Engine assembly and vehicle

Abstract

The utility model discloses an engine assembly and a vehicle, the engine assembly comprises a crankcase and a first air inlet pipe, the crankcase is provided with an oil-gas separator, and the first air inlet pipe is connected behind an air filter; the crankcase ventilation pipe comprises a first connector, a ventilation pipe body and a second connector which are connected in sequence, the first connector is connected with a gas outlet of the oil-gas separator, and the second connector is connected with the first gas inlet pipe; wherein the first connector is constructed to be a double-seal connector, a first-stage seal and a second-stage seal are formed by the first connector and the oil-gas separator, a middle gap between the first-stage seal and the second-stage seal is communicated with the intake manifold, and the intake manifold is provided with a pressure sensor. According to the engine assembly, fault conditions such as neglected loading, disconnection and damage of the crankcase ventilation pipe can be monitored by monitoring the pressure change condition of intake gas in the intake manifold, so that the crankcase ventilation pipe can be quickly checked, blow-by and leakage are prevented, and oil and gas pollution is avoided.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, and in particular to an engine assembly and a vehicle having the engine assembly. Background Technology

[0002] During engine operation, the high-pressure air-fuel mixture in the combustion chamber inevitably leaks into the crankcase through the gap between the piston and cylinder liner. The components of the blow-by gas are unburned fuel gas, water vapor, and exhaust gas, which not only causes the pressure in the crankcase to increase and then leak into the atmosphere to pollute the environment, but also reduces the performance of the engine oil and causes it to deteriorate. Therefore, crankcase blow-by is an important source of pollution and must be controlled.

[0003] Emissions regulations stipulate that if a vehicle uses a crankcase ventilation system, the manufacturer must monitor the system to ensure its integrity. The regulations require that the crankcase ventilation pipe, as the primary connection between the engine crankcase and the intake system, not only ensure smooth gas flow but also guarantee reliable connections, monitoring for leaks, disconnections, and other faults to prevent oil and gas contamination.

[0004] In existing technologies, diagnostic crankcase ventilation pipes or exemption-type crankcase ventilation pipes are mainly used. Although diagnostic crankcase ventilation pipes can directly meet the monitoring needs for pipe disconnection faults, they increase the actual cost of the sensor and there is room for improvement. Utility Model Content

[0005] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes an engine assembly that can monitor the pressure changes of the intake gas in the intake manifold to detect faults such as missing, disconnected, or damaged crankcase ventilation pipes, preventing blow-by and leakage, avoiding oil and gas pollution, and at a low cost.

[0006] An engine assembly according to an embodiment of the present invention includes: a crankcase and a first intake pipe, wherein the crankcase is provided with an oil-gas separator, and the first intake pipe is connected to an air filter; a crankcase ventilation pipe, wherein the crankcase ventilation pipe includes a first connector, a ventilation pipe body and a second connector connected in sequence, the first connector being connected to the gas outlet of the oil-gas separator, and the second connector being connected to the first intake pipe; wherein the first connector is constructed as a double-sealed connector and forms a primary seal and a secondary seal with the oil-gas separator, the middle gap between the primary seal and the secondary seal communicating with the intake manifold, and the intake manifold is provided with a pressure sensor.

[0007] According to the engine assembly of this utility model embodiment, by setting a two-stage seal at the connection between the crankcase ventilation pipe and the oil-gas separator, the sealing performance and safety of the crankcase ventilation pipe are greatly improved, preventing blow-by leakage. By connecting the middle gap with the intake manifold, the pressure sensor monitors the pressure changes of the intake gas in the intake manifold in real time, so as to monitor faults such as missing parts, disconnection, and damage of the crankcase ventilation pipe. This allows for quick inspection of the crankcase ventilation pipe, preventing blow-by leakage and avoiding oil and gas pollution. Consequently, the occurrence of crankcase ventilation pipe failures can be significantly reduced, avoiding the need to add sensors to the crankcase ventilation pipe or replace parts during maintenance, thus reducing costs and eliminating the need for complex diagnostic system development, shortening the development cycle.

[0008] According to some embodiments of the present invention, in an engine assembly, the first connector includes a first sealing section and a second sealing section, the gas outlet includes an inner layer and an outer layer, the inner layer is sealed to the first sealing section to form the primary seal, the outer layer is sealed to the second sealing section to form the secondary seal, and the central gap is formed between the inner layer and the outer layer.

[0009] According to some embodiments of the present invention, in the engine assembly, the first sealing section and the second sealing section are connected axially, and the outer diameter of the second sealing section is larger than the outer diameter of the first sealing section; wherein, a first sealing element is provided between the inner peripheral wall of the inner layer and the outer peripheral wall of the first sealing section, and a second sealing element is provided between the outer peripheral wall of the outer layer and the outer peripheral wall of the second sealing section.

[0010] According to some embodiments of the present invention, in an engine assembly, the outer peripheral wall of the second sealing section forms a limiting stop at one end away from the first sealing section, and the end of the outer layer abuts against the limiting stop; and / or, the end of the inner layer abuts against the end face of the second sealing section near the first sealing section.

[0011] According to some embodiments of the present invention, the second connector includes a connector body, a snap-fit ​​member, and a pressure plate. The connector body is connected to the end of the ventilation pipe body. The pressure plate is connected to the connector body through a connector. The snap-fit ​​member is clamped between the pressure plate and the connector body and is used to snap-fit ​​with the first intake pipe.

[0012] According to some embodiments of the present invention, the engine assembly of the snap-fit ​​member has a central hole and at least two snap-fit ​​portions, wherein the two snap-fit ​​portions are radially opposite each other in the central hole and protrude toward each other, and the snap-fit ​​portions are used to snap-fit ​​with the first intake pipe.

[0013] According to some embodiments of the present invention, the engine assembly of the ventilation pipe body includes multiple pipe segments, which are connected in sequence, and at least two of the pipe segments are connected by bends.

[0014] According to some embodiments of the present invention, in the engine assembly, the oil-gas separator has a venturi structure formed therein, and the gas in the oil-gas separator is adapted to flow to the crankcase ventilation pipe under the action of the venturi structure.

[0015] According to some embodiments of the present invention, the engine assembly further includes a turbocharger and a bypass pipe for air intake. The turbocharger is connected to the first intake pipe. The bypass pipe for air intake has an inlet channel, a first outlet channel, and a second outlet channel that are interconnected. The inlet end of the inlet channel is connected to the turbocharger, the outlet end of the first outlet channel is connected to the oil-gas separator, and the outlet end of the second outlet channel is connected to the first intake pipe.

[0016] The utility model also provides a vehicle.

[0017] The vehicle according to the embodiments of the present invention is provided with the engine assembly described in any of the above claims.

[0018] The advantages that the vehicle and the engine assembly have over the prior art are the same, and will not be repeated here.

[0019] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0021] Figure 1 This is a schematic diagram of the engine assembly according to an embodiment of the present utility model;

[0022] Figure 2 This is a structural schematic diagram of the crankcase ventilation pipe according to an embodiment of the present utility model;

[0023] Figure 3 This is a schematic diagram of the structure of the curved air supply pipe according to an embodiment of the present utility model;

[0024] Figure 4 This is a cross-sectional view of the first connector assembled with the oil-gas separator according to an embodiment of the present utility model;

[0025] Figure 5 This is a schematic diagram of the structure of the second connector according to an embodiment of the present utility model.

[0026] Figure label:

[0027] Engine assembly 100,

[0028] Oil-gas separator 1, gas outlet 11, inner layer 111, outer layer 112, middle gap 113, first intake pipe 2, crankcase ventilation pipe 3, first connector 31, first sealing section 311, second sealing section 312, limit stop 313, first seal 314, second seal 315, ventilation pipe body 32, pipe section 321, second connector 33, connector body 331, snap-fit ​​332, middle hole 3321, snap-fit ​​part 3322, pressure plate 333, booster 4, curved pipe air supply pipe 5, inlet channel 51, first outlet channel 52, second outlet channel 53. Detailed Implementation

[0029] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0030] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, features defined as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0031] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0032] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.

[0033] Reference below Figure 1-Figure 5 The engine assembly 100 according to an embodiment of the present utility model can monitor the pressure changes of the intake gas in the intake manifold to detect faults such as missing parts, disconnection, or damage of the crankcase ventilation pipe 3, prevent gas leakage, avoid oil and gas pollution, and has a low cost.

[0034] like Figure 1-Figure 5 As shown, the engine assembly 100 according to an embodiment of the present invention includes: a crankcase, a first intake pipe 2, and a crankcase ventilation pipe 3.

[0035] The crankcase is used to install the engine crankshaft. Its internal structure is a cavity for installing the crankshaft and other components. The crankcase is equipped with an oil-gas separator 1, which is installed in the crankcase. The oil-gas separator 1 can separate the blow-by gas and exhaust gas entering the crankcase from the combustion chamber.

[0036] The first intake pipe 2 is part of the engine intake system. It is connected to the air filter. The first intake pipe 2 delivers the air filtered and purified by the air filter to the combustion chamber of the engine, where it mixes and burns with fuel.

[0037] It should be noted that during engine operation, the high-pressure combustible mixture and burned gases in the combustion chamber can seep into the crankcase through the gap between the piston assembly and cylinder liner, causing blow-by. Blow-by gases consist of unburned fuel vapor, water vapor, and exhaust gases, which dilute the engine oil, reduce its performance, accelerate oxidation and deterioration, and lead to oil degradation. Water vapor condensing in the engine oil forms sludge, clogging oil passages; acidic gases in the exhaust mix with the lubrication system, causing corrosion and accelerated wear of engine parts; blow-by can also cause excessive pressure in the crankcase, damaging the crankcase seal and causing oil leakage. To prevent excessive crankcase pressure, extend the service life of the engine oil, reduce wear and corrosion of parts, and prevent engine oil leaks, a crankcase ventilation pipe (3) is required for crankcase ventilation.

[0038] The crankcase ventilation pipe 3 includes a first connector 31, a ventilation pipe body 32, and a second connector 33 connected in sequence. The first connector 31 is connected to the gas outlet 11 of the oil-gas separator 1, and the second connector 33 is connected to the first intake pipe 2. That is to say, the blow-by gas separated by the oil-gas separator 1 can flow out from the gas outlet 11 of the oil-gas separator 1 and then enter the crankcase ventilation pipe 3. After passing through the crankcase ventilation pipe 3, it enters the first intake pipe 2. Then, the blow-by gas can be mixed with the purified air and re-enter the combustion chamber for combustion. In this way, the blow-by gas in the crankcase is reintroduced into the combustion chamber for combustion, which improves the efficiency of the crankcase ventilation system, the performance of the engine oil, and reduces the engine's fuel consumption, thereby improving the engine's performance and reliability.

[0039] In practice, the second connector 33 can be constructed as an exempt quick-connect plug to connect with the plug of the first intake pipe 2, thereby forming a non-removable assembly, ensuring reliable connection between the crankcase ventilation pipe 3 and the first intake pipe 2, and preventing air leakage.

[0040] Furthermore, the first connector 31 is constructed as a double-sealed connector and forms a primary seal and a secondary seal with the oil-gas separator 1. The middle gap 113 between the primary seal and the secondary seal is connected to the intake manifold, and the intake manifold is equipped with a pressure sensor.

[0041] Specifically, the primary seal is used to seal the crankcase ventilation pipe 3 body, connecting the oil-gas separator 1 to the ventilation pipe body 32, allowing blow-by gas to enter the ventilation pipe body 32 from the oil-gas separator 1, and then enter the first intake pipe 2 through the ventilation pipe body 32. The secondary seal is used to monitor gas pressure. In practice, when the engine is operating under high load conditions, blow-by gas in the crankcase can enter the ventilation pipe body 32. At this time, because the pressure in the first intake pipe 2 after air filtering is lower than the pressure in the crankcase ventilation pipe 3, the blow-by gas will eventually enter the first intake pipe 2 through the crankcase ventilation pipe 3 and enter the combustion chamber to participate in combustion again. The pressure sensor in the intake manifold can measure the pressure change in the intake manifold. By connecting the middle gap 113 between the primary and secondary seals to the intake manifold, the pressure sensor can monitor the pressure change in the intake manifold to detect faults such as missing parts, disconnection, or damage to the crankcase ventilation pipe 3. That is, when blow-by gas leaks from the crankcase ventilation pipe 3, the intake gas pressure in the intake manifold will change.

[0042] In practice, when the monitoring conditions are met, it is determined whether the positive deviation between the actual intake pressure monitored by the pressure sensor and the set intake pressure is less than the set threshold. If it is less, the intake pressure is reported as unreasonable and the crankcase ventilation pipe 3 is faulty, thus completing the diagnosis. The operator can be notified to check the crankshaft ventilation system. When the positive deviation between the actual intake pressure monitored by the pressure sensor and the set intake pressure is not less than the set threshold, the diagnosis is completed and it is determined that the crankcase ventilation pipe 3 is fault-free, thus completing the test of the crankcase ventilation pipe 3.

[0043] Therefore, by setting a two-stage seal at the connection between the crankcase ventilation pipe 3 and the oil-gas separator 1, the sealing performance and safety of the crankcase ventilation pipe 3 are greatly improved, preventing blow-by leakage. By connecting the middle gap 113 to the intake manifold, the pressure sensor monitors the pressure changes of the intake gas in the intake manifold in real time to detect faults such as missing parts, disconnection, and damage of the crankcase ventilation pipe 3. This allows for quick inspection of the crankcase ventilation pipe 3, preventing blow-by leakage and avoiding oil and gas pollution. Consequently, the occurrence of crankcase ventilation pipe 3 failures can be significantly reduced, avoiding the need to add sensors to the crankcase ventilation pipe 3 or replace parts during maintenance. This reduces costs and eliminates the need for complex diagnostic system development, shortening the development cycle.

[0044] In some embodiments, such as Figure 4 As shown, the first connector 31 includes a first sealing section 311 and a second sealing section 312. The first sealing section 311 is the front end of the first connector 31, i.e., the left end shown in the figure, and the second sealing section 312 is the rear end of the first sealing section 311, i.e., the right end shown in the figure. The gas outlet 11 includes an inner layer 111 and an outer layer 112. As shown in the figure, the inner part of the gas outlet 11 is the inner layer 111, and the outer layer 112 is the outer part of the inner layer 111. A central gap 113 is formed between the inner layer 111 and the outer layer 112, i.e., the inner layer 111 and the outer layer 112 are spaced apart by a certain distance to form a central gap 113. The structure is bifurcated, extending forward respectively.

[0045] The inner layer 111 is shaped and sized to match the first sealing section 311, and the outer layer 112 is shaped and sized to match the second sealing section 312. Thus, the inner layer 111 can seal with the first sealing section 311 to form a primary seal, and the outer layer 112 can seal with the second sealing section 312 to form a secondary seal. That is, the inner peripheral wall of the inner layer 111 is tightly fitted and pressed against the outer peripheral wall of the first sealing section 311, and the inner peripheral wall of the outer layer 112 is tightly fitted and pressed against the outer peripheral wall of the second sealing section 312, forming two layers of seals to prevent gas leakage. When gas leaks into the intermediate gap through the primary seal, there is also a secondary seal to seal it, which greatly improves the sealing performance. The sensor in the intake manifold can monitor the gas leaking into the intermediate gap in time to prevent gas leakage. Thus, it can detect the occurrence of faults such as missing parts, disconnection, and damage of the crankcase ventilation pipe 3 in a timely manner to prevent oil and gas pollution.

[0046] In some embodiments, such as Figure 4 As shown, the first sealing section 311 and the second sealing section 312 are connected axially, that is, the first sealing section 311 and the second sealing section 312 both extend horizontally and are connected in the left-right direction as shown in the figure. This helps to maintain the stability of the entire first joint 31 and ensures that gas will not leak due to loosening or separation of the joint when the gas flows. Moreover, the outer diameter of the second sealing section 312 is larger than the outer diameter of the first sealing section 311. This allows the first sealing section 311 and the second sealing section 312 to be radially spaced by a certain distance to match the outer diameter of the inner layer 111 and the outer layer 112, thereby improving the sealing effect. In addition, the larger outer diameter of the second sealing section 312 can increase the rigidity and stability of the second sealing section 312.

[0047] A first sealing element 314 is provided between the inner peripheral wall of the inner layer 111 and the outer peripheral wall of the first sealing section 311, such as... Figure 4 As shown, a groove can be provided on the inner peripheral wall of the inner layer 111 or the outer peripheral wall of the first sealing section 311 for installing the first sealing element 314. The first sealing element 314 is tightly pressed between the inner peripheral wall of the inner layer 111 and the outer peripheral wall of the first sealing section 311 to prevent gas leakage from the gap between the inner layer 111 and the first sealing section 311, further improving the sealing effect between the inner layer 111 and the first sealing section 311. A second sealing element 315 is provided between the outer peripheral wall of the outer layer 112 and the outer peripheral wall of the second sealing section 312, such as... Figure 4As shown, a groove can be provided on the outer peripheral wall of the outer layer 112 or the outer peripheral wall of the second sealing section 312 for installing the second sealing element 315, to prevent gas from leaking from the gap between the outer layer 112 and the second sealing section 312, and further improve the sealing effect between the outer layer 112 and the second sealing section 312. Thus, the sealing performance at the connection between the first connector 31 and the gas outlet 11 of the oil-gas separator 1 is greatly improved, ensuring the reliability of the two-stage seal.

[0048] In the actual design, the material of the first connector 31 can be selected as PA66+GF30 / PA6+GF30, and the first seal 314 and the second seal 315 are constructed as O-ring seals, with FKM material selected.

[0049] In some embodiments, the outer peripheral wall of the second sealing section 312 forms a limiting stop 313 at one end away from the first sealing section 311, and the end of the outer layer 112 is limited and abuts against the limiting stop 313.

[0050] Specifically, if Figure 4 As shown, the right end of the outer peripheral wall of the second sealing section 312, that is, the end away from the first sealing section 311, protrudes outward by a small distance to form a limiting stop 313. The radial dimension of the limiting stop 313 is adapted to the radial dimension of the inner layer 111, so that the end of the outer layer 112 can be radially limited and abutted against the limiting stop 313. That is, the end of the outer layer 112 can be tightly pressed against the limiting stop 313, which can restrict the axial movement of the outer layer 112 and the second sealing section 312 and prevent the relative displacement between the outer layer 112 and the second sealing section 312.

[0051] In other embodiments, such as Figure 4 As shown, the end of the inner layer 111 is stopped and abutted against the end face of the second sealing section 312 near the first sealing section 311. That is, the end of the inner layer 111 is stopped and abutted against the left end face of the first sealing section 311 extending radially. In other words, the end of the inner layer 111 can be tightly pressed against the left end face of the first sealing section 311, which can restrict the axial movement of the inner layer 111 and the first sealing section 311 and prevent the inner layer 111 and the first sealing section 311 from having relative displacement.

[0052] Therefore, by limiting and stopping the end faces of the inner layer 111 and the outer layer 112, the axial movement and movement of the oil-gas separator 1 or the first connector 31 can be restricted, so that the two are kept in a fixed position and relative displacement is prevented, thereby ensuring the stability and reliability of the connection between the crankcase ventilation pipe 3 and the oil-gas separator 1 and improving the sealing effect.

[0053] In some embodiments, such as Figure 5As shown, the second connector 33 includes a connector body 331, a snap-fit ​​component 332, and a pressure plate 333. The connector body 331 is connected to the end of the ventilation pipe body 32 to ensure a tight and stable connection between the second connector 33 and the ventilation pipe body 32. The pressure plate 333 is connected to the connector body 331 through a connector. The snap-fit ​​component 332 is clamped between the pressure plate 333 and the connector body 331. The snap-fit ​​component 332 is used to snap-fit ​​with the first air intake pipe 2. That is, the pressure plate 333 is used to hold the snap-fit ​​component 332 to ensure that the snap-fit ​​component 332 can be firmly fixed on the connector body 331, thereby facilitating the connection between the snap-fit ​​component 332 and the first air intake pipe 2. The connector can be a buckle, bolt, screw, etc., which can be used to firmly install the pressure plate 333 on the connector body 331, thereby ensuring the stability of the connection between the second connector 33 and the first air intake pipe 2.

[0054] Thus, the second connector 33 is formed as an exempt quick-connect plug, and the assembly part is not removable, ensuring reliable connection between the crankcase ventilation pipe 3 and the first intake pipe 2 and preventing gas leakage.

[0055] In some embodiments, the snap-fit ​​member 332 has a central hole 3321 for gas flow, and the snap-fit ​​member 332 is provided with at least two snap-fit ​​portions 3322, that is, two, three, four or even more snap-fit ​​portions 3322 can be provided. Providing multiple snap-fit ​​portions 3322 can improve the reliability and stability of the snap-fit, so that the second connector 33 is firmly connected.

[0056] Two snap-fit ​​parts 3322 are radially opposite each other in the middle hole 3321 and protrude towards each other. The snap-fit ​​parts 3322 are used to snap-fit ​​with the first air intake pipe 2. That is, the inner peripheral wall of the first air intake pipe 2 is provided with a snap-fit ​​groove that matches the shape and size of the snap-fit ​​parts 3322, so that the snap-fit ​​parts 3322 can be firmly snapped with the first air intake pipe 2, and the connection is simple and reliable.

[0057] Specifically, if Figure 5As shown, the snap-fit ​​component 332 has four snap-fit ​​parts 3322 protruding radially outward on the outer periphery of the central hole 3321. The four snap-fit ​​parts 3322 are evenly distributed at a distance from each other and are arranged in pairs facing each other radially, which can ensure that the snap-fit ​​component 332 is stably connected at all points. The connector body 331 is provided with snap-fit ​​grooves that are adapted to the shape and size of the snap-fit ​​parts 3322, so that one end of the snap-fit ​​part 3322 can be snapped and connected to the connector body 331 and the other end can be snapped and connected to the first air inlet pipe 2. The outer periphery of the pressure plate 333 is provided with a connector facing the connector body 331. The connector body 331 is provided with a connection hole that is adapted to the shape and size of the connector, so that the connector can be inserted into the connection hole to realize the connection between the pressure plate 333 and the connector body 331. At the same time, the snap-fit ​​component 332 is sandwiched between the pressure plate 333 and the connector body 331 to ensure the stability of the snap-fit ​​component 332.

[0058] In actual design, the ventilation pipe body 32 of the crankcase ventilation pipe 3 can be constructed as a nylon pipe or a rubber hose. The nylon pipe can be connected to the first connector 31 or the second connector 33 by interference fit, and the rubber hose can be connected to the first connector 31 or the second connector 33 by crimping clamp to ensure connection reliability. The nylon pipe can be made of materials such as PA612, PA12, PA6, PPA, and PPS, which have good high temperature resistance, low temperature impact resistance, thermal stability, and high pressure resistance. Corrugated sections can be appropriately added according to the direction of the nylon pipe. The rubber hose can be made of materials such as AEM, FKM, or multi-layer rubber hose, which have good high temperature resistance, negative pressure resistance, and oil resistance. The inner diameter of the nylon pipe and the rubber hose can be designed according to the size of the first connector 31 or the second connector 33.

[0059] In some embodiments, the ventilation duct body 32 includes multiple pipe segments 321, which are connected sequentially, and at least two pipe segments 321 are bent and connected. In this way, multiple pipe segments are connected to each other to form a complete ventilation duct body 32, which facilitates the installation and disassembly of the ventilation duct body 32, and makes maintenance and replacement easier. When one pipe segment is damaged, the damaged pipe segment can be removed and replaced separately without disassembling the entire pipe body, which improves convenience. The multiple pipe segments can be connected by bolts, flanges, or welding, and the pipe segments are bent and connected to flexibly adapt to changes in installation space or changes in gas flow direction.

[0060] In some embodiments, a venturi structure is formed inside the oil-gas separator 1, and the gas inside the oil-gas separator 1 is adapted to flow to the crankcase ventilation pipe 3 under the action of the venturi structure.

[0061] In other words, blow-by gas in the crankcase can be forced through the oil-gas separator 1 into the crankcase ventilation pipe 3 by the Venturi effect generated by the Venturi structure in the oil-gas separator 1, and then into the first intake pipe 2 of the intake manifold. It mixes with the purified air and re-enters the combustion chamber for combustion. In this way, the blow-by gas in the crankcase is reintroduced into the combustion chamber for combustion, which improves the efficiency of the crankcase ventilation system, the performance of the engine oil, and reduces the engine's fuel consumption, thereby improving the engine's performance and reliability.

[0062] In some embodiments, the engine assembly 100 further includes a turbocharger 4 and a bypass air supply pipe 5, the turbocharger 4 being connected to the first intake pipe 2.

[0063] Specifically, the crankcase air supply pipe 5 is used to maintain the pressure balance in the crankcase. When blow-by gas enters the crankcase, it will cause the crankcase pressure to be too high. The crankcase air supply pipe can replenish gas into the crankcase to control the pressure in the crankcase within a reasonable range, preventing the pressure from being too low or too high. In this way, the risk of crankcase damage due to excessive pressure can be reduced. Connecting the turbocharger 4 to the first intake pipe 2 allows the pressurized high-pressure gas to enter the first intake pipe 2, which can then be used by the engine.

[0064] The curved air supply pipe 5 has an interconnected inlet channel 51, a first outlet channel 52, and a second outlet channel 53. The inlet end of the inlet channel 51 is connected to the turbocharger 4, the outlet end of the first outlet channel 52 is connected to the oil-gas separator 1, and the outlet end of the second outlet channel 53 is connected to the first air intake pipe 2.

[0065] In other words, the crankcase air supply pipe 5 has three interconnected pipes, which can connect the turbocharger 4, the oil-gas separator 1 and the first intake pipe 2, allowing gas to flow between the three. Thus, the pressurized gas can enter the first outlet channel 52 through the inlet channel 51, and then flow out from the first outlet channel 52 into the oil-gas separator 1 to supply high-pressure gas to the crankcase. Afterwards, the blow-by gas can continue to enter the crankcase ventilation pipe 3 and the first intake pipe 2. The pressurized gas can also enter the second outlet channel 53 through the inlet channel 51, and then flow out from the second outlet channel 53 into the first intake pipe 2.

[0066] In practice, when the engine is operating under low load conditions, the turbocharger 4 does not participate in the operation. When the engine is operating under high load conditions, the turbocharger starts to work. At this time, the inlet flow channel 51 and the first outlet flow channel 52 and the second outlet flow channel 53 can selectively flow according to the blow-by situation in the crankcase. In this way, the crankcase pipe can not only provide high-pressure gas to the oil-gas separator 1 to maintain the pressure stability in the crankcase, but also play a diversion role, improving the ventilation efficiency of the crankcase ventilation system.

[0067] Therefore, by setting an interconnected inlet channel 51, a first outlet channel 52, and a second outlet channel 53 in the crankcase air supply pipe 5, the turbocharger 4, the oil-gas separator 1, and the first intake pipe 2 are connected through the inlet channel 51, the first outlet channel 52, and the second outlet channel 53. Thus, depending on the engine's operating conditions and the blow-by situation in the crankcase, the gas pressurized by the turbocharger 4 can be selectively directed to the oil-gas separator 1 or the first intake pipe 2 to maintain stable pressure in the crankcase and improve ventilation efficiency.

[0068] The utility model also provides a vehicle.

[0069] The vehicle according to the present invention includes an engine assembly 100 of any of the above embodiments. A two-stage seal is provided at the connection between the crankcase ventilation pipe 3 and the oil-gas separator 1, greatly improving the sealing performance and safety of the crankcase ventilation pipe 3 and preventing blow-by leakage. By connecting the central gap 113 to the intake manifold, a pressure sensor can monitor the pressure changes of the intake gas in the intake manifold in real time to detect faults such as missing parts, disconnections, or damage to the crankcase ventilation pipe 3. This allows for quick inspection of the crankcase ventilation pipe 3, preventing blow-by leakage and avoiding oil and gas pollution. Consequently, the occurrence of crankcase ventilation pipe 3 faults can be significantly reduced, avoiding the need to add sensors to the crankcase ventilation pipe 3 or replace parts during maintenance, thus reducing costs. Simultaneously, the connection reliability of the crankcase ventilation pipe 3 is guaranteed, and the development of a complex diagnostic system is eliminated, shortening the development cycle.

[0070] This can improve engine performance and reliability, thereby improving vehicle operating performance.

[0071] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0072] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An engine assembly, characterized in that, include: A crankcase and a first intake pipe, wherein the crankcase is equipped with an oil-gas separator, and the first intake pipe is connected after the air filter; A crankcase ventilation pipe, comprising a first connector, a ventilation pipe body, and a second connector connected in sequence, wherein the first connector is connected to the gas outlet of the oil-gas separator, and the second connector is connected to the first intake pipe; The first connector is a double-sealed connector and forms a primary seal and a secondary seal with the oil-gas separator. The middle gap between the primary seal and the secondary seal is connected to the intake manifold, and the intake manifold is equipped with a pressure sensor.

2. The engine assembly according to claim 1, characterized in that, The first connector includes a first sealing section and a second sealing section. The gas outlet includes an inner layer and an outer layer. The inner layer is sealed to the first sealing section to form the primary seal. The outer layer is sealed to the second sealing section to form the secondary seal. The central gap is formed between the inner layer and the outer layer.

3. The engine assembly according to claim 2, characterized in that, The first sealing section and the second sealing section are connected axially, and the outer diameter of the second sealing section is larger than the outer diameter of the first sealing section; A first sealing element is provided between the inner peripheral wall of the inner layer and the outer peripheral wall of the first sealing section, and a second sealing element is provided between the outer peripheral wall of the outer layer and the outer peripheral wall of the second sealing section.

4. The engine assembly according to claim 3, characterized in that, The outer peripheral wall of the second sealing section forms a limiting stop at one end away from the first sealing section, and the end of the outer layer abuts against the limiting stop. And / or, the end portion of the inner layer is stopped against the end face of the second sealing section near the first sealing section.

5. The engine assembly according to claim 1, characterized in that, The second connector includes a connector body, a snap-fit ​​component, and a pressure plate. The connector body is connected to the end of the ventilation pipe body. The pressure plate is connected to the connector body via a connector. The snap-fit ​​component is sandwiched between the pressure plate and the connector body and is used to snap-fit ​​with the first air intake pipe.

6. The engine assembly according to claim 5, characterized in that, The snap-fit ​​component has a central hole and at least two snap-fit ​​portions, wherein the two snap-fit ​​portions are radially opposite each other in the central hole and protrude toward each other, and the snap-fit ​​portions are used to snap-fit ​​with the first air intake pipe.

7. The engine assembly according to claim 1, characterized in that, The ventilation duct body includes multiple duct segments, which are connected sequentially, and at least two duct segments are connected by bends.

8. The engine assembly according to claim 1, characterized in that, The oil-gas separator has a venturi structure, and the gas inside the oil-gas separator is adapted to flow to the crankcase ventilation pipe under the action of the venturi structure.

9. The engine assembly according to any one of claims 1-8, characterized in that, It also includes a turbocharger and a bypass air supply pipe, wherein the turbocharger is connected to the first intake pipe; The curved air supply pipe has an interconnected inlet channel, a first outlet channel, and a second outlet channel. The inlet end of the inlet channel is connected to the turbocharger, the outlet end of the first outlet channel is connected to the oil-gas separator, and the outlet end of the second outlet channel is connected to the first air intake pipe.

10. A vehicle, characterized in that, The engine assembly as described in any one of claims 1-9 is provided.

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