CN111828206A

CN111828206A - Single-stage supercharged diesel engine

Info

Publication number: CN111828206A
Application number: CN201910313904.2A
Authority: CN
Inventors: 郝景贤; 吴旭陵; 姚建明; 严永华; 金天柱; 刘斐; 王慧; 陈勇; 陈霖强; 董瑞谦; 范永奇; 徐涛; 李春玲
Original assignee: SAIC Motor Corp Ltd
Current assignee: SAIC Motor Corp Ltd
Priority date: 2019-04-18
Filing date: 2019-04-18
Publication date: 2020-10-27

Abstract

The invention discloses a single-stage supercharged diesel engine which comprises a variable nozzle turbocharger, a low-pressure EGR pipeline and a high-pressure EGR pipeline, wherein an air inlet of the low-pressure EGR pipeline is connected to the downstream of an exhaust gas aftertreatment system, an air outlet of the low-pressure EGR pipeline is connected to the upstream of a gas compressor of the variable nozzle turbocharger, an air inlet of the high-pressure EGR pipeline is connected to the upstream of a turbine of the variable nozzle turbocharger, and an air outlet of the high-pressure EGR pipeline is connected to the downstream of the gas. In addition, the variable vortex air intake manifold, the high-pressure common rail fuel injection system, the water-cooled intercooler, the two-stage variable oil pump, a cylinder body cooling pipeline and a cylinder cover cooling pipeline which are arranged in parallel, two balance shafts integrated in the cylinder body, a low-noise timing cover cap, a camshaft cover cap and the like are further arranged. The single-stage supercharged diesel engine can meet the emission standard of the sixth stage, has excellent power performance and NVH performance, and is low in oil consumption, reliable in operation and compact in overall structure.

Description

Single-stage supercharged diesel engine

Technical Field

The invention relates to the technical field of automobiles, in particular to a single-stage supercharged diesel engine.

Background

In the current market, the emission of diesel engines can only meet the fourth stage emission standard of China but can not meet the emission standard of higher stages. And at the stage that the emission standard is increased by one liter, the corresponding oil consumption limit value is reduced by 15 percent.

With the increasing strictness of emission standards, it is a technical problem to be solved by those skilled in the art to develop a diesel engine which can meet emission standards at higher stages and has better power performance and fuel economy.

Disclosure of Invention

In order to solve the technical problems, the invention provides a single-stage supercharged diesel engine which can meet the emission standard (national six standard) of the sixth stage and has better power performance and fuel economy.

The invention provides a single-stage supercharged diesel engine which comprises a variable nozzle turbocharger; the system also comprises a low-pressure EGR pipeline and a high-pressure EGR pipeline, wherein an air inlet of the low-pressure EGR pipeline is connected to the downstream of an exhaust gas after-treatment system of the single-stage supercharged diesel engine, an air outlet of the low-pressure EGR pipeline is connected to the upstream of a compressor of the variable nozzle turbocharger, an air inlet of the high-pressure EGR pipeline is connected to the upstream of a turbine of the variable nozzle turbocharger, and an air outlet of the high-pressure EGR pipeline is connected to the downstream of; wherein upstream and downstream of a component are based on the direction of airflow through the component.

So set up, in the operation, can switch over EGR pipeline according to the load state. The low-pressure EGR pipeline is conducted under the low-load state, and the high-pressure EGR pipeline is conducted under the medium-high load state, so that the recirculation quantity of the exhaust gas can reach the optimal condition at each working point, and the combustion process can be always in the optimal condition. Therefore, the pollution components in the emissions can be guaranteed to be minimum, so that the engine can meet the emission standard of the sixth stage.

In addition, during operation, the flow speed and flow rate of exhaust gas flowing through the variable nozzle turbocharger can be adjusted according to the rotation speed. When the rotating speed of the engine is higher and the exhaust pressure is higher, the ECU controls the guide vanes of the variable nozzle turbocharger to open a larger angle, so that the overspeed of the turbocharger can be prevented; when the rotating speed of the engine is low and the exhaust pressure is low, the ECU controls the guide vanes of the variable nozzle turbocharger to be opened by a small angle, so that the boost pressure can be increased, and the response time during low-speed acceleration can be shortened. Therefore, the engine can obtain better power performance and fuel economy.

The variable vortex air intake manifold comprises a first air passage and a second air passage which correspond to the same cylinder, and a variable vortex control valve is arranged in each first air passage; the variable vortex control valve is connected with the control shaft so as to rotate along with the rotation of the control shaft to open and close the first air passage.

The high-pressure common rail fuel injection system has the advantages that the maximum injection pressure is 2000bar, the minimum injection interval is 0.2ms, the maximum injection frequency of each cycle is 8 times, and the high-pressure common rail fuel injection system has the functions of pre-injection, main injection and post-injection.

Furthermore, the air compressor further comprises a water-cooled intercooler and a low-temperature radiator, wherein the water-cooled intercooler is communicated with an outlet of the air compressor, the low-temperature radiator is specially used for radiating the water-cooled intercooler, and an electronic water pump is arranged on a communication pipeline between the low-temperature radiator and the water-cooled intercooler.

Further, the engine further comprises a two-stage variable oil pump, and is configured to: when the rotating speed v is less than 1800rpm, the engine oil pressure is 1.8bar, and when the rotating speed v is less than or equal to 1800rpm and less than or equal to 4000rpm, the engine oil pressure is 3.6 bar.

Further, still including parallelly connected cylinder body cooling pipeline and the cylinder cap cooling pipeline who sets up, be equipped with the cylinder cap thermostat on the cylinder cap cooling pipeline, be equipped with the cylinder body thermostat on the cylinder body cooling pipeline to realize the separation cooling of cylinder cap and cylinder body.

Further, single-stage booster-type diesel engine's valve chamber shroud and cylinder cap pass through the bolt and link to each other, the pole portion periphery cover of bolt is equipped with the bolt bush, the upper end periphery of bolt bush is equipped with first cyclic annular flange, the periphery cover of bolt bush is equipped with the rubber packing ring, the rubber packing ring supports to press between first cyclic annular flange and the valve chamber shroud.

Furthermore, a crankshaft of the single-stage supercharged diesel engine is arranged below the cylinder and is in a left position, and two balance shafts of the single-stage supercharged diesel engine are arranged in the cylinder body; the first balance shaft is positioned at the upper left of the crankshaft, and a driving gear of the first balance shaft is directly meshed with a crankshaft gear arranged at the rear end of the crankshaft; the second balance shaft is positioned at the upper right part of the crankshaft, and a driving gear of the second balance shaft is indirectly meshed with the crankshaft gear through an idle gear coated with a sound insulation coating.

Furthermore, the crankshaft of the single-stage supercharged diesel engine drives the camshaft and the fuel pump to operate through the timing toothed belt and also drives the oil pump to operate through the oil pump toothed belt.

Further, the timing cover of the single-stage supercharged diesel engine is connected to the front sides of the cylinder body and the cylinder cover through bolts, and vibration isolating cushions are arranged between the timing cover and the cylinder body and between the timing cover and the cylinder cover.

Drawings

FIG. 1 is a front view of one embodiment of a diesel engine provided in accordance with the present invention;

FIG. 2 is a rear view of the embodiment of FIG. 1;

FIG. 3 is a top view of the embodiment shown in FIG. 1;

FIG. 4 is a schematic illustration of a variable swirl intake manifold according to the exemplary embodiment of FIG. 1;

FIG. 5 is a schematic illustration of the accessory drive assembly of the exemplary embodiment of FIG. 1;

FIG. 6 is a schematic view of the valve chamber cover of the embodiment of FIG. 1;

FIG. 7 is a schematic illustration of the valve chamber cover and cylinder head attachment location of FIG. 6;

FIG. 8 is a schematic view of the arrangement of two balance shafts of the embodiment of FIG. 1;

FIG. 9 is a schematic diagram of the transmission structure of the balance shaft and the crankshaft and the transmission structure of the oil pump and the crankshaft of the embodiment shown in FIG. 1;

FIG. 10 is a schematic diagram of the camshaft and crankshaft drive configuration of the embodiment shown in FIG. 1.

Wherein the reference numerals in fig. 1 to 10 are explained as follows:

1 variable nozzle turbocharger, 2 water-cooled intercooler, 3 timing cover, 4 oil pan, 5 flywheel, 6 valve chamber cover, 6a bolt, 7 high pressure common rail fuel injection system, 8 variable vortex intake manifold, 8a first air passage, 8b second air passage, 9 variable vortex control valve, 10 control shaft, 11 driving motor, 12 crankshaft pulley, 13 water pump pulley, 14 power steering pulley, 15 generator pulley, 16 accessory belt, 17 double damping tensioner, 18 bolt bushing, 18a first annular flange, 18b second annular flange, 19 rubber gasket, 20 cylinder, 21 balance shaft, 22 crankshaft, 23 idler gear, 24 crankshaft gear, 25 crankshaft driving pulley, 26 oil pump toothed belt, 27 fuel pump pulley, 28 crankshaft timing pulley, 29 camshaft timing pulley, 30 toothed belt, 31 double-edge automatic tensioner.

Detailed Description

In order to make those skilled in the art better understand the technical solution of the present invention, the technical solution of the present invention is further described in detail below with reference to the accompanying drawings and the detailed description.

Referring to fig. 1 to 10, fig. 1 is a front view of an embodiment of a diesel engine according to the present invention; FIG. 2 is a rear view of the embodiment of FIG. 1; FIG. 3 is a top view of the embodiment shown in FIG. 1; FIG. 4 is a schematic illustration of a variable swirl intake manifold according to the exemplary embodiment of FIG. 1; FIG. 5 is a schematic illustration of the accessory drive assembly of the exemplary embodiment of FIG. 1; FIG. 6 is a schematic view of the valve chamber cover of the embodiment of FIG. 1; FIG. 7 is a schematic illustration of the valve chamber cover and cylinder head attachment location of FIG. 6; FIG. 8 is a schematic view of the arrangement of two balance shafts of the embodiment of FIG. 1; FIG. 9 is a schematic diagram of the transmission structure of the balance shaft and the crankshaft and the transmission structure of the oil pump and the crankshaft of the embodiment shown in FIG. 1; FIG. 10 is a schematic diagram of the camshaft and crankshaft drive configuration of the embodiment shown in FIG. 1.

As shown in fig. 1, the single-stage supercharged diesel engine (hereinafter, referred to as an engine) includes a variable nozzle turbocharger 1 (VNT) in which the variable nozzle turbocharger 1 is disposed at the upper left portion of the engine in a front view.

The variable nozzle turbocharger 1 uses the exhaust gas discharged by the engine to impact the turbine of the turbine to rotate, and the turbine drives the impeller of the compressor to rotate through the intermediate shaft. Part of air enters the air compressor after being filtered by the air filter, is pressurized under the pressure feeding action of the impeller, and enters the air cylinder through the air inlet manifold after being pressurized to participate in combustion.

During operation, the ECU can adjust the flow rate and flow rate of exhaust gas flowing through the variable nozzle turbocharger 1 according to the rotation speed. When the rotating speed of the engine is higher and the exhaust pressure is higher, the ECU controls the guide vanes of the variable nozzle turbocharger to open a larger angle, so that the overspeed of the turbocharger can be prevented; when the rotating speed of the engine is low and the exhaust pressure is low, the ECU controls the guide vanes of the variable nozzle turbocharger to be opened by a small angle, so that the boost pressure can be increased, and the response time during low-speed acceleration can be shortened. Therefore, the engine can obtain better power performance and fuel economy.

Also, the engine includes a low pressure EGR line and a high pressure EGR line.

Wherein the inlet of the low-pressure EGR line is connected downstream of an exhaust gas aftertreatment system connected downstream of the turbine for the cleaning treatment of the exhaust gases emerging from the turbine. The exhaust port of the low-pressure EGR line is connected upstream of the compressor of the variable nozzle turbocharger 1, more specifically, between the compressor and the air cleaner. And the low-pressure EGR pipeline is provided with a low-pressure EGR valve and a low-pressure EGR cooler.

The high-pressure EGR pipeline has an air inlet connected to the upstream of the turbine, more specifically to the exhaust manifold of the cylinder, and an air outlet connected to the downstream of the compressor, more specifically to the air inlet manifold of the cylinder. And the high-pressure EGR pipeline is provided with a high-pressure EGR valve and a high-pressure EGR cooler.

It should be noted that, both upstream and downstream of a certain component are based on the direction of the airflow passing through the component, and the position where the airflow passes first is upstream and the position where the airflow passes later is downstream. For example, the so-called compressor upstream is based on the flow of air through the compressor, and the so-called turbine upstream is based on the flow of exhaust gas through the turbine.

By the arrangement, in the operation process, the ECU can switch the EGR pipeline according to the load state, the low-pressure EGR pipeline is conducted under the low-load state, and the high-pressure EGR pipeline is conducted under the medium-high load state, so that the recirculation quantity of the exhaust gas can reach the optimal condition at each working point, and the combustion process can be always in the optimal condition. Therefore, the pollution components in the emissions can be guaranteed to be minimum, so that the engine can meet the emission standard of the sixth stage.

Preferably, the high-pressure EGR valve and the low-pressure EGR valve are both high-precision electric control valves so as to realize precise control. The high-pressure EGR cooler and the low-pressure EGR cooler are both plate-fin heat exchangers so as to obtain higher heat exchange efficiency.

Preferably, the high-pressure EGR valve and the high-pressure EGR cooler are integrated into an integral structure, and the low-pressure EGR valve and the low-pressure EGR cooler are integrated into an integral structure, so as to make the engine compact as a whole.

Further, an intake manifold of the engine is provided as a variable swirl intake manifold 8.

Specifically, as shown in fig. 4, the variable swirl intake manifold 8 includes a first air passage 8a and a second air passage 8b corresponding to the same cylinder, that is, one first air passage 8a and one second air passage 8b are provided for each cylinder, and in the figure, the engine is configured as a four-cylinder engine, and four first air passages 8a and four second air passages 8b are provided.

Moreover, the first air passages 8a and the second air passages 8b are alternately arranged one by one along the front-rear direction (i.e., the extension direction of the crankshaft), that is, the first air passages 8a, the second air passages 8b, the first air passages 8a, and the second air passages 8b …, which is convenient to implement.

Further, one variable swirl control valve 9 is provided in each first gas passage 8a (not provided in the second gas passage 8 b). Each variable swirl control valve 9 is connected to the same control shaft 10 to be driven by the same control shaft 10. As shown in fig. 4, the control shaft 10 passes through each of the first air passages 8a and each of the second air passages 8b, and one end of the control shaft 10 is connected to the drive motor 11 through a transfer arm.

In the operation process, the ECU can control the start and stop of the driving motor 11 according to the operation condition, after the driving motor 11 is started, the control shaft 10 is driven to rotate, and correspondingly, each variable vortex control valve 9 rotates along with the variable vortex control valve, so that the vortex ratio of the combustion chamber is changed, and the vortex ratio is continuously variable between 1.6 and 2.5, so that the engine can obtain the optimal vortex ratio under various operation conditions, and the optimal oil-gas mixing state and the optimal combustion state are achieved, therefore, the amount of particles and CO in the discharged waste gas can be greatly reduced, the environmental protection performance of the engine is further improved, the oil consumption is also reduced, and the fuel economy of the engine is further improved.

Further, the fuel injection system of the engine is provided as a high pressure common rail fuel injection system 7. The high-pressure common rail fuel injection system 7 has the maximum injection pressure of 2000bar, the minimum injection interval of 0.2ms, the maximum injection frequency of 8 times per cycle, and has the functions of pre-injection, main injection and post-injection. By the arrangement, the power performance, the fuel economy and the NVH performance of the engine can be further improved.

Specifically, the high-pressure common rail fuel injection system 7 can adopt a CRS2-20 (hereinafter referred to as CRS2-20) high-pressure common rail fuel injection system of BOSCH company, and CRS2-20 can meet the configuration requirements, and has the advantages of accurate rail pressure, high system efficiency, stable supply, light weight, compact structure, long service life, high oil storage pressure, small pressure fluctuation and the like.

Further, an intercooler of the engine is provided as a water-cooled intercooler 2, i.e., high-temperature air discharged from the compressor is cooled by cooling water. The water-cooled intercooler 2 is higher in heat exchange efficiency than an air-cooled intercooler, so that the engine can obtain higher inflation efficiency and higher output power, and the fuel economy and the power performance of the engine can be further improved. In addition, the water-cooling intercooler 2 also has the characteristics of small structural size, short matching pipeline and the like, so that the arrangement is more convenient and the pressure loss is more favorably reduced.

Preferably, the engine is further provided with a low-temperature radiator special for radiating heat of the water-cooled intercooler 2, and an electronic water pump is arranged on a connecting pipeline between the low-temperature radiator and the water-cooled intercooler 2. So, can accurate control flow through the cooling water temperature of water-cooling intercooler.

Further, the oil pump of the engine is provided as a two-stage variable oil pump, and is configured to: when the rotating speed v is less than 1800rpm, the engine oil pressure is 1.8bar, and when v is more than or equal to 1800rpm and less than or equal to 4000rpm, the engine oil pressure is 3.6 bar. By the arrangement, the oil consumption of the engine can be further reduced by 2-3%.

Further, a cylinder cooling pipeline (i.e., a cooling pipeline communicated with the cylinder) and a cylinder head cooling pipeline (i.e., a cooling pipeline communicated with the cylinder head water jacket) of the engine are arranged in parallel, a cylinder head thermostat is arranged on the cylinder head cooling pipeline, and a cylinder body thermostat is arranged on the cylinder body cooling pipeline.

Specifically, one end of each of the cylinder body cooling pipeline and the cylinder cover cooling pipeline is connected with the water pump, the other end of each of the cylinder body cooling pipeline and the cylinder cover cooling pipeline is connected with the radiator, cooling water is distributed after flowing out of the water pump, one part of the cooling water flows through the cylinder body thermostat and the cylinder body thermostat in sequence, the other part of the cooling water flows through the cylinder cover water jacket and the cylinder cover thermostat in sequence, and then the cooling water is converged and.

Because a part of cooling water directly enters the cylinder cover water jacket without passing through the cylinder body, under the working condition of large load, the wall temperature of the cylinder cover combustion chamber is favorably reduced, and the heat load level of the cylinder cover is improved. The cylinder body thermostat is arranged independently, so that the cooling water flowing through the cylinder body can be independently controlled, and the cooling water flowing through the cylinder body is basically close to a stagnation state in the engine warming-up process, so that the warming-up process can be accelerated, and the fuel economy of the engine is further improved.

Here, the radiator and the low-temperature radiator are two independent components, and the water pump and the electronic water pump are also two independent components. The water pump as referred to herein is driven by the crankshaft through the accessory drive assembly.

Specifically, as shown in fig. 5, the accessory drive assembly includes a crankshaft pulley 12 provided at a front end of the crankshaft, a water pump pulley 13 driving a water pump, a power steering pulley 14 driving a power steering gear, a generator pulley 15 driving a generator, and an accessory belt 16 wound around the four pulleys, and further includes a double damping tensioner 17 and a plurality of idler pulleys (two in the drawing). One end of the flywheel 5 is a rear end of the crankshaft 22, and the other end is a front end of the crankshaft 22.

Further, as shown in fig. 6, a valve chamber cover 6 of the engine is connected to the cylinder head by bolts 6 a. As shown in fig. 7, a bolt bushing 18 is fitted around the outer periphery of the shaft portion of the bolt 6a, and a rubber washer 19 is fitted around the outer periphery of the bolt bushing 18. The bolt bush 18 is provided at the upper end outer periphery thereof with a first annular flange 18a, and a rubber gasket 19 is pressed between the first annular flange 18a and the valve chamber cover 6.

In the attached state, as shown in fig. 7, the first annular flange 18a of the bolt bush 18 and the rubber washer 19 are blocked between the head portion of the bolt 6a and the valve chamber cover 6, so that vibration of the valve chamber cover 6 in the axial direction can be absorbed, and at the same time, the bolt bush 18 is also blocked between the stem portion of the bolt 6a and the valve chamber cover 6, so that vibration of the valve chamber cover 6 in the radial direction can be absorbed, whereby NVH performance of the engine can be effectively improved.

Preferably, the bolt bush 18 is further provided at a lower end outer periphery thereof with a second annular flange 18b, and the valve chamber cover 6 is provided at a lower end inner periphery thereof with a step surface against which the second annular flange 18b abuts upward. By providing the second annular flange 18b, vibrations of the valve chamber cover 6 in the axial direction can be better absorbed. In the figure, a wear-resistant bush is further arranged in the connecting hole of the valve chamber cover 6, and the step surface is formed on the inner hole wall of the wear-resistant bush.

Further, as shown in fig. 8 and 9, the crankshaft 22 of the engine is disposed at a position to the left below the cylinder, and two balance shafts 21 of the engine are disposed inside the cylinder block, wherein the first balance shaft 21 is located at the upper left of the crankshaft 22, and the second balance shaft 21 is located at the upper right of the crankshaft 22. Therefore, a better balance effect can be achieved, and the size of the engine is greatly reduced.

As shown in fig. 9, the drive gear of the first balance shaft 21 directly meshes with a crank gear 24 provided at the rear end of the crankshaft. The driving gear of the second balance shaft 21 is indirectly engaged with the crank gear 24 through the idle gear 23 coated with the soundproof coating, so that the gear clearance can be optimized, the gear engagement noise can be improved, and the NVH performance of the engine can be further improved.

Further, the crankshaft 22 of the engine drives the oil pump through an oil belt drive system, and drives the camshaft and the fuel pump through a timing belt drive system.

Specifically, as shown in fig. 9, the oil belt drive system includes an oil pump pulley (not visible) that drives the oil pump, a crankshaft drive pulley 25 provided at the rear end of the crankshaft, and an oil pump toothed belt 26 wound around both.

Specifically, as shown in fig. 10, the timing belt drive system includes a fuel pump pulley 27 that drives a fuel pump, a crankshaft timing pulley 28 provided at a front end of the crankshaft, a camshaft timing pulley 29 provided at a front end of the camshaft, and a timing toothed belt 30 wound around the three. A double-ribbed automatic tensioner 31 and a plurality of idler pulleys (three in the drawing) are also provided. The double-rib automatic tensioner 31 can effectively prevent the belt from deviating.

Further, the timing cover 3 of the engine is bolted to the front sides of the cylinder block 20 and the cylinder head, and vibration insulators are arranged between the timing cover 3 and the cylinder block 20 and the cylinder head, so that the NVH performance of the engine is further improved.

Preferably, can also set up seal ring between timing shroud 3 and cylinder body 20 and the cylinder cap to form inclosed timing chamber, so, can prevent effectively that flying stone, dust, water etc. from getting into timing chamber, avoid causing the problem that the belt take-up pulley jumps the tooth and leads to the unable normal start-up of engine because of the foreign matter invasion, can promote the operational reliability of engine from this.

In addition, in order to further improve the NVH performance of the engine, a silencer can be mounted on the intake manifold, and the oil pan 4 made of a sandwich material (namely, a material with damping rubber arranged between two layers of thin steel plates) can be selected.

In summary, the single-stage supercharged diesel engine provided by the invention has the following technical effects:

1. the emission standard of the sixth stage can be met;

2. the single-stage supercharged diesel engine has excellent dynamic performance, and tests prove that the single-stage supercharged diesel engine in the specific embodiment can keep high torque output of 375Nm in a rotating speed range from 1500rpm to 2400rpm and can achieve high power output of 120kW at the rotating speed of 4000 rpm.

3. The single-stage supercharged diesel engine has excellent fuel economy, and tests prove that the specific fuel consumption of the single-stage supercharged diesel engine in the specific embodiment is less than 304g/kw.h under the load of 2000rpm and 2 bar.

4. The overall structure is compact, and the size of the single-stage supercharged diesel engine in the specific embodiment is 565mm multiplied by 680mm multiplied by 697 mm.

5. The NVH performance is excellent, namely the operation noise is low.

The single-stage supercharged diesel engine provided by the invention is described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.

Claims

1. A single stage supercharged diesel engine characterized by comprising a variable nozzle turbocharger; the system also comprises a low-pressure EGR pipeline and a high-pressure EGR pipeline, wherein an air inlet of the low-pressure EGR pipeline is connected to the downstream of an exhaust gas after-treatment system of the single-stage supercharged diesel engine, an air outlet of the low-pressure EGR pipeline is connected to the upstream of a compressor of the variable nozzle turbocharger, an air inlet of the high-pressure EGR pipeline is connected to the upstream of a turbine of the variable nozzle turbocharger, and an air outlet of the high-pressure EGR pipeline is connected to the downstream of; wherein upstream and downstream of a component are based on the direction of airflow through the component.

2. The single-stage supercharged diesel engine of claim 1, further comprising a variable swirl intake manifold including first and second gas passages corresponding to the same cylinder, a variable swirl control valve being provided in each of the first gas passages; the variable vortex control valve is connected with the control shaft so as to rotate along with the rotation of the control shaft to open and close the first air passage.

3. The single-stage supercharged diesel engine of claim 2, further comprising a high-pressure common rail fuel injection system having a maximum injection pressure of 2000bar, a minimum injection interval of 0.2ms, a maximum number of injections per cycle of 8, and having pre-injection, main injection, and post-injection functions.

4. The single-stage supercharged diesel engine according to claim 3, further comprising a water-cooled intercooler communicated with an outlet of the compressor, and a low-temperature radiator dedicated for radiating heat of the water-cooled intercooler, wherein an electronic water pump is arranged on a communication pipeline between the low-temperature radiator and the water-cooled intercooler.

5. The single-stage supercharged diesel engine of claim 4, further comprising a two-stage variable oil pump and configured to: when the rotating speed v is less than 1800rpm, the engine oil pressure is 1.8bar, and when the rotating speed v is less than or equal to 1800rpm and less than or equal to 4000rpm, the engine oil pressure is 3.6 bar.

6. The single-stage supercharged diesel engine according to claim 5, further comprising a cylinder cooling pipeline and a cylinder head cooling pipeline which are arranged in parallel, wherein a cylinder head thermostat is arranged on the cylinder head cooling pipeline, and a cylinder body thermostat is arranged on the cylinder cooling pipeline so as to realize the separation and cooling of the cylinder head and the cylinder body.

7. The single-stage supercharged diesel engine according to any of claims 1 to 6, wherein the valve chamber cover and the cylinder head of the single-stage supercharged diesel engine are connected by a bolt, a bolt bushing is sleeved on the outer periphery of the rod part of the bolt, a first annular flange is arranged on the outer periphery of the upper end of the bolt bushing, a rubber gasket is sleeved on the outer periphery of the bolt bushing, and the rubber gasket is pressed between the first annular flange and the valve chamber cover.

8. The single-stage supercharged diesel engine according to claim 7, characterized in that a crankshaft of the single-stage supercharged diesel engine is disposed at a position to the left below the cylinder, and two balance shafts of the single-stage supercharged diesel engine are disposed inside the cylinder block; the first balance shaft is positioned at the upper left of the crankshaft, and a driving gear of the first balance shaft is directly meshed with a crankshaft gear arranged at the rear end of the crankshaft; the second balance shaft is positioned at the upper right part of the crankshaft, and a driving gear of the second balance shaft is indirectly meshed with the crankshaft gear through an idle gear coated with a sound insulation coating.

9. The single stage supercharged diesel engine of claim 8, wherein the crankshaft of the single stage supercharged diesel engine drives the camshaft and the fuel pump to operate via the timing toothed belt and drives the oil pump to operate via the oil pump toothed belt.

10. The single-stage supercharged diesel engine according to claim 9, wherein a timing cover of the single-stage supercharged diesel engine is bolted to the front sides of the cylinder block and the cylinder head, and a vibration isolating pad is provided between the timing cover and the cylinder block and the cylinder head.