A turbocharger injection acceleration test platform

Abstract

This utility model relates to the field of exhaust gas turbocharger technology, specifically to a turbocharger injection acceleration test platform. By simulating different operating conditions of a diesel engine, it utilizes the controllable exhaust gas energy generated by the combustion components to drive the turbocharger. The injection acceleration component verifies the injection acceleration effect without directly testing on a diesel engine. Simultaneously, the lubricating oil end provides necessary lubrication to the turbocharger, and the lubricating oil status is monitored through temperature T5, pressure P5, and temperature T6 measuring points to ensure test safety. The speed N1 and vibration M1 measuring points on the turbocharger monitor its operating status in real time, ensuring the accuracy of performance testing. The pressure P6 measuring point on the combustor's fuel inlet pipe monitors the fuel status; the pressure P7 measuring point on the injection pipe of the injection acceleration component monitors the injection pressure status. The entire test process is integrated and controlled by a control platform, achieving efficient and safe verification of the turbocharger injection acceleration device.

Description

Technical Field

[0001] This utility model relates to the field of exhaust gas turbocharger technology, and in particular to a turbocharger injection acceleration test platform. Background Technology

[0002] In the current field of exhaust gas turbocharger technology, turbochargers, as a key component for improving diesel engine performance, are widely used. Turbochargers utilize the exhaust energy of diesel engines to drive a turbine to rotate, which in turn drives a compressor to work, providing additional compressed air to the diesel engine. This effectively increases the intake air volume and combustion efficiency of the diesel engine, thereby increasing power output and reducing fuel consumption. This technology not only improves the power performance of diesel engines but also plays a positive role in reducing emissions and improving fuel economy. Especially in the fields of heavy vehicles, ships, and power generation equipment, turbochargers have become an indispensable and important component.

[0003] Due to turbo lag, the exhaust energy is insufficient to drive the turbocharger to produce enough compressed air, resulting in a significant decrease in the turbocharger's dynamic response. This not only affects the fuel economy of the diesel engine but may also cause environmental pollution problems such as black smoke. To solve this problem, turbocharger injection acceleration has become an effective means. Turbochargers are often designed with injection acceleration devices and interfaces on the compressor.

[0004] However, turbocharger injection acceleration devices need to undergo thorough testing and verification before being installed. Conducting such tests directly on diesel engines is not only costly but also poses significant safety risks. Summary of the Invention

[0005] The purpose of this utility model is to provide a turbocharger injection acceleration test platform, which aims to solve the technical problem that in the prior art, turbocharger injection acceleration devices need to undergo sufficient testing and verification before being installed, and that conducting such tests directly on diesel engines is not only costly but also poses significant safety risks.

[0006] To achieve the above objectives, this utility model employs a turbocharger injection acceleration test platform, comprising an oil inlet, an injection acceleration component, a turbocharger, a combustion component, and a control platform. The combustion component includes an external air supply valve, a PK valve, a self-circulation valve, and a burner. The external air supply valve is connected to the burner and located at the burner's inlet end. The PK valve is a venting valve, connected to the self-circulation valve, and located at the self-circulation valve's inlet end. The self-circulation valve is connected to the burner and located at the burner's inlet end, and also at the external air supply valve's outlet end. The oil inlet and the injection acceleration component are both connected to the turbocharger. The turbocharger compressor outlet end is connected to the inlet ends of the PK valve and the self-circulation valve. The burner outlet end is connected to the turbocharger turbine inlet end. The oil inlet, the injection acceleration component, the turbocharger, and the combustion component are all mounted on the control platform.

[0007] The air injection acceleration component includes a pressure reducing valve, an air injection pipe, an air injection valve, and a compressed air source end. The pressure reducing valve is connected to the compressed air source end and is located at the outlet end of the compressed air source end. The two ends of the air injection pipe are respectively connected to the outlet end of the pressure reducing valve and the inlet end of the air injection valve. The outlet end of the air injection valve is connected to the air injection acceleration interface of the turbocharger compressor.

[0008] The turbocharger compressor inlet pipe is equipped with flow rate V1, pressure P1, and temperature T1 measuring points; the turbocharger compressor outlet pipe is equipped with pressure P2 and temperature T2 measuring points; the turbocharger turbine inlet pipe is equipped with pressure P3 and temperature T3 measuring points; the turbocharger turbine outlet pipe is equipped with pressure P4 and temperature T4 measuring points; the turbocharger is equipped with speed N1 and vibration M1 measuring points; the test sensor for flow rate V1 is a flow sensor; the test sensors for temperature T1, temperature T2, temperature T3, and temperature T4 are temperature sensors; the test sensors for pressure P1, pressure P2, pressure P3, and pressure P4 are pressure sensors; the test sensor for speed N1 is a speed sensor; and the test sensor for vibration M1 is a vibration sensor.

[0009] The lubricating oil inlet pipe between the lubricating oil end and the turbocharger is equipped with a temperature measuring point T5 and a pressure measuring point P5, and the lubricating oil return pipe between the lubricating oil end and the turbocharger is equipped with a temperature measuring point T6. The test sensors for the temperature measuring points T5 and T6 are temperature sensors, and the test sensor for the pressure measuring point P5 is a pressure sensor.

[0010] The burner oil inlet pipe is equipped with a pressure measuring point P6, and the test sensor for the pressure measuring point P6 is a pressure sensor.

[0011] The gas replenishment acceleration component is equipped with a pressure measuring point P7 on its gas replenishment pipe, and the test sensor for the pressure measuring point P7 is a pressure sensor.

[0012] The turbocharger is equipped with a speed measuring point N1 and a vibration measuring point M1. The test sensor for the speed measuring point N1 is a speed sensor, and the test sensor for the vibration measuring point M1 is a vibration sensor.

[0013] The control platform is connected to the external air source valve, PK valve, self-circulation valve and burner of the combustion assembly. The control platform is also connected to the pressure reducing valve and air supply valve of the gas injection acceleration assembly. The control platform is also connected to all sensors of the test platform.

[0014] This invention discloses a turbocharger injection acceleration test platform. By simulating different operating conditions of a diesel engine, the platform utilizes the controllable exhaust gas energy generated by the combustion assembly to drive the turbocharger. Combined with the injection acceleration component, the platform verifies the injection acceleration effect without directly testing on a diesel engine, thus significantly reducing testing costs and safety risks. Simultaneously, the lubricating oil end provides necessary lubrication for the turbocharger, and the lubricating oil status is monitored by temperature T5, pressure P5, and temperature T6 measuring points to ensure test safety. The speed N1 and vibration M1 measuring points on the turbocharger monitor its operating status in real time, ensuring the accuracy of performance testing. The pressure P6 measuring point on the burner fuel inlet pipe monitors the fuel status; the pressure P7 measuring point on the injection pipe of the injection acceleration component monitors the injection pressure status. The entire test process is integrated and controlled by the control platform, achieving efficient and safe verification of the turbocharger injection acceleration device. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the principle of the turbocharger air injection acceleration test platform of this utility model.

[0017] 1-Lubricating oil end, 2-Air injection acceleration component, 3-Air injection valve, 4-Air injection pipe, 5-Pressure reducing valve, 6-Compressed air source end, 7-Turbocharger, 8-Combustion component, 9-PK valve, 10-Self-circulation valve, 11-External air source valve, 12-Burner, 13-Control platform. Detailed Implementation

[0018] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0019] Please see Figure 1 This utility model provides a turbocharger injection acceleration test platform, including an oil inlet 1, an injection acceleration assembly 2, a turbocharger 7, a combustion assembly 8, and a control platform 13. The combustion assembly 8 includes an external air supply valve 11, a PK valve 9, a self-circulation valve 10, and a burner 12. The external air supply valve 11 is connected to the burner 12 and is located at the inlet end of the burner 12. The PK valve 9 is connected to the self-circulation valve 10 and is located at the inlet end of the self-circulation valve 10. The self-circulation valve 10 is connected to the burner 12. The lubricating oil end 1 and the air injection acceleration assembly 2 are both connected to the turbocharger 7. The compressor outlet end of the turbocharger 7 is connected to the inlet end of the PK valve 9 and the self-circulation valve 10. The outlet end of the burner 12 is connected to the turbine inlet end of the turbocharger 7. The lubricating oil end 1, the air injection acceleration assembly 2, the turbocharger 7 and the combustion assembly 8 are all disposed on the control platform 13.

[0020] In this embodiment, a complete turbocharger injection acceleration test platform is constructed by integrating the lubricating oil end 1, the injection acceleration component 2, the turbocharger 7, the combustion component 8, and the control platform 13. This structure enables the test platform to simulate the operating environment of a diesel engine under different working conditions, providing a reliable test and verification platform for the turbocharger injection acceleration device. This avoids the high cost and safety risks associated with conducting tests directly on a diesel engine, while improving test efficiency and accuracy.

[0021] Furthermore, the air injection acceleration assembly 2 includes a pressure reducing valve 5, an air injection pipe 4, an air injection valve 3, and a compressed air source end 6. The pressure reducing valve 5 is connected to the compressed air source end 6 and is located at the outlet end of the compressed air source end 6. The two ends of the air injection pipe 4 are respectively connected to the outlet end of the pressure reducing valve 5 and the inlet end of the air injection valve 3. The outlet end of the air injection valve 3 is connected to the air injection acceleration interface of the compressor of the turbocharger 7.

[0022] In this embodiment, the pressure of the compressed air source 6 is stably reduced to the pressure required for the test by the pressure reducing valve 5, and then the compressed air is accurately supplied to the turbocharger 7 through the air supply pipe 4 and the air supply valve 3. This structure ensures the stability and controllability of the air supply process, enabling the test platform to accurately simulate the performance of the turbocharger 7 under different air supply conditions, and providing strong support for optimizing the design of the air supply acceleration device.

[0023] The turbocharger 7 has flow rate V1, pressure P1, and temperature T1 measuring points on its compressor inlet pipe; pressure P2 and temperature T2 measuring points on its compressor outlet pipe; pressure P3 and temperature T3 measuring points on its turbine inlet pipe; and pressure P4 and temperature T4 measuring points on its turbine outlet pipe. The turbocharger 7 also has a speed N1 measuring point and a vibration M1 measuring point. The test sensor for the flow rate V1 measuring point is a flow sensor; the test sensors for the temperature measuring points T1, T2, T3, and T4 are temperature sensors; the test sensors for the pressure measuring points P1, P2, P3, and P4 are pressure sensors; the test sensor for the speed N1 measuring point is a speed sensor; and the test sensor for the vibration M1 measuring point is a vibration sensor.

[0024] In this embodiment, these measuring points acquire turbocharger operating data through flow sensors, pressure sensors, and temperature sensors, and record the working performance of the turbocharger 7 under various operating conditions.

[0025] Furthermore, a temperature measuring point T5 and a pressure measuring point P5 are provided on the lubricating oil inlet pipe between the lubricating oil end 1 and the turbocharger 7, and a temperature measuring point T6 is provided on the lubricating oil return pipe between the lubricating oil end 1 and the turbocharger 7. The test sensors for the temperature measuring points T5 and T6 are temperature sensors, and the test sensor for the pressure measuring point P5 is a pressure sensor.

[0026] In this embodiment, these measuring points achieve accurate data acquisition through temperature and pressure sensors, which helps to detect abnormalities in the lubricating oil system in a timely manner, such as excessively high temperature or insufficient pressure, thereby preventing turbocharger 7 failure due to lubricating oil problems and ensuring the safety and reliability of the test process.

[0027] Furthermore, a pressure measuring point P6 is provided on the oil inlet pipe of the burner 12, and the test sensor of the pressure measuring point P6 is a pressure sensor.

[0028] In this embodiment, the fuel supply pressure is monitored in real time through the pressure measuring point P6 on the oil inlet pipe of the burner 12, which helps to detect and adjust the working status of the burner in a timely manner.

[0029] Furthermore, a pressure measuring point P7 is provided on the air supply pipe 4 of the air supply acceleration component 2, and the test sensor of the pressure measuring point P7 is a pressure sensor.

[0030] In this embodiment, the pressure of the replenishing gas is monitored in real time through the pressure measuring point P7 on the replenishing gas pipe 4, which helps to detect and adjust the working status of the compressed gas source and the pressure reducing valve in a timely manner, ensuring the smooth progress of the test.

[0031] Furthermore, the turbocharger 7 is equipped with a speed N1 measuring point and a vibration M1 measuring point. The test sensor for the speed N1 measuring point is a speed sensor, and the test sensor for the vibration M1 measuring point is a vibration sensor.

[0032] In this embodiment, the operating status of the turbocharger 7 is monitored in real time using speed and vibration sensors. This data reflects performance changes and potential faults of the turbocharger 7. Abnormal speed may indicate poor air injection or wear of mechanical components, while excessive vibration may indicate imbalance or looseness. By analyzing this data in a timely manner, test parameters can be optimized to improve the performance and reliability of the turbocharger 7.

[0033] Furthermore, the control platform 13 is connected to the external air source valve 11, PK valve 9, self-circulation valve 10 and burner 12 of the combustion assembly 8. The control platform 13 is also connected to the air supply valve 3 of the air supply acceleration assembly 2. The control platform 13 is also connected to all sensors of the test platform.

[0034] In this embodiment, this structure enables the test platform to achieve a high degree of automation and intelligent control. By collecting and analyzing the operating data of each component in real time, test parameters can be precisely adjusted, the test process can be optimized, and test efficiency and accuracy can be improved. At the same time, the integrated design of the control platform 13 also facilitates the maintenance and management of the equipment and reduces test costs.

[0035] In this utility model, all operations and test data acquisition of the turbocharger injection acceleration test platform are completed by the control platform 13. First, the lubricating oil end 1 is started to provide lubricating oil pressure to the turbocharger 7. The self-circulation valve 10 is closed, the PK valve 9 is opened, and the external air source is turned on to introduce external air to blow the turbocharger turbine in the turbocharger 7 to rotate, reaching the break-in speed of the turbocharger 7. After stable operation for 5 minutes to confirm that the test platform and turbocharger are fault-free, the air volume of the external air source is reduced, and the burner 12 o'clock As the fire is ignited, the fuel injection quantity of the burner 12 and the opening of the external air source valve 11 are gradually increased, raising the energy of the combustion exhaust gas. The turbocharger 7 accelerates. When the compressed air generated by the turbocharger compressor in the turbocharger 7 meets the self-circulation requirements, the PK valve 9 is closed, the self-circulation valve 10 is opened, and the external air source valve 11 is closed. At this time, the exhaust gas energy generated by the combustion of the burner 12 can drive the turbocharger 7 to compress enough air for the burner 12. The turbocharger 7 is in a self-circulation state at low speed, which can simulate the turbocharger 7. When the turbocharger 7 is running at low load on the diesel engine, observe the pressure measuring point P7. The pressure reducing valve 5 stabilizes the pressure at the compressed air source end 6 at the pressure required for the air injection test. Open the air injection valve 3, and compressed air passes through the air injection pipe 4. The air injection valve 3 and the turbocharger air injection device enter the compressor in the turbocharger 7, directly blowing the compressor impeller, causing the speed of the turbocharger 7 to increase rapidly, improving the compressor efficiency, and producing more compressed air. At this time, the performance of the turbocharger 7 is improved after the air injection acceleration, and the generated compressed air increases the load on the diesel engine. With preparations complete, the diesel engine can smoothly improve its operating conditions. The turbocharger 7 exhibits enhanced dynamic responsiveness. The combustion assembly 8 is controlled via the control platform 13, which adjusts the fuel supply to the burner 12 and controls the PK valve 9, the self-circulation valve 10, and the external air source valve 11. This allows the generation of exhaust gas energy under different operating conditions, simulating incomplete combustion, high combustion temperature, and slow acceleration caused by low-speed operation, excessively rapid loading, or high load on the diesel engine. By controlling the air injection acceleration test platform, the effect of the turbocharger undergoing air injection acceleration tests under different operating conditions of the diesel engine can be simulated.

[0036] The above-disclosed embodiments are merely preferred embodiments of the present utility model and should not be construed as limiting the scope of the present utility model. Those skilled in the art can understand that implementing all or part of the above-described embodiments and making equivalent changes in accordance with the claims of the present utility model are still within the scope of the utility model.

Claims

1. A turbocharger injection acceleration test platform, characterized in that, The system includes an oil inlet, a gas injection acceleration assembly, a turbocharger, a combustion assembly, and a control platform. The combustion assembly includes an external air supply valve, a PK valve, a self-circulation valve, and a burner. The external air supply valve is connected to the burner and located at the burner's inlet. The PK valve is a venting valve connected to the self-circulation valve and located at its inlet. The self-circulation valve is connected to the burner and located at both its inlet and outlet ends. The oil inlet and the gas injection acceleration assembly are both connected to the turbocharger. The turbocharger compressor outlet is connected to the inlet ends of the PK valve and the self-circulation valve. The burner outlet is connected to the turbocharger turbine inlet. The oil inlet, the gas injection acceleration assembly, the turbocharger, and the combustion assembly are all mounted on the control platform.

2. The turbocharger injection acceleration test platform as described in claim 1, characterized in that, The air injection acceleration assembly includes a pressure reducing valve, an air injection pipe, an air injection valve, and a compressed air source end. The pressure reducing valve is connected to the compressed air source end and is located at the outlet end of the compressed air source end. The two ends of the air injection pipe are respectively connected to the outlet end of the pressure reducing valve and the inlet end of the air injection valve. The outlet end of the air injection valve is connected to the air injection acceleration interface of the turbocharger compressor.

3. The turbocharger injection acceleration test platform as described in claim 2, characterized in that, The turbocharger compressor inlet pipe is equipped with flow rate V1, pressure P1, and temperature T1 measuring points; the turbocharger compressor outlet pipe is equipped with pressure P2 and temperature T2 measuring points; the turbocharger turbine inlet pipe is equipped with pressure P3 and temperature T3 measuring points; the turbocharger turbine outlet pipe is equipped with pressure P4 and temperature T4 measuring points; the turbocharger is equipped with speed N1 and vibration M1 measuring points; the test sensor for flow rate V1 is a flow sensor; the test sensors for temperature T1, temperature T2, temperature T3, and temperature T4 are temperature sensors; the test sensors for pressure P1, pressure P2, pressure P3, and pressure P4 are pressure sensors; the test sensor for speed N1 is a speed sensor; and the test sensor for vibration M1 is a vibration sensor.

4. The turbocharger injection acceleration test platform as described in claim 3, characterized in that, A temperature measuring point T5 and a pressure measuring point P5 are provided on the lubricating oil inlet pipe between the lubricating oil end and the turbocharger. A temperature measuring point T6 is provided on the lubricating oil return pipe between the lubricating oil end and the turbocharger. The test sensors for the temperature measuring points T5 and T6 are temperature sensors, and the test sensor for the pressure measuring point P5 is a pressure sensor.

5. The turbocharger injection acceleration test platform as described in claim 4, characterized in that, The burner oil inlet pipe is equipped with a pressure measuring point P6, and the test sensor of the pressure measuring point P6 is a pressure sensor.

6. The turbocharger injection acceleration test platform as described in claim 5, characterized in that, The gas supply tube of the gas supply acceleration component is equipped with a pressure measuring point P7, and the test sensor of the pressure measuring point P7 is a pressure sensor.

7. The turbocharger injection acceleration test platform as described in claim 6, characterized in that, The control platform is connected to the lubricating oil end, the air injection acceleration component, the turbocharger, and the combustion component. The control platform is also connected to the external air source valve, PK valve, self-circulation valve, and burner of the combustion component. The control platform is further connected to the pressure reducing valve and air injection valve of the air injection acceleration component. The control platform is also connected to all sensors of the test platform.

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