Engine air inlet mechanism, engine system and vehicle

Abstract

The invention discloses an engine air inlet mechanism, an engine system and a vehicle, and belongs to the technical field of engines. According to the air inlet mechanism of the engine, the inner wall of the flow guide air channel can be smoother, in other words, the inner wall of the flow guide air channel does not have a geometric sudden change position, the flowing loss of airflow in the flow guide air channel can be reduced, the flow speed change of the airflow is small, then the airflow pressure and the airflow speed at an inlet of a turbocharger are more uniform, and the efficiency of the turbocharger is improved. The pneumatic efficiency can be improved, and then the purpose of improving the supercharging efficiency is achieved. According to the engine system and the vehicle, by applying the engine air inlet mechanism, the power performance and the fuel economy of the engine system can be improved, and the vehicle driving experience feeling is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and particularly to an engine intake mechanism, an engine system and a vehicle. Background Art

[0002] In the field of automotive engines, improving the power performance and fuel economy of engines has always been an important research direction. As an effective supercharging method, turbocharging technology is widely used in modern automotive engines. However, traditional turbocharging systems have a problem of turbo lag, that is, when the engine is running at low speed, the exhaust gas energy is not sufficient to drive the turbocharger to respond quickly, resulting in a delay in the engine torque output and affecting the starting and low-speed acceleration performance of the vehicle. In addition, with the continuous increase in the requirements for intake pressure and flow rate of automotive engines, traditional single-stage supercharging systems are difficult to meet the needs.

[0003] To solve the above problems, some automobile manufacturers adopt the method of connecting an air compressor in series with a turbocharger to achieve two-stage supercharging. However, the existing matching degree between the air compressor and the turbocharger is low, resulting in a low supercharging efficiency and being difficult to meet the user's needs. Summary of the Invention

[0004] The purpose of the present invention is to provide an engine intake mechanism, an engine system and a vehicle to achieve the purpose of improving the supercharging efficiency.

[0005] To achieve the above purpose, the following technical solutions are provided:

[0006] An engine intake mechanism, comprising:

[0007] An air compressor, the air compressor includes an outer shell and an inner shell, the outer shell is provided with a first cavity, the inner shell is arranged in the first cavity, and one end of the first cavity in the first direction is provided with a first opening;

[0008] A turbocharger, the turbocharger includes a pressure shell, the pressure shell includes a second cavity, the second cavity includes a first branch cavity and a second branch cavity. Along the first direction, one end of the first branch cavity is provided with a second opening facing the first opening, and the other end is communicated with the second branch cavity; the second opening is hermetically connected to the first opening, and the inner diameter of the first opening is equal to the inner diameter of the second opening; along the first direction from the air compressor to the turbocharger, the inner diameter of the first branch cavity gradually decreases;

[0009] The inner wall of the first branch cavity includes a first arc wall, a first straight wall, and a second arc wall. The first arc wall, the first straight wall, and the second arc wall are connected in sequence along the air flow direction in the first branch cavity and form an S-shaped structure. The outer wall of the inner shell includes a third arc wall corresponding to the first arc wall, a second straight wall corresponding to the first straight wall, and a fourth arc wall corresponding to the second arc wall. The radius of the first arc wall is not less than the radius of the third arc wall, and the radius of the fourth arc wall is not less than the radius of the second arc wall. There is a first included angle between the first straight wall and the second straight wall, and the first included angle is greater than 10° and less than 15°;

[0010] A diversion air passage is formed between the outer wall of the inner shell and the inner wall of the first cavity and the inner wall of the first branch cavity.

[0011] As a preferred technical solution of the above engine intake mechanism, the air compressor further includes a first rotor shaft rotatably disposed in the first cavity around the first direction, and the turbocharger further includes a second rotor shaft rotatably disposed in the second cavity around the first direction, and the first rotor shaft is not connected to the second rotor shaft.

[0012] As a preferred technical solution of the above engine intake mechanism, the second branch cavity includes a third straight wall connected to the second arc wall, and the second arc wall and the third straight wall are tangent to each other.

[0013] As a preferred technical solution of the above engine intake mechanism, one end of the inner shell close to the pressure shell along the first direction is provided with a first protrusion. The first protrusion includes a fourth straight wall, and the fourth arc wall or the extension line of the fourth arc wall is tangent to the fourth straight wall;

[0014] And / or, the turbocharger further includes a compression impeller rotatably disposed in the second branch cavity around the first direction. One end of the compression impeller close to the inner shell along the first direction is provided with a second protrusion. The second protrusion includes a fifth straight wall, and the fourth arc wall or the extension line of the fourth arc wall is tangent to the fifth straight wall.

[0015] As a preferred technical solution of the above engine intake mechanism, the third straight wall is arranged parallel to the first direction;

[0016] And / or, the fourth straight wall is arranged parallel to the first direction;

[0017] And / or, the fifth straight wall is arranged parallel to the first direction.

[0018] As a preferred technical solution of the above engine intake mechanism, the second protrusion further includes a sixth straight wall, and the sixth straight wall is connected to an end of the fifth straight wall away from the inner shell along the first direction;

[0019] A second angle is formed between the sixth straight wall and the first direction, and the second angle is equal to the intake angle of the compression impeller.

[0020] As a preferred technical solution of the above-mentioned engine intake mechanism, the second straight wall is perpendicular to the first direction.

[0021] As a preferred technical solution for the above-mentioned engine intake mechanism, the third arc segment includes a first end and a second end which are relatively arranged along the airflow direction in the guide air duct, the first end is located in the first cavity, the second end is connected to the second straight wall, and the second end is located in the first branch cavity.

[0022] In order to achieve the above objectives, an engine system is also provided, comprising the engine intake mechanism as described in any one of the above items.

[0023] In order to achieve the above object, a vehicle is also provided, comprising the engine system as described above.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] The engine intake mechanism of the present invention comprises an air compressor comprising an outer shell and an inner shell, wherein the outer shell is provided with a first cavity, the inner shell is provided in the first cavity, and the first cavity is provided with a first opening at one end along a first direction; the turbocharger comprises a compression shell, the compression shell comprises a second cavity, the second cavity comprises a first branch cavity and a second branch cavity, along the first direction, one end of the first branch cavity is provided with a second opening, and the other end is communicated with the second branch cavity; the second opening is sealedly connected to the first opening, and the inner diameter of the first opening is equal to the inner diameter of the second opening; along the first direction from the air compressor to the turbocharger, the inner diameter of the first branch cavity gradually decreases; the inner wall of the first branch cavity comprises a first arc-shaped wall, a first straight wall and The second curved wall, the first curved wall, the first straight wall and the second curved wall are connected in sequence along the airflow direction in the first branch cavity and form an S-shaped structure. The outer wall of the inner shell includes a third curved wall corresponding to the first curved wall, a second straight wall corresponding to the first straight wall, and a fourth curved wall corresponding to the second curved wall. The radius of the first curved wall is not less than the radius of the third curved wall, and the radius of the fourth curved wall is not less than the radius of the second curved wall. A first angle is provided between the first straight wall and the second straight wall, and the first angle is greater than 10° and less than 15°. A guide airway is formed between the outer wall of the inner shell and the inner wall of the first cavity and the inner wall of the first branch cavity.

[0026] The engine intake mechanism of the present invention can make the inner wall of the diversion air duct smoother. In other words, there are no geometric mutation positions on the inner wall of the diversion air duct, which can reduce the flow loss of the air flow in the diversion air duct, so that the change in the flow velocity of the air flow is small, and further make the air flow pressure and air flow velocity at the inlet of the turbocharger more uniform, which can improve the aerodynamic efficiency and further achieve the purpose of improving the supercharging efficiency.

[0027] The engine system and vehicle of the present invention can improve the power performance and fuel economy of the engine system and enhance the vehicle driving experience by applying the above-mentioned engine intake mechanism. Description of the Drawings

[0028] Figure 1 is a schematic structural diagram of the engine intake mechanism in an embodiment of the present invention;

[0029] Figure 2 is a cross-sectional view of the engine intake mechanism in an embodiment of the present invention;

[0030] Figure 3 is the enlarged view of part A of Figure 2 ;

[0031] Figure 4 is a schematic structural diagram of the diversion air duct in an embodiment of the present invention;

[0032] Figure 5 is a schematic structural diagram of the compression impeller in an embodiment of the present invention;

[0033] Figure 6 is the total pressure distribution cloud diagram of the air flow of the first engine intake mechanism in an embodiment of the present invention;

[0034] Figure 7 is the static pressure distribution cloud diagram of the air flow of the first engine intake mechanism in an embodiment of the present invention;

[0035] Figure 8 is the flow velocity distribution cloud diagram of the air flow of the first engine intake mechanism in an embodiment of the present invention;

[0036] Figure 9 is the total pressure distribution cloud diagram of the air flow of the second engine intake mechanism in an embodiment of the present invention;

[0037] Figure 10 is the static pressure distribution cloud diagram of the air flow of the second engine intake mechanism in an embodiment of the present invention;

[0038] Figure 11 is the flow velocity distribution cloud diagram of the air flow of the second engine intake mechanism in an embodiment of the present invention.

[0039] Reference Signs:

[0040] 1. Air compressor; 11. Outer shell; 11a. First chamber; 11b. First opening; 11c. Third opening; 111. First connecting portion; 12. Inner shell; 121. Third arc wall; 122. Second straight wall; 123. Fourth arc wall; 13. Impeller unit; 14. Driving member; 141. First rotor shaft; 1411. Fourth straight wall; 2. Turbocharger; 21. Compressor housing; 21a. Second chamber; 21aa. First branch chamber; 21aa1. First arc wall; 21aa2. First straight wall; 21aa3. Second arc wall; 21ab. Second branch chamber; 21ab1. Third straight wall; 21b. Second opening; 21c. Compression vortex chamber; 211. Second connecting portion; 22. Compression impeller; 221. Second rotor shaft; 2211. Fifth straight wall; 2212. Sixth straight wall; 222. Hub; 2221. Intake end; 2222. Outlet end; 223. Compression blade; 23. Intermediate body; 24. Scroll housing; 25. Turbine; 3. Locking member; A1. First included angle; A2. Second included angle; A3. Intake angle. Detailed implementation manners

[0041] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some but not all of the embodiments of the present invention. Generally, the components of the embodiments of the present invention described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations.

[0042] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed present invention, but merely represents selected embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without making creative efforts fall within the scope of protection of the present invention.

[0043] It should be noted that: like reference numerals and letters denote similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0044] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the inventive product is usually placed during use. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the present invention. In addition, the terms "first", "second", "third", etc. are only used for distinguishing descriptions and should not be construed as indicating or implying relative importance. In the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more.

[0045] In the description of the present invention, it should also be noted that unless otherwise clearly specified and limited, the terms "arranged" 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. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0046] In the present invention, unless otherwise clearly specified and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through additional features therebetween. Moreover, the first feature being "above", "over" and "on top of" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature. The first feature being "under", "beneath" and "underneath" the second feature includes the first feature being directly below and obliquely below the second feature, or merely indicating that the horizontal height of the first feature is lower than that of the second feature.

[0047] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings, in which the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation on the present invention.

[0048] Such as Figures 1 to 4As shown in the figure, this embodiment provides an engine intake mechanism, an engine system, and a vehicle. The vehicle includes an engine system, and the engine system includes an engine and an engine intake mechanism for supplying compressed air to the engine. The engine intake mechanism includes an air compressor 1 and a turbocharger 2. The air compressor 1 includes an outer shell 11 and an inner shell 12. The outer shell 11 is provided with a first chamber 11a, and the inner shell 12 is disposed in the first chamber 11a. One end of the first chamber 11a in the first direction is provided with a first opening 11b. The turbocharger 2 includes a pressure shell 21, and the pressure shell 21 includes a second chamber 21a. The second chamber 21a includes a first branch chamber 21aa and a second branch chamber 21ab. In the first direction, one end of the first branch chamber 21aa is provided with a second opening 21b facing the first opening 11b, and the other end is communicated with the second branch chamber 21ab. The second opening 21b is hermetically connected to the first opening 11b, and the inner diameter of the first opening 11b is equal to the inner diameter of the second opening 21b. In the first direction from the air compressor 1 to the turbocharger 2, the inner diameter of the first branch chamber 21aa gradually decreases. The inner wall of the first branch chamber 21aa includes a first arc wall 21aa1, a first straight wall 21aa2, and a second arc wall 21aa3. The first arc wall 21aa1, the first straight wall 21aa2, and the second arc wall 21aa3 are sequentially connected along the air flow direction in the first branch chamber 21aa and form an S-shaped structure. The outer wall of the inner shell 12 includes a third arc wall 121 corresponding to the first arc wall 21aa1, a second straight wall 122 corresponding to the first straight wall 21aa2, and a fourth arc wall 123 corresponding to the second arc wall 21aa3. The radius of the first arc wall 21aa1 is not less than the radius of the third arc wall 121, and the radius of the fourth arc wall 123 is not less than the radius of the second arc wall 21aa3. There is a first included angle A1 between the first straight wall 21aa2 and the second straight wall 122, and the first included angle A1 is greater than 10° and less than 15°. A diversion air passage is formed between the outer wall of the inner shell 12, the inner wall of the first chamber 11a, and the inner wall of the first branch chamber 21aa.

[0049] The engine intake mechanism of this embodiment can make the inner wall of the diversion air passage smoother. In other words, there is no geometric mutation position on the inner wall of the diversion air passage, which can reduce the flow loss of the air flow in the diversion air passage, so that the change in the flow velocity of the air flow is smaller, and further make the air flow pressure and air flow velocity at the inlet of the turbocharger 2 more uniform, which can improve the aerodynamic efficiency (the aerodynamic efficiency is the energy of unit gas), and further achieve the purpose of improving the supercharging efficiency.

[0050] The engine system and vehicle of this embodiment can improve the power performance and fuel economy of the engine system and the driving experience of the vehicle by applying the above engine intake mechanism.

[0051] It should be noted that the pressure housing 21 is further provided with a compression vortex chamber 21c communicating with the second branch chamber 21ab, and an air outlet communicating with the compression vortex chamber 21c. The air outlet is communicated with the intake structure of the engine. The structure of the compression vortex chamber 21c, the structure of the air outlet, and the connection manner between the air outlet and the intake structure of the engine are all prior arts and will not be elaborated herein. Exemplarily, the air outlet is communicated with the intake port of the intercooler, and the outlet of the intercooler is communicated with the intake manifold of the engine.

[0052] The turbocharger 2 further includes a compression impeller 22, an intermediate body 23, a volute housing 24, and a turbine 25. The intermediate body 23 is disposed between the volute housing 24 and the pressure housing 21. The compression impeller 22 is rotatably disposed in the second branch chamber 21ab around a first direction. The turbine 25 is rotatably disposed in the volute housing 24. The turbine 25 is connected to the compression impeller 22 through a rotating shaft. The installation manner, cooperation relationship, and working principle of the compression impeller 22, the intermediate body 23, the volute housing 24, and the turbine 25 are all prior arts and will not be elaborated herein.

[0053] The air compressor 1 further includes at least one impeller unit 13 and a driving member 14. The at least one impeller unit 13 is sequentially disposed in the first chamber 11a along the first direction. The impeller unit 13 includes a rotating impeller and a stationary impeller disposed corresponding to the rotating impeller. The stationary impeller is fixedly disposed in the first chamber 11a, and the rotating impeller is rotatably disposed in the first chamber 11a around the first direction. The driving member 14 can drive the rotating impellers of all the impeller units 13 to rotate. At the other end of the first chamber 11a along the first direction, there is a third open end 11c for introducing air. Specifically, the impeller unit 13 is disposed at the end of the first chamber 11a where the third open end 11c is provided. In this embodiment, the driving member 14 is a motor, and the motor is fixedly disposed in the inner housing 12. The output shaft of the motor extends out of the inner housing 12 and is connected to the rotating impeller.

[0054] It should be noted that the installation manner, cooperation relationship, and working principle between the rotating impeller and the stationary impeller are all prior arts and will not be elaborated herein. Further, in this embodiment, the blade shape, blade angle, and number of blades of the rotating impeller, and the blade shape, blade angle, and number of blades of the stationary impeller are not limited.

[0055] The air pressurized by the air compressor 1 is transported to the turbocharger 2 through a diversion air passage, thereby realizing two-stage supercharging and improving the supercharging ratio and air flow rate.

[0056] It can be understood that in this embodiment, the outer housing 11 and the inner housing 12 at the air outlet end of the air compressor 1 and the pressure housing 21 at the intake end of the turbocharger 2 are improved to improve the pneumatic efficiency.

[0057] In this embodiment, one impeller unit 13 may be provided, so that the air compressor 1 realizes single-stage supercharging. Of course, two or even more impeller units 13 may also be provided, so that the air compressor 1 realizes multi-stage supercharging. Compared with the air compressor 1 with single-stage supercharging, a higher supercharging ratio can be achieved to compress the air to a higher pressure to meet the demand of the engine for high-pressure air. At the same time, by using multiple impeller units 13 to realize multi-stage supercharging, not only can the pressure ratio of each impeller unit 13 be relatively reduced, so that the air compressor 1 operates under more efficient working conditions, but also the load of each impeller unit 13 can be relatively small, thereby improving the operating stability of the air compressor 1. In addition, the stationary impellers of multiple impeller units 13 can better control the flow of air, reduce phenomena such as air flow separation and eddy current, make the air flow more smooth in the air compressor 1, and improve the performance and reliability of the air compressor 1.

[0058] Optionally, one end of the housing 11 where the first open end 11b is provided is provided with a first connecting portion 111, and one end of the pressure housing 21 where the second open end 21b is provided is provided with a second connecting portion 211. The first connecting portion 111 and the second connecting portion 211 are fixedly connected by a locking member 3, so that the air compressor 1 and the turbocharger 2 can be quickly connected or separated, improving the disassembly and assembly efficiency.

[0059] Specifically, the first connecting portion 111 includes a first flanging, the second connecting portion 211 includes a second flanging, and the first flanging and the second flanging are fixedly connected by a V-shaped clamp, with a simple structure and convenient operation.

[0060] Optionally, the air compressor 1 further includes a first rotor shaft 141 rotatably disposed in the first chamber 11a around a first direction, and the turbocharger 2 further includes a second rotor shaft 221 rotatably disposed in the second chamber 21a around the first direction. The first rotor shaft 141 and the second rotor shaft 221 are not connected. That is to say, the first rotor shaft 141 and the second rotor shaft 221 adopt a decoupling structure, which can effectively isolate the vibration and torque fluctuation between the two, reduce the vibration and noise of the engine intake mechanism, improve the stability and reliability of the engine intake mechanism, and is beneficial to extending the service life of the engine intake mechanism.

[0061] In this embodiment, the first rotor shaft 141 is the output shaft of the motor; the second rotor shaft 221 is the rotating shaft of the compression impeller 22.

[0062] Optionally, the second branch chamber 21ab includes a third straight wall 21ab1 connected to the second arc wall 21aa3. The second arc wall 21aa3 and the third straight wall 21ab1 are tangent to each other, so as to guide the air flow entering the second branch chamber 21ab from the first branch chamber 21aa through the fourth straight wall 1411, which can further reduce the flow loss of the air flow, make the pressure and flow velocity of the air flow leading to the compression impeller 22 more uniform, and has the effect of further improving the aerodynamic efficiency.

[0063] Specifically, the third straight wall 21ab1 is arranged parallel to the first direction, so that on the basis of reducing the flow loss of the air flow, the processability of the second branch cavity 21ab can be improved. It can be understood that the length of the third straight wall 21ab1 in the first direction is greater than zero.

[0064] Optionally, a first protruding portion is provided at one end of the inner housing 12 close to the pressure housing 21 in the first direction. The first protruding portion includes a fourth straight wall 1411, and the fourth arc wall 123 or the extension line of the fourth arc wall 123 is tangent to the fourth straight wall 1411. Further, the air flow entering the second branch cavity 21ab from the first branch cavity 21aa is guided by the fourth straight wall 1411, so that the flow loss of the air flow can be further reduced, making the pressure and flow velocity of the air flow leading to the compression impeller 22 more uniform, and having the effect of further improving the aerodynamic efficiency.

[0065] In this embodiment, the fourth straight wall 1411 is arranged parallel to the first direction. Specifically, the first rotor shaft 141 is rotatably arranged in the inner housing 12, and at one end of the inner housing 12 close to the compression impeller 22 in the first direction, the first rotor shaft 141 extends out of the inner housing 12 and is located in the first branch cavity 21aa to form the above-mentioned first protruding portion. That is to say, the outer wall of one end of the first rotor shaft 141 close to the compression impeller 22 in the first direction can be used as the fourth straight wall 1411, so that on the basis of reducing the flow loss of the air flow, the processability of the air compressor 1 can be improved. It can be understood that the length of the fourth straight wall 1411 in the first direction is greater than zero.

[0066] Optionally, a second protruding portion is provided at one end of the compression impeller 22 close to the inner housing 12 in the first direction. The second protruding portion includes a fifth straight wall 2211, and the fourth arc wall 123 or the extension line of the fourth arc wall 123 is tangent to the fifth straight wall 2211. Further, the air flow entering the second branch cavity 21ab from the first branch cavity 21aa is guided by the fifth straight wall 2211, so that the flow loss of the air flow can be further reduced, making the pressure and flow velocity of the air flow leading to the compression impeller 22 more uniform, and having the effect of further improving the aerodynamic efficiency.

[0067] In this embodiment, the fifth straight wall 2211 is arranged parallel to the first direction. Specifically, one end of the second rotor shaft 221 close to the inner housing 12 in the first direction protrudes from the compression impeller 22 to form the above-mentioned second protruding portion. That is to say, the outer wall of one end of the second rotor shaft 221 close to the inner housing 12 in the first direction can be used as the fifth straight wall 2211, so that on the basis of reducing the flow loss of the air flow, the processability of the turbocharger 2 can be improved. It can be understood that the length of the fifth straight wall 2211 in the first direction is greater than zero.

[0068] Optionally, the second protrusion further includes a sixth straight wall 2212, which is connected to the end of the fifth straight wall 2211 away from the inner shell 12 along the first direction; a second angle A2 is set between the sixth straight wall 2212 and the first direction, and the second angle A2 is equal to the intake angle A3 of the compression impeller 22. In other words, the sixth straight wall 2212 or the extension line of the sixth straight wall 2212 is tangent to the outer peripheral wall of the inlet end of the compression impeller 22, and then the airflow is guided to the compression impeller 22 through the sixth straight wall 2212 to avoid flow loss of the airflow caused by the compression impeller 22.

[0069] It should be noted that if Figure 5 As shown, the compression impeller 22 includes a hub 222 fixed to the second rotor shaft 221 and at least one compression blade 223 arranged on the hub, and the hub 222 includes an inlet end 2221 and an outlet end 2222 arranged opposite to each other along a first direction, and the outer diameter of the hub 222 gradually increases along the first direction from the inlet end 2221 to the outlet end 2222. The inlet angle A3 of the compression impeller 22 is the angle between the tangent line of the outer peripheral surface of the inlet end 2221 of the hub 222 and the first direction.

[0070] Optionally, the second straight wall 122 is perpendicular to the first direction, which can improve the processability of the inner shell 12 while reducing the flow loss of the airflow in the guide air channel.

[0071] Optionally, the third arc segment includes a first end and a second end that are relatively arranged along the flow direction of the airflow in the guide airway, the first end is located in the first cavity 11a, the second end is connected to the second straight wall 122, and the second end is located in the first branch cavity 21aa. In this way, the cross-sectional area of ​​the guide airway can be increased on the basis of reducing the flow loss of the airflow in the guide airway, which has the effect of increasing the airflow volume. The cross-section of the guide airway is a cross-section perpendicular to the flow direction of the airflow in the guide airway.

[0072] In a specific embodiment of the present embodiment, the radius of the first curved wall 21aa1 is 12 mm; the radius of the third curved wall 121 is 10 mm; the radius of the fourth curved wall 123 is 12 mm; the radius of the second curved wall 21aa3 is 10 mm; and the first angle A1 is 13°. The lengths of the first straight wall 21aa2, the second straight wall 122, the third straight wall 21ab1, and the fourth straight wall 1411 along the airflow direction are all greater than zero. The second angle A2 is equal to the intake angle A3 of the compression impeller 22.

[0073] Furthermore, by simulating and analyzing the engine intake mechanism of the specific embodiment, a total pressure distribution cloud diagram of the airflow is obtained (eg Figure 6 As shown in the figure), static pressure distribution cloud diagram (as ... Figure 7 as shown) and velocity distribution cloud diagram (as shown Figure 8 shown), by Figures 6 to 8It can be seen that the pressure and velocity distribution of the air flow are both relatively ideal, and the purpose of improving the aerodynamic efficiency can be achieved.

[0074] In other specific embodiments, the radius of the first arc-shaped wall 21aa1 is 10 mm; the radius of the third arc-shaped wall 121 is 10 mm; the radius of the fourth arc-shaped wall 123 is 10 mm; the radius of the second arc-shaped wall 21aa3 is 5 mm; the first included angle A1 is 12°. The lengths of the first straight wall 21aa2, the second straight wall 122, the third straight wall 21ab1, and the fourth straight wall 1411 along the air flow direction are all greater than zero. The second included angle A2 is equal to the intake angle A3 of the compression impeller 22.

[0075] Furthermore, through the simulation analysis of the engine intake mechanism of this specific embodiment, the total pressure distribution cloud diagram of the air flow (as Figure 9 shown), the static pressure distribution cloud diagram (as Figure 10 shown), and the velocity distribution cloud diagram (as Figure 11 shown) are obtained. It can be seen from Figures 9 to 11 that the pressure and velocity distribution of the air flow are relatively ideal, and the purpose of improving the aerodynamic efficiency can be achieved.

[0076] Note that the above are only the preferred embodiments of the present invention and the technical principles applied. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described here, and various obvious changes, re-adjustments, and substitutions can be made by those skilled in the art without departing from the protection scope of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments only. Without departing from the concept of the present invention, more other equivalent embodiments can be included, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. An engine air intake mechanism, characterized in that: include: An air compressor, the air compressor comprising an outer shell and an inner shell, the outer shell being provided with a first cavity, the inner shell being arranged in the first cavity, and the first cavity being provided with a first opening at one end along a first direction; A turbocharger, the turbocharger comprising a compression shell, the compression shell comprising a second chamber, the second chamber comprising a first branch chamber and a second branch chamber, along the first direction, one end of the first branch chamber is provided with a second opening arranged opposite to the first opening, and the other end is communicated with the second branch chamber; the second opening is sealedly connected to the first opening, and the inner diameter of the first opening is equal to the inner diameter of the second opening; along the first direction from the air compressor to the turbocharger, the inner diameter of the first branch chamber gradually decreases; The inner wall of the first branch cavity includes a first curved wall, a first straight wall and a second curved wall, the first curved wall, the first straight wall and the second curved wall are sequentially connected along the airflow direction in the first branch cavity and form an S-shaped structure, the outer wall of the inner shell includes a third curved wall corresponding to the first curved wall, a second straight wall corresponding to the first straight wall, and a fourth curved wall corresponding to the second curved wall, the radius of the first curved wall is not less than the radius of the third curved wall, the radius of the fourth curved wall is not less than the radius of the second curved wall, a first angle is set between the first straight wall and the second straight wall, and the first angle is greater than 10° and less than 15°; A flow guide airway is formed between the outer wall of the inner shell and the inner wall of the first cavity and the inner wall of the first branch cavity.

2. The engine intake mechanism according to claim 1, characterized in that: The air compressor further includes a first rotor shaft rotatably disposed in the first cavity about the first direction, and the turbocharger further includes a second rotor shaft rotatably disposed in the second cavity about the first direction, and the first rotor shaft is not connected to the second rotor shaft.

3. The engine intake mechanism according to claim 1, characterized in that: The second branch cavity includes a third straight wall connected to the second arc-shaped wall, and the second arc-shaped wall is arranged tangent to the third straight wall.

4. The engine intake mechanism according to claim 3, characterized in that: A first protrusion is provided at one end of the inner shell close to the compression shell along the first direction, the first protrusion comprises a fourth straight wall, and the fourth arc-shaped wall or an extension line of the fourth arc-shaped wall is tangent to the fourth straight wall; And / or, the turbocharger also includes a compression impeller, which is rotatably arranged in the second branch cavity around the first direction, and a second protrusion is provided at one end of the compression impeller close to the inner shell along the first direction, and the second protrusion includes a fifth straight wall, and the fourth curved wall or an extension line of the fourth curved wall is arranged tangent to the fifth straight wall.

5. The engine intake mechanism according to claim 4, characterized in that: The third straight wall is arranged parallel to the first direction; And / or, the fourth straight wall is arranged parallel to the first direction; And / or, the fifth straight wall is arranged parallel to the first direction.

6. The engine air intake mechanism according to claim 5, characterized in that: The second protrusion further includes a sixth straight wall, the sixth straight wall being connected to an end of the fifth straight wall away from the inner shell along the first direction; A second angle is formed between the sixth straight wall and the first direction, and the second angle is equal to the intake angle of the compression impeller.

7. The engine air intake mechanism according to any one of claims 1 to 6, characterized in that: The second straight wall is perpendicular to the first direction.

8. The engine intake mechanism according to any one of claims 1 to 6, characterized in that: The third arc segment includes a first end and a second end which are arranged opposite to each other along the airflow direction in the guide airway, the first end is located in the first cavity, the second end is connected to the second straight wall, and the second end is located in the first branch cavity.

9. An engine system, characterized in that It comprises an engine intake mechanism as described in any one of claims 1-8.

10. A vehicle, characterized in that Comprising the engine system of claim 9.

Images