System for improving performance of supercharger and vehicle

Abstract

The invention relates to a supercharger performance improving system and a vehicle, the supercharger performance improving system comprises a first gas storage tank, the gas inlet end of the first gas storage tank is communicated with a first pipeline, the gas outlet end of the first gas storage tank is communicated with a second pipeline, the input end of the first pipeline is used for being communicated with a brake gas circuit of a whole vehicle brake system, and the second pipeline is provided with a two-way control valve; the output end of the second pipeline is used for being communicated with the supercharger turbine end of an engine supercharger system. And the controller is in signal connection with the two-way control valve, and the controller is used for controlling the two-way control valve to be opened when the engine body is located in a low supercharging area and needs to be accelerated, so that the compressed air in the first air storage tank is conveyed into the turbine end of the supercharger. Compared with a traditional mechanical supercharger, when supercharging is needed, the supercharger is not directly driven by power of an engine, compressed air generated in a whole vehicle braking system is stored in the first air storage tank, and the supercharging effect is achieved under the condition that the burden of the engine is not increased.

Description

Technical Field

[0001] The present application relates to the field of internal combustion engine superchargers, and in particular to a system and a vehicle for improving supercharger performance. Background Art

[0002] An internal combustion engine supercharger is a device used to improve the performance and efficiency of an internal combustion engine. It increases the intake pressure to allow more air to enter the engine combustion chamber, thereby significantly increasing the engine's power and torque output. Specifically, internal combustion engine supercharging uses a dedicated device (supercharger) to force fresh gas into the cylinder during the intake process, and the intake volume is much higher than the intake volume of natural intake. This supercharging technology can significantly improve the power index of an internal combustion engine.

[0003] In the related technology, the acceleration effect of the traditional mechanical supercharger is not very obvious, and is not much different from the naturally aspirated engine. It will lose part of the engine's kinetic energy. The mechanical supercharger is driven by the mechanical structure. In the final analysis, the driving force is still the engine. Therefore, a lot of friction will be generated at high speeds, affecting the increase in speed and causing loud noise. Therefore, the mechanical supercharger has its limitations in use. Summary of the invention

[0004] The present application provides a system and vehicle for improving supercharger performance, which can solve the technical problem that the acceleration effect of a traditional mechanical supercharger is not very obvious, is not much different from a naturally aspirated engine, and will lose part of the engine's kinetic energy.

[0005] In a first aspect, an embodiment of the present application provides a system for improving supercharger performance, comprising:

[0006] Gas tank 1, the air inlet end of the gas tank 1 is connected to pipeline 1, and the air outlet end of the gas tank 1 is connected to pipeline 2, the input end of pipeline 1 is used to be connected to the brake air circuit of the vehicle brake system, the pipeline 2 is installed with a two-way control valve, and the output end of pipeline 2 is used to be connected to the turbocharger end of the engine turbocharger system;

[0007] A controller is connected to the two-way control valve signal, and is used to control the two-way control valve to open when the engine body is in a low boost zone and the engine body needs to be accelerated, so that the compressed air in the air storage tank 1 is delivered to the turbine end of the supercharger.

[0008] In combination with the first aspect, in one embodiment, the controller is used to control the opening of the two-way control valve to gradually increase to a maximum value when the engine body is in a low boost zone and the engine body needs to accelerate, so that the compressed air in the air tank 1 is delivered to the turbine end of the supercharger.

[0009] In combination with the first aspect, in one implementation, the system for improving supercharger performance further includes:

[0010] A three-way control valve, wherein the first branch pipe port of the three-way control valve is connected to the input end of the pipeline 1, and the main pipe port and the second branch pipe port of the three-way control valve are used to be connected to the brake air circuit;

[0011] The controller is connected to the three-way control valve signal, and is used to control the main pipe port of the three-way control valve to be connected to the first branch pipe port when the air pressure in the air storage tank 1 is lower than a set air pressure threshold.

[0012] In combination with the first aspect, in one implementation, the system for improving supercharger performance further includes:

[0013] A compressed air nozzle, the input end of the compressed air nozzle is connected to the output end of the pipeline 2, and the output end is used to communicate with the turbocharger vortex end.

[0014] In combination with the first aspect, in one implementation, the system for improving supercharger performance further includes:

[0015] A one-way valve is installed on the second pipeline, and the one-way valve is used for one-way flow of compressed air.

[0016] In a second aspect, an embodiment of the present application provides a vehicle, comprising:

[0017] A whole vehicle braking system, the whole vehicle braking system comprising a braking air circuit;

[0018] An engine supercharger system, the engine supercharger system comprising a supercharger turbine end;

[0019] Gas tank 1, the air inlet end of the gas tank 1 is connected to pipeline 1, and the air outlet end of the gas tank 1 is connected to pipeline 2, the input end of pipeline 1 is connected to the brake air circuit, a two-way control valve is installed on pipeline 2, and the output end of pipeline 2 is used to communicate with the turbocharger vortex end;

[0020] A controller is connected to the two-way control valve signal, and is used to control the two-way control valve to open when the engine body is in a low boost zone and the engine body needs to be accelerated, so that the compressed air in the air storage tank 1 is delivered to the turbine end of the supercharger.

[0021] In combination with the second aspect, in one embodiment, the controller is used to control the opening of the two-way control valve to gradually increase to a maximum value when the engine body is in a low boost zone and the engine body needs to accelerate, so that the compressed air in the air storage tank 1 is delivered to the turbine end of the supercharger.

[0022] In conjunction with the second aspect, in one implementation, the vehicle braking system further includes a foot brake valve and a second air tank, and the vehicle further includes a three-way control valve;

[0023] The input end of the gas tank 2 is communicated with the second branch pipe port of the three-way control valve, the output end of the gas tank 2 is communicated with the foot brake valve, the main pipe port of the three-way control valve is communicated with the brake air circuit, and the first branch pipe port of the three-way control valve is communicated with the input end of the pipeline 1;

[0024] The controller is connected to the three-way control valve signal, and the pressure requirement level of the gas storage tank 2 is higher than the pressure requirement level of the gas storage tank 1.

[0025] In conjunction with the second aspect, in one implementation, the engine supercharger system further includes:

[0026] Engine body;

[0027] A three-way exhaust pipeline, wherein a main pipeline of the three-way exhaust pipeline is connected to an exhaust manifold of the engine body, a first branch pipeline of the three-way exhaust pipeline is connected to a turbine end of the supercharger, and a second branch pipeline of the three-way exhaust pipeline is connected to an exhaust pipeline of the engine body;

[0028] A bypass valve is installed on the second branch pipeline of the three-way exhaust pipeline.

[0029] In combination with the second aspect, in one implementation, the vehicle braking system further includes a relay and an air compressor, the air compressor is connected to the brake air circuit, and the relay is signal-connected to the air compressor.

[0030] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0031] The air tank 1 is connected to the braking system of the whole vehicle through the pipeline 1, and can utilize the compressed air in the braking system of the whole vehicle. The outlet end of the air tank 1 is connected to the turbocharger end of the engine turbocharger system through the pipeline 2, and a two-way control valve is installed on the pipeline 2 to control the on and off of the air flow. The controller can control the switch of the control valve according to the working state of the engine; when the engine body is in the low boost zone and needs to be accelerated, the controller controls the two-way control valve to open, so that the compressed air in the air tank 1 is quickly delivered to the turbocharger end, and the supercharger can obtain additional air pressure, speed up the response speed of the engine, and improve the acceleration performance. Compared with the traditional mechanical supercharger, when boosting is required, it does not directly rely on the power of the engine itself to drive the supercharger, but utilizes the compressed air generated in the braking system of the whole vehicle and stores it in the air tank 1, so as to achieve the boosting effect without increasing the burden on the engine, thereby improving the efficiency and fuel economy of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0033] Figure 1 A schematic diagram of the structure of the connection between the supercharger performance improvement system, the vehicle braking system and the engine supercharger system;

[0034] Figure 2 Logic diagram for filling gas tank 1 and gas tank 2;

[0035] Figure 3 It is a table diagram of engine speed and torque;

[0036] Figure 4 This is a table showing the pressure of a gas tank and the opening of a two-way control valve.

[0037] In the figure: 1. Air tank 1; 2. Pipeline 1; 3. Pipeline 2; 4. Two-way control valve; 5. Controller; 6. Three-way control valve; 7. Compressed air nozzle; 8. One-way valve; 9. Vehicle braking system; 91. Braking air circuit; 92. Foot brake valve; 93. Air tank 2; 94. Relay; 95. Air compressor; 10. Engine supercharger system; 101. Supercharger turbine end; 102. Engine body; 103. Three-way exhaust pipeline; 104. Exhaust manifold; 105. Bypass valve; 106. Engine exhaust pipe; 107. Supercharger pressure end; 108. Air filter; 109. Intercooler. DETAILED DESCRIPTION

[0038] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0039] The embodiments of the present application provide a system and a vehicle for improving supercharger performance, which can solve the technical problems that the acceleration effect of a traditional mechanical supercharger is not very obvious, is not much different from a naturally aspirated engine, and will lose part of the engine's kinetic energy.

[0040] First, as Figure 1As shown, an embodiment of the present application provides a system for improving supercharger performance, which includes: an air tank 1, an air inlet end of the air tank 1 is connected to a pipeline 2, and an air outlet end thereof is connected to a pipeline 3, the input end of the pipeline 2 is used to be connected to the brake air circuit 91 of the vehicle braking system 9, the pipeline 23 is installed with a two-way control valve 4, and the output end of the pipeline 23 is used to be connected to the supercharger turbine end 101 of the engine supercharger system 10; a controller 5, the controller 5 is connected to the two-way control valve 4 by signal, and the controller 5 is used to control the two-way control valve 4 to open when the engine body 102 is in a low boost zone and the engine body 102 needs to accelerate, so that the compressed air in the air tank 1 is delivered to the supercharger turbine end 101.

[0041] In this embodiment, the system includes an air tank 1, whose air inlet end is connected to the brake air circuit 91 of the vehicle braking system 9 through a pipeline 2, and the compressed air generated in the vehicle braking system 9 is cleverly utilized as an additional air source for the supercharger; the air outlet end of the air tank 1 is connected to the supercharger turbine end 101 of the engine supercharger system 10 through a pipeline 23, and a two-way control valve 4 is installed on the pipeline 23. This valve is used to control the delivery of compressed air in the air tank 1 to the supercharger turbine end 101; the system also includes a controller 5, which is connected to the two-way control valve 4 by signal. The controller can monitor the working state of the engine body 102, especially the boost demand and acceleration demand. When the controller detects that the engine body 102 is in a low boost zone and needs to be accelerated, it will send a signal to the two-way control valve 4 to open it, thereby allowing the compressed air in the air tank 1 to flow into the supercharger turbine end 101. By quickly providing additional compressed air when the engine body 102 needs to accelerate, the system can significantly improve the acceleration response of the engine body 102, which is crucial to improving the driving performance of the vehicle and meeting the driver's immediate acceleration needs. The system can intelligently adjust the boost effect according to the actual working state of the engine body 102. In the low boost area, when the engine body 102 needs more air to generate more power, the system can respond quickly and provide the required amount of air. By utilizing the compressed air generated by the vehicle braking system 9, this helps to reduce the fuel consumption and emissions of the vehicle. Compared with traditional mechanical superchargers, the system reduces the wear and noise of mechanical parts when providing the boost effect, because the system uses the already existing compressed air instead of forcing compressed air by mechanical means. Since the system can intelligently adjust the boost effect according to the needs of the engine body 102 and does not rely on the mechanical power of the engine to drive the supercharger, it enhances the flexibility and reliability of the system. This helps to extend the service life of the supercharger and the engine and reduce maintenance costs.

[0042] In combination with the first aspect, in one embodiment, Figure 1As shown, the controller 5 is used to control the opening of the two-way control valve 4 to gradually increase to a maximum value when the engine body 102 is in a low-boost zone and the engine body 102 needs to accelerate, so that the compressed air in the air storage tank 1 is delivered to the turbocharger end 101.

[0043] In this embodiment, in this implementation, the controller 5 not only monitors whether the engine body 102 is in a low boost zone and needs to be accelerated, but also further controls the opening of the two-way control valve 4. When the acceleration condition is met, the controller 5 will not immediately fully open the two-way control valve 4, but will adopt a progressive control strategy. Specifically, the controller 5 will control the opening of the two-way control valve 4 to gradually increase until it reaches the maximum value. This gradually increasing opening control can ensure that the compressed air flows into the turbocharger vortex end 101 in a stable and controllable manner, avoiding system instability or shock caused by sudden changes in airflow. By gradually increasing the opening of the two-way control valve 4, the system can ensure that the engine body 102 obtains a stable and continuous supply of compressed air during the acceleration process. This helps to achieve a smooth acceleration process and reduce the frustration or discomfort felt by the driver and passengers during acceleration. The progressive opening control allows the system to dynamically adjust the boost effect according to the actual needs of the engine body 102. In the low boost zone, when the engine gradually needs more air to generate more power, the system can gradually increase the supply of compressed air, thereby optimizing the boost effect and improving the performance of the engine. By avoiding sudden changes in airflow, the system can reduce wear and noise of system components caused by airflow impact, which helps to extend the service life of the supercharger and related components and reduce maintenance costs. The smooth acceleration process and optimized supercharging effect together improve driving comfort and safety. The driver can control the acceleration of the vehicle more accurately, so that he can respond more quickly and accurately when facing complex road conditions or emergencies.

[0044] In combination with the first aspect, in one embodiment, Figure 1 As shown, the system for improving the performance of the supercharger also includes: a three-way control valve 6, a first branch pipe port of the three-way control valve 6 is connected to the input end of the pipeline 2, and the main pipe port and the second branch pipe port of the three-way control valve 6 are used to be connected to the brake air circuit 91; the controller 5 is connected to the three-way control valve 6 by signal, and the controller 5 is used to control the main pipe port of the three-way control valve 6 to be connected to the first branch pipe port when the air pressure in the air storage tank 1 is lower than the set air pressure threshold.

[0045] In this embodiment, the three-way control valve 6 has three pipe openings: a main pipe opening, a first branch pipe opening and a second branch pipe opening. Among them, the main pipe opening and the second branch pipe opening are used to connect to the brake air circuit 91, and the first branch pipe opening is connected to the input end of the pipeline 2 (i.e., the air inlet end of the air tank 1). By controlling the switch of the internal channel of the three-way control valve 6, the switching of the air flow between different pipe openings can be achieved. The controller 5 is connected to the signal of the three-way control valve 6, and can monitor the air pressure in the air tank 1 (a pressure sensor is installed in the air tank 1) in real time. When the air pressure in the air tank 1 is lower than the set air pressure threshold, the controller 5 will send a control signal to the three-way control valve 6, instructing it to connect the main pipe opening with the first branch pipe opening. In this way, the compressed air in the brake air circuit 91 will enter the pipeline 2 through the main pipe opening and the first branch pipe opening of the three-way control valve 6, and then be supplemented into the air tank 1, ensuring that the supercharger system has enough compressed air available. By introducing the three-way control valve 6 and the corresponding control strategy, the system can automatically switch the airflow path when the air pressure in the air tank 1 is insufficient, thereby avoiding the problem of supercharger performance degradation or failure caused by insufficient air pressure. This design improves the reliability and stability of the system and ensures that the supercharger system can work normally under various working conditions. It is not only simple and easy, but also relatively low in cost and easy to modify and upgrade on existing vehicles. At the same time, since the three-way control valve 6 and the controller 5 are both mature technical components, the maintenance and maintenance of the system are also relatively easy.

[0046] In combination with the first aspect, in one embodiment, Figure 1 As shown, the system for improving supercharger performance also includes: a compressed air nozzle 7, the input end of the compressed air nozzle 7 is connected to the output end of the pipeline 2 3, and the output end is used to communicate with the supercharger turbine end 101.

[0047] In this embodiment, the compressed air nozzle 7 is an important part of the system, and its input end is closely connected with the output end of the pipeline 2 3. This connection method ensures the sealing and stability of the compressed air during the transmission process, and avoids the leakage of air pressure and the loss of energy. The main function of the compressed air nozzle 7 is to accurately spray the compressed air transported in the pipeline 2 3. Through the special design of the nozzle, the compressed air can be sprayed into the turbocharger end 101 at a higher speed and in a more concentrated form, thereby more effectively promoting the rotation of the turbine and improving the supercharging effect of the supercharger. After the introduction of the compressed air nozzle 7, the entire supercharger performance system has been further optimized. The precise injection of the nozzle not only improves the response speed and supercharging efficiency of the supercharger, but also enables the engine body 102 to obtain the required compressed air faster when it needs to accelerate in the low supercharging area, thereby improving the power performance and fuel economy of the engine body 102. The supercharger performance system introduced with the compressed air nozzle 7 shows a significant optimization effect, the acceleration performance of the engine has been significantly improved, and the fuel consumption has also been effectively controlled, meeting the dual needs of modern automobiles for high efficiency and low emissions.

[0048] In combination with the first aspect, in one embodiment, Figure 1 As shown, the system for improving the performance of the supercharger also includes: a one-way valve 8, which is installed in the pipeline 2 3 and is used for one-way flow of compressed air.

[0049] In this embodiment, the one-way valve 8 is a key component in the system for improving the performance of the supercharger. Its main function is to control the flow direction of the compressed air and ensure that the air can only flow in one direction along a predetermined path. This design is crucial to maintaining the stability and efficiency of the supercharger system. Specifically, the one-way valve 8 is installed on the pipeline 23, which is an important channel for the compressed air to flow from the air tank 1 to the supercharger vortex end 101. The opening and closing mechanism of the one-way valve 8 is designed according to the direction and pressure of the air flow. When the compressed air flows from the air tank 1 to the supercharger vortex end 101, the one-way valve 8 will open to allow the air to pass smoothly; and when the air flow tries to flow in the opposite direction, the one-way valve 8 will be tightly closed to prevent any backflow from occurring. By ensuring that the compressed air can only flow in one direction, the one-way valve 8 eliminates the backflow and turbulence of the air flow in the pipeline, thereby reducing energy loss. This allows more compressed air to be more effectively transferred to the supercharger vortex end 101, thereby improving the supercharging efficiency of the supercharger. The presence of the one-way valve 8 prevents unstable fluctuations in the airflow in the pipeline, which may have a negative impact on the working performance of the supercharger. By maintaining a stable one-way airflow, the one-way valve 8 helps to improve the stability and reliability of the entire supercharger system. Since the one-way valve 8 ensures the unidirectionality of the airflow, it reduces the blockage and contamination problems that may occur in the pipeline. This not only reduces the maintenance cost of the system, but also extends the service life of the supercharger and other related components.

[0050] On the second aspect, the embodiment of the present application provides a vehicle, which includes: a vehicle braking system 9, the vehicle braking system 9 includes a braking air circuit 91; an engine supercharger system 10, the engine supercharger system 10 includes a supercharger turbine end 101; an air storage tank 1, the air inlet end of the air storage tank 1 is connected to a pipeline 2, and the air outlet end thereof is connected to a pipeline 3, the input end of the pipeline 2 is connected to the braking air circuit 91, the pipeline 23 is installed with a two-way control valve 4, and the output end of the pipeline 23 is used to be connected to the supercharger turbine end 101; a controller 5, the controller 5 is connected to the two-way control valve 4 by signal, and the controller 5 is used to control the two-way control valve 4 to open when the engine body 102 is in a low boost zone and the engine body 102 needs to accelerate, so that the compressed air in the air storage tank 1 is delivered to the supercharger turbine end 101.

[0051] In this embodiment, the vehicle brake system 9 is an important component of the vehicle and is responsible for the braking function of the vehicle. The brake air circuit 91 is a pipeline in the brake system for transmitting the gas required for braking. The engine supercharger system 10 is used to increase the intake pressure of the engine body 102, thereby increasing the power and efficiency of the engine body 102. The supercharger turbine end 101 is a key component in the supercharger system, which produces a supercharging effect by interacting with compressed air. The air tank 1 is used to store compressed air and provide an air source for the brake system or the supercharger system. The pipeline 1 connects the brake air circuit 91 with the air inlet end of the air tank 1 so that the compressed air generated by the brake system can enter the air tank 1. The pipeline 23 connects the air outlet end of the air tank 1 with the supercharger vortex end 101 to deliver the compressed air in the air tank 1 to the supercharger vortex end 101. The pipeline 23 is installed with a two-way control valve 4 to control the circulation and cutoff of the compressed air. The controller 5 is part of the vehicle electronic control system and is responsible for receiving and processing various sensor signals and issuing control instructions as needed. The controller 5 is connected to the two-way control valve 4 signal to monitor the working state of the engine in real time, such as speed, load, etc. When the engine body 102 is in the low supercharging area and needs to be accelerated, the controller 5 will issue a control signal to open the two-way control valve 4, thereby delivering the compressed air in the air tank 1 to the supercharger vortex end 101 to increase the intake pressure and power output of the engine body 102. Through the above-mentioned composition and working principle, the vehicle of the embodiment of the present application can quickly and effectively use the compressed air in the air tank 1 to provide an air source for the supercharger turbine end 101 when the engine needs to accelerate, thereby improving the response speed and power performance of the engine.

[0052] In combination with the second aspect, in one embodiment, the controller 5 is used to control the opening of the two-way control valve 4 to gradually increase to a maximum value when the engine body 102 is in a low boost zone and the engine body 102 needs to accelerate, so that the compressed air in the air storage tank 1 is delivered to the turbocharger end 101.

[0053] In this embodiment, when the engine body 102 is in the low-boost zone and needs to be accelerated, the controller 5 will control the opening of the two-way control valve 4 to gradually increase to the maximum value to ensure that the compressed air in the air tank 1 can be efficiently delivered to the turbocharger end 101. When the engine body 102 is in the low-boost zone, it means that the current intake pressure is not enough to meet the needs of efficient operation of the engine. If the engine needs to be accelerated at this time, the controller 5 will quickly identify this need and respond accordingly. The controller 5 controls the opening of the two-way control valve 4 through signal connection. In the low-boost zone where the engine needs to be accelerated, the controller 5 will instruct the two-way control valve 4 to gradually increase the opening until it reaches the maximum value. This ensures that the compressed air in the air tank 1 can be delivered to the turbocharger end 101 through the pipeline 23 at the maximum flow rate and speed. Through the precise control of the two-way control valve 4 by the controller 5, the compressed air in the air tank 1 can be efficiently delivered to the turbocharger end 101, thereby meeting the needs of engine acceleration.

[0054] In combination with the second aspect, in one embodiment, the vehicle braking system 9 also includes a foot brake valve 92 and an air tank 2 93, and the vehicle also includes a three-way control valve 6; the input end of the air tank 2 93 is connected to the second branch pipe port of the three-way control valve 6, the output end of the air tank 2 93 is connected to the foot brake valve 92, the main pipe port of the three-way control valve 6 is connected to the brake air circuit 91, and the first branch pipe port of the three-way control valve 6 is connected to the input end of the pipeline 1 2; the controller 5 is connected to the three-way control valve 6 signal, and the pressure requirement level of the air tank 2 93 is higher than the pressure requirement level of the air tank 1 1.

[0055] In this embodiment, the vehicle braking system 9 not only includes basic braking components, but also further integrates the foot brake valve 92, the second air tank 93 and the three-way control valve 6 to form a more complex and efficient brake air circuit system. Specifically, the second air tank 93 is an important component in the braking system. The second air tank 93 is responsible for storing compressed air and providing a stable air source for the braking system. Its input end is connected to the second branch pipe port of the three-way control valve 6 to ensure that the compressed air from the three-way control valve 6 can be received when needed; the foot brake valve 92 is the main interface for the driver to control the braking system. The foot brake valve is operated by stepping on the brake pedal to control the pressure of the brake air chamber and realize the braking of the vehicle. The output end of the second air tank 93 is connected to the foot brake valve 92 to ensure that the compressed air in the second air tank 93 can be smoothly transferred to the foot brake valve 92 to provide the necessary power for braking; the three-way control valve 6 plays a key role in the brake air circuit system. It is responsible for distributing the compressed air from the brake air circuit 91 to different paths. Its main pipe port is connected to the brake air circuit 91 to receive the original air source from the brake system. The first branch pipe port is connected to the input end of the pipeline 1 2 to provide compressed air for the air tank 1, and the second branch pipe port is connected to the input end of the air tank 2 93 to ensure that the air tank 2 93 can obtain sufficient air pressure. The controller 5 is a core component of the vehicle electronic control system. It is connected to the three-way control valve 6 through a signal connection and can monitor and control the working state of the three-way control valve 6 in real time. This design enables the vehicle to flexibly adjust the distribution strategy of the three-way control valve 6 according to the actual braking demand and air pressure conditions, thereby ensuring the stability and efficiency of the braking system. Since the air tank 2 93 is directly related to the foot brake valve 92 and the braking performance of the vehicle, its pressure requirement level is set to be higher than that of the air tank 1, which means that in the air pressure distribution process, the air tank 2 93 will have priority to obtain sufficient compressed air to ensure the response speed and braking effect of the braking system. In summary, by integrating the foot brake valve 92, the second air tank 93 and the three-way control valve 6, and with the help of the intelligent control of the controller 5, the vehicle braking system 9 achieves more efficient and stable braking performance, providing a strong guarantee for the driving safety of the vehicle.

[0056] In combination with the second aspect, in one embodiment, the engine supercharger system 10 also includes: an engine body 102; a three-way exhaust line 103, the main line of the three-way exhaust line 103 is connected to the exhaust manifold 104 of the engine body 102, the first branch line of the three-way exhaust line 103 is connected to the supercharger turbine end 101, and the second branch line of the three-way exhaust line 103 is connected to the exhaust line of the engine body 102; a bypass valve 105, and the bypass valve 105 is installed on the second branch line of the three-way exhaust line 103.

[0057] In this embodiment, first, the engine body 102 is the core component of the whole system, which is responsible for generating power and driving the vehicle forward. The exhaust manifold 104 of the engine body 102 is connected to the main pipe of the three-way exhaust pipeline 103 to ensure that the exhaust gas can be discharged smoothly. Secondly, the design of the three-way exhaust pipeline 103 is very clever. It has three branch pipes, each of which has a different function. The main pipe is connected to the exhaust manifold 104 of the engine body 102 to receive the exhaust gas generated by the engine. The first branch pipe is connected to the turbocharger vortex end 101, and part of the exhaust gas is introduced into the turbocharger to drive the turbine to rotate, thereby driving the compressor to work and increase the intake pressure and power output of the engine. The second branch pipe is connected to the exhaust pipe of the engine body 102 as another exhaust path. Finally, the bypass valve 105 is installed on the second branch pipe of the three-way exhaust pipe 103. Its function is to adjust the flow direction of the exhaust gas when necessary. When the engine is in certain specific working conditions, such as when a quick response or reduction of exhaust back pressure is required, the bypass valve 105 can be opened to allow part of the exhaust gas to be discharged directly through the second branch pipeline without passing through the supercharger turbine end 101. This can not only reduce the burden on the supercharger, but also improve the response speed and exhaust efficiency of the engine.

[0058] In combination with the second aspect, in one implementation, the vehicle braking system 9 further includes a relay 94 and an air compressor 95 , the air compressor 95 is connected to the brake air circuit 91 , and the relay 94 is signal-connected to the air compressor 95 .

[0059] In this embodiment, the air compressor 95 is an important energy supply device of the braking system and is closely connected to the brake air circuit 91. Its main function is to provide and adjust the air pressure energy required for braking to ensure that the braking system can work stably and effectively. The air compressor 95 converts the air pressure energy into the power required by the braking system by compressing the air, thereby achieving effective braking of the vehicle. The relay 94 plays the role of a control device in the braking system. It is connected to the air compressor 95 signal. The relay 94 can receive braking instructions from the vehicle control system or the driver, and control the start and stop of the air compressor 95 according to these instructions, thereby achieving precise control of the braking air pressure. This design not only improves the response speed of the braking system, but also enhances the stability and reliability of the braking process.

[0060] Specifically, the controller 5 senses the pressure P1 in the air tank 1 and the pressure P2 in the air tank 2 93 through the pressure sensor. When the pressure of P1 or P2 does not meet the set value P1' and P2' requirements, the controller 5 controls the relay 94 to close and then controls the air compressor 95 to pump air into the air tank 1 and the air tank 2 93; when the pressure of P1 or P2 reaches the upper pressure limit set value P1" and P2" requirements, the controller 5 controls the relay 94 to disconnect and then controls the air compressor 95 to stop working; because the vehicle braking system involves driving safety and the engine supercharger system only involves low-speed response and driving feel, the pressure requirement level of the air tank 2 93 in the vehicle braking system is higher than the pressure requirement level of the air tank 1 of the engine supercharger system, and its logic diagram is as follows Figure 2 shown.

[0061] In conjunction with the second aspect, in one implementation, Figure 1 As shown, the engine supercharger system 10 also includes: an engine exhaust pipe 106, a supercharger pressure end 107, an air filter 108 and an intercooler 109. The supercharger turbine end 101, the supercharger pressure end 107 and the air filter 108 are installed in the engine exhaust pipe 106. The second branch pipeline of the three-way exhaust pipeline 103 is connected to the engine exhaust pipe 106. The intercooler 109 is installed between the supercharger pressure end 107 and the intake manifold of the engine body 102.

[0062] In this embodiment, first, the engine exhaust pipe 106 is closely connected with the supercharger vortex end 101 and the supercharger pressure end 107 as the main channel for exhaust gas discharge. The exhaust gas enters the supercharger vortex end 101 through the engine exhaust pipe 106, drives the turbine to rotate, and then drives the impeller of the supercharger pressure end 107 to compress the air, thereby realizing the effective utilization of the exhaust gas energy. The supercharger pressure end 107 is one of the core components of the supercharging system. It is responsible for sending the compressed air into the engine cylinder to improve the intake density and charging quality, thereby enhancing the power output and fuel economy of the engine body 102. The close cooperation between the supercharger pressure end 107 and the engine exhaust pipe 106 ensures the smooth transmission of compressed air. The air filter 108 is the first line of defense of the intake system. It is installed on the engine exhaust pipe 106 and is responsible for filtering out pollutants such as dust and impurities in the air to ensure that the air entering the engine is clean and pure, which helps to protect the internal parts of the engine and extend its service life. The intercooler 109 is installed between the supercharger pressure end 107 and the intake manifold of the engine body 102. Its main function is to reduce the temperature of the compressed air. Since the compressed air will generate heat during the supercharging process, causing the temperature to rise, and the high-temperature air will reduce the intake density, the intercooler 109 increases the intake density by cooling the compressed air, further enhancing the power output of the engine. In addition, the second branch pipeline of the three-way exhaust pipeline 103 is connected to the engine exhaust pipe 106. This design allows part of the exhaust gas to be discharged directly through the second branch pipeline without passing through the supercharger vortex end 101, which helps to adjust the flow direction of the exhaust gas under specific working conditions, reduce the exhaust back pressure, and improve the response speed of the engine.

[0063] In the above embodiment, the low boost area of ​​the engine is explained in detail. The boost pressure value in the intake manifold of the engine body 102 is a direct indicator of the boost pressure level. The larger the pressure value, the more air the supercharger compresses by driving the supercharger turbine end 101 through the exhaust gas; as follows Figure 3 As shown, S1, S2, S3 ... Sn represent the engine speed, T1, T2, T3 ... Tn represent the engine torque, P11, P12, P13 ... Pnn represent the boost degree in the intake manifold of the engine body 102, and the low boost zone (such as Figure 3 P11, P12, P13, P21, P22, and P31 above the dotted line are low-boost areas, and high-boost areas when the engine is at medium and high speeds and high loads (such as Figure 3 The area below the dotted line is the high pressure boost area).

[0064] When the exhaust energy of the engine body 102 at a low speed is insufficient to drive the turbocharger vortex end 101 to run faster, it means that the turbocharger compressor end 107 cannot provide more air to the engine body 102, that is, Figure 3The low boost zone above the dotted line is shown; when the vehicle needs to accelerate, the engine body 102 needs more fuel to burn, but due to the required air lag, even if the engine body 102 has more fuel involved in the combustion, the combustion effect will be unsatisfactory due to insufficient air volume, and therefore, it cannot provide ideal power output, which is also the reason for the "turbo lag" phenomenon of the exhaust gas turbocharger.

[0065] When the controller 5 detects that the engine body 102 is in the low-boost area and the engine needs to accelerate, the two-way control valve 4 is opened by the controller 5, and the compressed air in the air storage tank 1 drives the turbocharger vortex end 101 to operate through the compressed air nozzle 7, driving the turbocharger pressure end 107 to operate to provide more exhaust kinetic energy for the low-boost area of ​​the engine body 102. Figure 3 The low-pressure area above the dotted line shown in the figure also becomes a high-pressure area. When the exhaust energy of the engine body 102 at medium and high speed is sufficient to drive the turbocharger vortex end 101 to run quickly, the turbocharger vortex end 101 relies on its own exhaust kinetic energy to drive the turbocharger pressure end 107 to run to provide sufficient air for the engine body 102; Figure 3 In the high boost area shown, the controller 5 controls the two-way control valve 4 to be closed.

[0066] Among them, since the pressure in the gas tank 1 is not constant, the pressure in the gas tank 1 will decrease from P1" to P1' as the gas consumption increases. In order to ensure the power consistency of the turbocharger turbine end 101, the controller 5 needs to control the two-way control valve 4 to open wider to provide more kinetic energy. For example: when the engine is in the working condition (S1, T2) and needs to be accelerated to the working condition (S3, T3), if the pressure in the gas tank 1 is P1", the required opening of the two-way control valve 4 is smaller than when the pressure in the gas tank 1 is P1'. Therefore, it is necessary to match and calibrate the required boost pressure Pnn, the pressure P1 in the gas tank 1, and the opening size B of the two-way control valve 4 under each working condition of the engine; as follows Figure 4 As shown, the pressures P1n, P1n-1, P1n-2, ..., P1 in the gas storage tank 1 change from large to small, and Bn, Bn-1, Bn-2, ..., B1 change from large to small. By using the pressure kinetic energy in the gas storage tank 1, the opening of the two-way control valve 4 is gradually increased. Figure 4 The low boost area above the dotted line is also changed into a high boost area, thereby improving the "turbo lag" problem of the traditional turbocharger engine.

[0067] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. 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 application can be understood according to the specific circumstances.

[0068] It should be noted that, in this application, 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 presence of other identical elements in the process, method, article or device including the elements.

[0069] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A system for improving supercharger performance, characterized in that: It includes: An air storage tank (1), wherein the air inlet end of the air storage tank (1) is connected to a pipeline (2), and the air outlet end of the air storage tank (1) is connected to a pipeline (3), the input end of the pipeline (2) is used to be connected to a brake air circuit (91) of a vehicle brake system (9), the pipeline (3) is installed with a two-way control valve (4), and the output end of the pipeline (3) is used to be connected to a supercharger turbine end (101) of an engine supercharger system (10); A controller (5) is connected to the two-way control valve (4) by signal, and the controller (5) is used to control the two-way control valve (4) to open when the engine body (102) is in a low-boost zone and the engine body (102) needs to be accelerated, so that the compressed air in the air storage tank (1) is delivered to the turbocharger end (101).

2. The system for improving supercharger performance according to claim 1, characterized in that: The controller (5) is used to control the opening of the two-way control valve (4) to gradually increase to a maximum value when the engine body (102) is in a low-boost zone and the engine body (102) needs to be accelerated, so that the compressed air in the air storage tank (1) is delivered to the turbocharger end (101).

3. The system for improving supercharger performance according to claim 1, characterized in that: The system for improving supercharger performance also includes: A three-way control valve (6), wherein a first branch pipe port of the three-way control valve (6) is connected to an input end of the pipeline 1 (2), and a main pipe port and a second branch pipe port of the three-way control valve (6) are used to be connected to a brake air circuit (91); The controller (5) is connected to the three-way control valve (6) by signal, and the controller (5) is used to control the main pipe port of the three-way control valve (6) to be connected to the first branch pipe port when the air pressure in the air storage tank (1) is lower than a set air pressure threshold.

4. The system for improving supercharger performance according to claim 1, characterized in that: The system for improving supercharger performance also includes: A compressed air nozzle (7), wherein the input end of the compressed air nozzle (7) is connected to the output end of the second pipeline (3), and the output end is used to communicate with the turbocharger vortex end (101).

5. The system for improving supercharger performance according to claim 1, characterized in that: The system for improving supercharger performance also includes: A one-way valve (8), the one-way valve (8) is installed on the second pipeline (3), and the one-way valve (8) is used for one-way flow of compressed air.

6. A vehicle, characterized in that: It includes: A whole vehicle braking system (9), the whole vehicle braking system (9) comprising a braking air circuit (91); An engine supercharger system (10), the engine supercharger system (10) comprising a supercharger turbine end (101); An air storage tank (1), wherein the air inlet end of the air storage tank (1) is connected to a pipeline (2), and the air outlet end of the air storage tank (1) is connected to a pipeline (3), the input end of the pipeline (2) is connected to the brake air circuit (91), the pipeline (3) is equipped with a two-way control valve (4), and the output end of the pipeline (3) is used to communicate with the turbocharger turbine end (101); A controller (5) is connected to the two-way control valve (4) by signal, and the controller (5) is used to control the two-way control valve (4) to open when the engine body (102) is in a low-boost zone and the engine body (102) needs to be accelerated, so that the compressed air in the air storage tank (1) is delivered to the turbocharger end (101).

7. The vehicle according to claim 6, characterized in that The controller (5) is used to control the opening of the two-way control valve (4) to gradually increase to a maximum value when the engine body (102) is in a low-boost zone and the engine body (102) needs to be accelerated, so that the compressed air in the air storage tank (1) is delivered to the turbocharger end (101).

8. The vehicle according to claim 6, characterized in that The vehicle braking system (9) further comprises a foot brake valve (92) and a second air storage tank (93), and the vehicle further comprises a three-way control valve (6); The input end of the second gas storage tank (93) is communicated with the second branch pipe port of the three-way control valve (6), the output end of the second gas storage tank (93) is communicated with the foot brake valve (92), the main pipe port of the three-way control valve (6) is communicated with the brake air circuit (91), and the first branch pipe port of the three-way control valve (6) is communicated with the input end of the pipeline (2); The controller (5) is connected to the three-way control valve (6) by signal, and the pressure requirement level of the gas storage tank 2 (93) is higher than the pressure requirement level of the gas storage tank 1 (1).

9. The vehicle according to claim 6, characterized in that The engine supercharger system (10) further comprises: Engine body (102); A three-way exhaust pipeline (103), wherein a main pipeline of the three-way exhaust pipeline (103) is connected to an exhaust manifold (104) of the engine body (102), a first branch pipeline of the three-way exhaust pipeline (103) is connected to a turbine end (101) of the supercharger, and a second branch pipeline of the three-way exhaust pipeline (103) is connected to an exhaust pipeline of the engine body (102); A bypass valve (105), the bypass valve (105) is installed on the second branch pipeline of the three-way exhaust pipeline (103).

10. The vehicle according to claim 6, characterized in that The vehicle braking system (9) further comprises a relay (94) and an air compressor (95), wherein the air compressor (95) is connected to the brake air circuit (91), and the relay (94) is signal-connected to the air compressor (95).

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