Engine air inlet channel structure

Abstract

The invention relates to an engine air inlet channel structure, which belongs to the technical field of engine air inlet systems, and comprises an engine body, a fixed frame, an air inlet channel, an air outlet channel and an air outlet channel, the at least two air inlet covers are connected with the fixing frame and an air inlet pipe of the engine body, each air inlet cover comprises an air inlet duct skin and an air guide pipe, the air inlet duct skins are connected to the fixing frame, the air guide pipes are connected to the air inlet duct skins in a penetrating mode, and each air guide pipe comprises a first connecting pipe and a second connecting pipe which communicate with each other; the first connecting pipe is connected with an air inlet pipe of the engine body, a sewage draining hole is formed in the pipe wall of the first connecting pipe, and the lower portion of the air inlet duct skin is connected with an auxiliary pipe. Inlet air flow is turned through the bent air guide pipe, impurities are separated and discharged through the sewage discharging hole by means of centrifugal force, and then the impurities are guided by the baffle in the connecting cover and further purified through the multi-stage filtering structure, so that the impurity separation efficiency and the inlet air cleanliness are effectively improved, and accumulation of the impurities in the air inlet channel is avoided.

Description

Technical Field

[0001] This application relates to the technical field of engine intake systems, and in particular to an engine intake duct structure. Background Technology

[0002] Currently, engines need to draw in a large amount of air when operating, and this air often contains impurities such as dust and particles. If these impurities enter the engine cylinders directly with the intake air, they will accelerate the wear of moving parts such as pistons and cylinder walls, affecting the engine's performance and lifespan.

[0003] In related technologies, a simple air filter is usually installed at the intake duct inlet for filtration. However, such a structure has limited efficiency in separating impurities, and the intercepted impurities tend to accumulate on the filter surface. If not cleaned in time, this will lead to increased intake resistance and affect the engine's intake efficiency.

[0004] Regarding the aforementioned technologies, the inventors believe that they have the following drawbacks: traditional air intake filtration methods have unsatisfactory separation effects and lack an effective mechanism for removing separated impurities. With long-term use, the accumulation of impurities may affect engine performance. Summary of the Invention

[0005] In order to improve the problems of low impurity separation efficiency and easy accumulation of impurities after separation in traditional air intake ducts, which affect air intake, this application provides an engine air intake duct structure.

[0006] The engine intake duct structure provided in this application adopts the following technical solution: an engine intake duct structure, including an engine body, and further including: a fixing frame, which is fixedly connected to the outer wall of the engine body; At least two air intake shrouds are connected to the air intake pipes of the fixed frame and the engine body; The air intake hood includes an air intake duct skin and an air guide pipe. The air intake duct skin is connected to a fixed frame, and the air guide pipe is connected through the air intake duct skin. The air guide pipe includes a first connecting pipe and a second connecting pipe that are interconnected. The first connecting pipe is connected to the air intake pipe of the engine body. A drain hole is provided on the wall of the first connecting pipe.

[0007] By adopting the above technical solution and utilizing the interconnection structure between the first and second connecting pipes, when the airflow carries solid particles into the air guide pipe, the airflow can turn along the pipe and enter the engine. The heavier solid particles are separated and thrown to the outside of the pipe wall under the action of inertial centrifugal force, and finally discharged through the drain hole, thereby effectively reducing the impurities entering the engine and protecting the engine blades.

[0008] Preferably, the lower part of the air intake duct skin is connected to an auxiliary pipe, and the inner wall of the auxiliary pipe is provided with a filter screen.

[0009] By adopting the above technical solution, the negative pressure or oncoming airflow during engine operation can be used to introduce filtered clean air through an auxiliary pipe, which can be used to provide targeted auxiliary cooling for components such as generators around the engine, thereby improving the heat dissipation effect.

[0010] Preferably, a cooling port is provided in the middle of the air intake skin, and a filter block is fixedly connected to the inner wall of the cooling port.

[0011] By adopting the above technical solution, additional cooling airflow channels can be provided for the engine compartment and outer wall, preventing local heat accumulation caused by long-term engine operation.

[0012] Preferably, the drain hole is inclined; and the diameter of the drain hole is smaller than the diameter of the air inlet of the second connecting pipe.

[0013] By adopting the above technical solution, the inclined drain hole conforms to the motion trajectory of the particulate matter when it is thrown out, reducing the discharge resistance; the smaller hole diameter design can ensure the discharge of particulate matter while avoiding excessive air pressure loss in the main intake pipe, thus maintaining the engine intake efficiency.

[0014] Preferably, it further includes a heat ejector assembly connected to the first connecting pipe and the second connecting pipe, the heat ejector assembly including: a heating ring disposed on the inner wall of the second connecting pipe; The air intake pipe is connected at one end to the compressor of the engine body and at the other end to the inner cavity of the heating ring. The exhaust pipe is connected at one end to the heating ring; An ejector ring is fixedly connected to the inner wall of the drain hole. Inside the ejector ring is an air supply pipe that communicates with the other end of the air outlet pipe. The inner wall of the ejector ring is provided with several nozzles that communicate with the air supply pipe.

[0015] By adopting the above technical solution, the cascade utilization of energy is realized: the high-temperature induced gas first heats the intake pipe wall through the heating ring to prevent the intake port from freezing; the gas after heat exchange is then ejected through the nozzle, converting thermal energy into kinetic energy, and realizing active ejection and sewage discharge.

[0016] Preferably, the spray direction of the nozzle forms an angle with the inner wall of the ejector ring.

[0017] By adopting the above technical solution, the high-speed airflow can flow in the direction of discharge of the drain hole. Utilizing the ejection principle in fluid mechanics, a local low-pressure zone is formed in the drain hole area, generating a strong active suction force that forcibly sucks out the low-speed particles in the boundary layer. Even when the engine is running at low speed, it can maintain a high-efficiency particle separation capability.

[0018] In summary, this application includes at least one of the following beneficial technical effects: 1. By setting an angled air guide pipe and a drain hole on it, the centrifugal force generated by the airflow turning can effectively separate impurities in the intake air and actively discharge them, thereby improving the impurity separation efficiency. 2. By setting up the thermal ejector assembly, the high temperature of the engine compressor is cleverly utilized to simultaneously achieve anti-icing of the air inlet and active ejection and suction of the drain hole, solving the problem of low separation efficiency of traditional inertial separators under low-speed conditions and preventing the drain channel from freezing and becoming blocked. Attached Figure Description

[0019] Figure 1 This is a perspective view of Embodiment 1 in this application.

[0020] Figure 2 This is a perspective view of the air intake shroud used in Embodiment 1 of this application.

[0021] Figure 3 This is a schematic diagram illustrating the positions of the auxiliary pipe and filter block on the air intake shroud in Embodiment 1 of this application.

[0022] Figure 4 This is in Embodiment 1 of this application regarding Figure 2 A cross-sectional view at CC.

[0023] Figure 5 This is in Embodiment 1 of this application regarding Figure 2 Sectional view at DD.

[0024] Figure 6 This is an assembly diagram of the air intake shroud after the heat ejector assembly is installed in Embodiment 2 of this application.

[0025] Figure 7 This is in Embodiment 2 of this application Figure 6 A magnified view at point A.

[0026] Figure 8 This is in Embodiment 2 of this application Figure 6 A magnified view at point B.

[0027] Figure 9 This is a structural diagram illustrating the ejector ring in Embodiment 2 of this application.

[0028] Explanation of reference numerals in the attached drawings: 1. Engine body; 2. Fixing frame; 3. Air intake shroud; 31. Air intake duct skin; 4. Auxiliary pipe; 5. Filter screen; 6. Cooling port; 7. Filter block; 32. Air guide pipe; 321. First connecting pipe; 3211. Drain hole; 322. Second connecting pipe; 3221. First connecting groove; 3222. Second connecting groove; 16. Heat ejector assembly; 17. Heating ring; 18. Air inlet pipe; 19. Air outlet pipe; 20. Ejector ring; 21. Fixing groove; 24. Fixing cavity; 25. Air supply pipe; 26. Nozzle. Detailed Implementation Example

[0029] The following is in conjunction with the appendix Figure 1-5 This application will be described in further detail.

[0030] This application discloses an engine air intake structure. (Refer to...) Figure 1 The system includes an engine body 1, a mounting frame 2, and several air intake shrouds 3 (two are selected in this embodiment). The mounting frame 2 is U-shaped and is fixedly connected to the outer wall of the engine body 1. The two air intake shrouds 3 are symmetrically arranged with the engine body 1 as the center, and each air intake shroud 3 is connected to the mounting frame 2 and the air intake pipe of the engine body 1, respectively.

[0031] When in use, the engine body 1 starts running and begins to draw in air, while the air intake shroud 3 blocks dust and large particles from the environment.

[0032] Specifically, refer to Figure 2 The intake shroud 3 includes an intake duct skin 31 and an air guide pipe 32. The top surface of the intake duct skin 31 is fixedly connected to the bottom surface of the fixing frame 2. The air guide pipe 32 further includes a first connecting pipe 321 and a second connecting pipe 322. The first connecting pipe 321 extends through and connects to the upper part of the intake duct skin 31, with one end fixedly connected to the intake pipe of the engine body 1. The second connecting pipe 322 is fixedly connected to the end of the first connecting pipe 321 away from the engine body 1, and the first connecting pipe 321 and the second connecting pipe 322 are connected.

[0033] Reference Figure 3 An auxiliary pipe 4 is fixedly connected to the lower part of the intake duct skin 31. A filter screen 5 is fixedly connected to the inner wall of the auxiliary pipe 4. It should be noted that the auxiliary pipe 4 corresponds to the position of the generator on the engine body 1. The end of the auxiliary pipe 4 away from the intake duct skin 31 is fixedly connected to the engine body 1. The clean gas filtered by the filter screen 5 will be blown into the engine body 1 to cool the generator inside the engine body 1.

[0034] A cooling port 6 is provided in the middle of the intake duct skin 31. A filter block 7 is fixedly connected to the inner wall of the cooling port 6. The filtered gas will be blown towards the engine body 1 through the cooling port 6 to cool the pipe compartment and outer wall of the engine body 1.

[0035] It should be noted here that the reference Figure 4 The first connecting pipe 321 and the second connecting pipe 322 are not connected in a straight line at 180°. There is an angle α between the central axes of the first connecting pipe 321 and the second connecting pipe 322. A drain hole 3211 is provided on the outer wall of the first connecting pipe 321. The diameter of the drain hole 3211 is smaller than the diameter of the air inlet of the second connecting pipe 322 (wherein, according to Bernoulli's principle, when a fluid flows in a pipe, the pressure is lower where the flow velocity is higher. Because the diameter of the drain hole 3211 is smaller than the diameter of the air inlet of the second connecting pipe 322, when gas flows from the second connecting pipe 322 with the larger diameter to the drain hole 3211 with the smaller diameter, the flow velocity will increase, forming a local low-pressure zone in the inlet area of ​​the drain hole 3211, which will accelerate the flow and prevent dust from accumulating inside the second connecting pipe 322). (Refer to...) Figure 5 In addition, the drain hole 3211 is opened at an angle, and there is an angle between the drain hole 3211 and the central axis of the intake duct skin 31, which is called β.

[0036] The resulting optimal principle is as follows: When the engine body 1 starts running and begins to draw in air, the initial gas carrying solid particles is drawn into the second connecting pipe 322 and then moves along the inner wall of the second connecting pipe 322 towards the first connecting pipe 321. When it reaches the connection between the first connecting pipe 321 and the second connecting pipe 322, due to the sharp turn of the air guide pipe 32, the gas is lighter and the solid particles are heavier. Therefore, when the gas enters the first connecting pipe 321 along the second connecting pipe 322, the solid particles will be discharged to the outside through the drain hole 3211 due to the influence of inertia and centrifugal force, instead of entering the first connecting pipe 321. This completes the separation of gas and solid.

[0037] Finally, it should be noted that after installing several air intake covers 3, several enclosure skins will be used to connect the air intake duct skins 31. Specifically, since there are gaps between the air intake duct skins 31 and adjacent air intake duct skins 31, and one enclosure skin is set between two adjacent air intake duct skins 31 and fixedly connected to the two air intake duct skins 31, a semi-enclosed area is formed that surrounds the engine body 1, with the top and bottom of the engine body 1 exposed. Example

[0038] Based on Embodiment 1, under high-speed engine intake conditions, the centrifugal force generated by the intake airflow within the curved air duct 32, combined with the Bernoulli effect created by the structural pressure difference at the drain hole 3211, effectively separates gas from solid particles. However, in practical applications, such as during aircraft engine startup, the intake velocity of the engine body 1 is significantly lower than under normal cruise conditions, resulting in insufficient intake airflow velocity. At this time, both centrifugal force and pressure difference suction are weak, and some solid particles will still enter the engine body 1 with the airflow through the first connecting pipe 321, causing wear or damage to its internal components and affecting operational safety and reliability.

[0039] To overcome the aforementioned technical defect of reduced separation efficiency at low speeds or during startup, the inventors improved Example 1, referring to... Figures 6 to 9 This second embodiment is presented.

[0040] Reference Figure 6 A heat ejector assembly 16 is connected to both the first connecting pipe 321 and the second connecting pipe 322. The heat ejector assembly 16 includes a heating ring 17, an inlet pipe 18, an outlet pipe 19, and an ejector ring 20. It should be noted that the heating ring 17 is a hollow metal ring. (Refer to...) Figure 7 First, an annular fixing groove 21 is formed on the inner wall of the second connecting pipe 322, and the fixing groove 21 is located on the inner wall away from the first connecting pipe 321. The heating ring 17 is fixedly connected to the inner wall of the fixing groove 21. A first connecting groove 3221 is formed on the inner wall of the second connecting pipe 322 near the intake duct skin 31. The intake pipe 18 is fixedly connected to the inner wall of the first connecting groove 3221. One end of the intake pipe 18 is fixedly connected to the heating ring 17, and the intake pipe 18 communicates with the inner cavity of the heating ring 17. The other end of the intake pipe 18 first passes through the inner wall of the first connecting groove 3221, then through the intake duct skin 31, and finally connects to the compressor casing in the engine body 1. (Refer to...) Figure 8 Meanwhile, the first connecting pipe 321 and the second connecting pipe 322 are provided with a second connecting groove 3222 on the side wall away from the air intake skin 31. The exhaust pipe 19 is fixedly connected in the second connecting groove 3222. One end of the exhaust pipe 19 is fixedly connected to the heating ring 17, and the exhaust pipe 19 is connected to the heating ring 17.

[0041] Reference Figure 9The ejector ring 20 has the same shape as the inner wall of the drain hole 3211, and is fixedly connected to the inner wall of the drain hole 3211. An annular fixing cavity 24 is formed on the ejector ring 20, and an annular gas supply pipe 25 is fixedly connected to the inner wall of the fixing cavity 24. The end of the gas outlet pipe 19 away from the heating ring 17 passes through the inner wall of the fixing cavity 24 and is connected to the gas supply pipe 25. In addition, several nozzles 26 are fixedly connected to the inner wall of the ejector ring 20, and one end of each nozzle 26 is fixedly connected to the gas supply pipe 25, and the nozzles 26 are connected to the gas supply pipe 25.

[0042] It should be noted that there is an angle γ between the nozzle 26 and the inner wall of the ejector ring 20 to which it is connected.

[0043] Therefore, one preferred implementation method of this second embodiment is as follows: High-temperature, high-pressure gas generated by the compressor inside the engine body 1 is introduced into the intake pipe 18 via the compressor casing. The high-temperature, high-pressure gas then enters the inner cavity of the heating ring 17 through the intake pipe 18. Since the heating ring 17 is fixedly connected to the inner wall of the second connecting pipe 322, the high-temperature gas heats the metal wall of the heating ring 17 through heat conduction as it flows through it, thereby heating the wall surface at the inlet of the second connecting pipe 322. This reduces the likelihood of moisture in the air freezing at this point, or melts any existing ice, preventing ice buildup and blockage of the second connecting pipe 322.

[0044] After heat exchange in the heating ring 17, the gas flows out through the outlet pipe 19 and enters the fixed cavity 24 of the ejector ring 20, then merges into the gas delivery pipe 25 inside the fixed cavity 24. The gas that merges into the gas delivery pipe 25 is finally ejected at high speed through several nozzles 26. Because there is an angle γ between the nozzles 26 and the inner wall of the ejector ring 20, the ejected high-speed airflow flows backward along the inner wall of the drain hole 3211. Under the action of fluid dynamics principle (ejector effect), the high-speed airflow forms a local low-pressure area in the drain hole 3211 region.

[0045] This localized low-pressure area generates a powerful active suction force, forcibly drawing in the slower-flowing boundary layer air, along with any entrained solid particles, water droplets, or freshly melted ice, from the second connecting pipe 322 to the vicinity of the drain hole 3211. The sucked-in impurities mix with the ejected jet airflow and are discharged through the first connecting pipe 321 in the direction of the airflow, thus preventing solid particles from accidentally entering the engine body 1 through the first connecting pipe 321 due to insufficient flow velocity.

[0046] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. An engine intake structure, comprising an engine body (1), characterized in that, Also includes: The fixed frame (2) is fixedly connected to the outer wall of the engine body (1); At least two air intake shrouds (3) are connected to the air intake pipes of the fixed frame (2) and the engine body (1); The air intake cover (3) includes an air intake duct skin (31) and an air guide pipe (32). The air intake duct skin (31) is connected to the fixed frame (2), and the air guide pipe (32) is connected through the air intake duct skin (31). The air guide pipe (32) includes a first connecting pipe (321) and a second connecting pipe (322) that are interconnected. The first connecting pipe (321) is connected to the air intake pipe of the engine body (1). The first connecting pipe (321) has a drain hole (3211) on its wall.

2. The engine intake duct structure according to claim 1, characterized in that: The lower part of the air intake skin (31) is connected to an auxiliary pipe (4), and the inner wall of the auxiliary pipe (4) is provided with a filter screen (5).

3. The engine intake duct structure according to claim 1, characterized in that: A cooling port (6) is provided in the middle of the air intake skin (31), and a filter block (7) is fixedly connected to the inner wall of the cooling port (6).

4. The engine intake duct structure according to claim 1, characterized in that: The drain hole (3211) is opened at an angle.

5. The engine intake duct structure according to claim 1, characterized in that: The diameter of the drain hole (3211) is smaller than the diameter of the air inlet hole of the second connecting pipe (322).

6. The engine intake duct structure according to claim 1, characterized in that: The number of air intake shrouds (3) is two, and they are arranged symmetrically with respect to the engine body (1).

7. The engine intake duct structure according to claim 1, characterized in that, It also includes a heat ejector assembly (16) connected to the first connecting pipe (321) and the second connecting pipe (322), the heat ejector assembly (16) comprising: A heating ring (17) is disposed on the inner wall of the second connecting pipe (322); The air intake pipe (18) is connected at one end to the compressor of the engine body (1) and at the other end to the inner cavity of the heating ring (17); The exhaust pipe (19) is connected at one end to the heating ring (17); The ejector ring (20) is fixedly connected to the inner wall of the drain hole (3211). Inside the ejector ring (20) is a gas supply pipe (25) that communicates with the other end of the gas outlet pipe (19). The inner wall of the ejector ring (20) is provided with several nozzles (26) that communicate with the gas supply pipe (25).

8. The engine intake duct structure according to claim 7, characterized in that: The inner wall of the second connecting pipe (322) is provided with a fixing groove (21), and the heating ring (17) is fixed in the fixing groove (21).

9. An engine intake duct structure according to claim 7, characterized in that: The ejector ring (20) is provided with a fixed cavity (24), and the gas delivery pipe (25) is annular and fixedly connected to the inner wall of the fixed cavity (24).

10. An engine intake duct structure according to claim 7, characterized in that: The spray direction of the nozzle (26) has an angle with the inner wall of the ejector ring (20).

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