Engine air inlet mechanism, engine system and vehicle

Abstract

The utility model discloses an engine air inlet mechanism, an engine system and a vehicle, and belongs to the technical field of engines. According to the engine air inlet mechanism, the engine system and the vehicle, the air supercharged by the air compressor is conveyed to the turbocharger through the connecting pipeline, two-stage supercharging is achieved, the supercharging ratio and the air flow are improved, the requirements of the engine for high-pressure air under different working conditions can be met, fuel economy is improved, and the cost is reduced. The tail gas emission is reduced; meanwhile, the rotor shaft of the driving part is not connected with the rotor shaft of the turbocharger, vibration and torque fluctuation between the driving part and the turbocharger can be effectively isolated, and the stability and reliability of the engine air inlet mechanism are improved; according to the cooling structure, the driving part can be cooled so as to improve the operation stability and reliability of the driving part in the high-temperature environment, the effect of cooling compressed air in the air compressor can be achieved, and the supercharging effect of the turbocharger can be further improved.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, and in particular to an engine intake mechanism, engine system and vehicle. Background Technology

[0002] In the field of automotive engines, improving engine power performance and fuel economy has always been an important research direction. Turbocharging technology, as an effective supercharging method, is widely used in modern automotive engines. However, traditional turbocharging systems suffer from turbo lag, meaning that at low engine speeds, the exhaust gas energy is insufficient to drive the turbocharger to respond quickly, resulting in a delay in engine torque output and affecting the vehicle's starting and low-speed acceleration performance. Furthermore, as automotive engines increasingly demand higher intake pressure and flow rates, traditional single-stage supercharging systems struggle to meet these requirements.

[0003] To address these issues, some automakers have adopted a two-stage turbocharging system by connecting an air compressor and a turbocharger in series. However, this two-stage turbocharging system has several shortcomings. For example, the heat dissipation problem of the electric turbocharger has not been effectively solved, affecting its reliability and service life. Furthermore, the rotor shaft of the electric turbocharger is connected to the rotor shaft of the turbocharger, which can easily generate vibration and noise, reducing the stability of the system. Utility Model Content

[0004] The purpose of this utility model is to provide an engine intake mechanism, engine system and vehicle, which can not only improve the engine intake boosting efficiency, but also enhance the stability and reliability of the engine intake mechanism.

[0005] To achieve the above objectives, the following technical solution is provided:

[0006] Engine intake mechanism, including:

[0007] An air compressor includes a housing, at least one impeller unit, a drive component, and a cooling structure. The housing includes a first air inlet and a first air outlet disposed opposite each other along a first direction. At least one impeller unit is sequentially disposed within the housing along the first direction. Each impeller unit includes a moving impeller and a stationary impeller corresponding to the moving impeller. The stationary impeller is fixed within the housing, and the moving impeller is rotatably disposed within the housing about the first direction. The drive component is capable of driving the moving impellers of all the impeller units to rotate. The cooling structure is capable of cooling the drive component.

[0008] A turbocharger, comprising a second air intake and a second air outlet, the second air outlet being connected to the intake structure of an engine; the rotor shaft of the drive component is not connected to the rotor shaft of the turbocharger.

[0009] A connecting pipe is provided, through which the first air outlet and the second air inlet are connected.

[0010] As a preferred embodiment of the aforementioned engine intake mechanism, the housing includes an exhaust portion, a first exhaust port is disposed in the exhaust portion, and the exhaust portion is connected to the connecting pipe; and / or

[0011] The turbocharger includes an intake section, a second air inlet is disposed in the intake section, and the intake section is connected to the connecting pipe.

[0012] As a preferred embodiment of the aforementioned engine intake mechanism, the connecting pipe is sleeved on the outside of the exhaust portion; and / or,

[0013] The connecting pipe is sleeved on the outside of the air intake.

[0014] As a preferred embodiment of the aforementioned engine intake mechanism, the engine intake mechanism further includes a first fastener, which is capable of locking or unlocking the connecting pipe from the exhaust portion; and / or,

[0015] The engine intake mechanism also includes a second fastener, which can lock or unlock the connecting pipe to the intake section.

[0016] As a preferred technical solution for the above-mentioned engine intake mechanism, the cooling structure includes a cooling water channel, and an inlet and an outlet that are both connected to the cooling water channel, wherein the cooling water channel is opened inside the shell wall of the engine housing.

[0017] As a preferred technical solution for the aforementioned engine intake mechanism, the cooling water channel is a spiral structure arranged around the outside of the drive component.

[0018] As a preferred embodiment of the aforementioned engine intake mechanism, the first outlet includes an outlet variable diameter section, the inner diameter of which gradually increases along the direction of airflow exiting the air compressor; and / or,

[0019] The second air intake includes an intake variable diameter section, the inner diameter of which gradually decreases along the direction in which the airflow flows into the turbocharger.

[0020] As a preferred technical solution for the aforementioned engine intake mechanism, the inner wall of the outlet variable diameter section has a conical surface structure; and / or,

[0021] The inner wall of the intake variable diameter section has a conical surface structure.

[0022] To achieve the above objectives, an engine system is also provided, including an engine and an engine intake mechanism as described in any of the preceding claims, wherein the second exhaust port is in communication with the engine intake structure.

[0023] To achieve the above objectives, a vehicle, including the engine system described above, is also provided.

[0024] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0025] This invention relates to an engine intake mechanism, engine system, and vehicle. By connecting pipelines, air pressurized by an air compressor is delivered to the turbocharger, achieving two-stage boosting. This increases the boost ratio and airflow, meeting the engine's demand for high-pressure air under different operating conditions, improving fuel economy, and reducing emissions. Simultaneously, the rotor shaft of the drive component is not connected to the rotor shaft of the turbocharger, effectively isolating vibration and torque fluctuations between them, thus improving the stability and reliability of the engine intake mechanism. The cooling structure not only cools the drive component to improve its operational stability and reliability in high-temperature environments but also cools the compressed air within the air compressor, thereby lowering the temperature of the air entering the turbocharger and further enhancing its boosting effect. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the engine system in an embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of the engine intake mechanism in an embodiment of the present invention;

[0028] Figure 3 This is a cross-sectional view of the engine intake mechanism in an embodiment of the present utility model;

[0029] Figure 4 This is a schematic diagram of the air compressor in an embodiment of the present invention.

[0030] Figure label:

[0031] 100. Engine; 1. Air compressor; 11. Housing; 111. First air inlet; 112. First air outlet; 1121. Outlet diameter change section; 113. Outlet section; 12. Impeller unit; 121. Moving impeller; 122. Stationary impeller; 13. Drive component; 14. Cooling channel; 2. Turbocharger; 21. Second air inlet; 211. Inlet diameter change section; 23. Compressor casing; 24. Compression impeller; 25. Intermediate body; 26. Volute casing; 27. Turbine; 28. Inlet section; 3. Connecting pipeline; 41. First fastener; 42. Second fastener; 5. Air filter. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0033] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0034] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0035] In the description of this utility model, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this utility model is in use. They are used only for the convenience of describing this utility model and for 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. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," and "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0036] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" 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. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0037] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0038] 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.

[0039] like Figures 1-4 As shown, this embodiment provides an engine intake mechanism, an engine system, and a vehicle. The vehicle includes an engine system, which includes an engine 100 and an engine intake mechanism. The engine intake mechanism includes an air compressor 1, a turbocharger 2, and a connecting pipe 3. The air compressor 1 includes a housing 11, at least one impeller unit 12, a drive component 13, and a cooling structure. The housing 11 includes a first air inlet 111 and a first air outlet 112 arranged opposite to each other along a first direction. At least one impeller unit 12 is sequentially disposed within the housing 11 along the first direction. The impeller unit 12 includes a moving impeller 121 and a moving impeller 122. The stationary impeller 122 is correspondingly disposed in the impeller 121 and is fixedly disposed in the housing 11. The moving impeller 121 is rotatably disposed in the housing 11 about a first direction. The drive member 13 can drive the moving impellers 121 of all impeller units 12 to rotate, and the rotor shaft of the drive member 13 is not connected to the rotor shaft of the turbocharger 2. The cooling structure can cool the drive member 13. The turbocharger 2 includes a second air inlet 21 and a second air outlet (not shown in the figure). The first air outlet 112 is connected to the second air inlet 21 through a connecting pipe 3, and the second air outlet is connected to the intake structure of the engine 100. It should be noted that the structure of the second air outlet and the connection method between the second air outlet and the intake structure of the engine 100 are existing technologies and will not be described in detail here. For example, the second air outlet is connected to the air inlet of the intercooler, and the air outlet of the intercooler is connected to the intake manifold of the engine 100.

[0040] In this embodiment, the engine intake mechanism delivers the air, which has been pressurized by the air compressor 1, to the turbocharger 2 through the connecting pipe 3, achieving two-stage supercharging. This increases the boost ratio and airflow, meeting the high-pressure air requirements of the engine 100 under different operating conditions. This results in more complete combustion in the engine 100, improving the power and torque output of the engine 100, enhancing fuel economy, and reducing exhaust emissions.

[0041] Meanwhile, the rotor shaft of the drive component 13 is not connected to the rotor shaft of the turbocharger 2. In other words, the rotor shaft of the drive component 13 and the rotor shaft of the turbocharger 2 adopt a decoupled structure, which can effectively isolate the vibration and torque fluctuation between the two, reduce the vibration and noise of the engine intake mechanism, improve the stability and reliability of the engine intake mechanism, and help extend the service life of the engine intake mechanism.

[0042] The cooling structure of the air compressor 1 not only cools the drive component 13, preventing it from overheating and causing performance degradation or even failure, thus improving the operational stability and reliability of the drive component 13 in high-temperature environments, but also helps extend the service life of the drive component 13. In addition, the cooling structure can also cool the compressed air inside the air compressor 1, thereby reducing the temperature of the air entering the turbocharger 2, which is beneficial to further improving the boosting effect of the turbocharger 2.

[0043] It should be noted that, as Figure 3 As shown, the turbocharger 2 includes a pressure housing 23, a compression impeller 24, an intermediate body 25, a volute 26, and a turbine 27. The turbine 27 is rotatably disposed within the volute 26, and the compression impeller 24 is rotatably disposed within the pressure housing 23. The turbine 27 and the compression impeller 24 are connected by a rotating shaft. The intermediate body 25 is disposed between the volute 26 and the pressure housing 23. The installation method, fit relationship, and working principle of the pressure housing 23, compression impeller 24, intermediate body 25, volute 26, and turbine 27 are all existing technologies and will not be described in detail here. In other words, the turbocharger 2 adopts the existing turbocharger 2 technology. In this embodiment, the air compressor 1 and the turbocharger 2 are connected in series to achieve two-stage supercharging, and the supercharging efficiency is improved by modifying the structure of the air compressor 1.

[0044] In this embodiment, the drive component 13 is a motor. The rotor shaft of the drive component 13 is the output shaft of the motor; the rotor shaft of the turbocharger 2 is the rotating shaft of the compression impeller 24.

[0045] Specifically, the first air inlet 111 and the first air outlet 112 are arranged opposite each other along the first direction, and the moving impeller 121 is rotatably disposed in the housing 11 around the first direction. That is to say, the air compressor 1 is an electric axial flow air compressor, which has the advantages of large flow, high efficiency and small space occupation, thus facilitating the assembly of the engine intake mechanism with the engine 100.

[0046] In this embodiment, as Figure 3 As shown, the impeller unit 12 is provided. In other words, the air compressor 1 achieves single-stage boosting through a moving impeller 121 and a stationary impeller 122, which can meet the boosting demand without increasing the structural complexity of the air compressor 1, thus helping to reduce costs.

[0047] Of course, in other embodiments, such as Figure 4 As shown, two impeller units 12 can also be provided. In other words, the air compressor 1 is provided with two moving impellers 121 and two stationary impellers 122, with the two moving impellers 121 and the two stationary impellers 122 arranged in a one-to-one correspondence. That is to say, the air compressor 1 can achieve two-stage boosting through two impeller units 12. Compared with the single-unit boosting air compressor 1 (air compressor 1 is provided with one impeller unit 12), a higher boost ratio can be achieved to compress the air to a higher pressure to meet the high-pressure air requirements of the engine 100. At the same time, achieving two-stage boosting through two impeller units 12 not only allows the pressure ratio of each impeller unit 12 to be relatively reduced, thus enabling the air compressor 1 to operate under more efficient conditions, but also allows the load on each impeller unit 12 to be relatively smaller, thereby improving the operational stability of the air compressor 1. In addition, the stationary impellers 122 of the two impeller units 12 can better control the flow of air, reduce phenomena such as airflow separation and eddies, make the airflow in the air compressor 1 smoother, and improve the performance and reliability of the air compressor 1.

[0048] It should be noted that the installation method, mating relationship, and working principle of the moving impeller 121 and the stationary impeller 122 are all existing technologies and will not be described in detail here. Furthermore, this embodiment does not limit the blade shape, blade angle, and number of blades of the moving impeller 121, nor the blade shape, blade angle, and number of blades of the stationary impeller 122.

[0049] Optionally, such as Figure 3 As shown, the housing 11 includes an air outlet 113, and a first air outlet 112 is provided in the air outlet 113. The air outlet 113 is inserted into the connecting pipe 3, thereby eliminating the need to install flanges or other connection structures in the air outlet 113 and the connecting pipe 3. This simplifies the structure of the air compressor 1 and the connecting pipe 3, reduces costs, and improves the convenience of connecting the connecting pipe 3 and the air compressor 1.

[0050] Optionally, the turbocharger 2 includes an intake section 28, with a second intake port 21 located within the intake section 28. The intake section 28 is connected to the connecting pipe 3, eliminating the need for flanges or other connecting structures in the intake section 28 and the connecting pipe 3. This simplifies the structure of the turbocharger 2 and the connecting pipe 3, reduces costs, and improves the ease of connection between the connecting pipe 3 and the turbocharger 2. Specifically, the intake section 28 is located within the pressure shell 23.

[0051] Optionally, the connecting pipe 3 is sleeved on the outside of the air outlet 113. In other words, the air outlet 113 is inserted into the connecting pipe 3. On the one hand, compared with the connection method of inserting the connecting pipe 3 into the first air outlet 112, the connecting pipe 3 can avoid obstructing the compressed air discharged by the air compressor 1, which is conducive to improving the smoothness of compressed air flow and the boosting efficiency of the engine intake mechanism. On the other hand, the connection between the connecting pipe 3 and the air compressor 1 can be realized simply by selecting a suitable connecting pipe 3 to match the air outlet 113. When designing the air outlet 113 and the first air outlet 112, there is no need to consider the matching problem with the connecting pipe 3, which is conducive to simplifying the design steps and reducing costs.

[0052] Optionally, the connecting pipe 3 is sleeved on the outside of the intake section 28. In other words, the intake section 28 is inserted into the connecting pipe 3. Then, only a suitable connecting pipe 3 needs to be selected to match the intake section 28 to achieve the connection between the connecting pipe 3 and the turbocharger 2. When designing the intake section 28 and the second intake port 21, there is no need to consider the matching problem with the connecting pipe 3, which helps to simplify the design steps and reduce costs.

[0053] Optionally, the engine intake mechanism also includes a first fastener 41, which can lock or unlock the connecting pipe 3 and the exhaust portion 113. Locking the connecting pipe 3 and the exhaust portion 113 with the first fastener 41 can improve the sealing of the connection between the connecting pipe 3 and the exhaust portion 113 and prevent compressed air leakage; unlocking the connecting pipe 3 and the exhaust portion 113 with the first fastener 41 facilitates the disassembly and assembly of the connecting pipe 3.

[0054] Optionally, the engine intake mechanism also includes a second fastener 42, which can lock or unlock the connecting pipe 3 to the intake section 28. Locking the connecting pipe 3 to the intake section 28 with the second fastener 42 can improve the sealing of the connection between the connecting pipe 3 and the intake section 28 and prevent compressed air leakage; unlocking the connecting pipe 3 to the intake section 28 with the second fastener 42 facilitates the disassembly and assembly of the connecting pipe 3.

[0055] For example, the first fastener 41 includes a first clamp; the second fastener 42 includes a second clamp.

[0056] Optionally, the cooling structure includes cooling water channels, and inlet and outlet water outlets that are connected to the cooling water channels. The cooling water channels are formed inside the casing wall of the housing 11. When the air compressor 1 is working, coolant is introduced into the cooling water channels through the inlet water outlet. The coolant exchanges heat with the drive component 13 in the cooling water channels, and its temperature rises. Then, it is discharged from the cooling water channels through the outlet water outlet, thereby realizing the circulation of coolant, which is beneficial to improving the cooling effect. Moreover, the structure is simple and the cost is low.

[0057] For example, the vehicle's own cooling system can be used to supply coolant to the cooling channels. For instance, the inlet can be connected to the engine cooling system, thereby allowing the coolant from the engine cooling system to flow into the cooling channels. This simplifies the structure of the engine system and has energy-saving effects.

[0058] Optionally, the cooling water channel is a spiral structure surrounding the outside of the drive unit 13, which can increase the heat exchange area between the coolant and the drive unit 13, as well as the heat exchange area between the coolant and the compressed air in the air compressor 1, thereby improving the cooling effect. Specifically, the drive unit 13 is a motor, and the spiral structure of the cooling water channel is surrounding the outer periphery of the motor stator.

[0059] Optionally, the first air outlet 112 includes an outlet diameter variable section 1121. The inner diameter of the outlet diameter variable section 1121 gradually increases along the direction of airflow out of the air compressor 1, which can promote the rapid and smooth discharge of compressed air from the air compressor 1 and is beneficial to improving the boosting efficiency of the engine intake mechanism.

[0060] It should be noted that the inner wall of the outlet diameter variable section 1121 can be a conical surface structure or an arc-shaped surface structure. In this embodiment, the inner wall of the outlet diameter variable section 1121 is a conical surface structure. Compared with the arc-shaped surface structure, this improves processing convenience and reduces costs.

[0061] Optionally, the second air intake 21 includes an intake variable diameter section 211, the inner diameter of which gradually decreases along the direction of airflow into the turbocharger 2, thereby promoting the rapid and smooth entry of compressed air into the turbocharger 2, which is beneficial to improving the boosting efficiency of the engine intake mechanism.

[0062] It should be noted that the inner wall of the intake variable diameter section 211 can be a conical surface structure or an arc-shaped surface structure. In this embodiment, the inner wall of the intake variable diameter section 211 is a conical surface structure. Compared with the inner wall of the intake variable diameter section 211 being an arc-shaped surface structure, this can improve the ease of processing and reduce costs.

[0063] Optionally, the engine intake mechanism also includes an air filter 5, which is located upstream of the first air intake 111. This allows air to be filtered by the air filter 5 before being introduced into the air compressor 1, thus protecting the air compressor 1 and improving its operational stability and service life.

[0064] It should be noted that when the engine 100 is operating, the working states of the air compressor 1 and the turbocharger 2 can be adjusted according to the real-time operating conditions of the engine 100, thereby achieving optimal performance of the engine intake mechanism and improving the overall performance and adaptability of the engine 100. For example, at low speeds, the air compressor 1 can be activated earlier, thus achieving two-stage boost through the air compressor 1 and the turbocharger 2. This effectively solves the turbo lag problem, making the engine 100 more responsive during start-up and low-speed acceleration, with smoother torque output, improving driving comfort and vehicle handling.

[0065] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention. The scope of the present invention is determined by the scope of the appended claims.

Claims

1. An engine intake mechanism, characterized in that, include: An air compressor (1) includes a housing (11), at least one impeller unit (12), a drive unit (13), and a cooling structure. The housing (11) includes a first air inlet (111) and a first air outlet (112) arranged opposite to each other along a first direction. At least one impeller unit (12) is sequentially arranged in the housing (11) along the first direction. Each impeller unit (12) includes a moving impeller (121) and a stationary impeller (122) corresponding to the moving impeller (121). The stationary impeller (122) is fixed in the housing (11). The moving impeller (121) is rotatably arranged in the housing (11) about the first direction. The drive unit (13) can drive the moving impellers (121) of all the impeller units (12) to rotate. The cooling structure can cool the drive unit (13). The turbocharger (2) includes a second air inlet (21) and a second air outlet (22), the second air outlet (22) being used to communicate with the air intake structure of the engine (100); the rotor shaft of the drive member (13) is not connected to the rotor shaft of the turbocharger (2); The connecting pipe (3) connects the first air outlet (112) and the second air inlet (21).

2. The engine intake mechanism according to claim 1, characterized in that, The housing (11) includes an air outlet (113), a first air outlet (112) is disposed in the air outlet (113), and the air outlet (113) is inserted into the connecting pipe (3); and / or, The turbocharger (2) includes an intake section (28), a second air inlet (21) is provided in the intake section (28), and the intake section (28) is connected to the connecting pipe (3).

3. The engine intake mechanism according to claim 2, characterized in that, The connecting pipe (3) is sleeved on the outside of the air outlet (113); and / or, The connecting pipe (3) is sleeved on the outside of the air intake (28).

4. The engine intake mechanism according to claim 2 or 3, characterized in that, The engine intake mechanism further includes a first fastener (41) capable of locking or unlocking the connecting pipe (3) from the exhaust portion (113); and / or, The engine intake mechanism also includes a second fastener (42) which can lock or unlock the connecting pipe (3) to the intake section (28).

5. The engine intake mechanism according to claim 1, characterized in that, The cooling structure includes a cooling water channel, and an inlet and an outlet that are connected to the cooling water channel. The cooling water channel is opened inside the shell wall of the housing (11).

6. The engine intake mechanism according to claim 5, characterized in that, The cooling water channel is a spiral structure that is arranged around the outside of the drive member (13).

7. The engine intake mechanism according to claim 1, characterized in that, The first air outlet (112) includes an outlet diameter reducing section (1121), the inner diameter of which gradually increases along the direction of airflow out of the air compressor (1); and / or, The second air intake (21) includes an intake variable diameter section (211), the inner diameter of which gradually decreases along the direction of airflow into the turbocharger (2).

8. The engine intake mechanism according to claim 7, characterized in that, The inner wall of the outlet variable diameter section (1121) has a conical surface structure; and / or, The inner wall of the intake variable diameter section (211) has a conical surface structure.

9. An engine system, characterized in that, Includes an engine (100) and an engine intake mechanism as described in any one of claims 1-8, wherein the second exhaust port (22) is connected to the intake structure of the engine (100).

10. A vehicle, characterized in that, Includes the engine system as described in claim 9.

Images