Anti-surge valve, drive assembly, and vehicle

Abstract

The utility model relates to vehicle engineering technical field provides a kind of anti-surge valve, drive assembly and vehicle.The first air inlet of shell is used to connect with the downstream pipeline of throttle valve, the second air inlet is used to connect with the upstream pipeline of throttle valve;First regulating assembly is used to adjust the communication and block of first air inlet and first air chamber, if the pressure value of first fluid from first air inlet to first air chamber is greater than first preset pressure value, first air inlet and first air chamber are communicated;Second regulating assembly is used to adjust the communication and block of first air inlet and exhaust port, if the pressure value of first fluid is greater than the sum of the pressure value of second fluid entering first air chamber from second air inlet and second preset pressure value, first air inlet and exhaust port are communicated.Such, by judging the load state of engine first and then judging whether it needs to be relieved, can avoid surge, and keep the stability of engine performance under small load.

Description

Technical Field

[0001] This utility model relates to the field of vehicle engineering technology, and in particular to an anti-surge valve, a drive assembly, and a vehicle. Background Technology

[0002] When shifting gears or suddenly releasing the throttle in a natural gas engine, airflow separation from the walls of the turbocharger vanes, diffuser, and impeller inlet often occurs, causing turbocharger surge. In severe cases, this affects turbocharger reliability. To prevent turbocharger surge, most gas engines use anti-surge valves. The main principle is that when the engine decelerates or the throttle is suddenly released, the pressure difference across the throttle valve reaches the opening pressure of the anti-surge valve, opening it. Gas in the intercooler lines is then discharged through the surge valve to the front of the pressure, preventing turbocharger surge. However, current mechanical anti-surge valves have a single opening pressure (mostly between 35kPa and 60kPa). When the opening pressure is high, the response is low, and the anti-surge capability is weak, failing to effectively prevent turbocharger surge. Therefore, the surge valve opening pressure cannot be too high. However, when the surge valve opening pressure is low, when the engine is running under low load, the pressure difference across the throttle valve is large, and the surge valve may open or fluctuate between the opening and closing thresholds. This not only affects engine performance but also causes pressure fluctuations and abnormal noises.

[0003] Therefore, there is an urgent need for an anti-surge valve, drive assembly, and vehicle to solve the above-mentioned technical problems. Utility Model Content

[0004] The purpose of this invention is to provide an anti-surge valve, a drive assembly, and a vehicle that can prevent surge and thus maintain stable engine performance.

[0005] To achieve this objective, the present invention adopts the following technical solution: Anti-surge valve, including: The housing includes a first air inlet, a first air chamber, a second air inlet, and an exhaust port. The first air inlet is used to connect to the downstream pipeline of the throttle valve, and the second air inlet is used to connect to the upstream pipeline of the throttle valve. The first adjustment component is installed at the first air inlet and is used to adjust the connection and blockage between the first air inlet and the first air chamber. If the pressure value of the first fluid flowing from the first air inlet to the first air chamber is greater than the first preset pressure value, the first air inlet and the first air chamber are connected. If the pressure value of the first fluid is less than the first preset pressure value, the first air inlet and the first air chamber are blocked by the first adjustment component. The second adjustment component is installed in the first air chamber and is used to adjust the connection and blockage between the first air inlet and the exhaust port. When the pressure value of the first fluid is greater than the sum of the pressure value of the second fluid entering the first air chamber from the second air inlet and the second preset pressure value, the first air inlet and the exhaust port are connected. When the pressure value of the first fluid is less than the sum of the pressure value of the second fluid and the second preset pressure value, the first air inlet and the exhaust port are blocked by the second adjustment component.

[0006] As a preferred technical solution of the above-mentioned anti-surge valve, the first adjustment component includes a first valve core and a first elastic element. The first valve core can adjust the communication state between the first air inlet and the first air chamber, and the first elastic element makes the first valve core always have the tendency to block the communication between the first air inlet and the first air chamber. As a preferred technical solution of the above-mentioned anti-surge valve, the housing further includes a second air chamber. One end of the first valve core can slide relative to the housing within the second air chamber and divide the second air chamber into a second air chamber A and a second air chamber B. The second air chamber A is connected to the first air inlet, and the other end of the first valve core can block the connection between the first air inlet and the first air chamber.

[0007] As a preferred technical solution of the above-mentioned anti-surge valve, the housing further includes a first flow channel and a first slide channel, the first slide channel intersects with the first flow channel, the first air chamber is connected to the first air inlet through the first flow channel, and the other end of the first valve core is inserted into the first slide channel.

[0008] As a preferred technical solution for the aforementioned anti-surge valve, a plug is installed at the other end of the first valve core, and the plug is used to seal the first flow channel.

[0009] As a preferred technical solution of the above-mentioned anti-surge valve, the housing has a second sliding groove on the peripheral side wall of the second air chamber, and the first valve core is inserted into the second sliding groove.

[0010] As a preferred technical solution of the aforementioned anti-surge valve, the second adjustment component includes a second valve core and a second elastic element. The second valve core divides the first air chamber into a first air chamber A and a first air chamber B. The first air chamber A can communicate with the first air inlet, and the first air chamber B can communicate with the second air inlet. When the second valve core is in the first position, the exhaust port is not connected to the first air chamber. When the second valve core is in the second position, the exhaust port is connected to the first air chamber A. The second elastic element makes the second valve core always have a tendency to move towards the first position.

[0011] As a preferred technical solution of the above-mentioned anti-surge valve, the housing has a first sliding groove on the peripheral side wall of the first air chamber, and the second valve core is inserted into the first sliding groove.

[0012] A drive assembly is also provided, including a throttle valve and the aforementioned anti-surge valve, wherein a first air inlet of the anti-surge valve is connected to a downstream pipeline of the throttle valve, and a second air inlet of the anti-surge valve is connected to an upstream pipeline of the throttle valve.

[0013] A vehicle is also provided, including the aforementioned drive assembly.

[0014] The anti-surge valve provided by this utility model has at least the following beneficial effects: This utility model provides an anti-surge valve, a drive assembly, and a vehicle. The anti-surge valve includes a housing, a first adjustment component, and a second adjustment component. The housing includes a first air inlet, a first air chamber, a second air inlet, and an exhaust port. The first air inlet is connected to the downstream pipeline of the throttle valve, and the second air inlet is connected to the upstream pipeline of the throttle valve. A first adjustment component is installed at the first air inlet to adjust the connection and disconnection between the first air inlet and the first air chamber. If the pressure of the first fluid flowing from the first air inlet to the first air chamber is greater than a first preset pressure value, the first air inlet and the first air chamber are connected. If the pressure of the first fluid is less than the first preset pressure value, the first air inlet and the first air chamber are disconnected by the first adjustment component. A second adjustment component is installed in the first air chamber to adjust the connection and disconnection between the first air inlet and the exhaust port. If the pressure of the first fluid is greater than the sum of the pressure of the second fluid entering the first air chamber from the second air inlet and the second preset pressure value, the first air inlet and the exhaust port are connected. If the pressure of the first fluid is less than the sum of the pressure of the second fluid and the second preset pressure value, the first air inlet and the exhaust port are disconnected by the second adjustment component.

[0015] The first regulating component determines the engine load status. When the pressure of the first fluid is greater than the first preset pressure value, the engine is determined to be under heavy load. The first intake port and the first air chamber are connected, allowing the first fluid to enter the first air chamber. Otherwise, the engine is determined to be under light load, and the first regulating component blocks the connection between the first intake port and the first air chamber. The second regulating component determines whether pressure relief is needed. If the pressure of the first fluid is greater than the sum of the pressure of the second fluid entering the first air chamber from the second intake port and the second preset pressure value, pressure relief is needed. The first intake port, the first air chamber, and the exhaust port are sequentially connected, i.e., the downstream pipe of the throttle valve is connected to the exhaust port for pressure relief. By first determining the engine load status and then determining whether pressure relief is needed, surge can be avoided, thereby maintaining the engine's stable performance under light load. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the anti-surge valve provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the drive assembly provided in an embodiment of the present invention.

[0017] In the picture: X, first direction; Y, second direction; 1. Anti-surge valve; 2. Throttle valve; 21. Downstream piping; 22. Upstream piping; 3. Boost air cooler; 4. Mixer; 5. Air filter; 6. Exhaust gas turbocharger; 10a. Shell body; 10b. First baffle; 10c. Second baffle; 11. First air inlet; 121. First air chamber A; 122. First air chamber B; 13. Second air inlet; 14. Exhaust port; 15. Second air chamber; 151. Second air chamber A; 152. Second air chamber B; 16. First flow channel; 17. First slide rail; 18. Air intake channel a; 19. Air intake channel b; 20. First adjusting component; 201. First valve core; 202. First elastic element; 203. Plug; 30. Second regulating component; 31. Second valve core; 32. Second elastic element. Detailed Implementation

[0018] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0019] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions. Moreover, "above," "on top of," and "over" the first feature in relation to the second feature includes the first feature directly above and diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "under," and "below" the first feature in relation to the second feature includes the first feature directly below and diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0020] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0021] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0022] like Figure 1 As shown, this utility model provides an anti-surge valve 1, including a housing, a first adjusting component 20, and a second adjusting component 30. The housing includes a first air inlet 11, a first air chamber, a second air inlet 13, and an exhaust port 14. The first air inlet 11 is connected to the downstream pipeline 21 of the throttle valve 2, and the second air inlet 13 is connected to the upstream pipeline 22 of the throttle valve 2. The first adjusting component 20 is installed at the first air inlet 11 and is used to adjust the connection and blockage between the first air inlet 11 and the first air chamber. If the pressure of the first fluid flowing from the first air inlet 11 to the first air chamber is greater than a first preset pressure value, the first air inlet 11 is connected to the first air chamber; if the pressure of the first fluid is less than the first preset pressure value, the first air inlet 11 is connected to the first air chamber. When the force value is reached, the first air inlet 11 and the first air chamber are blocked by the first adjustment component 20; the second adjustment component 30 is installed in the first air chamber and is used to adjust the connection and blockage between the first air inlet 11 and the exhaust port 14. If the pressure value of the first fluid is greater than the sum of the pressure value of the second fluid entering the first air chamber from the second air inlet 13 and the second preset pressure value, the first air inlet 11 and the exhaust port 14 are connected. If the pressure value of the first fluid is less than the sum of the pressure value of the second fluid and the second preset pressure value, the first air inlet 11 and the exhaust port 14 are blocked by the second adjustment component 30.

[0023] The first regulating component 20 determines the engine load status. When the pressure of the first fluid is greater than the first preset pressure value, the engine is determined to be under heavy load, the first intake port 11 is connected to the first air chamber, and the first fluid can enter the first air chamber. Otherwise, the engine is determined to be under light load, and the first regulating component 20 blocks the connection between the first intake port 11 and the first air chamber. The second regulating component 30 determines whether pressure relief is needed. If the pressure of the first fluid is greater than the sum of the pressure of the second fluid entering the first air chamber from the second intake port 13 and the second preset pressure value, then pressure relief is needed. The first intake port 11, the first air chamber, and the exhaust port 14 are connected in sequence, that is, the downstream pipe 21 of the throttle valve 2 is connected to the exhaust port 14 for pressure relief. By first determining the engine load status and then determining whether pressure relief is needed, surge can be avoided, thereby maintaining the stability of engine performance under light load.

[0024] For example, the housing has a first air inlet 11, a first air chamber and a second air inlet 13 along the first direction X, the first air inlet 11, the first air chamber and the second air inlet 13 are connected in sequence, and the housing has an exhaust port 14 along the second direction Y, the exhaust port 14 is connected to the first air chamber.

[0025] Optionally, the first adjustment component 20 includes a first valve core 201 and a first elastic element 202. The first valve core 201 can adjust the communication state between the first air inlet 11 and the first air chamber, and the first elastic element 202 makes the first valve core 201 always have the tendency to block the communication between the first air inlet 11 and the first air chamber.

[0026] For example, the first adjustment component 20 is installed inside the housing. The first adjustment component 20 includes a first valve core 201 and a first elastic element 202. The communication state and the blocking state between the first air intake 11 and the first air chamber are both adjusted by the first valve core 201. The first valve core 201 is movably installed in the housing and has a third position and a fourth position relative to the housing. When the first valve core 201 is in the third position, the first air intake 11 and the first air chamber are blocked. The first fluid in the downstream pipe 21 of the throttle valve 2 enters the first air intake 11 and is intercepted by the first valve core 201, preventing it from entering the first air chamber. When the first valve core 201 is in the fourth position, the first air intake 11 and the first air chamber are in communication. The first fluid in the downstream pipe 21 of the throttle valve 2 enters the first air chamber through the first air intake 11. The first elastic element 202 ensures that the first valve core 201 always has a tendency to move towards the third position. Thus, during use, when the pressure P1 of the first fluid in the downstream pipe 21 of the throttle valve 2 satisfies P1 < P 阈1 At that time, P 阈1The critical value at which the first elastic element 202 deforms is the first preset pressure value. At this point, the engine is determined to be under low load. The first valve core 201 then blocks the connection between the first air intake 11 and the first air chamber, preventing the first fluid in the downstream pipe 21 of the throttle valve 2 from entering the first air chamber. If P1 > P... 阈1 When the engine is under heavy load, the first air intake 11 is connected to the first air chamber, so that the first fluid in the downstream pipe 21 of the throttle valve 2 enters the first air chamber.

[0027] Optionally, the housing also includes a second air chamber 15. One end of the first valve core 201 can slide relative to the housing within the second air chamber 15 and divide the second air chamber 15 into a second air chamber A151 and a second air chamber B152. The second air chamber A151 is connected to the first air inlet 11, and the other end of the first valve core 201 can block the connection between the first air inlet 11 and the first air chamber.

[0028] For example, the housing has a second air chamber 15 in the second direction Y. One end of the first valve core 201 is slidably disposed in the second air chamber 15 to change the third and fourth positions of the first valve core 201. The outer peripheral wall of one end of the first valve core 201 is tightly sealed to the inner peripheral wall of the second air chamber 15. The first valve core 201 divides the second air chamber 15 into a second air chamber A151 and a second air chamber B152 arranged sequentially along the second direction Y. The second air chamber A151 is connected to the first air inlet 11. After part of the first fluid enters the first air inlet 11, it can enter the second air chamber 15. The first valve core 201 is subjected to P1 in the second air chamber A151.

[0029] Furthermore, the second air chamber 15 is connected to the first air inlet 11 through air inlet channel a18 and air inlet channel b19, with air inlet channel a18 and air inlet channel b19 connected in sequence.

[0030] Optionally, the housing also includes a first flow channel 16 and a first slide 17, the first slide 17 intersects with the first flow channel 16, the first air chamber is connected to the first air inlet 11 through the first flow channel 16, and the other end of the first valve core 201 is inserted into the first slide 17.

[0031] For example, the first flow channel 16 connects the first air chamber and the first air inlet 11 along the first direction X, and the first slide 17 connects the first flow channel 16 and the second air chamber 15 along the second direction Y. In this way, by providing the first slide 17, the movement trajectory of the first valve core 201 relative to the housing can be regulated.

[0032] Optionally, a plug 203 is installed at the other end of the first valve core 201, which is used to block the first flow channel 16.

[0033] For example, the other end of the first valve core 201 is spaced apart from the inner peripheral wall of the first slide 17. This avoids excessive friction between the first valve core 201 and the housing when switching between the third and fourth positions, which would cause slow switching. The plug 203 is interference-fitted with the inner peripheral wall of the first slide 17, and the axial projection of the first flow channel 16 shows that the edge contour of the cross-section of the first flow channel 16 is completely within the edge contour of the plug 203. Thus, the plug 203 can seal the first flow channel 16.

[0034] Optionally, the housing has a second groove on the peripheral sidewall of the second air chamber 15, and the first valve core 201 is inserted into the second groove.

[0035] For example, the second slide groove is opened along the second direction Y, and the first valve core 201 is inserted into the second slide groove and can slide along the second slide groove to switch between the third position and the fourth position. In this way, by opening the second slide groove, the contact area between the first valve core 201 and the housing is increased, the movement trajectory between the first valve core 201 and the housing is regulated, the stability between the first valve core 201 and the housing is maintained, and the situation where the first valve core 201 tilts relative to the housing under the impact of airflow and gets stuck in the housing and cannot move is avoided.

[0036] Optionally, the second adjustment component 30 includes a second valve core 31 and a second elastic element 32. The second valve core 31 divides the first air chamber into a first air chamber A121 and a first air chamber B122. The first air chamber A121 can communicate with the first air inlet 11, and the first air chamber B122 is connected to the second air inlet 13. When the second valve core 31 is in the first position, the exhaust port 14 is not connected to the first air chamber. When the second valve core 31 is in the second position, the exhaust port 14 is connected to the first air chamber A121. The second elastic element 32 makes the second valve core 31 always have a tendency to move towards the first position.

[0037] For example, the second adjustment component 30 is installed inside the housing. The second adjustment component 30 includes a second valve core 31 and a second elastic element 32. The second valve core 31 is movably installed in the first air chamber of the housing. In this embodiment, the second valve core 31 is slidably connected to the housing. The second valve core 31 can move relative to the housing in the first air chamber along the first direction X. The peripheral sidewall of the second valve core 31 is tightly sealed to the inner peripheral wall of the first air chamber. The second valve core 31 divides the first air chamber into a first air chamber A121 and a first air chamber B122 arranged sequentially along the first direction X. The first air chamber A121 and the first air chamber B122 are relatively sealed and do not communicate with each other. The first air chamber A121 can communicate with the first air inlet 11. That is, when the first valve core 201 is in the third position, the first air inlet 11 and the first air chamber A121 are in a blocked state. When the first valve core 201 is in the fourth position, the first air inlet 11 and the first air chamber A121 are in a communicating state. The first air chamber B122 is connected to the second air inlet 13. When the second valve core 31 is in the first position, the exhaust port 14 is not connected to the first air chamber. When the second valve core 31 is in the second position, the first air chamber A121 is connected to the exhaust port 14. The second elastic element 32 ensures that the second valve core 31 always tends to move towards the first position. Thus, when the air pressure P1 in the first air chamber A121 satisfies the condition that P1 > P2 + P 阈2 P2 is the air pressure value of the second fluid in the upstream pipe 22 of throttle valve 2. 阈2 The critical value at which the second elastic element 32 undergoes elastic deformation is the second preset pressure value. The second valve core 31 can then move from the first position to the second position until the first air chamber A121 is connected to the exhaust port 14 to release pressure.

[0038] Specifically, during use, the first fluid in the downstream pipe 21 of the throttle valve 2 enters the first air intake 11, and the second fluid in the upstream pipe 22 of the throttle valve 2 enters the second air intake 13. If P1 < P 阈1 At this time, the first valve core 201 is in the third position, the first air inlet 11 is blocked from the first air chamber A121, and the second valve core 31 is subjected to the pressure P2 of the second fluid from the upstream pipe 22 of the throttle valve 2 and the force P of the second elastic element 32. 阈2 This causes the second valve core 31 to be in the first position; when P1 > P 阈1 At this time, the first valve core 201 moves from the third position to the fourth position, the first air inlet 11 connects with the first air chamber A121, and the first fluid in the downstream pipe 21 of the throttle valve 2 acts on the second valve core 31. If P1 > P2 + P 阈2 The second valve core 31 moves from the first position to the second position, so that the exhaust port 14 is connected to the first air inlet 11 to release pressure.

[0039] Thus, the first adjustment component 20 determines the engine load status at this time, that is, when P1 < P 阈1 When P1 > P, the engine is determined to be under low load, and no pressure relief is performed; when P1 > P 阈1 When the engine is under heavy load, it is determined that the engine is in a high-load state. Furthermore, when the engine is under heavy load, the first air intake 11 is connected to the first air chamber A121, and the second adjustment component 30 determines whether pressure relief is needed; that is, when P1 < P2 + P... 阈2 When P1 > P2 + P 阈2 When the pressure difference is relatively large, it indicates that pressure relief is needed. The second valve core 31 moves to the second position, connecting the downstream pipe 21 of the throttle valve 2 to the exhaust port 14 for pressure relief. By first determining the engine load status and then determining whether pressure relief is needed, surge can be avoided, thereby maintaining the engine's stable performance under low load.

[0040] Optionally, the housing has a first groove on the peripheral sidewall of the first air chamber, and the second valve core 31 is inserted into the first groove.

[0041] For example, the length direction of the first slide groove is opened along the first direction X, and the second valve core 31 is inserted into the first slide groove and can slide along the first slide groove to switch between a first position and a second position. In this way, by opening the first slide groove, the contact area between the second valve core 31 and the housing is increased, the movement trajectory between the second valve core 31 and the housing is regulated, the stability between the second valve core 31 and the housing is maintained, and the situation where the second valve core 31 tilts relative to the housing under the impact of airflow and gets stuck in the housing and cannot move is avoided.

[0042] Optionally, the housing includes a housing body 10a, a first baffle 10b, and a second baffle 10c. A first air inlet 11, a second air inlet 13, an exhaust port 14, and a first air chamber are all formed on the housing body 10a. A countersunk hole is formed in the housing body 10a along the second direction Y, and the first baffle 10b is installed at the opening of the countersunk hole to form a second air chamber 15. The second baffle 10c is installed inside the housing, dividing the housing into the first air inlet 11 and the first air chamber. A first slide rail 17 and a first flow channel 16 are both formed on the second baffle 10c.

[0043] like Figure 2 As shown, a drive assembly is also provided, characterized in that it includes a throttle valve 2 and the aforementioned anti-surge valve 1, wherein the first air inlet 11 of the anti-surge valve 1 is connected to the downstream pipeline 21 of the throttle valve 2, and the second air inlet 13 of the anti-surge valve 1 is connected to the upstream pipeline 22 of the throttle valve 2.

[0044] For example, throttle body 2 is a key component in the intake system of a car engine. Its main function is to control the amount of air entering the engine, thereby regulating the engine's power output and speed. When the driver presses the accelerator pedal, the opening of throttle body 2 increases, allowing more air to enter the engine. The fuel injection system then increases the amount of fuel injected, causing the engine speed to rise. When the accelerator pedal is released, throttle body 2 closes, reducing the amount of air and fuel entering, and the engine speed decreases. The anti-surge valve 1 is used to regulate the pressure difference across throttle body 2 to prevent excessive pressure differential.

[0045] It should be noted that if the pressure difference between the front and rear of throttle body 2 is too large, it will lead to problems such as difficulty in idling control, increased carbon buildup, and decreased turbocharging efficiency.

[0046] Optionally, the drive assembly also includes a booster air cooler 3 and a mixer 4. The booster air cooler 3, the throttle valve 2, and the mixer 4 are connected in sequence. The first air intake 11 is connected to a pipeline for connecting the throttle valve 2 and the mixer 4, and the second air intake 13 is connected to a pipeline for connecting the booster air cooler 3 and the throttle valve 2.

[0047] For example, the booster air cooler 3 is primarily used to reduce the temperature of the booster air to improve the engine's combustion efficiency and performance. The mixer 4 optimizes the air-fuel ratio.

[0048] Optionally, the drive assembly also includes an air filter 5 and an exhaust gas turbocharger 6, with the air filter 5, the exhaust gas turbocharger 6 and the supercharged air cooler 3 connected in sequence, and the exhaust port 14 connected to a pipeline for connecting the air filter 5 and the exhaust gas turbocharger 6.

[0049] For example, the air filter 5 primarily filters the air entering the engine, preventing dust, particulate matter, and other impurities from entering the cylinders, protecting internal engine parts from wear, and optimizing combustion efficiency. The exhaust gas turbocharger 6 is a device that uses the energy of exhaust gases to drive a turbine, thereby compressing the intake air and improving engine power and efficiency. Compared to naturally aspirated engines, turbocharging can significantly increase power without increasing displacement, while also optimizing fuel economy.

[0050] A vehicle is also provided, including the aforementioned drive assembly.

[0051] Furthermore, the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the protection scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. An anti-surge valve characterized by, include: The housing includes a first air inlet (11), a first air chamber, a second air inlet (13), and an exhaust port (14). The first air inlet (11) is used to connect to the downstream pipeline (21) of the throttle valve (2), and the second air inlet (13) is used to connect to the upstream pipeline (22) of the throttle valve (2). The first adjustment component (20) is installed at the first air inlet (11) and is used to adjust the connection and blockage between the first air inlet (11) and the first air chamber. If the pressure value of the first fluid flowing from the first air inlet (11) to the first air chamber is greater than the first preset pressure value, the first air inlet (11) is connected to the first air chamber. If the pressure value of the first fluid is less than the first preset pressure value, the first air inlet (11) and the first air chamber are blocked by the first adjustment component (20). The second adjustment component (30) is installed in the first air chamber and is used to adjust the connection and blockage between the first air inlet (11) and the exhaust port (14). If the pressure value of the first fluid is greater than the sum of the pressure value of the second fluid entering the first air chamber from the second air inlet (13) and the second preset pressure value, the first air inlet (11) and the exhaust port (14) are connected. If the pressure value of the first fluid is less than the sum of the pressure value of the second fluid and the second preset pressure value, the first air inlet (11) and the exhaust port (14) are blocked by the second adjustment component (30).

2. The anti-surge valve of claim 1, wherein, The first adjustment component (20) includes a first valve core (201) and a first elastic element (202). The first valve core (201) can adjust the communication state between the first air inlet (11) and the first air chamber. The first elastic element (202) makes the first valve core (201) always have the tendency to block the communication between the first air inlet (11) and the first air chamber.

3. The anti-surge valve of claim 2, wherein, The housing also includes a second air chamber (15). One end of the first valve core (201) can slide relative to the housing within the second air chamber (15) and divide the second air chamber (15) into a second air chamber A (151) and a second air chamber B (152). The second air chamber A (151) is connected to the first air inlet (11). The other end of the first valve core (201) can block the connection between the first air inlet (11) and the first air chamber.

4. The anti-surge valve of claim 3, wherein, The housing also includes a first flow channel (16) and a first slide (17), the first slide (17) intersects with the first flow channel (16), the first air chamber is connected to the first air inlet (11) through the first flow channel (16), and the other end of the first valve core (201) is inserted into the first slide (17).

5. The anti-surge valve of claim 4, wherein, A plug (203) is installed at the other end of the first valve core (201), and the plug (203) is used to block the first flow channel (16).

6. The anti-surge valve of claim 3, wherein, The housing has a second sliding groove on the peripheral side wall of the second air chamber (15), and the first valve core (201) is inserted into the second sliding groove.

7. The anti-surge valve of claim 1, wherein, The second adjustment component (30) includes a second valve core (31) and a second elastic element (32). The second valve core (31) divides the first air chamber into a first air chamber A (121) and a first air chamber B (122). The first air chamber A (121) can communicate with the first air inlet (11), and the first air chamber B (122) is connected to the second air inlet (13). When the second valve core (31) is in the first position, the exhaust port (14) is not connected to the first air chamber. When the second valve core (31) is in the second position, the exhaust port (14) is connected to the first air chamber A (121). The second elastic element (32) makes the second valve core (31) always have a tendency to move towards the first position.

8. The anti-surge valve of claim 7, wherein, The housing has a first groove on the peripheral sidewall of the first air chamber, and the second valve core (31) is inserted into the first groove.

9. A drive assembly characterized by, Includes a throttle valve (2) and an anti-surge valve (1) according to any one of claims 1-8, wherein the first air inlet (11) of the anti-surge valve (1) is connected to the downstream pipeline (21) of the throttle valve (2), and the second air inlet (13) of the anti-surge valve (1) is connected to the upstream pipeline (22) of the throttle valve (2).

10. Vehicle, characterized in that Includes the drive assembly as described in claim 9.

Images