Engine integrated with turbocharger and vehicle

Abstract

The utility model provides an engine integrated with turbochargers and a vehicle, and relates to the technical field of vehicle power plant, the engine integrated with the turbochargers comprises a V-shaped engine and two turbochargers arranged on the V-shaped engine, the upper part of the V-shaped engine is provided with a V-shaped groove, and the two turbochargers are arranged in the V-shaped groove. The two turbochargers are both arranged in the V-shaped groove; oil inlet pipes of the two turbochargers are communicated with a cylinder cover of the V-shaped engine, oil outlet pipes of the two turbochargers are communicated with the upper portion of a cylinder body of the V-shaped engine, and the oil inlet pipes and the oil outlet pipes are located in the V-shaped groove. According to the engine integrated with the turbocharger, the oil inlet pipe and the oil outlet pipe are both located in the V-shaped groove, the turbocharger takes oil from the cylinder cover, and the discharged oil can return to the upper portion of the cylinder cover, so that pipelines of the oil inlet pipe and the oil outlet pipe are short, the oil return speed can be increased, the temperature of engine oil is effectively prevented from being too high, and therefore the service life of the engine is prolonged.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle power device technical field, especially a kind of engine integrated turbocharger. BACKGROUND

[0002] At present, for V-type engine, to improve its power, torque and fuel economy, most of them are realized by increasing the number of turbochargers.

[0003] The traditional V-type engine using single turbocharger, the lubricating oil circuit of turbocharger is generally taken from the cylinder head or cylinder block, and the oil outlet returns to the oil pan. This lubricating oil circuit path is relatively long, and the oil return is not smooth, which may cause oil leakage of the turbocharger.

[0004] In addition, since the turbocharger works by using the exhaust gas of the engine, the exhaust gas temperature of the engine is relatively high, and the high-speed operation of the turbocharger will cause the oil outlet temperature of the turbocharger to be relatively high. The high-temperature oil returns to the oil pan, which increases the temperature of the oil in the oil pan. High oil temperature will affect its lubricating performance, oxidation resistance and viscosity, etc., which is not conducive to the normal operation of the engine, thereby increasing the wear of the engine parts. SUMMARY

[0005] Therefore, the utility model aims at providing an engine integrated turbocharger to improve the performance of the engine.

[0006] To achieve the above-mentioned purpose, the technical scheme of the utility model is as follows:

[0007] An engine integrated turbocharger, comprising a V-type engine and two turbochargers arranged on the V-type engine.

[0008] The upper part of the V-type engine is provided with a V-type groove, and the two turbochargers are arranged in the V-type groove.

[0009] The oil inlet pipes of the two turbochargers are respectively communicated with the cylinder head of the V-type engine, the oil outlet pipes of the two turbochargers are respectively communicated with the upper part of the cylinder block of the V-type engine, and the oil inlet pipes and the oil outlet pipes are located in the V-type groove.

[0010] Further, the oil inlet pipe comprises a main oil inlet pipe and two branch oil inlet pipes connected in parallel at one end of the main oil inlet pipe; the other end of the main oil inlet pipe is communicated with the cylinder head, and the other ends of the two branch oil inlet pipes are respectively communicated with the oil inlets of the two turbochargers.

[0011] Further, the two turbochargers are arranged in the V-shaped groove, and the two turbochargers are arranged in the V-shaped groove.

[0012] Further, the two turbochargers are arranged in the V-shaped groove, and the two turbochargers are arranged in the V-shaped groove.

[0013] Further, the V-shaped engine comprises two exhaust manifolds arranged in the V-shaped groove, and the turbine inlet pipes of the two turbochargers are in one-to-one correspondence with the two exhaust manifolds; the turbine inlet pipe and the exhaust manifold are connected by plug-in connection and are connected together by a clamp.

[0014] Further, the angle α between the end face of each exhaust manifold connected with the corresponding turbine inlet pipe and the plumb line is between 60° and 80°.

[0015] Further, each of the turbochargers and the V-shaped engine is provided with a positioning structure, and each of the positioning structures is used to limit the position of the turbine inlet pipe in the circumferential direction of the corresponding exhaust manifold.

[0016] Further, the bottom wall of the V-shaped groove is provided with an oil return hole corresponding to each oil outlet pipe, each oil return hole is in communication with the main oil passage in the cylinder body, and each oil outlet pipe is inserted into the corresponding oil return hole.

[0017] Further, the oil outlet pipe and the oil return hole constitute the positioning structure.

[0018] The engine integrated with the turbocharger disclosed by the utility model, by limiting the arrangement mode of the oil inlet pipe and the oil outlet pipe, specifically, the oil inlet pipes of the two turbochargers are in communication with the cylinder cover of the V-shaped engine respectively, the oil outlet pipes of the two turbochargers are in communication with the upper part of the cylinder body of the V-shaped engine respectively, and the oil inlet pipe and the oil outlet pipe are arranged in the V-shaped groove, so that the turbocharger takes oil from the cylinder cover, and the oil outlet can return to the upper part of the cylinder cover, the oil inlet pipe and the oil outlet pipe are relatively short, the oil return rate can be improved, the temperature of the engine oil is effectively prevented from being too high, the service life of the V-shaped engine is prolonged, and the performance of the V-shaped engine is improved.

[0019] The oil inlet pipe comprises a main oil inlet pipe and two branch oil inlet pipes, only one oil outlet port is arranged on the cylinder cover of the engine, and such an oil circuit is more convenient and connected with the two turbochargers, and the turbocharger smoothly takes oil.

[0020] By limiting the arrangement of the two turbochargers, specifically, the exhaust pipes of the compressors of the two turbochargers are located on the same side of the air inlet pipes of the compressors as viewed along the length direction of the V-shaped groove, thus without worrying about the interference problem when the two drive connecting rods are arranged in the middle of the V-shaped groove, the space in the V-shaped groove can be fully utilized, the gap between the two turbochargers is minimized, and the interference between the drive connecting rods of the two turbochargers can be effectively prevented, thereby reducing the space occupied by the turbocharged engine, and achieving the purposes of compact arrangement and small size of the turbocharged engine.

[0021] In addition, the turbine shafts of the two turbochargers are both parallel to the length direction of the V-shaped groove, because the turbocharger itself has a certain length in the turbine shaft axial direction, thus the advantage of the V-shaped groove having a certain space in the length direction is fully utilized, so that the two turbochargers can fully utilize their own advantages to cooperate with each other, and achieve the effect of compact arrangement of the two turbochargers in the V-shaped groove.

[0022] The exhaust pipes of the compressors of the two turbochargers are both located above the side of the air inlet pipes of the compressors, the air inlet and outlet pipelines and the oil inlet and outlet pipelines of the turbochargers can flow more smoothly, the lengths of the pipelines are relatively short, the resistance loss during the flow of the air is relatively small, and the lubricating oil can also flow smoothly to improve the lubricating performance, so that the turbocharger can exhibit excellent performance.

[0023] In addition, the two exhaust manifolds of the V-shaped engine are arranged in the V-shaped groove, and the turbine air inlet pipes of the two turbochargers are respectively connected in communication with the two exhaust manifolds, so that the two turbochargers supply air to the two rows of cylinders of the turbocharger, which is beneficial to improve the performance of the V-shaped engine.

[0024] The included angle α between the end face of each exhaust manifold connected with the corresponding turbine air inlet pipe and the plumb line is between 60° and 80°, which is beneficial to the compact arrangement of the two turbochargers, and also beneficial to the arrangement of the air inlet and outlet pipelines and the oil inlet and outlet pipelines of each turbocharger.

[0025] The corresponding turbine air inlet pipe and exhaust manifold are connected by insertion and connected together through a clamp, which is beneficial to ensure the connection reliability between the two and convenient for disassembly and assembly. A positioning structure for limiting the position of the turbine air inlet pipe in the circumferential direction of the corresponding exhaust manifold is arranged between each turbocharger and the V-shaped engine, so that the turbine air inlet pipe and the exhaust manifold can be inserted and assembled in place when they are connected by insertion, thereby improving the connection stability and reliability between the turbocharger and the V-shaped engine, and preventing the clamp from loosening.

[0026] The oil outlet pipe and the oil return hole are used as the positioning structure, so that the oil outlet pipe and the oil return hole can return the lubricating oil in the turbocharger to the cylinder main oil passage while having the positioning function, and other positioning structures can be omitted.

[0027] Another purpose of the utility model lies in providing a vehicle, the vehicle is equipped with the engine of integrated turbocharger as described above.

[0028] The vehicle of the utility model can improve the oil return rate of the turbocharger, effectively prevent the oil temperature from being too high, and prolong the service life of the engine. BRIEF DESCRIPTION OF DRAWINGS

[0029] The drawings that form part of the utility model are used to provide further understanding of the utility model, the illustrative embodiment of the utility model and its explanation are used to explain the utility model, and do not constitute undue limitation on the utility model.In the drawings,

[0030] Figure 1 It is an exemplary partial left view of the engine of integrated turbocharger of the utility model embodiment one;

[0031] Figure 2 It is an exemplary partial top view of the engine of integrated turbocharger of the utility model embodiment one;

[0032] Figure 3 It is an exemplary partial right view of the engine of integrated turbocharger of the utility model embodiment one;

[0033] Figure 4 It is an exemplary partial sectional view of the engine of integrated turbocharger of the utility model embodiment one.

[0034] BRIEF DESCRIPTION OF DRAWINGS

[0035] 1, V-type engine;2, turbocharger;3, clamp;

[0036] 101, cylinder body;102, cylinder cover;103, cylinder cover cover;104, exhaust manifold;

[0037] 1021, oil outlet;

[0038] 201, turbine inlet pipe;202, turbine outlet pipe;203, compressor inlet pipe;204, compressor outlet pipe;205, oil inlet pipe;206, oil outlet pipe;207, controller;208, drive link;209, oil inlet;

[0039] 2051, main oil inlet pipe;2052, branch oil inlet pipe;

[0040] 20511, protective sleeve;

[0041] a, V-shaped groove;B, plumb line. DETAILED DESCRIPTION

[0042] It should be noted that the embodiments in the utility model and the features in the embodiments can be combined with each other without conflict.

[0043] In the description of the utility model, it should be noted that the orientation or position relationship indicated by the terms "upper", "lower", "inner", "back" and the like is based on the orientation or position relationship shown in the drawings, and is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the utility model. In addition, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0044] In addition, in the description of the utility model, unless otherwise explicitly limited, the terms "mounting", "connection", "connection", "connecting piece" should be broadly understood. For example, it can be fixedly connected, or it can be detachably connected, or it can be integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the utility model can be understood in combination with the specific circumstances.

[0045] In the drawings of the utility model, the front-rear direction is the front-rear direction of the vehicle, usually referring to the length direction of the vehicle, the left-right direction is the left-right direction of the vehicle, usually referring to the width direction of the vehicle, the up-down direction is the height direction of the vehicle, in the drawings: the front arrow points to the head of the vehicle, the rear arrow points to the tail of the vehicle, the upper arrow points to the top of the vehicle, and the lower arrow points to the bottom of the vehicle. Sitting in the driving position facing the vehicle head direction, the side where the left hand is located is the left side, and the side where the right hand is located is the right side, in the drawings, the left arrow points to the left side of the vehicle, and the right arrow points to the right side of the vehicle.

[0046] The utility model will be described in detail below with reference to the drawings and in combination with the embodiments.

[0047] Embodiment one

[0048] The engine is a kind of power device, it can convert heat energy, electric energy or chemical energy into mechanical energy, drive various mechanical equipment to run. In order to improve the performance of engine, turbocharger is usually equipped. Turbocharger is actually a kind of air compressor, increase the intake by compressing air, it uses the inertial force of exhaust gas discharged by engine to drive the turbine in turbine, and the turbine drives the impeller (impeller in compressor) on the same shaft, impeller sends the air from the air cleaner pipe and makes it enter the cylinder of engine.

[0049] Large displacement engine generally refers to an engine with relatively large displacement in the field of automobiles. Due to the large displacement, the large displacement engine can release more energy per unit time, and therefore generally has higher power and torque output, which enables the vehicle equipped with the large displacement engine to provide more powerful power, better acceleration performance and smoother driving.

[0050] V-type engine is a common large displacement engine. At present, in order to improve its performance such as power and torque, some manufacturers adopt the scheme of increasing the number of turbochargers to improve the overall power and torque. At the same time, increasing the number of turbochargers can also greatly improve the fuel economy. The application of double turbochargers is particularly significant. This technology effectively improves the power and torque output of the engine by configuring two turbochargers on the engine.

[0051] The traditional V-type engine applying a single turbocharger generally takes oil from the cylinder head or cylinder block for the lubricating oil circuit of the turbocharger, and returns the oil to the oil pan. Such a lubricating oil circuit path is relatively long, and the oil return is not smooth, which may cause oil leakage of the turbocharger.

[0052] In addition, since the turbocharger works by using the exhaust gas of the engine, the exhaust gas of the engine has a high temperature, and the high-speed operation of the turbocharger will cause the oil outlet temperature of the turbocharger to be high. The high-temperature oil returned to the oil pan will increase the temperature of the oil in the oil pan, and the high temperature of the oil will affect its lubricating performance, oxidation resistance and viscosity, which is not conducive to the normal operation of the engine, thereby increasing the wear of the engine parts.

[0053] The present embodiment relates to an engine integrated with turbochargers, which includes two turbochargers 2, and by reasonably arranging the oil inlet pipe 205 and the oil outlet pipe 206 of the two turbochargers 2, the oil inlet pipe 205 and the oil outlet pipe 206 are relatively short, which can improve the oil return rate and effectively prevent the oil temperature from being too high, thereby prolonging the service life of the V-type engine 1.

[0054] An exemplary structure of the engine integrated with turbochargers of the present embodiment is shown in Figures 1 to 3 As a whole, the turbocharged engine of the present embodiment mainly includes a V-type engine 1 and two turbochargers 2 arranged on the V-type engine 1.

[0055] The upper part of the V-type engine 1 is provided with a V-type groove a, and the two turbochargers 2 are arranged in the V-type groove a. The oil inlet pipes 205 of the two turbochargers 2 are respectively communicated with the cylinder heads 102 of the V-type engine 1, the oil outlet pipes 206 of the two turbochargers 2 are respectively communicated with the upper parts of the cylinder blocks 101 of the V-type engine 1, and the oil inlet pipes 205 and the oil outlet pipes 206 are located in the V-type groove a.

[0056] The engine with an integrated turbocharger will be referred to as a turbocharged engine in the following text. For a better understanding of this embodiment, please refer to [the relevant documentation]. Figures 1 to 3 The structure of the V-type engine 1 will be described below. The structure of the V-type engine 1 in this embodiment can be referenced from existing technologies. For example... Figure 1 As shown, the upper part of the cylinder body 101 is provided with two cylinder heads 102, and the two cylinder heads 102 are respectively provided with cylinder head covers 103. The two cylinder heads 102, the two cylinder head covers 103 and the cylinder body 101 form a V-shaped groove a.

[0057] Next, refer to Figures 1 to 3 A brief description of the structure of turbocharger 2 is provided. Turbocharger 2 is also a structure in the prior art. Turbocharger 2 mainly consists of two parts: a turbine and a compressor. The turbine intake pipe 201 is connected to the engine exhaust manifold 104, and the turbine outlet pipe 202 is connected to, for example, a muffler. The compressor intake pipe 203 is connected to the air filter, and the compressor outlet pipe 204 is connected to the intake port of the V-type engine 1.

[0058] The turbine inside the turbine and the impeller inside the compressor are arranged coaxially and are connected by a drive rod 208. The extension direction of the drive rod 208 is basically consistent with the axial direction of the turbine and the impeller. On the housing of the turbocharger 2, there is also a controller 207 located at one end of the drive rod 208.

[0059] It should be noted that the two turbochargers 2 are completely identical, differing only in their placement, which can reduce the cost of parts manufacturing, sample management fees, assembly line costs, and other related expenses.

[0060] In this embodiment, the two turbochargers 2 are fully installed within the V-groove a of the V-type engine 1, which makes full use of the space between the two banks of cylinders and significantly reduces the overall size of the turbocharged engine. Each turbocharger 2 can independently drive the exhaust of one bank of cylinders, achieving efficient utilization of exhaust gas pulse energy.

[0061] In addition, installing both turbochargers 2 in the V-groove a can effectively shorten the length of the intake and exhaust passages of each turbocharger 2, effectively reduce turbo lag, and thus improve throttle response speed.

[0062] As in this embodiment, refer to Figure 2 As shown, the oil inlet 209 of each turbocharger 2 is arranged facing upwards, while the reference... Figure 4 As shown, the oil outlet of each turbocharger 2 is arranged downwards, so that the oil intake port 1021 is arranged on the cylinder head 102, and the oil return port is arranged in the area of ​​the bottom wall of the V-groove a on the upper part of the cylinder block 101, and the oil return port is connected to the main oil passage of the cylinder block 101, which can effectively shorten the length of the intake and exhaust passages.

[0063] Meanwhile, as the setting position of the return oil port, the oil flowing back from the turbocharger 2 into the V-type engine 1 can be cooled by the heat dissipation channel of the cylinder block 101, so as to effectively reduce the temperature of the oil flowing back into the oil pan, facilitate the oil to work at a proper temperature, and better prolong the service life of the engine.

[0064] By Figure 1 In combination Figure 4 As shown in the drawings, as a preferred embodiment, the oil inlet pipe 205 includes a main oil inlet pipe 2051 and two branch oil inlet pipes 2052 connected in parallel at one end of the main oil inlet pipe 2051; the other end of the main oil inlet pipe 2051 is in communication with the cylinder head 102, and the other ends of the two branch oil inlet pipes 2052 are respectively in one-to-one correspondence with the oil inlets 209 of the two turbochargers 2.

[0065] In the above structure, the main oil inlet pipe 2051 is the main part of the oil inlet pipe 205 system, one end of which is connected with the two branch oil inlet pipes 2052, and the other end of which is in communication with the oil outlet port 1021 of the cylinder head 102. There are two branch oil inlet pipes 2052, which are connected in parallel at one end of the main oil inlet pipe 2051, and play a role of flow distribution. Each turbocharger has an oil inlet 209, which is connected with the two branch oil inlet pipes 2052 respectively, so as to ensure that the oil can be supplied to the two turbochargers 2 respectively, and to realize independent oil supply to the two turbochargers 2.

[0066] In this embodiment, the oil outlet port 1021 is arranged on the left cylinder head 102, and it should be understood that the oil outlet port 1021 can also be arranged on the right cylinder head 102 in actual arrangement.

[0067] In the preferred embodiment, the main oil inlet pipe 2051 is further sleeved with a protective sleeve 20511, which can prevent the main oil inlet pipe 2051 from being directly impacted, scratched or abraded by external objects, thereby prolonging the service life of the oil pipe.

[0068] It should be noted that the miniaturization of the vehicle power device has always been the goal of manufacturers. The miniaturization of the vehicle power device not only helps to reduce the curb weight of the vehicle, improve fuel efficiency, but also to a certain extent, reduce carbon emissions, and meet the increasingly stringent environmental protection regulations.

[0069] In the prior art, for the engine with increased number of turbochargers 2, the engine miniaturization is usually adopted to reduce the space occupied by the turbocharged engine. The engine miniaturization is mainly achieved by adjusting the structure of the components in the engine to reduce the volume of the engine, such as adopting a more compact cylinder arrangement, shortening the crankshaft stroke, optimizing the combustion chamber shape, etc. However, increasing the number of turbochargers 2 will inevitably increase the occupied volume, which does not meet the demand of the manufacturer for the miniaturization of the turbocharged engine.

[0070] As a preferred embodiment, as shown in Figure 1 and Figure 2 In the embodiment, the two turbocharger 2 compressor outlet pipes 204 are located on the same side of the compressor inlet pipe 203 as viewed along the length direction of the V-shaped groove a.

[0071] Specifically, the length direction of the V-shaped groove a is arranged along the front-rear direction of the vehicle, and Figure 1 i.e. a schematic structural view of the turbocharged engine as viewed from the front to the rear direction of the vehicle. The two turbocharger 2 compressor outlet pipes 204 are located on the same side of the compressor inlet pipe 203, for example, referring to the structure shown in Figure 1 the left turbocharger 2 has its compressor inlet pipe 203 located above and to the left of the compressor outlet pipe 204, and the right turbocharger 2 has its compressor inlet pipe 203 also located above and to the left of the compressor outlet pipe 204, and the outlet of the compressor outlet pipe 204 and the inlet of the compressor inlet pipe 203 of each turbocharger 2 are arranged towards the front of the vehicle.

[0072] In the prior art, the two turbochargers 2 are generally arranged symmetrically, and the two drive connecting rods 208 are arranged in the middle of the V-shaped groove, so that a movement envelope space of the drive connecting rod 208 needs to be reserved between the two turbochargers 2, which will occupy the space in the V-shaped groove.

[0073] The arrangement in the embodiment does not need to worry about the interference problem when the two drive connecting rods 208 are arranged in the middle of the V-shaped groove, and can fully utilize the space in the V-shaped groove a to minimize the gap between the two turbochargers 2, thereby effectively preventing the interference of the drive connecting rods 208 of the two turbochargers 2, reducing the space occupied by the turbocharged engine, and achieving the purpose of compact arrangement and volume reduction of the turbocharged engine. While maintaining the inherent advantages of the V-type engine 1, the high-efficiency integration of the two turbochargers 2 can be achieved, which is particularly suitable for the power upgrade demand of high-performance vehicles.

[0074] In order to further reduce the occupied space, as a preferred embodiment, the turbine shafts of the two turbochargers 2 are both parallel to the length direction of the V-shaped groove a.

[0075] It should be noted that because the V-groove a itself has a certain amount of space along its length, arranging the turbine shaft parallel to it can make more efficient use of this space and avoid interference with other components. For example, if the turbine shaft were arranged laterally (i.e., perpendicular to the length of the V-groove a), more lateral space might be needed, while the space in the V-groove a in this direction is limited, especially in the case of a compact engine design. Therefore, arranging the turbine shafts of both turbochargers 2 axially parallel to the length of the V-groove a can make more rational use of the space in the V-groove a.

[0076] V-groove a is located between the two rows of cylinders of V-type engine 1. The length direction of V-groove a is along the length direction of the crankshaft of V-type engine 1. When arranged on a vehicle, the length direction of V-groove a is the longitudinal direction of the vehicle. The turbine shaft axis of turbocharger 2 is parallel to the length direction of V-groove a, which means that the axis of the turbine shaft extends longitudinally along the longitudinal direction of the vehicle.

[0077] In this embodiment, the axial direction of the turbine shaft of each turbocharger 2 is parallel to the length direction of the V-groove a. This makes better use of the shape of the V-groove a and allows for a more direct layout of the exhaust manifold 104. Since the exhaust manifold 104 typically extends from inside the cylinder head 102 and needs to connect to the turbine, a longitudinally oriented turbine shaft allows for a smoother connection of the exhaust manifold 104, reducing bends, lowering exhaust resistance, and improving turbine response efficiency. Furthermore, a shorter exhaust manifold 104 reduces heat loss and improves turbine efficiency.

[0078] Still refer to Figures 1 to 3 As shown, in a preferred embodiment, the compressor outlet pipes 204 of both turbochargers 2 are located above and to the side of the compressor inlet pipe 203. For example, see... Figure 1 In the structure shown, the compressor intake pipe 203 of the turbocharger 2 on the left is located to the upper left of the compressor outlet pipe 204, and the compressor intake pipe 203 of the turbocharger 2 on the right is also located to the upper left of the compressor outlet pipe 204.

[0079] It should be understood that if the compressor intake pipe 203 of the turbocharger 2 on the left is located to the upper right of the compressor outlet pipe 204, then the compressor intake pipe 203 of the turbocharger 2 on the right is also located to the upper right of the compressor outlet pipe 204.

[0080] In this embodiment, placing the compressor outlet pipe 204 above the inlet side helps to form a smoother airflow path. This layout can reduce the turning and obstruction of airflow inside the turbocharger 2, thereby reducing energy loss and improving boosting efficiency. The smooth airflow path also helps to reduce the vibration and noise of the turbocharger 2 and improve the overall stability of operation.

[0081] In addition, from the perspective of space utilization, the space inside the engine compartment is usually very limited. By placing the compressor exhaust pipes 204 of the two turbochargers 2 on the upper side, the vertical space can be utilized more effectively, avoiding interference with other engine components. This layout also helps to simplify the connection structure between the turbocharger 2 and the V-type engine 1, reducing the complexity of installation and maintenance.

[0082] In addition, from a heat dissipation perspective, the turbocharger 2 generates a significant amount of heat during operation. Placing the compressor outlet pipe 204 on the upper side allows for better heat dissipation through natural or forced convection, preventing the turbocharger 2 from overheating. Good heat dissipation helps extend the service life of the turbocharger 2 and improves the overall reliability of the turbocharged engine.

[0083] The layout of the compressor outlet pipe 204 located above the compressor inlet pipe 203 also places the drive connecting rod 208 and controller 207 at a higher position. Compared with the existing layout, the wading height of the turbocharger is increased compared with the conventional engine layout. The height of the drive connecting rod 208 and controller 207 is increased by approximately 300mm, which can reduce the risk of wading for the turbocharger 2 and improve the overall lifespan of the turbocharger 2.

[0084] It is evident that by placing the compressor outlet pipes 204 of both turbochargers 2 on the side and above the compressor intake pipe 203, the airflow path can be optimized, the space utilization rate can be improved, the heat dissipation performance and the intake and exhaust efficiency can be improved, thereby enhancing the overall performance and reliability of the turbocharged engine.

[0085] As a preferred implementation method, it is still referred to Figures 1 to 3 As shown, the V-type engine 1 includes two exhaust manifolds 104 located in the V-shaped groove a, and the turbine intake pipes 201 of the two turbochargers 2 are connected to the two exhaust manifolds 104 one by one.

[0086] It should be noted that in the design of the V-type engine 1, setting the two exhaust manifolds 104 in the V-shaped groove a and connecting the turbine intake pipes 201 of the two turbochargers 2 to the two exhaust manifolds 104 respectively is indeed a preferred implementation method.

[0087] The V-type engine 1 is inherently compact in design. Placing the exhaust manifold 104 within the V-shaped groove a further leverages this advantage. This layout reduces the space occupied in the engine compartment, resulting in a more compact and rational overall vehicle layout. Simultaneously, this design also helps simplify the exhaust system layout, reducing the length and bends of the exhaust manifold 104, thereby lowering exhaust resistance and pressure loss, and improving exhaust efficiency and turbocharger response speed.

[0088] The exhaust manifold 104 is responsible for expelling the exhaust gases from the cylinders after combustion, and these exhaust gases are very hot. By placing the exhaust manifold 104 in the V-groove a, the engine's own cooling system can be used to assist the turbocharger 2 in cooling down.

[0089] Connecting the turbine intake pipes 201 of the two turbochargers 2 to the two exhaust manifolds 104 respectively ensures that each turbocharger 2 can obtain sufficient exhaust gas energy to drive its rotation. This design helps to reduce mutual interference and energy loss of exhaust gas in the exhaust system, and improves the response speed and boosting efficiency of the turbochargers 2.

[0090] At the same time, since each turbocharger 2 independently receives exhaust gas from its corresponding cylinder, boost pressure and engine output power can be controlled more precisely.

[0091] In summary, by placing two exhaust manifolds 104 within the V-groove a and connecting the turbine intake pipes 201 of the two turbochargers 2 to the two exhaust manifolds 104 respectively, it can combine the advantages of structural compactness, thermal management, turbocharging efficiency, and balance to provide the V-type engine 1 with excellent performance and reliability.

[0092] In a preferred embodiment, the turbine intake pipe 201 and exhaust manifold 104 are connected by an insertion joint and secured together by a clamp 3. It should be noted that this preferred embodiment, which connects the turbine intake pipe 201 and exhaust manifold 104 by an insertion joint and secures them with a clamp 3, can be referenced from existing connection methods. This connection method has several advantages.

[0093] For example, the turbine intake pipe 201 and the exhaust manifold 104 are connected by a clamp 3 after being plugged in. The connection is simple and firm. It is also convenient to assemble and disassemble the turbine intake pipe 201 and the exhaust manifold 104. This connection method does not require complicated bolts or welding, which can greatly simplify the installation process.

[0094] As a fastening device, clamp 3 can ensure the stability and sealing of the plug-in connection. With appropriate tightening force, clamp 3 can tightly connect the turbine intake pipe 201 and the exhaust manifold 104 to prevent exhaust gas leakage and ensure the normal operation of turbocharger 2.

[0095] Furthermore, the design of the plug-in connection and clamp 3 makes the installation of the turbocharger 2 highly adaptable, because this connection method can accommodate turbine intake pipes 201 and exhaust manifolds 104 of different sizes and shapes, making it convenient for engineers to select and adjust according to the specific needs of the V-type engine 1.

[0096] Furthermore, the use of plug-in connections and clamp 3 for fastening facilitates replacement or adjustment during engine maintenance and upgrades, reducing maintenance costs and time. The combination of plug-in connections and clamp 3 ensures crucial sealing performance in high-pressure and high-temperature exhaust environments.

[0097] The tight fit between the plug-in connection and clamp 3 prevents exhaust gas leakage, avoiding negative impacts on engine performance and the environment. The design of the plug-in connection and clamp 3 also makes the inspection and maintenance of the turbocharger system more convenient and efficient. Engineers can easily check the connection between the turbine intake manifold 201 and the exhaust manifold 104, as well as the operating status of the turbocharger 2, by simply removing clamp 3. This design helps to identify and resolve problems promptly, ensuring the normal operation of the engine.

[0098] As can be seen, the preferred embodiment, which connects the turbine intake pipe 201 to the exhaust manifold 104 via a plug-in connection and secures it with clamps 3, not only improves the ease and robustness of turbocharger 2 installation but also enhances its adaptability and sealing performance. Simultaneously, this design helps reduce maintenance costs and time, providing a more reliable and efficient turbocharging solution for turbocharged engines.

[0099] In a preferred embodiment, the angle α between the end face of each exhaust manifold 104 connected to the corresponding turbine intake pipe 201 and the plumb line is between 60° and 80°, such as 60°, 70°, 80°, etc. For example, refer to... Figure 2 As shown, the angle α between the end face of the exhaust manifold 104 on the left and the corresponding turbine intake pipe 201 and the plumb line is 75°, and the angle α between the end face of the exhaust manifold 104 on the right and the corresponding turbine intake pipe 201 and the plumb line is 68°.

[0100] Regarding the installation method of the turbocharger 2, in this embodiment, the included angle α between the end face of each exhaust manifold 104 connected to the corresponding turbine intake pipe 201 and the vertical line b is set between 60° and 80°, which is indeed a preferred implementation method. It allows the two turbochargers 2 to be arranged more compactly in the V-groove a. The reasonable included angle α can optimize the spatial layout and improve the overall aesthetics.

[0101] In addition, the design of the included angle α also takes into account the connection efficiency and airflow smoothness between the exhaust manifold 104 and the turbine intake pipe 201. Limiting the included angle α to between 60° and 80° ensures that exhaust gas flows smoothly from the exhaust manifold 104 into the turbine intake pipe 201, reducing energy loss and improving the overall efficiency of the turbocharging system. An appropriate included angle α also helps to enhance the connection stability between the turbine intake pipe and the exhaust manifold 104, thereby reducing the risk of leakage.

[0102] In summary, by setting the angle α between the end face of each exhaust manifold 104 connected to the corresponding turbine intake pipe 201 and the vertical line b to between 60° and 80°, this design choice can ensure that exhaust gas flows smoothly from the exhaust manifold 104 into the turbine intake pipe 201, improve turbocharging efficiency, and at the same time maintain good connection stability and low manufacturing difficulty.

[0103] In a preferred embodiment, each turbocharger 2 and V-type engine 1 is provided with a positioning structure, each positioning structure being used to define the position of the turbine intake pipe 201 in the circumferential direction of the corresponding exhaust manifold 104.

[0104] In the integrated design of the V-type engine 1 and the turbocharger 2, a positioning structure is used to limit the position of the turbine intake pipe 201 in the circumferential direction of the corresponding exhaust manifold 104, which can ensure that each turbocharger 2 can be smoothly installed in the pre-designed installation position.

[0105] The main function of the positioning structure is to ensure that the turbine intake pipe 201 can be accurately and stably inserted into the predetermined position of the exhaust manifold 104. By restricting the rotation of the turbine intake pipe 201 in the circumferential direction, the positioning structure can improve the efficiency of the speed of the turbocharger 2 being assembled on the V-type engine 1, making the installation and removal of the turbine intake pipe 201 more convenient and quick, thereby reducing maintenance costs and time.

[0106] The positioning structure can take many forms, including but not limited to the following: snap-on positioning, pin positioning, and flange positioning.

[0107] A snap-fit ​​structure is installed between the exhaust manifold 104 and the turbine intake pipe 201. The circumferential movement of the turbine intake pipe 201 is restricted by the engagement of the snap-fit ​​with corresponding components. This structure is simple, easy to install and remove. Alternatively, a pin-type positioning method can be used, where pins and pin holes are respectively provided on the exhaust manifold 104 and the turbine intake pipe 201. The circumferential movement of the turbine intake pipe 201 is restricted by inserting the pin into the pin hole. This structure offers high positioning accuracy and stability, but installation and removal are relatively complex.

[0108] Alternatively, a flange-type positioning structure can be used. A flange is installed at the connection end of the exhaust manifold 104 and the turbine intake pipe 201. The two are tightly connected together by bolts or nuts on the flange, while restricting the circumferential movement of the turbine intake pipe 201. This structure has high connection strength and sealing performance and is suitable for high-pressure and high-temperature exhaust environments. However, it will use more bolts, which will affect assembly efficiency.

[0109] In a preferred embodiment, each turbocharger 2 and the V-type engine 1 is connected by an oil outlet pipe 206. The V-shaped groove a of the V-type engine 1 is provided with an oil return hole corresponding to each oil outlet pipe 206, and each oil outlet pipe 206 is inserted into the corresponding oil return hole.

[0110] In the above structure, the oil outlet pipe 206 is responsible for exporting the lubricating oil from the turbocharger 2, ensuring that the turbocharger 2 receives sufficient lubrication and cooling during high-speed operation. The oil return hole, located within the V-groove a of the V-type engine 1, corresponds to the oil outlet pipe 206 and is used to receive the lubricating oil flowing from the turbocharger 2 and guide it back to the engine's lubrication system. This ensures continuous lubrication and cooling of the turbocharger 2, thereby improving its operating efficiency and lifespan.

[0111] The oil outlet pipe 206 is directly inserted into the corresponding oil return hole, forming a tight connection. This connection method is simple and reliable, easy to install and disassemble, and can reduce the number of pipes and connectors, thereby reducing structural complexity and cost. To ensure the sealing of the lubricating oil, appropriate sealing materials or structures are required between the oil outlet pipe 206 and the oil return hole to prevent lubricating oil leakage.

[0112] One end of the oil outlet pipe 206 is connected to the lubrication system of the turbocharger 2, while the other end is designed with a plug-in shape to match the return oil hole. The plug-in end of the oil outlet pipe 206 can be designed with a flexible snap-fit ​​structure to better fit with the return oil hole and ensure sealing.

[0113] The oil return hole is located in the V-groove a of the V-type engine 1, corresponding to the oil outlet pipe 206. The shape and size of the oil return hole need to match the insertion end of the oil outlet pipe 206 to ensure that the two can fit tightly. A positioning groove or positioning protrusion can be set around the oil return hole to further ensure the accurate insertion of the oil outlet pipe 206. The specific structure of the oil return pipe and the oil return hole can refer to the existing technology.

[0114] In addition, the oil return hole design in the V-groove a can make full use of the space in the engine compartment, avoid interference with other components, and optimize the overall layout.

[0115] In this embodiment, there are two oil return holes, which are connected to the main oil passage in the engine block 101. Each turbocharger 2 has an oil outlet on one side of its orientation, and each oil outlet is connected to the corresponding oil return hole through an oil outlet pipe 206.

[0116] In a preferred embodiment, the oil outlet pipe 206 and the oil return hole constitute a positioning structure. Specifically, when installing the turbocharger 2 on the left side, by inserting the oil outlet pipe 206 on the turbocharger 2 into the corresponding oil return hole, the position of the turbine inlet pipe in the circumferential direction of the exhaust manifold 104 can be quickly located.

[0117] Since the oil outlet pipe 206 and the oil return hole are also factors that need to be considered when installing the turbocharger 2, in this embodiment, the oil outlet pipe 206 and the oil return hole are used as positioning structures, so that the oil outlet pipe 206 and the oil return hole can facilitate the return of lubricating oil in the turbocharger 2 to the main oil passage of the cylinder block 101, while also serving a positioning function, thus eliminating the need to arrange positioning structures in other locations.

[0118] In the V-type engine 1, the turbocharger 2 is typically located on both sides of the V-groove a, while the oil outlet pipe 206 and the oil return port connect the turbocharger 2 and the engine's lubrication system, respectively. Designing the oil outlet pipe 206 and the oil return port as positioning structures ensures a more stable and reliable connection between the turbocharger 2 and the engine, while simplifying the installation and disassembly process.

[0119] It should be noted that, in the actual installation process, since the installation methods for both turbochargers 2 are the same, the installation of the left turbocharger will be used as an example here. First, connect the oil outlet pipe 206 to the outlet of the turbocharger 2. Then, during the installation process, when the oil outlet pipe 206 is inserted into the oil outlet and installed in place, it means that the turbocharger intake pipe and exhaust manifold 104 are properly assembled. At this time, use the clamp 3 to connect them. This can prevent problems such as insufficient clamping force or loosening of the clamp 3 due to the proper assembly of the turbocharger intake pipe and exhaust manifold 104.

[0120] In this embodiment, for a V-type engine 1 that requires a dual turbocharger 2, both the dual turbochargers 2 and the dual exhaust manifolds 104 are arranged in the V-shaped grooves on the top of the V-type engine 1. The extension direction of the turbochargers 2 is consistent with the extension direction of the V-shaped grooves. The turbochargers 2 take oil from the cylinder head 102 and the oil can return to the upper part of the cylinder head 102. This makes the oil inlet pipe 205 and the oil outlet pipe 206 shorter, which can improve the oil return rate, effectively prevent the oil temperature from getting too high, and thus extend the service life of the V-type engine 1.

[0121] Example 2

[0122] This embodiment relates to a vehicle equipped with an engine having an integrated turbocharger as in Embodiment 1.

[0123] In this embodiment, the vehicle is equipped with an engine featuring an integrated turbocharger as described in Embodiment 1. This increases the oil return rate of the turbocharger 2, effectively preventing excessively high oil temperatures and thus extending the engine's service life.

[0124] Because the vehicle uses the turbocharged engine of Embodiment 1, the arrangement between the turbocharger 2 and the V-type engine 1 is particularly ingenious. A positioning structure formed by the oil outlet pipe 206 and the oil return hole ensures a tight connection and stable operation between the turbocharger 2 and the engine. This design not only improves the engine's lubrication efficiency and operational stability but also simplifies the installation and disassembly process, reducing maintenance costs.

[0125] Furthermore, turbocharged engines increase intake pressure by using two turbochargers, which in turn increases the amount of air entering the engine, thereby boosting power output. This allows the vehicle to perform exceptionally well in various road conditions, especially during acceleration and overtaking.

[0126] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. An engine with an integrated turbocharger, characterized in that: It includes a V-type engine (1) and two turbochargers (2) mounted on the V-type engine (1); The upper part of the V-type engine (1) is provided with a V-shaped groove (a), and the two turbochargers (2) are both located in the V-shaped groove (a); The oil inlet pipes (205) of the two turbochargers (2) are respectively connected to the cylinder head (102) of the V-type engine (1), and the oil outlet pipes (206) of the two turbochargers (2) are respectively connected to the upper part of the cylinder block (101) of the V-type engine (1), and the oil inlet pipes (205) and the oil outlet pipes (206) are both located in the V-groove (a).

2. The engine with an integrated turbocharger according to claim 1, characterized in that: The oil inlet pipe (205) includes a main oil inlet pipe (2051) and two branch oil inlet pipes (2052) connected in parallel to one end of the main oil inlet pipe (2051); The other end of the main oil inlet pipe (2051) is connected to the cylinder head (102), and the other ends of the two branch oil inlet pipes (2052) are connected to the oil inlets (209) of the two turbochargers (2) respectively.

3. The engine with an integrated turbocharger according to claim 1, characterized in that: Looking along the length of the V-groove (a), the compressor outlet pipes (204) of the two turbochargers (2) are located on the same side of the compressor inlet pipe (203).

4. The engine with an integrated turbocharger according to claim 3, characterized in that: The turbine shafts of the two turbochargers (2) are axially parallel to the length direction of the V-groove (a), and the compressor outlet pipes (204) of the two turbochargers (2) are located above and to the side of the compressor inlet pipe (203).

5. The engine with an integrated turbocharger according to any one of claims 1-4, characterized in that: The V-type engine (1) includes two exhaust manifolds (104) disposed in the V-shaped groove (a), and the turbine intake pipes (201) of the two turbochargers (2) are connected to the two exhaust manifolds (104) respectively. The corresponding turbine intake pipe (201) and exhaust manifold (104) are connected by a plug and are connected together by a clamp (3).

6. The engine with an integrated turbocharger according to claim 5, characterized in that: The included angle α between the end face of each exhaust manifold (104) connected to the corresponding turbine intake pipe (201) and the plumb line is between 60° and 80°.

7. The engine with an integrated turbocharger according to claim 5, characterized in that: Each of the turbochargers (2) and the V-type engine (1) is provided with a positioning structure, and each positioning structure is used to define the position of the turbine intake pipe (201) in the circumferential direction of the corresponding exhaust manifold (104).

8. The engine with an integrated turbocharger according to claim 7, characterized in that: The bottom wall of the V-groove (a) is provided with return oil holes corresponding to each of the oil outlet pipes (206). Each of the return oil holes is connected to the main oil passage in the cylinder body (101), and each of the oil outlet pipes (206) is inserted into the corresponding return oil hole.

9. The engine with an integrated turbocharger according to claim 8, characterized in that: The oil outlet pipe (206) and the oil return hole constitute the positioning structure.

10. A vehicle, characterized in that: The vehicle is equipped with an engine with an integrated turbocharger as described in any one of claims 1-9.

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