A pipe system integrating a high-pressure fuel desorption pipe and a port pipe

Abstract

The utility model discloses a kind of pipeline systems integrated high-pressure fuel desorption pipeline and crank passage pipeline, comprising: the high-pressure fuel desorption pipeline being communicated with oil tank;The crank passage pipeline being communicated with crankcase;Pressure difference generating device, including the main air passage that can generate pressure difference when airflow flows, and first drainage air passage and second drainage air passage respectively with the low-pressure area of main air passage is connected, the air inlet and the air outlet of the main air passage respectively with the air outlet side pipeline and the air inlet side pipeline of engine supercharger are communicated, the air outlet of the high-pressure fuel desorption pipeline is connected with first drainage air passage, the air outlet of the crank passage pipeline is connected with second drainage air passage;The pipeline system is suitable for supercharged engine, can be conducive to simplifying system structure, reduce production cost and improve system reliability.

Description

Technical Field

[0001] This utility model belongs to the field of engine pipeline design technology, specifically relating to a pipeline system that integrates a high-pressure fuel desorption pipeline and a tortuous pipeline. Background Technology

[0002] In traditional naturally aspirated engines, the high-pressure fuel desorption lines of the fuel evaporation control system and the tortuous lines of the crankcase forced ventilation system are relatively simple to arrange because the negative pressure on the intake manifold side can be directly utilized. However, in turbocharged engines, the presence of the turbocharger significantly increases the gas pressure in the intake manifold front lines, rendering the traditional gas intake method relying on the negative pressure of the intake manifold ineffective.

[0003] Current solutions for turbocharged engines involve adding independent differential pressure generating devices and corresponding piping systems to both the high-pressure fuel desorption line and the bypass line. While this approach achieves gas extraction, it presents significant system complexity issues. Two independent differential pressure generating devices not only increase the difficulty of engine piping layout but also significantly raise production costs. Furthermore, the installation and maintenance of multiple devices increase operating costs. More importantly, this decentralized design may lead to reduced overall system efficiency and increase potential points of failure.

[0004] Therefore, it is necessary to improve the design of the piping layout of the high-pressure fuel desorption pipeline and the tortuous pipeline of the existing turbocharged engine in order to simplify the system structure, reduce production costs and improve system reliability. Utility Model Content

[0005] In view of this, the purpose of this utility model is to provide a pipeline system that integrates a high-pressure fuel desorption pipeline and a tortuous pipeline. This pipeline system is suitable for turbocharged engines and can help simplify the system structure, reduce production costs and improve system reliability.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a pipeline system integrating a high-pressure fuel desorption pipeline and a tortuous pipeline, comprising: a high-pressure fuel desorption pipeline connected to a fuel tank; a tortuous pipeline connected to a crankcase; and a differential pressure generating device, comprising a main air passage capable of generating a differential pressure when airflow passes through, and a first and a second ducting air passage respectively connected to the low-pressure zone of the main air passage. The air inlet and outlet of the main air passage are respectively connected to the exhaust side pipeline and the intake side pipeline of the engine turbocharger, the air outlet of the high-pressure fuel desorption pipeline is connected to the first ducting air passage, and the air outlet of the tortuous pipeline is connected to the second ducting air passage.

[0007] Furthermore, the differential pressure generating device is a Venturi device.

[0008] Furthermore, the Venturi device includes a Venturi tube having the main airway, and the first and second drainage airways are circumferentially integrated at the throat of the Venturi tube.

[0009] Furthermore, the final section of the first drainage airway is a constriction orifice structure with a gradually decreasing diameter along the gas flow direction.

[0010] Furthermore, the final section of the second drainage airway is a constriction orifice structure with a gradually decreasing diameter along the gas flow direction.

[0011] Furthermore, the outlet end of the venturi tube is detachably and fixedly connected to a pipe connector, which is connected to the outlet side pipeline of the engine turbocharger.

[0012] Furthermore, an intercooler and an intake manifold are sequentially connected downstream of the engine turbocharger, and the intake port of the main air passage is connected to the pipeline between the intercooler and the intake manifold.

[0013] Furthermore, an air filter is provided upstream of the engine turbocharger, and the air filter is connected to the air intake of the engine turbocharger through an intake pipe, and the air outlet of the main air passage is connected to the intake pipe.

[0014] Furthermore, a first check valve is provided on the high-pressure fuel desorption pipeline to prevent gas from flowing back into the fuel tank.

[0015] Furthermore, the crankcase is equipped with a second check valve to prevent gas from flowing back into the crankcase.

[0016] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0017] This utility model provides an integrated high-pressure fuel desorption pipeline and a tortuous pipeline system, suitable for turbocharged engines. It simplifies system structure, reduces production costs, and improves system reliability. Specifically, a single differential pressure generating device simultaneously provides a negative pressure source for both the high-pressure fuel desorption pipeline and the tortuous pipeline, replacing the traditional structure that requires two separate differential pressure generating devices. This reduces the number of differential pressure generating devices and associated pipelines, simplifies system structure, lowers manufacturing costs, reduces the number of potential failure points and maintenance difficulty, thereby improving system reliability.

[0018] Other advantages, objectives, and features of this invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination and study, or may be learned from practice of this invention. The objectives and other advantages of this invention can be realized and obtained through the following description. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the pipeline system of this utility model;

[0020] Figure 2 This is a schematic diagram of the pipeline system of this utility model;

[0021] Figure 3 This is a schematic diagram of the differential pressure generating device of this utility model;

[0022] Figure 4 This is a schematic diagram of the cross-sectional structure of the Venturi tube of this utility model at the first air intake channel;

[0023] Figure 5 This is a schematic diagram of the cross-sectional structure of the Venturi tube of this utility model at the second air intake channel.

[0024] Reference numerals in the attached diagram: 1-Engine turbocharger; 2-High-pressure fuel desorption line; 3-Turbo line; 4-Differential pressure generating device; 4a-Main intake port; 4b-First intake port; 4c-Second intake port; 401-Venturi tube; 402-Pipe connector; 5-Intercooler; 6-Intake manifold; 7-Air filter; 8-Intake pipe; 9-Fuel tank; 10-First check valve; 11-Crankcase; 12-Second check valve. Detailed Implementation

[0025] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that the illustrations provided in the following embodiments are only for illustrating the basic concept of this utility model. Unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0026] Please see Figure 1-5This embodiment discloses a piping system integrating a high-pressure fuel desorption pipeline and a tortuous pipeline, including: a high-pressure fuel desorption pipeline 2 connected to a fuel tank 9, a tortuous pipeline 3 connected to a crankcase 11, and a differential pressure generating device 4; wherein, the differential pressure generating device 4 includes a main air passage 4a that can generate a differential pressure when airflow passes through, and a first guide air passage 4b ​​and a second guide air passage 4c respectively connected to the low-pressure area of ​​the main air passage 4a. The air inlet and outlet of the main air passage 4a are respectively connected to the outlet side pipeline and the intake side pipeline of the engine turbocharger 1. The outlet of the high-pressure fuel desorption pipeline 2 is connected to the first guide air passage 4b, and the outlet of the tortuous pipeline 3 is connected to the second guide air passage 4c. It can be understood that the main air passage 4a is a channel for motive airflow, and the motive airflow here comes from the high-pressure airflow in the outlet side pipeline of the engine turbocharger 1 after being pressurized by the engine turbocharger 1. The first and second intake air passages 4b and 4c utilize the negative pressure generated by the main intake passage 4a to extract exhaust gases from the fuel tank 9 and crankcase 11, respectively. The main intake passage 4a can employ structures such as a venturi tube, orifice plate, or throttle valve. The venturi tube generates negative pressure through throat contraction, the orifice plate creates a pressure difference through abrupt changes in the flow cross-section, and the throttle valve controls the pressure drop by adjusting its opening. The exhaust-side piping of the engine turbocharger 1 refers to the piping located between the turbocharger 1 and the intake manifold 6. The intake-side piping of the engine turbocharger 1 generally refers to the piping located between the engine turbocharger 1 and the air filter 7.

[0027] This technical solution provides a negative pressure source for both the high-pressure fuel desorption line 2 and the tortuous line 3 simultaneously through a single differential pressure generating device 4, replacing the traditional structure that requires two separate differential pressure generating devices. The specific working principle is as follows: When the engine is running, the airflow in the outlet pipe of the engine turbocharger 1 is pressurized by the turbocharger, resulting in a relatively high pressure. When this airflow passes through the differential pressure generating device 4, a pressure difference is generated in the main air passage 4a. This pressure difference allows for the extraction of leaked gas from the fuel tank 9 and crankcase 11 through the first and second drainage passages 4b and 4c, respectively. Compared with existing technologies, this solution reduces the number of differential pressure generating devices and associated piping, simplifies the system structure, and lowers manufacturing costs; it also reduces the number of potential failure points and maintenance difficulty, thereby improving system reliability.

[0028] In this embodiment, the differential pressure generating device 4 is a Venturi device. Specifically, in this embodiment, the Venturi device is a functional device built around a Venturi tube. Of course, in other embodiments, the Venturi device can also be other devices made using the Venturi principle; for example, devices similar to jet pumps, consisting of a nozzle, a mixing chamber, and an expansion tube, can all achieve the purpose of the invention. Therefore, by selecting a Venturi device as the differential pressure generating device 4, it has the advantages of high energy efficiency, strong flow stability, and high structural reliability; thereby helping to reduce energy loss, reduce negative pressure fluctuations, improve anti-clogging performance, and thus improve the reliability of the pipeline system.

[0029] In this embodiment, the Venturi device includes a Venturi tube 401 with the main air passage 4a, and the first and second drainage passages 4b and 4c are circumferentially integrated at the throat of the Venturi tube 401. The Venturi tube 401 is a fluid control element that generates localized low pressure through cross-sectional contraction. Its structure generally includes an inlet contraction section, a throat, and an outlet diffusion section. Specifically, the Venturi tube 401 can be manufactured using metal casting or plastic injection molding processes. As a preferred embodiment, the Venturi tube 401 and the corresponding pipeline can be connected by flange or clamp connections, ensuring a tight seal at the connection point. Thus, when the engine is running, the high-pressure airflow from the turbocharger 1 outlet side forms a low-pressure zone at the throat when passing through the Venturi tube 4. This low pressure can simultaneously act on the high-pressure fuel desorption pipeline 2 and the tortuous pipeline 3, thereby extracting gas from the fuel tank 9 and crankcase 11. Because the flow velocity is highest and the static pressure is lowest at the throat, this technical solution integrates the first drainage channel 4b and the second drainage channel 4c at the throat of the Venturi tube 401. This fully utilizes the negative pressure generated by the Venturi effect to extract gas from the corresponding pipeline, thereby improving system efficiency. Furthermore, the Venturi tube 401 has a simple structure and small size, which helps improve space utilization and further reduces layout difficulty. The Venturi tube 401 can maintain stable differential pressure performance under different operating conditions, has good structural reliability, and can further improve system reliability.

[0030] In this embodiment, the final section of the first drainage airway 4b is a constriction orifice structure with a gradually decreasing diameter along the gas flow direction. Specifically, the final section of the first drainage airway 4b adopts an opening structure arranged perpendicular to the axis of the venturi tube 401, and the opening structure is approximately conical. This facilitates increasing the gas flow rate, thereby improving the extraction of gas from the oil tank 9.

[0031] In this embodiment, the final section of the second drainage airway 4c is a constriction orifice structure with a gradually decreasing diameter along the gas flow direction. Specifically, the final section of the second drainage airway 4c adopts an opening structure arranged perpendicular to the axis of the venturi tube 401, and the opening structure is approximately conical. This facilitates increasing the gas flow rate, thereby better extracting the blow-by gas in the crankcase 11.

[0032] In this embodiment, a pipe connector 402 is detachably and fixedly connected to the outlet end of the Venturi tube 401, and the pipe connector 402 is connected to the outlet side pipeline of the engine turbocharger 1. Specifically, the detachable and fixed connection can be achieved by means of threaded connection, clamp connection, or flange connection. Threaded connection achieves detachable fixation by machining matching threads on the outlet end of the Venturi tube 401 and the pipe connector 402; clamp connection achieves detachable fixation by setting a clamp at the connection and tightening it; flange connection achieves detachable fixation by setting a flange on the outlet end of the Venturi tube 401 and the pipe connector 402 and tightening it with bolts. In this embodiment, a threaded connection is used. Thus, this technical solution achieves convenient connection between the Venturi tube 401 and the outlet side pipeline of the engine turbocharger 1 by setting a detachable pipe connector 402 on the outlet end of the Venturi tube 401. The detachable connection method facilitates installation and maintenance. When the Venturi tube 401 needs to be replaced or repaired, only the pipe fitting 402 needs to be removed, without replacing the entire piping system. This solution significantly improves the maintainability and ease of use of the system, while reducing maintenance costs.

[0033] In this embodiment, an intercooler 5 and an intake manifold 6 are sequentially connected downstream of the engine turbocharger 1, and the intake port of the main air duct 4a is connected to the pipeline between the intercooler 5 and the intake manifold 6. Specifically, the intercooler 5 is used to cool the high-temperature intake air compressed by the turbocharger. The intake manifold 6 distributes the cooled air to each cylinder of the engine. The differential pressure generating device 4, through the pipeline connecting the intercooler 5 and the intake manifold 6, can utilize the airflow state in this pipeline to generate the required differential pressure. As a preferred embodiment, the differential pressure generating device 4 can adopt a venturi tube structure, with its intake port connected to the outlet pipeline of the intercooler 5 via a flexible hose. Thus, this technical solution, by connecting the differential pressure generating device 4 to the pipeline between the intercooler 5 and the intake manifold 6, can effectively utilize the stable airflow conditions at this location to generate the required differential pressure. At the same time, the airflow cooled by the intercooler 5 has relatively stable airflow parameters, which helps the differential pressure generating device 4 maintain stable operating performance.

[0034] In this embodiment, an air filter 7 is installed upstream of the engine turbocharger 1. The air filter 7 is connected to the air intake of the engine turbocharger 1 via an intake pipe 8, and the air outlet of the main air duct 4a is connected to the intake pipe 8. Specifically, the air filter 7 is used to filter the air entering the turbocharger 1, preventing impurities from entering the engine. The intake pipe 8 serves as a channel connecting the air filter 7 and the turbocharger 1, ensuring smooth airflow. As a preferred embodiment, the intake pipe 8 can be made of high-temperature resistant and corrosion-resistant materials, such as aluminum alloy or stainless steel, to ensure long-term reliability. Thus, this technical solution connects the outlet of the differential pressure generating device 4 to the intake pipe 8. Since the intake pipe 8 between the air filter 7 and the turbocharger 1 is usually long and large, the outlet of the differential pressure generating device 4 can be connected to the intake pipe 8 at a suitable position, thereby reducing the difficulty of pipeline layout.

[0035] In this embodiment, a first one-way valve 10 is provided on the high-pressure fuel desorption pipeline 2 to prevent gas backflow into the fuel tank 9. Specifically, the first one-way valve 10 adopts a mechanical one-way valve structure, and its valve core is kept in a normally closed state by spring preload. When the gas pressure in the high-pressure fuel desorption pipeline 2 reaches a set threshold, the valve core overcomes the spring force and opens, allowing gas to flow unidirectionally to the differential pressure generating device. Thus, by setting the first one-way valve 10, the positive pressure gas generated when the turbocharger 1 is working can be effectively prevented from flowing back into the fuel tank, and fuel vapor can be prevented from condensing and flowing back under high pressure. This design simplifies the pipeline system while ensuring the unidirectional flow characteristics of the fuel evaporation control system.

[0036] In this embodiment, a second one-way valve 12 is provided on the curved pipe 3 to prevent gas backflow into the crankcase 11. Specifically, the second one-way valve 12 adopts a mechanical one-way valve structure, and its valve core is kept in a normally closed state by spring preload. When the gas pressure in the crankcase 11 reaches a set threshold, the valve core overcomes the spring force and opens, allowing gas to flow unidirectionally to the differential pressure generating device 4. Thus, by setting the second one-way valve 12, the positive pressure gas generated when the turbocharger 1 is working can be effectively prevented from flowing back into the fuel tank, and high-pressure gas can be prevented from flowing back into the crankcase 11, thereby ensuring the normal operation of the crankcase 11 ventilation system. In this embodiment, one one-way valve is arranged on the curved pipe 3 and the high-pressure fuel desorption pipe 2 respectively, which can ensure that the gas in the fuel tank 9 and the crankcase 11 is not interconnected.

[0037] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A piping system integrating a high-pressure fuel desorption pipeline and a tortuous pipeline, characterized in that, include: High-pressure fuel desorption line (2) connected to fuel tank (9); A curved pipe (3) connected to the crankcase (11); The differential pressure generating device (4) includes a main air passage (4a) that can generate a differential pressure when the airflow passes through, and a first diversion air passage (4b) and a second diversion air passage (4c) that are respectively connected to the low-pressure area of ​​the main air passage (4a). The air inlet and air outlet of the main air passage (4a) are respectively connected to the air outlet side pipe and the air inlet side pipe of the engine turbocharger (1). The air outlet of the high-pressure fuel desorption pipe (2) is connected to the first diversion air passage (4b), and the air outlet of the tortuous pipe (3) is connected to the second diversion air passage (4c).

2. The piping system integrating high-pressure fuel desorption pipeline and tortuous pipeline according to claim 1, characterized in that: The differential pressure generating device (4) is a Venturi device.

3. The piping system integrating high-pressure fuel desorption pipeline and tortuous pipeline according to claim 2, characterized in that: The Venturi device includes a Venturi tube (401) having the main airway (4a), and the first drainage airway (4b) and the second drainage airway (4c) are circumferentially integrated at the throat of the Venturi tube (401).

4. The piping system integrating high-pressure fuel desorption pipeline and tortuous pipeline according to claim 3, characterized in that: The last section of the first drainage airway (4b) is a constriction hole structure with a gradually decreasing diameter along the gas flow direction.

5. The piping system integrating high-pressure fuel desorption pipeline and tortuous pipeline according to claim 3, characterized in that: The last section of the second drainage airway (4c) is a constriction hole structure with a gradually decreasing diameter along the gas flow direction.

6. The piping system integrating high-pressure fuel desorption pipeline and tortuous pipeline according to claim 3, characterized in that: The outlet end of the venturi tube (401) is detachably and fixedly connected to a pipe connector (402), which is connected to the outlet side pipeline of the engine turbocharger (1).

7. The piping system integrating high-pressure fuel desorption pipeline and tortuous pipeline according to claim 1, characterized in that: Downstream of the engine turbocharger (1) are connected an intercooler (5) and an intake manifold (6), and the intake port of the main air passage (4a) is connected to the pipeline between the intercooler (5) and the intake manifold (6).

8. The piping system integrating high-pressure fuel desorption pipeline and tortuous pipeline according to claim 1, characterized in that: An air filter (7) is provided upstream of the engine turbocharger (1). The air filter (7) is connected to the air inlet of the engine turbocharger (1) through an air intake pipe (8). The air outlet of the main air passage (4a) is connected to the air intake pipe (8).

9. The piping system integrating high-pressure fuel desorption pipeline and tortuous pipeline according to claim 1, characterized in that: The high-pressure fuel desorption pipeline (2) is equipped with a first check valve (10) to prevent gas from flowing back into the fuel tank (9).

10. The piping system integrating high-pressure fuel desorption pipeline and tortuous pipeline according to claim 8, characterized in that: The curved pipeline (3) is equipped with a second check valve (12) to prevent gas from flowing back into the crankcase (11).

Images