CN215170349U - Shunting exhaust system of supercharged five-stroke engine - Google Patents
Shunting exhaust system of supercharged five-stroke engine Download PDFInfo
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- CN215170349U CN215170349U CN202121278808.8U CN202121278808U CN215170349U CN 215170349 U CN215170349 U CN 215170349U CN 202121278808 U CN202121278808 U CN 202121278808U CN 215170349 U CN215170349 U CN 215170349U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T10/10—Internal combustion engine [ICE] based vehicles
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Abstract
The utility model discloses a reposition of redundant personnel exhaust system of super booster-type five-stroke engine relates to internal-combustion engine technical field, including two-stage turbocharging system, inlet manifold, exhaust manifold, first cylinder, second cylinder, inflation cylinder and cylinder valve subassembly, cylinder valve subassembly includes air inlet valve A, air inlet valve B, air inlet valve C, air inlet valve D, connecting line valve E, connecting line valve F, connecting line valve G, connecting line valve H, exhaust valve K, exhaust valve L, exhaust valve M and exhaust valve N. Has the advantages that: by controlling the exhaust valve, the heat efficiency of the engine is improved, the oil consumption is reduced, the rich oil injection of the engine is avoided, and blades of the turbine are protected.
Description
Technical Field
The utility model relates to an internal-combustion engine technical field particularly, relates to a reposition of redundant personnel exhaust system of super booster-type five-stroke engine.
Background
The exhaust temperature of the engine is high, about 30% of power loss of the engine is taken away by exhaust gas, and exhaust energy can be better utilized by adopting a turbocharging technology. The engine is miniaturized and supercharged, which is an effective way to improve the fuel conversion efficiency without affecting the dynamic property of the engine, however, the technology is mainly limited by the knocking combustion and the overhigh temperature in front of the turbine.
The Otto cycle has the advantages of smooth operation, relatively simple engine structure, high power rise without special adjustment of a valve train, and better power output of the engine at various rotating speeds. However, the compression ratio and the expansion ratio of the engine are the same, the fuel efficiency is poor, and the requirements of energy conservation and emission reduction of the contemporary society cannot be met. The Miller circulating system can reduce oil consumption and improve the heat efficiency of the engine. The turbocharging system is matched with the Miller circulating system, so that the air inlet efficiency at low speed can be improved, and the performance of the engine at high speed is considered. However, the system exhaust temperature is too high and engine dynamics need to be sacrificed in order to prevent the high temperature exhaust from ablating the turbine blades. In addition, the engine is often in a rich injection condition at high load, which increases the fuel consumption of the engine.
Chinese patent document No. CN105673202A discloses a five-stroke engine, in which high-temperature exhaust gas discharged from a first cylinder and a second cylinder alternately enters an auxiliary cylinder and a main cylinder blow-through pipe, the exhaust gas which directly enters the main cylinder blow-through pipe without passing through the auxiliary cylinder directly drives a high-pressure turbine, and the exhaust gas discharged from the auxiliary cylinder also passes through the high-pressure turbine. The system improves the engine isochoricity, optimizes the combustion phase and improves the heat efficiency; compared with the Miller cycle, the exhaust temperature is reduced, the overall oil consumption is reduced by more than 15%, but because the exhaust ports of the first cylinder and the second cylinder are respectively and directly communicated with the air inlet of the auxiliary cylinder and the direct blowing pipeline of the main cylinder, the exhaust energy can not be fully utilized under some load working conditions.
An effective solution to the problems in the related art has not been proposed yet.
SUMMERY OF THE UTILITY MODEL
To the problem among the correlation technique, the utility model aims at providing a reposition of redundant personnel exhaust system of super booster-type five-stroke engine through controlling the exhaust valve, has improved the thermal efficiency of engine, has reduced the oil consumption, has not only avoided the rich oil injection of engine, has still protected the blade of turbine to overcome the above-mentioned technical problem that prior art exists.
The technical scheme of the utility model is realized like this:
the utility model provides a reposition of redundant personnel exhaust system of super booster-type five-stroke engine, includes two-stage turbocharging system, intake manifold, exhaust manifold, first cylinder, second cylinder, inflation cylinder and cylinder valve subassembly, the cylinder valve subassembly includes air intake valve A, air intake valve B, air intake valve C, air intake valve D, connecting line valve E, connecting line valve F, connecting line valve G, connecting line valve H, exhaust valve K, exhaust valve L, exhaust valve M and exhaust valve N, wherein:
the two-stage turbocharging system comprises a high-pressure end water-cooled intercooler, a high-pressure end compressor, a low-pressure end water-cooled intercooler, a low-pressure end compressor, a low-pressure end turbine and a high-pressure end turbine;
the air inlet main pipe is sequentially communicated with the low-pressure end air compressor, the low-pressure end water-cooled intercooler, the high-pressure end air compressor and the high-pressure end water-cooled intercooler along the air flow inlet direction, and an air outlet of the air inlet main pipe is respectively communicated with the first air cylinder and the second air cylinder;
the first cylinder is communicated with the second cylinder through the expansion cylinder, and the exhaust manifold is respectively communicated with the first cylinder, the second cylinder and the expansion cylinder;
the exhaust manifold is communicated with the high-pressure end turbine and the low-pressure end turbine in sequence along the direction of airflow exhaust flow.
Further, air intake manifold just is located the gas outlet of high-pressure end water-cooled intercooler includes first branch road and second branch road, wherein:
the first branch is in communication with the first cylinder and the second branch is in communication with the second cylinder.
Further, the first branch comprises an intake valve a and an intake valve B communicating with the first cylinder.
Further, the second branch comprises an intake valve C and an intake valve D which are communicated with the second cylinder.
Furthermore, the first cylinder is communicated with the expansion cylinder through a connecting pipeline valve E and a connecting pipeline valve F, and the second cylinder is communicated with the expansion cylinder through a connecting pipeline valve G and a connecting pipeline valve H.
Further, the exhaust manifold and the air inlet of the high-pressure turbine respectively include an exhaust valve K, an exhaust valve L, an exhaust valve M, and an exhaust valve N, wherein:
the exhaust valve K is communicated with the first cylinder, the exhaust valve L and the exhaust valve M are respectively communicated with the expansion cylinder, and the exhaust valve N is respectively communicated with the second cylinder.
The utility model has the advantages that:
the utility model realizes low-temperature supercharging outside the cylinder through the two-stage turbocharging system with cooling, improves the air inlet pressure, and relieves the phenomenon of cylinder internal explosion while meeting the dynamic requirement;
by optimizing the opening and closing size and time of a connecting pipeline valve and an exhaust valve, the pumping loss and the expansion positive power are optimized in an engine with medium and low load, the exhaust energy is fully utilized, and the oil consumption is reduced; the exhaust energy can be fully and flexibly utilized under the high load of the engine, and simultaneously, the exhaust temperature is reduced due to the cooling effect of the expansion cylinder, rich oil injection is avoided, and the durability of the turbine is improved; in addition, the pressure fluctuation and the temperature fluctuation of the gas entering the exhaust manifold become gentle, so that the supercharger and the engine can be matched more easily, the design of the characteristics of the supercharger is facilitated, the heat efficiency of the engine is improved and the oil consumption is reduced by controlling the exhaust valve, the rich oil injection of the engine is avoided, and the blades of the turbine are protected.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and drawings.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a split exhaust system of an supercharged five-stroke engine according to an embodiment of the present invention.
In the figure:
1. a first cylinder; 2. an expansion cylinder; 3. a second cylinder; 4. an intake manifold; 5. a high-pressure end water-cooled intercooler; 6. a high pressure end compressor; 7. a low-pressure end water-cooled intercooler; 8. a low pressure end compressor; 9. a low pressure end turbine; 10. a high pressure end turbine; 11. an exhaust manifold.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art all belong to the protection scope of the present invention.
According to the utility model discloses an embodiment provides a reposition of redundant personnel exhaust system of super supercharged five-stroke engine.
As shown in fig. 1, a flow-dividing exhaust system of an supercharged five-stroke engine comprises a two-stage turbocharging system, an intake manifold 4, an exhaust manifold 11, a first cylinder 1, a second cylinder 3, an expansion cylinder 2 and a cylinder valve assembly, wherein the cylinder valve assembly comprises an intake valve a, an intake valve B, an intake valve C, an intake valve D, a connecting pipeline valve E, a connecting pipeline valve F, a connecting pipeline valve G, a connecting pipeline valve H, an exhaust valve K, an exhaust valve L, an exhaust valve M and an exhaust valve N, and wherein:
the two-stage turbocharging system comprises a high-pressure end water-cooled intercooler 5, a high-pressure end compressor 6, a low-pressure end water-cooled intercooler 7, a low-pressure end compressor 8, a low-pressure end turbine 9 and a high-pressure end turbine 10;
the air inlet main pipe 4 is sequentially communicated with the low-pressure end air compressor 8, the low-pressure end water-cooled intercooler 7, the high-pressure end air compressor 6 and the high-pressure end water-cooled intercooler 5 along the air flow inlet direction, and an air outlet of the air inlet main pipe 4 is respectively communicated with the first air cylinder 1 and the second air cylinder 3;
the first cylinder 1 and the second cylinder 3 are communicated through the expansion cylinder 2, and the exhaust manifold 11 is respectively communicated with the first cylinder 1, the second cylinder 3 and the expansion cylinder 2;
the exhaust manifold 11 is in communication with the high-pressure turbine 10 and the low-pressure turbine 9 in this order in the direction of the flow of the exhaust gas.
Wherein, air intake manifold 4 just is located the gas outlet of high-pressure end water-cooled intercooler 5 includes first branch road and second branch road, wherein:
the first branch communicates with the first cylinder 1 and the second branch communicates with the second cylinder 3.
Wherein the first branch comprises an intake valve a and an intake valve B communicating with the first cylinder 1.
Wherein the second branch comprises an intake valve C and an intake valve D communicating with the second cylinder 3.
The first cylinder 1 is communicated with the expansion cylinder 2 through a connecting pipeline valve E and a connecting pipeline valve F, and the second cylinder 3 is communicated with the expansion cylinder 2 through a connecting pipeline valve G and a connecting pipeline valve H.
Wherein, the exhaust manifold 11 and the air inlet of the high-pressure turbine 10 respectively include an exhaust valve K, an exhaust valve L, an exhaust valve M, and an exhaust valve N, wherein:
the exhaust valve K is communicated with the first cylinder 1, the exhaust valve L and the exhaust valve M are respectively communicated with the expansion cylinder 2, and the exhaust valve N is respectively communicated with the second cylinder 3.
By means of the technical scheme, low-temperature pressurization is realized outside the cylinder through the two-stage turbocharging system with cooling, the air inlet pressure is improved, the dynamic requirement is met, and meanwhile, the phenomenon of explosion in the cylinder is relieved; by optimizing the opening and closing size and time of a connecting pipeline valve and an exhaust valve, the pumping loss and the expansion positive power are optimized in an engine with medium and low load, the exhaust energy is fully utilized, and the oil consumption is reduced; the exhaust energy can be fully and flexibly utilized under the high load of the engine, and simultaneously, the exhaust temperature is reduced due to the cooling effect of the expansion cylinder, rich oil injection is avoided, and the durability of the turbine is improved; in addition, the pressure fluctuation and the temperature fluctuation of the gas entering the exhaust manifold become gentle, so that the supercharger and the engine can be matched more easily, and the design of the supercharger characteristic is facilitated.
Further, specifically: in the engine, when the underload, the condition that the pumping loss is too big may appear, and the exhaust valve K and the exhaust valve N open gradually this moment, and a part of first cylinder 1 and the gas of second cylinder 3 exhaust directly gets into exhaust manifold 11, reduces the backpressure, reduces the pumping loss, and a part passes expansion cylinder 2 earlier, gets into exhaust manifold 11 again, increases the work of expansion. The gas flow entering the expansion cylinder 2 and directly entering the exhaust main pipe 11 is adjusted by optimizing the opening and closing sizes and the time of the connecting pipeline valve E, the connecting pipeline valve F, the connecting pipeline valve G, the connecting pipeline valve H, the exhaust valve K, the exhaust valve L, the exhaust valve M and the exhaust valve N, so that the sum of pumping loss and expansion loss is minimum, the exhaust energy can be fully utilized, the heat efficiency of an engine is improved, and the oil consumption is effectively reduced.
In addition, when the engine is in a high load state, the opening degrees of the exhaust valve K and the exhaust valve N are increased, so that most of the gas exhausted by the first cylinder 1 and the second cylinder 3 directly enters the exhaust manifold 11, and a small part of the gas firstly enters the expansion cylinder 2 and then enters the exhaust manifold 11. When the temperature of the exhaust manifold 11 is too high, the opening degrees of the exhaust valve K and the exhaust valve N are properly reduced, and due to the cooling effect of the expansion cylinder 2, the low-temperature gas entering the exhaust manifold 11 from the expansion cylinder 2 is mixed with the high-temperature gas directly entering the exhaust manifold, so that the temperature in the exhaust manifold 11 is reduced, the oil-rich injection of an engine is avoided, and blades of a turbine are protected.
To sum up, with the aid of the above technical scheme of the utility model, can realize following effect: the two-stage turbocharging system with cooling realizes low-temperature supercharging outside the cylinder, improves the air inlet pressure, meets the dynamic requirement and relieves the phenomenon of cylinder internal explosion; by optimizing the opening and closing size and time of a connecting pipeline valve and an exhaust valve, the pumping loss and the expansion positive power are optimized in an engine with medium and low load, the exhaust energy is fully utilized, and the oil consumption is reduced; the exhaust energy can be fully and flexibly utilized under the high load of the engine, and simultaneously, the exhaust temperature is reduced due to the cooling effect of the expansion cylinder, rich oil injection is avoided, and the durability of the turbine is improved; in addition, the pressure fluctuation and the temperature fluctuation of the gas entering the exhaust manifold become gentle, so that the supercharger and the engine can be matched more easily, the design of the characteristics of the supercharger is facilitated, the heat efficiency of the engine is improved and the oil consumption is reduced by controlling the exhaust valve, the rich oil injection of the engine is avoided, and the blades of the turbine are protected.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (6)
1. The utility model provides a reposition of redundant personnel exhaust system of super booster-type five-stroke engine, its characterized in that includes two-stage turbocharging system, intake manifold (4), exhaust manifold (11), first cylinder (1), second cylinder (3), expansion cylinder (2) and cylinder valve subassembly, cylinder valve subassembly includes air intake valve A, air intake valve B, air intake valve C, air intake valve D, connecting line valve E, connecting line valve F, connecting line valve G, connecting line valve H, exhaust valve K, exhaust valve L, exhaust valve M and exhaust valve N, wherein:
the two-stage turbocharging system comprises a high-pressure end water-cooled intercooler (5), a high-pressure end compressor (6), a low-pressure end water-cooled intercooler (7), a low-pressure end compressor (8), a low-pressure end turbine (9) and a high-pressure end turbine (10);
the air inlet main pipe (4) is sequentially communicated with the low-pressure end air compressor (8), the low-pressure end water-cooled intercooler (7), the high-pressure end air compressor (6) and the high-pressure end water-cooled intercooler (5) along the air flow inlet direction, and the air outlet of the air inlet main pipe (4) is respectively communicated with the first air cylinder (1) and the second air cylinder (3);
the first cylinder (1) is communicated with the second cylinder (3) through the expansion cylinder (2), and the exhaust manifold (11) is respectively communicated with the first cylinder (1), the second cylinder (3) and the expansion cylinder (2);
the exhaust manifold (11) is sequentially communicated with the high-pressure end turbine (10) and the low-pressure end turbine (9) along the direction of airflow exhaust flow.
2. The split exhaust system of the supercharged five-stroke engine according to claim 1, wherein the air outlet of the intake manifold (4) and located in the high-pressure end water-cooled intercooler (5) comprises a first branch and a second branch, wherein:
the first branch is communicated with the first cylinder (1), and the second branch is communicated with the second cylinder (3).
3. A split exhaust system for an supercharged five-stroke engine according to claim 2, characterized in that the first branch comprises an inlet valve a and an inlet valve B communicating with the first cylinder (1).
4. A split exhaust system of an supercharged five-stroke engine according to claim 2, characterized in that said second branch comprises an inlet valve C and an inlet valve D communicating with said second cylinder (3).
5. A split exhaust system of a supercharged five-stroke engine according to claim 3 or 4, characterized in that the first cylinder (1) communicates with the expansion cylinder (2) via a connecting line valve E and a connecting line valve F, and the second cylinder (3) communicates with the expansion cylinder (2) via a connecting line valve G and a connecting line valve H.
6. The split exhaust system of an supercharged five-stroke engine according to claim 5, wherein the exhaust manifold (11) and the intake of the high-pressure side turbine (10) comprise an exhaust valve K, an exhaust valve L, an exhaust valve M and an exhaust valve N, respectively, wherein:
the exhaust valve K is communicated with the first cylinder (1), the exhaust valve L and the exhaust valve M are respectively communicated with the expansion cylinder (2), and the exhaust valve N is respectively communicated with the second cylinder (3).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121278808.8U CN215170349U (en) | 2021-06-08 | 2021-06-08 | Shunting exhaust system of supercharged five-stroke engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121278808.8U CN215170349U (en) | 2021-06-08 | 2021-06-08 | Shunting exhaust system of supercharged five-stroke engine |
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| Publication Number | Publication Date |
|---|---|
| CN215170349U true CN215170349U (en) | 2021-12-14 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121278808.8U Expired - Fee Related CN215170349U (en) | 2021-06-08 | 2021-06-08 | Shunting exhaust system of supercharged five-stroke engine |
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| CN (1) | CN215170349U (en) |
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2021
- 2021-06-08 CN CN202121278808.8U patent/CN215170349U/en not_active Expired - Fee Related
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Granted publication date: 20211214 |