A regenerative energy-saving engine based on exhaust gas turbocharging
Patent Information
- Application Number
- CN202522387941.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-11
- Publication Date
- 2026-11-03
- Estimated Expiration
- 2035-11-11
AI Technical Summary
In the turbocharger structure of traditional energy-saving engines, the exhaust gas turbine and the intake gas compressor are directly connected by a rigid shaft, which makes the seals prone to aging and failure, reduces the boosting efficiency, and the traditional boosting and waste heat recovery components require significant modifications to the original engine system, resulting in poor compatibility, long development cycle and high cost.
It adopts a non-contact magnetic coupling transmission between the active magnetic ring and the driven magnetic ring, eliminating the rigid connection between the exhaust gas side and the intake gas side, and directly connecting to the exhaust gas discharge pipeline and air intake pipeline of the original cylinder of the engine through the exhaust gas delivery pipe and the intake gas delivery pipe, eliminating physical isolation and improving stability and applicability.
It has improved the stability and applicability of engine turbochargers, reduced the development and application costs of different engine models, avoided aging and failure of seals and system modifications, and improved energy utilization.
Smart Images
Figure CN224931745U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of energy-saving engines, and in particular to a regenerative energy-saving engine based on exhaust gas turbocharging. Background Technology
[0002] In the field of energy-saving engine technology, exhaust gas turbocharging technology is one of the core means to improve engine power performance and fuel economy. It recovers the energy of exhaust gas from the engine to drive the turbine to rotate, which in turn drives the compressor to compress fresh air, increasing the intake air volume and optimizing combustion efficiency. At the same time, as an important supplement to energy saving and consumption reduction, regenerative heating technology can use the waste heat of exhaust gas to preheat the intake air, reduce cold loss during combustion, and further improve energy utilization.
[0003] However, in the turbocharger structure of traditional energy-saving engines, the exhaust-side turbine and the intake-side compressor are directly connected by a rigid shaft. This requires a multi-layer sealing structure between the high-temperature exhaust gas and the low-temperature intake gas to prevent exhaust gas from entering the intake manifold or oil leakage. Under long-term high-temperature and high-speed conditions, the seals are prone to aging and failure, leading to a decrease in turbocharging efficiency and even engine failure. At the same time, traditional turbocharging and waste heat recovery components are mostly independent modules, requiring significant modifications to the original intake and exhaust systems of the engine for installation. When dealing with engines of different displacements and types, the piping and control logic need to be redesigned, resulting in long development cycles and high costs. Utility Model Content
[0004] The main purpose of this utility model is to provide a regenerative energy-saving engine based on exhaust gas turbocharging, which can effectively solve the problem of poor stability and adaptability of the exhaust gas energy recovery structure of traditional energy-saving engines.
[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows: A regenerative energy-saving engine based on exhaust gas turbocharging includes a body, a cylinder fixedly connected inside the body, a crankshaft rotatably connected to the bottom of the cylinder, an exhaust valve drive wheel and an intake valve drive wheel rotatably connected above the cylinder, pulleys fixedly connected to the exhaust valve drive wheel, intake valve drive wheel and crankshaft on the outside of the body and driven by synchronous belts, an exhaust gas delivery pipe and an intake gas delivery pipe fixedly connected to the outside of the exhaust valve drive wheel and intake valve drive wheel respectively, a turbocharging and regenerative device fixedly connected to the other end of the exhaust gas delivery pipe and the intake gas delivery pipe, an exhaust gas discharge pipe and an air intake pipe fixedly connected to the other end of the turbocharging and regenerative device, and a manifold provided on the outside of the intake gas delivery pipe and connected to an external fuel injector.
[0006] Preferably, the cylinder has a combustion chamber above the crankshaft and a piston is slidably connected inside the combustion chamber. The crankshaft drives the piston to slide up and down via a connecting rod. The cylinder has an air intake pipe and an exhaust pipe on both sides of the combustion chamber and is fixedly connected to a valve control device. The air intake pipe of the cylinder is fixedly connected to the intake delivery pipe, and the exhaust pipe of the cylinder is fixedly connected to the exhaust delivery pipe. The cylinder has an ignition device at the top of the combustion chamber.
[0007] Preferably, the pressurized regenerative device includes a housing 1, a housing 3 fixedly connected to the rear of the housing 1, a housing 2 and a housing 4 fixedly connected inside the housing 1 and the housing 3 respectively, the housing 2 and the housing 4 fixedly connected, the front end of the housing 2 is provided with an air inlet and fixedly connected with an exhaust gas conveying pipe, the front end of the housing 1 is provided with an air outlet and fixedly connected with an air inlet conveying pipe, the rear of the housing 3 is provided with an air inlet and fixedly connected with an external air inlet pipe, and the rear of the housing 4 is provided with an air outlet and fixedly connected with an external exhaust gas outlet pipe.
[0008] Preferably, a heat sink is fixedly connected to the inner wall of the second housing, a driven magnetic ring is rotatably connected to the front of the heat sink in the second housing, a turbine is fixedly connected to the front of the driven magnetic ring, and a limit ring is fixedly connected to the front of the turbine in the second housing.
[0009] Preferably, a second heat sink is fixedly connected inside the first heat sink, a second fixing frame is fixedly connected to the outside of the second heat sink, the second fixing frame is fixedly connected to the second housing, the second housing is fixedly connected to the front of the second fixing frame, an active magnetic ring is rotatably connected to the rear of the second fixing frame, and a second turbine is fixedly connected to the front of the first fixing frame.
[0010] Preferably, the active magnetic ring is located inside the driven magnetic ring, and both the active and driven magnetic rings are provided with magnets and are coupled to each other through the magnets.
[0011] Compared with the prior art, the present invention has the following beneficial effects: 1. This utility model provides a regenerative energy-saving engine based on exhaust gas turbocharging. This utility model adopts a non-contact magnetic coupling transmission between an active magnetic ring and a driven magnetic ring: the active magnetic ring rotates with the exhaust gas side turbine two, and drives the intake side driven magnetic ring and turbine one to rotate synchronously through magnetic field force, eliminating the rigid connection between the exhaust gas side and the intake side, realizing physical isolation, and improving the stability of the device.
[0012] 2. This utility model provides a regenerative energy-saving engine based on exhaust gas turbocharging. It directly connects to the exhaust gas discharge pipeline and air intake pipeline of the original cylinder of the engine through the exhaust gas delivery pipe and intake air delivery pipe, without the need to modify the engine body, crankshaft, valve control device and other core components; and a dedicated manifold is set on the outside of the intake air delivery pipe, which can be directly matched with external fuel injectors without the need to redesign the fuel supply structure, thereby reducing the development and application costs of different engine models and improving the applicability of the device. Attached Figure Description
[0013] Figure 1 This is a schematic diagram of the overall structure of the energy-saving engine of this utility model; Figure 2 This is a schematic diagram of the cylinder and valve control structure of the energy-saving engine of this utility model; Figure 3 This is a schematic diagram of the gas path distribution for the pressurized regenerative device of this utility model; Figure 4 This is a schematic diagram of the turbine structure of the pressurized regenerative device of this utility model; Figure 5 This is a schematic diagram of the waste heat recovery structure of the heat sink of this utility model.
[0014] In the diagram: 1. Engine body; 2. Exhaust valve drive wheel; 3. Cylinder; 4. Intake valve drive wheel; 5. Exhaust gas delivery pipe; 6. Boosting and regenerating device; 7. Intake delivery pipe; 8. Crankshaft; 9. Valve control device; 61. Housing 1; 62. Housing 2; 63. Housing 3; 64. Housing 4; 65. Limiting ring; 66. Turbine 1; 67. Driven magnetic ring; 68. Heat sink 1; 69. Turbine 2; 610. Active magnetic ring; 611. Mounting bracket 1; 612. Mounting bracket 2; 613. Heat sink 2. Detailed Implementation
[0015] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the present utility model will be further described below in conjunction with specific embodiments.
[0016] like Figure 1As shown, this utility model provides a regenerative energy-saving engine based on exhaust gas turbocharging, including a body 1. A cylinder 3 is fixedly connected inside the body 1. A crankshaft 8 is rotatably connected to the bottom of the cylinder 3. An exhaust valve drive wheel 2 and an intake valve drive wheel 4 are rotatably connected to the body 1 above the cylinder 3. The exhaust valve drive wheel 2, intake valve drive wheel 4, and crankshaft 8 are all fixedly connected to pulleys on the outside of the body 1 and driven by synchronous belts. The cylinder 3 is located outside the exhaust valve drive wheel 2 and intake valve drive wheel 4. The exhaust gas delivery pipe 5 and the intake gas delivery pipe 7 are fixedly connected to the sides respectively. The other end of the exhaust gas delivery pipe 5 and the intake gas delivery pipe 7 are fixedly connected to the pressurization and regeneration device 6. The other end of the pressurization and regeneration device 6 is fixedly connected to the exhaust gas discharge pipe and the air intake pipe. The outer side of the intake gas delivery pipe 7 is provided with a manifold and connected to the external fuel injector through the manifold. The exhaust valve drive wheel 2, the intake valve drive wheel 4 and the crankshaft 8 are rotatably connected on the engine body 1. The outer sides of the three are fixed with pulleys and driven by synchronous belts to provide the power basis for valve control.
[0017] like Figure 2 As shown, this utility model provides a regenerative energy-saving engine based on exhaust gas turbocharging. A cylinder 3 has a combustion chamber above the crankshaft 8, and a piston is slidably connected within the combustion chamber. The crankshaft 8 drives the piston to slide up and down via a connecting rod. The cylinder 3 has an air intake pipe and an exhaust gas exhaust pipe on both sides of the combustion chamber, and a valve control device 9 is fixedly connected thereto. The air intake pipe of the cylinder 3 is fixedly connected to the intake delivery pipe 7, and the exhaust gas exhaust pipe of the cylinder 3 is fixedly connected to the exhaust gas delivery pipe 5. An ignition device is located at the top of the combustion chamber of the cylinder 3. The crankshaft 8 drives the piston to move up and down via a connecting rod. When the piston moves upward, it compresses the oil-air mixture in the combustion chamber. The ignition device at the top of the cylinder 3 ignites the mixture, generating high-temperature, high-pressure gas that pushes the piston downward to do work. The piston then drives the crankshaft 8 to rotate via the connecting rod, converting chemical energy into mechanical kinetic energy.
[0018] like Figure 3As shown, this utility model provides a regenerative energy-saving engine based on exhaust gas turbocharging. The turbocharging and regenerative device 6 includes a housing 1 61, a housing 3 63 fixedly connected to the rear of the housing 1 61, a housing 2 62 and a housing 4 64 fixedly connected inside the housing 1 61 and the housing 3 63 respectively, the housing 2 62 and the housing 4 64 are fixedly connected, the front end of the housing 2 62 is provided with an air inlet and is fixedly connected to the exhaust gas conveying pipe 5, the front end of the housing 1 61 is provided with an air outlet and is fixedly connected to the air inlet conveying pipe 7, the rear end of the housing 3 63 is provided with an air inlet and is fixedly connected to the external air intake pipe, the rear end of the housing 4 64 is provided with an air outlet and is fixedly connected to the external exhaust gas exhaust pipe. In the turbocharging and regenerative device 6, fresh air flows in the interlayer between the housing 1 61 and the housing 3 63 and the housing 2 62 and the housing 4 64, while exhaust gas flows in the housing 2 62 and the housing 4 64 to avoid cross-contamination of the air path.
[0019] like Figure 4 As shown, this utility model provides a regenerative energy-saving engine based on exhaust gas turbocharging. A heat sink 68 is fixedly connected to the inner wall of the housing 62. A driven magnetic ring 67 is rotatably connected to the housing 62 in front of the heat sink 68. A turbine 66 is fixedly connected to the front of the driven magnetic ring 67. A limiting ring 65 is fixedly connected to the housing 62 in front of the turbine 66. When the driven magnetic ring 67 rotates, the turbine 66 rotates with the driven magnetic ring 67, pushing the fresh air input from the housing 63 to the air outlet at the front end of the housing 61. At the same time, the limiting ring 65 prevents the turbine 66 from deviating during rotation.
[0020] like Figure 5 As shown, this utility model provides a regenerative energy-saving engine based on exhaust gas turbocharging. A second heat sink 613 is fixedly connected inside a first heat sink 68. A second mounting bracket 612 is fixedly connected to the outside of the second heat sink 613. The second mounting bracket 612 is fixedly connected to a second housing 62. A 616 is fixedly connected to the front of the second mounting bracket 612 on the second housing 62. An active magnetic ring 610 is rotatably connected to the rear of the second mounting bracket 612. A turbine 69 is fixedly connected to the front of the first mounting bracket 611 on the active magnetic ring 610. Located inside the driven magnetic ring 67, both the active magnetic ring 610 and the driven magnetic ring 67 are equipped with magnets and are coupled to each other. After the high-temperature exhaust gas impacts the turbine 69, it continues to flow to the heat sink 613. The heat sink 613 absorbs a large amount of residual heat in the exhaust gas and transfers the heat to the outer heat sink 68. When the fresh air flows through the outer side of the housing 62, it comes into full contact with the heat sink 68 and absorbs the residual heat transferred by the heat sink 68, thus preheating the fresh air. The exhaust gas that has completed the transfer of residual heat is discharged from the exhaust port at the rear of the housing 64.
[0021] The working principle of this exhaust gas turbocharged regenerative energy-saving engine will be explained in detail below.
[0022] like Figure 1-5As shown, when the engine starts, the crankshaft 8 drives the piston in cylinder 3 to reciprocate via the connecting rod. When the piston moves upward, it compresses the air-fuel mixture inside the combustion chamber of cylinder 3, completing the compression. At this time, the ignition device at the top of cylinder 3 is triggered, igniting the compressed air-fuel mixture and generating high-temperature, high-pressure gas that pushes the piston downward, converting chemical energy into mechanical kinetic energy. When the piston moves downward, it drives the crankshaft 8 to rotate via the connecting rod. The pulley on the outside of the crankshaft 8 drives the intake valve drive wheel 4 and exhaust valve drive wheel 2 on the upper part of the engine block 1 to rotate synchronously via the timing belt. The intake valve drive wheel 4 and exhaust valve drive wheel 2 further drive the valve control device 9 to operate, controlling the opening and closing of the air intake pipes and exhaust pipes on both sides of cylinder 3, ensuring that the intake, exhaust and piston movement rhythm are matched. When the valve control device 9 opens the exhaust gas discharge pipe of cylinder 3, the high-temperature exhaust gas after combustion enters the exhaust gas delivery pipe 5 through the exhaust gas discharge pipe of cylinder 3, and is then guided into the housing 62 of the booster and regenerator 6 by the exhaust gas delivery pipe 5. When the high-temperature exhaust gas flows in the housing 62, it first impacts the turbine 69, driving the turbine 69 to rotate. At the same time, the turbine 69 is fixedly connected to the active magnetic ring 610, thus synchronously driving the active magnetic ring 610 to rotate.Since the active magnetic ring 610 is located inside the driven magnetic ring 67 and the two are coupled by a magnet, the rotational force of the active magnetic ring 610 is transmitted to the driven magnetic ring 67 through the magnetic field, causing the driven magnetic ring 67 to rotate synchronously within the housing 62. A turbine 66 is fixedly connected to the front of the driven magnetic ring 67, so that the rotation of the driven magnetic ring 67 will synchronously drive the turbine 66 to rotate. At this time, fresh air from outside enters the housing 61 through the air inlet at the rear of the housing 63 of the pressurization and regeneration device 6. The rotation of the turbine 66 generates a negative pressure suction force, pushing the fresh air towards the air outlet at the front of the housing 61, thus achieving intake pressurization. The limiting ring 65 fixed in front of the turbine 66 in the housing 62 can prevent axial displacement when the turbine 66 rotates, improving pressurization stability. The exhaust gas after impacting the turbine 69 is not directly discharged, but continues to flow into the housing 62 towards the heat sink 613. At this time, the heat sink 613 absorbs the residual heat in the exhaust gas and transfers the heat to the outer heat sink 68. As the fresh air inside housing 61 flows past the outside of housing 62, it comes into contact with heat sink 68, absorbing the residual heat transferred by heat sink 68 and completing the intake preheating. The fixing bracket 612 on the outside of heat sink 613 is fixedly connected to housing 62 to support heat sink 613 and prevent it from shifting due to exhaust gas impact. The pressurized and preheated fresh air flows into intake delivery pipe 7 from the air outlet at the front end of housing 61. A manifold is provided on the outside of intake delivery pipe 7, and external fuel injectors pass through the manifold. Oil mist is sprayed into the intake pipe 7, and the oil mist mixes with the preheated fresh air in the intake pipe 7 to form a combustible mixture. When the valve control device 9 opens the air intake pipe of cylinder 3, the combustible mixture in the intake pipe 7 enters the combustion chamber through the air intake pipe of cylinder 3, and then repeats the process of compression, ignition, and power to achieve continuous output of engine power. The exhaust gas that has completed the heat transfer in the housing 2 62 is finally discharged from the engine through the exhaust port at the rear of the housing 4 64.
[0023] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.
Claims
1. A regenerative energy-saving engine based on exhaust gas turbocharging, comprising an engine block (1), characterized in that: A cylinder (3) is fixedly connected inside the body (1). A crankshaft (8) is rotatably connected to the bottom of the cylinder (3) in the body (1). An exhaust valve drive wheel (2) and an intake valve drive wheel (4) are rotatably connected above the cylinder (3) in the body (1). The exhaust valve drive wheel (2), the intake valve drive wheel (4) and the crankshaft (8) are all fixedly connected to pulleys on the outside of the body (1) and driven by synchronous belts. The cylinder (3) is fixedly connected to an exhaust gas delivery pipe (5) and an intake gas delivery pipe (7) on the outside of the exhaust valve drive wheel (2) and the intake valve drive wheel (4), respectively. A booster and regenerator device (6) is fixedly connected to the other end of the exhaust gas delivery pipe (5) and the intake gas delivery pipe (7). An exhaust gas discharge pipe and an air intake pipe are fixedly connected to the other end of the booster and regenerator device (6). A manifold is provided on the outside of the intake gas delivery pipe (7) and connected to an external fuel injector through the manifold.
2. The regenerative energy-saving engine based on exhaust gas turbocharging according to claim 1, characterized in that: The cylinder (3) has a combustion chamber above the crankshaft (8) and a piston is slidably connected in the combustion chamber. The crankshaft (8) drives the piston to slide up and down through a connecting rod. The cylinder (3) has an air intake pipe and an exhaust pipe on both sides of the combustion chamber and is fixedly connected to a valve control device (9). The air intake pipe of the cylinder (3) is fixedly connected to the intake delivery pipe (7). The exhaust pipe of the cylinder (3) is fixedly connected to the exhaust delivery pipe (5). The cylinder (3) has an ignition device at the top of the combustion chamber.
3. A regenerative energy-saving engine based on exhaust gas turbocharging according to claim 2, characterized in that: The pressurized regenerative device (6) includes a first shell (61), a third shell (63) is fixedly connected to the rear of the first shell (61), a second shell (62) and a fourth shell (64) are fixedly connected inside the first shell (61) and the third shell (63) respectively, the second shell (62) and the fourth shell (64) are fixedly connected, the front end of the second shell (62) is provided with an air inlet and is fixedly connected to the exhaust gas conveying pipe (5), the front end of the first shell (61) is provided with an air outlet and is fixedly connected to the air inlet conveying pipe (7), the rear of the third shell (63) is provided with an air inlet and is fixedly connected to the external air inlet pipe, and the rear of the fourth shell (64) is provided with an air outlet and is fixedly connected to the external exhaust gas outlet pipe.
4. A regenerative energy-saving engine based on exhaust gas turbocharging according to claim 3, characterized in that: The inner wall of the second housing (62) is fixedly connected to a heat sink (68), and a driven magnetic ring (67) is rotatably connected to the front of the first heat sink (68). A turbine (66) is fixedly connected to the front of the driven magnetic ring (67), and a limit ring (65) is fixedly connected to the front of the turbine (66).
5. A regenerative energy-saving engine based on exhaust gas turbocharging according to claim 4, characterized in that: The heat sink 1 (68) is fixedly connected to the inside of the heat sink 2 (613), and the heat sink 2 (613) is fixedly connected to the outside of the heat sink 2 (613). The fixed frame 2 (612) is fixedly connected to the housing 2 (62). The housing 2 (62) is fixedly connected to the front of the fixed frame 2 (612) (616). The active magnetic ring (610) is rotatably connected to the rear of the fixed frame 2 (612). The active magnetic ring (610) is fixedly connected to the front of the fixed frame 1 (611) (69).
6. A regenerative energy-saving engine based on exhaust gas turbocharging according to claim 5, characterized in that: The active magnetic ring (610) is located inside the driven magnetic ring (67). Both the active magnetic ring (610) and the driven magnetic ring (67) are provided with magnets and are coupled to each other by the magnets.