Engine intake and exhaust system and vehicle
By employing a dual-flow exhaust manifold and valve control design, independent exhaust from adjacent cylinders, combined with a variable geometry turbocharger and intercooler, the engine acceleration delay problem is solved, and the engine response rate and charging efficiency are improved.
Patent Information
- Application Number
- CN202520826386.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-28
- Publication Date
- 2026-01-23
- Estimated Expiration
- 2035-04-28
AI Technical Summary
In the prior art, the exhaust manifold design of the engine causes the exhaust gases from adjacent cylinders to interfere with each other, reducing the amount of exhaust gas received by the turbocharger and resulting in engine acceleration delay.
It adopts a dual-flow exhaust manifold design, which connects multiple cylinders to the high-pressure stage and low-pressure stage turbochargers respectively. By setting valves to control the airflow, it ensures that the exhaust of adjacent cylinders is independent, and utilizes a variable geometry turbine structure and intercooler to improve the exhaust gas volume and engine response rate.
By using an independent exhaust path, the amount of exhaust gas received by the two-stage turbocharger is increased, which improves the engine's response rate and charging efficiency, and enhances the engine's low-speed response performance and torque characteristics.
Smart Images
Figure CN223825113U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of vehicles, in particular to an engine intake and exhaust system and a vehicle. BACKGROUND
[0002] It is known that the amount of air sucked into the cylinder of the engine determines the efficiency of fuel combustion and the size of energy release. According to fluid thermodynamics, increasing the intake pressure of the engine can make the engine suck more air. In the same volume, the higher the pressure, the higher the oxygen content, and thus the engine power output can be greatly improved by increasing the engine intake.
[0003] At present, the exhaust of the engine is usually collected by an exhaust manifold, and then returned to the intake system of the engine after being pressurized by a turbocharger. However, the exhaust of adjacent cylinders is easy to interfere with each other, which reduces the amount of exhaust received by the turbocharger, and thus causes the engine to delay acceleration. CONTENT OF THE UTILITY MODEL
[0004] The present application provides an engine intake and exhaust system and a vehicle, which can solve the problem of engine acceleration delay.
[0005] In order to solve the above technical problems, the present application is implemented as follows:
[0006] In a first aspect, the present application provides an engine intake and exhaust system, comprising an engine, a first exhaust manifold, a second exhaust manifold, a first turbocharger and a second turbocharger.
[0007] The engine comprises a plurality of cylinders, the first turbocharger comprises a first intake port, a second intake port and an outlet, at least two cylinders of the plurality of cylinders are connected in communication with the first intake port through the first exhaust manifold, the remaining cylinders of the plurality of cylinders are connected in communication with the second intake port through the second exhaust manifold, the outlet is connected in communication with the intake end of the second turbocharger through a first pipeline, and the exhaust end of the second turbocharger is connected with an exhaust treatment system.
[0008] The maximum pressurization capacity value of the first turbocharger is greater than that of the second turbocharger.
[0009] Optionally, the system further comprises an intercooler and an intake manifold, the intake end of the intake manifold is connected in communication with the intercooler, the intake manifold comprises a plurality of outlets, and the plurality of outlets are connected in communication with the plurality of cylinders respectively.
[0010] Optionally, the system further comprises a branch pipeline, a second pipeline, a first valve and a second valve.
[0011] The manifold includes a first branch, a second branch and a third branch, the first branch is in communication with the first exhaust manifold, the second branch is in communication with the second exhaust manifold, and the third branch is in communication with the second turbocharger;
[0012] The first valve is arranged on the first branch and is configured to connect or cut off the first branch.
[0013] The second valve is arranged on the second branch and is configured to connect or cut off the first branch.
[0014] Optionally, the system further includes a third valve, and the manifold includes a fourth branch in communication with the exhaust treatment system.
[0015] The third valve is arranged on the fourth branch and is configured to connect or cut off the fourth branch.
[0016] Optionally, the turbine structure of the first turbocharger is a variable geometry turbine structure.
[0017] Optionally, the turbine of the first turbocharger includes small inertia turbine blades, and the turbine of the second turbocharger includes large inertia turbine blades.
[0018] Optionally, the system further includes an exhaust gas recirculation subsystem in communication with the exhaust treatment system.
[0019] Optionally, the system further includes a third conduit and a fourth valve, one end of the third conduit is in communication with the exhaust gas recirculation subsystem, the other end of the third conduit is in communication with the intercooler, and the fourth valve is arranged on the third conduit and is configured to connect or cut off the third conduit.
[0020] Optionally, the first valve, the second valve and the third valve are all electronic exhaust flow distribution valves.
[0021] In a second aspect, the embodiments of the present application provide a vehicle including the engine intake and exhaust system as described in the first aspect.
[0022] In the embodiment of the present application, the engine intake and exhaust system comprises an engine, a first exhaust manifold, a second exhaust manifold, a first turbocharger, and a second turbocharger. The engine comprises a plurality of cylinders. The first turbocharger comprises a first intake port, a second intake port, and an outlet port. At least two cylinders of the plurality of cylinders are connected to the first intake port through the first exhaust manifold. The remaining cylinders of the plurality of cylinders are connected to the second intake port through the second exhaust manifold. The outlet port is connected to an intake end of the second turbocharger through a connecting pipeline. An outlet end of the second turbocharger is connected to an exhaust treatment system. The maximum supercharging capacity of the first turbocharger is greater than that of the second turbocharger. In this way, by arranging the double-flow exhaust manifold, the exhaust of adjacent cylinders is independent of each other, the amount of exhaust received by the two-stage turbocharger is increased, and the response rate of the engine is improved. BRIEF DESCRIPTION OF DRAWINGS
[0023] Figure 1 A structural schematic diagram of an engine intake and exhaust system provided by the embodiment of the present application is provided.
[0024] Figure 2 A gas flow schematic diagram of an engine intake and exhaust system provided by the embodiment of the present application is provided. Figure 1 ;
[0025] Figure 3 A gas flow schematic diagram of an engine intake and exhaust system provided by the embodiment of the present application is provided. Figure 2 . DETAILED DESCRIPTION
[0026] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.
[0027] Unless otherwise defined, technical terms or scientific terms used in the present application shall have the ordinary meanings commonly used in the art to which the present application belongs. The terms "first", "second", and similar terms are used herein to distinguish one element from another, but do not necessarily indicate any order, quantity, or importance. Similarly, the terms "one" or "a" or "an" do not limit the quantity to one but mean the presence of at least one. The terms "connected" or "coupled" or similar terms are not limited to a physical or mechanical connection or linkage to either another part or device and can also include an electrical connection or linkage between devices or parts.
[0028] The engine intake and exhaust system and the vehicle according to the embodiments of the present application are further described below in conjunction with the accompanying drawings.
[0029] Please refer to Figure 1 , Figure 1 A structural schematic diagram of an engine intake and exhaust system according to an embodiment of the present application is shown in the figure. As shown in the figure, the engine intake and exhaust system comprises an engine 10, a first exhaust manifold 20, a second exhaust manifold 30, a first turbocharger 40, and a second turbocharger 50.
[0030] The engine 10 comprises a plurality of cylinders, the first turbocharger 40 comprises a first intake port, a second intake port, and an outlet port, at least two of the plurality of cylinders are connected to the first intake port through the first exhaust manifold 20, the remaining cylinders are connected to the second intake port through the second exhaust manifold 30, the outlet port is connected to the intake end of the second turbocharger 50 through a connecting pipe, and the outlet end of the second turbocharger 50 is connected to an exhaust treatment system.
[0031] The maximum boost capacity of the first turbocharger 40 is greater than that of the second turbocharger 50.
[0032] The first turbocharger 40 is a high-pressure turbocharger, and the second turbocharger 50 is a low-pressure turbocharger.
[0033] It should be understood that the engine 10 can comprise a plurality of cylinders, and the plurality of cylinders are arranged in a straight line. Next, a 4-cylinder engine 10 is taken as an example. Cylinder 1 and cylinder 4 are connected to the intake end of the first exhaust manifold 20, and cylinder 2 and cylinder 3 are connected to the intake end of the second exhaust manifold 30. The outlet ends of the first exhaust manifold 20 and the second exhaust manifold 30 are connected to the first intake port and the second intake port of the first turbocharger 40, respectively.
[0034] The exhaust gas of the 1st cylinder and the 4th cylinder of the engine 10 is discharged through the first exhaust manifold 20, and the exhaust gas of the 2nd cylinder and the 3rd cylinder of the engine 10 is discharged through the second exhaust manifold 30, and then enters the first turbocharger 40 and the second turbocharger 50 respectively, and is discharged to the exhaust treatment system.
[0035] In the embodiment of the present application, the engine intake and exhaust system of the engine 10 comprises the engine 10, the first exhaust manifold 20, the second exhaust manifold 30, the first turbocharger 40 and the second turbocharger 50. The engine 10 comprises a plurality of cylinders. The first turbocharger 40 comprises a first inlet, a second inlet and an outlet. At least two cylinders of the plurality of cylinders are connected to the first inlet through the first exhaust manifold 20. The remaining cylinders of the plurality of cylinders are connected to the second inlet through the second exhaust manifold 30. The outlet is connected to the inlet of the second turbocharger 50 through a connecting pipeline. The outlet of the second turbocharger 50 is connected to an exhaust treatment system. The maximum supercharging capacity of the first turbocharger 40 is greater than that of the second turbocharger 50. In this way, by arranging the double-flow exhaust manifold, the exhaust gases of the adjacent cylinders are independent of each other, the amount of exhaust gas received by the two-stage turbocharger is increased, and the response rate of the engine 10 is improved.
[0036] Optionally, the turbine structure of the first turbocharger 40 is a variable geometry interface turbine structure.
[0037] In the embodiment of the present application, the high-pressure stage turbine adopts a variable cross-section turbocharger. The variable cross-section turbocharger is selected to control the flow rate and flow velocity of the gas flowing through the turbine by adjusting the angle of the guide vane of the turbocharger.
[0038] In this way, when the engine 10 is at a low speed, the exhaust pressure is low, the opening degree of the guide vane angle is small, the exhaust gas flow rate at the turbine is accelerated, the pressure at the turbine is increased, and the turbine can be more easily driven to rotate, thereby effectively reducing the turbine lag.
[0039] Optionally, the system further comprises an intercooler 60 and an intake manifold 70. The intake end of the intake manifold 70 is connected to the intercooler 60. The intake manifold 70 comprises a plurality of outlets. The plurality of outlets are respectively connected to the plurality of cylinders.
[0040] It should be understood that the filtered air passes through the compressor, and although it brings high-density pressurized air, it also generates heat under the pressurized condition. The high-temperature hot air enters the combustion chamber, which affects the charging efficiency of the engine 10.
[0041] In the embodiment of the present application, the intercooler 60 and the intake manifold 70 are arranged, the compressed charge air needs to enter the intercooler 60 of the engine 10 for cooling, and then enters the combustion chamber of the engine 10 through the intake manifold 70, so that the charge efficiency of the engine 10 can be improved.
[0042] Optionally, the system further comprises a diverging pipe 80, a first valve 90 and a second valve 100.
[0043] The diverging pipe comprises a first diverging branch pipe, a second diverging branch pipe and a third diverging branch pipe, the first diverging branch pipe is in communication with the first exhaust manifold 20, the second diverging branch pipe is in communication with the second exhaust manifold 30, and the third diverging branch pipe is in communication with the second turbocharger 50.
[0044] The first valve 90 is arranged on the first diverging branch pipe, and the first valve 90 is used for connecting or cutting off the first diverging branch pipe.
[0045] The second valve 100 is arranged on the second diverging branch pipe, and the second valve 100 is used for connecting or cutting off the first diverging branch pipe.
[0046] In the embodiment, the first valve 90 and the second valve 100 are controlled to be opened or closed, so that the turbochargers of the engine 10 at different speeds are controlled, and the response rate of the engine 10 is improved.
[0047] In the specific implementation, when the engine 10 is at a low speed, the first valve 90 and the second valve 100 between the high-pressure turbine and the low-pressure turbine are closed, at this time, the first turbocharger 40 and the second turbocharger 50 are connected in series, and the exhaust gas of the engine 10 can only flow through the first exhaust manifold 20 and the second exhaust manifold 30, and then sequentially enter the first turbocharger 40 and the second turbocharger 50 for compression; when the engine 10 is at a medium-high speed, the first valve 90 and the second valve 100 between the high-pressure turbine and the low-pressure turbine are connected, and the exhaust gas of the engine 10 can only flow through the first exhaust manifold 20 and the second exhaust manifold 30, and then enter the second turbocharger 50 for compression.
[0048] Optionally, the system further comprises a third valve, and the diverging pipe comprises a fourth diverging branch pipe, the fourth diverging branch pipe is in communication with the exhaust treatment system.
[0049] The third valve is arranged on the fourth diverging branch pipe, and the third valve is used for connecting or cutting off the fourth diverging branch pipe.
[0050] Optionally, the turbine of the first turbocharger 40 comprises small-inertia turbine blades, and the turbine of the second turbocharger 50 comprises large-inertia turbine blades.
[0051] Optionally, the system further comprises an exhaust gas circulation subsystem, which is in communication with the exhaust gas treatment system.
[0052] Optionally, the system further comprises a second pipeline and a fourth valve, one end of the second pipeline is in communication with the exhaust gas circulation subsystem, the other end of the second pipeline is in communication with the intercooler 60, the fourth valve is arranged in the second pipeline, and the fourth valve is used for communicating or cutting off the second pipeline.
[0053] Optionally, the first valve 90, the second valve 100 and the third valve are all electronic exhaust gas flow distribution valves.
[0054] In order to improve the understanding of the engine 10 intake and exhaust system provided by the embodiments of the present application, the system is further described below.
[0055] As shown in Figure 2 When the engine 10 is at low speed, the first valve 90 and the second valve 100 between the high-pressure turbine and the low-pressure turbine are closed, and the engine 10 exhaust gas can only flow through the first exhaust manifold 20 and the second exhaust manifold 30, the high-pressure stage double-flow variable cross-section turbocharger engine 10. Because the turbine is equipped with small inertia turbine blades, a small amount of exhaust gas will make the turbine rotate at high speed, and the pressure end pressure impeller is driven to rotate through the intermediate bearing. At this time, the third valve of the low-pressure stage turbine is closed, and the exhaust gas flowing through the first-stage variable geometry cross-section turbocharger can only flow through the second-stage turbocharger. Because the second-stage turbocharger is equipped with large inertia turbine blades, at this time, the second-stage turbine has a lower speed, and the two-stage turbine is in series working state. At the same time, the fourth valve between the intake end low-pressure stage and the high-pressure stage compressor is closed, and the air flowing through the low-pressure stage compressor after flowing through the filter can only flow through the high-pressure stage compressor to compress the air twice. The engine 10 has higher intake at low speed, which improves the low-speed response performance and low-speed torque characteristics of the engine 10.
[0056] As shown in Figure 3As shown, when the engine 10 is at medium-high speed, the first valve 90 and the second valve 100 between the high-pressure turbine and the low-pressure turbine are opened, the high-pressure variable-geometry cross-section turbocharged engine 10 is adjusted to the minimum value by adjusting the blade angle, so that the exhaust gas does not pass through the high-pressure turbine, so as to realize the overload protection of the high-pressure turbine. The exhaust gas will enter the low-pressure turbocharger through the first pipeline and the second pipeline, and the low-pressure turbocharger rotates at the same speed through the intermediate shaft to drive the low-pressure compressor. At this time, the turbine bypass valve adjusts the opening degree of the exhaust gas bypass valve according to different working conditions, so as to realize the control of the supercharging pressure. Because the exhaust gas after bypassing has high pressure, the exhaust gas recovery rate and the engine 10 thermal efficiency are improved. At the same time, the fourth valve at the compressor end is opened, the air passing through the low-pressure compressor will not enter the high-pressure compressor and directly flow through the engine 10 intercooler 60, and finally pass through the throttle to the engine 10 intake manifold 70.
[0057] The embodiment of the present application provides a vehicle comprising the engine intake and exhaust system as described above. Since the technical scheme of the embodiment of the present application comprises all the technical schemes of the above-mentioned embodiments, at least all the technical effects of the above-mentioned embodiments can be achieved, which will not be described one by one here.
[0058] The embodiments of the present application are described above in combination with the drawings, but the present application is not limited to the above-mentioned specific embodiments, the above-mentioned specific embodiments are only illustrative and not restrictive, and those skilled in the art can make many forms under the inspiration of the present application without departing from the scope of the present application and the scope protected by the claims, which all belong to the protection of the present application.
Claims
1. An engine intake and exhaust system characterized by, The engine, the first exhaust manifold, the second exhaust manifold, the first turbocharger, the second turbocharger; The engine includes a plurality of cylinders, the first turbocharger includes a first intake port, a second intake port and an outlet port, at least two cylinders of the plurality of cylinders are connected to the first intake port through the first exhaust manifold, the remaining cylinders of the plurality of cylinders are connected to the second intake port through the second exhaust manifold, the outlet port is connected to an intake end of the second turbocharger through a first pipe, and an outlet end of the second turbocharger is connected to an exhaust treatment system. The maximum boost capacity of the first turbocharger is greater than that of the second turbocharger.
2. The engine intake and exhaust system of claim 1, wherein, The system further includes an intercooler and an intake manifold, an intake end of the intake manifold is connected to the intercooler, and the intake manifold includes a plurality of outlet ports connected to the plurality of cylinders respectively.
3. The engine intake and exhaust system of claim 2, wherein, The system further includes a diverging pipe, a second pipe, a first valve and a second valve. The diverging pipe includes a first diverging branch, a second diverging branch and a third diverging branch, the first diverging branch is connected to the first exhaust manifold, the second diverging branch is connected to the second exhaust manifold, and the third diverging branch is connected to the second turbocharger. The first valve is arranged on the first diverging branch, and the first valve is used to connect or cut off the first diverging branch. The second valve is arranged on the second diverging branch, and the second valve is used to connect or cut off the first diverging branch.
4. The engine intake and exhaust system of claim 3, wherein, The system further includes a third valve, and the diverging pipe includes a fourth diverging branch connected to the exhaust treatment system. The third valve is arranged on the fourth diverging branch, and the third valve is used to connect or cut off the fourth diverging branch.
5. The engine intake and exhaust system of claim 1, wherein, The turbine structure of the first turbocharger is a variable geometry interface turbine structure.
6. The engine intake and exhaust system of claim 1, wherein, The turbine of the first turbocharger includes small inertia turbine blades, and the turbine of the second turbocharger includes large inertia turbine blades.
7. The engine intake and exhaust system of claim 4, wherein, The system further includes an exhaust gas circulation subsystem connected to the exhaust treatment system.
8. The engine intake and exhaust system of claim 7, wherein, The system further includes a third pipe and a fourth valve, one end of the third pipe is connected to the exhaust gas circulation subsystem, the other end of the third pipe is connected to the intercooler, and the fourth valve is arranged on the third pipe and used to connect or cut off the third pipe.
9. The engine intake and exhaust system of claim 4, wherein, The first valve, the second valve and the third valve are all electronic exhaust flow distribution valves.
10. A vehicle characterized by comprising: An engine intake and exhaust system as claimed in any one of claims 1-9.