CN111980837A - Pressure stabilizer of engine - Google Patents
Pressure stabilizer of engine Download PDFInfo
- Publication number
- CN111980837A CN111980837A CN202011003735.1A CN202011003735A CN111980837A CN 111980837 A CN111980837 A CN 111980837A CN 202011003735 A CN202011003735 A CN 202011003735A CN 111980837 A CN111980837 A CN 111980837A
- Authority
- CN
- China
- Prior art keywords
- branch pipe
- pressure stabilizing
- outlet branch
- air outlet
- stabilizing cavity
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000003381 stabilizer Substances 0.000 title claims description 13
- 230000000087 stabilizing effect Effects 0.000 claims abstract description 61
- 238000005507 spraying Methods 0.000 claims description 8
- 238000002347 injection Methods 0.000 claims description 4
- 239000007924 injection Substances 0.000 claims description 4
- 230000003014 reinforcing effect Effects 0.000 claims description 4
- 230000006641 stabilisation Effects 0.000 claims 1
- 238000011105 stabilization Methods 0.000 claims 1
- 239000007921 spray Substances 0.000 description 6
- 238000010586 diagram Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 238000009827 uniform distribution Methods 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10026—Plenum chambers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
- F02M35/10019—Means upstream of the fuel injection system, carburettor or plenum chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Abstract
The invention discloses a pressure stabilizing device of an engine, wherein an air inlet branch pipe is in a circular truncated cone shape, the central axis of the air inlet branch pipe is vertical to the central axis of a pressure stabilizing cavity, so that the resistance between the pressure stabilizing cavity and the air inlet branch pipe can be reduced to the maximum extent, the circulation between the air inlet branch pipe and the pressure stabilizing cavity is improved, air can flow into the pressure stabilizing cavity along the tangential direction of the pressure stabilizing cavity, the collision between the air and the air inlet branch pipe in high-speed motion is reduced, and the energy loss caused by collision is avoided; the air outlet branch pipes are in a round table shape, the larger opening end of each air outlet branch pipe is connected with the lower side surface of the pressure stabilizing cavity, the diameter of each air outlet branch pipe is in a gradual change type, the resistance of air in the pressure stabilizing cavity flowing into each air outlet branch pipe can be reduced, and the liquidity of each air outlet branch pipe is improved; and the included angle between the central axis of the air inlet branch pipe and the central axis of the air outlet branch pipe is 90-145 degrees, so that the air inlet resistance and the air outlet resistance are in a smaller range, and the air inlet branch pipe and the air outlet branch pipe have better liquidity.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a voltage stabilizing device of an engine.
Background
The air circulation resistance of the pressure stabilizer of the existing engine is large, and the air flow impact is also large. Meanwhile, the existing pressure stabilizer is only provided with one air outlet pipe, and the air flow is difficult to uniformly distribute.
Disclosure of Invention
The invention provides a pressure stabilizing device of an engine, which overcomes the defect of larger air circulation resistance in the background technology. The technical scheme adopted by the invention for solving the technical problems is as follows:
the pressure stabilizing device of the engine comprises a cylindrical pressure stabilizing cavity, an air inlet branch pipe and a plurality of air outlet branch pipes, wherein the air inlet branch pipe is in a round table shape, the diameter of the air inlet branch pipe is gradually increased from top to bottom, the larger opening end of the air inlet branch pipe is connected with the pressure stabilizing cavity, and the central axis of the air inlet branch pipe is vertical to the central axis of the pressure stabilizing cavity; each air outlet branch pipe is in a round table shape, the larger opening end of each air outlet branch pipe is connected with the lower side surface of the pressure stabilizing cavity, and the air outlet branch pipes are arranged at intervals along the length direction of the pressure stabilizing cavity; and the included angle between the central axis of the inlet branch pipe and the central axis of the outlet branch pipe is 90-145 degrees.
In a preferred embodiment: the included angle between the central axis of the inlet branch pipe and the central axis of the outlet branch pipe is 125 degrees.
In a preferred embodiment: the number of the air outlet branch pipes is four, and the diameters of the two air outlet branch pipes positioned in the middle are smaller than the diameters of the two air outlet branch pipes positioned on the side edges.
In a preferred embodiment: the diameters of the two gas outlet branch pipes positioned in the middle are the same, and the diameters of the two gas outlet branch pipes positioned on the side edges are the same.
In a preferred embodiment: the connecting lines between the two air outlet branch pipes and the pressure stabilizing cavity in the middle are both arc-shaped, and the arc radius of the arc-shaped connecting lines is 4-6 mm; and connecting lines between the two air outlet branch pipes on the side edges and the pressure stabilizing cavity are both arc-shaped, and the arc radius of the arc-shaped connecting lines is 9-11 mm.
In a preferred embodiment: and a connecting line between the larger opening end of the air inlet branch pipe and the pressure stabilizing cavity is in a circular arc shape, and the circular arc radius of the circular arc connecting line is 60 mm.
In a preferred embodiment: the gas outlet device also comprises a plurality of oil spraying seats, and the oil spraying seats are fixedly connected with the gas outlet branch pipes in a one-to-one correspondence manner.
In a preferred embodiment: the oil spraying seat and the air outlet branch pipe are integrally formed.
In a preferred embodiment: the periphery of the air outlet branch pipe and the periphery of the oil injection seat are respectively provided with a plurality of reinforcing ribs which are arranged at intervals.
Compared with the background technology, the technical scheme has the following advantages:
1. the air inlet branch pipe is in a circular truncated cone shape, the larger opening end of the air inlet branch pipe is connected with the pressure stabilizing cavity, and the central axis of the air inlet branch pipe is perpendicular to the central axis of the pressure stabilizing cavity, so that the resistance between the pressure stabilizing cavity and the air inlet branch pipe can be reduced to the maximum extent, the circulation between the air inlet branch pipe and the pressure stabilizing cavity is improved, air can flow into the pressure stabilizing cavity along the tangential direction of the pressure stabilizing cavity, the collision between the air and the air inlet branch pipe in high-speed motion is reduced, and the energy loss caused by collision is avoided;
the air outlet branch pipes are in a round table shape, the larger opening end of each air outlet branch pipe is connected with the lower side surface of the pressure stabilizing cavity, the diameter of each air outlet branch pipe is in a gradual change type, the resistance of air in the pressure stabilizing cavity flowing into each air outlet branch pipe can be reduced, and the liquidity of each air outlet branch pipe is improved;
and the included angle between the central axis of the air inlet branch pipe and the central axis of the air outlet branch pipe is 90-145 degrees, so that the air inlet resistance and the air outlet resistance are in a smaller range, and the air inlet branch pipe and the air outlet branch pipe have better liquidity.
2. The included angle between the central axis of the air inlet branch pipe and the central axis of the air outlet branch pipe is 125 degrees, at the moment, the air inlet resistance and the air outlet resistance reach the minimum value, and the circulation of the air inlet branch pipe and the air outlet branch pipe is the best.
3. The number of the air outlet branch pipes is four, the diameter of the two air outlet branch pipes positioned in the middle is smaller than that of the two air outlet branch pipes positioned on the side edges, the air outlet is uniformly distributed, and the backflow phenomenon can be avoided.
4. The connecting lines between the two air outlet branch pipes and the pressure stabilizing cavity in the middle are both arc-shaped, and the arc radius of the arc-shaped connecting lines is 4-6 mm; the connecting lines between the two air outlet branch pipes on the side edge and the pressure stabilizing cavity are both arc-shaped, the arc radius of the arc-shaped connecting lines is 9-11 mm, and the design can reduce the resistance of air in the pressure stabilizing cavity flowing into each air outlet branch pipe to the maximum extent and improve the circulation of each air outlet branch pipe.
5. The oil spraying seat and the air outlet branch pipe are integrally formed, so that the efficiency of disassembling the pressure stabilizing cavity and the oil spraying seat can be improved, and the time for disassembling work is shortened.
6. The periphery of the air outlet branch pipe and the periphery of the oil injection seat are respectively provided with a plurality of reinforcing ribs which are arranged at intervals, so that the strength of the air outlet branch pipe and the strength of the oil injection seat can be improved.
Drawings
The invention is further illustrated by the following figures and examples.
Fig. 1 is a schematic diagram of a pressure stabilizer of an engine according to a preferred embodiment.
FIG. 2 is a schematic side view of a pressure stabilizer of an engine according to a preferred embodiment.
Fig. 3 is a second overall schematic diagram of a voltage stabilizer of an engine according to a preferred embodiment.
Detailed Description
In the claims, the specification and the drawings of the present invention, unless otherwise expressly limited, the terms "first", "second" or "third", etc. are used for distinguishing between different items and not for describing a particular sequence.
In the claims, the specification and the drawings of the present invention, unless otherwise expressly limited, all directional or positional relationships indicated by the terms "center," "lateral," "longitudinal," "horizontal," "vertical," "top," "bottom," "inner," "outer," "upper," "lower," "front," "rear," "left," "right," "clockwise," "counterclockwise," and the like are based on the directional or positional relationships indicated in the drawings and are used for convenience in describing the present invention and for simplicity in description, but do not indicate or imply that the device or element so indicated must have a particular orientation or be constructed and operated in a particular orientation, and therefore should not be construed as limiting the scope of the present invention.
In the claims, the description and the drawings of the present application, unless otherwise expressly limited, the terms "fixedly connected" and "fixedly connected" should be interpreted broadly, that is, any connection between the two that is not in a relative rotational or translational relationship, that is, non-detachably fixed, integrally connected, and fixedly connected by other devices or elements.
In the claims, the specification and the drawings of the present invention, the terms "including", "having", and variations thereof, are intended to be inclusive and not limiting.
Referring to fig. 1 to 3, a preferred embodiment of a pressure stabilizer for an engine includes a cylindrical pressure stabilizing chamber 10, an intake manifold 20, and a plurality of outlet manifolds 30.
As shown in fig. 1, the central outer edge of the pressure stabilizing cavity 10 is provided with a locking tab 11 which can be locked with other components.
The intake branch pipe 20 is in a shape of a circular truncated cone, the diameter of the intake branch pipe is gradually increased from top to bottom, the larger opening end of the intake branch pipe 20 is connected with the pressure stabilizing cavity 10, and the central axis of the intake branch pipe 20 is vertical to the central axis of the pressure stabilizing cavity 10; the resistance between the pressure stabilizing cavity 10 and the air inlet branch pipe 20 can be reduced to the greatest extent, the liquidity between the air inlet branch pipe 20 and the pressure stabilizing cavity 10 is improved, air can flow into the pressure stabilizing cavity 10 along the tangential direction of the pressure stabilizing cavity 10, the collision between the air and the air inlet branch pipe 20 in high-speed movement is reduced, and therefore energy loss caused by collision is avoided;
each gas outlet branch pipe 30 is in a round table shape, the larger opening end of each gas outlet branch pipe 30 is connected with the lower side surface of the pressure stabilizing cavity 10, and a plurality of gas outlet branch pipes 30 are arranged at intervals along the length direction of the pressure stabilizing cavity 10; and the included angle between the central axis of the inlet branch pipe 20 and the central axis of the outlet branch pipe 30 is 90-145 degrees. The air outlet branch pipes 30 are all in a round table shape, the larger opening end of each air outlet branch pipe 30 is connected with the lower side surface of the pressure stabilizing cavity 10, the diameter of each air outlet branch pipe is gradually changed, the resistance of air in the pressure stabilizing cavity 10 flowing into each air outlet branch pipe 30 can be reduced, and the liquidity of each air outlet branch pipe 30 is improved; the included angle between the central axis of the inlet branch pipe 20 and the central axis of the outlet branch pipe 30 is 90-145 degrees, so that the inlet resistance and the outlet resistance are in a smaller range, and the flow-through performance of the inlet branch pipe 20 and the outlet branch pipe 30 is better.
In the present embodiment, the angle between the central axis of the inlet branch pipe 20 and the central axis of the outlet branch pipe 30 is 125 degrees. The angle between the central axis of the inlet branch pipe 20 and the central axis of the outlet branch pipe 30 is 125 degrees, at this time, the inlet resistance and the outlet resistance reach the minimum value, and the flow-through performance of the inlet branch pipe 20 and the outlet branch pipe 30 is the best.
In this embodiment, four outlet branch pipes 30 are provided, and the diameters of the two outlet branch pipes 30 located in the middle are smaller than the diameters of the two outlet branch pipes 30 located at the sides, so that the uniform distribution of outlet air can be ensured, and the backflow phenomenon can be avoided.
In this embodiment, the diameters of the two outlet branches 30 located in the middle are the same, and the diameters of the two outlet branches 30 located at the sides are the same. The diameters of the outlet branches 30 may be different according to the requirement, but are not limited thereto.
In this embodiment, the connecting lines between the two outlet branch pipes 30 and the pressure stabilizing cavity 10 in the middle are both arc-shaped, and the arc radius of the arc-shaped connecting lines is 4-6 mm, preferably 5 mm; the connecting lines between the two outlet branch pipes 30 and the pressure stabilizing cavity 10 on the side edges are both arc-shaped, and the arc radius of the arc-shaped connecting lines is 9-11 mm, preferably 10 mm.
In this embodiment, a connecting line between the larger opening end of the intake branch pipe 20 and the surge chamber 10 is circular arc-shaped, and the circular arc radius of the circular arc-shaped connecting line is 55-65 mm, preferably 60 mm.
In this embodiment, the present invention further includes a plurality of oil spray seats 40, and the oil spray seats 40 are fixedly connected to the air outlet branch pipes 30 in a one-to-one correspondence manner. As shown in fig. 3, the number of the oil spray seats 40 is equal to the number of the outlet branch pipes 30, and is four.
In this embodiment, the oil spray seat 40 and the air outlet branch pipe 30 are integrally formed.
In this embodiment, the peripheries of the gas outlet branch pipe 30 and the oil spray seat 40 are respectively provided with a plurality of reinforcing ribs 41 arranged at intervals so as to increase the connection strength between the gas outlet branch pipe 30 and the oil spray seat 40.
The pressure stabilizing device can reduce the circulation resistance of air flowing into the pressure stabilizing cavity 10 and the circulation resistance of air flowing into the air outlet branch pipes 30 from the pressure stabilizing cavity 10, improve the circulation of the pressure stabilizing cavity 10 entering each air outlet branch pipe 30 and improve the circulation uniformity of each air outlet branch pipe.
The above description is only a preferred embodiment of the present invention, and therefore should not be taken as limiting the scope of the invention, which is defined by the appended claims and their equivalents.
Claims (9)
1. The pressure stabilizer of the engine is characterized in that: the pressure stabilizing device comprises a cylindrical pressure stabilizing cavity, an air inlet branch pipe and a plurality of air outlet branch pipes, wherein the air inlet branch pipe is in a round table shape, the diameter of the air inlet branch pipe is gradually increased from top to bottom, the larger opening end of the air inlet branch pipe is connected with the pressure stabilizing cavity, and the central axis of the air inlet branch pipe is vertical to the central axis of the pressure stabilizing cavity; each air outlet branch pipe is in a round table shape, the larger opening end of each air outlet branch pipe is connected with the lower side surface of the pressure stabilizing cavity, and the air outlet branch pipes are arranged at intervals along the length direction of the pressure stabilizing cavity; and the included angle between the central axis of the inlet branch pipe and the central axis of the outlet branch pipe is 90-145 degrees.
2. The pressure stabilizing device of an engine according to claim 1, characterized in that: the included angle between the central axis of the inlet branch pipe and the central axis of the outlet branch pipe is 125 degrees.
3. The pressure stabilizer of an engine according to claim 2, characterized in that: the number of the air outlet branch pipes is four, and the diameters of the two air outlet branch pipes positioned in the middle are smaller than the diameters of the two air outlet branch pipes positioned on the side edges.
4. The pressure stabilizer of an engine according to claim 3, characterized in that: the diameters of the two gas outlet branch pipes positioned in the middle are the same, and the diameters of the two gas outlet branch pipes positioned on the side edges are the same.
5. The pressure stabilizer of an engine according to claim 3, characterized in that: the connecting lines between the two air outlet branch pipes and the pressure stabilizing cavity in the middle are both arc-shaped, and the arc radius of the arc-shaped connecting lines is 4-6 mm; and connecting lines between the two air outlet branch pipes on the side edges and the pressure stabilizing cavity are both arc-shaped, and the arc radius of the arc-shaped connecting lines is 9-11 mm.
6. The pressure stabilizing device of an engine according to claim 1, characterized in that: and a connecting line between the larger opening end of the air inlet branch pipe and the pressure stabilizing cavity is in a circular arc shape, and the circular arc radius of the circular arc connecting line is 60 mm.
7. The pressure stabilizing device of an engine according to claim 1, characterized in that: the gas outlet device also comprises a plurality of oil spraying seats, and the oil spraying seats are fixedly connected with the gas outlet branch pipes in a one-to-one correspondence manner.
8. The pressure stabilizer for an engine according to claim 7, characterized in that: the oil spraying seat and the air outlet branch pipe are integrally formed.
9. The engine voltage stabilization device according to claim 8, characterized in that: the periphery of the air outlet branch pipe and the periphery of the oil injection seat are respectively provided with a plurality of reinforcing ribs which are arranged at intervals.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011003735.1A CN111980837A (en) | 2020-09-22 | 2020-09-22 | Pressure stabilizer of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011003735.1A CN111980837A (en) | 2020-09-22 | 2020-09-22 | Pressure stabilizer of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111980837A true CN111980837A (en) | 2020-11-24 |
Family
ID=73450540
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011003735.1A Pending CN111980837A (en) | 2020-09-22 | 2020-09-22 | Pressure stabilizer of engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111980837A (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1860316A2 (en) * | 2006-05-24 | 2007-11-28 | Nissan Motor Company, Limited | Air intake device |
| CN201599116U (en) * | 2009-10-27 | 2010-10-06 | 浙江吉利汽车研究院有限公司 | Engine intake manifold |
| CN201934223U (en) * | 2010-12-20 | 2011-08-17 | 浙江吉利汽车研究院有限公司 | Intake manifold of engine |
| CN212454657U (en) * | 2020-09-22 | 2021-02-02 | 华侨大学 | Voltage stabilizer of engine |
-
2020
- 2020-09-22 CN CN202011003735.1A patent/CN111980837A/en active Pending
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1860316A2 (en) * | 2006-05-24 | 2007-11-28 | Nissan Motor Company, Limited | Air intake device |
| CN201599116U (en) * | 2009-10-27 | 2010-10-06 | 浙江吉利汽车研究院有限公司 | Engine intake manifold |
| CN201934223U (en) * | 2010-12-20 | 2011-08-17 | 浙江吉利汽车研究院有限公司 | Intake manifold of engine |
| CN212454657U (en) * | 2020-09-22 | 2021-02-02 | 华侨大学 | Voltage stabilizer of engine |
Non-Patent Citations (1)
| Title |
|---|
| 林继铭等: "自由活塞发动机的活塞运动规律优化与试验", 农业工程学报, vol. 31, no. 6, 31 March 2015 (2015-03-31), pages 82 - 88 * |
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