Dual fuel supply system, engine and vehicle

Abstract

The application relates to the engine technical field and provides a dual-fuel supply system, an engine and a vehicle. The dual-fuel supply system comprises: an intake manifold comprising one pressure stabilizing cavity and multiple intake branch pipes; an intake connecting pipe connected to the pressure stabilizing cavity of the intake manifold and used for introducing intake air; a first pipe joint in communication with the end of each intake branch pipe of the intake manifold away from the pressure stabilizing cavity through a communication pipe, the first pipe joint being used for externally connecting a crankcase ventilation valve pipe; and a second pipe joint directly arranged on the pressure stabilizing cavity of the intake manifold and in communication with the pressure stabilizing cavity; the second pipe joint is configured to selectively connect a gasoline desorption system pipe or a gas pressure reducer reference pressure pipe. The scheme fully considers the requirements of different fuel supply systems, makes perfect compatibility of gasoline supply systems and gas supply systems through platform design, reduces the development of special parts, reduces the development cost, shortens the development cycle, and has high economic value.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to a dual-fuel supply system, engine, and vehicle. Background Technology

[0002] As a type of thermodynamic machinery, the normal operation of an engine depends on an efficient and reliable fuel supply system. Based on the type of fuel used, mainstream engines can be divided into gasoline engines, natural gas engines, and dual-fuel engines that combine gasoline and natural gas.

[0003] Currently, the supply systems for the aforementioned different types of engines differ fundamentally in structure and functional interfaces, making them incompatible. This necessitates designing and manufacturing multiple different supply systems when developing engines capable of using multiple fuels. This not only increases additional design and manufacturing costs but also enhances the complexity of parts management and assembly, ultimately significantly driving up the overall engine development cost. Utility Model Content

[0004] Based on this, the present invention provides a dual-fuel supply system, an engine, and a vehicle to solve the problem of poor versatility of existing engine supply systems.

[0005] On the one hand, the present invention provides a dual-fuel supply system, comprising: The intake manifold includes a pressure regulating chamber and multiple intake branch pipes corresponding to the number of engine cylinders; An intake connection pipe, which is connected to the pressure regulating chamber of the intake manifold, is used to introduce intake air; The first pipe connector is connected to the end of each intake branch pipe of the intake manifold away from the pressure regulating chamber through a connecting pipe. The first pipe connector is used to connect to the crankcase ventilation valve pipeline. The second pipe connector is directly disposed on the pressure regulating chamber of the intake manifold and communicates with the pressure regulating chamber; The second pipe fitting is configured to selectively connect to either the gasoline desorption system line or the gas pressure regulator reference pressure line, so that the supply system operates in gasoline mode or gas mode accordingly.

[0006] In one embodiment, the connecting pipe spans over each of the intake manifolds and extends in a direction perpendicular to the arrangement direction of each of the intake manifolds.

[0007] In one embodiment, each of the intake manifolds is provided with a connection port at its end, and the connecting pipe is provided with a mating joint at each of the connection ports, the mating joint being sealed to the connection port.

[0008] In one embodiment, the first pipe fitting is perpendicularly connected to the middle of the extending direction of the connecting pipe.

[0009] In one embodiment, the first connector extends obliquely in a direction away from the body of the intake manifold to form an operating space between the first connector and the body of the intake manifold.

[0010] In one embodiment, the connecting pipe and the intake manifold are fixedly connected by a locking structure.

[0011] In one embodiment, the locking structure includes a plurality of connecting lugs spaced apart along the length of the connecting pipe, and a corresponding number of fixing seats disposed on the intake manifold, wherein the connecting lugs and the fixing seats are fastened together by screws.

[0012] In one embodiment, both the first pipe joint and the second pipe joint have a limiting protrusion at their center.

[0013] On the other hand, the present invention also provides an engine that includes the dual-fuel supply system of any of the above embodiments.

[0014] Furthermore, this utility model also provides a vehicle that includes the aforementioned engine.

[0015] Compared with the prior art, this utility model has at least the following beneficial effects: 1. High versatility and reduced cost: By reusing a single second pipe connector, the original two independent piping systems can be replaced, allowing one supply system to be adapted to both gasoline and gas engines, significantly reducing the number of parts and lowering design, manufacturing and management costs.

[0016] 2. Precise control and optimized performance: By placing the pressure tap of the pressure regulator directly in the pressure stabilizing chamber, the pressure transmission path is shortened, effectively reducing signal delay and fluctuation interference, significantly improving the accuracy and response speed of gas pressure regulation, thereby ensuring the stability of gas supply and engine combustion efficiency.

[0017] 3. Stable operation and high reliability: The first pipe joint is connected to the end of each branch pipe through the connecting pipe to ensure that the crankcase exhaust gas is evenly distributed to each cylinder, avoid uneven operation of each cylinder, reduce the risk of local icing, and improve the overall reliability of the system.

[0018] 4. Compact structure and easy layout: All functions are highly integrated into the manifold assembly, which has a compact structure and simple piping, making it easy to install and maintain in a limited space and optimizing the overall engine layout. Attached Figure Description

[0019] Figure 1This is a front view of a dual-fuel supply system in one embodiment; Figure 2 This is an isometric view of a dual-fuel supply system in one embodiment; Figure 3 This is a left view of a dual-fuel supply system in one embodiment.

[0020] The reference numerals in the accompanying drawings include: 100 - Intake manifold; 110 - Pressure regulating chamber; 120 - Intake branch pipe; 121 - Connection port; 200 - Intake connection pipe; 300 - First pipe fitting; 400 - Second pipe fitting; 500 - Connecting pipe; 510 - Mating connector; 600 - Locking structure; 610 - Connecting lug; 620 - Fixing base; 630 - Screw; 700 - Limiting protrusion. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments.

[0022] Currently, for engines using different fuel types, multiple different supply systems must be designed and manufactured to adapt to the different engine structures and functional interfaces. This not only increases additional design and manufacturing costs but also enhances the complexity of parts management and assembly, ultimately significantly driving up the overall engine development cost.

[0023] To address the above problems, this utility model provides a dual-fuel supply system, such as... Figures 1 to 3 As shown, it includes: The intake manifold 100 includes a pressure regulating chamber 110 and a plurality of intake branch pipes 120 corresponding to the number of engine cylinders; The intake connection pipe 200 is connected to the pressure regulating chamber 110 of the intake manifold 100 and is used to introduce intake air; The first pipe connector 300 is connected to the end of each intake branch pipe 120 of the intake manifold 100 away from the pressure regulating chamber 110 via a connecting pipe 500. The first pipe connector 300 is used to connect to the crankcase ventilation valve pipeline. The second pipe connector 400 is directly installed on the pressure regulating chamber 110 of the intake manifold 100 and is connected to the pressure regulating chamber 110. The second pipe connector 400 is configured to selectively connect to either the gasoline desorption system line or the gas pressure regulator reference pressure line, so that the supply system operates in gasoline mode or gas mode accordingly.

[0024] The supply system according to the above embodiments: The first pipe connector 300 is connected in parallel to the end of each intake branch pipe 120 through the connecting pipe 500. By utilizing the stable negative pressure generated in the branch pipe when the engine is running, the leaking gas discharged from the crankcase ventilation valve (PCV) is directly and evenly drawn into and sent to each cylinder for combustion, avoiding the icing and uneven mixing problems that may be caused by the concentrated introduction of gas in a single location (pressure stabilizing chamber 110).

[0025] The second pipe connector 400, serving as a multi-functional reuse interface, is directly mounted on the pressure regulating chamber 110. This allows it to meet the needs of gasoline engines connecting to the gasoline desorption system, drawing gasoline vapor adsorbed in the carbon canister into the pressure regulating chamber 110 for even distribution to each cylinder for combustion. It also meets the needs of gas engines connecting to the pressure reducer reference pressure line, transmitting real-time, stable pressure signals from the pressure regulating chamber 110 directly to the gas pressure reducer via the shortest path. Furthermore, placing the pressure reducer reference pressure interface directly on the pressure regulating chamber 110 avoids potential pressure fluctuation interference from upstream intake pipes (intake connection pipe 200), shortens the pressure transmission path, and reduces pressure signal delay and attenuation, thus significantly improving the accuracy and dynamic response of the pressure reducer's pressure regulation. Moreover, the reuse of a single second pipe connector 400 replaces two independent sets of pipes and interfaces in traditional solutions, enabling a single supply system to adapt to both gasoline and gas engines. This greatly reduces the number of components and lowers the design, mold development, and manufacturing costs of the system.

[0026] Among them, such as Figure 1 As shown, the intake manifold 100 has the following structural layout: a pressure regulating chamber 110 is located at the front of the intake manifold 100, while multiple intake branch pipes 120 are arranged side-by-side at the rear of the intake manifold 100, and each branch pipe is connected to the pressure regulating chamber 110. The multiple intake branch pipes 120 are used to evenly introduce gas into each cylinder of the engine; therefore, their number is consistent with the number of engine cylinders. As a typical example, Figure 2 The illustrated embodiment shows a structure including four intake manifolds 120.

[0027] It should be understood that the "front" and "rear" directions defined for the intake manifold 100 in this article are determined based on its overall installation position in the engine system, and do not refer to any specific absolute direction. Specifically, "rear side" refers to the side of the intake manifold 100 closer to the engine cylinder, while "front side" refers to the side of the intake manifold 100 further away from the engine cylinder.

[0028] See also Figure 1The intake manifold 100 has an air inlet (not shown in the figure) at the front end of the pressure regulating chamber 110, and the intake connecting pipe 200 is connected to the air inlet. The intake connecting pipe 200 is used to introduce fresh air into the pressure regulating chamber 110, and its end away from the intake manifold 100 is usually connected to the throttle valve of the engine system, forming a key part of the intake airflow path.

[0029] Furthermore, the intake connection pipe 200 is configured to extend to a designated installation position with a specific shape and length to ensure a reliable connection with the throttle valve and to guide outside air smoothly into the intake manifold 100 along a preset path, avoiding a decrease in intake efficiency due to airflow turbulence. In addition, the intake connection pipe 200, through its flexible routing and shape design, can effectively adapt to the complex spatial layout of the engine compartment and avoid interference with other components.

[0030] As an exemplary implementation, Figure 1 The intake connection pipe 200 has a meandering shape. One end is directly connected to the intake port at the front end of the pressure stabilizing chamber 110, while the other end extends to one side of the intake port in the horizontal direction to achieve compact layout and system integration.

[0031] Correspondingly, based on the structural characteristic that the intake connecting pipe 200 has a certain length, this invention sets the second pipe connector 400 on the body of the pressure stabilizing chamber 110. Compared with the traditional solution of setting the interface at the intake connecting pipe 200, this structural arrangement has significant advantages when the system is applied to a gas engine. Since the second pipe connector 400 is directly connected to the pressure stabilizing chamber 110, the system can transmit the pressure signal that has become stable in the pressure stabilizing chamber 110 to the gas pressure regulator via the shortest path, effectively avoiding the signal delay and pressure attenuation problems caused by long-path pressure transmission, thereby significantly improving the authenticity and real-time performance of the reference pressure obtained by the pressure regulator. On this basis, the pressure regulation accuracy and dynamic response performance of the pressure regulator are greatly improved, ultimately ensuring the stability and control effect of the gas supply system under different operating conditions.

[0032] For details, see Figure 1 The second pipe connector 400 is located in the middle of the pressure stabilizing chamber 110 along the front-to-back direction, and also roughly in the middle region in the left-to-right direction. This central location ensures the stable operation of the system under both fuel modes.

[0033] When the system is applied to a gasoline engine, this position can make full use of the stable negative pressure environment formed inside the pressure regulating chamber 110 to ensure that gasoline vapor is smoothly and continuously drawn in from the desorption system. It can also ensure that the introduced fuel vapor is fully premixed in the pressure regulating chamber 110 before entering each branch pipe, thereby effectively avoiding the direct entry of fuel vapor into a certain branch pipe and disrupting the consistency of the air-fuel ratio of each cylinder.

[0034] When the system is applied to a gas engine, this location is precisely in the region where the airflow inside the pressure regulating chamber 110 is most stable. The pressure signal here best represents the average level of intake air in each cylinder, and is almost unaffected by local airflow disturbances or intake pulsations in specific cylinders. Acquiring the reference pressure here can filter out pressure fluctuation interference to the greatest extent possible, fundamentally preventing the pressure reducer from making erroneous adjustments due to signal distortion. This ensures that the gas output pressure is always precisely matched with the intake manifold 100 pressure, maintaining a precise air-fuel mixture ratio.

[0035] Based on the above structural design, the single second pipe connector 400 interface can simultaneously meet the dual requirements of uniform desorption in gasoline mode and precise pressure tapping in gas mode, which can better match engines of different fuel types and improve versatility.

[0036] Furthermore, in this embodiment, the second pipe connector 400 preferably adopts a universal connector structure to adapt to the connection requirements of different functional pipe connectors under different fuel modes, thereby significantly improving its functional compatibility and system integration. For example, see... Figure 1 As a specific implementation of this general design, the second pipe connector 400 has an annular limiting protrusion 700 in its center. This limiting protrusion 700 is configured to engage with corresponding structures (e.g., annular grooves) inside the gasoline desorption system pipe connector and the pressure regulator reference pressure pipe connector. This interlocking connection between the protrusion and the groove effectively restricts axial movement between the external pipe connector and the second pipe connector 400, preventing them from loosening under vibration or pressure changes, thereby achieving a stable and reliable sealing connection.

[0037] like Figure 2 As shown, in this embodiment, the connecting pipe 500 is located above each intake manifold 120. The connecting pipe 500 extends in a direction perpendicular to the arrangement direction of each intake manifold 120, thus spanning all intake manifolds 120. This layout is compact and makes full use of the space above the intake manifold 100, allowing the connecting pipe 500 to connect to each intake manifold 120 via the shortest path and in the most direct manner. This not only simplifies the piping layout but also helps ensure that crankcase ventilation gas is evenly and efficiently distributed to each manifold.

[0038] For details, please continue to refer to... Figure 2To ensure reliable communication between the connecting pipe 500 and each intake branch pipe 120, each intake branch pipe 120 has an upwardly protruding connection port 121 at its end. Correspondingly, a matching fitting joint 510 is provided at the bottom of the connecting pipe 500 at the position corresponding to each connection port 121. During assembly, by aligning and connecting each fitting joint 510 on the connecting pipe 500 with the connection port 121 at the end of each intake branch pipe 120, parallel communication between the connecting pipe 500 and all intake branch pipes 120 can be achieved. The fitting joint 510 and the connection port 121 can be connected using a plug-in, snap-fit, or quick-connect fitting method for easy assembly. To ensure airtightness of the connection, a sealing ring or other sealing element is provided at the connection interface to effectively prevent gas leakage and ensure the normal operation of the crankcase ventilation system.

[0039] See Figure 2 The first pipe connector 300 is vertically connected to the middle part of the connecting pipe 500 along its extension direction. This central position allows the crankcase ventilation gas introduced from the first pipe connector 300 to be evenly distributed to both sides of the connecting pipe 500, thereby maximizing the guarantee that the gas is introduced into each intake manifold 120 in equal and synchronous amounts, effectively avoiding the problem of uneven intake of each cylinder due to different lengths of the air supply path.

[0040] Further, see Figure 2 and Figure 3 The first pipe connector 300 is tilted upward relative to the body of the intake manifold 100. This arrangement creates ample operating space between the first pipe connector 300 and the lower intake manifold 100 body, which greatly facilitates the connection, installation, and maintenance of the external crankcase ventilation valve pipeline and effectively avoids structural interference with surrounding components during assembly.

[0041] Similarly, see Figure 2 The first pipe joint 300 is also provided with a limiting protrusion 700 in the middle, which is used to cooperate with the corresponding structure (such as an annular groove) inside the crankcase ventilation valve pipe joint to ensure the reliability of the connection.

[0042] To ensure the overall structural stability of the connecting pipe 500 and the first pipe joint 300, such as Figure 2 As shown, in this embodiment, a locking structure 600 is also provided between the connecting pipe 500 and the intake manifold 100.

[0043] See Figure 2 and Figure 3In one specific example, the locking structure 600 includes: a plurality of connecting lugs 610 spaced apart along the length of the connecting pipe 500, and an equal number of fixing seats 620 correspondingly disposed on the intake manifold 100. As a specific example, Figure 2 The diagram shows four connecting lugs 610 and four mounting bases 620. The connecting lugs 610 are provided with threaded holes or through holes, while the mounting bases 620 are provided with matching threaded holes. During assembly, screws 630 are passed through the corresponding holes and tightened to achieve a rigid connection between the connecting pipe 500 and the intake manifold 100, effectively preventing loosening or displacement under engine vibration conditions.

[0044] On the other hand, this utility model embodiment also provides an engine that includes the dual-fuel supply system of any of the above embodiments.

[0045] Furthermore, this utility model also provides a vehicle that includes the aforementioned engine.

[0046] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0047] It should be noted that the illustrations provided in this embodiment are merely schematic representations of the basic concept of this utility model. The structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and to enable them to understand and read the content disclosed herein. They are not intended to limit the implementation conditions of this utility model. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this utility model, should still fall within the scope of the technical content disclosed herein.

[0048] The orientations or positional relationships indicated by terms such as "upper," "lower," "left," "right," "middle," "longitudinal," "transverse," "horizontal," "inner," "outer," "radial," and "circumferential" used in this specification are based on the orientations or positional relationships shown in the accompanying drawings and are only for the purpose of simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

Claims

1. A dual-fuel supply system, characterized in that, include: The intake manifold (100) includes a pressure regulating chamber (110) and multiple intake manifolds (120) corresponding to the number of engine cylinders. An intake connection pipe (200) is connected to the pressure regulating chamber (110) of the intake manifold (100) for introducing intake air; The first pipe connector (300) is connected to the end of each intake branch pipe (120) of the intake manifold (100) away from the pressure regulating chamber (110) via a connecting pipe (500). The first pipe connector (300) is used to connect to the crankcase ventilation valve pipeline. The second pipe connector (400) is directly disposed on the pressure regulating chamber (110) of the intake manifold (100) and communicates with the pressure regulating chamber (110); The second pipe fitting (400) is configured to selectively connect to either the gasoline desorption system line or the gas pressure regulator reference pressure line, so that the supply system operates in gasoline mode or gas mode accordingly.

2. The dual-fuel supply system according to claim 1, characterized in that, The connecting pipe (500) spans over each of the intake branch pipes (120) and extends in a direction perpendicular to the arrangement direction of each of the intake branch pipes (120).

3. The dual-fuel supply system according to claim 2, characterized in that, Each of the intake branch pipes (120) is provided with a connection port (121) at its end. The connecting pipe (500) is provided with a mating joint (510) at each of the connection ports (121). The mating joint (510) is sealed to the connection port (121).

4. The dual-fuel supply system according to claim 2, characterized in that, The first pipe fitting (300) is vertically connected to the middle position of the extending direction of the connecting pipe (500).

5. The dual-fuel supply system according to claim 2, characterized in that, The first pipe connector (300) extends obliquely away from the body of the intake manifold (100) to form an operating space between the first pipe connector (300) and the body of the intake manifold (100).

6. The dual-fuel supply system according to claim 2, characterized in that, The connecting pipe (500) and the intake manifold (100) are fixedly connected by a locking structure (600).

7. The dual-fuel supply system according to claim 6, characterized in that, The locking structure (600) includes a plurality of connecting lugs (610) spaced apart along the length of the connecting pipe (500), and a corresponding number of fixing seats (620) provided on the intake manifold (100), wherein the connecting lugs (610) and the fixing seats (620) are fastened by screws (630).

8. The dual-fuel supply system according to claim 1, characterized in that, Both the first pipe joint (300) and the second pipe joint (400) are provided with a limiting protrusion (700) in the middle.

9. An engine, characterized in that, Includes the dual-fuel supply system as described in any one of claims 1-8.

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

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