A hybrid engine turbocharger oil pressure build-up device, engine, and vehicle

Abstract

This utility model provides a hybrid engine turbocharger oil pressure building device, engine, and vehicle, relating to the field of engines. Addressing the current problem of parallel arrangement of the main and auxiliary oil tanks, requiring additional connecting pipes, check valves, and other components, resulting in complex structures and large space occupation, this invention combines a main oil passage with a bypass auxiliary oil passage, and connects the oil tank in series on the auxiliary oil passage. This integrates the oil storage function into the auxiliary oil passage, eliminating the need for a separate main oil tank, reducing the number of components and connection nodes, making the system structure more compact, significantly reducing space occupation, and adapting to the compact layout of hybrid vehicles.

Description

Technical Field

[0001] This utility model relates to the field of engines, specifically to a hybrid engine turbocharger oil pressure building device, an engine, and a vehicle. Background Technology

[0002] In a hybrid system, the engine stops when idling or in reverse to save fuel and extend its service life. However, frequent idling or in reverse triggering can lead to frequent engine starts. As a result, the turbocharger experiences slow oil pressure build-up and insufficient lubrication during startup, causing abnormal wear on its internal parts.

[0003] Existing technologies involve lubrication systems for turbochargers, with corresponding oil tanks installed on the main oil outlet pipe and auxiliary oil outlet pipe. An oil inlet pipe facilitates the pumping of lubricating oil into the main oil tank for later use. During the pumping process, a certain amount of lubricating oil is input from the main oil tank to the auxiliary oil tank via the activation of a first one-way valve, and simultaneously, a certain amount of lubricating oil is input from the inlet pipe to the auxiliary oil tank via the activation of a second one-way valve. While the main oil tank is pumping lubricating oil into the turbocharger through the main oil outlet pipe, once the flow meter detects that the flow rate and velocity of the lubricating oil in the main oil outlet pipe meet the standard, a certain amount of lubricating oil is input from the main oil outlet pipe to the auxiliary oil tank via the activation of a two-way valve. This ensures a sufficient supply of lubricating oil for the auxiliary oil tank at all times, without affecting the normal operation of the main oil tank and the main oil outlet pipe. However, setting up a main oil tank makes the entire lubrication system structure more complex. The main oil tank needs to occupy a certain amount of space, which can make it difficult to arrange other components, especially for hybrid vehicles with compact vehicle space layouts. In particular, the parallel arrangement of oil tanks on the main oil outlet pipe and auxiliary oil outlet pipe encroaches on the installation space of other equipment, affecting the overall performance and layout optimization of the vehicle. Utility Model Content

[0004] The purpose of this utility model is to address the shortcomings of existing technologies by providing a hybrid engine turbocharger oil pressure building device, engine, and vehicle. By combining a main oil passage with a bypass auxiliary oil passage and connecting an oil storage tank in series on the auxiliary oil passage, the oil storage function is integrated into the auxiliary oil passage, eliminating the need for a separate main oil tank, reducing the number of components and connection nodes, making the system structure more compact, significantly reducing space occupation, and adapting to the compact layout of hybrid vehicles.

[0005] The primary objective of this invention is to provide a hydraulic engine turbocharger oil pressure build-up device, which employs the following solution: It includes a straight main oil passage and an auxiliary oil passage located on one side of the main oil passage axis. The inlet end of the main oil passage is connected to the oil pump, and the outlet end is connected to the turbocharger intermediate body. The two ends of the auxiliary oil passage are connected to the main oil passage respectively, and an oil storage tank is connected in series between the two ends of the auxiliary oil passage. Control valves are installed at the inlet and outlet ends of the oil storage tank respectively.

[0006] Furthermore, the auxiliary oil passages are spaced apart at one end where they connect to the main oil passage and at the other end where they connect to the main oil passage.

[0007] Furthermore, the inlet end of the oil storage tank is connected to the main oil channel via an auxiliary oil channel, which is located upstream of the outlet end of the oil storage tank.

[0008] Furthermore, the control valve installed at the inlet end of the oil storage tank is a first solenoid valve, and the control valve installed at the outlet end of the oil storage tank is a second solenoid valve.

[0009] Furthermore, the first solenoid valve and the second solenoid valve are respectively connected to a controller, which is used to control the opening degree of the first solenoid valve and the second solenoid valve.

[0010] Furthermore, the oil storage tank includes a tank body, with an oil outlet at the bottom of the tank body. A control valve is installed at the oil outlet, which serves as the outlet end of the oil storage tank. An oil inlet is provided at the top side of the tank body, which serves as the inlet end of the oil storage tank and is equipped with a control valve.

[0011] Furthermore, a venting safety valve is installed at the top of the tank.

[0012] The second objective of this invention is to provide an engine that utilizes the oil pressure build-up device of a hybrid engine turbocharger as described in the first objective.

[0013] Furthermore, the turbocharger of the engine includes a compressor and a turbine, which are connected by an intermediate body, and the outlet end of the main oil passage is connected to the intermediate body.

[0014] The third objective of this invention is to provide a vehicle that utilizes the engine described in the second objective.

[0015] Compared with the prior art, the advantages and positive effects of this utility model are: To address the current issue of the main and auxiliary oil storage tanks being arranged side-by-side, requiring additional connecting pipes, check valves, and other components, resulting in a complex structure and large space occupation, a new design is proposed. This design integrates the oil storage function into the auxiliary oil channel by combining the main oil channel with a bypass auxiliary oil channel and connecting the oil storage tank in series on the auxiliary oil channel. This eliminates the need for a separate main oil storage tank, reduces the number of components and connection nodes, makes the system structure more compact, significantly reduces space occupation, and is suitable for the compact layout of hybrid vehicles.

[0016] When the lubricating oil flow rate and volume in the main oil passage meet the standard, the inlet control valve opens and the outlet control valve closes. Part of the lubricating oil in the main oil passage flows into the oil reservoir through the auxiliary oil passage to complete the oil storage. At this time, the main oil passage normally supplies oil to the turbocharger, and the two do not interfere with each other. When the lubricating oil flow rate or volume in the main oil passage is insufficient (such as when the engine starts and stops), the outlet control valve opens and the inlet control valve closes. The lubricating oil in the oil reservoir flows back into the main oil passage through the auxiliary oil passage to supplement the flow rate of the main oil passage and ensure the lubrication needs of the turbocharger. Attached Figure Description

[0017] The accompanying drawings, which form part of this specification, are used to provide a further understanding of this utility model. The illustrative embodiments of this utility model and their descriptions are used to explain this utility model and do not constitute an improper limitation of this utility model.

[0018] Figure 1 This is a schematic diagram of the oil pressure build-up device for a hybrid engine turbocharger in one or more embodiments of the present invention.

[0019] Figure 2 This is a schematic diagram of the tank in one or more embodiments of the present invention.

[0020] The components include: 1. Main oil passage; 2. Auxiliary oil passage; 3. Oil storage tank; 4. First solenoid valve; 5. Second solenoid valve; 6. Tank body; and 7. Venting safety valve. Detailed Implementation

[0021] Example 1 In a typical embodiment of this utility model, such as Figures 1-2 As shown, a hybrid engine turbocharger oil pressure build-up device is presented.

[0022] In existing technologies, turbocharger lubrication systems achieve lubrication through a parallel arrangement of a main oil tank and an auxiliary oil tank. However, this method suffers from complex structures and large space requirements. Especially in the compact space layout of hybrid vehicles, the parallel oil tanks encroach on the installation space of other equipment, affecting overall vehicle performance and layout optimization. Therefore, this embodiment provides a hybrid engine turbocharger oil pressure build-up device designed to simplify the system structure, reduce space occupation, and ensure the reliability of the auxiliary oil storage function.

[0023] like Figure 1 and Figure 2 As shown, the core structure of the hybrid engine turbocharger oil pressure building device includes the main oil passage 1, the auxiliary oil passage 2, and the oil reservoir 3.

[0024] The main oil passage 1 is straight, with its inlet end connected to the oil pump and its outlet end connected to the turbocharger intermediate body. It serves as the main channel for supplying lubricating oil to the turbocharger under normal conditions. The auxiliary oil passage 2 is located on one side of the main oil passage 1's axis, with both ends connected to the main oil passage 1, forming a bypass structure. An oil reservoir 3 is connected in series between the two ends of the auxiliary oil passage 2, replacing the separate main and auxiliary oil tanks in existing technologies and integrating the oil storage function. Control valves are installed at the inlet and outlet ends of the oil reservoir 3 to control the connection between the auxiliary oil passage 2 and the main oil passage 1, and to regulate the oil storage and supply process of the oil reservoir 3.

[0025] In existing technologies, the main oil tank and auxiliary oil tank are arranged side by side, requiring additional connecting pipes, check valves, and other components, resulting in a complex structure and large space occupation. In this embodiment, by combining the main oil passage 1 with the bypass auxiliary oil passage 2 and the series-connected oil storage tank 3, the oil storage function is integrated into the auxiliary oil passage 2, eliminating the need for a separate main oil storage tank 3. This reduces the number of components and connection nodes, making the system structure more compact, significantly reducing space occupation, and adapting to the compact layout of hybrid vehicles.

[0026] During the oil storage stage, when the lubricating oil flow rate and volume in the main oil passage 1 meet the standard (such as when the engine is running normally), the inlet control valve opens and the outlet control valve closes. Part of the lubricating oil in the main oil passage 1 flows into the oil storage tank 3 through the auxiliary oil passage 2 to complete the oil storage. At this time, the main oil passage 1 normally supplies oil to the turbocharger, and the two do not interfere with each other.

[0027] During the oil supply phase, when the flow rate or volume of lubricating oil in the main oil passage 1 is insufficient (such as when the engine starts and stops), the outlet control valve opens and the inlet control valve closes. The lubricating oil in the oil reservoir 3 flows back into the main oil passage 1 through the auxiliary oil passage 2 to supplement the flow rate of the main oil passage 1 and ensure the lubrication requirements of the turbocharger.

[0028] Because the independent main oil tank 3 is eliminated in this embodiment, the overall system volume is reduced by integrating the bypass auxiliary oil passage 2 with the oil tank 3. This avoids the encroachment of parallel oil tanks 3 on vehicle space and facilitates the optimization of the layout of internal components in hybrid vehicles. The reduction of connecting pipes, one-way valves, and other components lowers the risk of leakage and potential failure points. Simultaneously, independent control of the control valve makes the oil storage and supply process more stable, improving the reliability of the lubrication system. The simplified structure reduces material and manufacturing costs, and makes component replacement and troubleshooting easier during later maintenance, lowering the total life cycle cost. The compact structural design better meets the space and lightweight requirements of hybrid vehicles and can flexibly adapt to the turbocharger lubrication needs of different vehicle models.

[0029] like Figure 1 and Figure 2 As shown, based on the original structure, the structure has been refined to improve the stability and controllability of oil storage and supply. Specifically: The connection points between the auxiliary oil passage 2 and the main oil passage 1 are distributed at intervals. The inlet end of the oil storage tank 3 is connected to the main oil passage 1 via the auxiliary oil passage 2, which is located upstream of the outlet end of the oil storage tank 3. Because the inlet end of the oil storage tank 3 is located upstream of the outlet end of the main oil passage 1, the lubricating oil in the main oil passage 1 can naturally flow into the oil storage tank 3 through the pressure difference (the inlet is upstream, and the pressure is higher), completing the oil storage without additional power, thus reducing energy consumption. At the same time, the interval distribution avoids mutual interference between the two ends of the auxiliary oil passage 2, ensuring the independence of the oil storage and supply processes.

[0030] The inlet of the oil storage tank 3 uses a first solenoid valve 4, and the outlet uses a second solenoid valve 5. Both are connected to a controller, which adjusts their opening degree. Compared with traditional one-way valves or mechanical valves, the opening degree of the solenoid valve can be precisely controlled. It can adjust the oil storage and replenishment amount in real time according to the flow and pressure in the main oil passage 1. For example, when the engine starts, the second solenoid valve 5 is opened quickly to replenish oil, and when the engine is running normally, the first solenoid valve 4 is opened slowly to store oil, which improves the system's response speed and intelligence.

[0031] The oil storage tank 3 includes a tank body 6. The bottom of the tank body 6 has an oil outlet, which serves as the outlet end of the oil storage tank 3 and is equipped with a control valve. The top side of the tank body 6 has an oil inlet, which serves as the inlet end of the oil storage tank 3 and is also equipped with a control valve. The bottom oil outlet facilitates the complete discharge of lubricating oil from the oil storage tank 3, preventing residue; the top oil inlet reduces the impact when lubricating oil flows in, while maximizing the oil storage capacity by utilizing the space within the tank body 6.

[0032] The top of the tank 6 is equipped with a venting safety valve 7, which can release air from the tank to prevent air blockage from affecting the oil supply pressure and ensure smooth flow of lubricating oil. In particular, it can avoid oil supply delay caused by residual air when starting at low temperatures.

[0033] The spacing and upstream and downstream layout of the auxiliary oil passage 2 do not require additional lateral space and can be connected only through the axial extension of the main oil passage 1. Compared with the traditional parallel oil storage tank 3, the space utilization rate is improved. The oil storage tank 3 adopts a vertical structure, forming a structure with bottom oil outlet and side oil inlet, which further compresses the radial dimension and is suitable for the compact cabin environment of hybrid vehicles.

[0034] The controller adjusts the first solenoid valve 4 and the second solenoid valve 5 in real time based on the pressure and flow signals of the main oil passage 1 (which can be obtained through sensors such as flow meters).

[0035] When the engine starts, the pressure in the main oil passage 1 is insufficient. The controller closes the first solenoid valve 4 and opens the second solenoid valve 5. The lubricating oil in the oil reservoir 3 is quickly replenished to the main oil passage 1 through the auxiliary oil passage 2 to avoid dry friction of the turbocharger. When the engine is running normally, the controller opens the first solenoid valve 4 and closes the second solenoid valve 5. The high-pressure lubricating oil in the main oil passage 1 flows into the oil storage tank 3 through the upstream inlet to complete the oil storage. At this time, the oil supply of the main oil passage 1 is not affected. When the engine stops, the controller reopens the second solenoid valve 5, using the remaining pressure in the oil reservoir 3 to continuously supply oil to the inertial rotating turbocharger until the speed drops to a safe range.

[0036] The venting safety valve 7 solves the problem of air residue caused by the sealing of traditional oil storage tank 3. When the pressure inside the tank is too high, the safety valve automatically vents to prevent the tank body 6 from bursting. When negative pressure occurs inside the tank, a small amount of air can be drawn in to balance the pressure and avoid interruption of oil supply. Especially in the hybrid operating conditions with frequent start and stop, it significantly improves the stability of the system.

[0037] The coordination between the solenoid valve and the controller shortens the response time of the oil replenishment action. Compared with traditional mechanical valves, it can replenish lubricating oil more promptly during engine start-stop, reducing turbocharger wear. The controller can automatically adjust the solenoid valve opening according to different operating conditions such as cold start, high-speed driving, and idle stop, achieving on-demand oil storage and precise oil replenishment, adapting to the multi-mode operation characteristics of hybrid vehicles.

[0038] Oil storage is achieved by utilizing the pressure difference between the upstream and downstream of the main oil passage 1, eliminating the need for an additional oil pump, thus reducing the overall vehicle energy consumption and meeting the energy-saving goals of hybrid vehicles.

[0039] Example 2 In another typical embodiment of this utility model, such as Figures 1-2 As shown, an engine is presented.

[0040] The engine integrates the hybrid engine turbocharger oil pressure building device in Example 1, and the compressor and turbine of the turbocharger are connected through an intermediate body, with the outlet end of the main oil passage 1 connected to the intermediate body.

[0041] The turbocharger is connected to the intermediate unit. The compressor is responsible for compressing the intake air, and the turbine is driven to rotate by the exhaust gas. The two are connected by the intermediate unit, which contains key components such as rotor bearings and is the core lubrication area of ​​the turbocharger. The main oil passage 1 outlet is directly connected to the intermediate unit, ensuring that the lubricating oil can be accurately delivered to the bearings and other parts that require lubrication, reducing pipeline losses and improving lubrication efficiency.

[0042] In existing engines, the integration of the turbocharger lubrication system with the engine body is low, and the pipeline layout is scattered, which can easily lead to delayed lubricant delivery or pressure loss. Especially under the frequent start-stop conditions of hybrid engines, untimely lubrication will aggravate turbocharger wear. In this embodiment, by directly connecting the hybrid engine turbocharger oil pressure building device to the engine turbocharger intermediate body, the problems of low integration between the lubrication system and the engine and delayed lubrication response are solved.

[0043] The main oil passage 1 is directly connected to the intermediate body, shortening the lubricating oil delivery path, reducing pressure loss, ensuring timely lubrication of key components such as rotor bearings, and reducing wear rate. Adapting to the characteristics of frequent oil-electric switching and numerous start-stop cycles in hybrid engines, the oil reservoir 3 provides continuous oil supply to the turbocharger during engine start-stop cycles, extending the turbocharger's service life.

[0044] Example 3 In another embodiment of this utility model, a vehicle is provided.

[0045] The vehicle is equipped with the engine in Example 2, which integrates a hybrid engine turbocharger oil pressure build-up device.

[0046] As the final application platform, the performance of a vehicle depends on the stability and reliability of its engine. In existing hybrid vehicles, insufficient turbocharger lubrication can easily lead to fluctuations in power output, increased fuel consumption, and even malfunctions, affecting driving experience and vehicle durability. In this embodiment, by equipping the vehicle with an optimized engine, the problem of unstable turbocharger lubrication under complex operating conditions such as frequent start-stop and rapid acceleration, which leads to decreased power performance and increased maintenance costs, is solved.

[0047] Sufficient lubrication of the turbocharger ensures rapid rotor response during rapid vehicle acceleration, avoids power lag caused by insufficient lubrication, and improves driving smoothness; it also reduces turbocharger wear, lowers failure rate and maintenance costs; at the same time, the efficient operation of the lubrication system helps the engine maintain optimal working condition, reducing fuel consumption or electricity consumption.

[0048] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A hybrid engine turbocharger oil pressure build-up device, characterized in that, It includes a straight main oil passage and an auxiliary oil passage located on one side of the main oil passage axis. The inlet end of the main oil passage is connected to the oil pump, and the outlet end is connected to the turbocharger intermediate body. The two ends of the auxiliary oil passage are connected to the main oil passage respectively, and an oil storage tank is connected in series between the two ends of the auxiliary oil passage. Control valves are installed at the inlet and outlet ends of the oil storage tank respectively.

2. The hybrid engine turbocharger oil pressure build-up device as described in claim 1, characterized in that, The auxiliary oil passages are spaced apart at one end where they connect to the main oil passage and at the other end where they connect to the main oil passage.

3. The hybrid engine turbocharger oil pressure build-up device as described in claim 2, characterized in that, The inlet end of the oil storage tank is connected to the main oil channel via an auxiliary oil channel, which is located upstream of the outlet end of the oil storage tank.

4. The hybrid engine turbocharger oil pressure build-up device as described in claim 1, 2, or 3, characterized in that, The control valve installed at the inlet end of the oil storage tank is a first solenoid valve, and the control valve installed at the outlet end of the oil storage tank is a second solenoid valve.

5. The hybrid engine turbocharger oil pressure build-up device as described in claim 4, characterized in that, The first solenoid valve and the second solenoid valve are respectively connected to the controller, which is used to control the opening degree of the first solenoid valve and the second solenoid valve.

6. The hybrid engine turbocharger oil pressure build-up device as described in claim 1, characterized in that, The oil storage tank includes a tank body, an oil outlet at the bottom of the tank body, and a control valve installed at the oil outlet as the outlet end of the oil storage tank. An oil inlet is located at the top side of the tank body, and a control valve is installed at the oil inlet as the inlet end of the oil storage tank.

7. The hybrid engine turbocharger oil pressure build-up device as described in claim 6, characterized in that, A venting safety valve is installed at the top of the tank.

8. An engine, characterized in that, The hybrid engine turbocharger oil pressure build-up device as described in any one of claims 1-7.

9. The engine as claimed in claim 8, characterized in that, The engine's turbocharger includes a compressor and a turbine, which are connected by an intermediate body, and the outlet end of the main oil passage is connected to the intermediate body.

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

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