Supercharged engine and vehicle

Abstract

The invention discloses a supercharged engine and a vehicle, the supercharged engine comprises a cylinder, an exhaust passage and a cooling pipe, the cooling pipe comprises a main pipe and a branch pipe, the main pipe is communicated with a cold air supply device, one end of the branch pipe is communicated with the main pipe, the other end of the branch pipe is communicated with the cylinder, and a valve is arranged on the main pipe and / or the branch pipe. In the power stroke of secondary compression release braking, an exhaust valve of an exhaust passage is opened, exhaust backward flowing is carried out, meanwhile, a valve of a cooling pipe is opened, the cooling pipe supplies cold air into an air cylinder and provides charge for secondary compression release, meanwhile, the cold air is mixed with high-temperature waste of exhaust backward flowing, and the temperature of gas in the air cylinder is reduced. The temperature of the air in the air cylinder is reduced, the exhaust stroke of secondary compression release braking and the temperature after the piston moves upwards to the top dead center are also reduced and are lower than the temperature which can damage the oil sprayer, so that the risk of damage to the oil sprayer is reduced, correspondingly, the thermal load borne by the exhaust valve is also reduced, and the working reliability of the exhaust valve is ensured.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to a supercharged engine and a vehicle. Background Art

[0002] The principle of the secondary compression release brake of the engine is to control the intake and exhaust process of the engine and use the mechanical movement inside the engine to consume the kinetic energy of the vehicle, thereby achieving the braking effect. Specifically, when the engine brake is activated, the engine changes from the state of outputting power to the state of consuming power. When the compression stroke is near the end, the exhaust valve is opened, so that the compressed gas is discharged directly instead of pushing the piston to do work, thereby consuming the kinetic energy of the vehicle.

[0003] In the related art, the secondary compression release braking method of the engine is that the exhaust main lift during positive power of the engine disappears in advance, and the intake main lift is retained, and the opening and closing of a single exhaust valve in the entire stroke of the engine is controlled by an additional exhaust cam and exhaust rocker arm mechanism, wherein the opening positions of the exhaust valve include: opening near the top dead center of the piston to release high-pressure gas; opening during the expansion stroke to allow exhaust gas to flow back into the cylinder to provide charging for the second compression release.

[0004] However, since the temperature of the compressed gas at the exhaust valve is relatively high, the exhaust backflow method will not only increase the thermal load in the cylinder, causing the injector to be easily damaged, but will also cause the exhaust valve to bear a higher thermal load, which will reduce the reliability of the exhaust valve.

[0005] Therefore, how to reduce the damage to the injector and the exhaust valve caused by exhaust backflow during secondary compression release has become a technical problem that needs to be solved urgently by those skilled in the art. Summary of the invention

[0006] The present application proposes a supercharged engine to reduce the damage to the injector and the exhaust valve caused by exhaust backflow during secondary compression release. The present application also proposes a vehicle.

[0007] In order to achieve the above object, the present application provides a supercharged engine, including a cylinder and an exhaust passage, wherein the exhaust passage is provided with an exhaust valve.

[0008] It also includes a cooling pipe for supplying cold air into the cylinder during the power stroke of the secondary compression release brake and when the exhaust valve of the exhaust passage is opened, so as to reduce the temperature of the exhaust gas that flows back into the cylinder.

[0009] The cooling pipe includes a main pipe and a branch pipe, the main pipe is connected to the cold air supply device, one end of the branch pipe is connected to the main pipe, and the other end of the branch pipe is connected to the cylinder, and valves are arranged on the main pipe and / or the branch pipe.

[0010] Preferably, in the above-mentioned supercharged engine, the cold air supply device is an intercooler of the supercharged engine.

[0011] Preferably, in the above-mentioned supercharged engine, the air intake passage of the cylinder is connected to the intercooler through an air intake manifold, and the air intake manifold is connected in parallel with the main pipe.

[0012] Preferably, in the above-mentioned supercharged engine, the intake passage of the cylinder is connected to the intercooler through an intake manifold, and the main pipe is connected to the intake manifold through a one-way valve.

[0013] Preferably, in the above-mentioned supercharged engine, the branch pipe is communicated with the exhaust passage of the cylinder, and the branch pipe corresponds to and is communicated with the exhaust passage one by one.

[0014] Preferably, in the above-mentioned supercharged engine, the branch pipe is communicated with the exhaust manifold of the cylinder, and the branch pipe corresponds to and is communicated with the exhaust manifold in a one-to-one manner.

[0015] Preferably, in the above-mentioned supercharged engine, the branch pipe is connected to the exhaust manifold of the cylinder, and the number of the branch pipe is one and the branch pipe is connected to the exhaust manifold.

[0016] Preferably, in the above-mentioned supercharged engine, the flow rate of the cooling pipe is greater than or equal to the flow rate of the exhaust gas backflowing from the exhaust manifold of the cylinder;

[0017] Alternatively, the flow rate of the cooling pipe is smaller than the flow rate of the exhaust gas flowing back from the exhaust manifold of the cylinder.

[0018] Preferably, in the above-mentioned supercharged engine, a water cooling pipe for cooling the gas in the main pipe is provided on the main pipe.

[0019] A vehicle comprises a supercharged engine, wherein the supercharged engine is the supercharged engine described in any one of the above schemes.

[0020] The supercharged engine provided by the embodiment of the present application includes a cylinder and an exhaust passage, and also includes a cooling pipe, the cooling pipe includes a main pipe and a branch pipe, the main pipe is connected to the cold air supply device, one end of the branch pipe is connected to the main pipe, and the other end of the branch pipe is connected to the cylinder, and a valve is arranged on the main pipe and / or the branch pipe. During the power stroke (also called expansion stroke) of the secondary compression release brake, the exhaust valve of the exhaust passage is opened to perform exhaust backflow, and at the same time, the valve of the cooling pipe is opened, and the cooling pipe supplies cold air into the cylinder to provide charging for the second compression release, and at the same time, the cold air is mixed with the high-temperature waste gas of the exhaust backflow to reduce the temperature of the gas in the cylinder. The temperature of the gas in the cylinder is reduced, and during the exhaust stroke of the secondary compression release brake, the temperature of the piston after it moves up to the top dead center will also be reduced, which is lower than the temperature that will cause damage to the injector, thereby reducing the risk of damage to the injector, and correspondingly, the heat load borne by the exhaust valve will also be reduced to ensure the reliability of the exhaust valve operation.

[0021] This solution also discloses a vehicle, including a supercharged engine, which is the supercharged engine described in any one of the above solutions. Since the supercharged engine has the above technical effects, the vehicle having the supercharged engine also has the same technical effects, which will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings required for use in the embodiments or the prior art descriptions are briefly introduced below. Obviously, the drawings described below are only some examples or embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without creative work, and the present application can also be applied to other similar scenarios based on the provided drawings. Unless it is obvious from the language environment or otherwise explained, the same reference numerals in the figures represent the same structure or operation.

[0023] Figure 1 It is the valve lift curve of the secondary compression release braking mode of the prior art engine;

[0024] Figure 2 It is a schematic diagram of the structure of the connection between the cooling pipe and the cylinder disclosed in the first embodiment of the present application;

[0025] Figure 3 It is a structural schematic diagram of the connection between the cooling pipe and the cylinder disclosed in the second embodiment of the present application;

[0026] Figure 4 It is a structural schematic diagram of the connection between the cooling pipe and the cylinder disclosed in the third embodiment of the present application;

[0027] Figure 5 It is a structural schematic diagram of the connection between the cooling pipe and the cylinder disclosed in the fourth embodiment of the present application;

[0028] Figure 6 It is a structural schematic diagram of the connection between a cooling pipe (having a water cooling pipe) and a cylinder disclosed in the first embodiment of the present application.

[0029] The accompanying drawings are as follows:

[0030] 1- cylinder; 2- cooling pipe; 21- main pipe; 22- branch pipe; 23- valve; 3- intercooler; 4- intake main pipe; 5- exhaust main pipe; 6- exhaust duct; 7- water cooling pipe; 8- exhaust pipe. DETAILED DESCRIPTION

[0031] The present application will be further described in detail below in conjunction with the accompanying drawings and embodiments. It will be understood that the specific embodiments described herein are only used to explain the related application, rather than to limit the application. The described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present application.

[0032] It should be noted that, for ease of description, only the parts related to the relevant applications are shown in the accompanying drawings. In the absence of conflict, the embodiments in this application and the features in the embodiments can be arbitrarily combined with each other, as long as the combined technical features are not contradictory. All feasible feature combinations are technical contents clearly recorded in this article. Any of the multiple sub-features contained in the same sentence can be applied independently, and does not have to be applied together with other sub-features.

[0033] As shown in this application and claims, unless the context clearly indicates an exception, the words "a", "an", "a kind" and / or "the" do not refer to the singular, but also include the plural. Generally speaking, the terms "include" and "comprise" only indicate the inclusion of clearly identified steps and elements, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements. The elements defined by the sentence "includes a..." do not exclude the existence of other identical elements in the process, method, commodity or device that includes the elements.

[0034] In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0035] like Figure 1As shown, the braking process of the secondary compression-release brake of the engine in the related technology is: when the crankshaft angle is near 0°, the piston moves up to near the top dead center (that is, the end of the compression stroke). At this time, the piston completes the compression of the air in cylinder 1, and the brake exhaust lift is large, that is, the exhaust valve is in an open state, and the compressed air in cylinder 1 is discharged through the exhaust valve, thereby completing the first compression release.

[0036] As the crankshaft angle increases, the piston begins to move downward, and the engine enters the power stroke (also known as the expansion stroke). The intake valve is always closed. When the crankshaft angle is around 108°, the exhaust valve is open to allow the exhaust gas to flow back into cylinder 1 until the crankshaft rotates to around 180°. The gas flowing back into cylinder 1 provides charge for the second compression and release of the engine. It should be noted that since the engine opens the exhaust valve at the end of the compression stroke, the compressed air is discharged from the exhaust valve, so that the compressed gas does not push the piston to work, that is, the first compression and release of the engine is completed.

[0037] As the crankshaft angle continues to increase, the piston begins to move upward and the engine enters the exhaust stroke. During this process, the intake valve and the exhaust valve are both closed, and the piston compresses the gas that flows back into cylinder 1. When the piston moves upward to near the top dead center, the exhaust valve opens, and the gas compressed by the piston is discharged through the exhaust valve. As the gas compressed by the piston is discharged again, the second compression and release of the engine is completed.

[0038] As the crankshaft angle increases further, the piston begins to move downward, and the engine enters the intake stroke (also called the suction stroke). During this process, the intake valve is in the open state, the exhaust valve is in the closed state, and fresh air enters cylinder 1 through the intake valve, completing the engine's intake process.

[0039] As the crankshaft angle increases, the piston begins to move upward and the engine enters the compression stroke. During this process, the intake valve and the exhaust valve are both closed, and the fresh air in cylinder 1 is compressed until the piston moves upward to the top dead center. The engine enters the end of the compression stroke, and the exhaust valve opens to release the compressed gas.

[0040] By repeating the above operations, the vehicle's kinetic energy is continuously released, thereby achieving the effect of deceleration.

[0041] Combined with the working process of the above engine, it can be known that during the secondary compression release braking process of the above engine, the second intake of air in cylinder 1 is achieved by exhaust backflow. Since the temperature of the compressed gas at the exhaust valve is relatively high, the exhaust backflow will increase the heat load in cylinder 1 and the intake and exhaust pipes, which may easily cause damage to the injector; and the exhaust valve is subjected to a high heat load, which will reduce the reliability of the exhaust valve.

[0042] In addition, during the exhaust stroke of the engine, when the piston moves to the top dead center, the exhaust valve opens to release the compressed gas, and the intake valve opens to allow fresh air to enter through the intake valve, that is, the intake valve and the exhaust valve are opened overlappingly, which can easily cause the high-pressure and high-temperature gas at the exhaust valve to flow back into the intake pipe, causing damage to components such as the intake heating grille, the intake pressure temperature sensor, and the intake throttle valve.

[0043] Based on the above problems, Figure 2-6 As shown, the embodiment of the present application discloses a secondary compression release braking method for an engine, which closes the intake valve and opens the exhaust valve during the power stroke of the engine, and simultaneously opens the valve of the cooling pipe, so that air is simultaneously taken in through the exhaust valve and the cooling pipe, thereby realizing air replenishment of cylinder 1. Compared with only backflow of gas through the exhaust valve, the cold air supplied by the cooling pipe can reduce the temperature of the exhaust gas backflowed from the exhaust, and can realize gas with lower temperature entering cylinder 1, thereby reducing the impact of heat load.

[0044] The specific braking process of the engine is: when the crankshaft angle is near 0°, the piston moves up to near the top dead center (that is, the end of the compression stroke). At this time, the piston completes the compression of the air in cylinder 1, and the brake exhaust lift is large, that is, the exhaust valve is in an open state, and the air compressed by the piston is discharged through the exhaust valve, thereby completing the first compression release.

[0045] As the crankshaft angle increases, the piston begins to move downward, and the engine enters the power stroke (also known as the expansion stroke). During this process, the intake valve is closed, the exhaust valve is opened, and the valve of the cooling pipe is opened. Fresh air from the outside and exhaust gas from the exhaust backflow simultaneously enter the cylinder 1 of the engine to provide charge for the second compression and release of the engine. It should be noted that since the exhaust valve is opened at the end of the compression stroke, the compressed air is discharged from the exhaust valve, so that the compressed gas does not push the piston to work, that is, the first compression and release of the engine is completed.

[0046] As the crankshaft angle continues to increase, the piston begins to move upward and the engine enters the exhaust stroke. During this process, the intake valve and exhaust valve are in a closed state, and the piston compresses the gas in cylinder 1. When the piston moves upward to near the top dead center, the exhaust valve opens, and the gas compressed by the piston is discharged through the exhaust valve. As the gas compressed by the piston is discharged again, the second compression and release of the engine is completed.

[0047] As the crankshaft angle increases further, the piston begins to move downward, and the engine enters the intake stroke (also called the suction stroke). During this process, the intake valve is in the open state, the exhaust valve is in the closed state, and fresh air enters cylinder 1 through the intake valve, completing the engine's intake process.

[0048] As the crankshaft angle increases, the piston begins to move upward and the engine enters the compression stroke. During this process, the intake valve and the exhaust valve are both closed, and the fresh air in cylinder 1 is compressed until the piston moves upward to the top dead center. The engine enters the end of the compression stroke, and the exhaust valve opens to release the compressed gas.

[0049] By repeating the above operations, the vehicle's kinetic energy is continuously released, thereby achieving the effect of deceleration.

[0050] In the embodiment of the present application, during the power stroke of the engine, the cooling pipe is used to intake air and exhaust is backflowed to ensure the amount of gas in cylinder 1 during the second compression and release process of the engine, thereby ensuring the braking power of the engine; in addition, the intake air through the cooling pipe can also reduce the temperature of the gas entering the cylinder 1, thereby reducing the heat load of the engine's fuel injector, intake valve and exhaust valve.

[0051] See also Figure 2-Figure 6 .

[0052] Some embodiments of the present application disclose a supercharged engine, including a cylinder 1 and an exhaust passage 6, wherein the exhaust passage 6 is arranged on the cylinder head of the cylinder 1, and an exhaust valve is arranged in the exhaust passage 6, and the exhaust valve is used to control the opening and closing of the exhaust passage 6. Specifically, the exhaust valve moves into the cylinder, the exhaust valve opens, and the exhaust passage 6 is connected with the cylinder. During the opening of the exhaust valve, the lift of the exhaust valve gradually increases; the exhaust valve moves out of the cylinder, the exhaust valve closes, and the exhaust passage 6 is not connected with the cylinder. During the closing of the exhaust valve, the lift of the exhaust valve gradually decreases.

[0053] The supercharged engine disclosed in the present scheme also includes a cooling pipe 2, which is used to supply cold air into the cylinder 1 when the secondary compression release brake is in the power stroke and the exhaust valve of the exhaust duct 6 is opened, so as to cool the high-temperature exhaust gas that is exhausted and flows back into the cylinder 1. The cooling pipe 2 includes a main pipe 21 and a branch pipe 22. The main pipe 21 is connected to the cold air supply device, one end of the branch pipe 22 is connected to the main pipe 21, and the other end of the branch pipe 22 is connected to the cylinder 1. A valve 23 is provided on the main pipe 21 and / or the branch pipe 22.

[0054] This solution supplies cold air into the cylinder 1 through the cooling pipe 2 during the power stroke of the secondary compression release brake and when the exhaust valve of the exhaust duct 6 is opened. The cooling effect in the cylinder is rapid and direct. It does not require complex mechanical structures such as complex camshafts and rocker arms, nor does it require a compliant valve opening program. The cold air supplied by the cooling pipe 2 can be flexibly adjusted according to the temperature of the exhaust backflow gas, and has high reliability.

[0055] In some embodiments, a valve 23 is provided on the main pipe 21, and whether the cold air supply device is connected to the cylinder 1 is controlled by opening and closing the valve 23 on the main pipe 21; in some embodiments, a valve 23 is provided on the branch pipe 22, and whether the cold air supply device is connected to the cylinder 1 is controlled by opening and closing the valve 23 on the branch pipe 22; in some embodiments, valves 23 are provided on both the main pipe 21 and the branch pipe 22, and when the valves 23 of the main pipe 21 and the branch pipe 22 are both opened, the cold air supply device is connected to the cylinder 1, and when the valves 23 of the main pipe 21 and the branch pipe 22 are both closed, the cold air supply device is not connected to the cylinder 1. When valves 23 are provided on both the main pipe 21 and the branch pipe 22, the working reliability of the cooling pipe 2 is high.

[0056] During the power stroke (also called expansion stroke) of the secondary compression release brake, the exhaust valve of the exhaust passage 6 is opened to perform exhaust backflow, and at the same time, the valve 23 of the cooling pipe 2 is opened, and the cooling pipe 2 supplies cold air into the cylinder 1 to provide charge for the second compression release. At the same time, the cold air is mixed with the high-temperature waste gas of the exhaust backflow to reduce the temperature of the gas in the cylinder 1. The temperature of the gas in the cylinder 1 is reduced, and during the exhaust stroke of the secondary compression release brake, the temperature of the piston after it moves upward to the top dead center will also be reduced, which is lower than the temperature that will cause damage to the injector, thereby reducing the risk of damage to the injector, and the corresponding heat load on the exhaust valve will also be reduced, ensuring the reliability of the exhaust valve operation.

[0057] In addition, during the exhaust stroke of the engine, when the piston moves up to the top dead center, the exhaust valve opens to release the compressed gas, and the intake valve opens to allow fresh air to enter through the intake valve, that is, the intake valve and the exhaust valve are opened overlappingly. In this scheme, cold air is supplied to the cylinder through the cooling pipe 2, which reduces the temperature of the compressed gas in the cylinder, and also reduces the temperature of the gas backflowing into the intake pipe, thereby reducing the heat load of components such as the intake heating grille, the intake pressure temperature sensor, and the intake throttle valve, and reducing the risk of damage.

[0058] This solution supplies cold air into the exhaust passage 6 while exhaust gas is backflowing, increasing the amount of gas entering the cylinder 1 during the power stroke of the secondary compression release brake, which helps to brake.

[0059] Specifically, when the crankshaft angle is near 0°, the piston moves up to near the top dead center (that is, the end of the compression stroke). At this time, the piston completes the compression of the air in cylinder 1, and the brake exhaust lift is large, that is, the exhaust valve is in an open state, and the air compressed by the piston is discharged through the exhaust valve, thereby completing the first compression release.

[0060] As the crankshaft angle increases, the piston begins to move downward, and the engine enters the power stroke (also called the expansion stroke). During this process, the intake valve is closed, the exhaust valve is opened, and the valve 23 of the cooling pipe 2 is opened at the same time, so that fresh air from the outside and the high-temperature exhaust gas from the exhaust backflow enter the cylinder 1 of the engine to provide charge for the second compression and release of the engine. It should be noted that since the exhaust valve is opened at the end of the compression stroke of the engine, the compressed air is discharged from the exhaust valve, so that the compressed gas does not push the piston to work, that is, the first compression and release of the engine is completed.

[0061] As the crankshaft angle continues to increase, the piston begins to move upward and the engine enters the exhaust stroke. During this process, the intake valve, exhaust valve and valve 23 of branch pipe 22 are all in a closed state, and the piston compresses the gas in cylinder 1. When the piston moves upward to near the top dead center, the exhaust valve opens, and the valve 23 of branch pipe 22 closes. The gas compressed by the piston is discharged through the exhaust valve. Since the gas compressed by the piston is discharged again, the second compression and release of the engine is completed.

[0062] As the crankshaft angle increases further, the piston begins to move downward, and the engine enters the intake stroke (also called the suction stroke). During this process, the intake valve is in an open state, the exhaust valve is in a closed state, the valve 23 of the branch pipe 22 is in a closed state, and fresh air enters the cylinder 1 through the intake valve, completing the engine's intake process.

[0063] As the crankshaft angle increases, the piston begins to move upward and the engine enters the compression stroke. During this process, the intake valve and the exhaust valve are both closed, and the fresh air in cylinder 1 is compressed until the piston moves upward to the top dead center. The engine enters the end of the compression stroke, and the exhaust valve opens to release the compressed gas.

[0064] By repeating the above operations, the vehicle's kinetic energy is continuously released, thereby achieving the effect of deceleration.

[0065] like Figure 2-Figure 6 As shown, the engine includes a cylinder 1, a supercharger, an intercooler 3 and a post-processing device. The cylinder 1 includes an intake passage and an exhaust passage 6. Figure 2 In the figure, the number of intake passages is 6, and the number of exhaust passages 6 is also 6; the gas passes through the pressure end of the supercharger, the intercooler 3, the cylinder 1, the turbine end of the supercharger and the post-processing device in sequence, the fresh air enters the pressure end of the supercharger, is compressed by the pressure end of the supercharger to form high-temperature compressed gas, the high-temperature compressed gas enters the intercooler 3, the intercooler 3 cools the high-temperature compressed gas to obtain low-temperature compressed gas, and the low-temperature compressed gas is distributed to each cylinder of the cylinder 1 through the intake manifold 4 and the intake manifold; after the engine is working, high-temperature exhaust gas is generated, and the high-temperature exhaust gas enters the post-processing device through the exhaust pipe 8 and the exhaust manifold 5 through the turbine end of the supercharger for treatment and then discharged into the atmosphere.

[0066] The cold air supply device of the supercharged engine disclosed in this solution is an intercooler 3 of the supercharged engine. The low-temperature compressed gas cooled by the intercooler 3 is supplied to the exhaust passage 6 of the cylinder through the main pipe 21 and the branch pipe 22 respectively.

[0067] The supercharged engine disclosed in this solution does not need to add an additional cold air supply device, does not change the structure of the original supercharged engine too much, reduces the processing cost of the supercharged engine, and does not increase the difficulty of laying out the supercharged engine.

[0068] The intake manifold 4 of the cylinder 1 is connected to the intercooler 3 .

[0069] In some embodiments, the intake manifold 4 is connected in parallel with the main pipe 21. The intake manifold 4 and the main pipe 21 are two relatively independent pipelines, and the working processes of the intake manifold 4 and the main pipe 21 are independent of each other and do not affect each other.

[0070] In some embodiments, the intake manifold 4 is connected in series with the main pipe 21, and the main pipe 21 is connected to the intake manifold 4 through a one-way valve. When fresh air is supplied to the cylinder 1 of the engine, the one-way valve is closed, the intake manifold 4 is not connected to the main pipe 21, and the low-temperature compressed gas cooled by the intercooler 3 is only supplied to the cylinder 1 through the intake manifold 4; in the power stroke (also called the expansion stroke) of the secondary compression release brake, the exhaust valve of the exhaust passage 6 is opened to perform exhaust backflow, and at the same time the one-way valve is opened, the intake manifold 4 is connected to the main pipe 21, and the low-temperature compressed gas cooled by the intercooler 3 is supplied to the exhaust passage 6 through the main pipe 21.

[0071] like Figure 2-Figure 6 As shown, the cylinder 1 has a plurality of exhaust passages 6, and the plurality of exhaust passages 6 are divided into two groups. The two groups of exhaust passages 6 are respectively connected to two exhaust pipes 8, and the two exhaust pipes 8 converge into an exhaust manifold 8 and then enter the turbine end of the supercharger.

[0072] In some embodiments, the exhaust manifold 8 is directly connected to the pipeline after the turbine end of the supercharger through a bypass.

[0073] There are many ways for the branch pipe 22 to supply cold air to the cylinder 1. The branch pipe 22 can be directly connected to the cylinder 1, the branch pipe 22 can be connected to the cylinder 1 through the exhaust duct 6, the branch pipe 22 can be connected to the cylinder 1 through the exhaust pipe 8, and the branch pipe 22 can also be connected to the cylinder 1 through the exhaust main pipe 5.

[0074] In the embodiment where the branch pipe 22 is in communication with the exhaust passage 6 of the cylinder 1, the branch pipe 22 corresponds to and is in communication with the exhaust passage 6 in a one-to-one manner;

[0075] In the embodiment where the branch pipe 22 is connected to the exhaust pipe 8 of the cylinder 1, the branch pipe 22 corresponds to the exhaust pipe 8 one by one and is connected;

[0076] In the embodiment where the branch pipe 22 is connected to the exhaust manifold 5 of the cylinder 1, the number of the branch pipe 22 is one and is connected to the exhaust manifold 5;

[0077] In the embodiment where the branch pipe 22 is in communication with the cylinder body, the branch pipe 22 corresponds to and is in communication with the cylinders of the cylinder body one by one.

[0078] When the branch pipe 22 is connected to the exhaust duct 6, the exhaust pipe 8 or the exhaust main pipe 5, the cold air and the high-temperature exhaust gas from the exhaust backflow are mixed before entering the combustion chamber; when the branch pipe 22 is connected to the cylinder 1, the cold air and the high-temperature exhaust gas from the exhaust backflow are mixed in the combustion chamber.

[0079] The closer the distance between the branch pipe 22 and the combustion chamber of the cylinder 1, the better the cooling effect of the cold air on the high-temperature exhaust gas flowing back from the exhaust, but the higher the difficulty of laying out the branch pipe 22; the farther the distance between the branch pipe 22 and the combustion chamber of the cylinder 1, the weaker the cooling effect of the cold air on the high-temperature exhaust gas flowing back from the exhaust, but the damage to the branch pipe 22 and the difficulty of laying out the branch pipe 22 will be reduced. The specific setting is selected by those skilled in the art according to actual needs and is not specifically limited here.

[0080] Optionally, the flow rate of the cooling pipe 2 is greater than or equal to the flow rate of the exhaust gas backflowing from the exhaust main pipe 5, so as to reduce the temperature of the high-temperature exhaust gas backflowing to the greatest extent.

[0081] Optionally, the flow rate of the cooling pipe 2 may also be smaller than the flow rate of the exhaust gas backflowing from the exhaust main pipe 5, to ensure that the temperature of the compressed gas in the exhaust stroke of the secondary compression release brake is lower than the maximum temperature that the injector can withstand.

[0082] No matter the flow rate of the cooling pipe 2 is greater than or less than the flow rate of the exhaust gas backflowing from the exhaust main pipe 5, it will increase the intake volume of the power stroke (also called expansion stroke) of the secondary compression release brake, which is helpful for engine braking.

[0083] Optionally, the valve 23 of the cooling pipe 2 is opened synchronously with the exhaust valve, or the valve 23 of the cooling pipe 2 is opened later than the exhaust valve.

[0084] In some embodiments, the valve 23 is a Tesla valve.

[0085] In order to further enhance the cooling of the high-temperature exhaust gas flowing back through the exhaust, a water cooling pipe 7 may be provided on the main pipe 21. The water cooling pipe 7 contains cooling water for cooling the air in the main pipe 21, so as to further reduce the temperature of the air mixed with the high-temperature exhaust gas flowing back through the exhaust.

[0086] The present solution also discloses a vehicle, comprising a supercharged engine, wherein the supercharged engine is a supercharged engine recorded in any one of the above-mentioned solutions.

[0087] Since the supercharged engine has the above-mentioned technical effects, a vehicle equipped with the supercharged engine also has the same technical effects, which will not be elaborated here.

[0088] The above description is only a preferred embodiment of the present application and an explanation of the technical principles used, and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. The scope of application involved in the present application is not limited to the technical solution formed by a specific combination of the above-mentioned technical features, but should also cover other technical solutions formed by any combination of the above-mentioned technical features or their equivalent features without departing from the above-mentioned application concept. For example, the above-mentioned features are replaced with the technical features with similar functions disclosed in this application (but not limited to) to form a technical solution.

Claims

1. A supercharged engine, characterized in that: The invention comprises a cylinder (1) and an exhaust passage (6), wherein the exhaust passage (6) is provided with an exhaust valve. It also includes a cooling pipe (2) for supplying cold air into the cylinder (1) during the power stroke of the secondary compression release brake and when the exhaust valve of the exhaust passage (6) is open, so as to reduce the temperature of the exhaust gas that flows back into the cylinder (1). The cooling pipe (2) comprises a main pipe (21) and a branch pipe (22); the main pipe (21) is connected to a cold air supply device; one end of the branch pipe (22) is connected to the main pipe (21); the other end of the branch pipe (22) is connected to the cylinder (1); a valve (23) is provided on the main pipe (21) and / or the branch pipe (22).

2. The supercharged engine according to claim 1, characterized in that: The cold air supply device is an intercooler (3) of a supercharged engine.

3. The supercharged engine according to claim 2, characterized in that: The air intake passage of the cylinder (1) is connected to the intercooler (3) via an air intake manifold (4), and the air intake manifold (4) is connected in parallel to the main pipe (21).

4. The supercharged engine according to claim 2, characterized in that: The air intake passage of the cylinder (1) is connected to the intercooler (3) via an air intake main pipe (4), and the main pipe (21) is connected to the air intake main pipe (4) via a one-way valve.

5. The supercharged engine according to claim 1, characterized in that: The branch pipe (22) is in communication with the exhaust passage (6) of the cylinder (1); the branch pipe (22) corresponds to and is in communication with the exhaust passage (6) in a one-to-one manner.

6. The supercharged engine according to claim 1, characterized in that: The branch pipe (22) is in communication with the exhaust pipe (8) of the cylinder (1); the branch pipe (22) corresponds to and is in communication with the exhaust pipe (8) in a one-to-one manner.

7. The supercharged engine according to claim 1, characterized in that: The branch pipe (22) is connected to the exhaust main pipe (5) of the cylinder (1); there is one branch pipe (22) and the branch pipe (22) is connected to the exhaust main pipe (5).

8. The supercharged engine according to claim 1, characterized in that: The flow rate of the cooling pipe (2) is greater than or equal to the flow rate of the exhaust gas flowing back from the exhaust main pipe (5) of the cylinder (1); Alternatively, the flow rate of the cooling pipe (2) is smaller than the flow rate of the exhaust gas flowing back from the exhaust main pipe (5) of the cylinder (1).

9. The supercharged engine according to claim 1, characterized in that: The main pipe (21) is provided with a water cooling pipe (7) for cooling the gas in the main pipe (21).

10. A vehicle, characterized in that: It comprises a supercharged engine, and the supercharged engine is the supercharged engine according to any one of claims 1-9.

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