Air intake assembly and vehicle

Abstract

The present invention provides an air intake assembly and a vehicle. One end of an air intake pipe is connected to a first end of an air intake manifold, and the air intake manifold is provided with a first air outlet and a second air outlet, the first air outlet is connected to an upper end of a first pressure stabilizing chamber, and the second air outlet is connected to an upper end of a second pressure stabilizing chamber, and the lower end of the first pressure stabilizing chamber is provided with a first guide port, a second guide port, a third guide port, and a fourth guide port connected to a first side cylinder head along a first direction, the second guide port is located directly below the second air outlet, and the lower end of the second pressure stabilizing chamber is connected to the first side cylinder head through an air intake pipe, and the air intake manifold is also provided with a deceleration structure for slowing down the air flow velocity. Since the present application effectively divides the gas entering the air intake manifold to the first air outlet and the second air outlet through the deceleration structure, the air intake efficiency entering the cylinders on both sides of the V-type engine can be effectively guaranteed, and the overall performance of the V-type engine can be improved.

Description

Technical Field

[0001] The invention relates to the technical field of air intake of an engine, in particular to an air intake component and a vehicle. Background Art

[0002] The engine's intake system includes the intake pipe, intake manifold and cylinder head intake duct, etc. Its main function is to organize the intake, ensure the intake consistency of each cylinder of the engine, and ensure the combustion consistency of each cylinder, which is of great significance to the stability of engine performance.

[0003] Since the existing V-type engine single-side intake system has two pressure stabilizing chambers, part of the gas entering the intake manifold first enters the first pressure stabilizing chamber, and the remaining gas flows into the second pressure stabilizing chamber along the intake manifold.

[0004] However, due to the unilateral diffusion flow separation when the gas enters the first pressure stabilizing chamber, the gas flow rate flowing to the second pressure stabilizing chamber is faster, so that the flow entering the first pressure stabilizing chamber is much lower than the flow entering the second pressure stabilizing chamber, thereby limiting the intake efficiency of the V-type engine and seriously affecting the performance of the V-type engine. Therefore, there is an urgent need for an intake component that can evenly distribute the gas to the two pressure stabilizing chambers. Summary of the invention

[0005] In view of this, an embodiment of the present invention provides an air intake assembly and a vehicle to solve the problem that the air intake assembly of the existing engine cannot evenly distribute the incoming airflow to the pressure stabilizing chambers on both sides.

[0006] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0007] A first aspect of the present invention discloses an air intake assembly suitable for a V-type engine, wherein the V-type engine has a first side cylinder head and a second side cylinder head;

[0008] The air intake assembly includes: an air intake pipe, an air intake manifold, a first pressure stabilizing chamber and a second pressure stabilizing chamber;

[0009] One end of the intake pipe is communicated with the first end of the intake manifold;

[0010] The intake manifold is provided with a first outlet end and a second outlet end, the first outlet end is communicated with the upper end of the first pressure stabilizing chamber, and the second outlet end is communicated with the upper end of the second pressure stabilizing chamber, wherein the first outlet end is located at the second end of the intake manifold, and the second outlet end is located between the first end of the intake manifold and the first outlet end;

[0011] The lower end of the second pressure stabilizing chamber is provided with a first guide port, a second guide port, a third guide port and a fourth guide port along a first direction, the second guide port is located directly below the second gas outlet end, the first guide port, the second guide port, the third guide port and the fourth guide port are all connected to the second side cylinder head through an intake pipe, wherein the first direction is perpendicular to the central axis of the intake manifold;

[0012] The lower end of the first pressure stabilizing chamber is connected to the first side cylinder head through an intake pipe;

[0013] The intake manifold is also provided with a deceleration structure symmetrical to the second air outlet end for reducing the velocity of the air flow.

[0014] Preferably, the intake manifold has a first side wall and a second side wall;

[0015] The first side wall is symmetrical to the second side wall;

[0016] The first air outlet end and the second air outlet end are arranged on the first side wall;

[0017] The deceleration structure is disposed on the second side wall.

[0018] Preferably, the second side wall of the intake manifold is provided with a protruding block protruding outward to form a deceleration structure.

[0019] Preferably, the cross-section of the deceleration structure is a triangular structure.

[0020] Preferably, the cross-section of the deceleration structure gradually increases along the first direction.

[0021] Preferably, the deceleration structure comprises: a first protrusion and a second protrusion;

[0022] The first protrusion and the second protrusion are arranged along the first direction, wherein the height of the first protrusion is lower than the height of the second protrusion, and the length of the first protrusion is smaller than the length of the second protrusion.

[0023] Preferably, the first side wall is provided with a protrusion;

[0024] The protruding piece is located at the second air outlet end and close to one side of the first air outlet end.

[0025] Preferably, a bend is provided at one end of the air intake pipe close to the intake manifold.

[0026] Preferably, the bend has an inner wall and an outer wall, and the inner wall and the outer wall are two opposite walls;

[0027] If the bending angle of the bending portion is greater than 30°, the height of the inner wall along the second direction is greater than the height of the outer wall along the second direction.

[0028] A second aspect of the present invention discloses a vehicle, comprising an engine and the air intake assembly disclosed in the first aspect of the present invention.

[0029] As can be seen from the above content, the present invention discloses an air intake assembly and a vehicle. One end of the air intake pipe is connected to the first end of the air intake manifold, the air intake manifold is provided with a first air outlet and a second air outlet, the first air outlet is connected to the upper end of the first pressure stabilizing chamber, the second air outlet is connected to the upper end of the second pressure stabilizing chamber, the lower end of the first pressure stabilizing chamber is provided with a first guide port, a second guide port, a third guide port and a fourth guide port along a first direction, the second guide port is located directly below the second air outlet, the first guide port, the second guide port, the third guide port and the fourth guide port are all connected to the first side cylinder head through the air intake pipe, the lower end of the second pressure stabilizing chamber is connected to the first side cylinder head through the air intake pipe, and the air intake manifold is also provided with a deceleration structure symmetrical to the second air outlet for slowing down the air flow velocity. Through the above-disclosed intake assembly, the gas entering the intake manifold can be effectively distributed to the first outlet end and the second outlet end through the deceleration structure. Therefore, the intake efficiency of the cylinders on both sides of the V-type engine can be effectively guaranteed and the overall performance of the V-type engine can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0031] Figure 1 A schematic structural diagram of an air intake assembly provided by an embodiment of the present invention;

[0032] Figure 2 A schematic diagram of the internal structure of the second pressure stabilizing chamber provided in an embodiment of the present invention;

[0033] Figure 3 A partial schematic diagram of an air intake assembly provided in an embodiment of the present invention;

[0034] Figure 4 A schematic diagram of a cross section of a curved portion of an intake pipe provided by an embodiment of the present invention;

[0035] Figure 5 A cross-sectional view of a bend in an air intake pipe provided by an embodiment of the present invention;

[0036] Figure 6 A schematic structural diagram of another deceleration structure provided by an embodiment of the present invention;

[0037] Figure 7 A cross-sectional view of another deceleration structure and a second pressure stabilizing chamber provided in an embodiment of the present invention;

[0038] Figure 8A diagram showing various parameters inside the air intake assembly provided by an embodiment of the present invention;

[0039] Fig. 9 A diagram of various parameters inside another air intake assembly provided by an embodiment of the present invention;

[0040] Fig.10 A diagram of various parameters inside another air intake assembly provided by an embodiment of the present invention;

[0041] Fig.11 A simulation diagram of the internal airflow of the intake manifold provided by an embodiment of the present invention;

[0042] Fig.12 A simulation diagram of the air flow in the cross section of the air outlet end of the air intake pipe provided in an embodiment of the present invention.

[0043] Intake pipe 1, inner wall 11, outer wall 12, intake manifold 2, first outlet end 21, second outlet end 22, deceleration structure 23, first protrusion 231, second protrusion 232, protrusion 24, first pressure stabilizing chamber 3, second pressure stabilizing chamber 4, first guide port 41, second guide port 42, third guide port 43, fourth guide port 44. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0045] In this application, the terms "comprises", "comprising" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0046] An embodiment of the present invention provides an air intake assembly, see Figures 1 to 12 , Figure 1 is a structural schematic diagram of an air intake assembly, wherein the air intake assembly is suitable for a V-type engine, wherein the V-type engine has a first side cylinder head and a second side cylinder head;

[0047] The air intake assembly comprises: an air intake pipe 1, an air intake manifold 2, a first pressure stabilizing chamber 3 and a second pressure stabilizing chamber 4;

[0048] One end of the intake pipe 1 is connected to the first end of the intake manifold 2;

[0049] The intake manifold 2 is provided with a first outlet end 21 and a second outlet end 22, the first outlet end 21 is communicated with the upper end of the first pressure stabilizing chamber 3, and the second outlet end 22 is communicated with the upper end of the second pressure stabilizing chamber 4, wherein the first outlet end 21 is located at the second end of the intake manifold 2, and the second outlet end 22 is located between the first end of the intake manifold 2 and the first outlet end 21;

[0050] The lower end of the second pressure stabilizing chamber 4 is provided with a first guide port 41, a second guide port 42, a third guide port 43 and a fourth guide port 44 along the first direction, the second guide port 42 is located directly below the second gas outlet end 22, the first guide port 41, the second guide port 42, the third guide port 43 and the fourth guide port 44 are all connected to the second side cylinder head through the intake pipe, wherein the first direction is perpendicular to the central axis of the intake manifold 2;

[0051] The lower end of the first pressure stabilizing chamber 3 is connected to the first side cylinder head through the intake pipe;

[0052] The intake manifold 2 is also provided with a deceleration structure 23 symmetrical to the second air outlet end 22 for reducing the velocity of the air flow.

[0053] It should be noted that, by providing a deceleration structure 23 symmetrical to the second gas outlet 22 for slowing down the flow velocity of the airflow in the intake manifold 2, the flow velocity of the gas is slowed down when the gas flows through the deceleration structure 23, thereby reducing the tendency of the mainstream gas to move forward and increasing the tendency of the gas to move into the second gas outlet 22. Therefore, by providing the deceleration structure 23, the difference in the flow rate of the airflow entering the first gas outlet 21 and the second gas outlet 22 can be effectively reduced, thereby making the gas entering the two sides of the V-type engine through the first pressure stabilizing chamber 3 and the second pressure stabilizing chamber 4 substantially the same (refer to Fig.11 Simulation diagram of the airflow inside the intake manifold), therefore, the overall performance of the engine can be effectively improved.

[0054] In the embodiment of the present invention, one end of the intake pipe 1 is connected with the first end of the intake manifold 2, and the intake manifold 2 is provided with a first air outlet 21 and a second air outlet 22. The first air outlet 21 is connected with the upper end of the first pressure-stabilizing chamber 3, and the second air outlet 22 is connected with the upper end of the second pressure-stabilizing chamber 4. The lower end of the second pressure-stabilizing chamber 3 is provided with a first guide port 41, a second guide port 42, a third guide port 43 and a fourth guide port 44 along a first direction, and the second guide port 42 is located directly below the second air outlet 22. The first guide port 41, the second guide port 42, the third guide port 43 and the fourth guide port 44 are all connected with the second side cylinder head through the intake pipe, and the lower end of the first pressure-stabilizing chamber 3 is connected with the first side cylinder head through the intake pipe. The intake manifold 2 is also provided with a deceleration structure 23 symmetrical to the second air outlet 22 for slowing down the air flow velocity. Through the above-disclosed intake assembly, the gas entering the intake manifold 2 can be effectively distributed to the first outlet port 21 and the second outlet port 22 through the deceleration structure 23. Therefore, the intake efficiency of the cylinders on both sides of the V-type engine can be effectively guaranteed, and the overall performance of the V-type engine can be improved.

[0055] Specifically, the intake manifold 2 has a first side wall and a second side wall;

[0056] The first side wall is symmetrical to the second side wall;

[0057] The first gas outlet end 21 and the second gas outlet end 22 are disposed on the first side wall;

[0058] The deceleration structure 23 is disposed on the second side wall.

[0059] It should be noted that a first side wall and a second side wall are arranged on the intake manifold 2, and the first side wall is made symmetrical with the second side wall, and the first gas outlet end 21 and the second gas outlet end 22 are arranged on the first side wall, and the deceleration structure 23 is arranged on the second side wall, which can further ensure that the gas flow rates entering the first gas outlet end 21 and the second gas outlet end 22 are basically the same.

[0060] Preferably, the intake manifold 2 is a quadrangular prism structure.

[0061] It should be noted that the intake manifold 2 may be a quadrangular prism structure, a hexagonal prism structure, or other types of prism or circular structures. Those skilled in the art may select according to their needs. However, in the present application, it is preferred that the intake manifold 2 has a quadrangular prism structure.

[0062] Specifically, the second side wall of the intake manifold 2 is provided with a protruding block protruding outward to form a deceleration structure 23 .

[0063] It should be noted that a deceleration structure 23 is formed by providing an outwardly protruding block on the second side wall of the intake manifold 2. Since the second side wall protrudes outward to form the protruding block, the cross-sectional area at the second outlet end 22 of the intake manifold 2 is increased, and then when the gas entering the intake manifold 2 flows through the second outlet end 22, the gas flow rate can be effectively slowed down, so that the gas that finally enters the second outlet end 22 increases, and the difference between the amount of gas entering the second outlet end 22 and the amount of gas entering the first outlet end 21 is effectively reduced, so that the amount of gas entering the cylinders on both sides of the V-type engine is basically the same.

[0064] Furthermore, the cross section of the deceleration structure 23 is a triangular structure.

[0065] It should be noted that the cross-section of the deceleration structure 23 may be a triangular structure or other types of structures, and those skilled in the art may make a selection according to needs.

[0066] Specifically, the cross section of the deceleration structure 23 gradually increases along the first direction.

[0067] It should be noted that, since the second guide port 42 of the present application is located directly below the second gas outlet end 22, the gas entering the second pressure-stabilizing chamber 4 through the second gas outlet end 22 will transport most of the gas to the second guide port 42, so that the amount of gas allocated to the first guide port 41, the second guide port 42, the third guide port 43 and the fourth guide port 44 are different, and the cross-section of the deceleration structure 23 is set to a triangular structure, and the cross-section of the deceleration structure 23 is gradually increased along the first direction, so that when the gas flows through the second gas outlet end 22, the gas flow rate gradually decreases along the first direction, and then the gas flowing into the second pressure-stabilizing chamber 4 gradually increases along the first direction, and finally the gas flow rates entering the first guide port 41, the second guide port 42, the third guide port 43 and the fourth guide port 44 through the second pressure-stabilizing chamber 4 tend to be the same, thereby ensuring that the intake volumes of different cylinders on the same side of the V-type engine tend to be the same, further effectively improving the overall performance of the V-type engine.

[0068] Preferably, reference Figure 6 and Figure 8 , the deceleration structure 23 comprises: a first protrusion 231 and a second protrusion 232;

[0069] The first protrusion 231 and the second protrusion 232 are arranged along the first direction, wherein the height of the first protrusion 231 is lower than the height of the second protrusion 232 , and the length of the first protrusion 231 is smaller than the length of the second protrusion 232 .

[0070] It should be noted that, since the second guide port 42 of the present application is located directly below the second gas outlet end 22, the gas entering the first pressure stabilizing chamber 3 through the second gas outlet end 22 will transport most of the gas to the second guide port 42, so that the first guide port 41, the second guide port 42, the third guide port 43 and the fourth guide port 44 distribute different amounts of gas, and the deceleration structure 23 is set to the first protrusion 231 and the second protrusion 232, and the first protrusion 231 and the second protrusion 232 are set along the first direction, and the height of the first protrusion 231 is The height of the first protrusion 231 is lower than that of the second protrusion 232, and the length of the first protrusion 231 is smaller than that of the second protrusion 232, so that the gas flowing into the second pressure-stabilizing chamber 4 gradually increases along the first direction, then remains unchanged, and finally gradually increases again, and finally makes the gas flow rates entering the first guide port 41, the second guide port 42, the third guide port 43 and the fourth guide port 44 through the second pressure-stabilizing chamber 4 tend to be the same, thereby ensuring that the intake volumes of different cylinders on the same side of the V-type engine tend to be the same, further effectively improving the overall performance of the V-type engine.

[0071] It should also be noted that the settings of the various parameters of the first protrusion 231 and the second protrusion 232 are based on the outer direction of the air intake pipe 1 being the direction of the fourth guide port 44, and the inner direction being the direction of the first guide port 41. The shape of the deceleration structure 23 is a wave shape, with a crest A on the outside and a trough in the middle, corresponding to the second guide port 42, and a crest B on the inside. The crest belongs to the diffusion area, which can increase the corresponding pressure here. Therefore, the outer height of the deceleration structure 23 is higher, and the diffusion effect is higher, so that more gas flow enters the first guide port 41 and the fourth guide port 44. The corresponding trough will reduce the gas flow entering the second guide port 42.

[0072] The relationship between the various parameters is: , where H is the height difference between the crest A and the trough, h is the height difference between the crest A and the crest B, LA1 is the straight-line distance between the center of the second pressure-stabilizing chamber 4 and the center of the first cylinder, LA2 is the straight-line distance between the center of the second pressure-stabilizing chamber 4 and the center of the second cylinder, and LA4 is the straight-line distance between the center of the fourth pressure-stabilizing chamber and the center of the fourth cylinder.

[0073] After CFD calculation of the model, adjust the size of the crest and trough until the requirements are met. When the flow rate of the first guide port 41 and the fourth guide port 44 is insufficient, the height of the crest can be increased. Otherwise, it is reduced. When the flow rate of the second guide port 42 is too large, increase the depth of the trough. Otherwise, it is reduced to make the intake flow rate of the four cylinders connected to the second pressure stabilizing chamber 4 uniform.

[0074] It is worth noting that the present application can also achieve the purpose of having the same gas flow rate entering the first guide port 41, the second guide port 42, the third guide port 43 and the fourth guide port 44 by changing the diameters of the first guide port 41, the second guide port 42, the third guide port 43 and the fourth guide port 44.

[0075] The specific settings are described below with examples.

[0076] refer to Fig. 9 and Fig.10 , the gas flow rate of each cylinder connected to the second pressure stabilizing chamber 4 is mAi, where i is the number of cylinders, mA1 is the intake volume of cylinder A1, then the diameter of the guide section of A2 is correspondingly reduced to D2, and its guide section chamfer is R2, and the guide section diameters and chamfers of other cylinders remain at D1 and R1, where, , .

[0077] By adjusting the guide diameter of the large-flow cylinder, the gas flow of the cylinder can be significantly reduced, thereby achieving the effect of balancing the air intake volume of each cylinder in the pressure-stabilizing chamber on each side.

[0078] Preferably, the lower end of the first pressure stabilizing chamber 3 is provided with a fifth guide port, a sixth guide port, a seventh guide port and an eighth guide port along the first direction, the first air outlet end 21 is located between the sixth guide port and the seventh guide port, and the fifth guide port, the sixth guide port, the seventh guide port and the eighth guide port are all connected to the first side cylinder head through the intake pipe.

[0079] It should be noted that the setting method of the fifth guide port, the sixth guide port, the seventh guide port and the eighth guide port of the first pressure-stabilizing chamber 3 of the present application can refer to the setting method of the first guide port 41, the second guide port 42, the third guide port 43 and the fourth guide port 44 of the second pressure-stabilizing chamber 4, and technical personnel in this field can make a selection according to needs.

[0080] Specifically, the first side wall is provided with a protrusion 24;

[0081] The protrusion 24 is located at the second gas outlet end 22 and close to one side of the first gas outlet end 21 .

[0082] It should be noted that by arranging a protrusion 24 on the first side wall, and arranging the protrusion 24 at the second air outlet end 22 and on a side close to the first air outlet end 21, the gas flow rate entering the second air outlet end 22 can be further improved, and the difference in air flow rate entering the first air outlet end 21 and the second air outlet end 22 can be further effectively reduced, so that the gas entering both sides of the V-type engine through the first pressure-stabilizing chamber 3 and the second pressure-stabilizing chamber 4 is basically the same, thereby effectively improving the overall performance of the engine.

[0083] Specifically, a bend is provided at one end of the intake pipe 1 close to the intake manifold 2 .

[0084] It should be noted that the air intake pipe 1 can be a curved pipe or a straight pipe, and those skilled in the art can choose according to needs.

[0085] Further, refer to Figure 4 and Figure 5 The bending part has an inner wall 11 and an outer wall 12, and the inner wall 11 and the outer wall 12 are opposite side walls;

[0086] If the bending angle α of the bending portion is greater than 30°, the height L2 of the inner wall 11 along the second direction is greater than the height L1 of the outer wall 12 along the second direction.

[0087] It should be noted that when the intake pipe 1 is provided with a bend, the bend of the intake pipe 1 at this time has an inner wall 11 and an outer wall 12, and the inner wall 11 and the outer wall 12 are opposite side walls. At this time, the gas will be separated after flowing through the bend and entering the intake manifold 2, so that the gas entering the intake manifold 2 cannot be evenly distributed at the intake port of the intake manifold 2. When the bending angle α of the bend is greater than 30°, the height L2 of the inner wall 11 along the second direction is greater than the height L1 of the outer wall 12 along the second direction; if the bending angle α of the bend is less than 30°, the height L2 of the inner wall 11 along the second direction is the same as the height L1 of the outer wall 12 along the second direction.

[0088] It should also be noted that when the bending angle α at the bend is greater than or equal to 30° and less than 40°, and the straight pipe length at the interface between the intake pipe 1 and the intake manifold 2 is greater than kmD, the height L2 of the inner wall 11 along the second direction is the same as the height L1 of the outer wall 12 along the second direction, because at this time the straight pipe section at the end of the intake pipe 1 can rectify the airflow transported at the bend, so that the airflow entering the inlet of the intake manifold 2 can be distributed, where m is a coefficient, and its value is related to the engine displacement. When the displacement of the V-type engine is less than 5L, m takes a value of 0.2-0.35; when the displacement of the V-type engine is greater than 5L and less than 10L, m takes a value of 0.15-0.25; when the displacement of the V-type engine is greater than 10L, M takes a value of 0.1-0.2; k is the number of bends in the intake structure, when the number of bends in the intake pipe 1 is two, k takes a value of 2, when the intake pipe 1 has no bends, or the angle α of the bend is much greater than 160°, it can take a value of 0.

[0089] When the bending angle α at the bend is greater than or equal to 30° and less than 40°, and the straight pipe length at the interface between the intake pipe 1 and the intake manifold 2 is less than kmD, the height L2 of the inner wall 11 along the second direction and the height L2 of the outer wall 12 along the second direction are related to each other as L2=nL1, wherein the initial value of n is 1.1-1.2 times, and CFD simulation (Computational Fluid Dynamics) calculation is performed through the model to evaluate whether the pressure unevenness of the inlet plane of the intake manifold 2 meets the requirements. When the unevenness is greater than the threshold, the value of n is increased.

[0090] When the bending angle α at the bend is greater than 40° and the straight pipe length at the interface between the intake pipe 1 and the intake manifold 2 is greater than or equal to kmD, the height L2 of the inner wall 11 along the second direction and the height L2 of the outer wall 12 along the second direction are related to each other as L2=aL1, wherein the initial value of a is 1.1-1.2 times, and CFD simulation calculation is performed through the model to evaluate whether the pressure unevenness at the inlet plane of the intake manifold 2 meets the requirements. When the unevenness is greater than the threshold, the value of a is increased.

[0091] When the bending angle α at the bend is greater than 40° and the straight pipe length at the interface between the intake pipe 1 and the intake manifold 2 is less than kmD, the height L2 of the inner wall 11 along the second direction and the height L2 of the outer wall 12 along the second direction are set to L2=bL1, wherein the initial value of b is 1.3-1.5 times, and CFD simulation calculation is performed through the model to evaluate whether the pressure unevenness at the inlet plane of the intake manifold 2 meets the requirements. When the unevenness is greater than the threshold, the value of b is increased.

[0092] Based on the air intake assembly provided in the above embodiment, an embodiment of the present invention further provides a vehicle, the vehicle comprising an engine and an air intake assembly;

[0093] The air intake assembly comprises: an air intake pipe 1, an air intake manifold 2, a first pressure stabilizing chamber 3 and a second pressure stabilizing chamber 4;

[0094] One end of the intake pipe 1 is connected to the first end of the intake manifold 2;

[0095] The intake manifold 2 is provided with a first outlet end 21 and a second outlet end 22, the first outlet end 21 is communicated with the upper end of the first pressure stabilizing chamber 3, and the second outlet end 22 is communicated with the upper end of the second pressure stabilizing chamber 4, wherein the first outlet end 21 is located at the second end of the intake manifold 2, and the second outlet end 22 is located between the first end of the intake manifold 2 and the first outlet end 21;

[0096] The lower end of the second pressure stabilizing chamber 4 is provided with a first guide port 41, a second guide port 42, a third guide port 43 and a fourth guide port 44 along the first direction, the second guide port 42 is located directly below the second gas outlet end 22, the first guide port 41, the second guide port 42, the third guide port 43 and the fourth guide port 44 are all connected to the second side cylinder head through the intake pipe, wherein the first direction is perpendicular to the central axis of the intake manifold 2;

[0097] The lower end of the first pressure stabilizing chamber 3 is connected to the first side cylinder head through the intake pipe;

[0098] The intake manifold 2 is also provided with a deceleration structure 23 symmetrical to the second air outlet end 22 for reducing the velocity of the air flow.

[0099] It should be noted that by setting a deceleration structure 23 symmetrical to the second air outlet end 22 in the intake manifold 2 for slowing down the air flow velocity, the gas flow velocity is slowed down when the other gas flows through the deceleration structure 23, thereby reducing the tendency of the mainstream gas to move forward and increasing the movement tendency into the second air outlet end 22. Therefore, by setting the deceleration structure 23, the difference in air flow rate entering the first air outlet end 21 and the second air outlet end 22 can be effectively reduced, so that the gas entering the two sides of the V-type engine through the first pressure stabilizing chamber 3 and the second pressure stabilizing chamber 4 is basically the same, thereby effectively improving the overall performance of the engine.

[0100] In the embodiment of the present invention, one end of the intake pipe 1 is connected with the first end of the intake manifold 2, and the intake manifold 2 is provided with a first air outlet 21 and a second air outlet 22. The first air outlet 21 is connected with the upper end of the first pressure-stabilizing chamber 3, and the second air outlet 22 is connected with the upper end of the second pressure-stabilizing chamber 4. The lower end of the second pressure-stabilizing chamber 3 is provided with a first guide port 41, a second guide port 42, a third guide port 43 and a fourth guide port 44 along a first direction, and the second guide port 42 is located directly below the second air outlet 22. The first guide port 41, the second guide port 42, the third guide port 43 and the fourth guide port 44 are all connected with the second side cylinder head through the intake pipe, and the lower end of the first pressure-stabilizing chamber 3 is connected with the first side cylinder head through the intake pipe. The intake manifold 2 is also provided with a deceleration structure 23 symmetrical to the second air outlet 22 for slowing down the air flow velocity. Through the above-disclosed intake assembly, the gas entering the intake manifold 2 can be effectively distributed to the first outlet port 21 and the second outlet port 22 through the deceleration structure 23. Therefore, the intake efficiency of the cylinders on both sides of the V-type engine can be effectively guaranteed, and the overall performance of the V-type engine can be improved.

[0101] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system or system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment. The system and system embodiments described above are merely schematic, in which the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0102] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0103] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An air intake assembly, suitable for a V-type engine, wherein the V-type engine has a first side cylinder head and a second side cylinder head; characterized in that: The air intake assembly comprises: an air intake pipe, an air intake manifold, a first pressure stabilizing chamber and a second pressure stabilizing chamber; One end of the air intake pipe is in communication with the first end of the air intake manifold; The intake manifold is provided with a first outlet end and a second outlet end, the first outlet end is communicated with the upper end of the first pressure stabilizing chamber, and the second outlet end is communicated with the upper end of the second pressure stabilizing chamber, wherein the first outlet end is located at the second end of the intake manifold, and the second outlet end is located between the first end of the intake manifold and the first outlet end; The lower end of the second pressure stabilizing chamber is provided with a first guide port, a second guide port, a third guide port and a fourth guide port along a first direction, the second guide port is located directly below the second gas outlet end, the first guide port, the second guide port, the third guide port and the fourth guide port are all connected to the second side cylinder head through an intake pipe, wherein the first direction is perpendicular to the central axis of the intake manifold; The lower end of the first pressure stabilizing chamber is connected to the first side cylinder head through an intake pipe; The intake manifold is also provided with a deceleration structure symmetrically arranged with the second air outlet end for reducing the flow velocity of the airflow.

2. The air intake assembly according to claim 1, characterized in that: The intake manifold has a first side wall and a second side wall; The first side wall is symmetrical to the second side wall; The first air outlet end and the second air outlet end are arranged on the first side wall; The deceleration structure is disposed on the second side wall.

3. The air intake assembly according to claim 2, characterized in that: The second side wall of the intake manifold is provided with a protruding block protruding outward to form the deceleration structure.

4. The air intake assembly according to claim 3, characterized in that: The cross section of the deceleration structure is a triangular structure.

5. The air intake assembly according to claim 4, characterized in that: The cross section of the deceleration structure gradually increases along the first direction.

6. The air intake assembly according to claim 3, characterized in that: The deceleration structure comprises: a first protrusion and a second protrusion; The first protrusion and the second protrusion are arranged along the first direction, wherein the height of the first protrusion is lower than the height of the second protrusion, and the length of the first protrusion is smaller than the length of the second protrusion.

7. The air intake assembly according to claim 2, characterized in that: The first side wall is provided with a protrusion; The protruding piece is located at the second air outlet end and close to one side of the first air outlet end.

8. The air intake assembly according to claim 2, characterized in that: A bending portion is provided at one end of the air intake pipe close to the air intake manifold.

9. The air intake assembly according to claim 8, characterized in that: The bending part has an inner wall and an outer wall, and the inner wall and the outer wall are two opposite walls; If the bending angle of the bending portion is greater than 30°, the height of the inner wall along the second direction is greater than the height of the outer wall along the second direction.

10. A vehicle, characterized in that: The invention comprises an engine and an air intake assembly according to any one of claims 1 to 9.

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