Intercooling pipeline, power assembly and vehicle

Abstract

The utility model relates to an intercooling pipeline, a power assembly and a vehicle, and belongs to the technical field of automobiles, and the intercooling pipeline comprises a first silencer, a first connecting pipe and a second connecting pipe. Wherein the first silencer comprises an output end and an input end; one end of the first connecting pipe is connected with the output end of the first silencer, and the other end is connected to the input end of the intercooler; one end of the second connecting pipe is connected with the input end of the first silencer, and the other end is connected to the output end of the supercharger; an included angle is formed between the axis of the input end of the first silencer and the axis of the output end of the first silencer, and the included angle is smaller than 180 degrees and not smaller than 100 degrees.

Description

Technical Field

[0001] This application relates to the technical field of automobiles, and more particularly to an intercooler pipeline, powertrain, and vehicle. Background Technology

[0002] Automobiles are an extremely important means of transportation in modern life, with a wide range of uses and diverse types. Automobiles include passenger cars, commercial vehicles, and public transportation vehicles.

[0003] In today's automotive industry, continuous advancements in engine technology play a crucial role in improving vehicle performance and fuel economy. While traditional naturally aspirated engines are simple in structure and highly reliable, they have certain limitations in terms of power output and fuel economy. To overcome these limitations, turbocharging technology emerged and has gradually become an important development direction for modern automotive engines.

[0004] In the automotive industry, with the continuous improvement of engine efficiency and performance, the requirements for optimizing engine compartment space and controlling noise are becoming increasingly prominent. Traditional intercooler piping designs often occupy a large amount of space, making it difficult to meet the compact engine compartment requirements of modern automobiles. In addition, the airflow noise generated by the turbocharger during operation, the bypass valve leakage noise, and the air hammer effect noise seriously affect the driving experience and the vehicle's environmental performance. Utility Model Content

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide an intercooler pipeline, powertrain, and vehicle that optimizes the engine compartment layout space by setting a muffler and connecting pipeline system with a specific angle. The first connecting pipe and the second connecting pipe are smoothly connected through the first muffler, minimizing airflow resistance. At the same time, the first muffler is located at the bend, which plays a role in stabilizing the flow while silencing noise, promoting the smoothness and stability of the airflow.

[0007] To achieve the above objectives, in a first aspect, this application provides an intercooling pipeline, comprising:

[0008] The first silencer includes an output terminal and an input terminal;

[0009] The first connecting pipe has one end connected to the output end of the first muffler and the other end connected to the input end of the intercooler.

[0010] The second connecting pipe has one end connected to the input end of the first muffler and the other end connected to the output end of the booster.

[0011] The axis of the input end of the first muffler is set at an angle to the axis of the output end, which is less than 180° and not less than 100°.

[0012] The technical solution utilizes a silencer with a specific angle and connecting piping system to effectively guide airflow and optimize spatial layout. The 100°-180° bend between the input and output axes avoids sound wave superposition and resonance caused by direct airflow and allows for airflow deflection within limited installation space. This helps reduce airflow impact and eddies, lowers airflow resistance, and improves overall system efficiency.

[0013] In some embodiments of this application, the angle between the axis of the input end and the axis of the output end of the first muffler is 108°.

[0014] In the technical solution, airflow resistance is minimized at this angle, while the noise reduction structure is located at the bend, which plays a role in stabilizing the airflow while reducing noise, thus promoting the smoothness and stability of the airflow.

[0015] In some embodiments of this application, the first muffler includes:

[0016] The housing contains a silencer tube, the two ends of which are the input and output ends of a first silencer, respectively; a cavity is formed between the housing and the silencer tube.

[0017] The silencer tube has a silencer hole so that the inside of the silencer tube communicates with the cavity.

[0018] The technical solution effectively guides airflow through the silencer holes into the cavity, utilizing the reflection and interference of sound waves to achieve a noise reduction effect. The cavity design between the shell and the silencer tube further enhances the noise reduction capability while simplifying the silencer's structure and reducing manufacturing costs.

[0019] In some embodiments of this application, the first muffler further includes a plurality of partitions; the partitions are spaced apart along the length of the muffler tube, and the partitions divide the cavity to form a plurality of muffler cavities of different volumes;

[0020] There are multiple silencing holes, each of which is connected to a corresponding silencing cavity.

[0021] The technical solution effectively reduces noise at different frequencies. The spacing of the baffles also enhances the structural stability of the muffler, preventing internal components from resonating or being damaged by airflow, thereby extending the service life of the muffler.

[0022] In some embodiments of this application, the silencing pipe is provided with a silencing groove, and the silencing groove is in communication with each of the silencing cavities.

[0023] In this technical solution, the sound-absorbing grooves further optimize the propagation path of sound waves, enhancing the noise reduction effect. The design of the sound-absorbing grooves allows airflow to be more evenly distributed into each noise-absorbing cavity when passing through the silencer, thereby achieving more efficient noise attenuation.

[0024] In some embodiments of this application, a bypass valve is provided on the output end of the first silencer or on the first connecting pipe, and the output end of the bypass valve is connected to a second silencer.

[0025] In the technical solution, a portion of the airflow can be diverted through a bypass valve under specific operating conditions to avoid excessive impact of the airflow on the muffler, and a second muffler is used to further reduce noise, thereby reducing the noise generated by the air hammer effect.

[0026] In some embodiments of this application, a Venturi tube interface is provided on the output end of the first muffler or the first connecting pipe.

[0027] The technical solution utilizes the Venturi effect to measure airflow velocity or pressure, providing real-time airflow parameter monitoring for the system. This design helps optimize the operating status of the turbocharger and intercooler, improving the overall system performance.

[0028] In some embodiments of this application, a sensor mounting base is provided on the output end of the first muffler or on the first connecting pipe.

[0029] The technical solution includes a sensor mounting bracket to facilitate the connection of the boost pressure sensor. The boost pressure sensor enables real-time monitoring of pressure changes at the booster output, providing accurate pressure feedback to the engine control system. This also facilitates the installation and replacement of the sensor or sensor mounting bracket, saving assembly and after-sales maintenance time.

[0030] This application also provides a powertrain comprising:

[0031] An engine, the engine having a throttle valve;

[0032] An intercooler, the output of which is connected to the throttle valve;

[0033] As described above for the intercooler piping, the first connecting pipe is connected to the input end of the intercooler;

[0034] A turbocharger, the output end of which is connected to the second connecting pipe.

[0035] In this technical solution, integrating the intercooler piping into the powertrain effectively reduces airflow noise between the turbocharger and intercooler, while optimizing the airflow path and improving the overall efficiency of the powertrain. The coordinated design of the intercooler piping with the engine, intercooler, and turbocharger ensures the system's stability and reliability.

[0036] This application also provides a vehicle, which includes a body;

[0037] The vehicle body is equipped with the powertrain described above.

[0038] In this technical solution, by integrating the aforementioned powertrain into the vehicle, the noise level during vehicle operation can be significantly reduced, thereby improving driving comfort.

[0039] As can be seen from the above technical solutions, additional aspects and advantages of this application 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 this application. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the overall structure of the intercooling pipeline according to the embodiments of this application;

[0041] Figure 2 This is a front view of the intercooling pipeline according to an embodiment of this application;

[0042] Figure 3 This is a rear view of the intercooling pipeline according to an embodiment of this application;

[0043] Figure 4 This is a side view of the intercooling pipeline according to an embodiment of this application;

[0044] Figure 5 This is an exploded view of the casing portion of the intercooling pipe according to an embodiment of this application;

[0045] Figure 6 This is a cross-sectional view of the intercooling pipe housing according to an embodiment of this application.

[0046] In the above figures: 100, first silencer; 101, first half-shell; 102, second half-shell; 103, silencer pipe; 1031, silencer hole; 1032, silencer groove; 104, partition plate; 200, first connecting pipe; 300, second connecting pipe; 400, valve seat; 500, bypass valve; 600, second silencer; 700, third connecting pipe; 800, venturi tube interface; 900, sensor mounting base; 210, booster pressure sensor. Detailed Implementation

[0047] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application 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 application.

[0048] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixation," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0049] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is 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 can mean that the first feature is 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.

[0050] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0051] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0052] It should be noted that in the automotive industry, traditional intercooler piping designs often occupy a large amount of space, making it difficult to meet the compact engine bay requirements of modern vehicles. Furthermore, the airflow noise generated by the turbocharger, bypass valve venting noise, and air hammer effect noise significantly impact the driving experience and vehicle environmental performance.

[0053] To address the compact engine compartment layout and a range of noise issues caused by the engine, including turbocharger airflow noise, bypass valve venting noise, and air hammer effect noise, a compact intercooler piping structure integrating multiple functions is designed to optimize space utilization and noise control. This application proposes an intercooler piping system, powertrain, and vehicle. By placing a first muffler between the intercooler and the turbocharger, with the output and input ends of the first muffler positioned at a certain angle, the engine compartment layout space is optimized. The first and second connecting pipes are smoothly connected through the first muffler, minimizing airflow resistance. Simultaneously, the first muffler is located at a bend, which, while reducing noise, also stabilizes the airflow, promoting smoothness and stability.

[0054] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0055] Referring to all the accompanying drawings, in one illustrative embodiment of the intercooler piping, powertrain, and vehicle in this application, the intercooler piping includes a first muffler 100, a first connecting pipe 200, and a second connecting pipe 300. The first muffler 100 includes an output end and an input end. One end of the first connecting pipe 200 is connected to the output end of the first muffler 100, and the other end is connected to the input end of the intercooler. One end of the second connecting pipe 300 is connected to the input end of the first muffler 100, and the other end is connected to the output end of the turbocharger.

[0056] The air output from the turbocharger enters the first muffler 100 through the second connecting pipe 300 and is then output to the intercooler through the first connecting pipe 200. Noise is generated when the gas flows at high speed; therefore, the noise is reduced by passing through the first muffler 100.

[0057] In some embodiments, the axis of the input end of the first muffler 100 is set at an angle to the axis of the output end, and the angle is less than 180°.

[0058] When the input and output ends of the first silencer 100 are close to 180°, that is, when the input and output ends of the first silencer 100 are close to a straight line, the obstruction to the passing airflow is minimal, and the airflow inside the pipe is optimal, but it occupies a large space.

[0059] In another embodiment, in some embodiments, the axis of the input end of the first muffler 100 is set at an angle to the axis of the output end, and the angle is not less than 100°. The smaller the angle between the input end and the output shaft of the first muffler 100, the smaller the space occupied. However, the sharper the angle that the air needs to pass through, the greater the obstruction to the air, the poorer the airflow, and the more it will affect the amount of air entering the engine.

[0060] Through the above-described scheme, this application defines the first silencer 100 and its connecting piping system with a specific angle by designing the angle between the input and output axes of the first silencer 100, thereby achieving effective airflow guidance and optimized spatial layout. The 100°-180° bend design between the input and output axes avoids sound wave superposition and resonance caused by direct airflow and allows for airflow deflection within a limited installation space. This helps reduce airflow impact and eddies, lowers airflow resistance, and improves overall system efficiency.

[0061] Alternatively, it can be considered that the angle between the axis of the input end and the axis of the output end of the first muffler 100 is α, where 100°≤α<180°.

[0062] In some embodiments, the angle between the axis of the input end and the axis of the output end of the first silencer 100 is 108°, i.e., α = 108°. At this angle, airflow resistance is minimized while ensuring that the space occupied is not excessive. The silencer structure is located at the bend, which plays a role in stabilizing the airflow while silencing noise, promoting the smoothness and stability of the airflow.

[0063] In one embodiment, when α = 179°, its obstruction effect on airflow is relatively small, and the angle between the first connecting pipe 200 and the second connecting pipe 300 is still constant, which also slightly reduces the space occupation.

[0064] In one embodiment, when α = 100°, the obstruction to airflow is relatively large, but the engine's intake air requirements are still guaranteed. Furthermore, at this time, the angle between the first connecting pipe 200 and the second connecting pipe 300 is relatively large, which can minimize the space occupied by the intercooler piping.

[0065] Furthermore, at α = 140°, its airflow obstruction effect and space occupation are both moderate. Manufacturers can adjust the angle of α according to different vehicle requirements.

[0066] Compared to existing technologies, which typically lack mufflers, current technologies often generate significant airflow noise that can be transmitted into the passenger compartment, negatively impacting the user experience. While some automakers incorporate mufflers, the inlets and outlets at both ends are often aligned in a straight line. This not only results in poor noise reduction but also occupies considerable space in the engine compartment, hindering miniaturization and the overall user experience.

[0067] In some embodiments, the first connecting pipe 200 is a flexible hose, preferably a rubber hose. Rubber hoses can significantly improve the flexibility and adaptability of the system; their flexibility allows them to adapt to complex installation environments, reduce vibration and noise transmission caused by rigid pipe connections, and effectively absorb mechanical vibration, thereby improving system stability.

[0068] Furthermore, if the first connecting pipe 200 is a flexible hose, it is connected to the output end of the first muffler 100 via a clamp. The first connecting pipe 200 is also connected to the input end of the intercooler via a clamp. Using a clamp connection significantly improves the flexibility and sealing of the connection. The clamp connection facilitates quick assembly and disassembly without the need for complex tools, reducing the difficulty of installation and maintenance.

[0069] In another embodiment, the first connecting pipe 200 is a rigid pipe. The first connecting pipe 200 is connected to the output end of the first muffler 100 and the input end of the intercooler via flanges. Flanges are commonly used connecting components, and their superior disassembly facilitates installation and maintenance, enabling quick disassembly and replacement of components, thus reducing maintenance costs.

[0070] Furthermore, the first connecting pipe 200 is connected to the throttle body assembly via a flange and is fixed to the intercooler assembly using four M6*75 hexagonal flange bolts; the side of the intercooler pipe is also assembled and fixed by a triangular bracket mounted on the cylinder head to ensure the reliability of the overall piping.

[0071] In another embodiment, when the first connecting pipe 200 is a rigid pipe, the first connecting pipe 200 is welded to the output end of the first muffler 100 and the input end of the intercooler. Welded connections offer higher strength and advantages such as material savings, higher production efficiency, and better overall integrity, effectively reducing system maintenance costs.

[0072] In addition, the first connecting pipe 200 can be connected to the output end of the first muffler 100 and the input end of the intercooler through other connection methods, which will not be described in detail here.

[0073] In some embodiments, the second connecting pipe 300 is a flexible hose, preferably a rubber hose. Rubber hoses significantly improve the flexibility and adaptability of the system; their flexibility allows them to adapt to complex installation environments, reducing vibration and noise transmission caused by rigid pipe connections, while effectively absorbing mechanical vibration and improving system stability.

[0074] Furthermore, if the second connecting pipe 300 is a flexible hose, it is connected to the input end of the first muffler 100 via a clamp. The second connecting pipe 300 is also connected to the output end of the booster via a clamp. Using a clamp connection significantly improves the flexibility and sealing of the connection. The clamp connection facilitates quick assembly and disassembly without the need for complex tools, reducing the difficulty of installation and maintenance.

[0075] In another embodiment, the second connecting pipe 300 is a rigid pipe. The second connecting pipe 300 is connected to the input end of the first muffler 100 and the output end of the booster via flanges. Flanges are commonly used connecting components, and their superior disassembly facilitates installation and maintenance, enabling quick disassembly and replacement of components, thus reducing maintenance costs.

[0076] In another embodiment, when the second connecting pipe 300 is a rigid pipe, the second connecting pipe 300 is welded to the input end of the first muffler 100 and the output end of the booster. Welded connections offer higher strength and advantages such as material savings, higher production efficiency, and better overall integrity, effectively reducing system maintenance costs.

[0077] It is worth noting that the second connecting pipe 300 and the first connecting pipe 200 can both be flexible or both are rigid pipes. However, in a preferred embodiment, to facilitate the installation of the intercooler piping, at least one of the second connecting pipe 300 and the first connecting pipe 200 should be a flexible pipe.

[0078] In addition, the second connecting pipe 300 can be connected to the input end of the first muffler 100 and the output end of the booster through other connection methods, which will not be described in detail here.

[0079] In some embodiments, since the engine assembly is located on one side of the intercooler piping, the second connecting pipe 300 can be a bend in the direction of the first connecting pipe 200 for easy connection; this facilitates the connection of the second connecting pipe 300 to the output end of the turbocharger and the connection of the first connecting pipe 200 to the input end of the intercooler.

[0080] Referring to all the accompanying drawings, in some embodiments, the first muffler 100 includes a housing, within which a silencing tube 103 is disposed. The two ends of the silencing tube 103 are the input and output ends of the first muffler 100, respectively. A cavity is formed between the housing and the silencing tube 103. A silencing hole 1031 is provided on the silencing tube 103 to allow communication between the interior of the silencing tube 103 and the cavity. This design effectively guides airflow through the silencing hole 1031 into the cavity, achieving a silencing effect through the reflection and interference of sound waves. The cavity design between the housing and the silencing tube 103 further enhances the silencing capability while simplifying the structure of the first muffler 100 and reducing manufacturing costs.

[0081] In the first muffler 100, the input and output ends of the first muffler 100 extend to the outside of the housing. The housing is a sealed structure. After air enters the first muffler 100, the generated sound waves enter the cavity through the silencing hole 1031. The sound waves are first silenced when they pass through the silencing hole 1031, and then bounce back in the cavity after entering the cavity to silence them again, thereby reducing the sound.

[0082] In another embodiment, to enhance the noise reduction effect, a noise-absorbing material can be attached to the inner wall of the housing. The noise-absorbing material absorbs sound waves, further improving the noise reduction effect.

[0083] In one embodiment, the angle between the axial directions of the two ends of the silencer 103 is α. The airflow enters the first silencer 100 through the second connecting pipe 300, and the airflow is silenced by the first silencer 100 as its angle changes along the direction of the silencer 103.

[0084] In some embodiments, the first muffler 100 includes a first half-shell 101 and a second half-shell 102, which are assembled together to form the housing of the first muffler 100. The split structure significantly reduces the difficulty of machining the housing, allowing for precision machining of each half-shell before assembly, thereby improving overall accuracy and reducing production costs. Furthermore, the modular design facilitates the installation and maintenance of internal components such as the muffler tube 103 and partition 104, enabling component replacement or cleaning without disassembling the entire housing, significantly shortening maintenance cycles and reducing maintenance costs.

[0085] Furthermore, the input and output ends of the first muffler 100 are located at the joint between the first half-shell 101 and the second half-shell 102. This facilitates the connection between the first connecting pipe 200 and the second connecting pipe 300, and significantly simplifies the manufacturing and assembly process of the housing.

[0086] Please refer to Figure 5 and Figure 6 In some embodiments, the first muffler 100 further includes multiple partitions 104; the partitions 104 are spaced apart along the length of the muffler tube 103, dividing the cavity into multiple muffler chambers of different volumes; there are multiple muffler holes 1031, each communicating with a corresponding muffler chamber. This design effectively reduces noise at different frequencies. The spaced arrangement of the partitions 104 also enhances the structural stability of the first muffler 100, preventing internal components from resonating or being damaged under airflow impact, thereby extending the service life of the first muffler 100.

[0087] In some embodiments, silencing chambers of different volumes can be arbitrarily distributed along the length of the silencing tube 103, or they can be arranged from small to large or from large to small along the length of the silencing tube 103 according to the volume of the silencing chamber.

[0088] In this application, multiple silencing holes 1031 disperse and dissipate the energy of the high-speed airflow. The silencing holes 1031 reduce frictional noise between the gas and the pipe wall by limiting the flow velocity and dispersing the airflow path. Furthermore, the multiple silencing holes 1031 convert sound energy into heat energy through friction and viscous resistance, achieving energy conversion and further reducing noise.

[0089] In some embodiments, the diameter of the silencing hole 1031 is between 3 and 5 mm, which provides a better sound attenuation effect.

[0090] It is worth noting that the diameters of the multiple silencing holes 1031 on the housing can be different. By setting silencing holes 1031 with different diameters, targeted attenuation of noise at different frequencies is achieved. Larger diameter silencing holes 1031 can effectively absorb low-frequency noise, while smaller diameter silencing holes 1031 target high-frequency noise, forming a wide-bandgap silencing effect. This differentiated aperture design optimizes the reflection and interference modes of sound waves in the silencing cavity, significantly improving the overall noise reduction performance of the first silencer 100.

[0091] Please refer to Figure 5 and Figure 6 In some embodiments, the silencing pipe 103 is provided with silencing grooves 1032, which are connected to each silencing cavity. The silencing grooves 1032 further optimize the propagation path of sound waves and enhance the silencing effect. When airflow passes through the silencing grooves 1032, it can be more evenly distributed into each silencing cavity, thereby achieving more efficient noise attenuation.

[0092] Furthermore, there can be multiple silencing grooves 1032, and these grooves 1032 are formed on the silencing pipe 103 so that air and sound inside the silencing pipe 103 can enter the silencing cavity through the silencing grooves 1032. This design increases the passage for sound to enter the silencing cavity, and the sound is also silenced when it passes through the silencing grooves 1032.

[0093] Understandably, the purpose of the silencing groove 1032 and the silencing hole 1031 is to allow sound to enter the corresponding silencing cavity.

[0094] Therefore, the silencer pipe 103 can have only a silencer hole 1031 without a silencer groove 1032. This is because the inner wall of the silencer hole 1031 can also reflect sound to achieve silence.

[0095] Furthermore, the silencing pipe 103 can be provided with only silencing grooves 1032 without silencing holes 1031. If only silencing holes 1031 are provided, a large number of densely arranged silencing holes 1031 are needed to increase the sound transmission. However, by only providing silencing grooves 1032, compared to densely arranged silencing holes 1031, more sound transmission space can be provided per unit area.

[0096] It is worth noting that the silencing tube 103 in this application can be simultaneously provided with a silencing groove 1032 and a silencing hole 1031. The silencing groove 1032 can increase the amount of sound passing through the silencing cavity. The silencing hole 1031 can reflect and silence sound. Different combinations of these elements will result in different silencing effects. By adjusting the ratio and position of the silencing hole 1031 and the silencing groove 1032 according to different situations, the optimal silencing effect can be achieved.

[0097] In some embodiments, the inner wall of the first half-shell 101 has a plurality of first slots, and the inner wall of the second half-shell 102 has a plurality of second slots. The number of first slots and second slots is the same as the number of partitions 104, and the first slots are arranged opposite to their corresponding second slots. During installation, after the partition 104 is inserted into the first slot on the first half-shell 101, the second half-shell 102 is fastened, and the edge of the partition 104 is inserted into the second slot on the second half-shell 102, thereby installing the partition 104 into the housing. Fixing the partition 104 using the first and second slots simplifies the assembly of the partition 104, eliminating the need for additional fasteners or complex tools, and reducing production costs and assembly difficulty.

[0098] In some embodiments, the partition 104 is welded to the inner wall of the housing, thereby improving the structural strength of the partition 104 inside the housing.

[0099] In some embodiments, each partition 104 is fixedly connected to the silencer pipe 103, and the position of the silencer pipe 103 is also fixed after the partition 104 is installed.

[0100] In some embodiments, at the connection between the baffle 104 and the silencer 103, the horizontal plane of the baffle 104 and the axis of the silencer 103 are perpendicular. This ensures that the direction of airflow and sound is exactly opposite to the plane of the baffle 104, further improving the blocking and reflection effects.

[0101] In another embodiment, the partition 104 is divided into two parts, namely a first half-plate and a second half-plate. The first half-plate is fixed to the inner wall of the first half-shell 101, and the second half-plate is fixed to the inner wall of the second half-shell 102. After the first half-shell 101 and the second half-shell 102 are joined to form a complete shell, the corresponding first half-plate and second half-plate are joined together to form the complete partition 104. The internal partition 104 can be installed during the installation of the first muffler 100, improving installation efficiency.

[0102] Furthermore, the silencer pipe 103 can also be divided into a first half-pipe and a second half-pipe, with the first half-pipe connected to each first half-plate and the second half-pipe connected to each second half-plate. When the first half-plate and the second half-plate are joined to form a complete partition 104, the first half-pipe and the second half-pipe are joined to form a complete silencer pipe 103. When the first silencer 100 is installed, both the partition 104 and the silencer pipe 103 are already in place, further improving installation efficiency.

[0103] Please refer to all the accompanying drawings. In some embodiments, the housing has a first opening and a second opening, and the two ends of the silencer pipe 103 are located within the first opening and the second opening, that is, the input end and output end of the silencer pipe 103 are also the input end and output end of the housing. The first opening and the second opening of the housing are sealed with the silencer pipe 103. This design reduces the use of connecting parts and lowers the risk of airflow leakage.

[0104] In some embodiments, the housing of the first muffler 100 is provided with a plurality of reinforcing ribs to increase the structural strength of the housing and protect the interior of the housing from damage even when the vehicle is hit.

[0105] In some embodiments, the first silencer 100 includes, but is not limited to, a perforated silencer, a spiral silencer, an expansion chamber silencer, etc.

[0106] In some embodiments, the housing is provided with an output pipe and an input pipe that communicate with the interior of the housing. The two ends of the silencer pipe 103 are connected to and communicate with the output pipe and the input pipe, respectively.

[0107] In some embodiments, a valve seat 400 is provided on the first connecting pipe 200, and a bypass valve 500 is provided on the valve seat 400. The output end of the bypass valve 500 is connected to a second muffler 600. The bypass valve 500 is integrated into the intercooler pipeline. When the accelerator pedal is released during vehicle operation, the throttle valve closes instantaneously, and the instantaneous pressure in the intercooler pipeline is too high. At this time, in order to protect the turbocharger, the turbocharger bypass valve 500 opens instantaneously to help relieve pressure. After the pressure is relieved, the turbocharger bypass valve 500 closes immediately. However, there is still air flowing in the pipeline. At the moment the valve closes, the gas pressure in the pipeline fluctuates too much, producing a sound similar to a hammering "thump". Therefore, the structure of the second muffler 600 is directly set at the outlet of the bypass valve 500 valve seat 400 and integrated with the intercooler pipeline by welding.

[0108] In another embodiment, valve seat 400 and bypass valve 500 are disposed at the output end of first silencer 100.

[0109] By setting a bypass valve 500, a portion of the airflow can be diverted under specific operating conditions to avoid excessive airflow impact. Furthermore, the second silencer 600 is used to further reduce noise, thereby reducing the noise generated by the air hammer effect.

[0110] In some embodiments, the second silencer 600 includes a housing, and the output end of the bypass valve 500 communicates with the interior of the housing of the second silencer 600. A third connecting pipe 700 is also connected to the housing of the bypass valve 500, through which the interior of the housing is connected to the outside.

[0111] In some embodiments, the third connecting pipe 700 can be either a rigid pipe or a flexible pipe. In this application, a rubber hose is preferred. The rubber hose of the third connecting pipe 700 can be bent and fitted to the power unit as needed, facilitating its arrangement within space. Furthermore, it has a certain vibration damping effect and can absorb some noise output from the second muffler 600.

[0112] Through the above solution, the noise from the bypass valve 500 exhaust is reflected back within the housing of the second muffler 600, thereby reducing noise. Furthermore, the impact of the airflow is reflected back within the housing, reducing noise caused by the air hammer effect.

[0113] Furthermore, the axis of the third connecting pipe 700 is set at an angle to the axis of the output end of the bypass valve 500, ensuring that sound and air collide with the inner wall of the housing to achieve a noise reduction effect. In addition, this design can also reduce the airflow velocity, thereby reducing the air hammer effect.

[0114] Furthermore, the axis of the third connecting pipe 700 is set at an acute angle to the axis of the output end of the bypass valve 500. This setting further increases the resistance to sound and airflow, maximizing noise reduction and minimizing air hammer effect.

[0115] In some embodiments, the housing of the second muffler 600 may also be fitted with sound-absorbing material to absorb noise and further improve the noise reduction effect.

[0116] In some embodiments, the second muffler 600 may be a directly expanded muffler.

[0117] Through the second muffler 600 set in the above scheme, and after pipeline noise analysis, it is found that adding the second muffler 600 can reduce the instantaneous noise caused by the air hammer effect by about 10dB in the frequency range of 100-300Hz, thereby improving vehicle comfort.

[0118] In some embodiments, the second silencer 600 includes, but is not limited to, a perforated silencer, a spiral silencer, an expansion chamber silencer, etc.

[0119] In some embodiments, a Venturi tube interface 800 is provided on the first connecting pipe 200. This allows for the measurement of airflow velocity or pressure using the Venturi effect, providing real-time airflow parameter monitoring for the system. This design helps optimize the operating status of the turbocharger and intercooler, improving the overall system performance.

[0120] In another embodiment, the venturi interface 800 is located at the output end of the first silencer 100.

[0121] In some embodiments, a sensor mounting base 900 is also provided on the first connecting pipe 200. The sensor mounting base 900 facilitates subsequent sensor installation.

[0122] Furthermore, the sensor mounting base 900 is in communication with the corresponding first connecting tube 200 to ensure that the corresponding sensor can detect the inside of the first connecting tube 200.

[0123] In another embodiment, the sensor mounting base 900 is disposed at the output end of the first muffler 100. The sensor mounting base 900 communicates with the interior of the first muffler 100 to ensure that the corresponding sensor can detect the interior of the first connecting pipe 200.

[0124] Furthermore, a boost pressure sensor 210 is mounted on the sensor mounting base 900. The sensor mounting base 900 is provided on the first connecting pipe 200 to facilitate the connection of the boost pressure sensor 210. The boost pressure sensor 210 can monitor pressure changes at the booster output in real time, providing accurate pressure feedback to the engine control system. This facilitates the installation and replacement of the sensor or sensor mounting base 900, saving assembly and after-sales maintenance time.

[0125] In some embodiments, the side of the intercooler pipe facing the engine is the back side, and the sensor mounting base 900 and valve seat 400 are both located on the front or side of the intercooler pipe, which facilitates the installation and replacement of the sensor or valve seat 400 and saves assembly and after-sales maintenance time.

[0126] Secondly, this application also provides a powertrain comprising: an engine, an intercooler, a turbocharger, and intercooler piping as described above. The engine has a throttle valve, and the output end of the intercooler is connected to the throttle valve; a first connecting pipe 200 is connected to the input end of the intercooler. The output end of the turbocharger is connected to a second connecting pipe 300.

[0127] With the above scheme, air enters the second connecting pipe 300 through the turbocharger and enters the first muffler 100. After the noise is reduced in the first muffler 100, the air enters the intercooler and is cooled. The cooled air enters the engine throttle valve to achieve air intake into the engine cylinder.

[0128] When the pressure in the intermediate cooling pipeline is too high, the bypass valve 500 opens, and the gas passes through the second silencer 600 and is discharged. The second silencer 600 reduces the noise during exhaust.

[0129] By integrating the intercooler piping into the powertrain, airflow noise between the turbocharger and intercooler can be effectively reduced, while airflow path is optimized, improving the overall efficiency of the powertrain. The coordinated design of the intercooler piping with the engine, intercooler, and turbocharger ensures the stability and reliability of the system.

[0130] Thirdly, this application also provides a vehicle comprising a body; the powertrain described above is disposed on the body. By integrating the powertrain into the vehicle, the noise level during vehicle operation can be significantly reduced, and driving comfort can be improved.

[0131] Furthermore, the vehicle body includes an engine compartment, and the powertrain is located within the engine compartment.

[0132] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A type of intercooling pipeline, characterized in that, It includes: The first silencer (100) includes an output terminal and an input terminal; The first connecting pipe (200) has one end connected to the output end of the first muffler (100) and the other end connected to the input end of the intercooler; The second connecting pipe (300) has one end connected to the input end of the first muffler (100) and the other end connected to the output end of the booster. The axis of the input end of the first muffler (100) is set at an angle to the axis of the output end, which is less than 180° and not less than 100°.

2. The intercooling pipeline according to claim 1, characterized in that, The angle between the axis of the input end and the axis of the output end of the first muffler (100) is 108°.

3. The intercooling pipeline according to claim 1, characterized in that, The first silencer (100) includes: The housing contains a silencer tube (103), the two ends of which are the input and output ends of the first silencer (100), respectively; a cavity is formed between the housing and the silencer tube (103); The silencer tube (103) has a silencer hole (1031) so that the interior of the silencer tube (103) is connected to the cavity.

4. The intercooling pipeline according to claim 3, characterized in that, The first silencer (100) further includes a plurality of partitions (104); the partitions (104) are spaced apart along the length of the silencer tube (103), and the partitions (104) divide the cavity to form a plurality of silencer cavities with different volumes; There are multiple silencing holes (1031), each of which is connected to a corresponding silencing cavity.

5. The intercooling pipeline according to claim 4, characterized in that, The silencing pipe (103) is provided with a silencing groove (1032), and the silencing groove (1032) is connected to each of the silencing cavities.

6. The intercooling pipeline according to any one of claims 1 to 5, characterized in that, A bypass valve (500) is provided on the output end of the first silencer (100) or on the first connecting pipe (200), and the output end of the bypass valve (500) is connected to a second silencer (600).

7. The intercooling pipeline according to any one of claims 1 to 5, characterized in that, The output end of the first muffler (100) or the first connecting pipe (200) is provided with a venturi tube interface (800).

8. The intercooling pipeline according to any one of claims 1 to 5, characterized in that, A sensor mounting base (900) is provided on the output end of the first muffler (100) or on the first connecting pipe (200).

9. A powertrain, characterized in that, It includes: An engine, wherein the engine has a throttle valve; The intercooler, the output of which is connected to the throttle valve. ； As described in claim 1, the first connecting pipe (200) is connected to the input end of the intercooler; the output end of the turbocharger is connected to the second connecting pipe (300).

10. A vehicle, characterized in that, It includes the vehicle body; The vehicle body is equipped with the powertrain as described in claim 9.

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