CN218953402U

CN218953402U - Curved pipe anti-icing structure, engine and vehicle

Info

Publication number: CN218953402U
Application number: CN202320115491.9U
Authority: CN
Inventors: 梁垚
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2023-01-13
Filing date: 2023-01-13
Publication date: 2023-05-02
Anticipated expiration: 2033-01-13

Abstract

The utility model provides a curved pipe anti-icing structure, an engine and a vehicle, wherein the curved pipe anti-icing structure comprises a control valve, a three-way pipeline and a bypass valve; the control valve is arranged at the air compressing end of the supercharger and is electrically connected with the vehicle ECU; the three-way pipeline comprises an air taking pipe connected with the front hot end of the air inlet pipe of the intercooler, a first air discharging pipe connected with the control valve and a second air discharging pipe connected with the curved pipe; the bypass valve is arranged on the second air leakage pipe and is electrically connected with the vehicle ECU; wherein the control valve and the bypass valve are opened or closed when the crankcase pressure detected by the vehicle ECU and/or the pressure in the crank pipe reaches a trigger threshold, respectively, and at least one of the control valve and the bypass valve is in an open state. The anti-icing structure of the curved pipe, the engine and the vehicle provided by the utility model can be matched with the real-time detection of the pressure of the crankcase by the vehicle ECU to realize timely and rapid deicing, and have the advantages of simple structure and low realization cost.

Description

Curved pipe anti-icing structure, engine and vehicle

Technical Field

The utility model belongs to the technical field of vehicle engines, and particularly relates to a curved pipe anti-icing structure, an engine and a vehicle.

Background

During operation of the engine, the high-pressure combustible mixture and burnt gas of the combustion chamber may leak into the crankcase more or less through the gap between the piston group and the cylinder, causing blow-by. The gas components of the blowby gas comprise unburned fuel gas, water vapor, waste gas generated by combustion and the like, wherein the fuel gas dilutes engine oil, reduces the service performance of the engine oil and accelerates the oxidation and deterioration of the engine oil; the vapor is condensed in the engine oil, so that oil sludge can be formed to block an oil path; acid gases in the exhaust gas are mixed into the lubrication system, which can lead to accelerated corrosion and wear of engine parts; in addition, the blowby gas can cause the pressure in the crankcase to be too high to damage the sealing of the crankcase, so that the engine oil leaks and runs off, in order to prevent the pressure in the crankcase from being too high, the service life of the engine oil is prolonged, the abrasion and corrosion of parts are reduced, the oil leakage of the engine is prevented, and the engine must be ventilated in the crankcase.

However, in cold winter, especially in areas with low air temperature, the problem of failure of the crankcase ventilation system is often encountered, because cold and hot air is converged at the outlet of the crankcase ventilation pipe and the air filtering air pipe, hot air encounters cold air to generate condensation water, the condensation water is continuously converged and is frozen in a low-temperature environment, and as the engine runs for a long time, the ice is continuously increased, the crankcase ventilation pipe, namely the crankcase ventilation pipe, is finally blocked, so that the crankcase ventilation system is failed due to high positive crankcase pressure, and the engine is damaged.

At present, the common means for solving the icing phenomenon of the crank pipe of the engine is to add an electric heating device or add a effusion box, but the two methods have the defects, wherein the cost of the electric heating device is higher, the time for blocking the crank pipe by icing can only be delayed by adding the effusion box to collect the condensate, but the icing problem can not be fundamentally solved.

Disclosure of Invention

The embodiment of the utility model provides an anti-icing structure of a curved pipe, an engine and a vehicle, and aims to fundamentally solve the problem of icing of the curved pipe and reduce the cost of solving the problem of icing of the curved pipe.

In order to achieve the above purpose, the utility model adopts the following technical scheme: in a first aspect, a curved tube anti-icing structure is provided, comprising:

the control valve is arranged at the air compressing end of the supercharger and is electrically connected with the vehicle ECU;

the three-way pipeline comprises an air taking pipe connected with the front hot end of the air inlet pipe of the intercooler, a first air release pipe connected with the control valve and a second air release pipe connected with the curved pipe;

the bypass valve is arranged on the second air leakage pipe and is electrically connected with the vehicle ECU;

wherein the control valve and the bypass valve are opened or closed when the crankcase pressure detected by the vehicle ECU and/or the pressure in the crank pipe reaches a trigger threshold, respectively, and at least one of the control valve and the bypass valve is in an open state.

With reference to the first aspect, in one possible implementation manner, the trigger threshold includes a first threshold and a second threshold, and the second threshold is greater than the first threshold.

In some embodiments, the bypass valve is in a closed state when the crankcase pressure and/or the pressure in the crankcase sensed by the vehicle ECU is less than or equal to a first threshold value, and is in an open state when the crankcase pressure and/or the pressure in the crankcase sensed by the vehicle ECU is greater than the first threshold value.

In some embodiments, the control valve is in an open state when the crankcase pressure and/or the pressure in the crankcase sensed by the vehicle ECU is less than a second threshold, and the bypass valve is in a closed state when the crankcase pressure and/or the pressure in the crankcase sensed by the vehicle ECU is greater than or equal to the second threshold.

For example, the control valve and the bypass valve are both in an open state when the crankcase pressure and/or the pressure within the crankcase sensed by the vehicle ECU is between a first threshold and a second threshold.

With reference to the first aspect, in one possible implementation manner, a effusion box is connected between the second gas release pipe and the curved tube.

The anti-icing structure of the curved pipe has the beneficial effects that: compared with the prior art, the anti-icing structure of the curved pipe, disclosed by the utility model, has the advantages that the air is taken from the front hot end of the air inlet pipe of the intercooler through the air taking pipe of the three-way pipeline, and the high-temperature air at the front hot end can be leaked to the air compressing end and/or the curved pipe of the supercharger through the first air leakage pipe and the second air leakage pipe because at least one of the control valve and the bypass valve is in an open state, so that the normal circulation of the high-temperature air in the three-way pipeline can be always ensured, and the pipe expansion is avoided; based on the principle that the more serious the icing in the curved pipe is, the higher the crankcase pressure and the pressure in the curved pipe are, the opening or closing of the control valve and the bypass valve is controlled by the vehicle ECU according to whether the detected crankcase pressure and/or the pressure in the curved pipe reach the trigger threshold value, so that the bypass valve is opened to release high-temperature gas into Qu Tongguan by the second gas release pipe to remove ice when the blockage occurs in the curved pipe due to the icing, and meanwhile, the blockage degree of the curved pipe is judged according to the crankcase pressure and/or the pressure in the curved pipe, so that the control valve is opened or closed to control the flow of the high-temperature gas released into the curved pipe; the problem that the curved pipe is blocked due to the icing phenomenon is solved by means of the high-temperature gas at the front hot end of the air inlet pipe of the intercooler, the high-temperature gas at the front hot end is high in temperature and quick in ice melting, and timely and quick deicing is realized by matching with real-time detection of the pressure of the crankcase and/or the pressure in the curved pipe by the vehicle ECU, so that the damage of the engine is avoided.

In a second aspect, an embodiment of the present utility model further provides an engine, including the anti-icing structure of a curved pipe described above. The engine provided by the embodiment of the utility model has the beneficial effects that the anti-icing structure of the curved pipe is adopted, the problem of the blockage of the curved pipe caused by the icing phenomenon is solved by means of the high-temperature gas at the front hot end of the air inlet pipe of the intercooler, the high-temperature gas at the front hot end is high in temperature and quick in ice melting, and the real-time and quick ice removing is realized by matching with the real-time detection of the pressure of the crankcase and/or the pressure in the curved pipe by the vehicle ECU, so that the engine is prevented from being damaged.

In a third aspect, an embodiment of the present utility model further provides a vehicle, including the engine described above. The vehicle provided by the utility model adopts the engine with the anti-icing structure of the curved pipe, so that the vehicle can realize timely and rapid deicing by matching with the real-time detection of the pressure of the crankcase and/or the pressure in the curved pipe by the vehicle ECU, thereby avoiding the damage of the engine, and the vehicle has the advantages of simple deicing structure and low realization cost, and can greatly reduce the cost for fundamentally solving the problem of icing of the curved pipe.

Drawings

FIG. 1 is a schematic view of an anti-icing structure of a curved pipe according to an embodiment of the present utility model;

fig. 2 is an electrical connection block diagram of an anti-icing structure of a curved pipe according to an embodiment of the present utility model.

In the figure: 10. a control valve; 20. a pressure air end of the supercharger; 30. a three-way pipeline; 31. taking an air pipe; 32. a first bleed; 33. a second bleed; 40. the front hot end of the air inlet pipe of the intercooler; 50. a curved tube; 60. a bypass valve; 70. a dropsy box; 80. crankcase ventilation systems.

Detailed Description

In order to make the technical problems, technical schemes and beneficial effects to be solved more clear, the utility model is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the utility model.

It will be understood that when an element is referred to as being "disposed on" another element, it can be directly on the other element or be indirectly on the other element. It is to be understood that the terms "upper," "lower," "front," "rear," "top," "bottom," "inner," "outer," and the like are used in an orientation or positional relationship based on that shown in the drawings, merely to facilitate describing the present utility model and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present utility model. The terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated.

Referring to fig. 1 and fig. 2 together, an anti-icing structure of a curved pipe according to the present utility model will now be described. The anti-icing structure of the curved pipe comprises a control valve 10, a three-way pipeline 30 and a bypass valve 60; the control valve 10 is arranged at the air compressing end 20 of the supercharger, and the control valve 10 is electrically connected with the vehicle ECU; the three-way pipeline 30 comprises an air taking pipe 31 connected with the front hot end 40 of the intercooler air inlet pipe, a first air release pipe 32 connected with the control valve 10, and a second air release pipe 33 connected with the curved pipe 50; the bypass valve 60 is provided on the second vent pipe 33, and the bypass valve 60 is electrically connected to the vehicle ECU; wherein the control valve 10 and the bypass valve 60 are opened or closed when the crankcase pressure detected by the vehicle ECU and/or the pressure in the crank pipe 50 reaches the trigger threshold, respectively, and at least one of the control valve 10 and the bypass valve 60 is in an open state.

It should be noted that, at present, pressure sensors are disposed in the crankcase of the engine, and the pressure sensors of the crankcase are used for transmitting the pressure in the crankcase to an electronic control unit, namely, a vehicle ECU, in the form of an electric signal, so as to detect the pressure in the crankcase.

In this embodiment, the control valve 10 and the bypass valve 60 are electrically controlled valves, and based on the crankcase pressure and/or the pressure in the crank pipe 50 detected by the vehicle ECU in real time, the control valve 10 and the bypass valve 60 are electrically connected to the vehicle ECU, and a trigger threshold for opening or closing the two is given to the two, and the trigger threshold is one or more crank pressure values detected by the vehicle ECU.

Specifically, the working principle of the anti-icing structure of the curved pipe of the embodiment is as follows: when the vehicle ECU detects that the crank pressure is increased, the crank pipe 50 is indicated to have a blocking phenomenon caused by icing, the higher the crank pressure is, the more serious the blocking is, namely the more icing is, at the moment, the bypass valve 60 is controlled by the vehicle ECU to be opened, high-temperature gas taken from the front hot end 40 of the air inlet pipe of the intercooler is discharged into the crank pipe 50 through the second air release pipe 33 to melt ice, meanwhile, the ice severity of the crank pipe 50 is judged according to the concrete value of the crank pressure, if the ice severity is serious, the control valve 10 is controlled by the vehicle ECU to be closed, all high-temperature gas of the gas taking pipe 31 is discharged into the crank pipe 50 through the second air release pipe 33 to accelerate the ice melting efficiency, if the ice severity is less, the control valve 10 is also in an opened state, and one part of the high-temperature gas of the gas taking pipe 31 is shunted to the air compressing end 20 of the supercharger through the first air release pipe 32, and the other part of the high-temperature gas is shunted to the crank pipe 50 through the second air release pipe 33 to melt ice, so that the ice can be judged according to the crank pressure to the ice severity of icing in the crank pipe 50, and the flow of the high-temperature gas discharged into the crank pipe 50 is adjusted; of course, if the crank pressure is within the normal range, it indicates that there is no ice blocking in the crank pipe 50, at this time, the bypass valve 60 is controlled by the vehicle ECU and is in a closed state, and the control valve 10 is opened, and all the high temperature gas in the gas taking pipe 31 is leaked into the air compressing end 20 of the supercharger through the first air leakage pipe 32, so as to ensure the circulation of the high temperature gas in the gas taking pipe 31 and avoid the pipe expansion.

Compared with the prior art, the anti-icing structure of the curved pipe provided by the embodiment has the advantages that the air is taken from the front hot end 40 of the air inlet pipe of the intercooler through the air taking pipe 31 of the three-way pipeline 30, and the high-temperature air at the front hot end can be discharged to the air compressing end 20 of the supercharger and/or the curved pipe 50 through the first air discharging pipe 32 and the second air discharging pipe 33 because at least one of the control valve 10 and the bypass valve 60 is in an open state, so that the normal circulation of the high-temperature air in the three-way pipeline 30 can be always ensured, and the expansion pipe is avoided; based on the principle that the more severe the icing in the curved pipe 50 is, the higher the curved pressure is, the opening or closing of the control valve 10 and the bypass valve 60 is controlled by the vehicle ECU according to whether the detected curved pressure reaches the trigger threshold value, so that the bypass valve 60 is opened to release high-temperature gas into the curved pipe 50 by the second gas release pipe 33 to carry out deicing when the inside of the curved pipe 50 is blocked due to the icing, and meanwhile, the blocking degree of the curved pipe 50 is judged according to the magnitude of the curved pressure, so that the control valve 10 is opened or closed to control the flow of the high-temperature gas released into the curved pipe 50; the problem that the curved pipe 50 is blocked due to the icing phenomenon is solved by means of the high-temperature gas of the hot end 40 before the intercooler air inlet pipe, the high-temperature gas of the hot end 40 before the intercooler air inlet pipe is high in temperature and quick in ice melting, and timely and quick deicing is realized by matching with real-time detection of the vehicle ECU on the curved pressure, so that the damage of an engine is avoided.

It should be noted that, in an embodiment, the trigger threshold includes a first threshold and a second threshold, and the second threshold is greater than the first threshold.

Specifically, the bypass valve 60 is in a closed state when the crankcase pressure detected by the vehicle ECU and/or the pressure in the crank pipe 50 is less than or equal to the first threshold value, and the bypass valve 60 is in an open state when the crankcase pressure detected by the vehicle ECU and/or the pressure in the crank pipe 50 is greater than the first threshold value.

It should be understood herein that, since at least one of the control valve 10 and the bypass valve 60 is in an open state, when the bypass valve 60 is closed, the control valve 10 must be in an open state, and when the bypass valve 60 is open, the control valve 10 may be in a closed state or may be in an open state, specifically, the amount of ice formation in the obtained bypass pipe 50 is determined based on the actual bypass pressure, the control valve 10 is closed if the amount of ice formation is large, and the control valve 10 is opened if the amount of ice formation is small, thereby regulating the flow rate of high-temperature gas discharged into the bypass pipe 50.

Further, in the present embodiment, when the crankcase pressure detected by the vehicle ECU and/or the pressure in the crank pipe 50 is less than the second threshold value, the control valve 10 is in the open state, and when the crankcase pressure detected by the vehicle ECU and/or the pressure in the crank pipe 50 is greater than or equal to the second threshold value, the bypass valve 60 is in the closed state; when the crankcase pressure detected by the vehicle ECU and/or the pressure in the crank pipe 50 is between the first threshold value and the second threshold value, both the control valve 10 and the bypass valve 60 are in an open state.

It can be seen that the control valve 10 is controlled by comparing the actual crank pressure with the second threshold value on the basis of the bypass valve 60 being opened or closed by comparing the actual crank pressure with the first threshold value, thereby enabling the flow adjustment of the high temperature gas discharged into the crank pipe 50.

It should be understood that in this embodiment, the first threshold value may be defined as a, the second threshold value may be defined as B, and the real-time crank pressure detected by the vehicle ECU may be defined as X, where a < B, and the control strategy of the vehicle ECU on the control valve 10 and the bypass valve 60 may satisfy the following conditions:

if X is less than or equal to A, the control valve 10 is opened, and the bypass valve 60 is closed;

if A < X < B, the control valve 10 is opened and the bypass valve 60 is opened;

if X is greater than or equal to B, the control valve 10 is closed and the bypass valve 60 is opened.

By the above control strategy, it is realized that the degree of clogging of the crank pipe 50 is determined based on the crank pressure detected by the vehicle ECU, and the flow rate of the high-temperature gas discharged into the crank pipe 50 is adjusted.

For example, the first threshold A may take the value of-7.5 kPa and the second threshold B may take the value of 2kPa in this embodiment.

In some possible implementations, referring to fig. 1, a effusion cell 70 is connected between the second effusion tube 33 and the curved tube 50. The water melted by the high temperature gas heating in the curved tube 50 can be collected in the effusion box 70, thereby avoiding the influence of accumulated water in the curved tube 50 on ventilation, and meanwhile, based on the heating of the high temperature gas, the water forms steam in the effusion box 70 and is discharged from the crankcase ventilation system 80 through the curved tube 50, compared with the situation that the icing and blockage of the curved tube 50 can only be delayed by independently arranging the effusion box 70 in the prior art, the problem of icing of the curved tube 50 can be fundamentally solved by the mode of combining the air taking and ice melting of the hot end 40 and the effusion box 70 before the air inlet pipe of the central cooler.

Based on the same inventive concept, in conjunction with fig. 1 and fig. 2, an embodiment of the present application further provides an engine, including the above-mentioned curved pipe anti-icing structure.

Compared with the prior art, the engine provided by the embodiment not only solves the problem of blockage of the curved pipe 50 caused by icing by means of the high-temperature gas taken from the front hot end 40 of the air inlet pipe of the intercooler, but also has high temperature and quick ice melting, and realizes timely and quick ice removal by matching with real-time detection of the vehicle ECU on the curved pipe pressure, so that the engine is prevented from being damaged.

Based on the same inventive concept, the embodiment of the application also provides a vehicle comprising the engine.

Compared with the prior art, the vehicle provided by the embodiment has the advantages that due to the adoption of the engine with the anti-icing structure of the curved pipe, timely and rapid deicing can be realized by matching with the real-time detection of the vehicle ECU on the curved pipe pressure, so that the engine is prevented from being damaged, the deicing structure is simple, the realization cost is low, and the cost for fundamentally solving the icing problem of the curved pipe 50 can be greatly reduced.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the utility model.

Claims

1. The anti-icing structure of curved pipe, its characterized in that includes:

the control valve (10) is arranged at the air compressing end (20) of the supercharger, and the control valve (10) is electrically connected with the vehicle ECU;

the three-way pipeline (30) comprises an air taking pipe (31) connected with the front hot end (40) of the air inlet pipe of the intercooler, a first air discharging pipe (32) connected with the control valve (10) and a second air discharging pipe (33) connected with the curved pipe (50);

a bypass valve (60) provided in the second drain pipe (33), the bypass valve (60) being electrically connected to the vehicle ECU;

wherein the control valve (10) and the bypass valve (60) are opened or closed when the crankcase pressure detected by the vehicle ECU and/or the pressure in the Qu Tongguan (50) reaches a trigger threshold, respectively, and at least one of the control valve (10) and the bypass valve (60) is in an open state.

2. The bypass tube ice protection structure of claim 1, wherein the trigger threshold includes a first threshold and a second threshold, and wherein the second threshold is greater than the first threshold.

3. The bypass pipe ice protection structure according to claim 2, wherein said bypass valve (60) is in a closed state when said crankcase pressure and/or pressure in said Qu Tongguan (50) detected by said vehicle ECU is less than or equal to said first threshold value, and said bypass valve (60) is in an open state when said crankcase pressure and/or pressure in said Qu Tongguan (50) detected by said vehicle ECU is greater than said first threshold value.

4. A crank pipe anti-icing structure according to claim 3, characterized in that the control valve (10) is in an open state when the crankcase pressure and/or the pressure in the Qu Tongguan (50) detected by the vehicle ECU is smaller than the second threshold value, and the bypass valve (60) is in a closed state when the crankcase pressure and/or the pressure in the Qu Tongguan (50) detected by the vehicle ECU is larger than or equal to the second threshold value.

5. The bypass pipe ice protection structure according to claim 4, characterized in that both the control valve (10) and the bypass valve (60) are in an open state when the crankcase pressure and/or the pressure within the Qu Tongguan (50) detected by the vehicle ECU is between the first and second threshold values.

6. The structure according to any one of claims 1 to 5, wherein a dropsy box (70) is connected between the second bleeder (33) and the Qu Tongguan (50).

7. An engine comprising a curved pipe anti-icing structure as claimed in any of claims 1-6.

8. A vehicle comprising the engine according to claim 7.