Engine intake mechanism, engine system and vehicle

Abstract

This invention discloses an engine intake mechanism, an engine system, and a vehicle, belonging to the field of engine technology. The engine intake mechanism of this invention makes the inner wall of the airflow guide passage smoother; in other words, there are no geometric abrupt changes in the inner wall of the airflow guide passage. This reduces flow losses in the airflow guide passage, resulting in smaller variations in airflow velocity. Consequently, the airflow pressure and velocity at the turbocharger inlet are more uniform, improving aerodynamic efficiency and thus increasing boost efficiency. The engine system and vehicle of this invention, by applying the aforementioned engine intake mechanism, can improve the engine system's power performance and fuel economy, and enhance the driving experience.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and in particular to an engine intake mechanism, engine system, and vehicle. Background Technology

[0002] In the field of automotive engines, improving engine power performance and fuel economy has always been an important research direction. Turbocharging technology, as an effective supercharging method, is widely used in modern automotive engines. However, traditional turbocharging systems suffer from turbo lag, meaning that at low engine speeds, the exhaust gas energy is insufficient to drive the turbocharger to respond quickly, resulting in a delay in engine torque output and affecting the vehicle's starting and low-speed acceleration performance. Furthermore, as automotive engines increasingly demand higher intake pressure and flow rates, traditional single-stage supercharging systems struggle to meet these requirements.

[0003] To address these issues, some automakers have adopted a two-stage boosting method by connecting an air compressor and a turbocharger in series. However, the existing air compressors and turbochargers have low compatibility, resulting in low boosting efficiency and making it difficult to meet user needs. Summary of the Invention

[0004] The purpose of this invention is to provide an engine intake mechanism, an engine system, and a vehicle to improve boosting efficiency.

[0005] To achieve the above objectives, the following technical solution is provided:

[0006] Engine intake mechanism, including:

[0007] An air compressor, comprising an outer shell and an inner shell, the outer shell having a first cavity, the inner shell being disposed within the first cavity, and the first cavity having a first opening at one end along a first direction;

[0008] A turbocharger includes a pressure housing, the pressure housing includes a second cavity, the second cavity includes a first branch cavity and a second branch cavity, along a first direction, one end of the first branch cavity is provided with a second opening directly opposite to the first opening, and the other end is connected to the second branch cavity; the second opening is sealed 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-shaped wall, a first straight wall, and a second arc-shaped wall. The first arc-shaped wall, the first straight wall, and the second arc-shaped wall are connected sequentially 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 arc-shaped wall corresponding to the first arc-shaped wall, a second straight wall corresponding to the first straight wall, and a fourth arc-shaped wall corresponding to the second arc-shaped wall. The radius of the first arc-shaped wall is not less than the radius of the third arc-shaped wall, and the radius of the fourth arc-shaped wall is not less than the radius of the second arc-shaped wall. A first included angle is provided between the first straight wall and the second straight wall. The first included angle is greater than 10° and less than 15°.

[0010] The outer wall of the inner shell forms a flow channel with 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-mentioned engine intake mechanism, 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, wherein the first rotor shaft and the second rotor shaft are not connected.

[0012] As a preferred technical solution of the above-mentioned engine intake mechanism, the second branch cavity includes a third straight wall connected to the second arc-shaped wall, and the second arc-shaped wall and the third straight wall are tangentially arranged.

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

[0014] And / or, the turbocharger further includes a compression impeller, the compression impeller being rotatably disposed in the second branch cavity about the first direction, the compression impeller having a second protrusion at one end near the inner shell along the first direction, the second protrusion including a fifth straight wall, the fourth arcuate wall or the extension line of the fourth arcuate wall being tangent to the fifth straight wall.

[0015] As a preferred technical solution for the above-mentioned 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-mentioned engine intake mechanism, the second protrusion further includes a sixth straight wall, which is connected to the end of the fifth straight wall away from the inner shell along the first direction;

[0019] The sixth straight wall is provided with a second included angle between itself and the first direction, and the second included angle is equal to the air intake angle of the compression impeller.

[0020] As a preferred technical solution for the aforementioned engine intake mechanism, the second straight wall is perpendicular to the first direction.

[0021] As a preferred technical solution of the above-mentioned engine intake mechanism, the third arc-shaped wall includes a first end and a second end that are arranged opposite to each other along the airflow direction in the guide air passage. 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] To achieve the above objectives, an engine system is also provided, including an engine intake mechanism as described in any of the preceding items.

[0023] To achieve the above objectives, a vehicle, including the engine system described above, is also provided.

[0024] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0025] The engine intake mechanism of the present invention includes an air compressor comprising an outer shell and an inner shell. The outer shell has a first cavity, and the inner shell is disposed within the first cavity. One end of the first cavity along a first direction has a first opening. The turbocharger includes a pressure shell, which 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 has a second opening, and the other end communicates with the second branch cavity. The second opening is sealed 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 includes a first arc-shaped wall, a first straight wall, and... The second arc-shaped wall, the first arc-shaped wall, the first straight wall and the second arc-shaped 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 arc-shaped wall corresponding to the first arc-shaped wall, a second straight wall corresponding to the first straight wall, and a fourth arc-shaped wall corresponding to the second arc-shaped wall. The radius of the first arc-shaped wall is not less than the radius of the third arc-shaped wall, and the radius of the fourth arc-shaped wall is not less than the radius of the second arc-shaped wall. A first included angle is provided between the first straight wall and the second straight wall. The first included angle is greater than 10° and less than 15°. The outer wall of the inner shell forms a guide air passage with 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 guide air passage smoother. In other words, there are no geometric abrupt changes in the inner wall of the guide air passage. This can reduce the flow loss of the airflow in the guide air passage, so that the airflow velocity changes less. This makes the airflow pressure and airflow velocity at the turbocharger inlet more uniform, which can improve aerodynamic efficiency and thus achieve the purpose of improving boosting efficiency.

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

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

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

[0030] Figure 3 For Figure 2 Enlarged view of point A;

[0031] Figure 4 This is a schematic diagram of the airflow guiding channel in an embodiment of the present invention;

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

[0033] Figure 6 This is a total pressure distribution cloud map of the airflow of the first type of engine intake mechanism in this embodiment of the invention;

[0034] Figure 7 This is a static pressure distribution cloud map of the airflow in the first type of engine intake mechanism in this embodiment of the invention;

[0035] Figure 8 This is a flow velocity distribution cloud map of the airflow in the first type of engine intake mechanism in this embodiment of the invention;

[0036] Figure 9 This is a total pressure distribution cloud map of the airflow of the second type of engine intake mechanism in this embodiment of the invention;

[0037] Figure 10 This is a static pressure distribution cloud map of the airflow in the second type of engine intake mechanism in this embodiment of the invention;

[0038] Figure 11 This is a flow velocity distribution cloud map of the second type of engine intake mechanism in this embodiment of the invention.

[0039] Figure label:

[0040] 1. Air compressor; 11. Outer shell; 11a. First cavity; 11b. First opening; 11c. Third opening; 111. First connecting part; 12. Inner shell; 121. Third arc-shaped wall; 122. Second straight wall; 123. Fourth arc-shaped wall; 13. Impeller unit; 14. Drive component; 141. First rotor shaft; 1411. Fourth straight wall; 2. Turbocharger; 21. Compressor shell; 21aa. Second cavity; 21aa. First branch cavity; 21aa1. First arc-shaped wall; 21aa2. First straight wall; 21aa 3. Second arc-shaped wall; 21ab, Second branch cavity; 21ab1, Third straight wall; 21b, Second opening; 21c, Compression vortex cavity; 211, Second connecting part; 22, Compression impeller; 221, Second rotor shaft; 2211, Fifth straight wall; 2212, Sixth straight wall; 222, Hub; 2221, Inlet end; 2222, Outlet end; 223, Compression blade; 23, Intermediate body; 24, Vortex casing; 25, Turbine; 3, Locking element; A1, First included angle; A2, Second included angle; A3, Inlet angle. Detailed Implementation

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

[0042] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0043] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0044] In the description of this invention, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this invention is in use. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0045] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0046] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0047] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein 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 with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0048] like Figures 1 to 4As shown, this embodiment provides an engine intake mechanism, an engine system, and a vehicle. The vehicle includes an engine system, which 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 a housing 11 and an inner housing 12. The housing 11 has a first cavity 11a, and the inner housing 12 is disposed within the first cavity 11a. One end of the first cavity 11a along a first direction has a first opening 11b. The turbocharger 2 includes... The pressure shell 21 includes a second cavity 21a, which includes a first branch cavity 21aa and a second branch cavity 21ab. Along a first direction, one end of the first branch cavity 21aa is provided with a second opening 21b directly opposite the first opening 11b, and the other end communicates with the second branch cavity 21ab. The second opening 21b is sealed 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. Along the first direction from the air compressor 1 to the turbocharger 2, the first branch cavity 21aa... The inner diameter of aa gradually decreases; the inner wall of the first branch cavity 21aa includes a first arc-shaped wall 21aa1, a first straight wall 21aa2, and a second arc-shaped wall 21aa3. The first arc-shaped wall 21aa1, the first straight wall 21aa2, and the second arc-shaped wall 21aa3 are connected sequentially along the airflow direction in the first branch cavity 21aa and form an S-shaped structure. The outer wall of the inner shell 12 includes a third arc-shaped wall 121 corresponding to the first arc-shaped wall 21aa1 and a second straight wall 121 corresponding to the first straight wall 21aa2. 2, and a fourth arc-shaped wall 123 corresponding to the second arc-shaped wall 21aa3, the radius of the first arc-shaped wall 21aa1 is not less than the radius of the third arc-shaped wall 121, the radius of the fourth arc-shaped wall 123 is not less than the radius of the second arc-shaped wall 21aa3, a first included angle A1 is provided between the first straight wall 21aa2 and the second straight wall 122, the first included angle A1 is greater than 10° and less than 15°; a guide air passage is formed between the outer wall of the inner shell 12 and the inner wall of the first cavity 11a and the inner wall of the first branch cavity 21aa.

[0049] The engine intake mechanism of this embodiment can make the inner wall of the guide air passage smoother. In other words, there are no geometric abrupt changes in the inner wall of the guide air passage, which can reduce the flow loss of the airflow in the guide air passage, so that the airflow velocity changes less, thereby making the airflow pressure and airflow velocity at the inlet of the turbocharger 2 more uniform, which can improve aerodynamic efficiency (aerodynamic efficiency is the energy of a unit gas), and thus achieve the purpose of improving boosting efficiency.

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

[0051] It should be noted that the pressure shell 21 also has a compression vortex cavity 21c communicating with the second branch cavity 21ab, and an air outlet communicating with the compression vortex cavity 21c. The air outlet is connected to the engine's intake structure. The structure of the compression vortex cavity 21c, the structure of the air outlet, and the connection method between the air outlet and the engine's intake structure are all existing technologies and will not be described in detail here. For example, the air outlet is connected to the air inlet of the intercooler, and the air outlet of the intercooler is connected to the engine's intake manifold.

[0052] The turbocharger 2 also includes a compression impeller 22, an intermediate body 23, a volute 24, and a turbine 25. The intermediate body 23 is located between the volute 24 and the pressure shell 21. The compression impeller 22 is rotatably located in the second branch cavity 21ab around a first direction. The turbine 25 is rotatably located in the volute 24. The turbine 25 and the compression impeller 22 are connected by a rotating shaft. The installation method, matching relationship, and working principle of the compression impeller 22, intermediate body 23, volute 24, and turbine 25 are all existing technologies and will not be described in detail here.

[0053] The air compressor 1 further includes at least one impeller unit 13 and a drive member 14. At least one impeller unit 13 is sequentially disposed within a first chamber 11a along a first direction. Each impeller unit 13 includes a moving impeller and a stationary impeller corresponding to the moving impeller. The stationary impeller is fixed within the first chamber 11a, and the moving impeller is rotatably disposed within the first chamber 11a about the first direction. The drive member 14 can drive the moving impellers of all impeller units 13 to rotate. A third opening 11c for air intake is provided at the other end of the first chamber 11a along the first direction. Specifically, the impeller unit 13 is located at the end of the first chamber 11a where the third opening 11c is provided. In this embodiment, the drive member 14 is a motor, which is fixed within the inner casing 12. The motor's output shaft extends out of the inner casing 12 and is connected to the moving impeller.

[0054] It should be noted that the installation method, mating relationship, and working principle of the moving impeller and the stationary impeller are all existing technologies and will not be described in detail here. Furthermore, this embodiment does not limit the blade shape, blade angle, and number of blades of the moving impeller, nor the blade shape, blade angle, and number of blades of the stationary impeller.

[0055] After being pressurized by air compressor 1, the air is delivered to turbocharger 2 through the air guide channel, thereby achieving two-stage pressurization and improving the pressure ratio and air flow.

[0056] It is understood that this embodiment improves aerodynamic efficiency by modifying the outer shell 11 and inner shell 12 located at the air outlet end of the air compressor 1 and the pressure shell 21 located at the air inlet end of the turbocharger 2.

[0057] In this embodiment, one impeller unit 13 can be provided, thereby enabling the air compressor 1 to achieve single-stage boosting. Of course, two or more impeller units 13 can also be provided, enabling the air compressor 1 to achieve multi-stage boosting. Compared to a single-unit boosting air compressor 1, a higher boost ratio can be achieved to compress air to a higher pressure, meeting the engine's demand for high-pressure air. Simultaneously, multi-stage boosting through multiple impeller units 13 not only reduces the pressure ratio of each impeller unit 13, allowing the air compressor 1 to operate under more efficient conditions, but also reduces the load on each impeller unit 13, thereby improving the operational stability of the air compressor 1. Furthermore, the stationary impellers of multiple impeller units 13 can better control the airflow, reducing airflow separation and vortices, resulting in smoother airflow within the air compressor 1 and improving its performance and reliability.

[0058] Optionally, the outer casing 11 has a first connecting part 111 at one end of the first opening 11b, and the pressure shell 21 has a second connecting part 211 at one end of the second opening 21b. The first connecting part 111 and the second connecting part 211 are fixedly connected by a locking member 3, thereby enabling the air compressor 1 and the turbocharger 2 to be quickly connected or separated, improving the efficiency of disassembly and assembly.

[0059] Specifically, the first connecting part 111 includes a first flange, and the second connecting part 211 includes a second flange. The first flange and the second flange are fixedly connected by a V-shaped clamp, which has a simple structure and is easy to operate.

[0060] Optionally, the air compressor 1 further includes a first rotor shaft 141 rotatably disposed in the first chamber 11a about a first direction, and the turbocharger 2 further includes a second rotor shaft 221 rotatably disposed in the second chamber 21a about a first direction. The first rotor shaft 141 and the second rotor shaft 221 are not connected. That is, the first rotor shaft 141 and the second rotor shaft 221 adopt a decoupled structure, which can effectively isolate the vibration and torque fluctuation between them, reduce the vibration and noise of the engine intake mechanism, improve the stability and reliability of the engine intake mechanism, and help extend 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 cavity 21ab includes a third straight wall 21ab1 connected to the second arc-shaped wall 21aa3. The second arc-shaped wall 21aa3 and the third straight wall 21ab1 are tangentially arranged, and the airflow entering the second branch cavity 21ab from the first branch cavity 21aa is guided by the fourth straight wall 1411, which can further reduce the flow loss of the airflow and make the pressure and velocity of the airflow leading to the compressor impeller 22 more uniform, thus further improving the aerodynamic efficiency.

[0063] Specifically, the third straight wall 21ab1 is arranged parallel to the first direction, thereby improving the manufacturability of the second branch cavity 21ab while reducing airflow loss. It is understood that the length of the third straight wall 21ab1 along the first direction is greater than zero.

[0064] Optionally, the inner shell 12 has a first protrusion at one end near the pressure shell 21 along the first direction. The first protrusion includes a fourth straight wall 1411, and a fourth arcuate wall 123 or the extension of the fourth arcuate wall 123 is tangentially arranged to the fourth straight wall 1411. The fourth straight wall 1411 then guides the airflow entering the second branch cavity 21ab from the first branch cavity 21aa, further reducing airflow losses and making the pressure and velocity of the airflow to the compressor impeller 22 more uniform, thus further improving 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 disposed within the inner shell 12, and at one end of the inner shell 12 near the compression impeller 22 along the first direction, the first rotor shaft 141 extends out of the inner shell 12 and is located within the first branch cavity 21aa to form the aforementioned first protrusion. In other words, the outer wall of the end of the first rotor shaft 141 near the compression impeller 22 along the first direction can serve as the fourth straight wall 1411, thereby improving the manufacturability of the air compressor 1 while reducing airflow losses. It is understood that the length of the fourth straight wall 1411 along the first direction is greater than zero.

[0066] Optionally, the compressor impeller 22 has a second protrusion at one end near the inner shell 12 along the first direction. The second protrusion includes a fifth straight wall 2211, and the fourth arcuate wall 123 or the extension of the fourth arcuate wall 123 is tangentially arranged to the fifth straight wall 2211. The fifth straight wall 2211 then guides the airflow entering the second branch cavity 21ab from the first branch cavity 21aa, further reducing airflow losses and making the pressure and velocity of the airflow to the compressor impeller 22 more uniform, thus further improving aerodynamic efficiency.

[0067] In this embodiment, the fifth straight wall 2211 is arranged parallel to the first direction. Specifically, the end of the second rotor shaft 221 near the inner shell 12 along the first direction protrudes from the compression impeller 22 to form the aforementioned second protrusion. In other words, the outer wall of the end of the second rotor shaft 221 near the inner shell 12 along the first direction can serve as the fifth straight wall 2211, thereby improving the manufacturability of the turbocharger 2 while reducing airflow losses. It is understood that the length of the fifth straight wall 2211 along 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 opposite to the inner shell 12 along the first direction; a second included angle A2 is provided between the sixth straight wall 2212 and the first direction, and the second included angle A2 is equal to the air intake angle A3 of the compressor impeller 22. That is, the sixth straight wall 2212 or its extension is tangential to the outer peripheral wall of the inlet end of the compressor impeller 22, thereby guiding the airflow to the compressor impeller 22 through the sixth straight wall 2212 to avoid airflow loss caused by the compressor impeller 22.

[0069] It should be noted that, as Figure 5 As shown, the compressor impeller 22 includes a hub 222 fixed to the second rotor shaft 221 and at least one compression blade 223 disposed on the hub. The hub 222 includes an inlet end 2221 and an outlet end 2222 disposed opposite to each other along a first direction. Along the first direction from the inlet end 2221 to the outlet end 2222, the outer diameter of the hub 222 gradually increases. The inlet angle A3 of the compressor impeller 22 is the angle between the tangent 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 manufacturability of the inner shell 12 while reducing the flow loss of airflow in the guide air passage.

[0071] Optionally, the third arc-shaped wall includes a first end and a second end arranged opposite to each other along the airflow direction within the guide airway. The first end is located within the first cavity 11a, and the second end is connected to the second straight wall 122 and located within the first branch cavity 21aa. This increases the cross-sectional area of ​​the guide airway while reducing airflow loss, thus improving airflow rate. The cross-section of the guide airway is perpendicular to the airflow direction within the guide airway.

[0072] In a specific embodiment of this example, the radius of the first arc-shaped wall 21aa1 is 12 mm; the radius of the third arc-shaped wall 121 is 10 mm; the radius of the fourth arc-shaped wall 123 is 12 mm; the radius of the second arc-shaped wall 21aa3 is 10 mm; and the first included 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 included angle A2 is equal to the intake angle A3 of the compressor impeller 22.

[0073] Furthermore, by performing simulation analysis on the engine intake mechanism of this specific embodiment, a total pressure distribution cloud map of the airflow (such as...) is obtained. Figure 6 As shown), static pressure distribution cloud map (such as...) Figure 7 (as shown) and velocity distribution cloud map (as shown) Figure 8 As shown), by Figures 6 to 8It can be seen that the pressure and velocity distribution of the airflow are both relatively ideal, which can achieve the purpose of improving aerodynamic efficiency.

[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; and 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 airflow direction are all greater than zero. The second included angle A2 is equal to the intake angle A3 of the compressor impeller 22.

[0075] Furthermore, by performing simulation analysis on the engine intake mechanism of this specific embodiment, a total pressure distribution cloud map of the airflow (such as...) is obtained. Figure 9 As shown), static pressure distribution cloud map (such as...) Figure 10 (as shown) and velocity distribution cloud map (as shown) Figure 11 As shown), by Figures 9 to 11 It can be seen that the pressure and velocity distribution of the airflow are relatively ideal, which can achieve the purpose of improving aerodynamic efficiency.

[0076] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. An engine intake mechanism, characterized in that, include: An air compressor, the air compressor including an outer shell and an inner shell, the outer shell having a first cavity, the inner shell being disposed within the first cavity, and the first cavity having a first opening at one end along a first direction; A turbocharger includes a pressure housing, the pressure housing includes a second cavity, the second cavity includes a first branch cavity and a second branch cavity, along a first direction, one end of the first branch cavity is provided with a second opening directly opposite to the first opening, and the other end is connected to the second branch cavity; the second opening is sealed 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 includes a first arc-shaped wall, a first straight wall, and a second arc-shaped wall. The first arc-shaped wall, the first straight wall, and the second arc-shaped wall are connected sequentially 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 arc-shaped wall corresponding to the first arc-shaped wall, a second straight wall corresponding to the first straight wall, and a fourth arc-shaped wall corresponding to the second arc-shaped wall. The radius of the first arc-shaped wall is not less than the radius of the third arc-shaped wall, and the radius of the fourth arc-shaped wall is not less than the radius of the second arc-shaped wall. A first included angle is provided between the first straight wall and the second straight wall. The first included angle is greater than 10° and less than 15°. The outer wall of the inner shell forms a guide air passage with the inner wall of the first cavity and the inner wall of the first branch cavity; The second cavity includes a third straight wall connected to the second arc-shaped wall, and the second arc-shaped wall is tangential to the third straight wall; The inner shell is provided with a first protrusion at one end near the pressure shell along the first direction. The first protrusion includes a fourth straight wall, and the fourth arc-shaped wall or the extension line of the fourth arc-shaped wall is tangent to the fourth straight wall. And / or, the turbocharger further includes a compression impeller, the compression impeller being rotatably disposed in the second branch cavity about the first direction, the compression impeller having a second protrusion at one end near the inner shell along the first direction, the second protrusion including a fifth straight wall, the fourth arcuate wall or the extension line of the fourth arcuate wall being tangent to the fifth straight wall.

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, wherein the first rotor shaft and the second rotor shaft are not connected.

3. The engine intake mechanism according to claim 1, 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.

4. The engine intake mechanism according to claim 3, characterized in that, The second protrusion further includes a sixth straight wall, which is connected to the end of the fifth straight wall that is away from the inner shell along the first direction; The sixth straight wall is provided with a second included angle with the first direction, and the second included angle is equal to the air intake angle of the compression impeller.

5. The engine intake mechanism according to any one of claims 1-4, characterized in that, The second straight wall is perpendicular to the first direction.

6. The engine intake mechanism according to any one of claims 1-4, characterized in that, The third arc-shaped wall includes a first end and a second end that are arranged opposite to each other along the airflow direction in the air guide channel. The first end is located in the first cavity, and the second end is connected to the second straight wall and is located in the first branch cavity.

7. An engine system, characterized in that, Includes the engine intake mechanism as described in any one of claims 1-6.

8. A vehicle, characterized in that, Includes the engine system as described in claim 7.

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