the power element (16), and the other end is rotatably connected to the rocker arm (6).
6. The anti-knock structure for a turbocharged engine according to claim 5, characterized in that: The drive rod includes a sleeve (5) and a threaded rod (4). The sleeve (5) is rotatably connected to the rocker arm (6). One end of the threaded rod (4) is connected to the power element (16), and the other end extends into the sleeve (5) and is threadedly connected to the sleeve (5). A locking nut is threadedly connected to the threaded rod (4), and the locking nut presses the sleeve (5) tightly.
7. The anti-knock structure for a turbocharged engine according to claim 1, characterized in that: It also includes a heat insulation component, which is installed between the exhaust gas turbocharger (3) and the engine body.