Automobile turbocharging pipe

Abstract

The invention discloses an automobile turbocharging pipe which comprises a pipe body, connecting assemblies and sensor assemblies, the connecting assemblies are arranged at the two ends of the pipe body, the sensor assemblies are arranged at the upper ends of the outer portions of the connecting assemblies, and the pipe body comprises a high-temperature-resistant layer, a lightweight composite layer, an anti-deformation supporting layer and a corrugated deformation compensation section. The two ends of the ripple deformation compensation section are fixedly connected with the high-temperature-resistant layer, the light-weight composite layer is fixed to the outer portion of the high-temperature-resistant layer, and the anti-deformation supporting layer is fixed to the outer portion of the light-weight composite layer. The connecting assembly comprises a male end connector and a female end connector, the male end connector is fixed to the end face of the pipe body, and the female end connector is fixed to the other end face, away from the male end connector, of the pipe body. The temperature resistance and deformation resistance of the pipe body are improved through the multi-layer structure, and the pipe body is light in weight; the connecting assembly guarantees reliable connection, reduces the installation space requirement, improves the efficiency, and improves the performance in multiple aspects.

Description

Technical Field

[0001] The present invention relates to the field of turbocharger pipes, and particularly to an automotive turbocharger pipe. Background Art

[0002] The automotive turbocharger pipe is a key component connecting the turbocharger and the engine intake manifold. Its core function is to efficiently transport high-temperature and high-pressure gases to the engine combustion chamber after the compressor compresses the air. As an important part of the turbocharging system, the turbocharger pipe needs to meet strict requirements such as high temperature resistance, high pressure resistance, vibration resistance, and good sealing performance to ensure the working stability of the turbocharging system and the engine power output efficiency.

[0003] Existing automotive turbocharger pipes mainly adopt metal pipes, rubber pipes, or metal-rubber composite structures. Metal pipes are usually made of stainless steel or aluminum alloy, with excellent high-temperature and high-pressure resistance, but they are heavy and have complex forming processes; rubber pipes are mostly based on silicone rubber or fluororubber, and can achieve complex shapes through mold forming, but are prone to problems such as hardening and cracking under long-term high-temperature environments; metal-rubber composite pipes attempt to combine the advantages of both through the combination of a metal skeleton and a rubber layer, but have limitations such as complex structures and relatively high manufacturing costs.

[0004] However, the existing technical solutions still have the following deficiencies: Metal pipes are heavy, which is not conducive to the lightweight design of the whole vehicle; rubber pipes have insufficient temperature resistance and are prone to aging and failure under the long-term action of high-temperature gases (usually exceeding 150°C) at the turbocharger outlet; although the composite structure pipes have balanced performance, the connection between the metal and the rubber is prone to stress concentration due to the difference in thermal expansion coefficients, resulting in seal failure or structural damage. In addition, the installation of traditional turbocharger pipes mostly relies on bolt fastening or clamp locking, which requires a large operating space and low assembly efficiency, and is difficult to meet the requirements of modern automotive compact layouts and intelligent production. Therefore, an automotive turbocharger pipe is proposed. Summary of the Invention

[0005] Aiming at the deficiencies of the existing technology, the present invention provides an automotive turbocharger pipe to solve the problems raised in the above background art.

[0006] To achieve the above object, the present invention provides the following technical solution: An automotive turbocharger pipe, comprising: A pipe body, a connection component, and a sensor component. The connection component is arranged at both ends of the pipe body, and the sensor component is arranged at the upper end outside the connection component. The pipe body includes a high-temperature resistant layer, a lightweight composite layer, an anti-deformation support layer, and a corrugated deformation compensation section. Both ends of the corrugated deformation compensation section are fixedly connected to the high-temperature resistant layer, the lightweight composite layer is fixed outside the high-temperature resistant layer, and the anti-deformation support layer is fixed outside the lightweight composite layer; The connecting assembly comprises a male end connector and a female end connector, wherein the male end connector is fixed to the end face of the pipe body, and the female end connector is fixed to the other end face of the pipe body away from the male end connector; A limiting ring is welded and fixed to the outside of the male end connector, a barbed anti-slip tooth is fixed to the inner wall of the female end connector away from the pipe body, a self-sealing elastic ring is embedded in the inner wall of the female end connector close to the pipe body, and a memory alloy spring evenly distributed along the ring is embedded in the interior of the self-sealing elastic ring; The high temperature resistant layer is a blended extrusion layer of polyetheretherketone and carbon fiber, the lightweight composite layer is a composite structure of foamed polypropylene and glass microspheres, and the anti-deformation support layer is a composite belt composed of a spirally wound metal belt and a plastic belt; The self-sealing elastic collar generates radial deformation under installation pressure; The co-extrusion temperature is controlled at 260-280°C and the co-extrusion speed is set at 5-8m / min to ensure that the interface bonding strength between the two is ≥15MPa and to avoid stratification at high temperature.

[0007] Preferably, the carbon fiber mass proportion of the high temperature resistant layer is 15%-20%, the axial tensile strength of the high temperature resistant layer is ≥320MPa, the density of the lightweight composite layer is 0.15-0.25g / cm³, and the thickness ratio of the metal belt to the plastic belt of the anti-deformation support layer is 1:3-1:5; The carbon fibers are uniformly dispersed in the polyetheretherketone matrix through a co-extrusion process, and the anti-deformation support layer metal belt and the plastic belt are compounded by controlling the thickness ratio through a precision mold.

[0008] Preferably, the crest spacing of the corrugated deformation compensation section decreases gradually from the middle to both ends, and the decreasing amplitude is 2-4 mm for every 100 mm of length, and the corrugated deformation compensation section and the tube body are integrally formed by a two-color co-extrusion process; The peak spacing of the corrugated deformation compensation section is achieved by precisely controlling the geometric shape of the mold and the two-color co-extrusion process parameters. When designing the mold, the cavity width of the corrugated part is set to gradually decrease from the middle to both ends, ensuring that the peak spacing is reduced by 2-4mm for every 100mm length. During the co-extrusion process, by adjusting the screw speed and temperature of the extruder, as well as the temperature control of the mold, the corrugated deformation compensation section is closely combined with the tube body and formed as one piece, achieving the expected gradient decreasing effect.

[0009] Preferably, an annular positioning groove is formed on the outer wall of the male end connector, and elastic positioning beads evenly distributed along the annular shape are embedded in the inner wall of the female end connector. During installation, the elastic positioning beads are inserted into the annular positioning groove under the action of an axial force of 0.3-0.5 MPa. The male connector and the female connector achieve fast and precise connection positioning through the cooperation design of the annular positioning groove and the elastic positioning beads. This design not only simplifies the installation process, improves the assembly efficiency, but also enhances the connection stability and reliability. When subjected to axial force, the elastic positioning beads can automatically snap into the annular positioning groove, effectively preventing the loosening or falling off of the connecting parts and ensuring the safe operation of the entire pipeline system.

[0010] Preferably, the self-sealing elastic collar is made of a fluororubber matrix, and the shape memory alloy spring is embedded in the fluororubber matrix. When the working temperature exceeds 120 °C, the shape memory alloy spring generates axial contraction, driving the fluororubber matrix to form a radial sealing pressure. During the molding process of the fluororubber matrix, the shape memory alloy spring is placed in the mold in a predetermined arrangement, and then the fluororubber material is injected. Through high-temperature vulcanization molding, the shape memory alloy spring is firmly embedded in the fluororubber matrix. At the same time, ensure that the distribution of the shape memory alloy spring in the fluororubber matrix is uniform, so as to ensure that when the working temperature exceeds 120 °C, each shape memory alloy spring can generate axial contraction synchronously, thereby uniformly driving the fluororubber matrix to form a radial sealing pressure.

[0011] Preferably, the inner wall of the high-temperature resistant layer is provided with spiral flow guiding ribs, the spiral angle of the spiral flow guiding ribs is 15° - 25°, and the height of the spiral flow guiding ribs decreases linearly from the inlet end to the outlet end of the high-temperature resistant layer, with a decreasing amplitude of 0.3 - 0.5 mm per 100 mm length. The spiral flow guiding ribs can be co-extruded and formed by synchronously using the inner wall of the mold with spiral protrusions during the extrusion molding process of the high-temperature resistant layer, ensuring that the spiral flow guiding ribs are integrally formed with the high-temperature resistant layer, and the spiral angle and the height decreasing law are achieved by precisely controlling the height of the mold protrusions and the spiral angle.

[0012] Preferably, a vibration damping ring is embedded in the outer wall of the male connector near the limit ring. A stainless steel wire mesh is embedded inside the vibration damping ring. The vibration damping ring is made of a silica gel matrix, and the mesh density of the stainless steel wire mesh increases in a gradient from the middle to both ends. A limit groove is provided on the inner wall of the female connector at the end away from the pipe body, and the vibration damping ring is adapted to the limit groove. The vibration damping ring is injection molded with silica gel material. During the molding process, the stainless steel wire mesh is embedded in the silica gel matrix. By adjusting the mold structure, the mesh density of the stainless steel wire mesh gradually increases from the middle to both ends. A limit groove is reserved during the injection molding of the female connector to ensure that the vibration damping ring can be accurately adapted to the limit groove, thereby providing a stable vibration damping effect during connection.

[0013] Preferably, the sensor assembly includes a sensor fixing housing, which is hermetically fixed to the male terminal connector. A pressure sensor and a temperature sensor are installed inside the sensor fixing housing. The outside of the sensor fixing housing is connected to a sensor interface through a data cable, and the sensor interface is connected to the vehicle-mounted ECU through elastic contacts for plug-and-play connection; The sensor interface adopts a standardized interface design, and its elastic contacts are made of conductive rubber to ensure good contact with the vehicle-mounted ECU and achieve the plug-and-play function. The pressure sensor and the temperature sensor are potted in the sensor fixing housing with epoxy resin to enhance the seismic performance. The data cable is a shielded twisted pair to reduce electromagnetic interference and ensure stable signal transmission.

[0014] Preferably, 3%-5% by mass of hollow glass microspheres are added to the lightweight composite layer, and the particle size distribution of the hollow glass microspheres satisfies D50 = 80-100 μm and D90 ≤ 150 μm; In the preparation process of the lightweight composite layer, 3%-5% by mass of hollow glass microspheres are uniformly dispersed in the matrix material of foamed polypropylene and glass microspheres. Through stirring and mixing processes, the uniform distribution of the hollow glass microspheres in the matrix is ensured, and the particle size distribution of the hollow glass microspheres is controlled to meet the requirements of D50 = 80-100 μm and D90 ≤ 150 μm. Quality control is carried out through screening and particle size detection means to ensure the stable performance of the final product.

[0015] Preferably, the surface of the metal strip of the anti-deformation support layer is provided with a microporous structure with a micropore diameter of 50-80 μm and a porosity of 15%-20%. The plastic strip fills the micropores through a melt infiltration method to form a mechanical interlocking structure; The microporous structure on the surface of the metal strip of the anti-deformation support layer can be realized by laser drilling technology to ensure that the micropore diameter is in the range of 50-80 μm, and the porosity is controlled to 15%-20% by controlling the drilling density. Subsequently, the plastic strip is heated to the molten state to fully penetrate into the micropores of the metal strip, and a tight mechanical interlocking structure is formed after cooling, thereby enhancing the bonding force between the metal strip and the plastic strip.

[0016] In summary, compared with the prior art, the present invention provides an automotive turbocharger pipe, which has the following beneficial effects: The pipe structure of the invention is composed of a high-temperature resistant layer, a lightweight composite layer, an anti-deformation support layer and a corrugated deformation compensation section. The high-temperature resistant layer is made of polyetheretherketone and carbon fiber co-extruded. Compared with traditional metal pipes, it helps to reduce the overall weight and is conducive to the lightweight design of the whole vehicle under the condition of equivalent high-temperature resistance performance; the lightweight composite layer is a composite structure of foamed polypropylene and glass beads, which can further reduce the weight while ensuring the performance of the pipe to a certain extent; the anti-deformation support layer is a composite belt composed of spirally wound metal belts and plastic belts, which can effectively enhance the anti-deformation ability of the pipe body, and the corrugated deformation compensation section can relieve the stress caused by factors such as thermal expansion and avoid structural damage; In terms of connection components, a limit ring is welded on the outside of the male connector, and a barbed anti-slip tooth is provided on the inner wall of one end of the female connector. A self-sealing elastic ring is embedded in the inner wall of the other end, and a memory alloy spring is provided inside the ring. This design not only ensures the reliability of the connection, but also reduces the space requirements for installation and operation, improves assembly efficiency, and can adapt to the compact layout and intelligent production requirements of modern automobiles. In terms of material selection, the high-temperature resistant layer material improves the high-temperature resistance and avoids aging and failure at high temperatures like traditional rubber tubes; the lightweight composite layer material achieves lightweight while ensuring performance; the anti-deformation support layer material takes into account both support performance and lightweight. In summary, the automotive turbocharger pipe has been improved in weight, temperature resistance, deformation resistance, sealing performance and installation convenience through unique structural design and material selection. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a three-dimensional diagram of the overall structure of the invention.

[0018] Figure 2 It is a cross-sectional view of the tube structure of the invention.

[0019] Figure 3 It is a cross-sectional view of the connection component structure of the invention.

[0020] Figure 4 It is the invention Figure 3 A partial enlarged view of area A.

[0021] Figure 5 It is the invention Figure 3 A partial enlarged view of area B.

[0022] Description of reference numerals: 1. Tube body; 2. Connecting assembly; 3. Sensor assembly; 101. high temperature resistant layer; 102. lightweight composite layer; 103. anti-deformation support layer; 104. corrugated deformation compensation section; 105. spiral guide rib; 201, male end connector; 202, female end connector; 203, elastic positioning bead; 204, self-sealing elastic sleeve; 205, memory alloy spring; 206, limit groove; 207, barbed anti-slip teeth; 208, annular positioning groove; 209, vibration damping ring; 210, stainless steel wire mesh; 211, limit ring; 301, sensor fixing shell; 302, sensor interface; 303, pressure sensor; 304, temperature sensor. DETAILED DESCRIPTION

[0023] The present invention provides a technical solution, a turbocharger pipe for automobile, please refer to Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 ,include: A pipe body 1, a connection component 2 and a sensor component 3, wherein the connection component 2 is arranged at both ends of the pipe body 1, and the sensor component 3 is arranged at the outer upper end of the connection component 2. The pipe body 1 includes a high temperature resistant layer 101, a lightweight composite layer 102, an anti-deformation support layer 103 and a corrugated deformation compensation section 104, both ends of the corrugated deformation compensation section 104 are fixedly connected to the high temperature resistant layer 101, the lightweight composite layer 102 is fixed to the outside of the high temperature resistant layer 101, and the anti-deformation support layer 103 is fixed to the outside of the lightweight composite layer 102; The connection assembly 2 includes a male end connector 201 and a female end connector 202. The male end connector 201 is fixed to the end face of the pipe body 1, and the female end connector 202 is fixed to the other end face of the pipe body 1 away from the male end connector 201. A limiting ring 211 is welded and fixed to the outside of the male end connector 201. A barbed anti-slip tooth 207 is fixed to the inner wall of the end of the female end connector 202 away from the pipe body 1. A self-sealing elastic ring 204 is embedded in the inner wall of the end of the female end connector 202 close to the pipe body 1. A memory alloy spring 205 evenly distributed along the ring is embedded in the self-sealing elastic ring 204. The high temperature resistant layer 101 is a blended extrusion layer of polyetheretherketone and carbon fiber, the lightweight composite layer 102 is a composite structure of foamed polypropylene and glass microspheres, and the anti-deformation support layer 103 is a composite tape composed of a spirally wound metal tape and a plastic tape; The self-sealing elastic collar 204 undergoes radial deformation under the installation pressure; The co-extrusion temperature is controlled at 260-280℃, and the co-extrusion speed is set at 5-8m / min to ensure that the interface bonding strength between the two is ≥15MPa and avoid delamination at high temperature; The high-temperature resistant layer 101 is made of a blend of polyetheretherketone and carbon fiber, which improves its thermal stability; the lightweight composite layer 102 is composed of a composite of foamed polypropylene and glass microspheres, reducing the overall weight; the anti-deformation support layer 103 utilizes a spiral winding structure of metal strips and plastic strips to enhance the mechanical strength of the pipe body 1. In the connection assembly 2, the design of the self-sealing elastic collar 204 and the shape memory alloy spring 205 realizes automatic sealing at high temperatures to prevent medium leakage, while the limit ring 211 and the barbed anti-disengagement teeth 207 ensure the stability of the connection.

[0024] Please refer to Figure 1 and Figure 2 , the mass ratio of carbon fiber in the high-temperature resistant layer 101 is 15% - 20%, the axial tensile strength of the high-temperature resistant layer 101 is ≥320 MPa, the density of the lightweight composite layer 102 is 0.15 - 0.25 g / cm³, and the thickness ratio of the metal strip to the plastic strip in the anti-deformation support layer 103 is 1:3 - 1:5; The carbon fiber is uniformly dispersed in the polyetheretherketone matrix through a co-extrusion process, and the metal strip and plastic strip of the anti-deformation support layer 103 are compounded by precisely controlling the thickness ratio with a precision mold; The high-temperature resistant layer 101 is reinforced with carbon fiber in a specific proportion, ensuring the structural stability and strength of the pipe body 1 in a high-temperature environment. Its axial tensile strength is not less than 320 MPa, effectively resisting external tensile forces and ensuring the safety of the pipeline. The lightweight composite layer 102 uses low-density materials, significantly reducing the weight while maintaining the structural strength, improving the energy efficiency and portability of the pipeline system. The anti-deformation support layer 103 optimizes the thickness ratio of the metal strip to the plastic strip, enhancing the anti-deformation ability of the pipeline while maintaining good flexibility to adapt to complex installation environments. These designs together improve the comprehensive performance of the pipeline, meeting the usage requirements under high temperature, high pressure, and complex working conditions.

[0025] Please refer to Figure 1 and Figure 2 , the wave crest spacing of the corrugated deformation compensation section 104 decreases in a gradient from the middle to both ends, with a decreasing amplitude of 2 - 4 mm per 100 mm length, and the corrugated deformation compensation section 104 and the pipe body 1 are integrally formed by a two-color co-extrusion process; The wave crest spacing of the corrugated deformation compensation section 104 is achieved by precisely controlling the geometric shape of the mold and the parameters of the two-color co-extrusion process. When designing the mold, the cavity width of the corrugated part is set to gradually decrease from the middle to both ends, ensuring that the wave crest spacing decreases by 2 - 4 mm per 100 mm length. During the co-extrusion process, by adjusting the screw speed and temperature of the extruder, as well as the temperature control of the mold, the corrugated deformation compensation section 104 and the pipe body 1 are tightly combined and integrally formed to achieve the expected gradient decreasing effect; The corrugated deformation compensation section 104 is designed with the wave crest spacing decreasing gradually from the middle to both ends. It is integrally formed by the double-color co-extrusion process, which can effectively cope with the deformation of the pipe body 1 caused by factors such as temperature changes and pressure fluctuations during use. The gradually decreasing wave crest spacing can better adapt to the deformation requirements of different parts, improving the overall flexibility and durability of the pipe body 1. At the same time, the double-color co-extrusion process ensures the tight combination between the corrugated deformation compensation section 104 and the pipe body 1, enhancing the connection strength and preventing the possible delamination or detachment phenomenon due to long-term use. This design not only improves the performance of the pipe body 1 but also extends its service life and reduces the maintenance cost, having significant economic and social benefits.

[0026] Please refer to Figure 1 、 Figure 3 、 Figure 4 and Figure 5 For, an annular positioning groove 208 is provided on the outer wall of the male end joint 201, and elastic positioning beads 203 evenly distributed along the ring are embedded in the inner wall of the female end joint 202. During installation, the elastic positioning beads 203 are snapped into the annular positioning groove 208 under the action of an axial force of 0.3 - 0.5 MPa. Through the matching design of the annular positioning groove 208 and the elastic positioning beads 203 between the male end joint 201 and the female end joint 202, rapid and accurate connection positioning is achieved. This design not only simplifies the installation process and improves the assembly efficiency but also enhances the stability and reliability of the connection. When subjected to an axial force, the elastic positioning beads 203 can automatically snap into the annular positioning groove 208, effectively preventing the loosening or detachment of the connecting parts and ensuring the safe operation of the entire pipeline system.

[0027] Please refer to Figure 1 、 Figure 3 、 Figure 4 and Figure 5 For, the self-sealing elastic sleeve ring 204 is made of a fluororubber matrix, and the shape memory alloy spring 205 is embedded in the fluororubber matrix. When the working temperature exceeds 120 °C, the shape memory alloy spring 205 generates axial contraction, driving the fluororubber matrix to form a radial sealing pressure. During the molding process of the fluororubber matrix, the shape memory alloy spring 205 is placed in the mold in a predetermined arrangement, and then the fluororubber material is injected. It is formed by high-temperature vulcanization, so that the shape memory alloy spring 205 is firmly embedded in the fluororubber matrix. At the same time, it is ensured that the distribution of the shape memory alloy spring 205 in the fluororubber matrix is uniform, so as to ensure that when the working temperature exceeds 120 °C, each shape memory alloy spring 205 can generate axial contraction synchronously, thereby evenly driving the fluororubber matrix to form a radial sealing pressure. The design of the self-sealing elastic ring 204 using a fluororubber matrix and embedded with a memory alloy spring 205 brings many benefits. The fluororubber matrix has good high temperature resistance and corrosion resistance, which can ensure that the ring can work stably for a long time in harsh environments. The embedding of the memory alloy spring 205 makes the ring have the characteristics of intelligent sealing. When the operating temperature exceeds 120°C, the memory alloy spring 205 produces axial contraction, which is used to drive the fluororubber matrix to form radial sealing pressure, thereby achieving a self-sealing effect.

[0028] See also Figure 1 and Figure 2 The inner wall of the high temperature resistant layer 101 is provided with a spiral guide rib 105, the spiral angle of the spiral guide rib 105 is 15°-25°, and the height of the spiral guide rib 105 decreases linearly from the inlet end to the outlet end of the high temperature resistant layer 101, and the decreasing amplitude is 0.3-0.5mm for every 100mm length; The spiral guide rib 105 can be co-extruded by using the inner wall of the mold with spiral protrusions during the extrusion molding process of the high temperature resistant layer 101, so as to ensure that the spiral guide rib 105 and the high temperature resistant layer 101 are integrally molded, and the spiral angle and height decreasing rule are achieved by accurately controlling the mold protrusion height and spiral angle; The spiral guide ribs 105 arranged on the inner wall of the high temperature resistant layer 101 have a spiral angle design of 15°-25°, which effectively guides the fluid to form a spiral flow in the pipe, enhances the fluid mixing effect, and reduces the flow resistance. At the same time, the height of the spiral guide ribs 105 decreases linearly from the inlet end to the outlet end, decreasing by 0.3-0.5mm for every 100mm. This design allows the fluid to gradually adapt to the changes in the shape of the pipe during the flow process, reduces the eddy current and pressure loss caused by sudden changes, improves the fluid transmission efficiency, and ensures the stable operation of the pipe body 1 in a high temperature environment.

[0029] See also Figure 1 , Figure 3 , Figure 4 and Figure 5 A vibration damping ring 209 is embedded in the outer wall of the male end connector 201 near the limiting ring 211, and a stainless steel wire mesh 210 is embedded in the vibration damping ring 209. The vibration damping ring 209 is a silicone matrix, and the mesh density of the stainless steel wire mesh 210 increases gradually from the middle to both ends. A limiting groove 206 is provided on the inner wall of the end of the female end connector 202 away from the tube body 1, and the vibration damping ring 209 is adapted to the limiting groove 206; The vibration damping ring 209 is injection molded with a silicone material. During the molding process, the stainless steel wire mesh 210 is embedded in the silicone matrix. By adjusting the mold structure, the mesh density of the stainless steel wire mesh 210 gradually increases from the middle to both ends. The female end joint 202 has a reserved limit groove 206 during injection molding to ensure that the vibration damping ring 209 can be accurately fitted with the limit groove 206, thereby providing a stable vibration damping effect during connection; Through the cooperation of the vibration damping ring 209 and the limit groove 206, the vibration transmission at the connection of the pipe body 1 is effectively reduced, and the stability and reliability of the connection are improved. The vibration damping ring 209 uses a silicone matrix, which has good elasticity and weather resistance and can adapt to use under different environmental conditions. The embedded stainless steel wire mesh 210 inside enhances its structural strength. At the same time, the design with an increasing mesh density gradient helps to optimize the vibration damping effect, reduce loosening or damage caused by vibration, and extend the service life of the pipe body 1 connection assembly 2.

[0030] Please refer to Figure 1 and Figure 3 , the sensor assembly 3 includes a sensor fixing shell 301. The sensor fixing shell 301 is hermetically fixed to the male end joint 201. A pressure sensor 303 and a temperature sensor 304 are installed inside the sensor fixing shell 301. The outside of the sensor fixing shell 301 is connected with a sensor interface 302 through a data line. The sensor interface 302 realizes a plug-and-play connection with the vehicle-mounted ECU through elastic contacts; The sensor interface 302 adopts a standardized interface design. Its elastic contacts are made of conductive rubber to ensure good contact with the vehicle-mounted ECU and realize the plug-and-play function. The pressure sensor 303 and the temperature sensor 304 are potted in the sensor fixing shell 301 with epoxy resin to enhance the seismic performance. The data line uses shielded twisted pair to reduce electromagnetic interference and ensure stable signal transmission; The design of this sensor assembly 3 integrates the functions of pressure and temperature monitoring. Through the combination of the hermetically fixed sensor fixing shell 301 and the male end joint 201, it effectively resists the influence of the external environment and ensures the measurement accuracy. The use of a standardized sensor interface 302 and elastic contact design realizes a fast connection with the vehicle-mounted ECU, improves the maintainability and compatibility of the system, and the epoxy resin potting of the internal sensors enhances the seismic performance and guarantees the reliability under harsh working conditions.

[0031] Please refer to Figure 2 , 3%-5% by mass of hollow glass microspheres are added to the lightweight composite layer 102. The particle size distribution of the hollow glass microspheres satisfies D50 = 80 - 100 μm and D90 ≤ 150 μm; During the preparation of the lightweight composite layer 102, hollow glass microspheres accounting for 3% to 5% by weight are evenly dispersed in the matrix material of the foamed polypropylene and the glass microspheres. The hollow glass microspheres are evenly distributed in the matrix through stirring and mixing processes. The particle size distribution of the hollow glass microspheres is controlled to meet the requirements of D50=80-100μm and D90≤150μm. Quality control is performed through screening and particle size detection methods to ensure stable performance of the final product. The addition of hollow glass microspheres in a specific proportion and particle size distribution in the lightweight composite layer 102 significantly improves the lightweight effect of the material while maintaining good mechanical properties. The addition of hollow glass microspheres effectively reduces the density of the material and reduces the overall weight, which is beneficial to energy conservation, emission reduction and energy efficiency. In addition, the uniform distribution of hollow glass microspheres enhances the internal structural stability of the material, improves its impact and compression resistance, and extends its service life.

[0032] See also Figure 2 , the metal belt surface of the anti-deformation support layer 103 is provided with a microporous structure, the micropore diameter is 50-80 μm, the porosity is 15%-20%, and the plastic belt is filled with the micropores by melt infiltration to form a mechanical interlocking structure; The microporous structure on the surface of the metal belt of the anti-deformation support layer 103 can be achieved by laser drilling technology, ensuring that the diameter of the micropores is within the range of 50-80 μm, and the porosity of 15%-20% is achieved by controlling the drilling density. Subsequently, the plastic belt is heated to a molten state so that it fully penetrates into the micropores of the metal belt, and after cooling, a tight mechanical interlocking structure is formed, thereby enhancing the bonding force between the metal belt and the plastic belt; The microporous structure arranged on the surface of the metal belt in the anti-deformation support layer 103 and its mechanical interlocking design with the plastic belt significantly improve the overall structural strength and stability of the tube body 1. The microporous structure is precisely controlled by laser punching to ensure the uniformity of the pore size and porosity, providing good conditions for the melting penetration of the plastic belt. The plastic belt fills the micropores after melting, and the mechanical interlocking structure formed after cooling effectively enhances the bonding force between the metal belt and the plastic belt, prevents interlayer peeling, and improves the deformation resistance and durability of the tube body 1.

[0033] The installation and usage method of the automotive turbocharger pipe are as follows: During installation, align the male end connector 201 with the female end connector 202, and apply an axial force to make the elastic positioning beads 203 on the inner wall of the female end connector 202 snap into the annular positioning groove 208 on the outer wall of the male end connector 201, achieving rapid and precise connection positioning; meanwhile, the limit ring 211 on the male end connector 201 cooperates with the barbed anti - detachment teeth 207 on the inner wall of the female end connector 202 to ensure a stable connection. The vibration damping ring 209 inside the female end connector 202 is embedded in the limit groove 206 to reduce vibration transmission. After the connection is completed, the sensor interface 302 of the sensor assembly 3 is connected to the vehicle - mounted ECU in a plug - and - play manner through elastic contacts. During use, the high - temperature resistant layer 101 can withstand high temperatures, the corrugated deformation compensation section 104 can adapt to deformations, and the self - sealing elastic sleeve ring 204 automatically seals at high temperatures to prevent medium leakage, ensuring the safe and stable operation of the pipeline system.

[0034] It should be noted that in this article, 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 actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non - exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or elements inherent to such process, method, article or device.

[0035] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An automotive turbocharger pipe, characterized in that, include: A pipe body (1), a connection component (2) and a sensor component (3), wherein the connection component (2) is arranged at both ends of the pipe body (1), and the sensor component (3) is arranged at the outer upper end of the connection component (2); the pipe body (1) comprises a high temperature resistant layer (101), a lightweight composite layer (102), an anti-deformation support layer (103) and a corrugated deformation compensation section (104); both ends of the corrugated deformation compensation section (104) are fixedly connected to the high temperature resistant layer (101), the lightweight composite layer (102) is fixed to the outside of the high temperature resistant layer (101), and the anti-deformation support layer (103) is fixed to the outside of the lightweight composite layer (102); The connection assembly (2) comprises a male end connector (201) and a female end connector (202), wherein the male end connector (201) is fixed to an end face of the pipe body (1), and the female end connector (202) is fixed to the other end face of the pipe body (1) away from the male end connector (201); A limiting ring (211) is welded and fixed to the outside of the male end connector (201); a barbed anti-slip tooth (207) is fixed to the inner wall of the end of the female end connector (202) facing away from the tube body (1); a self-sealing elastic ring (204) is embedded in the inner wall of the end of the female end connector (202) close to the tube body (1); and a memory alloy spring (205) evenly distributed along a ring shape is embedded inside the self-sealing elastic ring (204); The high temperature resistant layer (101) is a co-extruded layer of polyetheretherketone and carbon fiber, the lightweight composite layer (102) is a composite structure of foamed polypropylene and glass microspheres, and the anti-deformation support layer (103) is a composite tape composed of a spirally wound metal tape and a plastic tape.

2. The automotive turbocharging pipe according to claim 1, characterized in that: The carbon fiber mass proportion of the high temperature resistant layer (101) is 15%-20%, the axial tensile strength of the high temperature resistant layer (101) is ≥320 MPa, the density of the lightweight composite layer (102) is 0.15-0.25 g / cm³, and the thickness ratio of the metal strip to the plastic strip of the anti-deformation support layer (103) is 1:3-1:

5.

3. The automotive turbocharger pipe according to claim 1, characterized in that: The crest spacing of the corrugated deformation compensation section (104) decreases gradually from the middle to the two ends, with the decreasing amplitude being 2-4 mm for every 100 mm of length. The corrugated deformation compensation section (104) and the tube body (1) are integrally formed by a two-color co-extrusion process.

4. The automotive turbocharging pipe according to claim 1, characterized in that: An annular positioning groove (208) is formed on the outer wall of the male end connector (201), and elastic positioning beads (203) evenly distributed along an annular shape are embedded on the inner wall of the female end connector (202).

5. The automotive turbocharger pipe according to claim 1, characterized in that: The self-sealing elastic sleeve ring (204) is made of a fluororubber matrix, and the memory alloy spring (205) is embedded in the fluororubber matrix. When the operating temperature exceeds 120° C., the memory alloy spring (205) contracts axially to drive the fluororubber matrix to form radial sealing pressure.

6. The automotive turbocharging pipe according to claim 1, wherein: The inner wall of the high temperature resistant layer (101) is provided with a spiral guide rib (105), the spiral angle of the spiral guide rib (105) is 15°-25°, and the height of the spiral guide rib (105) decreases linearly from the inlet end to the outlet end of the high temperature resistant layer (101).

7. The automotive turbocharging pipe according to claim 1, wherein: A vibration damping ring (209) is embedded in the outer wall of the male end connector (201) near the limiting ring (211), a stainless steel wire mesh (210) is embedded in the interior of the vibration damping ring (209), the vibration damping ring (209) is a silicone matrix, the mesh density of the stainless steel wire mesh (210) increases gradually from the middle to both ends, and a limiting groove (206) is provided on the inner wall of the end of the female end connector (202) away from the tube body (1), and the vibration damping ring (209) is adapted to the limiting groove (206).

8. The automotive turbocharging pipe according to claim 1, characterized in that: The sensor assembly (3) comprises a sensor fixing shell (301), the sensor fixing shell (301) being sealed and fixed to the male end connector (201), a pressure sensor (303) and a temperature sensor (304) being installed inside the sensor fixing shell (301), and the outside of the sensor fixing shell (301) being connected to a sensor interface (302) via a data cable.

9. The automotive turbocharging pipe according to claim 1, wherein: Hollow glass microspheres accounting for 3% to 5% by mass are added to the lightweight composite layer (102), and the particle size distribution of the hollow glass microspheres satisfies D50=80-100 μm and D90≤150 μm.

10. A kind of automotive turbocharger pipe according to claim 1, characterized in that: The surface of the metal belt of the anti-deformation support layer (103) is provided with a microporous structure, the diameter of the micropores is 50-80 μm, and the porosity is 15%-20%. The plastic belt is filled with the micropores by melt infiltration to form a mechanical interlocking structure.

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