Engine assembly and vehicle

Abstract

The engine assembly comprises a crankcase, a first air inlet pipe and a supercharger, the crankcase is provided with an oil-gas separator, a venturi structure is formed in the oil-gas separator, a crankcase ventilation pipe is communicated between the oil-gas separator and the first air inlet pipe, and the first air inlet pipe is communicated with the supercharger. Gas in the oil-gas separator is suitable for flowing to the crankcase ventilation pipe under the action of the Venturi structure; an inlet flow channel, a first outlet flow channel and a second outlet flow channel which are communicated with one another are formed in the bent through pipe air supplementing pipe, the inlet end of the inlet flow channel is connected with the supercharger, the outlet end of the first outlet flow channel is communicated with the oil-gas separator, and the outlet end of the second outlet flow channel is communicated with the first air inlet pipe. According to the engine assembly provided by the utility model, the gas supercharged by the supercharger can selectively flow to the oil-gas separator or the first gas inlet pipe according to the working condition of the engine and the blow-by condition in the crankcase, so that the pressure in the crankcase is kept stable, and the ventilation efficiency is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of engine, especially to an engine assembly and a vehicle with the engine. BACKGROUND

[0002] In the process of engine operation, the high pressure mixture in the combustion chamber will inevitably flow into the crankcase through the gap between the piston and the cylinder liner, and the composition of the blow-by gas is unburned fuel gas, water vapor and exhaust gas, etc., which not only causes the pressure in the crankcase to rise and then leak into the atmosphere to pollute the environment, but also reduces the performance of the oil, causing the oil to deteriorate, so the crankcase blow-by gas is an important pollution source and must be controlled.

[0003] The emission regulations stipulate that if the vehicle uses a crankcase ventilation system, the production enterprise should monitor the crankcase ventilation system to ensure the integrity of the system. The regulations require that the crankcase ventilation pipe, as the main connecting channel between the engine crankcase and the intake system, not only ensures smooth gas flow, but also must ensure reliable connection, monitor the pipeline leakage, disconnection and other faults, and avoid causing oil and gas pollution.

[0004] The existing crankcase ventilation pipe ventilation efficiency is not ideal, and there is room for improvement. UTILITY MODEL CONTENTS

[0005] The utility model aims at at least solving one of the technical problems in the prior art. To this end, the utility model provides an engine assembly, which can selectively flow the gas pressurized by the supercharger to the oil-gas separator or the first intake pipe according to the working condition of the engine and the blow-by condition in the crankcase, so as to keep the pressure in the crankcase stable and improve the ventilation efficiency.

[0006] The engine assembly according to the utility model embodiment comprises a crankcase, a first intake pipe and a supercharger, the crankcase is provided with an oil-gas separator, a Venturi structure is formed in the oil-gas separator, and the first intake pipe is connected behind an air cleaner; a crankcase ventilation pipe is connected between the oil-gas separator and the first intake pipe, and the gas in the oil-gas separator is adapted to flow to the crankcase ventilation pipe under the action of the Venturi structure; a crankshaft pipe air supplement pipe is formed with an inlet flow channel, a first outlet flow channel and a second outlet flow channel which are interconnected, the inlet end of the inlet flow channel is connected with the supercharger, the outlet end of the first outlet flow channel is communicated with the oil-gas separator, and the outlet end of the second outlet flow channel is communicated with the first intake pipe.

[0007] According to the engine assembly of this utility model embodiment, by setting an interconnected inlet channel, a first outlet channel and a second outlet channel in the crankcase air supply pipe, the turbocharger, oil-gas separator and the first intake pipe are connected through the inlet channel, the first outlet channel and the second outlet channel. Thus, according to the engine's operating conditions and the blow-by situation in the crankcase, the gas pressurized by the turbocharger can be selectively directed to the oil-gas separator or the first intake pipe to maintain stable pressure in the crankcase and improve ventilation efficiency.

[0008] According to some embodiments of the present invention, the engine assembly of the crankcase is configured such that when the blow-by volume in the crankcase is greater than a set value, the inlet channel is connected to the first outlet channel, and when the blow-by volume in the crankcase is less than a set value, the inlet channel is simultaneously connected to both the first outlet channel and the second outlet channel.

[0009] According to some embodiments of the present invention, the engine assembly of the curved air supply pipe includes a first connecting joint, a second connecting joint, and a tee joint. The tee joint has a connecting inlet, a first connecting outlet, and a second connecting outlet that are interconnected. The first connecting joint is connected to the connecting inlet through a first pipe body and together defines the inlet flow channel. The first connecting outlet forms the first outlet flow channel. The second connecting joint is connected to the second connecting outlet through a second pipe body and together defines the second outlet flow channel.

[0010] According to some embodiments of the present invention, the engine assembly includes a first pipe body and / or a second pipe body comprising a plurality of pipe segments connected in sequence, wherein at least two of the pipe segments are connected by bends.

[0011] According to some embodiments of the present invention, in the engine assembly, the length of the first outlet flow channel is less than the length of the inlet flow channel, and the length of the inlet flow channel is less than the length of the second outlet flow channel.

[0012] According to some embodiments of the present invention, the engine assembly includes a crankcase ventilation pipe comprising a first connector, a ventilation pipe body, and a second connector connected in sequence. 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 configured 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 communicates with the intake manifold, and the intake manifold is equipped with a pressure sensor.

[0013] 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.

[0014] 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.

[0015] According to some embodiments of the present invention, the engine assembly of the ventilation pipe body is constructed as a nylon pipe, and the end of the nylon pipe is interference-fitted onto the outside of the first connector or the second connector; or, the ventilation pipe body is constructed as a rubber hose, and the end of the rubber hose is fitted onto the outside of the first connector or the second connector and fixed by a clamp.

[0016] This utility model also proposes 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 vehicle and the aforementioned engine assembly have the same advantages over the prior art, which 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 this utility model will become apparent and readily understood from the description of the embodiments taken 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 4This is a cross-sectional view of the curved air supply pipe according to an embodiment of the present utility model;

[0025] Figure 5 This is an assembly cross-sectional view of the first connector and the oil-gas separator according to an embodiment of the present utility model;

[0026] Figure 6 This is an exploded view of the second connector according to an embodiment of the present utility model;

[0027] Figure 7 This is an assembly diagram of the nylon tube according to an embodiment of the present utility model;

[0028] Figure 8 This is an assembly diagram of the hose according to an embodiment of the present utility model.

[0029] Figure label:

[0030] Engine assembly 100,

[0031] 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, first seal 313, second seal 314, ventilation pipe body 32, second connector 33, connector body 331, snap-fit ​​component 332, pressure plate 333.

[0032] Clamp 35, Nylon tube 36, Rubber hose 37, Intensifier 4, Bent pipe air supply pipe 5, Inlet flow channel 51, First outlet flow channel 52, Second outlet flow channel 53, First connecting joint 54, Second connecting joint 55, T-joint 56, Connecting inlet 561, First connecting outlet 562, Second connecting outlet 563, First pipe body 57, Second pipe body 58. Detailed Implementation

[0033] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0034] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0035] 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.

[0036] 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.

[0037] The following is for reference. Figures 1-8 According to an embodiment of the present invention, an engine assembly 100 can selectively direct the gas pressurized by the turbocharger 4 to the oil-gas separator 1 or the first intake pipe 2, depending on the engine's operating conditions and the blow-by situation in the crankcase, in order to maintain stable pressure in the crankcase and improve ventilation efficiency.

[0038] like Figures 1-8 As shown, the engine assembly 100 according to an embodiment of the present invention includes: a crankcase, a first intake pipe 2, a turbocharger 4, a crankcase ventilation pipe 3, and a crankcase air supply pipe 5.

[0039] 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.

[0040] 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. The separated gas can continue to enter the crankcase ventilation pipe 3. A Venturi structure is formed inside the oil-gas separator 1. The Venturi structure can generate the Venturi effect to ventilate the gas into the crankcase ventilation pipe 3, reducing the loss of engine oil.

[0041] Furthermore, the first intake pipe 2 is part of the engine's intake system, connected after the air filter. The first intake pipe 2 delivers filtered and purified air to the engine's combustion chamber for combustion with fuel. The crankcase ventilation pipe 3 connects the oil-gas separator 1 and the first intake pipe 2. Gas in the oil-gas separator 1 flows to the crankcase ventilation pipe 3 under the action of the Venturi structure. That is, one end of the crankcase ventilation pipe 3 is connected to the oil-gas separator 1, and the other end is connected to the first intake pipe 2. Blow-by gas in the crankcase can be forced from the oil-gas separator 1 into the crankcase ventilation pipe 3 under 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. There, it mixes with the purified air and re-enters the combustion chamber for combustion. This achieves the reintroduction of blow-by gas from the crankcase into the combustion chamber for combustion, improving the efficiency of the crankcase ventilation system, the performance of the engine oil, and reducing engine fuel consumption, thereby improving engine performance and reliability.

[0042] Furthermore, 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 5 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 the crankcase being damaged due to excessive pressure can be reduced. The curved air supply pipe 5 has interconnected inlet channel 51, first outlet channel 52, and second outlet channel 53. The inlet end of inlet channel 51 is connected to turbocharger 4, the outlet end of first outlet channel 52 is connected to oil-gas separator 1, and the outlet end of second outlet channel 53 is connected to first intake pipe 2. In other words, the curved air supply pipe 5 has three interconnected pipes, which can connect turbocharger 4, oil-gas separator 1, and first intake pipe 2, allowing gas to flow between the three. Thus, the pressurized gas can enter first outlet channel 52 through inlet channel 51, and then flow out from first outlet channel 52 into oil-gas separator 1 to supply gas to crankcase and provide high-pressure gas. Afterward, the blow-by gas can continue to enter crankcase ventilation pipe 3 and first intake pipe 2. The pressurized gas can also enter second outlet channel 53 through inlet channel 51, and then flow out from second outlet channel 53 into first intake pipe 2.

[0043] In practice, when the engine is operating under low load, the turbocharger 4 does not participate in the operation. When the engine is operating under high load, 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 air supply pipe 5 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 role in diverting the flow and improving the ventilation efficiency of the crankcase ventilation system.

[0044] 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.

[0045] In some embodiments, the crankcase air supply pipe 5 is configured such that when the amount of gas leaking into the crankcase is greater than a set value, the inlet flow channel 51 is connected to the first outlet flow channel 52, and when the amount of gas leaking into the crankcase is less than a set value, the inlet flow channel 51 is simultaneously connected to the first outlet flow channel 52 and the second outlet flow channel 53.

[0046] Specifically, in practice, the crankcase ventilation pipe 3 is connected to the intake manifold. When the engine is operating under low load, the blow-by gas in the crankcase can enter the combustion chamber through the internal passage of the engine via the negative pressure of the intake manifold and re-participate in combustion. When the engine is operating under high load, the turbocharger starts to work. At this time, the pressure in the intake manifold is positive. When there is a lot of blow-by gas in the crankcase, that is, when the amount of blow-by gas in the crankcase is greater than the set value, the inlet flow channel 51 and the first outlet flow channel 52 are connected. That is, the high-pressure gas after being boosted by the turbocharger 4 can enter the oil-gas separator 1 through the inlet flow channel 51 and the first outlet flow channel 52. The gas flow is forced by the Venturi effect, thereby forcing the blow-by gas to be introduced into the first intake pipe 2 through the crankcase ventilation pipe 3 and then re-entering the combustion chamber for combustion. Thus, the crankcase air supply pipe 5 provides high-pressure gas to the oil-gas separator 1, which can improve the efficiency of the crankcase ventilation system and make the blow-by gas flow effectively to the first intake pipe 2 and then re-participate in combustion.

[0047] When the amount of blow-by gas in the crankcase is small, i.e., the amount of blow-by gas in the crankcase is less than a set value, the inlet channel 51 is simultaneously connected to the first outlet channel 52 and the second outlet channel 53, and the crankcase ventilation pipe 3 is diverted. That is to say, the gas flowing out of the inlet channel 51 can be diverted to the first outlet channel 52 and the second outlet channel 53 and flow to the oil-gas separator 1 and the first intake pipe 2 respectively. In other words, a small amount of high-pressure gas after being pressurized by the turbocharger 4 can enter through the inlet channel 51 and the second outlet channel 53. The gas enters the first intake pipe 2, while most of the other high-pressure gas flows from the inlet channel 51 to the first outlet channel 52, and then flows through the first outlet channel 52 to the oil-gas separator 1. In other words, the high-pressure gas can flow to the oil-gas separator 1 and the first intake pipe 2 respectively. This achieves the diversion function of the crankcase air supply pipe 5, which can reduce the flow rate of high-pressure gas entering the venturi structure in the oil-gas separator 1. This can effectively prevent the gas pressure in the crankcase from being too low and affecting engine performance, and can also improve the efficiency of the crankcase ventilation system.

[0048] Therefore, by selectively directing the gas from the inlet channel 51 of the crankcase ventilation pipe 5 to different channels when the amount of blow-by gas in the crankcase is different, the blow-by gas in the crankcase can be effectively and timely discharged to ensure that the pressure in the crankcase is stable and kept in a normal state, thereby improving the ventilation efficiency of the crankcase ventilation system and improving the working performance of the engine.

[0049] In some embodiments, such as Figure 3 As shown, the curved air supply pipe 5 includes a first connecting connector 54, a second connecting connector 55, and a tee connector 56, as follows: Figure 4As shown, the three-way connector 56 has an interconnected connection inlet 561, a first connection outlet 562, and a second connection outlet 563. These three openings are interconnected, and gas can flow between them. The first connection connector 54 is connected to the connection inlet 561 through the first pipe body 57 and together defines the inlet / outlet flow channel 51. The first connection outlet 562 forms a first outlet flow channel 52. The second connection connector 55 is connected to the second connection outlet 563 through the second pipe body 58 and together defines a second outlet flow channel 53.

[0050] In other words, the first connecting joint 54 of the crankcase air supply pipe 5 can be connected to the joint on the turbocharger 4, the second connecting joint 55 can be connected to the joint on the first intake pipe 2, and the first connecting outlet 562 of the tee joint 56 can be connected to the oil-gas separator 1. Thus, by connecting the turbocharger 4 to the oil-gas separator 1 and the turbocharger 4 to the first intake pipe 2 through the crankcase air supply pipe 5, all the pressurized high-pressure gas can flow through the first pipe body 57 to the first outlet channel 52, and then flow out from the first connecting outlet 562 to the oil-gas separator 1. Alternatively, if further separation is required... During the flow, most of the pressurized high-pressure gas can flow into the first outlet channel 52 through the inlet channel 51 and the connecting inlet 561, and then flow out from the first connecting outlet 562 to the oil-gas separator 1. Meanwhile, a small amount of the pressurized high-pressure gas can flow into the second outlet channel 53 through the inlet channel 51, the connecting inlet 561, and the second connecting outlet 563 in sequence, and then flow out from the second outlet channel 53 to the first inlet pipe 2. Thus, the high-pressure gas flows to the oil-gas separator 1 and the first inlet pipe 2 respectively, thereby achieving the diversion of the pressurized high-pressure gas.

[0051] In practical design, for example, the material of the tee connector 56 can be selected as PA66+GF30 / PA6+GF30, and the O-ring is selected as FKM. The material specification of the second connecting connector 55 is SAE standard 9.49 or higher, and can be selected as PA66+GF30 / PA6+GF30 / PA12+GF30, and the O-ring material can be selected as HNBR / FKM. The inner diameter of the first connecting outlet 562 can be set to be larger than the inner diameter of the second connecting connector 55. For example, the inner diameter of the first connecting outlet 562 can be set to Φ6mm, and the inner diameter of the second connecting connector 55 can be set to Φ4.5mm. This ensures that the gas flow rate from the first connecting outlet 562 is greater than the gas flow rate from the second outlet channel 53, thereby allowing most of the pressurized high-pressure gas to be delivered to the oil-gas separator 1, and a small amount of high-pressure gas to be delivered to the first inlet pipe 2, achieving a diversion effect.

[0052] In some embodiments, the first pipe body 57 and / or the second pipe body 58 include multiple pipe segments connected sequentially, with at least two pipe segments connected by bends. In this way, the multiple pipe segments are interconnected to form a complete first pipe body 57 and second pipe body 58, which facilitates the installation and disassembly of the first pipe body 57 and the second pipe body 58, 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, thus improving convenience. The multiple pipe segments can be connected by bolts, flanges, or welding, and the pipe segments are connected by bends to flexibly adapt to changes in installation space or to change the direction of gas flow.

[0053] In some embodiments, such as Figure 3 As shown, the length of the first outlet channel 52 is less than the length of the inlet channel 51, and the length of the inlet channel 51 is less than the length of the second outlet channel 53. That is, the first outlet channel 52 is the shortest and the second outlet channel 53 is the longest. Therefore, the pressurized gas can quickly enter the oil-gas separator 1 through the first outlet channel 52 to maintain the pressure balance in the crankcase and improve ventilation efficiency. The length of the second outlet channel 53 is designed to adapt to the installation space so that it can be installed between the oil-gas separator 1 and the first intake pipe 2 for diversion.

[0054] In some embodiments, 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 of the oil-gas separator 1, and the second connector 33 is connected to the first intake pipe 2. That is, 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. Thus, 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.

[0055] In practice, the second connector 33 can be constructed as an exempt quick-connect plug, which connects to the plug of the first intake pipe 2. This makes it non-removable after assembly, ensuring reliable connection between the crankcase ventilation pipe 3 and the first intake pipe 2 and preventing air leakage. For example, the second connector 33 may include a connector body 331, a snap-fit ​​member 332 and a pressure plate 333. The connector body 331 is connected to the ventilation pipe body 32. The snap-fit ​​member 332 is snapped into the first intake pipe 2 and the connector body 331 and is sandwiched between the pressure plate 333 and the connector body 331. The pressure plate 333 and the connector body 331 are connected by a connector.

[0056] The first connector 31 is 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.

[0057] 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 the 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 re-enter the combustion chamber to participate in combustion. The pressure sensor inside the intake manifold can measure the pressure change in the intake manifold. By connecting the middle gap 113 between the primary seal and the secondary seal to the intake manifold, the pressure sensor can monitor the pressure change in the intake manifold in real time, thereby monitoring for faults such as missing parts, disconnection, or damage to the crankcase ventilation pipe 3. That is, when there is a blow-by leak in the crankcase ventilation pipe 3, the intake gas pressure in the intake manifold will change.

[0058] 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.

[0059] 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 central gap 113 to the intake manifold, the pressure sensor can monitor the pressure changes of the intake gas in the intake manifold in real time, so as to monitor the occurrence of 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 faults in the crankcase ventilation pipe 3 can be significantly reduced, avoiding the need to add sensors to the crankcase ventilation pipe 3 or replace parts during maintenance, thus reducing costs. At the same time, it ensures the connection reliability of the crankcase ventilation pipe 3 and eliminates the need for complex diagnostic system development, shortening the development cycle.

[0060] In some embodiments, such as Figure 5As 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, which is the left end shown in the figure. The second sealing section 312 is the rear end of the first sealing section 311, which is the right end shown in the figure.

[0061] The gas outlet 11 includes an inner layer 111 and an outer layer 112, such as Figure 5 The inner part of the gas outlet 11 shown is the inner layer 111, and the outer layer 112 is the outer part of the inner layer 111. The middle gap 113 is formed between the inner layer 111 and the outer layer 112. That is, the inner layer 111 and the outer layer 112 are separated by a certain distance to form the middle gap 113, which can be constructed in a bifurcated shape and extend forward respectively.

[0062] 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 a two-stage seal 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. This allows for timely detection of faults such as missing parts, disconnection, or damage to the crankcase ventilation pipe 3, preventing oil and gas pollution.

[0063] In some embodiments, such as Figure 5 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 in the left and right directions and are connected, which 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. In addition, the outer diameter of the second sealing section 312 is larger than the outer diameter of the first sealing section 311. In this way, the first sealing section 311 and the second sealing section 312 are separated by a certain distance in the radial direction to adapt to the outer diameter size of the inner layer 111 and the outer layer 112, thereby improving the sealing effect. The larger outer diameter of the second sealing section 312 can increase the rigidity and stability of the second sealing section 312.

[0064] A first sealing element 313 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 5As 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 313. The first sealing element 313 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 314 is provided between the outer peripheral wall of the outer layer 112 and the outer peripheral wall of the second sealing section 312. Figure 5 As 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 314, 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.

[0065] In actual design, the material of the first connector 31 can be selected as PA66+GF30 / PA6+GF30, and the first seal 313 and the second seal 314 are constructed as O-ring seals, with FKM material selected.

[0066] In some embodiments, the ventilation duct body 32 is constructed as a nylon tube 36. The nylon tube 36 has excellent wear resistance, high temperature resistance, low temperature impact resistance, thermal stability, and high pressure resistance. It is also lightweight, easy to install, and has good dimensional stability, which helps maintain good sealing performance. The end of the nylon tube 36 is interference-fitted onto the first connector 31 or the second connector 33, that is, the shape of the nylon tube 36 is adapted to the shape of the first connector 31 or the second connector 33, and its radial dimension is slightly smaller than that of the first connector 31 or the second connector 33. This allows for an interference fit between the nylon tube 36 and the first connector 31 or the second connector 33, ensuring reliable connection and good sealing between the nylon tube 36 and the first connector 31 or the second connector 33, and preventing gas leakage.

[0067] In practical design, nylon tube 36 can be made of materials such as PA612, PA12, PA6, PPA, and PPS, and corrugated sections can be appropriately added according to the direction of nylon tube 36.

[0068] In other embodiments, the ventilation duct body 32 is constructed as a rubber hose 37. The rubber hose 37 has good flexibility, high temperature resistance, negative pressure resistance, and oil resistance. It has stable performance, is easy to install and bend, and can adapt to various complex environments. The end of the rubber hose 37 is fitted onto the first connector 31 or the second connector 33 and fixed by a clamp 35. That is, the shape and size of the rubber hose 37 are adapted to the shape and size of the first connector 31 or the second connector 33. Thus, a reliable connection can be achieved between the rubber hose 37 and the first connector 31 or the second connector 33. The clamp 35 can be tightly fitted onto the rubber hose 37, achieving a stable connection between the rubber hose 37 and the first connector 31 or the second connector 33, preventing separation or detachment, and thus preventing gas leakage and improving sealing performance.

[0069] This utility model also proposes a vehicle.

[0070] The vehicle according to the present utility model includes an engine assembly 100 of any of the above embodiments. In this assembly, by providing an inlet channel 51, a first outlet channel 52 and a second outlet channel 53 that are interconnected 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.

[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: The crankcase includes a first intake manifold and a turbocharger. The crankcase is equipped with an oil-gas separator, which has a venturi structure. The first intake manifold is connected to the air filter. A crankcase ventilation pipe is provided, which connects the oil-gas separator and the first intake pipe. The gas in the oil-gas separator is adapted to flow to the crankcase ventilation pipe under the action of the venturi structure. The curved air supply pipe 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 air intake pipe.

2. The engine assembly according to claim 1, characterized in that, The crankcase air supply pipe is configured such that when the amount of air leakage in the crankcase is greater than a set value, the inlet flow channel is connected to the first outlet flow channel, and when the amount of air leakage in the crankcase is less than a set value, the inlet flow channel is simultaneously connected to both the first outlet flow channel and the second outlet flow channel.

3. The engine assembly according to claim 1, characterized in that, The curved air supply pipe includes a first connecting joint, a second connecting joint, and a tee joint, wherein the tee joint forms a connecting inlet, a first connecting outlet, and a second connecting outlet that are interconnected. The first connecting joint is connected to the connecting inlet through a first pipe body and together defines the inlet flow channel. The first connecting outlet forms the first outlet flow channel. The second connecting joint is connected to the second connecting outlet through a second pipe body and together defines the second outlet flow channel.

4. The engine assembly according to claim 3, characterized in that, The first pipe body and / or the second pipe body includes multiple pipe segments, which are connected in sequence, and at least two pipe segments are connected by bends.

5. The engine assembly according to claim 1, characterized in that, The length of the first outlet channel is less than the length of the inlet channel, and the length of the inlet channel is less than the length of the second outlet channel.

6. The engine assembly according to any one of claims 1-5, characterized in that, The crankcase ventilation pipe includes a first connector, a ventilation pipe body, and a second connector connected in sequence. The first connector is connected to the gas outlet of the oil-gas separator, and the second connector is connected to the first air inlet 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 communicates with the intake manifold. The intake manifold is equipped with a pressure sensor. 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 seals with the first sealing section to form the primary seal, and the outer layer seals with the second sealing section to form the secondary seal. The middle gap is formed between the inner layer and the outer layer.

7. The engine assembly according to claim 6, 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.

8. The engine assembly according to claim 6, characterized in that, The ventilation duct body is constructed of nylon tubing, and the end of the nylon tubing is press-fitted onto the outside of the first connector or the second connector. Alternatively, the ventilation duct body may be constructed as a rubber hose, with the end of the rubber hose fitted over the first or second connector and secured by a clamp.

9. A vehicle, characterized in that, The engine assembly as described in any one of claims 1-8 is provided.

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