WO2018145492A1 - 脉冲排气管及安装有该脉冲排气管的柴油发动机 - Google Patents

脉冲排气管及安装有该脉冲排气管的柴油发动机 Download PDF

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Publication number
WO2018145492A1
WO2018145492A1 PCT/CN2017/109176 CN2017109176W WO2018145492A1 WO 2018145492 A1 WO2018145492 A1 WO 2018145492A1 CN 2017109176 W CN2017109176 W CN 2017109176W WO 2018145492 A1 WO2018145492 A1 WO 2018145492A1
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Prior art keywords
exhaust pipe
cylinder
pulse
exhaust
diesel engine
Prior art date
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Ceased
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PCT/CN2017/109176
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English (en)
French (fr)
Inventor
刘俊龙
李志杰
尹晓军
王春英
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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Priority to EP17896027.4A priority Critical patent/EP3567232B1/en
Priority to US16/484,686 priority patent/US11092061B2/en
Publication of WO2018145492A1 publication Critical patent/WO2018145492A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/002—Apparatus adapted for particular uses, e.g. for portable devices driven by machines or engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F02B37/025—Multiple scrolls or multiple gas passages guiding the gas to the pump drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly
    • F01N13/1861—Construction facilitating manufacture, assembly, or disassembly the assembly using parts formed by casting or moulding
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
    • F01N2260/06—Exhaust treating devices having provisions not otherwise provided for for improving exhaust evacuation or circulation, or reducing back-pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
    • F01N2260/16—Exhaust treating devices having provisions not otherwise provided for for reducing exhaust flow pulsations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2290/00—Movable parts or members in exhaust systems for other than for control purposes
    • F01N2290/08—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement
    • F01N2290/10—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement actuated by pressure of exhaust gases, e.g. exhaust pulses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the exhaust apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/06—Arrangement of the exhaust apparatus relative to the turbine of a turbocharger
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2470/00—Structure or shape of exhaust gas passages, pipes or tubes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2470/00—Structure or shape of exhaust gas passages, pipes or tubes
    • F01N2470/14—Plurality of outlet tubes, e.g. in parallel or with different length
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the utility model relates to the technical field of exhaust gas pressurization of a diesel engine, in particular to a pulse exhaust pipe for a diesel engine.
  • the arrangement of the exhaust pipe of the eight-cylinder matched double supercharger in the prior art mainly includes two kinds of ordinary pulse exhaust pipes as shown in FIG. 1 and three-cylinder pulse exhaust pipes as shown in FIG. 2.
  • Ordinary pulse exhaust pipe causes a large loss of pumping gas due to the order of ignition, and the fuel consumption rate is high.
  • a three-cylinder pulse exhaust pipe of the prior art is proposed, and the connection structure thereof is as shown in FIG. 2 .
  • the three-cylinder pulse exhaust pipe is prone to exhaust gas backflow and intake air recirculation, so the uniformity of each cylinder is poor.
  • There is a phenomenon of exhaust gas recirculation in the exhaust pipe the pulse energy utilization rate is relatively low, and the uniformity of each cylinder needs to be improved.
  • the firing interval angle between cylinders should be smaller than the exhaust gas continuous angle.
  • it is necessary to branch the exhaust pipe that is, divide the exhaust pipe into several mutually separated points.
  • the separated exhaust pipe sections are such that adjacent cylinders exhaust the supercharger through different exhaust pipe sections, ie different exhaust passages.
  • the exhaust phases of the individual cylinders to which each exhaust pipe segment is connected must not overlap or overlap very little.
  • the exhaust valve opening duration corresponds to a stroke of 240° cam angle to 280° cam angle.
  • the number of cylinders connected to each exhaust pipe section is generally not more than three, and the exhaust phases of the three cylinders must be evenly staggered.
  • the exhaust gas separation angle of the two cylinders exhausting the same exhaust pipe section equal to or larger than the exhaust gas continuous angle of one of the cylinders, that is, after the exhaust valve of the previous cylinder is closed, the next The cylinder is then vented to the exhaust pipe section.
  • the exhaust interval angle of the multi-cylinder machine decreases as the number of cylinders increases, so that the number of exhaust pipe sections increases and the structure is too complicated on the multi-cylinder machine.
  • exhaust gas interruption occurs in the exhaust pipe, which reduces the efficiency of the turbine, and the exhaust pipe used also needs to avoid the occurrence of exhaust gas backflow.
  • the utility model is a 16-cylinder V-arranged engine, and is configured in the form of four superchargers.
  • the cylinders are sorted as shown in FIG. 3, and the firing order is A1-A7-B4-B6-A4-B8-A2.
  • the firing interval angle is 45°.
  • the three-cylinder pulse exhaust pipe has higher utilization rate of exhaust pulse energy than the ordinary exhaust pipe, and the pumping loss is reduced, the charging efficiency is increased, and the fuel consumption is reduced.
  • exhaust gas recirculation and intake air recirculation occur in the second and sixth cylinders.
  • the exhaust interval angles of the two cylinders A6 and A7 are 180°, and the exhaust interval angles of the two cylinders A2 and A3. It is also 180°.
  • the second cylinder and the sixth cylinder are exhausted at the end of the exhaust, so that the exhaust of the second cylinder and the sixth cylinder are reversed, thereby causing the pressure in the cylinder to be greater than the opening of the intake valve When the intake port pressure, thus generating intake air return.
  • the purpose of the utility model is to solve the following technical problems by discussing what kind of pulse exhaust pipe adopts the eight-cylinder matched double supercharger model to optimize the reliability, economy and processability of the engine, that is, How to effectively utilize the exhaust pulse energy, reduce the exhaust pump gas loss, achieve the purpose of reducing the fuel consumption rate, and avoid the exhaust gas recirculation and intake air return due to the short firing interval of adjacent cylinders, thereby improving the engine charging efficiency, Improve the uniformity of each cylinder, improve the uniformity of the exhaust gas temperature distribution, reduce the deformation or cracking caused by the uneven distribution of the diaphragm at the outlet of the exhaust pipe, and improve the reliability of the exhaust pipe.
  • the purpose of the utility model is achieved by the following technical solutions.
  • the utility model provides a pulse exhaust pipe for a diesel engine, wherein one end of the pulse exhaust pipe is connected with eight cylinders, and the other end is connected with two superchargers, and the pulse exhaust pipe comprises three separated from each other. Open The exhaust pipe segments, each of the exhaust pipe segments are independently exhausted to the supercharger, wherein the first exhaust pipe segment is in communication with the first and second cylinders, and the second exhaust pipe segment is in communication with the third to sixth cylinders, The three exhaust pipe sections are in communication with the seventh and eighth cylinders.
  • the utility model also provides a diesel engine equipped with the above pulse exhaust pipe.
  • the diesel engine is an eight-cylinder diesel engine or a sixteen-cylinder V-type diesel engine.
  • the exhaust pipe of the utility model can reduce the pumping loss, improve the efficiency of the turbine, improve the effective utilization of the exhaust energy, and reduce the fuel consumption.
  • the exhaust pipe of the utility model can avoid the occurrence of exhaust gas backflow and intake recirculation phenomenon, improve the charging efficiency, and improve the uniformity of each cylinder.
  • the temperature distribution of the exhaust pipe of the utility model is more uniform, and the cracking or deformation of the exhaust pipe outlet baffle due to uneven temperature distribution is avoided, and the reliability of the exhaust pipe is improved.
  • Figure 1 shows an arrangement of a conventional pulse exhaust pipe of the prior art
  • Figure 2 shows an arrangement of a prior art three-cylinder pulse exhaust pipe
  • FIG. 3 is a view showing a cylinder distribution diagram of a diesel engine using the pulse exhaust pipe of the present invention
  • FIG. 4 illustrates a three-dimensional structure of a pulse exhaust pipe in accordance with an embodiment of the present invention
  • FIG. 5 illustrates an arrangement of a pulse exhaust pipe according to an embodiment of the present invention
  • Fig. 6 is a view showing a firing angle of each cylinder of a diesel engine using the pulse exhaust pipe of the present invention.
  • a pulse exhaust pipe for a diesel engine which is an eight-cylinder diesel engine or a sixteen-cylinder V-type diesel engine.
  • Each of the eight cylinders matches the two superchargers through the pulse exhaust pipe.
  • the pulse exhaust pipe of the present invention has one end communicating with eight cylinders 4 and the other end communicating with two superchargers 5, the pulse exhaust pipe comprising three exhaust pipe sections separated from each other, that is, the first exhaust gas
  • the pipe section or the front exhaust pipe section 1, the second exhaust pipe section or the intermediate exhaust pipe section 2, and the third exhaust pipe section or the rear exhaust pipe section 3, the interior of each exhaust pipe section has an exhaust cavity integrally communicated.
  • the first exhaust pipe section 1 is in communication with the first and second cylinders
  • the second exhaust pipe section 2 is in communication with the third to sixth cylinders
  • the third exhaust pipe section 3 is in communication with the seventh and eighth cylinders.
  • Each of the exhaust pipe segments is independently exhausted to the supercharger.
  • the first exhaust pipe segment and the third exhaust pipe are respectively exhausted to the first supercharger and the second supercharger through a single exhaust port.
  • the second exhaust pipe is exhausted to the first supercharger and the second supercharger through two exhaust ports at both ends, wherein the first exhaust pipe and the second exhaust pipe are each increased to the first
  • the exhaust ports of the compressor exhaust are separated, so that they do not affect each other.
  • the second exhaust pipe and the third exhaust pipe are respectively separated from the exhaust port of the second supercharger exhaust; That is, the first and second cylinders have a common exhaust passage, the third to sixth cylinders have a common exhaust passage, and the seventh and eighth cylinders have a common exhaust passage.
  • the arrangement of the present invention is based on the prior art three-cylinder pulse exhaust pipe, respectively, the second cylinder and the third cylinder and the sixth cylinder and the seventh
  • the cylinders are separated, that is, the second cylinder and the third cylinder are exhausted through different exhaust pipe sections or exhaust passages, and the sixth cylinder and the seventh cylinder are exhausted through different exhaust pipe sections or exhaust passages;
  • the prior art ordinary pulse exhaust pipe differs in that the fourth cylinder and the fifth cylinder are exhausted to the common exhaust pipe section through the intermediate exhaust pipe section 2, that is, the third, fourth, fifth and sixth cylinders are both The exhaust gas is exhausted through the intermediate exhaust pipe section.
  • the segmented form of the exhaust pipe of the present invention can well avoid the phenomenon of exhaust gas recirculation and intake air recirculation according to the exhaust phase of each cylinder, and
  • the exhaust pulse energy can be utilized more fully.
  • the firing interval angle is 45°, only for the cylinder A1
  • the firing sequence of -A8 will be described. It can be seen from Fig.
  • the present invention can achieve the following advantages:

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Exhaust Silencers (AREA)

Abstract

一种用于柴油发动机的脉冲排气管，该脉冲排气管的一端与八个气缸（4）连通，另一端与两个增压器（5）连通,该脉冲排气管包括三个彼此分隔开的排气管段，各个排气管段各自独立地向增压器排气，其中，第一排气管段（1）与第一和第二气缸连通，第二排气管段（2）与第三至第六气缸连通，第三排气管段（3）与第七和第八气缸连通。该脉冲排气管可以避免排气倒灌和进气回流，提高充气效率并且改善各缸的均匀性。还提供了一种安装有这种脉冲排气管的柴油发动机。

Description

脉冲排气管及安装有该脉冲排气管的柴油发动机 技术领域
本实用新型涉及柴油发动机的排气增压技术领域，具体地，涉及一种用于柴油发动机的脉冲排气管。
背景技术
现有技术中八缸匹配双增压器的排气管的布置形式主要有如图1所示的普通脉冲排气管和如图2所示的三缸脉冲排气管两种。普通脉冲排气管由于发火顺序原因，导致泵气损失较大，油耗率偏高。通过对普通脉冲排气管进行改进，提高脉冲能量利用率，降低泵气损失，提出现有技术的三缸脉冲排气管，其连接结构如图2所示。然而，三缸脉冲排气管容易出现排气倒灌、进气回流的现象，因此各缸均匀性较差。排气管内出现排气倒灌的现象，脉冲能量利用率比较低，各缸均匀性有待改善。
在多缸机上，各气缸之间的发火间隔角应小于排气持续角，为了避免相邻气缸排气的互相干扰，需要对排气管进行分支，即，将排气管分成若干彼此相互分隔开的排气管段，使得相邻的气缸通过不同的排气管段、即不同的排气通道向增压器排气。每个排气管段所连接的各个气缸的排气相位必须互不重叠或者重叠很小。对于四冲程柴油机而言，其排气门开启持续时间约对应240°凸轮角度至280°凸轮角度的行程。每个排气管段所连接的气缸数目一般不超过3个，同时这3个气缸的排气相位必须均匀错开。为了避免干扰，最好使向同一个排气管段排气的两个气缸的排气间隔角等于或大于其中一个气缸的排气持续角，即在前一气缸的排气门关闭后，下一气缸再向该排气管段段排气。多缸机的排气间隔角随着气缸数目的增加而减小，这样在多缸机上会出现排气管段数目增多而使结构过于复杂的情况。此外，在排气管内会发生排气间断，使得涡轮机的效率下降，所采用的排气管还需要避免排气倒灌现象的发生。
本实用新型应用的机型为16缸V型布置发动机，配置四个增压器的形式，各气缸排序如图3所示，其发火顺序为A1-A7-B4-B6-A4-B8-A2-A8-B3-B5-A3-A5-B2-A6-B1-B7，发火间隔角度为45°。
对现有技术中的普通脉冲排气管和三缸脉冲排气管进行性能对比，结果如下表1：
Figure PCTCN2017109176-appb-000001
表1 两种形式排气管对比
通过对表1两种结构排气管性能数据进行对比，三缸脉冲排气管较普通排气管对排气脉冲能量的利用率更高，其泵气损失减小，充气效率增加，油耗降低。
然而，对于三缸脉冲布置形式的排气管来说，会在第二气缸和第六气缸出现排气倒灌和进气回流的现象。如图6所示，通过对A侧8个气缸(A1-A8)的发火顺序进行分析，A6和A7两个气缸的排气间隔角为180°，A2和A3两个气缸的排气间隔角也是180°。第二气缸和第六气缸在排气要结束的时候第三气缸和第七气缸正好排气，使得第二气缸和第六气缸的排气产生倒灌，由此导致气缸内压力大于进气门开启时进气道压力，因此产生进气回流。
另外，通过对三缸脉冲布置形式排气管的温度分布云图的分析可知，与三个气缸连通的位于两端的排气管段的出口的温度高于与两个气缸连通的中间管段的出口的温度，导致排气管出口处隔板容易开裂变形，降低排气管的可靠性。
实用新型内容
本实用新型的目的是通过讨论八缸匹配双增压器机型采用何种形式的脉冲排气管可以使发动机的可靠性、经济性以及工艺性达到最优，从而解决以下技术问题，即，如何有效利用排气脉冲能量，降低排气泵气损失，达到降低油耗率的目的，又能避免由于相邻的气缸发火间隔较短导致的排气倒灌和进气回流，从而提高发动机的充气效率，改善各气缸的均匀性，同时改善排气温度分布的均匀性，降低排气管出口处隔板应力分布不均匀导致的变形或开裂，提高排气管的可靠性。本实用新型的目的是通过以下技术方案实现的。
本实用新型提出一种用于柴油发动机的脉冲排气管，该脉冲排气管的一端与八个气缸连通，另一端与两个增压器连通,该脉冲排气管包括三个彼此分隔开 的排气管段，各个排气管段各自独立地向增压器排气，其中，第一排气管段与第一和第二气缸连通，第二排气管段与第三至第六气缸连通，第三排气管段与第七和第八气缸连通。
本实用新型还提出一种安装有上述脉冲排气管的柴油发动机。
该柴油发动机为八缸柴油发动机或者十六缸V型柴油发动机。
本实用新型的排气管较普通脉冲排气管可以减少泵气损失，提高涡轮机的效率，提高排气能量的有效利用，降低油耗。
另外，本实用新型排气管较三缸脉冲排气管可以避免排气倒灌、进气回流现象的发生，提高充气效率，改善各缸的均匀性。
本实用新型排气管较三缸脉冲排气管的温度分布更加均匀，避免了由于温度分布不均匀导致的排气管出口隔板的开裂或者变形，提高排气管的可靠性。
附图说明
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并不认为是对本实用新型的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1示出了现有技术的普通脉冲排气管的布置形式；
图2示出了现有技术的三缸脉冲排气管的布置形式；
图3示出了使用本实用新型的脉冲排气管的柴油发动机的气缸分布图；
图4示出了根据本实用新型实施方式的脉冲排气管的三维结构；
图5示出了根据本实用新型实施方式的脉冲排气管的布置形式；
图6示出了使用本实用新型的脉冲排气管的柴油发动机的各气缸的发火角度示意图。
具体实施方式
下面将参照附图更详细地描述本公开的示例性实施方式。虽然附图中显示了本公开的示例性实施方式，然而应当理解，可以以各种形式实现本公开而不应被这里阐述的实施方式所限制。相反，提供这些实施方式是为了能够更透彻 地理解本公开，并且能够将本公开的范围完整的传达给本领域的技术人员。
如图4和图5所示，根据本实用新型的示例性的实施方式，提出一种用于柴油发动机的脉冲排气管，该柴油发动机为八缸柴油发动机或者十六缸V型柴油发动机，其中每八个气缸通过该脉冲排气管匹配两个增压器。本实用新型的脉冲排气管的一端与八个气缸4连通，另一端与两个增压器5连通,该脉冲排气管包括三个彼此分隔开的排气管段，即第一排气管段或前排气管段1、第二排气管段或中间排气管段2、和第三排气管段或后排气管段3，各个排气管段的内部具有整体连通的排气腔。其中，第一排气管段1与第一和第二气缸连通，第二排气管段2与第三至第六气缸连通，第三排气管段3与第七和第八气缸连通。各个排气管段各自独立地向增压器排气，具体地，第一排气管段和第三排气管各自通过单一的排气口分别向第一增压器和第二增压器排气，第二排气管通过位于两端的两个排气口分别向第一增压器和第二增压器排气，其中，第一排气管和第二排气管的各自向第一增压器排气的排气口分隔开，因此互不影响，类似地，第二排气管和第三排气管的各自向第二增压器排气的排气口分隔开；也就是说，第一和第二气缸具有共同的排气通道、第三至第六气缸具有共同的排气通道、第七和第八气缸具有共同的排气通道。
综上所述，与现有技术相比，本实用新型的布置方式是在现有技术的三缸脉冲排气管的基础上，分别将第二气缸和第三气缸以及第六气缸和第七气缸分隔开，即，使第二气缸和第三气缸通过不同的排气管段或排气通道排气，第六气缸和第七气缸通过不同的排气管段或排气通道排气；并且与现有技术的普通脉冲排气管的不同在于，通过中间排气管段2使第四气缸和第五气缸向共同的排气管段排气，即第三、第四、第五和第六气缸均通过中间排气管段向增压器排气。
通过上文中对于现有技术的缺点的原因的描述可知，根据各个气缸的排气相位，本实用新型的排气管的分段形式可以很好地避免排气倒灌和进气回流的现象，并且能够更加充分地利用排气脉冲能量。按照如上所述的发火顺序A1-A7-B4-B6-A4-B8-A2-A8-B3-B5-A3-A5-B2-A6-B1-B7，发火间隔角度为45°，仅对气缸A1-A8的发火顺序进行说明，由图6可知第二气缸和第三气缸以及第六气缸和第七气缸之间的排气间隔较均为180°。根据本实用新型的排气管布 置形式，第二气缸和第三气缸通过不同的排气管段或排气通道排气，第六气缸和第七气缸通过不同的排气管段或排气通道排气，因此不会产生排气干扰。
通过以上实施方式，本实用新型能够实现以下优点：
1、较普通脉冲排气管，可以减小泵气损失，提高涡轮机的效率，提高排气能量的有效利用，降低油耗；
2、较三缸脉冲排气管，可以避免排气倒灌和进气回流，提高充气效率改善各缸的均匀性。
以上所述，仅为本实用新型较佳的具体实施方式，但本实用新型的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本实用新型揭露的技术范围内，可轻易想到的变化或替换，都应涵盖在本实用新型的保护范围之内。因此，本实用新型的保护范围应以所述权利要求的保护范围为准。

Claims (4)

  1. 一种用于柴油发动机的脉冲排气管，其特征在于，该脉冲排气管的一端与八个气缸连通，另一端与两个增压器连通,该脉冲排气管包括三个彼此分隔开的排气管段，各个排气管段各自独立地向增压器排气，其特征在于，第一排气管段与第一和第二气缸连通，第二排气管段与第三至第六气缸连通，第三排气管段与第七和第八气缸连通。
  2. 一种柴油发动机，其特征在于，所述柴油发动机安装有根据权利要求1所述的脉冲排气管。
  3. 根据权利要求2所述的柴油发动机，其特征在于，所述柴油发动机为八缸柴油发动机。
  4. 根据权利要求2所述的柴油发动机，其特征在于，所述柴油发动机为十六缸V型柴油发动机。
PCT/CN2017/109176 2017-02-09 2017-11-02 脉冲排气管及安装有该脉冲排气管的柴油发动机 Ceased WO2018145492A1 (zh)

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