Exhaust gas bypass mechanism of supercharger

Abstract

The utility model relates to the technical field of superchargers, and particularly discloses a supercharger waste gas bypass mechanism which comprises an actuator, a connecting rod rotationally connected to the top of the actuator, a first pivot fixedly connected to the top of the connecting rod, a second gasket sleeved on the top of the periphery of the first pivot, a pull rod rotationally connected to the periphery of the top of the first pivot, and a volute arranged on the outer side of the actuator. The top of the volute is rotationally connected with a crank, the outer side of the crank is fixedly connected with a second pivot, the periphery of the second pivot is sleeved with a first gasket, a damping mechanism is arranged on the outer side of the bottom of the crank, vibration generated when the crank moves is damped and buffered through the damping mechanism, and noise generated when the crank knocks the volute during movement and noise generated when the crank vibrates are prevented.

Description

Technical Field

[0001] This utility model relates to the field of turbocharger technology, specifically to a turbocharger exhaust bypass mechanism. Background Technology

[0002] The turbocharger exhaust bypass mechanism is an important component of the turbocharger. Its main function is to control the turbocharger's boost pressure and prevent the engine from over-boosting. When the engine speed and load are higher or lower than the turbocharger's optimal operating range, the exhaust bypass mechanism can automatically adjust, allowing some exhaust gas to bypass the turbine and enter the exhaust pipe directly, thereby reducing turbine speed and boost pressure and protecting the engine from damage.

[0003] Existing turbocharger exhaust bypass mechanisms use clearance fits between components during operation. Therefore, during engine startup, vibration transmission causes these components to vibrate and generate noise. When the actuator operates, it drives the connecting rod, which in turn drives the tie rod via a pivot. The tie rod then drives the crankshaft. As the crankshaft rotates, engine vibration is transmitted to it, causing it to continuously strike the volute housing and generate noise, as well as due to crankshaft vibration. To address this, we propose a turbocharger exhaust bypass mechanism. Utility Model Content

[0004] The purpose of this invention is to provide a turbocharger exhaust bypass mechanism to solve the noise problem mentioned in the background art, which is caused by the vibration of the engine being transmitted to the crankshaft, resulting in the crankshaft constantly striking the volute and vibrating itself during rotation.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a turbocharger exhaust bypass mechanism, including an actuator, a connecting rod rotatably connected to the top of the actuator, a pivot one fixedly connected to the top of the connecting rod, a washer two sleeved on the top of the outer periphery of the pivot one, a pull rod rotatably connected to the outer periphery of the top of the pivot one, a volute housing provided on the outside of the actuator, a crank rotatably connected to the top of the volute housing, a pivot two fixedly connected to the outside of the crank, a washer one sleeved on the outer periphery of the pivot two, and a shock-absorbing mechanism provided on the outer side of the bottom of the crank.

[0006] The damping mechanism includes a contact ring that abuts against a crank. A mounting ring is rotatably connected to the bottom of the contact ring. Multiple balls are rotatably connected inside the mounting ring. Multiple connecting rods are rotatably connected to the bottom of the mounting ring. A sliding block is rotatably connected to the end of the connecting rod away from the mounting ring. Two damping rods are fixedly connected to the top of the mounting ring. Slide rods are fixedly connected to both sides of the damping rods. Springs are sleeved on the outer periphery of the slide rods. A mounting block is fixedly connected to the end of the slide rod away from the damping rod.

[0007] The end of the lever away from pivot one is rotatably connected to the outer periphery of the top of pivot two.

[0008] One end of the pull rod is rotatably connected to the outside of washer one, and the other end of the pull rod is rotatably connected to the outside of washer two.

[0009] The outer circumference of the ball is rotatably connected inside the contact ring, and the bottom of the mounting block is fixedly connected to the top of the volute.

[0010] One end of the spring is fixedly connected to the outside of the mounting block, and the other end of the spring is fixedly connected to the outside of the sliding block.

[0011] The sliding block is internally slidably connected to the outer periphery of the sliding rod, and the bottom of the sliding block is slidably connected to the top of the volute.

[0012] This utility model has at least the following beneficial effects:

[0013] In use, this utility model incorporates a shock-absorbing mechanism. When the actuator operates, it drives the connecting rod, which in turn drives the pull rod via pivot one. The pull rod then drives the crank via pivot two, with the bottom of the crank abutting against the contact ring. As the crank rotates, it causes the contact ring to rotate as well. The engine vibration is transmitted to the crank, and when the crank vibrates, the shock-absorbing mechanism buffers and reduces the vibration, preventing noise from being generated by striking the volute and reducing the noise generated by crank vibration. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0015] Figure 2 This is a schematic diagram of the tie rod structure of this utility model;

[0016] Figure 3 for Figure 2 Enlarged view of point B in the middle;

[0017] Figure 4 for Figure 2 Enlarged view of point A in the middle;

[0018] Figure 5 This is a schematic diagram of the ball bearing structure of this utility model.

[0019] In the diagram: 1. Actuator; 2. Pivot 1; 3. Connecting rod; 4. Tie rod; 5. Volute; 6. Crank; 7. Pivot 2; 8. Damping mechanism; 80. Contact ring; 81. Mounting ring; 82. Ball bearing; 83. Connecting rod; 84. Sliding block; 85. Damping rod; 86. Slide rod; 87. Spring; 88. Mounting block; 9. Washer 1; 10. Washer 2. Detailed Implementation

[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0021] Example 1

[0022] Please see Figures 1 to 5 This utility model provides a technical solution: a turbocharger exhaust bypass mechanism, including an actuator 1, a connecting rod 3 rotatably connected to the top of the actuator 1, a pivot 2 fixedly connected to the top of the connecting rod 3, a washer 10 sleeved on the top of the outer periphery of the pivot 2, a pull rod 4 rotatably connected to the outer periphery of the top of the pivot 2, a volute 5 provided on the outside of the actuator 1, a crank 6 rotatably connected to the top of the volute 5, a pivot 7 fixedly connected to the outside of the crank 6, a washer 9 sleeved on the outer periphery of the pivot 7, and a shock-absorbing mechanism 8 provided on the bottom outer side of the crank 6. In use, by setting the shock-absorbing mechanism 8, when the actuator 1 is operating, the actuator 1 drives the connecting rod 3 to rotate, the connecting rod 3 drives the pivot 2 to rotate, the pivot 2 drives the pull rod 4, the pull rod 4 drives the pivot 7, and the pivot 7 drives the crank 6 to rotate. The shock-absorbing mechanism 8 dampens the vibration generated by the crank 6, preventing the crank 6 from vibrating and knocking the volute 5, thus preventing noise.

[0023] The damping mechanism 8 includes a contact ring 80, which abuts against the crank 6. A mounting ring 81 is rotatably connected to the bottom of the contact ring 80. Multiple balls 82 are rotatably connected inside the mounting ring 81. Multiple connecting rods 83 are rotatably connected to the bottom of the mounting ring 81. A sliding block 84 is rotatably connected to the end of each connecting rod 83 away from the mounting ring 81. Two damping rods 85 are fixedly connected to the top of the mounting ring 81. Slide rods 86 are fixedly connected to both sides of each damping rod 85. Springs 87 are sleeved around the outer periphery of each slide rod 86. A mounting block 88 is fixedly connected to the end of each slide rod 86 away from the damping rod 85. In use, when the crank 6 vibrates, the vibration of the crank 6 produces… The force generated is transmitted to the mounting ring 81 through the contact ring 80. The mounting ring 81 presses down to push the damping rod 85. At the same time, the mounting ring 81 drives the connecting rod 83. The connecting rod 83 pushes the sliding block 84 to slide on the outer circumference of the slide rod 86. When the sliding block 84 slides, it pushes the spring 87, causing the spring 87 to compress and generate elastic force. The elastic force generated by the spring 87 and the damping force of the damping rod 85 buffer and dampen the thrust generated by the vibration of the crank 6. The crank 6 and the contact ring 80 abut and fit together. Multiple balls 82 are provided between the contact ring 80 and the mounting ring 81. When the crank 6 rotates, it drives the contact ring 80 to rotate together to prevent the crank 6 and the contact ring 80 from rubbing together and generating noise.

[0024] Example 2

[0025] In this second embodiment, the other structures remain unchanged. The difference from the first embodiment is that the end of the pull rod 4 away from the pivot 2 rotates to the outer periphery of the top of the pivot 7, so that the pull rod 4 can drive the pivot 7. One end of the pull rod 4 rotates to the outside of the washer 9 to prevent the pull rod 4 and the connecting rod 3 from vibrating and generating noise. The other end of the pull rod 4 rotates to the outside of the washer 10 to prevent the pull rod 4 and the crank 6 from vibrating and generating noise. The outer periphery of the ball 82 rotates inside the contact ring 80, so that the contact ring 80 can rotate with the crank 6 to prevent the crank 6 and the contact ring 80 from rubbing and generating noise. The bottom of the mounting block 88 is fixed to the top of the volute 5 to stably install the slide rod 83. One end of the spring 87 is fixed to the outside of the mounting block 88 and the other end is fixed to the outside of the sliding block 84, so that the spring 87 can be compressed to provide elastic force. The inside of the sliding block 84 slides on the outer periphery of the slide rod 86, and the bottom of the sliding block 84 slides on the top of the volute 5, so that the sliding block 84 slides stably.

[0026] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. The turbocharger exhaust bypass mechanism includes: An actuator (1) is characterized in that: a connecting rod (3) is rotatably connected to the top of the actuator (1), a pivot (2) is fixedly connected to the top of the connecting rod (3), a washer (10) is sleeved on the top of the outer periphery of the pivot (2), a pull rod (4) is rotatably connected to the outer periphery of the top of the pivot (2), a volute (5) is provided on the outside of the actuator (1), a crank (6) is rotatably connected to the top of the volute (5), a pivot (7) is fixedly connected to the outside of the crank (6), a washer (9) is sleeved on the outer periphery of the pivot (7), and a shock-absorbing mechanism (8) is provided on the bottom outside of the crank (6).

2. The turbocharger exhaust bypass mechanism according to claim 1, characterized in that: The damping mechanism (8) includes a contact ring (80) that abuts against the crank (6). A mounting ring (81) is rotatably connected to the bottom of the contact ring (80). Multiple balls (82) are rotatably connected inside the mounting ring (81). Multiple connecting rods (83) are rotatably connected to the bottom of the mounting ring (81). A sliding block (84) is rotatably connected to the end of the connecting rod (83) away from the mounting ring (81). Two damping rods (85) are fixedly connected to the top of the mounting ring (81). Slide rods (86) are fixedly connected to both sides of the damping rods (85). A spring (87) is sleeved on the outer periphery of the slide rods (86). A mounting block (88) is fixedly connected to the end of the slide rods (86) away from the damping rods (85).

3. The turbocharger exhaust bypass mechanism according to claim 1, characterized in that: The end of the pull rod (4) away from the first pivot (2) is rotatably connected to the top outer periphery of the second pivot (7).

4. The turbocharger exhaust bypass mechanism according to claim 1, characterized in that: One end of the pull rod (4) is rotatably connected to the outside of the first washer (9), and the other end of the pull rod (4) is rotatably connected to the outside of the second washer (10).

5. The turbocharger exhaust bypass mechanism according to claim 2, characterized in that: The outer circumference of the ball (82) is rotatably connected inside the contact ring (80), and the bottom of the mounting block (88) is fixedly connected to the top of the volute (5).

6. The turbocharger exhaust bypass mechanism according to claim 2, characterized in that: One end of the spring (87) is fixedly connected to the outside of the mounting block (88), and the other end of the spring (87) is fixedly connected to the outside of the sliding block (84).

7. The turbocharger exhaust bypass mechanism according to claim 2, characterized in that: The sliding block (84) is internally slidably connected to the outer periphery of the slide rod (86), and the bottom of the sliding block (84) is slidably connected to the top of the volute (5).

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