Turbocharger with air cooling intermediate
By introducing an air-cooled intermediate body design into the turbocharger and utilizing structures such as air-cooled air passages and heat dissipation fins, the problem of high cooling costs for turbochargers in hybrid electric vehicles has been solved, achieving an economical and efficient cooling effect.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- NINGBO FENGWO TURBOCHARGING SYST CO LTD
- Filing Date
- 2025-05-29
- Publication Date
- 2026-05-01
AI Technical Summary
In hybrid electric vehicles, the exhaust temperature of the turbocharger is relatively low, and the cost of using traditional liquid cooling methods is high, so a more economical cooling method is needed.
The design employs an air-cooled intermediate body, which includes a U-shaped air-cooled air duct circumferentially arranged on the turbine shaft, an arc-shaped air duct opening, an outward-expanding air duct, and heat dissipation fins. Combined with the heat insulation cover of the turbine housing and the intermediate body, it reduces heat transfer and improves the convective heat transfer effect.
It achieves effective cooling of turbochargers in hybrid electric vehicles, reduces production costs, avoids the design of liquid circulation pipes and seals, and improves the uniformity and independence of heat dissipation.
Smart Images
Figure CN224187662U_ABST
Abstract
Description
A turbocharger with an air-cooled intermediate Technical Field
[0001] This utility model relates to the field of turbochargers, specifically a turbocharger with an air-cooled intermediate body. Background Technology
[0002] In traditional gasoline-powered vehicles, the exhaust temperature of the turbocharger is relatively high, ranging from 600 to 950°C under normal operating conditions. Therefore, liquid cooling is primarily used to ensure effective temperature control. However, in hybrid electric vehicles, the required engine power is lower than that of traditional gasoline-powered vehicles, resulting in lower exhaust temperatures under normal operating conditions. If traditional liquid cooling methods were still used, the cost would be higher. Summary of the Invention
[0003] The technical problem to be solved by this utility model is to provide a turbocharger with an air-cooled intermediate body that uses air cooling to reduce the production cost of the turbocharger.
[0004] The technical solution adopted by this utility model to solve the above problems is a turbocharger with an air-cooled intermediate body, including a turbine shaft, a turbine at the output end of the turbine shaft, an intermediate body on the side of the turbine near the turbine shaft, the turbine shaft being rotatably connected to the axis of the intermediate body, and an air-cooled air passage at the end of the intermediate body near the turbine, the air-cooled air passage being U-shaped and arranged along the circumference of the turbine shaft.
[0005] Compared with the prior art, the advantages of this utility model are as follows: In hybrid electric vehicles, the exhaust temperature of the turbocharger is relatively low. Therefore, the cooling requirements of the turbocharger can be met simply by designing the air-cooled air passage. At the same time, due to the design of the air-cooled air passage, the area of the intermediate body in the cross-section of the air-cooled air passage is reduced, thereby increasing the thermal resistance of the intermediate body and reducing the heat transfer from the turbine end to the intermediate body. This results in a large temperature difference between the two ends of the air-cooled air passage along the axial direction. At this time, the air-cooled air passage has a better convective heat transfer effect, thus achieving a better temperature reduction effect during the exhaust process. Compared with the traditional liquid cooling design, the design of liquid circulation pipes and liquid seals is reduced, thereby reducing the production cost of the turbocharger.
[0006] As an improvement of this utility model, the trajectory of the air-cooled air duct is set in an arc shape with the turbine shaft as the center. Through this improvement, the heat generated in the turbocharger mainly comes from two aspects: one is the heat generated by the high-speed rotation of the turbine, and the other is the heat generated by the high-speed rotation of the turbine shaft. Regarding the heat generated by the turbine, the larger the cross-sectional area of the air-cooled air duct, the better the heat insulation and cooling effect. Under the same perimeter, the area of the arc-shaped trajectory will be larger than that of the square trajectory. Therefore, the arc shape with the turbine shaft as the center of the air-cooled air duct is the optimal solution. Regarding the heat generated by the turbine shaft, the arc shape of the air-cooled air duct with the turbine shaft as the center of the air-cooled air duct can ensure the uniformity of the cooling of the heat generated by the turbine shaft by the air-cooled air duct.
[0007] As an improvement of this utility model, the curvature of the air-cooled duct is not less than 270°. Through this improvement, the cooling curvature of the air-cooled duct is guaranteed, thereby ensuring the cooling effect of the air-cooled duct on the exhaust of the intermediate.
[0008] As an improvement of this utility model, the two openings of the air-cooled air duct are provided with two outwardly arranged air ducts that are far apart. The openings of the outwardly arranged air ducts are downward. Through this improvement, the design of the outwardly arranged air ducts avoids the airflow from the two openings from interfering with each other, ensuring the independence of the airflow. The downward arrangement of the openings of the outwardly arranged air ducts can also prevent water from accumulating in the air-cooled air duct. The water accumulation mainly comes from two sources: external splashing water and water vapor brought in during the water cooling process.
[0009] As an improvement of this utility model, the inclination direction of the outward air passage is also towards or away from the turbine. Through this improvement, external water splashing is confined to the outward air passage area, preventing external water splashing into the arc-shaped air-cooled air passage.
[0010] As an improvement of this utility model, the outer side of the intermediate body is provided with multiple heat dissipation ribs to increase the heat dissipation function of the intermediate body. Through this improvement, the heat dissipation area of the intermediate body is increased, thereby enhancing the heat dissipation function of the intermediate body.
[0011] As an improvement of this utility model, the heat dissipation ribs include multiple circumferential heat dissipation ribs arranged along the circumference of the intermediate body and multiple axial heat dissipation ribs arranged along the axial direction of the intermediate body. The multiple circumferential heat dissipation ribs are respectively arranged on both sides of the longitudinal center plane of the intermediate body, and the multiple circumferential heat dissipation ribs on the same side are arranged along the axial direction of the intermediate body. The multiple axial heat dissipation ribs are also arranged on both sides of the longitudinal center plane of the intermediate body. Through this improvement, the distribution of the heat dissipation ribs is disclosed, ensuring the uniformity and comprehensiveness of the heat dissipation distribution of the heat dissipation ribs.
[0012] As an improvement of this utility model, the turbine is covered with a turbine housing on its outer side. The turbine housing is axially abutted and fixedly connected to the intermediate body. A heat insulation cover for heat insulation is provided at the connection between the turbine housing and the intermediate body. Through this improvement, the heat transfer from the turbine to the intermediate body is reduced.
[0013] As an improvement of this utility model, the intermediate body is provided with a fitting block for the heat insulation cover to be fitted at one end near the turbine. The inner ring of the heat insulation cover is fitted onto the fitting block, and the outer ring of the heat insulation cover is fixed by the extrusion of the turbine housing and the intermediate body. Through this improvement, the installation of the heat insulation cover is realized, and the stability of the heat insulation cover installation connection is ensured.
[0014] As an improvement of this utility model, the inner ring of the heat insulation cover is provided with a heat insulation gap between it and the intermediate body in the axial direction. Through this improvement, the heat insulation effect of the heat insulation cover is achieved. Attached Figure Description
[0015] Figure 1 is a schematic cross-sectional view of the intermediate body connection structure of this utility model.
[0016] Figure 2 is a schematic diagram of the air-cooled air duct trajectory structure of this utility model.
[0017] Figure 3 is a schematic diagram of the structure of the air-cooled air duct of this utility model in the intermediate body.
[0018] Figure 4 is a schematic diagram of the overall structure of the turbocharger of this utility model.
[0019] Figure 5 is a schematic diagram of the heat dissipation fin distribution structure of this utility model.
[0020] Figure 6 is a schematic cross-sectional view of a partial connection of the heat insulation cover of this utility model.
[0021] Reference numerals in the attached drawings: 1. Turbine shaft, 2. Turbine, 3. Intermediate body, 3.1. Air-cooled air duct, 3.2. Outward air duct, 3.3. Sleeve block, 4. Heat dissipation fin, 4.1. Circumferential heat dissipation fin, 4.2. Axial heat dissipation fin, 5. Turbine housing, 6. Heat insulation cover, 7. Heat insulation gap. Detailed Implementation
[0022] The embodiments of this utility model will be further described below with reference to the accompanying drawings.
[0023] As shown in Figure 1, a turbocharger with an air-cooled intermediate body includes a turbine shaft 1, a turbine 2 at the output end of the turbine shaft 1, an intermediate body 3 on the side of the turbine 2 near the turbine shaft 1, the turbine shaft 1 being rotatably connected to the axis of the intermediate body 3, and an air-cooled air passage 3.1 at the end of the intermediate body 3 near the turbine 2, the air-cooled air passage 3.1 being U-shaped and arranged along the circumference of the turbine shaft 1.
[0024] As shown in Figures 1-3, the trajectory of the air-cooled duct 3.1 is an arc centered on the turbine shaft 1, with an arc of not less than 270°. Two mutually spaced outward-facing ducts 3.2 are located at the two openings of the air-cooled duct 3.1. The openings of the outward-facing ducts 3.2 are downward-facing, and their inclination direction is closer to the turbine 2. The downward-facing openings of the outward-facing ducts 3.2 prevent water accumulation in the air-cooled duct 3.1. Water accumulation mainly originates from two sources: external splashing and water vapor introduced during the water-cooling process. Regarding external splashing, the inclination direction of the outward-facing ducts 3.2, closer to the turbine 2, confines the splashing water to the area of the outward-facing ducts 3.2, preventing it from entering the arc-shaped air-cooled duct 3.1.
[0025] As shown in Figures 4 and 5, the outer side of the intermediate body 3 is provided with multiple heat dissipation ribs 4 to enhance the heat dissipation function of the intermediate body 3. The heat dissipation ribs 4 include four circumferential heat dissipation ribs 4.1 arranged along the circumference of the intermediate body 3 and two axial heat dissipation ribs 4.2 arranged along the axis of the intermediate body 3. The four circumferential heat dissipation ribs 4.1 are respectively arranged on both sides of the longitudinal center plane of the intermediate body 3, with two circumferential heat dissipation ribs 4.1 on each side. The two circumferential heat dissipation ribs 4.1 on the same side are arranged along the axis of the intermediate body 3, and a heat dissipation gap is provided between adjacent circumferential heat dissipation ribs 4.1. The two axial heat dissipation ribs 4.2 are also arranged on both sides of the longitudinal center plane of the intermediate body 3, with one axial heat dissipation rib 4.2 on each side. One end of the axial heat dissipation rib 4.2 abuts against the adjacent circumferential heat dissipation rib 4.1, and the other end of the axial heat dissipation rib 4.2 abuts against the end of the intermediate body 3.
[0026] As shown in Figures 1, 4, and 6, the turbine 2 is covered by a turbine housing 5. The turbine housing 5 is axially abutted and fixedly connected to the intermediate body 3. A heat insulation cover 6 is provided at the connection between the turbine housing 5 and the intermediate body 3 for heat insulation. The intermediate body 3 is provided with a fitting block 3.3 for fitting the heat insulation cover 6 at one end near the turbine 2. The inner ring of the heat insulation cover 6 is fitted onto the fitting block 3.3. The outer ring of the heat insulation cover 6 is fixed by the compression between the turbine housing 5 and the intermediate body 3. A heat insulation gap 7 is provided between the inner ring of the heat insulation cover 6 and the intermediate body 3 in the axial direction.
[0027] By using a turbocharger with an air-cooled intermediate body, the turbocharger achieves both boosting for hybrid electric vehicles and cooling through air cooling. In the design of the air-cooled intermediate body 3, the air-cooled air duct 3.1 not only meets the cooling requirements of the turbocharger but also reduces the cross-sectional area of the intermediate body 3, thereby increasing its thermal resistance. This reduces heat transfer from the turbine 2 end to the intermediate body 3, resulting in a larger temperature difference between the two ends of the air-cooled air duct 3.1 along the axial direction. This allows the air-cooled air duct 3.1 to have better convective heat transfer, thus achieving better temperature reduction during exhaust. Furthermore, because it does not employ traditional liquid cooling, it reduces the need for liquid circulation pipes and liquid seals, lowering the turbocharger's production cost.
[0028] The above description only illustrates the preferred embodiment of this utility model and should not be construed as limiting the scope of the claims. This utility model is not limited to the above embodiments, and variations in its specific structure are permitted. All changes made within the scope of the independent claims of this utility model are also within the scope of protection of this utility model.
Claims
1. A turbocharger with an air-cooled intermediate body, characterized in that: Includes a turbine shaft (1), the output end of which is provided with a turbine (2), the turbine (2) is provided with an intermediate body (3) on the side near the turbine shaft (1), the turbine shaft (1) is rotatably connected to the axis of the intermediate body (3), the intermediate body (3) is provided with an air-cooled air passage (3.1) at the end near the turbine (2), the air-cooled air passage (3.1) is U-shaped and arranged along the circumference of the turbine shaft (1).
2. The turbocharger with an air-cooled intermediate body according to claim 1, characterized in that: The trajectory of the air-cooled air duct (3.1) is set in an arc shape with the turbine shaft (1) as the center.
3. A turbocharger with an air-cooled intermediate body according to claim 2, characterized in that: The curvature of the air-cooled duct (3.1) is not less than 270°.
4. A turbocharger with an air-cooled intermediate body according to claim 3, characterized in that: The air-cooled duct (3.1) has two outwardly extending ducts (3.2) arranged apart from each other at its two openings, and the openings of the outwardly extending ducts (3.2) are arranged downwards.
5. A turbocharger with an air-cooled intermediate body according to claim 4, characterized in that: The outward air passage (3.2) is tilted in a direction that is either close to or far from the turbine (2).
6. A turbocharger with an air-cooled intermediate body according to claim 1, characterized in that: The outer side of the intermediate body (3) is provided with multiple heat dissipation ribs (4) to increase the heat dissipation function of the intermediate body (3).
7. A turbocharger with an air-cooled intermediate body according to claim 6, characterized in that: The heat dissipation ribs (4) include multiple circumferential heat dissipation ribs (4.1) arranged along the circumference of the intermediate body (3) and multiple axial heat dissipation ribs (4.2) arranged along the axial direction of the intermediate body (3). The multiple circumferential heat dissipation ribs (4.1) are respectively arranged on both sides of the longitudinal center plane of the intermediate body (3), and the multiple circumferential heat dissipation ribs (4.1) on the same side are arranged along the axial direction of the intermediate body (3). The multiple axial heat dissipation ribs (4.2) are also arranged on both sides of the longitudinal center plane of the intermediate body (3).
8. A turbocharger with an air-cooled intermediate body according to claim 1, characterized in that: The turbine (2) is covered with a turbine housing (5) on the outside. The turbine housing (5) is axially abutted and fixedly connected to the intermediate body (3). A heat insulation cover (6) for heat insulation is provided at the connection between the turbine housing (5) and the intermediate body (3).
9. A turbocharger with an air-cooled intermediate body according to claim 8, characterized in that: The intermediate body (3) is provided with a fitting block (3.3) for fitting the heat shield (6) at one end near the turbine (2). The inner ring of the heat shield (6) is fitted onto the fitting block (3.3), and the outer ring of the heat shield (6) is fixed by the compression between the turbine housing (5) and the intermediate body (3).
10. A turbocharger with an air-cooled intermediate body according to claim 9, characterized in that: The inner ring of the heat shield (6) has a heat insulation gap (7) between it and the intermediate body (3) in the axial direction.