Engine pressure relief protection system and vehicle

Abstract

The present invention relates to an engine pressure relief protection system and a vehicle, which comprises: a hard pipe, a side wall of which is provided with a valve seat, and the valve seat is used to install a pressure relief valve; a first hose, one end of which is connected to one end of the hard pipe; a second hose, one end of which is connected to the other end of the hard pipe; a pressure relief valve, which is installed on the valve seat; a supercharger interface, one end of which is sleeved on the inner wall of one end of the first hose; a throttle interface, one end of which is sleeved on the inner wall of one end of the second hose. The first hose and the second hose can be bent according to the actual installation environment, and the path can be changed to adjust the trajectory to improve flexibility; the hard pipe can provide a stable and effective installation valve seat for the pressure relief valve; at the same time, when used as a skeleton, the material requirements of the first hose and the second hose can be reduced; and the air pressure resistance strength requirements in the engine pressure relief protection system can be guaranteed.

Description

Technical Field

[0001] The present invention relates to the field of automobiles, and in particular to an engine pressure relief protection system and a vehicle. Background Art

[0002] The RCV valve is also known as the pressure relief valve. The supercharger relies on high-temperature exhaust gas to drive the blades of the turbine part, which drives the blades of the compressor part to rotate in conjunction with the shaft. In the case of emergency braking by the driver, the throttle is closed, but the exhaust gas will still drive the compressor blades to intake air, causing the intake pressure to increase rapidly. When the high-pressure gas flows back, it forms a counter-flow turbulence at the supercharger blades, which can easily damage the supercharger. To protect the supercharger, the engine uses a pressure relief protection system, and the RCV valve controls the opening / closing of the pressure relief system.

[0003] In the related art, due to layout requirements, the installation of the RCV valve requires a valve seat. The installation area of ​​the RCV valve is a pure hose area, which is easy to deform and cannot provide a stable and effective installation valve seat. Summary of the invention

[0004] The embodiments of the present invention provide an engine pressure relief protection system and a vehicle to solve the problem in the related art that due to layout requirements, the RCV valve installation requires a valve seat, the RCV valve installation area is a pure hose area, which is easy to deform and cannot provide a stable and effective installation valve seat.

[0005] In a first aspect, an engine pressure relief protection system is provided, comprising:

[0006] A hard pipe, a side wall of which is provided with a valve seat, and the valve seat is used for installing a pressure relief valve;

[0007] a first hose, one end of which is connected to one end of the hard tube;

[0008] a second hose, one end of which is connected to the other end of the hard tube;

[0009] a pressure relief valve, the pressure relief valve being mounted on the valve seat;

[0010] A supercharger interface, one end of which is sleeved on the inner wall of one end of the first hose;

[0011] A throttle valve interface, one end of which is sleeved on the inner wall of one end of the second hose.

[0012] In some embodiments, the first hose comprises: a first main body layer and a first branch layer;

[0013] The first main body layer is at least partially sleeved on the hard tube;

[0014] The first branch layer is arranged on the inner side of the first main body layer, and forms a first accommodating cavity between the first branch layer and the inner side of the first main body layer. One end of the hard tube is located in the first accommodating cavity.

[0015] In some embodiments, the inner wall of the first main body layer is recessed toward the outside to form a first recessed cavity;

[0016] An outer wall at one end of the supercharger interface is provided with an integrally formed first protrusion, and the first protrusion is adapted to the first recessed cavity and assembled in the first recessed cavity.

[0017] In some embodiments, the second hose comprises: a second main body layer and a second branch layer;

[0018] The second main body layer is at least partially sleeved on the hard tube;

[0019] The second branch layer is arranged on the inner side of the second main body layer, and forms a second accommodating cavity between the second branch layer and the inner side of the second main body layer. The other end of the hard tube is located in the second accommodating cavity.

[0020] In some embodiments, the inner wall of the second main body layer is recessed toward the outside to form a second recessed cavity;

[0021] An outer wall at one end of the throttle interface is provided with an integrally formed second protrusion, and the second protrusion is adapted to the second recessed cavity and assembled in the second recessed cavity.

[0022] In some embodiments, the first main body layer and the second main body layer both include multiple base layers, and at least one base layer of the first main body layer is coated on the outside of the hard tube and integrally connected to the corresponding base layer of the second main body layer.

[0023] In some embodiments, the first main body layer and the second main body layer are both provided with a first limiting step on their inner sides, and the hard tube is provided with a second limiting step on its outer side, and the second limiting step cooperates with the first limiting step for limiting.

[0024] In some embodiments, the outer wall of the other end of the supercharger interface is provided with a first sealing portion, and the first sealing portion abuts against the outer wall of one end of the first hose.

[0025] In some embodiments, the outer wall of the other end of the throttle interface is provided with a second sealing portion, and the second sealing portion abuts against the outer wall of one end of the second hose.

[0026] In a second aspect, a vehicle is provided, which includes the engine pressure relief protection system as described above.

[0027] The beneficial effects brought about by the technical solution provided by the present invention include: the first hose and the second hose are conveniently connected to the pipelines to be connected thereto, and the first hose and the second hose can be bent according to the actual installation environment, and the bending path can be changed to adjust the trajectory, thereby improving practicality and flexibility; at the same time, the hard pipe can provide a stable and effective installation valve seat for the pressure relief valve; while the hard pipe serves as a skeleton, on the one hand, the material requirements of the first hose and the second hose can be reduced to reduce the material cost; on the other hand, the air pressure resistance strength requirements in the engine pressure relief protection system can be guaranteed. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0029] Figure 1 A partial three-dimensional structural schematic diagram of an engine pressure relief protection system provided by an embodiment of the present invention;

[0030] Figure 2 A schematic cross-sectional structure diagram of the connection between the first hose and the supercharger interface provided by an embodiment of the present invention;

[0031] Figure 3 A schematic cross-sectional structure diagram of the connection between the second hose and the throttle valve interface provided by an embodiment of the present invention;

[0032] Figure 4 A schematic cross-sectional structure diagram of a first hose end portion provided in an embodiment of the present invention.

[0033] In the figure: 1. hard tube; 2. first soft tube; 21. first main body layer; 211. first fluororubber layer; 212. first silicone layer; 213. first woven layer; 214. second silicone layer; 22. first branch layer; 23. first accommodating cavity; 24. first recessed cavity; 3. second soft tube; 31. second main body layer; 311. second fluororubber layer; 312. third silicone layer; 313. second woven layer; 314. fourth silicone layer; 32. second branch layer; 33. second accommodating cavity; 34. second recessed cavity; 4. pressure relief valve; 5. supercharger interface; 51. first protrusion; 52. first sealing portion; 6. throttle interface; 61. second protrusion; 62. second sealing portion. DETAILED DESCRIPTION

[0034] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0035] The embodiments of the present invention provide an engine pressure relief protection system and a vehicle to solve the problem in the related art that due to layout requirements, the RCV valve installation requires a valve seat, the RCV valve installation area is a pure hose area, which is easy to deform and cannot provide a stable and effective installation valve seat.

[0036] like Figure 1 As shown, an embodiment of the present invention provides an engine pressure relief protection system, which may include: a hard tube 1, a side wall of the hard tube 1 is provided with a valve seat, and the valve seat is used to install a pressure relief valve 4; a first hose 2, one end of the first hose 2 is connected to one end of the hard tube 1; a second hose 3, one end of the second hose 3 is connected to the other end of the hard tube 1; a pressure relief valve 4, the pressure relief valve 4 is installed on the valve seat; a supercharger interface 5, one end of the supercharger interface 5 is sleeved on the inner wall of one end of the first hose 2; a throttle interface 6, one end of the throttle interface 6 is sleeved on the inner wall of one end of the second hose 3.

[0037] Among them, one end of the first hose 2 can be connected and fixed to one end of the hard pipe 1 by a hoop, and the other end of the first hose 2 can also be connected and fixed to the supercharger interface 5 by a hoop; similarly, both ends of the second hose 3 can also be connected and fixed by a hoop; the first hose 2, the second hose 3 and the hard pipe 1 form a skeleton pipeline of the engine pressure relief protection system.

[0038] Specifically, the first hose 2 and the second hose 3 are conveniently connected to the pipelines to be connected thereto, and the first hose 2 and the second hose 3 can be bent according to the actual installation environment, and the bending path can be changed to adjust the trajectory, thereby improving its practicality and flexibility; at the same time, the hard tube 1 can provide a stable and effective installation valve seat for the pressure relief valve 4; while the hard tube 1 is used as a skeleton, on the one hand, the material requirements of the first hose 2 and the second hose 3 can be reduced to reduce the material cost; on the other hand, the air pressure resistance strength requirements in the engine pressure relief protection system can be guaranteed. The problem that the RCV valve installation area in the engine pressure relief protection system is a pure hose area, which is easy to deform and cannot provide a stable and effective installation valve seat is solved.

[0039] In some embodiments, Figure 2As shown, the first hose 2 may include: a first main body layer 21 and a first branch layer 22; the first main body layer 21 is at least partially sleeved on the hard tube 1; the first branch layer 22 is arranged on the inner side of the first main body layer 21, and forms a first accommodating cavity 23 with the inner side of the first main body layer 21, and one end of the hard tube 1 is located in the first accommodating cavity 23. Among them, the first branch layer 22 can block the upper end of the hard tube 1, and the upper end of the hard tube 1 is always located in the first accommodating cavity 23, so as to avoid the gas from entering between the hard tube 1 and the first main body layer 21 when the skeleton pipeline is conveying gas, thereby affecting the air tightness of the connection between the hard tube 1 and the first hose 2.

[0040] In some embodiments, Figure 2 As shown, the inner wall of the first main body layer 21 is recessed toward the outside to form a first recessed cavity 24; the outer wall of one end of the supercharger interface 5 is provided with an integrally formed first protrusion 51, which is adapted to the first recessed cavity 24 and assembled in the first recessed cavity 24. Among them, the outward direction refers to the direction in which the first hose 2 points from the inside to the outside, and the first recessed cavity 24 can be tightly connected with the subsequent supercharger interface 5, thereby improving the stability of the connection between the supercharger interface 5 and the first hose 2 and playing an anti-falling effect. Specifically, the first recessed cavity 24 is close to the upper end of the first branch layer 22, and the first branch layer 22 is closely attached to the lower end side wall of the supercharger interface 5, which can provide a stable attachment surface for the first branch layer 22, and the gas is not easy to enter from the lower end side wall of the supercharger interface 5 and the first branch layer 22, causing impact on the first main body layer 21, thereby improving the service life of the first hose 2. At the same time, the first branch layer 22 is located in the gap between the upper end of the hard tube 1 and the lower end of the supercharger interface 5, which solves the problem of poor air tightness caused by the gap between the two hard materials of the traditional hard tube 1 and the supercharger interface 5; at the same time, the first branch layer 22 is not easily loosened and detached due to the impact force of the gas.

[0041] In some embodiments, Figure 3 As shown, the second hose 3 may include: a second main body layer 31 and a second branch layer 32; the second main body layer 31 is at least partially sleeved on the hard tube 1; the second branch layer 32 is arranged on the inner side of the second main body layer 31, and a second accommodating cavity 33 is formed between the second branch layer 32 and the inner side of the second main body layer 31, and the other end of the hard tube 1 is located in the second accommodating cavity 33. Among them, the second branch layer 32 can block the lower end of the hard tube 1, and the lower end of the hard tube 1 is always located in the first accommodating cavity 23, so as to avoid the gas from entering between the hard tube 1 and the second main body layer 31 when the skeleton pipeline is conveying gas, thereby affecting the air tightness of the connection between the hard tube 1 and the second hose 3.

[0042] In some embodiments, Figure 3 As shown, the inner wall of the second main body layer 31 is concave toward the outside to form a second concave cavity 34; the outer wall of one end of the throttle interface 6 is provided with an integrally formed second protrusion 61, which is adapted to the second concave cavity 34 and assembled in the second concave cavity 34. Specifically, the second concave cavity 34 is close to the lower end of the second branch layer 32, and the second branch layer 32 is closely attached to the upper end side wall of the throttle interface 6, which can provide a stable attachment surface for the second branch layer 32, and the gas is not easy to enter from the upper end side wall of the throttle interface 6 and the second branch layer 32, causing impact on the second main body layer 31, thereby improving the service life of the second hose 3. At the same time, the second branch layer 32 is located in the gap between the lower end of the hard tube 1 and the upper end of the throttle interface 6, which solves the problem of poor air tightness between the two hard materials of the traditional hard tube 1 and the throttle interface 6 due to the gap; at the same time, the second branch layer 32 is not easily loosened and detached due to the impact of the gas.

[0043] In some embodiments, Figure 2 and Figure 3 As shown, the first main body layer 21 and the second main body layer 31 both include multiple base layers, at least one base layer of the first main body layer 21 is coated on the outside of the rigid tube 1, and is integrally connected to the corresponding base layer of the second main body layer 31. Part of the base layer of the first main body layer 21 corresponds to part of the base layer of the second main body layer 31, and is integrally formed with the corresponding base layer, so as to achieve complete wrapping on the outer wall of the rigid tube 1, and then the wrapped part of the valve seat area at the side wall of the rigid tube 1 can be cut off, so as to facilitate the installation of the pressure relief valve 4; the air tightness of the skeleton pipeline is greatly improved. At the same time, the hoop at the connection between the first hose 2 and the second hose 3 and the rigid tube 1 is cancelled, and the number of hoops is further reduced, thereby improving the practicality under the condition of limited layout space.

[0044] Specifically, Figure 2 and Figure 4 As shown, the first main body layer 21 may include four layers, from inside to outside, the first layer is a first fluororubber layer 211, the second layer is a first silicone layer 212, the third layer is a first braided layer 213, and the fourth layer is a second silicone layer 214; Figure 3 As shown, the second main body layer 31 may include four layers. From inside to outside, the first layer is the second fluororubber layer 311 , the second layer is the third silicone layer 312 , the third layer is the second braided layer 313 , and the fourth layer is the fourth silicone layer 314 .

[0045] Among them, the first silicone layer 212 can be integrally formed with the third silicone layer 312, the first braided layer 213 can be integrally formed with the second braided layer 313, and the second silicone layer 214 can be integrally formed with the fourth silicone layer 314. Thus, the first hose 2 and the second hose 3 are integrally formed, wrapped around the outer wall of the rigid tube 1, and the air tightness of the connection between the first hose 2, the second hose 3 and the rigid tube 1 is improved; at the same time, because the rigid tube 1 is used as an inner skeleton, the air pressure resistance of the skeleton pipeline can be improved, and the material requirements of the first hose 2 and the second hose 3 can be reduced, thereby reducing the cost of the first hose 2 and the second hose 3.

[0046] In some optional embodiments, the first fluororubber layer 211 and the second fluororubber layer 311 may also be integrally formed.

[0047] In some embodiments, the first branch layer 22 and the first fluororubber layer 211 may be integrally formed; the second branch layer 32 and the second fluororubber layer 311 may be integrally formed.

[0048] Furthermore, the first branch layer 22 and the second branch layer 32 may also be made of fluororubber material.

[0049] In some embodiments, Figure 2 and Figure 3 As shown, the first main body layer 21 and the second main body layer 31 are both provided with a first limiting step on the inner side, and the hard tube 1 is provided with a second limiting step on the outer side, and the second limiting step cooperates with the first limiting step to limit. Specifically, the height difference between the thin-walled section and the thick-walled section of the hard tube 1 forms the first limiting step. Similarly, the first main body layer 21 and the second main body layer 31 also have a thin-walled section and a thick-walled section (specifically, the first silicone layer 212 and the third silicone layer 312 have a thin-walled section and a thick-walled section), and the height difference between the thin-walled section and the thick-walled section forms the second limiting step to prevent the first hose 2 and the second hose 3 from sliding up and down on the hard tube 1 after integral molding. Among them, the thickness of the upper and lower ends of the hard tube 1 can be thinner than the thickness of the middle section, so that the two ends of the hard tube 1 are thin-walled sections, and the middle is a thick-walled section. The ends of the thin-walled sections are easy to be accommodated in the first accommodating cavity 23 or the second accommodating cavity 33, reducing the space occupied by the first accommodating cavity 23 or the second accommodating cavity 33, preventing gas from easily entering the first accommodating cavity 23 or the second accommodating cavity 33 and damaging the inner walls of the first main body layer 21 and the second main body layer 31, thereby achieving tightness and firmness between the first hose 2 and the second hose 3 and the hard tube 1 after integral molding.

[0050] Furthermore, the end cross-sections of the thin-walled sections at both ends of the rigid tube 1 may also be stepped, with two convex contact points respectively between the first branch layer 22 and the second branch layer 32, and two annular grooves are formed by squeezing the side walls of the first branch layer 22 and the second branch layer 32, thereby improving the sealing between the rigid tube 1 and the first branch layer 22 and the second branch layer 32.

[0051] In some embodiments, Figure 2 As shown, the thickness of the first silicone layer 212 gradually narrows from top to bottom, and has three thickness variation specifications. The first section is the thickest, which provides sufficient extrusion deformation capacity for subsequent hoop binding, thereby improving the air tightness between the first hose 2 and the supercharger interface 5; the second section is thicker, and the thickness of the first hose 2 can be reduced because there is no need to provide a hoop binding area here; the third section is the thinnest, because the hard tube 1 is used as the inner skeleton, the thickness of the first hose 2 can be further reduced; ultimately, the material cost of the first hose 2 is saved.

[0052] In some embodiments, Figure 3 As shown, the thickness of the third silicone layer 312 gradually narrows from bottom to top, and has three thickness variation specifications. The first section is the thickest, which provides sufficient extrusion deformation capacity for subsequent hoop binding, thereby improving the air tightness between the second hose 3 and the throttle interface 6; the second section is thicker, and the thickness of the second hose 3 can be reduced because there is no need to provide a hoop binding area; the third section is the thinnest, because the hard tube 1 is used as the inner skeleton, the thickness of the second hose 3 can be further reduced; ultimately, the material cost of the second hose 3 is saved.

[0053] In some embodiments, Figure 1 As shown, an embodiment of the present invention can also provide a vehicle, which may include: an engine pressure relief protection system. Specifically, the engine pressure relief protection system may include: a hard pipe 1, the side wall of the hard pipe 1 is provided with a valve seat, and the valve seat is used to install a pressure relief valve 4; a first hose 2, one end of the first hose 2 is connected to one end of the hard pipe 1; a second hose 3, one end of the second hose 3 is connected to the other end of the hard pipe 1; a pressure relief valve 4, the pressure relief valve 4 is installed on the valve seat; a supercharger interface 5, one end of the supercharger interface 5 is sleeved on the inner wall of one end of the first hose 2; a throttle interface 6, one end of the throttle interface 6 is sleeved on the inner wall of one end of the second hose 3.

[0054] Among them, one end of the first hose 2 can be connected and fixed to one end of the hard pipe 1 by a hoop, and the other end of the first hose 2 can also be connected and fixed to the supercharger interface 5 by a hoop; similarly, both ends of the second hose 3 can also be connected and fixed by a hoop; the first hose 2, the second hose 3 and the hard pipe 1 form a skeleton pipeline of the engine pressure relief protection system.

[0055] Specifically, the first hose 2 and the second hose 3 are conveniently connected to the pipelines to be connected thereto, and the first hose 2 and the second hose 3 can be bent according to the actual installation environment, and the bending path can be changed to adjust the trajectory, thereby improving its practicality and flexibility; at the same time, the hard tube 1 can provide a stable and effective installation valve seat for the pressure relief valve 4; while the hard tube 1 is used as a skeleton, on the one hand, the material requirements of the first hose 2 and the second hose 3 can be reduced to reduce the material cost; on the other hand, the air pressure resistance strength requirements in the engine pressure relief protection system can be guaranteed. The problem that the RCV valve installation area in the engine pressure relief protection system is a pure hose area, which is easy to deform and cannot provide a stable and effective installation valve seat is solved.

[0056] In some embodiments, Figure 2 As shown, the first hose 2 may include: a first main body layer 21 and a first branch layer 22; the first main body layer 21 is at least partially sleeved on the hard tube 1; the first branch layer 22 is arranged on the inner side of the first main body layer 21, and forms a first accommodating cavity 23 with the inner side of the first main body layer 21, and one end of the hard tube 1 is located in the first accommodating cavity 23. Among them, the first branch layer 22 can block the upper end of the hard tube 1, and the upper end of the hard tube 1 is always located in the first accommodating cavity 23, so as to avoid the gas from entering between the hard tube 1 and the first main body layer 21 when the skeleton pipeline is conveying gas, thereby affecting the air tightness of the connection between the hard tube 1 and the first hose 2.

[0057] In some embodiments, Figure 2 As shown, the inner wall of the first main body layer 21 is recessed toward the outside to form a first recessed cavity 24; the outer wall of one end of the supercharger interface 5 is provided with an integrally formed first protrusion 51, which is adapted to the first recessed cavity 24 and assembled in the first recessed cavity 24. Among them, the outward direction refers to the direction in which the first hose 2 points from the inside to the outside, and the first recessed cavity 24 can be tightly connected with the subsequent supercharger interface 5, thereby improving the stability of the connection between the supercharger interface 5 and the first hose 2 and playing an anti-falling effect. Specifically, the first recessed cavity 24 is close to the upper end of the first branch layer 22, and the first branch layer 22 is closely attached to the lower end side wall of the supercharger interface 5, which can provide a stable attachment surface for the first branch layer 22, and the gas is not easy to enter from the lower end side wall of the supercharger interface 5 and the first branch layer 22, causing impact on the first main body layer 21, thereby improving the service life of the first hose 2. At the same time, the first branch layer 22 is located in the gap between the upper end of the hard tube 1 and the lower end of the supercharger interface 5, which solves the problem of poor air tightness caused by the gap between the two hard materials of the traditional hard tube 1 and the supercharger interface 5; at the same time, the first branch layer 22 is not easily loosened and detached due to the impact force of the gas.

[0058] In some embodiments, Figure 3 As shown, the second hose 3 may include: a second main body layer 31 and a second branch layer 32; the second main body layer 31 is at least partially sleeved on the hard tube 1; the second branch layer 32 is arranged on the inner side of the second main body layer 31, and a second accommodating cavity 33 is formed between the second branch layer 32 and the inner side of the second main body layer 31, and the other end of the hard tube 1 is located in the second accommodating cavity 33. Among them, the second branch layer 32 can block the lower end of the hard tube 1, and the lower end of the hard tube 1 is always located in the first accommodating cavity 23, so as to avoid the gas from entering between the hard tube 1 and the second main body layer 31 when the skeleton pipeline is conveying gas, thereby affecting the air tightness of the connection between the hard tube 1 and the second hose 3.

[0059] In some embodiments, Figure 3 As shown, the inner wall of the second main body layer 31 is concave toward the outside to form a second concave cavity 34; the outer wall of one end of the throttle interface 6 is provided with an integrally formed second protrusion 61, which is adapted to the second concave cavity 34 and assembled in the second concave cavity 34. Specifically, the second concave cavity 34 is close to the lower end of the second branch layer 32, and the second branch layer 32 is closely attached to the upper end side wall of the throttle interface 6, which can provide a stable attachment surface for the second branch layer 32, and the gas is not easy to enter from the upper end side wall of the throttle interface 6 and the second branch layer 32, causing impact on the second main body layer 31, thereby improving the service life of the second hose 3. At the same time, the second branch layer 32 is located in the gap between the lower end of the hard tube 1 and the upper end of the throttle interface 6, which solves the problem of poor air tightness between the two hard materials of the traditional hard tube 1 and the throttle interface 6 due to the gap; at the same time, the second branch layer 32 is not easily loosened and detached due to the impact of the gas.

[0060] In some embodiments, Figure 2 and Figure 3 As shown, the first main body layer 21 and the second main body layer 31 both include multiple base layers, at least one base layer of the first main body layer 21 is coated on the outside of the rigid tube 1, and is integrally connected to the corresponding base layer of the second main body layer 31. Part of the base layer of the first main body layer 21 corresponds to part of the base layer of the second main body layer 31, and is integrally formed with the corresponding base layer, so as to achieve complete wrapping on the outer wall of the rigid tube 1, and then the wrapped part of the valve seat area at the side wall of the rigid tube 1 can be cut off, so as to facilitate the installation of the pressure relief valve 4; the air tightness of the skeleton pipeline is greatly improved. At the same time, the hoop at the connection between the first hose 2 and the second hose 3 and the rigid tube 1 is cancelled, and the number of hoops is further reduced, thereby improving the practicality under the condition of limited layout space.

[0061] Specifically, Figure 2 and Figure 4 As shown, the first main body layer 21 may include four layers, from inside to outside, the first layer is a first fluororubber layer 211, the second layer is a first silicone layer 212, the third layer is a first braided layer 213, and the fourth layer is a second silicone layer 214; Figure 3 As shown, the second main body layer 31 may include four layers. From inside to outside, the first layer is the second fluororubber layer 311 , the second layer is the third silicone layer 312 , the third layer is the second braided layer 313 , and the fourth layer is the fourth silicone layer 314 .

[0062] Among them, the first silicone layer 212 can be integrally formed with the third silicone layer 312, the first braided layer 213 can be integrally formed with the second braided layer 313, and the second silicone layer 214 can be integrally formed with the fourth silicone layer 314. Thus, the first hose 2 and the second hose 3 are integrally formed, wrapped around the outer wall of the rigid tube 1, and the air tightness of the connection between the first hose 2, the second hose 3 and the rigid tube 1 is improved; at the same time, because the rigid tube 1 is used as an inner skeleton, the air pressure resistance of the skeleton pipeline can be improved, and the material requirements of the first hose 2 and the second hose 3 can be reduced, thereby reducing the cost of the first hose 2 and the second hose 3.

[0063] In some embodiments, the middle section of the hard tube 1 is a plastic tube produced by a blow molding process as a skeleton (hard tube 1), and the skeleton has a valve seat (i.e., an interface) of the pressure relief valve 4. Fluorine tape is wrapped around both ends of the hard tube 1, and then a silicone layer-braided layer-silicone layer is wrapped around the fluorotape and the hard tube 1 in sequence, and then a high-temperature vulcanization process is used to produce an integrally molded hose (a first hose 2 and a second hose 3). Finally, the hose portion at the valve seat of the pressure relief valve 4 needs to be cut off.

[0064] In order to take into account the oil penetration at both ends of the hard tube 1, the innermost fluororubber layer of the first hose 2 and the second hose 3 can play a good anti-penetration effect.

[0065] Finally, in the embodiment of the present invention, first, a plastic part is used as a skeleton (hard tube 1), a valve seat is provided, and the sealing problem is solved at the same time; second, a plastic part is used as a skeleton, which effectively improves the positive pressure and negative pressure resistance of the skeleton pipeline, so the first hose 2 and the second hose 3 do not need a multi-layer braided reinforcement layer, and the plastic part can be made of model PA66-GF30, which has a low price cost and can reduce costs; third, the plastic part is resistant to oil penetration and high temperature, and effectively replaces the function of fluororubber, so there is no need for a fluororubber layer in the middle inner layer, and only a fluororubber layer (the first fluororubber layer 211 and the second fluororubber layer 311) is provided at both ends of the hard tube 1, which reduces costs; fourth, the density of the plastic part is small (plastic density 0.93g / cm3, rubber density 1.3g / cm3), and the ability to resist negative pressure is strong. Therefore, the wall thickness of the plastic part for high-pressure pipes is generally 3mm, and the wall thickness of the rubber part is 5mm, which can reduce weight by 57%. Fifth, no hoop is required between the first hose 2 and the second hose 3 and the hard tube 1, and no metal liner is required to resist the hoop force, which reduces costs.

[0066] In the description of the present invention, it should be noted that the terms "upper", "lower", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as a limitation on the present invention. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0067] It should be noted that, in the present invention, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0068] The foregoing is merely a specific embodiment of the present invention, which enables those skilled in the art to understand or implement the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features claimed herein.

Claims

1. An engine pressure relief protection system, characterized in that: It includes: A hard pipe (1), wherein a valve seat is provided on a side wall of the hard pipe (1), and the valve seat is used to install a pressure relief valve (4); A first hose (2), one end of which is connected to one end of the hard tube (1); A second hose (3), one end of which is connected to the other end of the hard tube (1); A pressure relief valve (4), the pressure relief valve (4) being mounted on the valve seat; A supercharger interface (5), one end of which is sleeved on the inner wall of one end of the first hose (2); A throttle valve interface (6), one end of which is sleeved on the inner wall of one end of the second hose (3); The first hose (2) comprises: a first main body layer (21) and a first branch layer (22); The first main body layer (21) is at least partially sleeved on the hard tube (1); The first branch layer (22) is arranged on the inner side of the first main body layer (21), and forms a first accommodating cavity (23) between the first branch layer and the inner side of the first main body layer (21), and one end of the hard tube (1) is located in the first accommodating cavity (23); The inner wall of the first main body layer (21) is recessed toward the outside to form a first recessed cavity (24); An outer wall at one end of the supercharger interface (5) is provided with an integrally formed first protrusion (51), the first protrusion (51) being adapted to the first recessed cavity (24) and assembled in the first recessed cavity (24); The first recessed cavity (24) is close to the upper end of the first branch layer (22), and the first branch layer (22) is closely attached to the lower end side wall of the supercharger interface (5). Providing stable attachment for the first branch layer (22); The second hose (3) comprises: a second main body layer (31) and a second branch layer (32); The second main body layer (31) is at least partially sleeved on the hard tube (1); The second branch layer (32) is arranged on the inner side of the second main body layer (31), and forms a second accommodating cavity (33) between the second branch layer (32) and the inner side of the second main body layer (31), and the other end of the hard tube (1) is located in the second accommodating cavity (33); The first main body layer (21) and the second main body layer (31) both include multiple base layers, and at least one base layer of the first main body layer (21) is coated on the outside of the hard tube (1) and integrally connected to the base layer corresponding to the second main body layer (31); The first main body layer (21) comprises four layers, from inside to outside, the first layer is a first fluororubber layer (211), the second layer is a first silicone layer (212), the third layer is a first braided layer (213), and the fourth layer is a second silicone layer (214); The second main body layer (31) comprises four layers, from inside to outside, the first layer is a second fluororubber layer (311), the second layer is a third silicone layer (312), the third layer is a second braided layer (313), and the fourth layer is a fourth silicone layer (314).

2. The engine pressure relief protection system according to claim 1, characterized in that: The inner wall of the second main body layer (31) is recessed toward the outside to form a second recessed cavity (34); An outer wall at one end of the throttle interface (6) is provided with an integrally formed second protrusion (61), and the second protrusion (61) is adapted to the second recessed cavity (34) and assembled in the second recessed cavity (34).

3. The engine pressure relief protection system according to claim 1, characterized in that: The first main body layer (21) and the second main body layer (31) are both provided with a first limiting step on their inner sides, and the hard tube (1) is provided with a second limiting step on its outer side, the second limiting step being limited in coordination with the first limiting step.

4. The engine pressure relief protection system according to claim 1, characterized in that: The outer wall of the other end of the supercharger interface (5) is provided with a first sealing portion (52), and the first sealing portion (52) abuts against the outer wall of one end of the first hose (2).

5. The engine pressure relief protection system according to claim 1, characterized in that: The outer wall of the other end of the throttle interface (6) is provided with a second sealing portion (62), and the second sealing portion (62) abuts against the outer wall of one end of the second hose (3).

6. A vehicle, characterized in that: It comprises the engine pressure relief protection system as described in any one of claims 1-5.

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