Turbocharging device and vehicle

Abstract

The application provides a turbocharging device and a vehicle, wherein the turbocharging device comprises an engine, an air inlet pipe and an air outlet pipe, the air inlet pipe is communicated with an air inlet of the engine, the air outlet pipe is communicated with an air outlet of the engine; a compressor is arranged on the air inlet pipe, the compressor is used for pressurizing the gas in the air inlet pipe; a turbocharger is arranged on the air outlet pipe; an electric motor, a rotating shaft of the electric motor is connected with a rotor shaft of the compressor through a first connecting shaft; a generator, a rotating shaft of the generator is connected with a turbine shaft of the turbocharger through a second connecting shaft; a clutch is arranged between the rotating shaft of the electric motor and the rotating shaft of the generator, the clutch has an engaged state of connecting the rotating shaft of the electric motor with the rotating shaft of the generator and a disconnected state of disconnecting the rotating shaft of the electric motor from the rotating shaft of the generator. The technical scheme of the application effectively solves the problem that the turbocharging system in the related art makes the response speed of the engine slow during acceleration.

Description

Technical Field

[0001] This invention relates to the field of vehicle powertrain technology, and more specifically, to a turbocharger and a vehicle. Background Technology

[0002] In the field of internal combustion engine technology, traditional turbocharging systems have been widely used to increase engine power and torque. These turbocharging systems typically use the engine's exhaust energy to drive a turbine, which in turn drives a compressor coaxial with the turbine, thereby increasing the amount of air flowing into the engine. The increased air pressure and density allow for the combustion of more fuel, improving engine combustion efficiency and power output.

[0003] In related technologies, the compressor is mounted on the engine's intake manifold, and the turbine is mounted on the engine's exhaust manifold, with the compressor and turbine connected coaxially. When the engine needs to rapidly increase load or accelerate, the compressor's rotational speed depends on the speed of the coaxially connected turbine. Since the turbine's acceleration is affected by the exhaust flow rate and pressure, it cannot immediately adapt to the engine's dynamic changes. This results in a slow increase in compressor speed, leading to a slow increase in intake air volume, which in turn affects the engine's acceleration capability and reduces the engine's response speed during acceleration.

[0004] Thus, the turbocharging system in this technology results in a slower engine response during acceleration. Summary of the Invention

[0005] The main objective of this invention is to provide a turbocharger and vehicle to solve the problem that turbocharger systems in the related art result in a slow engine response during acceleration.

[0006] To achieve the above objectives, according to one aspect of the present invention, a turbocharger is provided, comprising: an engine, an intake manifold communicating with an air inlet of the engine, and an exhaust manifold communicating with an air outlet of the engine; a compressor disposed on the intake manifold, the compressor being used to pressurize gas within the intake manifold; a turbocharger turbine disposed on the exhaust manifold; an electric motor, the shaft of the electric motor being connected to the rotor shaft of the compressor via a first connecting shaft; a generator, the shaft of the generator being connected to the turbine shaft of the turbocharger turbine via a second connecting shaft; and a clutch disposed between the shaft of the electric motor and the shaft of the generator, the clutch having an engaged state for connecting the shaft of the electric motor and the shaft of the generator and an disengaged state for separating the shaft of the electric motor and the shaft of the generator.

[0007] Furthermore, the first connecting shaft, the motor shaft, the generator shaft, and the second connecting shaft are coaxially arranged.

[0008] Furthermore, the turbocharger also includes a battery, an electric motor electrically connected to the battery via a first wiring harness, and / or a generator electrically connected to the battery via a second wiring harness.

[0009] Furthermore, the turbocharger also includes an exhaust gas recirculation pipe connecting the intake pipe and the exhaust pipe. The intake end of the exhaust gas recirculation pipe is connected to the exhaust end of the turbocharger, and the exhaust end of the exhaust gas recirculation pipe is connected to the intake end of the compressor.

[0010] Furthermore, the turbocharger also includes a control valve disposed on the exhaust gas recirculation pipe, the control valve being used to control the opening and closing of the exhaust gas recirculation pipe; and / or, the turbocharger also includes a heat exchanger disposed on the exhaust gas recirculation pipe, the heat exchanger being used to exchange heat with the gas in the exhaust gas recirculation pipe.

[0011] Furthermore, the turbocharger also includes an exhaust gas catalytic converter and a muffler installed on the exhaust pipe. The exhaust gas catalytic converter is located downstream of the turbocharger turbine, and the muffler is located downstream of the exhaust gas catalytic converter. The intake end of the exhaust gas recirculation pipe is connected between the exhaust gas catalytic converter and the muffler.

[0012] Furthermore, the turbocharger also includes an air filter mounted on the intake manifold, located upstream of the compressor, with the exhaust gas recirculation pipe's outlet connected between the air filter and the compressor.

[0013] Furthermore, the turbocharger also includes a throttle valve disposed on the intake manifold, the throttle valve being located downstream of the compressor and used to adjust the flow area of ​​the intake manifold; the turbocharger also includes an intercooler disposed on the intake manifold, the intercooler being disposed between the compressor and the throttle valve; and / or, the turbocharger also includes an intake manifold disposed between the intake manifold and the engine intake port.

[0014] Furthermore, the turbocharger also includes a first bypass pipe connected to the intake pipe and a first bypass valve disposed on the first bypass pipe. The intake end of the first bypass pipe is connected to the intake end of the compressor, and the outlet end of the first bypass pipe is connected to the outlet end of the compressor. The first bypass valve is used to control the opening and closing of the first bypass pipe. And / or, the turbocharger also includes a second bypass pipe connected to the outlet pipe and a second bypass valve disposed on the second bypass pipe. The intake end of the second bypass pipe is connected to the intake end of the turbocharger, and the outlet end of the second bypass pipe is connected to the outlet end of the turbocharger. The second bypass valve is used to control the opening and closing of the second bypass pipe.

[0015] According to another aspect of the present invention, a vehicle is provided, including a turbocharger, wherein the turbocharger is the turbocharger described above.

[0016] According to the technical solution of this invention, a turbocharger includes: an engine, a compressor, a turbocharger turbine, an electric motor, a generator, and a clutch. An intake pipe communicates with the engine's air intake, and an outlet pipe communicates with the engine's air outlet. The compressor is mounted on the intake pipe and is used to pressurize the gas within the intake pipe. The turbocharger turbine is mounted on the outlet pipe. The electric motor's shaft is connected to the compressor's rotor shaft via a first connecting shaft. The generator's shaft is connected to the turbocharger turbine's turbine shaft via a second connecting shaft. The clutch is located between the electric motor's shaft and the generator's shaft, and the clutch has an engaged state that connects the electric motor's shaft to the generator's shaft and an disengaged state that separates the electric motor's shaft from the generator's shaft. In this way, when the clutch is engaged, the compressor rotor shaft, the first connecting shaft, the electric motor shaft, the clutch, the generator, the second connecting shaft, and the turbocharger turbine shaft can rotate synchronously. This allows the gas in the exhaust pipe to drive the turbocharger turbine, which in turn drives the compressor rotor shaft. This enables the compressor to draw more air into the intake manifold and deliver it to the engine, improving combustion efficiency and power output. When the clutch is disengaged, the compressor rotor shaft and the turbocharger turbine shaft can operate independently, with different rotational speeds. When the engine needs to rapidly increase load or accelerate, the compressor rotor shaft can rotate independently without being affected by the turbocharger turbine's speed. This allows the compressor to adapt more quickly to engine dynamics, resulting in faster compressor speed increases, faster intake volume increases, improved engine acceleration performance, faster engine response during acceleration, and reduced unnecessary energy loss. Furthermore, the inclusion of an electric motor allows the compressor to quickly acquire power, rapidly increasing its speed and intake pressure without waiting for the gas in the exhaust manifold to drive the turbocharger to reach its rotational speed, thus improving the engine's acceleration and responsiveness. The generator can recover the electrical energy generated by the turbocharger's rotation, thereby improving energy efficiency. Therefore, the technical solution of this application effectively solves the problem of slow engine response during acceleration caused by turbocharging systems in related technologies. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0018] Figure 1 A connection diagram of an embodiment of the turbocharger according to the present invention is shown.

[0019] The above figures include the following reference numerals:

[0020] 11. Engine; 12. Compressor; 13. Turbocharger; 14. Electric motor; 15. Generator; 16. Clutch; 17. Battery;

[0021] 20. Intake manifold; 21. Air filter; 22. Throttle valve; 23. Intercooler;

[0022] 30. Exhaust pipe; 31. Exhaust catalytic converter; 32. Muffler;

[0023] 41. First connecting shaft; 42. Second connecting shaft;

[0024] 51. First wire harness; 52. Second wire harness;

[0025] 60. Exhaust gas recirculation pipe; 61. Control valve; 62. Heat exchanger;

[0026] 70. Intake manifold;

[0027] 80. First bypass pipe; 81. First bypass valve;

[0028] 90. Second bypass pipe; 91. Second bypass valve. Detailed Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0031] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0032] In some embodiments, such as Figure 1 As shown, the turbocharger includes an engine 11, a compressor 12, a turbocharger 13, an electric motor 14, a generator 15, and a clutch 16. An intake pipe 20 communicates with the intake port of the engine 11, and an exhaust pipe 30 communicates with the exhaust port of the engine 11. The compressor 12 is mounted on the intake pipe 20 and is used to pressurize the gas within the intake pipe 20. The turbocharger 13 is mounted on the exhaust pipe 30. The shaft of the electric motor 14 is connected to the rotor shaft of the compressor 12 via a first connecting shaft 41. The shaft of the generator 15 is connected to the turbine shaft of the turbocharger 13 via a second connecting shaft 42. The clutch 16 is located between the shafts of the electric motor 14 and the generator 15, and the clutch 16 has an engaged state that connects the shafts of the electric motor 14 and the generator 15, and an disengaged state that separates the shafts of the electric motor 14 and the generator 15.

[0033] Thus, when the clutch 16 is engaged, the rotor shaft of the compressor 12, the first connecting shaft 41, the rotating shaft of the electric motor 14, the clutch 16, the generator 15, the second connecting shaft 42, and the turbine shaft of the supercharger 13 can rotate synchronously. This allows the gas in the exhaust pipe 30 to drive the supercharger 13, which in turn drives the rotor shaft of the compressor 12. Consequently, the compressor 12 can draw more air into the intake pipe 20 and deliver it to the engine 11, thereby improving the combustion efficiency and power output of the engine 11. When the clutch 16 is disengaged, the rotor shaft of the compressor 12 and the turbine shaft of the supercharger 13 can operate independently, and their rotational speeds can differ. When the engine 11 needs to rapidly increase load or accelerate, the rotor shaft of the compressor 12 can rotate independently without being affected by the speed of the turbocharger 13. This allows the compressor 12 to adapt more quickly to the dynamic changes of the engine 11, resulting in a faster increase in compressor speed and intake volume, thus improving the acceleration performance and response speed of the engine 11 during acceleration, and avoiding unnecessary energy loss. Furthermore, the electric motor 14 enables the compressor 12 to quickly obtain power, rapidly increasing its speed and intake pressure without waiting for the gas in the exhaust pipe 30 to drive the turbocharger 13 to generate speed, thereby improving the acceleration capability and response speed of the engine 11. The generator 15 can recover the electrical energy generated by the rotation of the turbocharger 13, thereby improving energy utilization. Therefore, the technical solution of this embodiment effectively solves the problem of slow engine response speed during acceleration caused by turbocharger systems in related technologies.

[0034] In the above embodiment, the shaft of the motor 14 has a driving state that drives the first connecting shaft 41 to rotate and an idle state that is driven by the first connecting shaft 41. When the clutch 16 is engaged, the shaft of the motor 14 is in an idle state. The second connecting shaft 42 rotates to generate electricity from the generator 15.

[0035] By applying the technical solution of the above embodiments, when the clutch 16 is engaged, the compressor 12 and the turbocharger 13 can work synchronously, making full use of exhaust energy. When the engine 11 is under low load or does not require additional intake pressure, switching the clutch 16 to the disengaged state allows the compressor 12 or the turbocharger 13 to operate independently, which improves the power and torque of the engine 11, reduces back pressure, avoids unnecessary energy loss, and reduces the fuel consumption of the engine 11. Furthermore, the electric motor 14 can independently drive the compressor 12 to maintain appropriate intake pressure, improving the operating efficiency and reliability of the engine 11 under various operating conditions.

[0036] like Figure 1As shown, the first connecting shaft 41, the shaft of the electric motor 14, the shaft of the generator 15, and the second connecting shaft 42 are coaxially arranged. Because these components are coaxial, this layout simplifies the structure of the turbocharger, reduces energy loss during power transmission, and improves overall efficiency. This coaxial arrangement also facilitates the compact integration of the turbocharger, resulting in a more compact structure and reducing the required installation space in the vehicle.

[0037] like Figure 1 As shown, the turbocharger also includes a battery 17. An electric motor 14 is electrically connected to the battery 17 via a first wiring harness 51, and a generator 15 is electrically connected to the battery 17 via a second wiring harness 52. The electrical connection between the battery 17, the electric motor 14, and the generator 15 enables energy storage and release. This allows the electric motor 14 to pre-accelerate the compressor 12 when the engine 11 is under low load, improving the engine 11's acceleration response. Simultaneously, the generator 15 can recover some exhaust energy under high load, converting it into electrical energy and storing it in the battery 17, further reducing the vehicle's overall energy consumption.

[0038] In other embodiments, the turbocharger also includes a battery 17. An electric motor 14 is electrically connected to the battery 17 via a first wiring harness 51. Alternatively, a generator 15 is electrically connected to the battery 17 via a second wiring harness 52.

[0039] like Figure 1 As shown, the turbocharger also includes an exhaust gas recirculation (EGR) pipe 60 connecting the intake pipe 20 and the exhaust pipe 30. The intake end of the EGR pipe 60 is connected to the exhaust end of the turbocharger turbine 13, and the exhaust end of the EGR pipe 60 is connected to the intake end of the compressor 12. The EGR pipe 60 effectively recovers exhaust gas from the exhaust pipe 30, reducing nitrogen oxide emissions. Simultaneously, exhaust gas recirculation reduces the energy required for intake, thus reducing fuel consumption.

[0040] like Figure 1 As shown, the turbocharger also includes a control valve 61 installed on the exhaust gas recirculation pipe 60, which controls the opening and closing of the exhaust gas recirculation pipe 60. The control valve 61 allows for precise control of the exhaust gas flow rate within the exhaust gas recirculation pipe 60 according to the engine 11's operating conditions, further optimizing the engine 11's fuel economy and responsiveness. The turbocharger also includes a heat exchanger 62 installed on the exhaust gas recirculation pipe 60, which exchanges heat with the gas within the exhaust gas recirculation pipe 60. The presence of the heat exchanger 62 allows the exhaust gas to be cooled before entering the compressor 12, preventing combustion instability and efficiency reduction caused by high-temperature exhaust gas re-entering the engine 11's combustion chamber, thus improving overall efficiency.

[0041] In other embodiments, such as Figure 1 As shown, the turbocharger also includes a control valve 61 disposed on the exhaust gas recirculation pipe 60, which is used to control the opening and closing of the exhaust gas recirculation pipe 60. Alternatively, the turbocharger also includes a heat exchanger 62 disposed on the exhaust gas recirculation pipe 60, which is used to exchange heat with the gas in the exhaust gas recirculation pipe 60.

[0042] like Figure 1 As shown, the turbocharger also includes an exhaust gas catalytic converter 31 and a muffler 32 mounted on the exhaust pipe 30. The exhaust gas catalytic converter 31 is located downstream of the turbocharger turbine 13, and the muffler 32 is located downstream of the exhaust gas catalytic converter 31. The intake end of the exhaust gas recirculation pipe 60 connects between the exhaust gas catalytic converter 31 and the muffler 32. Positioning the exhaust gas catalytic converter 31 upstream of the intake end of the exhaust gas recirculation pipe 60 ensures that the exhaust gas has undergone catalytic treatment before recirculation, facilitating its reuse after entering the engine 11. The positional design between the exhaust gas recirculation pipe 60 and the exhaust gas catalytic converter 31 and muffler 32 eliminates the need for the exhaust gas to pass through the muffler 32 before recirculation, reducing resistance in the recirculation path, minimizing energy loss when the exhaust gas passes through the muffler 32, resulting in more energy recovery, and accelerating the flow rate of the exhaust gas, thereby improving the efficiency of the exhaust gas recirculation system.

[0043] like Figure 1 As shown, the turbocharger also includes an air filter 21 mounted on the intake manifold 20. The air filter 21 is located upstream of the compressor 12, and the outlet of the exhaust gas recirculation (EGR) pipe 60 connects between the air filter 21 and the compressor 12. Positioning the air filter 21 upstream of the compressor 12 effectively filters impurities from the air entering the engine 11, protecting the compressor 12 and engine 11 from damage and extending their service life. Placing the outlet of the EGR pipe 60 between the air filter 21 and the compressor 12 allows the exhaust gas in the EGR pipe 60 to enter the compressor 12 without passing through the air filter 21, reducing energy loss and improving intake efficiency. Furthermore, since the exhaust gas contains a large amount of moisture and oil, the fact that the exhaust gas in the EGR pipe 60 does not flow through the air filter 21 further extends the service life of the air filter 21.

[0044] like Figure 1As shown, the turbocharger also includes a throttle valve 22 mounted on the intake manifold 20. The throttle valve 22 is located downstream of the compressor 12 and is used to adjust the flow area of ​​the intake manifold 20. The throttle valve 22 can adjust the intake volume of the intake manifold 20, allowing the engine 11 to adapt more flexibly to different operating conditions, improving the flexibility and fuel efficiency of the turbocharger. The turbocharger also includes an intercooler 23 mounted on the intake manifold 20, positioned between the compressor 12 and the throttle valve 22. The intercooler 23 allows the gas in the intake manifold 20 to pass through the compressor 12 before entering the intercooler 23. Because the temperature of the gas rises after compression by the compressor 12, the gas in the intake manifold 20 passing through the compressor 12 before entering the intercooler 23 more effectively cools the gas entering the engine 11. The turbocharger also includes an intake manifold 70 disposed between the intake pipe 20 and the intake port of the engine 11. The intake manifold 70 allows the air pressurized by the compressor 12 to be evenly distributed to each cylinder of the engine 11, improving the stability of the engine 11's power output.

[0045] In other embodiments, the turbocharger further includes an intercooler 23 disposed on the intake manifold 20, the intercooler 23 being disposed between the compressor 12 and the throttle valve 22. Alternatively, the turbocharger may also include an intake manifold 70 disposed between the intake manifold 20 and the intake port of the engine 11.

[0046] like Figure 1 As shown, the turbocharger also includes a first bypass pipe 80 connected to the intake pipe 20 and a first bypass valve 81 disposed on the first bypass pipe 80. The intake end of the first bypass pipe 80 is connected to the intake end of the compressor 12, and the outlet end of the first bypass pipe 80 is connected to the outlet end of the compressor 12. The first bypass valve 81 is used to control the opening and closing of the first bypass pipe 80. The turbocharger also includes a second bypass pipe 90 connected to the outlet pipe 30 and a second bypass valve 91 disposed on the second bypass pipe 90. The intake end of the second bypass pipe 90 is connected to the intake end of the turbocharger 13, and the outlet end of the second bypass pipe 90 is connected to the outlet end of the turbocharger 13. The second bypass valve 91 is used to control the opening and closing of the second bypass pipe 90. The arrangement of the first bypass pipe 80 and the first bypass valve 81, as well as the second bypass pipe 90 and the second bypass valve 91, allows the compressor 12 or the turbocharger 13 to be bypassed under specific operating conditions, reducing unnecessary power loss and back pressure, and improving the fuel economy of the engine 11 at low loads and its acceleration response at high loads. This bypass design also increases the system's flexibility, allowing for dynamic adjustments as needed to further optimize the operating efficiency of the engine 11.

[0047] The inventors discovered that in related technologies, when the engine is under partial load, i.e., when the vehicle is at low speed or light load, the turbocharging system in these technologies leads to higher fuel consumption. This is because even when a large amount of boost is not required, the turbocharger still consumes some exhaust energy, increasing the engine's exhaust back pressure, which in turn affects combustion efficiency and fuel consumption.

[0048] The technical solution applied in the above embodiments is as follows: When the engine 11 is running under low load, and the intake air of the engine 11 does not require boosting and the battery 17 is low on power, the compressor 12 does not work, the clutch 16 is switched to the disengaged state, and the first bypass valve 81 is opened while the second bypass valve 91 is closed. The exhaust of the engine 11 drives the turbocharger 13 to rotate, and the turbocharger 13 drives the second connecting shaft 42 to rotate, causing the generator 15 to generate electricity. This reduces unnecessary energy loss and enables the recovery and utilization of electrical energy. When the engine 11 is running under low load, and the intake air of the engine 11 does not require boosting and the battery 17 does not require charging, the compressor 12 does not work, the clutch 16 is switched to the disengaged state, and the first bypass valve 81 and the second bypass valve 91 are opened. The exhaust of the engine 11 flows out from the second bypass pipe 90, and the turbocharger 13 does not rotate. When engine 11 needs to accelerate, clutch 16 is switched to the disengaged state, while the first bypass valve 81 is closed and the second bypass valve 91 is opened. Electric motor 14 drives compressor 12 to accelerate, and exhaust from engine 11 flows out through the second bypass pipe 90, resulting in lower exhaust back pressure and reduced fuel consumption. When engine 11 is operating stably under medium to high load and requires boosting, clutch 16 is switched to the engaged state. Compressor 12, first connecting shaft 41, electric motor 14, generator 15, second connecting shaft 42, and turbocharger 13 rotate synchronously. At this time, electric motor 14 is idling. Exhaust from engine 11 drives turbocharger 13 to rotate, which in turn drives compressor 12, thus achieving turbocharging.

[0049] In other embodiments, the turbocharger further includes a first bypass pipe 80 connected to the intake pipe 20 and a first bypass valve 81 disposed on the first bypass pipe 80. The intake end of the first bypass pipe 80 is connected to the intake end of the compressor 12, and the outlet end of the first bypass pipe 80 is connected to the outlet end of the compressor 12. The first bypass valve 81 is used to control the opening and closing of the first bypass pipe 80. Alternatively, the turbocharger further includes a second bypass pipe 90 connected to the outlet pipe 30 and a second bypass valve 91 disposed on the second bypass pipe 90. The intake end of the second bypass pipe 90 is connected to the intake end of the turbocharger 13, and the outlet end of the second bypass pipe 90 is connected to the outlet end of the turbocharger 13. The second bypass valve 91 is used to control the opening and closing of the second bypass pipe 90.

[0050] Furthermore, the inventors discovered that, because the compressor and turbine are coaxially connected in related technologies, the presence of the turbine causes high exhaust back pressure during engine exhaust under partial load conditions, increasing fuel consumption. However, by applying the technical solution described in the above embodiments, the clutch allows the compressor and turbocharger to operate independently, enabling the turbocharger to be equipped with a turbocharger with a larger flow area, thereby reducing exhaust back pressure and lowering fuel consumption.

[0051] This application also provides a vehicle including a turbocharger, which is the turbocharger described above. Since the turbocharger described above can solve the problem of slow engine response during acceleration caused by turbocharged systems in related technologies, a vehicle having this turbocharger can solve the same technical problem.

[0052] In the description of this invention, it should be understood that "a plurality of" means two or more. Directional terms such as "front, back, up, down, left, right," "horizontal, vertical, perpendicular, horizontal," and "top, bottom" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are used solely for the convenience of describing the invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner or outer contours relative to the outline of each component itself.

[0053] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0054] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0055] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A turbocharger, characterized in that, include: Engine (11), intake pipe (20) is connected to the intake port of engine (11), and exhaust pipe (30) is connected to the exhaust port of engine (11); A compressor (12) is installed on the intake pipe (20) and is used to pressurize the gas in the intake pipe (20). A supercharger turbine (13) is mounted on the exhaust pipe (30); An electric motor (14) is provided, the shaft of which is connected to the rotor shaft of the compressor (12) via a first connecting shaft (41). A generator (15), the shaft of which is connected to the turbine shaft of the supercharger turbine (13) via a second connecting shaft (42); A clutch (16) is disposed between the shaft of the electric motor (14) and the shaft of the generator (15). The clutch (16) has an engaged state that connects the shaft of the electric motor (14) to the shaft of the generator (15) and an disengaged state that separates the shaft of the electric motor (14) from the shaft of the generator (15).

2. The turbocharger according to claim 1, characterized in that, The first connecting shaft (41), the rotating shaft of the motor (14), the rotating shaft of the generator (15), and the second connecting shaft (42) are coaxially arranged.

3. The turbocharger according to claim 1, characterized in that, The turbocharger also includes a battery (17), the motor (14) is electrically connected to the battery (17) via a first wiring harness (51), and / or the generator (15) is electrically connected to the battery (17) via a second wiring harness (52).

4. The turbocharger according to claim 1, characterized in that, The turbocharger also includes an exhaust gas recirculation pipe (60) connecting the intake pipe (20) and the exhaust pipe (30). The intake end of the exhaust gas recirculation pipe (60) is connected to the exhaust end of the turbocharger (13), and the exhaust end of the exhaust gas recirculation pipe (60) is connected to the intake end of the compressor (12).

5. The turbocharger according to claim 4, characterized in that, The turbocharger also includes a control valve (61) disposed on the exhaust gas recirculation pipe (60), the control valve (61) being used to control the opening and closing of the exhaust gas recirculation pipe (60); and / or, The turbocharger also includes a heat exchanger (62) disposed on the exhaust gas recirculation pipe (60), the heat exchanger (62) being used to exchange heat with the gas in the exhaust gas recirculation pipe (60).

6. The turbocharger according to claim 4, characterized in that, The turbocharger also includes an exhaust gas catalyst (31) and a muffler (32) disposed on the exhaust pipe (30). The exhaust gas catalyst (31) is disposed downstream of the turbocharger (13), and the muffler (32) is disposed downstream of the exhaust gas catalyst (31). The intake end of the exhaust gas recirculation pipe (60) is connected between the exhaust gas catalyst (31) and the muffler (32).

7. The turbocharger according to claim 4, characterized in that, The turbocharger also includes an air filter (21) disposed on the intake pipe (20), the air filter (21) being located upstream of the compressor (12), and the outlet end of the exhaust gas recirculation pipe (60) being connected between the air filter (21) and the compressor (12).

8. The turbocharger according to claim 1, characterized in that, The turbocharger also includes a throttle valve (22) disposed on the intake pipe (20), the throttle valve (22) being located downstream of the compressor (12) and used to adjust the flow area of ​​the intake pipe (20); The turbocharger also includes an intercooler (23) disposed on the intake manifold (20), the intercooler (23) being located between the compressor (12) and the throttle valve (22); and / or, The turbocharger also includes an intake manifold (70) disposed between the intake pipe (20) and the intake port of the engine (11).

9. The turbocharger according to claim 1, characterized in that, The turbocharger also includes a first bypass pipe (80) connected to the intake pipe (20) and a first bypass valve (81) disposed on the first bypass pipe (80). The intake end of the first bypass pipe (80) is connected to the intake end of the compressor (12), and the outlet end of the first bypass pipe (80) is connected to the outlet end of the compressor (12). The first bypass valve (81) is used to control the opening and closing of the first bypass pipe (80); and / or, The turbocharger also includes a second bypass pipe (90) connected to the outlet pipe (30) and a second bypass valve (91) disposed on the second bypass pipe (90). The inlet end of the second bypass pipe (90) is connected to the inlet end of the turbocharger (13), and the outlet end of the second bypass pipe (90) is connected to the outlet end of the turbocharger (13). The second bypass valve (91) is used to control the opening and closing of the second bypass pipe (90).

10. A vehicle comprising a turbocharger, characterized in that, The turbocharger is the turbocharger according to any one of claims 1 to 9.

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