CN217270465U - Engine exhaust structure and engine system - Google Patents
Engine exhaust structure and engine system Download PDFInfo
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- CN217270465U CN217270465U CN202220829663.4U CN202220829663U CN217270465U CN 217270465 U CN217270465 U CN 217270465U CN 202220829663 U CN202220829663 U CN 202220829663U CN 217270465 U CN217270465 U CN 217270465U
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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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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/12—Improving ICE efficiencies
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Abstract
The utility model relates to an engine field just discloses an engine exhaust structure and engine system. The engine exhaust structure comprises a vortex front pipe group and a balance pipe group; the turbine front pipe group comprises two turbine front pipelines, and each turbine front pipeline is used for being connected between an engine cylinder and a turbocharger; the balance pipe group is connected between the two vortex front pipelines to communicate the two vortex front pipelines. When waste gas passes through pipeline flow direction turbo charger before the whirlpool by the cylinder, if the atmospheric pressure in the pipeline is different before two whirlpools, balanced nest of tubes can make waste gas flow to the lower pipeline of pressure before the whirlpool by the higher pipeline of pressure before the whirlpool, reaches the effect of two pipeline internal pressures before the whirlpool of balance, and then reduces the preceding pressure oscillation of whirlpool, stabilizes turbo charger rotational speed, reduces the interior residual waste gas difference of each cylinder.
Description
Technical Field
The utility model relates to an engine field specifically is an engine exhaust structure and engine system.
Background
At the present stage, because the engine part adopts a cross crankshaft structure, the problem of uneven ignition exists, and further the exhaust stroke interference phenomenon occurs, so that the pressure fluctuation of the engine before the vortex is large, the rotating speed of the turbocharger is unstable, the difference of residual waste gas in each cylinder is large, and the performance of the engine is influenced. How to reduce the occurrence of exhaust stroke interference remains a problem for the prior art.
SUMMERY OF THE UTILITY MODEL
The utility model discloses an engine exhaust structure and engine system can weaken the pressure fluctuation range before the engine whirlpool.
In order to achieve the above purpose, the utility model provides the following technical scheme:
an engine exhaust structure comprising: a vortex front tube group and a balance tube group;
the front vortex pipe group comprises two front vortex pipes, and each front vortex pipe is used for being connected between the engine and the turbocharger; the balance pipe group is connected between the two vortex front pipelines so as to communicate the two vortex front pipelines; the two vortex front pipelines comprise a first vortex front pipeline and a second vortex front pipeline.
In the example of the utility model, balanced nest of tubes sets up between the nest of tubes before the whirlpool. When exhaust gas flows from an engine cylinder to the turbocharger through the vortex front pipe group, the exhaust gas in the vortex front pipe at the end with higher air pressure flows to the vortex front pipe at the end with lower air pressure through the balance pipe group, and the balance pipe group plays a role in balancing pressure. Further, the air pressure in the front vortex tube group is balanced, the front vortex pressure fluctuation amplitude is weakened, and the rotating speed of the turbocharger is more stable. Meanwhile, due to the fact that the pressure before the vortex is balanced, the difference of residual waste gas in an engine cylinder is reduced, and the engine is prevented from being damaged.
Optionally, the balancing tube set comprises at least one balancing tube;
one end of any one balance pipe is communicated with the first vortex front pipeline, and the other end of the balance pipe is communicated with the second vortex front pipeline.
Optionally, the balance pipe comprises a communicating pipe, a first connector and a second connector;
the first connector is embedded in the first vortex front pipeline, the second connector is embedded in the second vortex front pipeline, and the communicating pipe is connected between the first connector and the second connector.
Optionally, the communicating tube is perpendicular to any of the vortex front pipelines.
Optionally, the communicating tube includes a first elbow, a second elbow, and a straight tube connected between the first elbow and the second elbow;
the first bent pipe is communicated with the first connector, and the second bent pipe is communicated with the second connector.
Optionally, the cross-section of the communication tube is circular.
Optionally, the first connector is fixed to the first vortex front pipeline by a fastener, and the second connector is connected to the second vortex front pipeline by a fastener.
Optionally, a balancing pipe set is arranged at one end of the two front vortex pipes close to the turbocharger.
An engine system includes an engine cylinder, an engine intake structure, and an engine exhaust structure; the engine cylinder is provided with an air inlet end and an exhaust end, the engine air inlet structure is communicated with the air inlet end, the engine exhaust structure is communicated with the exhaust end, and the turbocharger is connected to the engine exhaust structure.
Optionally, the engine air intake structure in the engine system includes two air intake pipes respectively communicated with the air intake end, and an auxiliary balance pipe group is provided between the two air intake pipes and is respectively communicated with the two air intake pipes.
Drawings
FIG. 1a shows the sequence of operation of different cylinders during uniform ignition of a cross crankshaft;
FIG. 1b shows the sequence of operation of different cylinders during uneven ignition of a cross crankshaft;
fig. 2 is a schematic view of an engine exhaust structure according to an embodiment of the present invention;
FIG. 3 is a partial structural view of the balance tube;
FIG. 4 is a schematic view of the inner structure of the balance tube;
FIG. 5 is a graph comparing the amount of residual gas in each cylinder in the case of uneven ignition when the balance pipe is provided in the exhaust structure and when the balance pipe is not provided;
FIG. 6 is a graph comparing the pressure change before the vortex with and without a balance tube at different locations for uneven ignition.
Reference numerals are as follows:
01-a first pre-vortex line; 02-second vortex front pipeline; 03-a balance tube; 1-a first connector;
2-a first bend; 3-straight pipe; 4-a second bend; 5-a second connector; 6-communicating pipe.
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 without creative work belong to the protection scope of the present invention.
At present, a cross crankshaft structure is mostly adopted by an engine system, and an engine cylinder is communicated with a turbocharger through a front turbine pipe group. The turbine front pipe group generally comprises two turbine front pipelines, when the engine exhausts, exhaust gas in the starting cylinder flows from the engine cylinder to the turbocharger through the two turbine front pipelines, and the turbocharger compresses fresh air by using the exhaust gas exhausted by the engine cylinder as power and then sends the fresh air into the cylinder through the air inlet structure. The cross crankshaft has the problem of uneven ignition during the flow of exhaust gas from the engine cylinder to the turbocharger through the pre-turbo line. As shown in fig. 1a, a1, a2, A3 and a4 are four cylinders arranged on the same side, respectively, and the ignition time intervals of the cylinders are consistent when uniform ignition is performed. However, due to the uneven ignition problem, the ignition time intervals of the cylinders are different as shown in fig. 1 b. When the interval time is too short, the exhaust interference phenomenon exists, so that the vortex front pressure in different vortex front pipelines is different, the fluctuation is large, the operation of the turbocharger is influenced, and the residual exhaust gas in different engine cylinders is different, so that the engine is damaged.
The embodiment of the utility model provides an engine exhaust structure is shown in figure 2. Wherein the front vortex tube bank comprises two front vortex tubes, which may be defined as a first front vortex tube 01 and a second front vortex tube 02. The first vortex front pipeline 01 and the second vortex front pipeline 02 are parallel to each other, and a balance pipe group capable of communicating the first vortex front pipeline 01 and the second vortex front pipeline 02 is arranged between the first vortex front pipeline 01 and the second vortex front pipeline 02. The exhaust gas in the first vortex front pipeline 01 can enter the second vortex front pipeline 02 through the balance pipe group, and the exhaust gas in the second vortex front pipeline 02 can also enter the first vortex front pipeline 01 through the balance pipe group. When the front vortex pressure in the first front vortex pipeline 01 and the second front vortex pipeline 02 is different, the balance pipe group can enable partial waste gas in the front vortex pipeline on one side of high air pressure to flow to the front vortex pipeline on one side of low air pressure through the balance pipe group, so that the front vortex pressure in the first front vortex pipeline 01 and the second front vortex pipeline 02 reaches a balance state, and the phenomenon of exhaust interference caused by overlarge front vortex pressure fluctuation is relieved. Meanwhile, the air pressure in the front vortex pipeline is balanced, so that the residual amount of waste gas in different cylinders of the engine is balanced, and the damage to the engine is reduced.
Specifically, balance pipe 03 includes communicating pipe 6, first connector 1 and second connector 5, and first connector 1 inlays and locates first whirlpool front pipeline 01, and second connector 5 inlays and locates second whirlpool front pipeline 02, and communicating pipe 6 is connected between first connector 1 and second connector 5.
As can be seen from fig. 2, each of the vortex front pipelines is formed by combining a plurality of components connected in sequence along the exhaust gas flowing direction, and the first connection head 1 may be specifically disposed between two adjacent components of the first vortex front pipeline 01. The first connection head 1 has a passage for exhaust gas a formed so as to communicate the above-described adjacent two components, as shown in fig. 4, so that the first connection head 1 can function as a part of the gas passage of the first vortex front piping 01. Meanwhile, the sidewall of the exhaust passage a of the first connection head 01 is further provided with a communication hole C for communicating with the communication pipe 6 to guide the gas in the first vortex front pipeline 01 to the communication pipe 6 or guide the gas in the balance pipe 03 to the first vortex front pipeline 01.
Similarly, the second connection head 5 is disposed between two adjacent components of the second vortex front pipeline 02, and the second connection head 5 also has a vent passage B for forming, which can communicate the above two adjacent components, so that the second connection head 5 can serve as a part of the gas passage of the second vortex front pipeline 02. Meanwhile, the sidewall of the exhaust passage B of the second connecting head 5 is further provided with a communication hole D for communicating with the communication pipe 6 to guide the gas in the second vortex front pipeline 02 to the communication pipe 6 or guide the gas in the communication pipe 6 to the second vortex front pipeline 02.
Specifically, along the length direction of the vortex front pipeline, the first connector 1 is opposite to the second connector 5, so that the communicating pipe 6 can be ensured to be perpendicular to any vortex front pipeline, the gas transmission has the shortest transmission distance, and the transmission rate is increased.
Specifically, the cross section of the communication pipe 6 is circular, and the thickness of the balance pipe 03 can be adjusted by adjusting the diameter of the communication pipe 6. With the increase of the diameter of the communicating pipe 6, the capability of balancing the pressure fluctuation before the vortex of the engine exhaust structure is also enhanced, and the balancing capability tends to be stable until the diameter reaches a certain value. Meanwhile, because different engine structures are different, part of the engines cannot adapt to the communicating pipe 6 with the larger diameter, and therefore the diameter of the communicating pipe 6 needs to be adjusted to adapt to different engine structures. Meanwhile, if the large-diameter balance pipe 03 cannot be arranged, the effect of enhancing the pressure balance capacity can be achieved by arranging the plurality of small-diameter balance pipes 03.
Specifically, in order to ensure the stability of the connection between the components, the first connection head 1 is fixed to the first vortex front pipeline 01 by a fastener, and the second connection head 5 is connected to the second vortex front pipeline 02 by a fastener, wherein the fastener may be a screw and a nut.
Specifically, the communicating tube 6 includes a first bent tube 2, a second bent tube 4 and a straight tube 3 connected between the first bent tube 2 and the second bent tube 4, as shown in fig. 3, wherein the first bent tube 2 and the second bent tube 4 are connected, the first bent tube 2 is communicated with the first connector 1, and the second bent tube 4 is communicated with the second connector 5. The arrangement of the first bent pipe 2 and the second bent pipe 4 is mainly used for adjusting the angle of the balance pipe 03, so that the balance pipe is suitable for different vortex front pipeline structures, the length is short, and the straight pipe 3 plays a main role in conveying waste gas.
Specifically, the balance pipe group comprises at least one balance pipe 03, one end of any balance pipe 03 is communicated with the first vortex front pipeline 01, and the other end of any balance pipe 03 is communicated with the second vortex front pipeline 02. In order to adapt to different engine structures, the number of the balance pipes 03 arranged in the balance pipe group can be adjusted, and particularly at least one balance pipe 03 is arranged. Every balance pipe 03 can both communicate pipeline 01 before first whirlpool with pipeline 02 before the second whirlpool, when having waste gas to pass through the pipeline before the whirlpool, pressure difference before the whirlpool makes waste gas flow to the less one end of balance pipe 03 pressure by the great one end of balance pipe 03 pressure, makes the partly gaseous pipeline in the preceding pipeline of whirlpool on high atmospheric pressure side flow to the preceding pipeline of whirlpool on low atmospheric pressure side through balance pipe 03, reaches the effect of equilibrium pressure. When the number of the balance pipes 03 is two or more, the balance pipes 03 may be disposed between the two vortex front pipes in parallel with each other.
At least one balancing pipe 03 may be arranged corresponding to the balancing pipe, at least one mounting position is arranged on each vortex front pipeline, the mounting positions on the two vortex front pipelines correspond to one another, and the two mounting positions corresponding to each other can be used for connecting one balancing pipe 03. Taking two vortex front pipelines as a first vortex front pipeline 01 and a second vortex front pipeline 02 respectively as an example, at least one first installation position is arranged on the first vortex front pipeline 01, at least one second installation position is arranged on the second vortex front pipeline 02, and the at least one first installation position corresponds to the at least one second installation position in a one-to-one manner. The first connector of the balance pipe 03 is arranged at the first installation position, and the second connector is arranged at the second installation position. The position of installation position is between two adjacent subassemblies of pipeline before the whirlpool, and its position can change, through setting up the installation position between the adjacent subassembly of difference, alright in order to change the mounted position of balance pipe 03 to adapt to different engine structure requirements, and the change of the position of installation position can not lead to the fact too big influence to the balanced pressure ability of balance pipe 03.
As shown in fig. 5, taking an engine having eight cylinders as an example, the abscissa is eight different cylinders, specifically, the residual amount of exhaust gas in each cylinder at the time of uneven ignition of the engine. When the balance pipe group is not added, the pressure fluctuation before the vortex in the pipe is large, and the difference of the residual quantity of the waste gas in each cylinder is large (4.0 +/-0.9), so that the influence on the engine is serious. After the balance tube group is added between the vortex front tube groups, the difference of the residual quantity of the exhaust gas in each cylinder is reduced (4.1 +/-0.3), and the residual quantity in each cylinder is closer to the average value.
As shown in fig. 6, the change in the swirl pressure in the first swirl passage 01 is caused when the balance pipe 03 is not provided in the engine, the balance pipe 03 is provided at a different position in the exhaust structure, and the balance pipe 03 is provided in the intake structure. The pressure condition before the vortex when a is not communicated with the balance pipe, the pressure condition before the vortex when b is communicated with one balance pipe at the end part of the exhaust pipe, the pressure condition before the vortex when c is communicated with one balance pipe in the middle part of the exhaust pipe, the pressure condition before the vortex when d is communicated with two balance pipes in the middle part of the exhaust pipe, the pressure condition before the vortex when e is communicated with two balance pipes at the end part of the exhaust pipe, the pressure condition before the vortex when f is communicated with one balance pipe respectively in the middle part and the end part of the exhaust pipe, and the pressure condition before the vortex when g is communicated with the balance pipe on the air inlet structure. It can be seen from the curve that when the balance pipe is not arranged, the curve changes and floats greatly in different strokes of the engine, namely the pressure fluctuation before the vortex is large. And set up balance pipe 03 on air inlet structure, also can't cause too big influence to the preceding pressure of whirlpool in the pipeline before the whirlpool, still there is great preswirl pressure difference. And the balance pipe 03 is arranged on the exhaust structure, so that the curve trend is obviously more gentle, and the pressure fluctuation before the vortex is reduced. Can learn simultaneously through the curve, set up balance pipe 03 in the blast pipe different positions, can not influence balance pipe to the balanced ability of vortex front pressure, and set up many balance pipes 03 and compare in setting up single balance pipe 03, balanced ability strengthens to some extent.
In addition, the utility model discloses the example still provides an engine system, includes engine cylinder, engine air inlet structure and engine exhaust structure; the engine cylinder is provided with an air inlet end and an exhaust end, the engine air inlet structure is communicated with the air inlet end, the engine exhaust structure is communicated with the exhaust end, and the turbocharger is connected to the engine exhaust structure. When the engine works, fresh air is conveyed by the air inlet structure and enters the cylinder through the air inlet end of the engine cylinder, used exhaust gas is discharged into the exhaust structure through the exhaust end of the engine cylinder, and finally enters the turbocharger to provide power for later work.
Specifically, the engine air inlet structure includes two intake pipes that communicate with the inlet end respectively, be provided with the auxiliary balance nest of tubes between two intake pipes, the auxiliary balance nest of tubes communicates with two intake pipes respectively, wherein the auxiliary balance nest of tubes structure is similar with the balance nest of tubes, play the effect of balanced intake pipe internal pressure, the air intake stroke phenomenon of robbing of air is then rescued in the engine intake pressure fluctuation stability, combine together with this engine exhaust structure, there is obvious improvement to the unstable problem of engine turbo charger rotational speed, and then reduce the influence of the exhaust of admitting air to the engine performance.
It will be apparent to those skilled in the art that various changes and modifications may be made to the embodiments of the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (10)
1. An engine exhaust structure characterized by comprising: a vortex front tube group and a balance tube group;
the turbine front pipe group comprises two turbine front pipelines, and each turbine front pipeline is used for being connected between an engine cylinder and a turbocharger; the balance pipe group is connected between the two vortex front pipelines so as to communicate the two vortex front pipelines; the two vortex front pipelines comprise a first vortex front pipeline and a second vortex front pipeline.
2. The engine exhaust structure according to claim 1, characterized in that the balance tube group includes at least one balance tube;
one end of any one balancing pipe is communicated with the first vortex front pipeline, and the other end of the balancing pipe is communicated with the second vortex front pipeline.
3. The engine exhaust structure according to claim 2, characterized in that the balance pipe includes a communicating pipe, a first joint, and a second joint;
the first connector is embedded in the first vortex front pipeline, the second connector is embedded in the second vortex front pipeline, and the communicating pipe is connected between the first connector and the second connector.
4. The engine exhaust structure according to claim 3, characterized in that the communicating pipe is perpendicular to any one of the front vortex pipes.
5. The engine exhaust structure according to claim 3, characterized in that the communication pipe includes a first curved pipe, a second curved pipe, and a straight pipe connected between the first curved pipe and the second curved pipe;
the first bent pipe is communicated with the first connector, and the second bent pipe is communicated with the second connector.
6. The engine exhaust structure according to claim 3, characterized in that the cross section of the communicating pipe is circular.
7. The engine exhaust structure according to claim 3, wherein the first joint is fixed to the first vortex front pipe by a fastener, and the second joint is connected to the second vortex front pipe by a fastener.
8. The engine exhaust structure according to any one of claims 1 to 7, wherein the balance tube group is provided at one end of the two volute front pipes near the turbocharger.
9. An engine system comprising an engine cylinder, an engine air intake structure, and an engine exhaust structure according to any one of claims 1-8;
the engine cylinder is provided with an air inlet end and an exhaust end, the engine air inlet structure is communicated with the air inlet end, the engine exhaust structure is communicated with the exhaust end, and the turbocharger is connected to the engine exhaust structure.
10. The engine system of claim 9, wherein the engine intake structure comprises two intake pipes respectively communicating with the intake end, and an auxiliary balance pipe group is provided between the two intake pipes, the auxiliary balance pipe group being respectively communicated with the two intake pipes.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220829663.4U CN217270465U (en) | 2022-04-10 | 2022-04-10 | Engine exhaust structure and engine system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202220829663.4U CN217270465U (en) | 2022-04-10 | 2022-04-10 | Engine exhaust structure and engine system |
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| Publication Number | Publication Date |
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| CN217270465U true CN217270465U (en) | 2022-08-23 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202220829663.4U Active CN217270465U (en) | 2022-04-10 | 2022-04-10 | Engine exhaust structure and engine system |
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| CN (1) | CN217270465U (en) |
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- 2022-04-10 CN CN202220829663.4U patent/CN217270465U/en active Active
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