An air intake system for improving air intake uniformity
By using a basin-shaped fully open intake manifold, an asymmetrical cavity layout, and a baffle structure, the problem of uneven intake in inline multi-cylinder diesel engines is solved, resulting in more stable combustion and lower fuel consumption and emissions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- GUANGXI YUCHAI MASCH CO LTD
- Filing Date
- 2026-04-30
- Publication Date
- 2026-06-12
AI Technical Summary
The common intake chamber volume distribution of existing inline multi-cylinder diesel engines is unreasonable, and the airflow in the bend is prone to deviation, resulting in an imbalance of intake pressure and uneven intake distribution in each cylinder, which affects combustion efficiency, fuel consumption and emissions, and also causes engine vibration and abnormal noise.
The system adopts a basin-shaped fully open intake manifold that is sealed and enclosed by the cylinder head to form a closed common intake chamber. Combined with an asymmetrical chamber layout, a bi-directional inclined arc shell and a variable diameter bend structure, and a vertical guide vane throughout the entire process, the airflow distribution is optimized to balance intake pressure loss and the influence of centrifugal force.
It effectively improves the uneven intake of each cylinder, enhances combustion efficiency, reduces fuel consumption and emissions, reduces engine vibration, and extends the life of parts.
Smart Images
Figure CN122190957A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of engine intake system technology, and in particular to an intake system that improves intake uniformity. Background Technology
[0002] This invention belongs to the technical field of engine intake systems, and specifically relates to an intake system that improves intake uniformity. Inline multi-cylinder diesel engines are widely used in commercial transportation, engineering operations, and agricultural equipment. As a key component of the engine, the intake system directly determines the distribution of air volume to each cylinder, thus affecting the overall combustion efficiency, operational stability, and emission levels. Currently, most traditional diesel engines adopt an independent intake manifold separate air supply structure, with multiple manifolds corresponding to each cylinder to complete the intake delivery. However, due to limitations in layout space, casting processes, and pipeline routing, it is difficult to maintain consistency in the length, bending angle, and flow cross-section of different manifolds, resulting in significant differences in airflow resistance and naturally causing uneven air volume distribution among cylinders. With industry technological upgrades, open-type intake manifold structures have gradually emerged in existing technologies, eliminating independent manifolds and using a shell and cylinder head that fit together to form a common intake chamber. This simplifies the overall structure, reduces the number of sealing points and parts, and lowers casting and assembly costs. This type of integrated intake structure has become the mainstream direction in diesel engine intake design.
[0003] In practical applications of open-type common-cavity intake manifolds, significant technical drawbacks remain. Existing similar intake manifolds often employ a symmetrical, equal-volume design. After the intake airflow enters the cavity, it experiences continuous pressure loss as it flows along the cylinder arrangement direction. Cylinders closer to the intake end receive sufficient intake pressure, while those further away suffer from insufficient airflow, resulting in an ineffective balance of intake pressure differentials between cylinders. Furthermore, conventional intake manifolds are often single-arc bends. When airflow passes through these bends, centrifugal force can cause unilateral accumulation, leading to airflow deviation and localized turbulence. This disrupted intake flow further exacerbates intake deviations in each cylinder. Under prolonged conditions of inconsistent intake volumes, cylinders experience variations in combustion completeness and uneven workloads. This not only increases overall fuel consumption and exhaust emissions but also easily causes engine vibration, abnormal noises, and shortens the lifespan of components. Existing technologies lack airflow regulation and cavity volume matching designs adapted to the common intake cavity, making it impossible to improve intake uniformity in a coordinated manner from the intake source and cavity pressure distribution structure, and thus failing to meet the current requirements for efficient and stable operation of diesel engines.
[0004] The above background information is provided only to aid in understanding the concept and technical solution of this invention. It does not necessarily belong to the prior art of this patent application. In the absence of clear evidence that the above information was disclosed on the filing date of this patent application, the above background information should not be used to evaluate the novelty and inventiveness of this application. Summary of the Invention
[0005] The purpose of this invention is to propose an intake system that improves intake uniformity, so as to solve the technical problems existing in the prior art, such as unreasonable distribution of the common intake chamber volume, easy deviation of airflow in bends, imbalance of intake pressure in multiple cylinders, and uneven intake distribution of each cylinder.
[0006] Therefore, this invention proposes an intake system that improves intake uniformity.
[0007] Preferably, the present invention may also have the following technical features:
[0008] An intake system for improving intake uniformity, suitable for inline multi-cylinder diesel engines, includes an intake manifold and an intake header;
[0009] The intake manifold is elongated, with its length aligned with the cylinder arrangement of the diesel engine. The intake manifold is fixedly installed on the intake side of the diesel engine cylinder head. The side of the intake manifold that contacts the cylinder head is a basin-shaped shell. The side of the basin-shaped shell facing the cylinder head is an integrally open structure. The opening edge of the basin-shaped shell is sealed to the intake side mounting surface of the cylinder head, forming a closed common intake chamber.
[0010] The side of the intake manifold away from the cylinder head is an outwardly protruding arc-shaped shell. The arc-shaped shell is provided with an intake port section of the intake manifold that communicates with the common intake chamber. Taking the intake port section of the intake manifold as the boundary, the arc-shaped shell is divided into a left arc protrusion and a right arc protrusion. The left arc protrusion and the right arc protrusion extend obliquely from the intake port section of the intake manifold to the left end and the right end of the intake manifold, respectively.
[0011] The common air intake chamber includes a left chamber, a right chamber, and a neck chamber that are interconnected. The neck chamber corresponds to the position of the air intake section of the main air intake pipe. The left chamber corresponds to the coverage area of the left arc protrusion, and the right chamber corresponds to the coverage area of the right arc protrusion. The volume of the left chamber is larger than the volume of the right chamber, and the volume of the left chamber is more than 30% larger than the volume of the right chamber.
[0012] The end of the air intake section of the main air intake pipe that is away from the arc-shaped housing is the main air intake, and the output end of the air intake pipe is sealed and connected to the main air intake through a flange structure.
[0013] The intake pipe is a circular variable diameter bend structure that gradually changes from small end to large end along the airflow direction. The small end of the intake pipe is the air input end, and the large end is the air output end. The air input end is arranged to the left of the front end of the diesel engine. The internal flow channel of the intake pipe is an arc-shaped flow channel that bulges to the right side of the diesel engine.
[0014] The air intake pipe is equipped with a vertical guide plate that extends along the entire airflow direction. At each circular flow section of the air intake pipe, the vertical guide plate is arranged along the diameter of the section, dividing the flow section at the corresponding position into two equal half-cavities.
[0015] Preferably, the volume ratio of the left cavity to the right cavity is (1.3~1.8):1.
[0016] Preferably, the volume ratio of the left cavity to the right cavity is 1.5:1.
[0017] Preferably, the tilt angle of the left arc protrusion is 3°~10°, the tilt angle of the right arc protrusion is 5°~15°, and the tilt angle of the right arc protrusion is greater than the tilt angle of the left arc protrusion.
[0018] Preferably, the flow cross-sectional area of the left cavity increases gradually from the neck cavity towards the left end of the intake manifold, and the flow cross-sectional area of the right cavity decreases gradually from the neck cavity towards the right end of the intake manifold.
[0019] Preferably, the diameter ratio of the intake pipe is 1:1.2 to 1:2.5, and the cross-sectional area of the air inlet end of the intake pipe is smaller than the cross-sectional area of the air outlet end.
[0020] Preferably, the radius of curvature of the arc-shaped flow channel of the air intake pipe is 3 to 8 times the inner diameter of the air output end of the air intake pipe.
[0021] Preferably, the front end of the vertical guide plate extends to the flange end face of the air inlet end of the air intake pipe, the rear end of the vertical guide plate extends to the flange end face of the air outlet end of the air intake pipe, and the upper and lower edges of the vertical guide plate are integrally cast with the inner wall of the air intake pipe.
[0022] Preferably, the convex direction of the arc-shaped flow channel of the air intake pipe is perpendicular to the surface of the vertical guide plate.
[0023] Preferably, the volume of the neck cavity is 15% to 30% of the volume of the left cavity, and the flow cross-sectional area of the neck cavity is not less than the flow cross-sectional area of the air inlet section of the main air inlet pipe.
[0024] The beneficial effects of this invention compared to the prior art include:
[0025] 1. The intake system of this invention relies on the basin-shaped fully open intake manifold and the cylinder head to form a common intake chamber, eliminating the independent intake manifold and reducing airflow transfer resistance and sealing leakage points. By setting a bidirectional inclined arc shell at the intake section boundary and adopting an asymmetrical cavity layout with the left cavity volume larger than the right cavity, the intake pressure loss at the front and rear positions in the long cavity can be balanced, weakening the intake pressure difference between the near and far cylinders. With the right-side protruding variable diameter arc-shaped intake pipe and the vertical guide plate arranged along the entire cross-sectional diameter, the airflow at the airflow source can be evenly distributed and sorted, improving the flow deviation problem caused by centrifugal force in the curved airflow, so that the airflow is evenly diffused and distributed in the common intake chamber, effectively improving the problem of inconsistent intake of each cylinder in a multi-cylinder diesel engine and optimizing the basic intake conditions of the whole engine.
[0026] 2. The present invention limits the volume ratio of the left and right cavities to (1.3~1.8):1, so that the asymmetrical cavity volume layout is more in line with the intake flow requirements of most inline multi-cylinder diesel engines, stabilizes the pressure distribution effect in the cavity, and is suitable for the assembly and use scenarios of different engine models. Attached Figure Description
[0027] Figure 1 This is a structural schematic diagram of a specific embodiment of the present invention. Figure 1 .
[0028] Figure 2 This is a structural schematic diagram of a specific embodiment of the present invention. Figure 2 .
[0029] Figure 3 This is a structural schematic diagram of a specific embodiment of the present invention. Figure 3 .
[0030] Figure 4 This is a schematic diagram of the intake manifold of the present invention.
[0031] Figure 5 This is a schematic diagram of the air intake pipe structure of the present invention.
[0032] Figure 6 This is an installation diagram illustrating a specific embodiment of the present invention.
[0033] Explanation of reference numerals in the attached diagram: 1-Cylinder head; 2-Intake pipe; 21-Air inlet; 22-Air outlet; 23-Vertical guide vane; 3-Intake manifold; 31-Common intake chamber; 311-Left chamber; 312-Right chamber; 313-Neck chamber; 32-Arch-shaped housing; 321-Left arc protrusion; 322-Right arc protrusion; 33-Intake manifold inlet section; 34-Main intake port. Detailed Implementation
[0034] The present invention will now be described in further detail with reference to specific embodiments and the accompanying drawings. It should be emphasized that the following description is merely exemplary and is not intended to limit the scope or application of the present invention.
[0035] Non-limiting and non-exclusive embodiments will be described with reference to the following figures, wherein the same reference numerals denote the same parts unless otherwise specifically stated.
[0036] The intake system for improving intake uniformity provided in this embodiment is mainly suitable for inline multi-cylinder diesel engines, especially for inline four-cylinder and inline six-cylinder diesel engines commonly used in commercial vehicles, construction machinery, and agricultural machinery. Figures 1-6As shown, this system consists of two core components: the intake manifold 2 and the intake header 3. The system improves upon the problem of large intake volume deviations in traditional intake systems by utilizing the flow guiding structure inside the intake manifold 2 in conjunction with the cavity structure of the intake header 3. In this embodiment, the intake header 3 is elongated, its length direction perfectly aligned with the cylinder arrangement extension direction of the diesel engine. The intake header 3 is fixedly installed on the intake side of the diesel engine cylinder head 1. The side of the intake header 3 that contacts the cylinder head 1 is a basin-shaped shell. The side of the basin-shaped shell facing the cylinder head 1 has an integral, fully open structure. The opening edge of the basin-shaped shell is sealed to the intake side mounting surface of the cylinder head 1, forming a closed common intake chamber 31. Furthermore, a continuously extending mounting flange is provided around the opening edge of the basin-shaped shell. A high-temperature resistant fluororubber gasket is sandwiched between the mounting flange and the intake side mounting surface of the cylinder head 1. The intake manifold 3 is secured to the cylinder head 1 by circumferentially evenly arranged fastening bolts passing through the mounting flange. This structure eliminates the traditional independent intake manifold, allowing airflow to directly enter the cylinder head intake passage from the common intake chamber 31 without any bends or necking, resulting in less friction loss. Simultaneously, only a single continuous sealing gasket is needed for overall sealing, reducing leakage points and improving sealing reliability. In addition, the casting process for the slotted opening structure is simpler, eliminating the need for complex internal sand cores, thus reducing mold development costs and casting scrap rates. The side of the intake manifold 3 furthest from the cylinder head 1 is an outwardly protruding arc-shaped housing 32. The arc-shaped housing 32 has an intake manifold inlet section 33 that communicates with the common intake chamber 31. Using the intake manifold inlet section 33 as a boundary, the arc-shaped housing 32 is divided into a left arc-shaped protrusion 321 and a right arc-shaped protrusion 322. The left arc-shaped protrusion 321 and the right arc-shaped protrusion 322 extend obliquely from the intake manifold inlet section 33 towards the left and right ends of the intake manifold 3, respectively. In some examples, the inclination angle of the left arc-shaped protrusion 321 is 3°~10°, and the inclination angle of the right arc-shaped protrusion 322 is 5°~15°, with the inclination angle of the right arc-shaped protrusion 322 being greater than that of the left arc-shaped protrusion 321. The bidirectional inclined arc-shaped housing 32 can guide the airflow to diffuse smoothly to the left and right sides, avoiding the airflow directly hitting the end of the main pipe and generating vortices. The design of the right arc protrusion 322 with a larger inclination angle can compensate for the friction loss of the rear cylinder, guide more airflow to flow to the right end of the main pipe, and further balance the intake volume of the front and rear cylinders. The common intake chamber 31 includes a left chamber 311, a right chamber 312 and a neck chamber 313 that are interconnected. The neck chamber 313 corresponds to the arrangement position of the intake port section 33 of the intake main pipe. The left chamber 311 corresponds to the coverage area of the left arc protrusion 321, and the right chamber 312 corresponds to the coverage area of the right arc protrusion 322. The volume of the left chamber 311 is larger than the volume of the right chamber 312, and the volume of the left chamber 311 is more than 30% larger than the volume of the right chamber 312.In some examples, the volume ratio of the left cavity 311 to the right cavity 312 is (1.3~1.8):1. This volume ratio range has been verified through extensive fluid dynamics simulations and bench tests, and can achieve good intake uniformity in most inline multi-cylinder diesel engines. In other examples, the volume ratio of the left cavity 311 to the right cavity 312 is 1.5:1. This ratio is a preferred embodiment, and when applied to an inline 6-cylinder diesel engine, it can control the intake volume deviation of each cylinder to within 2%, which is better than the level of existing similar structures. After the airflow enters from the left-side inlet, the front cylinder, being closer to the inlet and experiencing less resistance, naturally has a larger intake volume. Conversely, the rear cylinder, being farther from the inlet and experiencing greater resistance, naturally has a smaller intake volume. The large-volume left cavity 311 on the left side can form a pressure-stabilizing chamber, buffering the impact of high-speed airflow and reducing the peak intake volume of the front cylinder. Simultaneously, through volume gradient adaptation, it balances the intake resistance difference between the front and rear cylinders, supplementing the intake pressure for the rear cylinder, thus helping to solve the problem of uneven intake between the front and rear cylinders in traditional symmetrical cavity designs. In some examples, the flow cross-sectional area of the left cavity 311 increases gradually from the neck cavity 313 towards the left end of the intake manifold 3, while the flow cross-sectional area of the right cavity 312 decreases gradually from the neck cavity 313 towards the right end of the intake manifold 3. The gradient change of the flow cross section can match the flow rate changes after the airflow is continuously split, so that the flow velocity and static pressure of the airflow in the entire common intake chamber 31 remain relatively stable, avoiding excessive local flow velocity and turbulence, and further improving the uniformity of intake distribution. In some examples, the volume of the neck cavity 313 is 15% to 30% of the volume of the left cavity 311, and the flow cross section area of the neck cavity 313 is not less than the flow cross section area of the intake manifold inlet section 33. The neck cavity 313 serves as a transition area for the airflow to enter the common intake chamber 31. Sufficient volume and flow cross section allow the airflow to diffuse fully, forming a relatively uniform pressure field before being distributed to the left and right sides, avoiding uneven intake caused by the airflow directly impacting the front cylinder intake port. The end of the intake manifold inlet section 33 away from the arc-shaped housing 32 is the main intake port 34, and the output end of the intake pipe 2 is sealed to the main intake port 34 through a flange structure. Furthermore, the intake manifold inlet section 33 is a straight pipe structure, with its axis perpendicular to the intake side mounting surface of the cylinder head 1, and the axis of the intake manifold inlet section 33 is parallel to the surface of the vertical guide plate 23 inside the intake pipe 2. In this way, the two airflows, evenly divided by the guide plate, can smoothly enter the common intake chamber 31 in an attitude parallel to the guide plate surface, avoiding abrupt changes in airflow direction upon entering the manifold, which would disrupt the even distribution effect. The intake pipe 2 is a circular variable-diameter bent pipe structure that gradually changes from small end to large end along the airflow direction. The small end of the intake pipe 2 is the air input end 21, and the large end is the air output end 22. The air input end 21 is arranged slightly to the left of the front end of the diesel engine, and the internal flow channel of the intake pipe 2 is an arc-shaped flow channel bulging towards the right side of the diesel engine.In some examples, the diameter ratio of the intake pipe 2 is 1:1.2 to 1:2.5, and the cross-sectional area of the air inlet end 21 of the intake pipe 2 is smaller than that of the air outlet end 22. This diameter variation design allows the high-speed incoming airflow to gradually decelerate and diffuse, converting dynamic pressure into static pressure, improving the stability of the intake, and creating conditions for subsequent airflow equalization. In some examples, the radius of curvature of the arc-shaped flow channel of the intake pipe 2 is 3 to 8 times the inner diameter of the air outlet end 22 of the intake pipe 2. This radius of curvature range can achieve smooth pipe transitions within the limited engine compartment space, avoiding peripheral accessories such as generators and air conditioning compressors, and can also control the centrifugal force of the airflow at the bend within a reasonable range, avoiding severe airflow deviation; if the radius of curvature is too small, the centrifugal force of the airflow is too large, and even with a deflector, it is difficult to completely eliminate the effect of deviation; if the radius of curvature is too large, it will lead to excessively long pipes and increase friction resistance. The air intake pipe 2 is internally equipped with a vertical guide plate 23 extending along the entire airflow direction. At each circular flow section of the air intake pipe 2, the vertical guide plate 23 is arranged along the diameter of that section, dividing the corresponding flow section into two equal-sized semi-cavities. In some examples, the front end of the vertical guide plate 23 extends to the flange end face of the air inlet end 21 of the air intake pipe 2, and the rear end extends to the flange end face of the air outlet end 22 of the air intake pipe 2. The upper and lower edges of the vertical guide plate 23 are integrally cast with the inner wall of the air intake pipe 2. The continuously extending vertical guide plate 23 can evenly distribute the airflow from the moment it enters the air intake pipe 2, preventing airflow deviation at the bend. The integral casting method ensures the structural strength of the vertical guide plate 23, enabling it to withstand the impact of high-speed airflow without vibration or deformation, while also avoiding the problem of weld protrusions interfering with airflow caused by welding the vertical guide plate 23. In some examples, the convex direction of the arc-shaped flow channel of the intake pipe 2 is perpendicular to the surface of the vertical guide plate 23. This structure ensures that the vertical guide plate 23 is exactly perpendicular to the direction of the centrifugal force of the airflow, thus counteracting the airflow deflection effect caused by centrifugal force. Since the internal flow channel of the intake pipe 2 convexes to the right as a whole, and the vertical guide plate 23 is arranged along the diameter direction in each cross section, the overall volume of the right cavity formed by the vertical guide plate 23 is larger than the overall volume of the left cavity, and the ratio of their volumes is usually (1.1~1.4):1. The structure with uniform cross sections but uneven overall volume can counteract the tendency of the airflow to deflect to the right due to centrifugal force at the bend. Centrifugal force causes the airflow to naturally gather in the right cavity, and the larger volume of the right cavity can just accommodate more airflow, ultimately keeping the left and right pressures of the airflow exiting the intake pipe 2 uniform. Furthermore, the surface of the vertical guide plate 23 is parallel to the extension direction of the diesel engine cylinder arrangement, and the thickness of the vertical guide plate 23 is 2% to 5% of the inner diameter of the air output end 22 of the intake pipe 2.This thickness design ensures the structural strength of the vertical guide vane 23 without excessively occupying the flow area and increasing airflow resistance. In some examples of this embodiment, the top wall of the arc-shaped housing 32 is provided with at least one auxiliary interface communicating with the common intake chamber 31. The auxiliary interface can be configured as an EGR interface, an intake pressure sensor interface, an intake temperature sensor interface, or a crankcase ventilation interface as needed. This design enables the integration of the intake system, reduces the number of pipes in the engine compartment, and improves overall reliability. The complete workflow of this system is as follows: The pressurized air, filtered and cooled by the air filter and intercooler, enters from the air input end 21 of the intake pipe 2 on the left side of the front of the diesel engine; the airflow gradually decelerates and diffuses in the variable diameter bend, and under the action of the vertical guide vane 23 extending throughout the entire length, the airflow at each section is evenly divided into left and right streams; because the bend protrudes to the right, the overall volume of the right cavity is larger, which just accommodates the airflow that is offset to the right by centrifugal force, ultimately keeping the left and right pressures of the airflow flowing out of the intake pipe 2 uniform; subsequently, the airflow passes through the intake... The main intake section 33 smoothly enters the neck cavity 313 of the common intake chamber 31, where it diffuses fully to form a relatively uniform pressure field. Then, the airflow flows to the left and right sides. The large-volume left cavity 311 on the left plays a role in stabilizing pressure and buffering, reducing the intake peak of the front cylinder. At the same time, the gradient change of the flow cross section balances the friction loss of the rear cylinder. Finally, the airflow forms a relatively uniform static pressure field in the entire common intake chamber 31 and is distributed to each cylinder of the diesel engine through the intake port of each cylinder on the cylinder head 1.
[0037] Those skilled in the art will recognize that numerous variations are possible with respect to the above description, and the embodiments and figures are merely for describing one or more specific implementations.
[0038] Although exemplary embodiments of the invention have been described and illustrated, those skilled in the art will understand that various changes and substitutions can be made thereto without departing from the spirit of the invention. Furthermore, many modifications can be made to adapt specific situations to the doctrine of the invention without departing from the central concepts of the invention described herein. Therefore, the invention is not limited to the specific embodiments disclosed herein, but may include all embodiments and equivalents that fall within the scope of the invention.
Claims
1. An intake system for improving intake uniformity, suitable for inline multi-cylinder diesel engines, characterized in that, Including intake manifold and intake header; The intake manifold is elongated, with its length aligned with the cylinder arrangement of the diesel engine. The intake manifold is fixedly installed on the intake side of the diesel engine cylinder head. The side of the intake manifold that contacts the cylinder head is a basin-shaped shell. The side of the basin-shaped shell facing the cylinder head is an integrally open structure. The opening edge of the basin-shaped shell is sealed to the intake side mounting surface of the cylinder head, forming a closed common intake chamber. The side of the intake manifold away from the cylinder head is an outwardly protruding arc-shaped shell. The arc-shaped shell is provided with an intake port section of the intake manifold that communicates with the common intake chamber. Taking the intake port section of the intake manifold as the boundary, the arc-shaped shell is divided into a left arc protrusion and a right arc protrusion. The left arc protrusion and the right arc protrusion extend obliquely from the intake port section of the intake manifold to the left end and the right end of the intake manifold, respectively. The common air intake chamber includes a left chamber, a right chamber, and a neck chamber that are interconnected. The neck chamber corresponds to the position of the air intake section of the main air intake pipe. The left chamber corresponds to the coverage area of the left arc protrusion, and the right chamber corresponds to the coverage area of the right arc protrusion. The volume of the left chamber is larger than the volume of the right chamber, and the volume of the left chamber is more than 30% larger than the volume of the right chamber. The end of the air intake section of the main air intake pipe that is away from the arc-shaped housing is the main air intake, and the output end of the air intake pipe is sealed and connected to the main air intake through a flange structure. The intake pipe is a circular variable diameter bend structure that gradually changes from small end to large end along the airflow direction. The small end of the intake pipe is the air input end, and the large end is the air output end. The air input end is arranged to the left of the front end of the diesel engine. The internal flow channel of the intake pipe is an arc-shaped flow channel that bulges to the right side of the diesel engine. The air intake pipe is equipped with a vertical guide plate that extends along the entire airflow direction. At each circular flow section of the air intake pipe, the vertical guide plate is arranged along the diameter of the section, dividing the flow section at the corresponding position into two equal half-cavities.
2. The intake system for improving intake uniformity according to claim 1, characterized in that, The volume ratio of the left cavity to the right cavity is (1.3~1.8):
1.
3. The intake system for improving intake uniformity according to claim 2, characterized in that, The volume ratio of the left cavity to the right cavity is 1.5:
1.
4. The intake system for improving intake uniformity according to claim 1, characterized in that, The tilt angle of the left arc protrusion is 3°~10°, and the tilt angle of the right arc protrusion is 5°~15°, with the tilt angle of the right arc protrusion being greater than that of the left arc protrusion.
5. The intake system for improving intake uniformity according to claim 1, characterized in that, The cross-sectional area of the left cavity increases gradually from the neck cavity toward the left end of the intake manifold, while the cross-sectional area of the right cavity decreases gradually from the neck cavity toward the right end of the intake manifold.
6. The intake system for improving intake uniformity according to claim 1, characterized in that, The diameter ratio of the intake pipe is 1:1.2 to 1:2.5, and the cross-sectional area of the air inlet end of the intake pipe is smaller than the cross-sectional area of the air outlet end.
7. The intake system for improving intake uniformity according to claim 1, characterized in that, The radius of curvature of the arc-shaped flow channel of the intake pipe is 3 to 8 times the inner diameter of the air outlet end of the intake pipe.
8. The intake system for improving intake uniformity according to claim 1, characterized in that, The front end of the vertical guide plate extends to the flange end face of the air inlet end of the air intake pipe, and the rear end of the vertical guide plate extends to the flange end face of the air outlet end of the air intake pipe. The upper and lower edges of the vertical guide plate are integrally cast with the inner wall of the air intake pipe.
9. The intake system for improving intake uniformity according to claim 1, characterized in that, The convex direction of the arc-shaped flow channel of the air intake pipe is perpendicular to the surface of the vertical guide plate.
10. The intake system for improving intake uniformity according to claim 1, characterized in that, The volume of the neck cavity is 15% to 30% of the volume of the left cavity, and the flow cross-sectional area of the neck cavity is not less than the flow cross-sectional area of the air inlet section of the main air intake pipe.