CN212106360U

CN212106360U - Gas compressor and engine

Info

Publication number: CN212106360U
Application number: CN202020165589.1U
Authority: CN
Inventors: 孙云龙; 雷超群; 彭文; 黄英铭; 占文锋
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2020-02-12
Filing date: 2020-02-12
Publication date: 2020-12-08
Anticipated expiration: 2030-02-12

Abstract

The utility model provides a compressor for the engine, is equipped with the spiral case of intake duct and is located including the middle part the terminal impeller of intake duct, the impeller axial is located in the intake duct, be equipped with an at least annular groove on the intake duct perisporium. The utility model discloses still disclose an engine, including foretell compressor and engine main part, when the engine operation, the air passes through the compressor gets into the engine main part. The air compressor and the engine provided by the utility model can effectively reduce the airflow noise of the air compressor and improve the sound quality of the whole vehicle by arranging the annular groove in the air inlet channel; no additional part is needed, and the volume of the compressor is almost not influenced; and the processing is simple and the cost is lower.

Description

Gas compressor and engine

Technical Field

The utility model belongs to the technical field of motor vehicle gasoline engine pressure boost, more specifically the compressor and engine that says so.

Background

With the increasing shortage of petroleum resources, people are aware of the importance of fuel oil more and more, but the utilization rate of the fuel oil of the engine is not high at present. Thus, to improve engine power density, and to improve engine fuel economy, the miller cycle is most commonly used. The miller cycle, however, weakens the dynamics and requires the supercharger to provide a higher boost ratio. Under the working condition of the rotating speed of the medium-low engine, along with the increase of the load of the engine, the operating working point of the compressor gradually enters the unstable areas of air flow such as weak surge and the like to cause air flow noise, and the air flow noise is radiated out through the volute of the compressor and the air inlet pipeline, the frequency range of the noise is wide, the noise is difficult to be completely eliminated through the noise elimination structure of the air inlet pipeline, and the sound quality of the whole vehicle is seriously.

The existing scheme for solving the air compressor airflow noise mainly adopts an inclined straight pipe transition at the inlet of a volute of the air compressor to reduce the unstable airflow as much as possible, and simultaneously, a silencing cavity aiming at broadband radiation noise is designed on an air inlet pipeline in front of the inlet of the air compressor. But the proposal has the defect that the straight pipe adopted at the inlet part of the compressor has poor steady flow effect on the gas entering the impeller of the compressor when the gas flow is unstable; and the air inlet pipeline in front of the air compressor is provided with silencing cavities aiming at different frequency ranges, so that a large arrangement space is needed, the arrangement is difficult, the structure is complex, and the cost is increased.

The foregoing description is provided for general background information and is not admitted to be prior art.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a compressor and engine that can effectively reduce the air current noise.

The utility model provides a compressor for the engine, be equipped with the spiral case of intake duct and be located including the middle part the terminal impeller of intake duct, the impeller axial is located in the intake duct, be equipped with an at least annular groove on the intake duct perisporium.

Further, the groove is arranged at the position where the noise in the air inlet channel is maximum when the air compressor runs.

Further, the groove is arranged at a position close to the impeller.

Further, the impeller comprises a plurality of blades, the cross section of the groove is rectangular, and the distance between the inner wall surface of the groove and the lowest end of the outer side of each blade is 0-1 mm.

Furthermore, the width of the groove is 2-2.5mm, and the depth of the groove is 2.5-3.5 mm.

Further, the grooves have the same cross section in the circumferential direction.

Further, the grooves differ in cross section in the circumferential direction.

Further, the groove is axially coincident with the impeller.

Further, the impeller includes an impeller shaft fixed to the volute, and a plurality of vanes distributed around the impeller shaft, the vanes being rotatable around the impeller shaft.

The utility model also provides an engine, including foretell compressor and engine main part, when the engine operation, the air passes through the compressor gets into the engine main part.

The air compressor and the engine provided by the utility model can effectively reduce the airflow noise of the air compressor and improve the sound quality of the whole vehicle by arranging the annular groove in the air inlet channel; no additional part is needed, and the volume of the compressor is almost not influenced; and the processing is simple and the cost is lower.

Drawings

FIG. 1 is an overall structure diagram of a compressor according to an embodiment of the present invention;

FIG. 2 is a schematic structural view of an impeller and an annular groove in the compressor shown in FIG. 1;

fig. 3 is a comparison graph of CFD analysis results before and after adding the rectangular ring grooves to the compressor shown in fig. 1.

Detailed Description

The following detailed description of the embodiments of the present invention is provided with reference to the accompanying drawings and examples. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.

Referring to fig. 1 to 3, a compressor according to an embodiment of the present invention is disposed at an air inlet end of an engine, and is configured to introduce air into the engine when the engine is running. The compressor comprises a volute 10 and an impeller 20, the impeller 20 comprising an impeller shaft 21, and a plurality of blades 22 distributed around the impeller shaft 21, the blades 22 being rotatable around the impeller shaft 21. The volute 10 is provided with an air inlet 11 in the middle, and an impeller shaft 21 is rotatably connected to the tail end of the air inlet 11. The circumferential wall of the air inlet 11 is provided with an annular groove 111, and the annular groove 111 absorbs flow stripping and counter flow, so that the rectification effect of the inlet part of the impeller 20 is achieved, and the broadband airflow noise of the compressor is effectively reduced. In this embodiment, the number of the annular grooves 111 is 1, and in other embodiments, a plurality of annular grooves 111 may be provided according to practical situations.

Referring to fig. 3, according to the CFD analysis result, during the acceleration of the whole vehicle, the rotation speed and load of the engine rapidly increase, the operating condition of the compressor enters a weak surge region, and the flow of the air flow at the inlet of the impeller blade of the compressor is stripped and reversed, causing rotating stall and noise to the external radiation air flow. The annular groove 111 is disposed at the position where the noise in the air inlet duct 11 is the largest, and in this embodiment, is close to the impeller 20, and the distance L between the inner wall surface of the groove and the lowest end of the outer side of the blade 22 is 0-1 mm. Through CFD analysis and practical verification, the annular groove 111 is arranged at the position, so that the noise reduction effect can be optimal. Of course, in other embodiments, the annular groove 111 may be disposed at other positions according to practical situations.

Referring to fig. 2 and 3, in the embodiment, the annular groove 111 is axially consistent with the air inlet 11 and the impeller 20, and the circumferential cross section of the annular groove 111 is the same rectangle, according to CFD analysis and multiple practical verifications, when the groove width a of the annular groove 111 is 2-2.5mm and the groove depth B is 2.5-3.5mm, the flow stabilizing effect on the flow field in front of the impeller 20 is the best, and the processing is easy and the cost is low. In other embodiments, considering the shape and cost of the compressor, the axial directions of the annular groove 111, the air inlet 11 and the impeller 20 may not be the same, and further, the noise generated at each position in the air inlet 11 is different, and the circumferential cross section of the annular groove 111 may not be rectangular, or the shape of the circumferential cross section may change with the position.

According to the air compressor provided by the embodiment, the annular groove is formed in the air inlet channel, so that the airflow noise of the air compressor can be effectively reduced, and the sound quality of the whole vehicle is improved; no additional part is needed, and the volume of the compressor is almost not influenced; and the processing is simple and the cost is lower.

In the drawings, the size and relative sizes of layers and regions may be exaggerated for clarity. It will be understood that when an element such as a layer, region or substrate is referred to as being "formed on," "disposed on" or "located on" another element, it can be directly on the other element or intervening elements may also be present. In contrast, when an element is referred to as being "directly formed on" or "directly disposed on" another element, there are no intervening elements present.

In this document, unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms can be understood in a specific case to those of ordinary skill in the art.

In this document, the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", "vertical", "horizontal", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for the sake of clarity and convenience of description of the technical solutions, and thus, should not be construed as limiting the present invention.

As used herein, the meaning of "a plurality" or "a plurality" is two or more unless otherwise specified.

As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, including not only those elements listed, but also other elements not expressly listed.

The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. The utility model provides a compressor for the engine, is equipped with the spiral case of intake duct and is located including the middle part the terminal impeller of intake duct, the impeller axial is located in the intake duct, its characterized in that, be equipped with an at least annular groove on the intake duct perisporium.

2. The compressor of claim 1, wherein said grooves are located at locations of maximum noise in said inlet duct when said compressor is in operation.

3. An air compressor as claimed in claim 1 or claim 2, wherein said recess is provided adjacent said impeller.

4. An air compressor according to claim 3, wherein the impeller comprises a plurality of blades, the cross section of the groove is rectangular, and the distance between the inner wall surface of the groove and the lowest end of the outer side of each blade is 0-1 mm.

5. The compressor of claim 4, wherein the groove width is 2-2.5mm and the groove depth is 2.5-3.5 mm.

6. An air compressor according to claim 1, wherein the grooves are uniform in cross section in the circumferential direction.

7. An air compressor according to claim 1, wherein the grooves are different in cross section in the circumferential direction.

8. An air compressor as claimed in claim 1, wherein said recess is axially coincident with said impeller.

9. The compressor of claim 1 wherein the impeller includes an impeller shaft secured to the volute and a plurality of blades distributed about the impeller shaft, the blades being rotatable about the impeller shaft.

10. An engine comprising a compressor as claimed in any one of claims 1 to 9 and an engine block, the engine being such that, in operation, air enters the engine block via the compressor.