Multi-point port injection gas engines and vehicles

Abstract

This invention relates to a multi-point intake manifold gas engine and a vehicle. The engine includes an intake manifold and an automatic flow control device. The automatic flow control device includes a passive guide vane, a first active guide vane, a second active guide vane, a first air inlet valve, a second air inlet valve, and an air duct. The passive guide vane is disposed inside the intake manifold. The first active guide vane is inserted into a first annular groove at a first end of the intake manifold, and the second active guide vane is inserted into a second annular groove at a second end of the intake manifold. The first end of the passive guide vane is connected to the first active guide vane, and the second end of the passive guide vane is connected to the second active guide vane, so that they rotate together. The aforementioned multi-point intake manifold gas engine can guide and organize the intake airflow according to different driving conditions, which can significantly improve the fuel economy and power performance of the gas engine, as well as improve emissions performance, operating stability, and comfort.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering technology, and in particular to multi-point injection gas engines and vehicles. Background Technology

[0002] With increasingly stringent environmental regulations and continuous adjustments to the energy structure, commercial vehicles equipped with natural gas have seen rapid development in recent years as a clean and efficient alternative energy vehicle. However, existing commercial vehicles equipped with natural gas generally use single-point injection technology, which, while lower in cost, suffers from problems such as poor engine acceleration response and inefficient gas intake. Summary of the Invention

[0003] Therefore, it is necessary to provide a multi-point injection gas engine and vehicle to address the problems of poor acceleration response and uneven gas intake in each cylinder of single-point injection engines.

[0004] In a first aspect, a multi-point air intake injection gas engine is provided, the engine comprising: an intake manifold and an automatic flow adjustment device; the automatic flow adjustment device comprising a passive flow guide vane, a first active flow guide vane, a second active flow guide vane, a first air inlet valve, a second air inlet valve, and an air duct;

[0005] A passive guide vane is disposed inside the intake manifold. A first active guide vane is inserted into the first annular groove at the first end of the intake manifold, and a second active guide vane is inserted into the second annular groove at the second end of the intake manifold. The first end of the passive guide vane is connected to the first active guide vane, and the second end of the passive guide vane is connected to the second active guide vane, so as to achieve joint rotation.

[0006] The first air inlet valve is located at the lower end of the first annular groove, and the air conduit is connected to the upper end of the first annular groove;

[0007] The second air inlet valve is located at the lower end of the second annular groove, and the air duct is connected to the upper end of the second annular groove.

[0008] In one embodiment, the engine further includes: a gas nozzle, a gas injection pipe, and a gas rail;

[0009] The gas nozzle, gas injector, and gas rail are all fixed to the intake manifold, and the gas injector is connected to the air duct.

[0010] In one embodiment, the engine further includes a cylinder head on which a first air intake is provided;

[0011] The intake manifold has a J-shaped cross-section and is equipped with at least one transverse cavity and at least six independent intake branches;

[0012] The transverse cavity is provided with a second air inlet, and the transverse cavity is connected to at least six independent air inlet branches through the second air inlet;

[0013] At least six independent intake manifolds are connected to the first intake port to enable independent intake for each cylinder of the engine.

[0014] In one embodiment, each intake branch of the intake manifold is provided with a semi-annular groove at both ends. The semi-annular groove is provided with a first through hole and a second through hole in the circumferential direction. The first through hole is connected to the outside air, and an air inlet valve is provided at the first through hole. The air inlet valve is provided with a dustproof port.

[0015] In one embodiment, the active guide vane is provided with fins, which are disposed in a semi-annular groove. The semi-annular groove includes a lower limit groove and an upper limit groove, which are used to control the rotation amplitude of the passive guide vane.

[0016] In one embodiment, the maximum outer diameter of the fin is smaller than the minimum inner diameter of the semi-annular groove to ensure that external air can reach the air duct.

[0017] In one embodiment, the gas nozzle is equipped with a spring and a rubber plug to meet the air intake requirements.

[0018] In one embodiment, the passive guide vane and the active guide vane are connected by a pin structure to achieve joint rotation.

[0019] In one embodiment, the automatic adjustment guide device is also used to adjust the intake airflow according to different driving conditions, so as to increase the tumble ratio of the intake air under low engine load and ensure sufficient intake volume under high engine load.

[0020] In a second aspect, a vehicle is provided, the vehicle comprising a multi-point port injection gas engine as described in any of the embodiments of the first aspect above.

[0021] The aforementioned multi-point intake manifold gas engine achieves multi-point gas injection by arranging the gas injector inside the cylinder head intake manifold. Combined with an automatic flow control device, it can guide and organize the intake airflow according to different driving conditions, effectively improving fuel economy and engine power. It effectively solves the problems of poor responsiveness, poor uniformity of gas intake volume in each cylinder, and inability to optimize intake organization that exist in existing technologies. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of a multi-point air intake injection gas engine according to one embodiment;

[0023] Figure 2 A schematic diagram of a multi-point air intake injection gas engine according to another embodiment;

[0024] Figure 3 This is a partial structural schematic diagram of a multi-point air-port injection gas engine according to one embodiment;

[0025] Figure 4 This is a schematic diagram of the airflow guiding principle of a multi-point air-injection gas engine according to one embodiment.

[0026] Figure label:

[0027] 10. Intake manifold; 110. Semi-annular groove; 111. Lower limit groove; 112. Upper limit groove; 210. Passive guide vane; 220. First active guide vane; 221. Fin; 230. Second active guide vane; 240. First air inlet valve; 241. Dust filter; 250. Second air inlet valve; 260. Air duct; 30. Gas nozzle; 310. Rubber plug; 320. Spring; 40. Gas nozzle; 50. Gas rail; Detailed Implementation

[0028] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0029] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0030] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0031] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0032] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0033] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0034] With increasingly stringent environmental regulations and continuous adjustments to the energy structure, commercial vehicles equipped with natural gas have experienced rapid development in recent years as a clean and efficient alternative energy vehicle. However, existing commercial vehicles equipped with natural gas generally employ single-point injection technology, which involves mixing fuel gas and air outside the cylinder before delivering the mixture to each cylinder for combustion via the intake manifold. While this traditional technology offers advantages such as low cost, high reliability, and excellent mixing uniformity, it also has the following drawbacks:

[0035] 1. Poor responsiveness: Because the gas injection point is far from the combustion chamber, there is a delay in gas supply, which makes it difficult to meet the rapid response requirements of gas supply when the vehicle is accelerating, affecting the vehicle's driving performance and power output.

[0036] 2. Poor uniformity of gas intake in each cylinder: The air-fuel mixture is delivered to each cylinder through the intake manifold. Due to factors such as pipe length and airflow resistance, the gas intake in each cylinder is easily unevenly distributed, resulting in unstable engine operation and affecting fuel economy and emissions performance.

[0037] 3. Inability to optimize intake organization according to different operating conditions: Existing single-point injection technology cannot effectively organize the intake airflow according to different driving conditions, making it difficult to simultaneously meet the needs of improving combustion efficiency and reducing emissions at low loads, and ensuring sufficient intake volume at high loads.

[0038] To overcome the aforementioned technical deficiencies and improve the power, economy, and emission performance of commercial vehicles equipped with natural gas, a novel gas injection technology solution is urgently needed. This invention aims to achieve multi-point gas injection by arranging the gas injection pipe inside the cylinder head intake manifold, and by combining it with an automatic flow-guiding device, effectively solving problems such as poor responsiveness, poor uniformity of gas intake volume in each cylinder, and inability to optimize intake organization inherent in existing technologies.

[0039] In one exemplary embodiment, such as Figure 1 As shown, a multi-point intake manifold gas engine is provided, including an intake manifold 10 and an automatic flow control device.

[0040] The automatic flow control device includes a passive flow guide vane 210, a first active flow guide vane 220, a second active flow guide vane 230, a first air inlet valve 240, a second air inlet valve 250, and an air duct 260.

[0041] A passive guide vane 210 is disposed inside the intake manifold 10. A first active guide vane 220 is inserted into the first annular groove at the first end of the intake manifold 10, and a second active guide vane 230 is inserted into the second annular groove at the second end of the intake manifold 10. The first end of the passive guide vane 210 is connected to the first active guide vane 220, and the second end of the passive guide vane 210 is connected to the second active guide vane 230, so as to achieve common rotation.

[0042] The first air inlet valve 240 is located at the lower end of the first annular groove, and the air conduit 260 is connected to the upper end of the first annular groove.

[0043] The second air inlet valve 250 is located at the lower end of the second annular groove, and the air conduit 260 is connected to the upper end of the second annular groove.

[0044] Optionally, the passive guide vane 210 is disposed in a machined semi-groove inside the intake manifold 10, with a smooth surface to reduce airflow resistance. The first active guide vane 220 is inserted into the first annular groove at the first end of the intake manifold 10, and the second active guide vane 230 is inserted into the second annular groove at the second end of the intake manifold 10. The first end of the passive guide vane 210 is connected to the first active guide vane 220 via a hinge, and the second end of the passive guide vane 210 is connected to the second active guide vane 230 to achieve joint rotation.

[0045] A first air inlet valve 240 is located in the lower half of the first annular groove and is used to control the airflow within the first annular groove. An air conduit 260 is connected to the upper half of the first annular groove and is used to introduce air into the first annular groove. A second air inlet valve 250 is located in the lower half of the second annular groove and is used to control the airflow within the second annular groove. An air conduit 260 is connected to the upper half of the second annular groove and is used to introduce air into the second annular groove.

[0046] For example, the first air inlet valve 240 is disposed in the lower half of the first annular groove, and a dust filter 241 is provided at one end of the first air inlet valve 240 to prevent dust and impurities in the air from entering the gas pipeline. The upper half of the first annular groove is connected to the air duct 260.

[0047] The aforementioned multi-point air injection gas engine, by setting up an automatic flow-guiding device, can guide and organize the intake airflow according to different driving conditions. Under low load, it can increase the tumble ratio of the intake air, and under high load, it can ensure sufficient intake volume. This not only significantly improves the fuel economy and power performance of the gas engine, but also improves emission performance, operating stability and comfort. At the same time, it has the advantages of simple structure, high reliability and strong adaptability.

[0048] In one exemplary embodiment, please refer to Figure 1 and Figure 2 The engine also includes: a gas nozzle 30, a gas nozzle 40, and a gas rail 50.

[0049] The gas nozzle 40, gas injector 30 and gas rail 50 are all fixed on the intake manifold 10, and the gas injector 30 is connected to the air duct 260.

[0050] For example, one end of the air duct 260 is connected to the gas nozzle 30. The gas nozzle 40 is arranged horizontally and is bolted to the intake manifold 1 along with the gas nozzle 30 and the gas rail 50.

[0051] Gas enters the gas nozzle 30 through the gas rail 50. Under the pressure of the gas, the rubber plug 310 moves to the left, compressing the spring 320, forming a narrow channel at the inlet. Gas passes through this narrow channel and enters the gas injector 40, subsequently following the air in the intake manifold 10 into the combustion chamber. A small through-hole is located above the narrow channel of the gas nozzle 30. This small through-hole connects to the air duct 260, the semi-annular groove 110 of the intake manifold 10, and the air inlet valve, ultimately opening to the atmosphere. Therefore, the pressure at the small through-hole is equal to atmospheric pressure. When gas passes through the narrow channel, according to Bernoulli's principle, the flow area decreases sharply, increasing the gas velocity and causing the pressure at the narrow channel to decrease. At this time, under the influence of atmospheric pressure, air is forced into the gas nozzle 30 through the path shown by the blue arrow, forming an air passage.

[0052] In the above embodiments, by machining small through-holes on the gas nozzle 30 to form an air introduction passage, the structure is simple, the manufacturing cost is low, and it is easy to implement; the introduction of air is completely automatically realized based on Bernoulli's principle and air pressure difference, without additional control devices or sensors, with high reliability and convenient maintenance; it is applicable to various types of gas engines, can automatically adjust the air introduction amount according to different operating conditions, optimizes the mixing effect of gas and air, and also improves the combustion efficiency, stability and engine performance.

[0053] In an exemplary embodiment, please refer to Figure 2 , a spring 320 and a rubber plug 310 are provided inside the gas nozzle 30 to meet the air intake demand.

[0054] Exemplarily, the spring 320 is located inside the gas nozzle 30, one end of which is fixed on the inner wall of the gas nozzle 30, and the other end is connected to the rubber plug 310. The elastic force of the spring 320 is designed according to the air intake demand of the engine and can provide appropriate resilience under different air pressure conditions. The rubber plug 310 is located at the entrance of the gas nozzle 30, and its shape is conical or trapezoidal, which can form a seal with the entrance of the gas nozzle 30. The material of the rubber plug 310 has good elasticity and high temperature resistance, and can adapt to the high temperature and high pressure environment during the operation of the engine. After the gas enters the gas nozzle 30 through the gas rail, under the action of the gas pressure, it pushes the rubber plug 310 to compress the spring 320, forming a narrow channel at the entrance of the gas nozzle 30. The gas enters the gas nozzle through this narrow channel and then mixes with air and enters the combustion chamber.

[0055] In an exemplary embodiment, the engine further includes a cylinder head, and a first air intake port is provided on the cylinder head.

[0056] The cross-section of the intake manifold 10 is J-shaped, and has at least one transverse cavity and at least six independent intake branch pipes.

[0057] The transverse cavity is provided with a second air intake port, and the transverse cavity is respectively connected to at least six independent intake branch pipes through the second air intake port.

[0058] All at least six independent intake branch pipes are connected to the first air intake port to achieve independent air intake for each cylinder of the engine.

[0059] Exemplarily, the intake manifold 10 is designed in a "J" structure. In the "J" structure, the "-" refers to 1 transverse cavity, which has a certain pressure stabilizing effect. The "丿" refers to 6 independent intake branch pipes, which are responsible for connecting to the air intake port of the cylinder head to achieve independent air intake for each cylinder. Among them, the intake branch pipes 10 conform to the air flow direction as much as possible, avoid sudden changes in cross-section or pit areas, prevent air flow from becoming turbulent, and ensure the smoothness and stability of air intake.

[0060] When the engine is running, air or air-fuel mixture enters the transverse chamber through the second intake port and is then distributed to six independent intake manifolds. Each intake manifold delivers gas to the first intake port of the corresponding cylinder, ultimately entering the combustion chamber for combustion. Because each cylinder employs an independent intake design, the problem of uneven gas distribution found in traditional intake manifolds is avoided, ensuring consistent air intake across all cylinders and improving engine stability and combustion efficiency.

[0061] This embodiment optimizes the structural design of the intake manifold 10, enabling independent air intake for each cylinder. This effectively improves the uniformity of air intake, combustion efficiency, and operational stability of the engine. It also has advantages such as compact structure, easy layout, and wide applicability, providing reliable technical support for improving engine performance.

[0062] In an exemplary embodiment, each intake branch of the intake manifold is provided with a semi-annular groove 110 at both ends. The semi-annular groove is provided with a first through hole and a second through hole in the circumferential direction. The first through hole communicates with the outside air and is provided with an air inlet valve. The air inlet valve is provided with a dustproof port.

[0063] For example, each branch of the intake manifold has a semi-annular groove at both ends. A first through-hole and a second through-hole are provided circumferentially around the semi-annular groove. The first through-hole communicates with external air, and an air inlet valve with a dustproof port is located at the first through-hole. A second air inlet is located in the middle region of the transverse cavity. The second through-hole is connected to the gas nozzle 30 via an air duct 260. When the engine is running, air enters the semi-annular groove through the first through-hole, and then, under the action of the air pressure difference, enters the gas nozzle 30 through the second through-hole and the air duct. This process is completed spontaneously based entirely on Bernoulli's principle, without the need for electronic control devices. When the gas passes through the narrow channel of the gas nozzle 30, the flow rate increases and the pressure decreases. At this time, external air is forced into the gas nozzle 30 under atmospheric pressure, forming an air passage. The introduced air and gas are initially mixed in the gas nozzle 30, and then enter the combustion chamber through the intake branch to participate in combustion.

[0064] This embodiment achieves spontaneous air introduction and guidance through the design of the semi-annular groove, air duct 260, and air inlet valve, optimizing the engine's intake efficiency and combustion performance. It also has the advantages of simple structure, low manufacturing cost, and high reliability, providing a new solution for the improvement of engine technology.

[0065] In one exemplary embodiment, please refer to Figure 3 The active guide vane is provided with fins 221, which are disposed in a semi-annular groove 110. The semi-annular groove 110 includes a lower limit groove 111 and an upper limit groove 112, which are used to control the rotation amplitude of the passive guide vane 210.

[0066] For example, consider the first active guide vane 220. A shows a partial enlarged view of the first air inlet valve 240. The fin 221 is placed within a semi-annular groove 110. The lower plane of the semi-annular groove 110 serves as the lower limit groove 111, and the upper plane of the semi-annular groove 110 serves as the upper limit groove 112. The upper and lower limit grooves restrict the movement range of the fin 221, thereby controlling the rotation range of the passive guide vane 210. The lower limit groove 111 limits the minimum rotation angle of the fin 221, and the upper limit groove 112 limits the maximum rotation angle of the fin 221. When the fin 221 slides to the lower limit groove 111, the passive guide vane 210 is at its minimum rotation angle position. At this time, the guiding effect of the intake airflow is weak, suitable for high-load conditions. When the fin 221 slides to the upper limit groove 112, the passive guide vane 210 is at its maximum rotation angle position. At this time, the guiding effect of the intake airflow is strong, suitable for low-load conditions.

[0067] This embodiment, through the design of fins 221 and semi-annular grooves 110, achieves precise control of the rotation angle of the guide vanes by means of mechanical limiting, thereby optimizing the organization of intake airflow and improving engine performance and efficiency.

[0068] In one exemplary embodiment, the maximum outer diameter of the fin 221 is smaller than the minimum inner diameter of the semi-annular groove 110 to ensure that external air can reach the air duct.

[0069] For example, the inner wall of the semi-annular groove 110 is smooth to reduce airflow resistance. The maximum outer diameter of the fin 221 is slightly smaller than the minimum inner diameter of the semi-annular groove 110, with a certain gap between them. This ensures that the fin 221 can slide freely within the semi-annular groove 110 without completely blocking the air passage, ensuring that air can reach the air duct 260 through the gap. The fin 221 bears the force of the air, driving the active guide vane to rotate, which in turn drives the passive guide vane 210 to rotate, thus playing a guiding role.

[0070] In one exemplary embodiment, the passive guide vane 210 and the active guide vane are connected by a pin structure to achieve co-rotation.

[0071] For example, the first active guide vane 220 and the second active guide vane 230 are connected to the passive guide vane 210 as a whole via square keyways, ensuring a firm and reliable connection that can withstand vibrations and impacts during engine operation and achieve coordinated rotation. The fins 221 drive the active guide vane to rotate, which in turn drives the passive guide vane 210 to rotate, precisely guiding the intake airflow, promoting the mixing of fuel gas and air, and improving combustion efficiency.

[0072] In one exemplary embodiment, please refer to Figure 4The automatic airflow adjustment device is also used to adjust the intake airflow according to different driving conditions, so as to increase the tumble ratio of the intake air under low engine load and ensure sufficient intake volume under high engine load.

[0073] For example, such as Figure 4 As shown in the diagram, the left image depicts the engine under high load. At this time, the demand for fuel gas is high, and the injection pressure is also greater. This higher fuel gas pressure acts on the rubber plug 310, causing the spring 320 to be compressed more severely. The negative pressure effect generated by the fuel injector 30 is weakened, and the force of the air cannot overcome the gravity of the active and passive guide vanes 210. Inside the intake manifold 10, the passive guide vane 210 is horizontal and does not guide airflow. Because the intake volume requirement is high under high load, the passive guide vane is horizontally attached to the intake manifold wall, not obstructing airflow and ensuring sufficient intake volume. The right image shows the engine under low load. At this time, the engine's intake volume requirement is lower. Under the force of the air, the blowing fins 221 rotate the passive guide vane 210. The passive guide vane 210 is tilted inside the intake manifold 10, guiding more airflow along the upper wall of the intake manifold 10 into the combustion chamber, which helps to increase the tumble ratio and thus improve fuel thermal efficiency.

[0074] In one exemplary embodiment, a vehicle is also provided, the vehicle including a multi-point port injection gas engine as described in any of the above embodiments.

[0075] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0076] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A multi-point air-port injection gas engine, characterized in that, include: Intake manifold and automatic airflow adjustment device; The automatic regulating flow guiding device includes a passive flow guiding plate, a first active flow guiding plate, a second active flow guiding plate, a first air inlet valve, a second air inlet valve, and an air duct; The passive guide vane is disposed inside the intake manifold. The first active guide vane is inserted into the first annular groove at the first end of the intake manifold, and the second active guide vane is inserted into the second annular groove at the second end of the intake manifold. The first end of the passive guide vane is connected to the first active guide vane, and the second end of the passive guide vane is connected to the second active guide vane, so as to achieve joint rotation. The first air inlet valve is located at the lower end of the first annular groove, and the air duct is connected to the upper end of the first annular groove; The second air inlet valve is located at the lower end of the second annular groove, and the air duct is connected to the upper end of the second annular groove.

2. The multi-point air-port injection gas engine according to claim 1, characterized in that, The engine also includes: a gas nozzle, a gas injection pipe, and a gas rail; The gas injection pipe, the gas nozzle, and the gas rail are all fixed to the intake manifold, and the gas nozzle is connected to the air duct.

3. The multi-point air-port injection gas engine according to claim 2, characterized in that, The gas nozzle is equipped with a spring and a rubber plug to meet the air intake requirements.

4. The multi-point air-port injection gas engine according to claim 1, characterized in that, The engine also includes a cylinder head, on which a first air intake is provided; The intake manifold has a J-shaped cross-section and is provided with at least one transverse cavity and at least six independent intake branches; The transverse cavity is provided with a second air inlet, and the transverse cavity is connected to the at least six independent air inlet branches through the second air inlet; The at least six independent intake manifolds are all connected to the first intake port to enable independent intake for each cylinder of the engine.

5. The multi-point air-port injection gas engine according to claim 4, characterized in that, Each intake branch of the intake manifold is provided with a semi-annular groove at both ends. The semi-annular groove is provided with a first through hole and a second through hole in the circumferential direction. The first through hole is connected to the outside air. An air inlet valve is provided at the first through hole. The air inlet valve is provided with a dustproof port.

6. The multi-point air-port injection gas engine according to claim 5, characterized in that, The active guide vane is provided with fins, which are disposed in the semi-annular groove. The semi-annular groove includes a lower limit groove and an upper limit groove, which are used to control the rotation amplitude of the passive guide vane.

7. The multi-point air-port injection gas engine according to claim 6, characterized in that, The maximum outer diameter of the fins is smaller than the minimum inner diameter of the semi-annular groove to ensure that external air can reach the air duct.

8. The multi-point air-port injection gas engine according to claim 1, characterized in that, The passive guide vane and the active guide vane are connected by a pin structure to achieve joint rotation.

9. The multi-point air-port injection gas engine according to claim 1, characterized in that, The automatic airflow adjustment device is also used to adjust the intake airflow according to different driving conditions, so as to increase the tumble ratio of the intake air under low engine load and ensure sufficient intake volume under high engine load.

10. A vehicle, characterized in that, The vehicle includes a multi-point inlet gas injection engine as described in any one of claims 1-9.

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