A noise reduction buffer structure of a turbo wastegate valve assembly

Abstract

The utility model relates to the technical field of automobile turbocharger accessories, and specifically discloses a noise reduction buffer structure of automobile turbine exhaust valve assembly, which comprises a valve body and a fixing frame, a transmission shaft is arranged through the valve body, a sealing flap is fixedly arranged at the lower end of the transmission shaft, the sealing flap is located in the valve body, the transmission shaft has a threaded part, an adjusting nut is threadedly arranged on the outer surface of the threaded part, a buffer spring is arranged above the adjusting nut, a damping guide sleeve fixedly connected with the fixing frame is arranged above the buffer spring, and the end of the transmission shaft slides in the damping guide sleeve; the fixing frame is arranged on the outer side of the valve body, so that high-frequency knocking sound caused by mechanical impact can be avoided, and airflow noise can be effectively buffered and eliminated.

Description

Technical Field

[0001] This utility model relates to the technical field of automotive turbocharger parts, and in particular to a noise reduction and buffer structure for an automotive turbocharger blow-off valve assembly. Background Technology

[0002] As a key regulating component of the turbocharger, the valve assembly's core function is to release some exhaust gas by opening the valve when the engine boost pressure exceeds a preset threshold, thus preventing problems such as engine knocking and turbocharger overheating caused by excessive boost pressure, while ensuring the engine's intake stability under different operating conditions.

[0003] Currently, traditional venting valves mostly adopt a rigid connection structure. There is a lack of effective buffer medium between the valve disc and the valve seat, and between the drive shaft and the guide structure. The mechanical impact at the moment of valve opening and closing will generate high-frequency knocking sound. Especially under high-speed driving, rapid acceleration or deceleration conditions, the noise is transmitted to the cabin through the vehicle body, which seriously affects driving comfort. Utility Model Content

[0004] The purpose of this utility model is to provide a noise reduction and buffer structure for an automotive turbocharger bleed valve assembly, aiming to solve the technical problem in the prior art where the mechanical impact at the moment of valve opening and closing generates a high-frequency knocking sound, especially under high-speed driving, rapid acceleration or deceleration conditions, the noise is transmitted through the vehicle body to the cabin, seriously affecting driving comfort.

[0005] To achieve the above objectives, this utility model employs a noise reduction and buffer structure for an automotive turbine exhaust valve assembly, comprising a valve body and a mounting bracket. A drive shaft is disposed through the valve body, and a sealing disc is fixedly disposed at the lower end of the drive shaft. The sealing disc is located within the valve body. The drive shaft has a threaded portion, and an adjusting nut is threaded onto the outer surface of the threaded portion. A buffer spring is disposed above the adjusting nut, and a damping guide sleeve is disposed above the buffer spring and fixedly connected to the mounting bracket. The end of the drive shaft slides within the damping guide sleeve.

[0006] The mounting bracket is located on the outside of the valve body.

[0007] The valve body has an inlet valve port at its lower end, and the sealing disc is slidably connected to the inlet valve port.

[0008] The valve body has a sealing valve seat fixedly mounted on its upper surface, the transmission shaft is slidably connected to the sealing valve seat in the middle, and a limiting ring fixedly connected to the transmission shaft is provided above the sealing valve seat.

[0009] The valve body is fixedly provided with a limit sleeve, and the transmission shaft is slidably connected to the limit sleeve.

[0010] The threaded portion has multiple through holes, and the adjusting nut has a locking pin that passes through it, with the locking pin passing through both the adjusting nut and the through holes.

[0011] A flexible sealing gasket is fixedly installed on the outer side surface of the valve body.

[0012] The flexible sealing gasket is connected to an airflow guide hood on its outer side, and a damping sheet is provided inside the airflow guide hood.

[0013] The valve body and the airflow guide cover are disposed within the fixed frame.

[0014] Compared with the prior art, this utility model has the following advantages:

[0015] 1. By absorbing the axial impact when the valve is opened and closed through the buffer spring, the damping guide sleeve attenuates the vibration of the drive shaft, and the wave-shaped damping plate in the airflow guide cover absorbs the high-frequency noise of the airflow. The noise is reduced simultaneously from three dimensions: mechanical impact, vibration transmission and airflow turbulence, effectively reducing the noise transmission in the cockpit.

[0016] 2. The threaded part of the drive shaft and the threaded part of the adjusting nut are matched with a fixing structure of multiple through holes and locking pins, which can precisely adjust the preload of the buffer spring and adapt to the boost pressure threshold of different engines.

[0017] 3. The flexible sealing gasket not only enhances the sealing performance of the connection between the valve body and the airflow guide cover, but also helps to buffer vibration. The fixing bracket provides overall wrapping and fixing of the valve body and the airflow guide cover. With the precise assembly relationship of each component, the structure can remain stable in the high temperature and high frequency vibration exhaust gas environment, avoiding exhaust gas leakage and component loosening. Attached Figure Description

[0018] 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.

[0019] Figure 1 This is a schematic diagram of a noise reduction and buffer structure for an automotive turbine exhaust valve assembly according to this utility model.

[0020] Figure 2 This is a side view of a noise reduction and buffer structure of an automotive turbine exhaust valve assembly according to this utility model.

[0021] Figure 3This is a cross-sectional view of the noise reduction and buffer structure of an automotive turbine exhaust valve assembly according to this utility model.

[0022] Figure 4 This is the utility model Figure 3 Enlarged view of the local structure at point A.

[0023] Figure 5 This is a schematic diagram of the valve body of this utility model.

[0024] 101-Valve body, 102-Fixed bracket, 103-Drive shaft, 104-Sealing disc, 105-Threaded part, 106-Adjusting nut, 107-Buffer spring, 108-Damping guide sleeve, 109-Inlet valve port, 110-Sealing valve seat, 111-Limit sleeve, 112-Penetrating hole, 113-Locking pin, 114-Flexible sealing gasket, 115-Airflow guide cover, 116-Damping plate, 117-Limit ring. Detailed Implementation

[0025] The embodiments of the present invention are described in detail below. Examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, but should not be construed as limiting the present invention.

[0026] Please see Figures 1-5 ,in Figure 1 This is a schematic diagram of a noise reduction and buffer structure for an automotive turbine exhaust valve assembly according to this utility model. Figure 2 This is a side view of a noise reduction and buffer structure for an automotive turbocharger bleed valve assembly according to this utility model. Figure 3 This is a cross-sectional view of a noise reduction and buffer structure for an automotive turbine exhaust valve assembly according to this utility model. Figure 4 This is the utility model Figure 3 Enlarged view of the local structure at point A. Figure 5 This is a schematic diagram of the valve body of this utility model.

[0027] In this embodiment, the device includes a valve body 101 and a mounting bracket 102. A drive shaft 103 is disposed through the valve body 101. A sealing disc 104 is fixedly disposed at the lower end of the drive shaft 103, and the sealing disc 104 is located inside the valve body 101. The drive shaft 103 has a threaded portion 105, and an adjusting nut 106 is threaded onto the outer surface of the threaded portion 105. A buffer spring 107 is disposed above the adjusting nut 106, and a damping guide sleeve 108 is disposed above the buffer spring 107 and fixedly connected to the mounting bracket 102. The end of the drive shaft 103 slides within the damping guide sleeve 108. The mounting bracket 102 is disposed on the outside of the valve body 101 and is used to fix and support the valve body 101 and the automotive turbine structure. The damping guide sleeve 108 is a hollow sleeve structure with a honeycomb damping cavity. During assembly, the buffer spring 107 is in a preset pre-compression state, and the turbine draws exhaust gas from the valve body 101. The exhaust gas flows downwards into the valve body 101. When the engine boost pressure exceeds the threshold, the impact pressure of the exhaust gas is greater than the pre-compression state of the buffer spring 107, pushing the sealing disc 104 upwards. The sealing disc 104 then pushes the drive shaft 103 upwards, while the damping guide sleeve 108 remains fixed. The adjusting nut 106 further compresses the buffer spring 107 upwards, increasing the deformation of the buffer spring 107 and continuously storing elastic potential energy. When the boost pressure drops back to the preset value, the thrust of the exhaust gas on the sealing disc 104 disappears. At this time, the elastic potential energy stored in the buffer spring 107 begins to be released, generating a reverse thrust. This thrust is transmitted sequentially through the adjusting nut 106 and the drive shaft 103 to the sealing disc 104, pushing the sealing disc 104 to move in the opposite direction until it is closed by fitting against the lower channel of the valve body 101. The buffer spring 107 is used to buffer the impact pressure, and the damping guide sleeve 108 absorbs the vibration force of the drive shaft 103, reducing vibration transmission.

[0028] The valve body 101 has an access port 109 at its lower end. The sealing disc 104 is slidably connected to the access port 109. The access port 109 is connected to the turbine exhaust port of the engine. The sealing disc 104 is used to control the flow of exhaust gas.

[0029] Secondly, a sealing valve seat 110 is fixedly provided on the upper surface of the valve body 101. The middle part of the transmission shaft 103 is slidably connected to the sealing valve seat 110. A limiting ring 117 fixedly connected to the transmission shaft 103 is provided above the sealing valve seat 110. The sealing valve seat 110 ensures that the transmission shaft 103 can slide radially stably. A buffer pad is provided below the limiting ring 117 to effectively limit the reset position of the transmission shaft 103 and absorb the impact on the valve body 101 when the transmission shaft 103 resets.

[0030] Meanwhile, a limiting sleeve 111 is fixedly installed inside the valve body 101, and the transmission shaft 103 is slidably connected to the limiting sleeve 111. The limiting sleeve 111 directly restricts the radial movement of the transmission shaft 103.

[0031] In addition, the threaded portion 105 is provided with multiple through holes 112, and the adjusting nut 106 is provided with a locking pin 113 through it. The locking pin 113 passes through the adjusting nut 106 and the through holes 112. The locking pin 113 is used to fix the position of the adjusting nut 106 and the threaded portion 105. When it is necessary to adjust the preload of the buffer spring 107, the locking pin 113 is removed, and the adjusting nut 106 rotates around the threaded portion 105, so that the adjusting nut 106 squeezes or releases the buffer spring 107. After the adjustment is completed, the locking pin 113 is inserted into the adjusting nut 106 and the through holes 112 through the preset through holes 112. The multiple through holes 112 are opened according to the required preload value. The locking pin 113 is inserted into the adjusting nut 106 and the through holes 112 to fix the adjusting nut 106 and the threaded portion 105, thereby meeting the adaptation requirements of different working conditions.

[0032] Secondly, a flexible sealing gasket 114 is fixedly provided on the outer side surface of the valve body 101. An airflow guide hood 115 is connected to the outer side of the flexible sealing gasket 114. A damping sheet 116 is provided inside the airflow guide hood 115. The valve body 101 is connected to the airflow guide hood 115 through the flexible sealing gasket 114. The released exhaust gas is discharged to the outside through the airflow guide hood 115. The damping sheet 116 is attached to the inner wall of the airflow guide hood 115, is wavy, and is made of a composite structure of sound-absorbing cotton and metal mesh, which is used to absorb high-frequency noise when the exhaust gas flows.

[0033] Meanwhile, the valve body 101 and the airflow guide cover 115 are disposed in the fixing frame 102. The fixing frame 102 is used to support the various components and is fixedly connected to the turbocharger housing, playing a role in structural support and positioning.

[0034] Using the noise reduction and buffering structure of an automotive turbocharger bleed valve assembly in this embodiment, by setting the valve body 101 and the fixing bracket 102, when the engine boost pressure is low during actual use, the preload force of the buffer spring 107 pushes the sealing disc 104 to tightly fit the inlet valve port 109, achieving an initial seal. At this time, the drive shaft 103 is stationary, and the damping guide sleeve 108 and the limiting sleeve 111 together restrict the radial swing of the drive shaft 103, avoiding component misalignment caused by engine idling vibration. When the engine is at low to medium speed, the boost pressure rises slowly. When the pressure approaches the threshold, the thrust of the exhaust gas on the sealing disc 104 gradually increases, slowly overcoming the preload of the buffer spring 107 and pushing the drive shaft 103 to slide upward. The damping guide sleeve 108 absorbs the slight vibration of the drive shaft 103 during sliding through its internal damping structure, preventing the vibration from being transmitted to the fixed bracket 102. The exhaust gas enters the airflow guide shroud 115 through the valve body 101, and the damping plate 116 initially absorbs the turbulence noise of the airflow. The noise level is reduced, decreasing the intensity of noise transmitted to the cockpit. When the engine is running at high speed, the boost pressure quickly exceeds the threshold, increasing the impact force of the exhaust gas on the sealing disc 104. This pushes the drive shaft 103 upward rapidly, and the adjusting nut 106 moves upward simultaneously, further compressing the buffer spring 107. The spring absorbs most of the impact energy through elastic deformation, preventing the sealing disc 104 from rigidly colliding with the valve body 101. When the drive shaft 103 slides at high speed within the damping guide sleeve 108, the damping guide... The honeycomb-shaped damping cavity of sleeve 108 significantly attenuates vibrations. At the same time, the buffer pad below the limiting ring 117 contacts the sealing valve seat 110, further buffering the upward limit impact of the drive shaft 103. When high-speed exhaust gas passes through the airflow guide shroud 115, the airflow guide shroud 115, in conjunction with the damping plate 116, guides the airflow to be discharged smoothly in a spiral shape, reducing airflow turbulence. The sound-absorbing cotton layer of the damping plate 116 absorbs high-frequency airflow noise, thereby avoiding high-frequency knocking sounds generated by mechanical impacts and effectively buffering and eliminating airflow noise.

[0035] The above-disclosed embodiments are merely preferred embodiments of a noise reduction and buffer structure for an automotive turbine exhaust valve assembly of the present invention. They should not be construed as limiting the scope of the present invention. Those skilled in the art can understand that implementing all or part of the above embodiments and making equivalent changes in accordance with the claims of the present invention are still within the scope of the present invention.

Claims

1. A noise reduction and buffer structure for an automotive turbocharger bleed valve assembly, comprising a valve body (101) and a mounting bracket (102), characterized in that, A drive shaft (103) is provided through the valve body (101). A sealing disc (104) is fixedly provided at the lower end of the drive shaft (103). The sealing disc (104) is located inside the valve body (101). The drive shaft (103) has a threaded part (105). An adjusting nut (106) is threaded on the outer surface of the threaded part (105). A buffer spring (107) is provided above the adjusting nut (106). A damping guide sleeve (108) is provided above the buffer spring (107) and is fixedly connected to the fixing frame (102). The end of the drive shaft (103) slides in the damping guide sleeve (108). The fixing bracket (102) is located on the outside of the valve body (101).

2. The noise reduction and buffer structure of an automotive turbine exhaust valve assembly as described in claim 1, characterized in that, The lower end of the valve body (101) is provided with an access valve port (109), and the sealing disc (104) is slidably connected to the access valve port (109).

3. The noise reduction and buffer structure of an automotive turbine exhaust valve assembly as described in claim 2, characterized in that, A sealing valve seat (110) is fixedly provided on the upper surface of the valve body (101), and the middle part of the transmission shaft (103) is slidably connected to the sealing valve seat (110). A limiting ring (117) fixedly connected to the transmission shaft (103) is provided above the sealing valve seat (110).

4. The noise reduction and buffer structure of an automotive turbocharger bleed valve assembly as described in claim 3, characterized in that, A limiting sleeve (111) is fixedly installed inside the valve body (101), and the transmission shaft (103) is slidably connected to the limiting sleeve (111).

5. The noise reduction and buffer structure of an automotive turbine exhaust valve assembly as described in claim 4, characterized in that, The threaded portion (105) is provided with a plurality of through holes (112), and the adjusting nut (106) is provided with a locking pin (113) through it, the locking pin (113) passing through the adjusting nut (106) and the through holes (112).

6. The noise reduction and buffer structure of an automotive turbine exhaust valve assembly as described in claim 5, characterized in that, A flexible sealing gasket (114) is fixedly provided on the outer side surface of the valve body (101).

7. The noise reduction and buffer structure of an automotive turbine bleed valve assembly as described in claim 6, characterized in that, An airflow guide hood (115) is connected to the outside of the flexible sealing gasket (114), and a damping sheet (116) is provided inside the airflow guide hood (115).

8. The noise reduction and buffer structure of an automotive turbocharger bleed valve assembly as described in claim 7, characterized in that, The valve body (101) and the airflow guide cover (115) are disposed within the fixing frame (102).

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