Integrated supercharger intake pipe structure

Abstract

The present invention discloses an integrated supercharger intake pipe structure, including a pipe body, a curved port and an anti-surge port; the pipe body is a 90° curved structure, and the pipe body includes an air inlet and an air outlet; the curved port is arranged downstream of the inner corner of the curved structure of the pipe body, and the central axis of the curved port is perpendicular to the plane where the central axis of the pipe body is located; the anti-surge port is arranged at the outer corner of the curved structure of the pipe body, and the central axis of the anti-surge port is coaxial with the central axis of the air inlet; wherein the air inlet is used to communicate with the air filter, the air outlet is used to communicate with the air inlet of the supercharger compressor, the curved port is used to communicate with the ventilation pipeline of the crankcase, and the anti-surge port is used to communicate with the pipeline of the anti-surge valve. The integrated supercharger intake pipe structure of the present invention does not need to enter the pipe body by inserting an oblique cut pipe, so the flow cross-sectional area of ​​the main intake pipeline will not be reduced, and the intake volume under high load can be guaranteed.

Description

Technical Field

[0001] The invention relates to the field of internal combustion engine manufacturing, in particular to an integrated supercharger intake pipe structure integrating a crankcase ventilation interface and an anti-surge interface. Background Art

[0002] The current National VI gas engine intake and exhaust system model is generally as follows Figure 1 As shown. Fresh air (commonly known as "new air") enters the supercharger compressor after passing through the air filter and the intake pipe and becomes high-temperature and high-pressure gas. After passing through the intercooler, the temperature is reduced, and then it enters the combustion chamber through the intake pipe, where it reacts with the fuel. Most of the gas produced after combustion (commonly known as "waste gas") passes through the exhaust pipe to reach the supercharger turbine, drives the turbine to rotate and work on the compressor, and finally is discharged into the atmosphere through the post-processor; another small part (about 0.7-1.0%) of the waste gas leaks into the engine crankcase through the gap between the piston, piston ring and cylinder hole, and then enters the intake pipe in front of the supercharger compressor after passing through the oil-gas separator of the closed crankcase ventilation system. In addition, since the National VI gas engine adopts equivalent combustion, the amount of gas that needs to enter the cylinder is very small when the load is small, and the supercharger surge problem may occur. In order to avoid the surge problem, an anti-surge pipeline is usually arranged between the intake pipe after supercharging and the intake pipe in front of the supercharger, and the connection of the pipeline is controlled by the anti-surge valve. When the anti-surge valve is opened, the pressurized air will pass through the anti-surge valve and its connecting pipes into the supercharger intake pipe. Figure 2 In the first three methods, high-pressure gas enters the crankcase ventilation system pipeline, causing the crankcase pressure to violate regulatory requirements (GB 17691-2018 Heavy-duty Vehicle National VI Emission Standard requires crankcase ventilation systems: "C.5.11 For the crankcase emission measurement of spark-ignition engines, the crankcase pressure should be measured at an appropriate position during the entire test process. The pressure measurement accuracy should be within ±1kPa, and the crankcase pressure should not be greater than the atmospheric pressure", that is, the crankcase pressure of the gas engine needs to be maintained at a negative pressure). Existing arrangements that can meet regulatory requirements are as follows: Figure 2 The last method (commonly known as "existing technology") has two major problems: first, the distance required between the anti-surge valve pipe port and the crankcase ventilation system pipe port is large (usually L>200mm), the layout space requirement is relatively large, and it is inconvenient to match the whole vehicle; second, the crankcase ventilation system pipeline is designed with an oblique cut inserted into the main intake pipeline, resulting in a significant decrease in the flow cross-sectional area of ​​the intake pipeline, large intake air flow resistance, and insufficient intake volume under high load.

[0003] The information disclosed in this background technology section is only intended to enhance the understanding of the overall background of the invention and should not be regarded as an acknowledgment or any form of suggestion that the information constitutes the prior art already known to a person skilled in the art. Summary of the invention

[0004] The object of the present invention is to provide an integrated supercharger intake pipe structure, wherein the curved opening does not need to be inserted into the pipe body by an oblique cut pipe, the flow cross-sectional area of ​​the main intake pipe will not be reduced, and the intake volume under high load can be guaranteed.

[0005] To achieve the above-mentioned purpose, the present invention provides an integrated supercharger intake pipe structure, including a pipe body, a tortuous port and an anti-surge port; the pipe body is a 90° bend structure, and the pipe body includes an air inlet and an air outlet; the tortuous port is arranged downstream of the inner corner of the bend structure of the pipe body, and the central axis of the tortuous port is perpendicular to the plane where the central axis of the pipe body is located; the anti-surge port is arranged at the outer corner of the bend structure of the pipe body, and the central axis of the anti-surge port is coaxial with the central axis of the air inlet; wherein the air inlet is used to communicate with an air filter, the air outlet is used to communicate with the air inlet of the supercharger compressor, the tortuous port is used to communicate with the ventilation pipeline of the crankcase, and the anti-surge port is used to communicate with the pipeline of the anti-surge valve.

[0006] In a preferred embodiment, the distance between the central axis of the curved opening and the central axis of the air outlet pipe is not greater than the outer radius of the pipe body, and the distance between the central axis of the curved opening and the central axis of the air inlet pipe is not less than the sum of the outer radius of the pipe body and the radius of the curved opening.

[0007] In a preferred embodiment, the pipe diameters of the tortuous port and the anti-surge port are between 40% and 60% of the pipe inner diameter of the pipe body.

[0008] In a preferred embodiment, the pipe diameters of the tortuous port and the anti-surge port are the same.

[0009] In a preferred embodiment, the pipe diameters of the tortuous port and the anti-surge port are different.

[0010] In a preferred embodiment, the pipe at the air inlet and the pipe at the air outlet of the pipe body are connected and transitioned by an arc.

[0011] In a preferred embodiment, the distance between the central axis of the curved opening and the central axis of the air outlet pipe is between 80% and 100% of the outer radius of the pipe body of the pipe, and the distance between the central axis of the curved opening and the central axis of the air inlet pipe is between 140% and 170% of the outer radius of the pipe body of the pipe.

[0012] In a preferred embodiment, the pipeline body, the air inlet, the air outlet, the tortuous port and the anti-surge port are integrally manufactured and formed.

[0013] Compared with the prior art, the integrated supercharger intake pipe structure of the present invention has the following beneficial effects: the pipeline body from the air inlet to the air outlet is designed as a curved pipe structure, and the curved port is arranged on the inner side downstream of the bend, the air intake direction of the curved port is perpendicular to the plane of the pipeline body, the anti-surge port is arranged on the outer side of the bend, and is coaxial with the axis of the air inlet but in the opposite direction, the curved port does not need to enter the pipeline body by inserting an oblique cut pipe, the flow cross-sectional area of ​​the main intake pipeline will not be reduced, and the intake volume under high load can be guaranteed; and it has the advantages of simple structure, convenient processing, low cost, high reliability, compact structure, small layout space requirement, and convenient matching. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram of the arrangement of the air intake pipe of a gas engine supercharger according to an embodiment of the prior art;

[0015] Figure 2 It is a schematic diagram of the structure of the gas engine supercharger intake pipe according to an embodiment of the prior art;

[0016] Figure 3 is a schematic diagram of the three-dimensional structure of an integrated supercharger intake pipe structure according to an embodiment of the present invention;

[0017] Figure 4 is a front view schematic diagram of an integrated supercharger intake pipe structure according to an embodiment of the present invention;

[0018] Figure 5 is a left schematic view of an integrated supercharger intake pipe structure according to an embodiment of the present invention;

[0019] Figure 6 is a schematic top view of an integrated supercharger intake pipe structure according to an embodiment of the present invention;

[0020] Figure 7a to Figure 7b It is a schematic diagram of the pressure and velocity distribution of the central cross section of the pipeline when the anti-surge valve of the integrated supercharger intake pipe structure according to one embodiment of the present invention is closed;

[0021] Figure 8a to Figure 8b It is a schematic diagram of the pressure and velocity distribution slices of the central section of the pipeline when the anti-surge valve of the integrated supercharger intake pipe structure according to one embodiment of the present invention is opened.

[0022] Description of main reference numerals:

[0023] 1-air inlet, 2-air outlet, 3-curved port, 4-anti-surge port. DETAILED DESCRIPTION

[0024] The specific implementation modes of the present invention are described in detail below in conjunction with the accompanying drawings, but it should be understood that the protection scope of the present invention is not limited by the specific implementation modes.

[0025] Unless explicitly stated otherwise, throughout the specification and claims, the term “comprise” or variations such as “include” or “comprising”, etc., will be understood to include the stated elements or components but not to exclude other elements or components.

[0026] like Figures 3 to 6 As shown, an integrated supercharger intake pipe structure according to a preferred embodiment of the present invention includes a pipe body, a tortuous port 3 and an anti-surge port 4. The pipe body is a 90° bend structure, and the pipe body includes an air inlet 1 and an air outlet 2. The tortuous port 3 is arranged downstream of the inner corner of the bend structure of the pipe body, and the central axis of the tortuous port 3 is perpendicular to the plane where the central axis of the pipe body is located. The anti-surge port 4 is arranged at the outer corner of the bend structure of the pipe body, and the central axis of the anti-surge port 4 is coaxial with the central axis of the air inlet 1. The air inlet 1 is used to communicate with the air filter, the air outlet 2 is used to communicate with the air inlet of the supercharger compressor, the tortuous port 3 is used to communicate with the ventilation pipeline of the crankcase, and the anti-surge port 4 is used to communicate with the pipeline of the anti-surge valve.

[0027] In some embodiments, the pipe body does not necessarily have to adopt a 90° bend structure, and can be selected between 90° and 120° according to actual layout requirements, but a 90° bend structure is preferred.

[0028] In some embodiments, the distance Y between the central axis of the curved opening 3 and the central axis of the air outlet pipe is not greater than or close to the outer radius of the pipe body of the pipe, and the distance X between the central axis of the curved opening 3 and the central axis of the air inlet pipe may be slightly greater than the sum of the outer radius of the pipe body of the pipe and the radius of the curved opening. The purpose of such design is to ensure that the curved opening 3 is biased toward the air outlet 2 of the pipe body, that is, to ensure that the curved opening 3 is in partial communication with only the air outlet 2 of the pipe body. In this embodiment, the distance Y between the central axis of the curved opening 3 and the central axis of the air outlet pipe is approximately between 80% and 100% of the outer radius of the pipe body of the pipe, and the distance Y between the central axis of the curved opening 3 and the central axis of the air inlet pipe is approximately between 140% and 170% of the outer radius of the pipe body of the pipe.

[0029] In some embodiments, the pipe diameters of the tortuous port 3 and the anti-surge port 4 are between 40% and 60% of the pipe inner diameter of the pipe body.

[0030] In some embodiments, the pipe diameters of the curved port 3 and the anti-surge port 4 may be the same or different, and may be adjusted within a certain range according to the requirements of different models.

[0031] In some embodiments, the pipeline of the air inlet 1 and the pipeline of the air outlet 2 of the pipeline body are connected and transitioned by an arc, which can ensure that the air flow through the pipeline body is smoother.

[0032] In some embodiments, the pipeline body, the air inlet 1, the air outlet 2, the curved port 3 and the anti-surge port 4 are integrally manufactured and formed, for example, but not limited to, casting or welding with high temperature resistant materials.

[0033] In some embodiments, the integrated supercharger intake pipe structure of the present invention works as follows:

[0034] like Figure 7a to Figure 7b As shown in the figure, when the anti-surge valve is closed, there is no flow at the anti-surge port 4. Fresh air flows in from the air inlet 1 and flows to the air outlet 2 through the pipeline body. At this time, the pressure of the crank port 3 is relatively low because it is in the leeward area of ​​the flow; the gas in the crankcase can smoothly flow to the supercharger intake pipe through the crankcase ventilation pipeline, keeping the pressure in the crankcase meeting the regulatory requirements (lower than atmospheric pressure).

[0035] like Figure 8a to Figure 8b As shown in the figure, when the anti-surge valve is opened, part of the air flows into the supercharger intake pipe from the anti-surge port 4. Fresh air flows in from the intake port 1, and the gas flows in the opposite direction to the gas from the anti-surge port 4, resulting in a high pressure upstream of the turning part, and a low pressure downstream of the main pipe after the turning, with a clear high-low pressure dividing line between the upstream and downstream. The curved port 3 is arranged downstream and has a low pressure, which will not hinder the normal discharge of the gas in the crankcase, and keep the pressure in the crankcase to meet the regulatory requirements (lower than atmospheric pressure).

[0036] In summary, the integrated supercharger intake pipe structure of the present invention has the following advantages: the pipeline body from the air inlet to the air outlet is designed as a curved pipe structure, and the curved port is arranged on the inner side of the downstream of the bend, the air intake direction of the curved port is perpendicular to the plane of the pipeline body, the anti-surge port is arranged on the outer side of the bend, and is coaxial with the axis of the air inlet but in the opposite direction, the curved port does not need to enter the pipeline body by inserting an oblique cut pipe, the flow cross-sectional area of ​​the main intake pipeline will not be reduced, and the intake volume under high load can be guaranteed; and it has the advantages of simple structure, convenient processing, low cost, high reliability, compact structure, small layout space requirement, and convenient matching.

[0037] The foregoing description of specific exemplary embodiments of the present invention is for the purpose of illustration and demonstration. These descriptions are not intended to limit the present invention to the precise form disclosed, and it is clear that many changes and variations can be made based on the above teachings. The purpose of selecting and describing the exemplary embodiments is to explain the specific principles of the present invention and its practical application, so that those skilled in the art can realize and utilize various different exemplary embodiments of the present invention and various different selections and changes. The scope of the present invention is intended to be limited by the claims and their equivalents.

Claims

1. An integrated supercharger intake pipe structure, characterized in that: include: The pipe body has a 90° bend structure, and the pipe body includes an air inlet and an air outlet; a curved opening, which is arranged downstream of the inner corner of the curved structure of the pipeline body, and the central axis of the curved opening is perpendicular to the plane where the central axis of the pipeline body is located; and An anti-surge port, which is arranged at the outer corner of the angle structure of the pipeline body, and the central axis of the anti-surge port is coaxial with the central axis of the air inlet; Wherein, the air inlet is used to communicate with the air filter, the air outlet is used to communicate with the air inlet of the supercharger compressor, the crankshaft port is used to communicate with the ventilation pipeline of the crankcase, and the anti-surge port is used to communicate with the pipeline of the anti-surge valve; The distance between the central axis of the curved opening and the central axis of the air outlet is not greater than the outer radius of the pipe body of the pipe, and the distance between the central axis of the curved opening and the central axis of the air inlet is not less than the sum of the outer radius of the pipe body of the pipe and the radius of the curved opening; The pipe diameters of the curved port and the anti-surge port are between 40% and 60% of the inner diameter of the pipe body; The distance between the central axis of the curved opening and the central axis of the air outlet is between 80% and 100% of the outer radius of the pipe of the pipe body, and the distance between the central axis of the curved opening and the central axis of the air inlet is between 140% and 170% of the outer radius of the pipe of the pipe body.

2. The integrated supercharger intake pipe structure according to claim 1, characterized in that: The pipe diameters of the curved port and the anti-surge port are the same.

3. The integrated supercharger intake pipe structure according to claim 1, characterized in that: The pipe diameters of the curved port and the anti-surge port are different.

4. The integrated supercharger intake pipe structure according to claim 1, characterized in that: The pipeline of the air inlet and the pipeline of the air outlet of the pipeline body are connected and transitioned by an arc.

5. The integrated supercharger intake pipe structure according to claim 1, characterized in that: The pipe body, the air inlet, the air outlet, the curved port and the anti-surge port are integrally manufactured and formed.

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