Exhaust manifold, exhaust system, engine assembly and vehicle

Abstract

The embodiment of the invention provides an exhaust manifold, an exhaust system, an engine assembly and a vehicle, the exhaust manifold comprises an air inlet end and an air outlet end, the air inlet end is used for being connected with an engine cylinder cover, and the air outlet end is used for exhausting waste gas generated by an engine; wherein the exhaust manifold comprises at least one first reducing part, and the first reducing part is used for adjusting the pressure loss of the exhaust manifold. According to the exhaust manifold provided by the embodiment of the invention, when the size and the shape of the exhaust manifold are limited by the arrangement space and cannot be optimal, the pressure loss of the exhaust manifold can be adjusted by arranging the first reducing part, so that the performance of a vehicle engine is improved, in addition, the exhaust noise can be reduced, and the comfort of a vehicle can be optimized.

Description

Technical Field

[0001] The present application belongs to the field of vehicle manufacturing technology, and specifically relates to an exhaust manifold, an exhaust system, an engine assembly and a vehicle. Background Art

[0002] The exhaust manifold in an engine assembly connects to the exhaust ports of the engine cylinder head to discharge exhaust gases from each cylinder in the engine. With the development of the automotive industry, vehicle functionality has been greatly improved, but at the same time, the layout space of the exhaust manifold has also been limited to a certain extent.

[0003] In related technologies, due to limited layout space, the dimensions and shapes of the exhaust manifold in all directions are difficult to design to be optimal, which affects the magnitude of its internal pressure loss, resulting in a decline in engine performance. The exhaust gas will also generate a large exhaust noise during the process of being discharged from the exhaust manifold, reducing vehicle comfort. Summary of the Invention

[0004] The present application aims to provide an exhaust manifold, an exhaust system, an engine assembly and a vehicle to solve the problem that the exhaust manifold is limited by the layout space, which affects the uniformity of engine exhaust and the comfort of the vehicle.

[0005] In order to solve the above technical problems, this application is implemented as follows:

[0006] In a first aspect, the present application discloses an exhaust manifold, which includes an intake end and an outlet end that are separated from each other, the intake end is used to connect to the engine cylinder head, and the outlet end is used to discharge the exhaust gas generated by the engine; wherein, the exhaust manifold includes at least one first reducing portion, and the first reducing portion is used to adjust the pressure loss of the exhaust manifold.

[0007] Optionally, along the exhaust direction, the first diameter-changing portion includes at least one of an expanding diameter portion and a reducing diameter portion, wherein the exhaust direction is the direction from the air inlet end to the air outlet end.

[0008] Optionally, the first diameter-changing portion includes at least one diameter-reducing portion.

[0009] Optionally, there are multiple first diameter-changing portions, wherein along the exhaust direction, the first first diameter-changing portion is an expanding diameter portion.

[0010] Optionally, there are multiple first diameter-changing portions, and in the multiple first diameter-changing portions, the diameter-expanding portions and the diameter-reducing portions are alternately arranged.

[0011] Optionally, the exhaust manifold includes an exhaust main pipe and multiple exhaust branch pipes, wherein the air inlet end is arranged on the exhaust branch pipe, the air outlet end is arranged on the exhaust main pipe, and the multiple exhaust branch pipes are connected to the exhaust main pipe at the same time. The exhaust main pipe is suitable for connection with a supercharger or an exhaust pipe, and the exhaust branch pipe is provided with at least one first diameter reducing portion.

[0012] Optionally, the exhaust branch pipe includes a primary branch pipe and a secondary branch pipe, one end of the primary branch pipe is connected to the exhaust main pipe, the other end of the primary branch pipe is connected to the secondary branch pipe, and the air inlet end is provided at the secondary branch pipe; wherein,

[0013] There are multiple primary branch pipes, one primary branch pipe is connected to at least two secondary branch pipes, and the primary branch pipe and / or the secondary branch pipe include at least one first diameter reducing portion.

[0014] Optionally, the secondary branch pipe includes at least one first diameter reducing portion.

[0015] Optionally, the primary branch pipe and the secondary branch pipe each include at least one first diameter reducing portion.

[0016] Optionally, the exhaust main pipe is further provided with a second diameter-reducing portion so that the exhaust main pipe is adapted to the supercharger or the air inlet of the exhaust pipe.

[0017] In a second aspect, the present application also discloses an exhaust system, comprising the exhaust manifold as described above.

[0018] In a third aspect, the present application also discloses an engine assembly, comprising the exhaust system or exhaust manifold as described above.

[0019] In a fourth aspect, the present application also discloses a vehicle comprising the engine assembly, or exhaust system, or exhaust manifold as described above.

[0020] In an embodiment of the present application, the exhaust manifold is connected to the engine cylinder head to discharge the exhaust gas in the engine cylinder head. Since the exhaust manifold includes at least one first reducing portion, the first reducing portion is used to adjust the pressure loss of the exhaust manifold. Therefore, when the size and shape of the exhaust manifold are limited by the layout space and cannot be optimized, the pressure loss of the exhaust manifold can be adjusted by setting the first reducing portion, thereby improving the vehicle engine performance. In addition, the exhaust noise can be reduced and the comfort of the vehicle can be optimized.

[0021] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0023] Figure 1 is a schematic structural diagram of an exhaust manifold in an embodiment of the present application;

[0024] Figure 2 is a schematic structural diagram of the exhaust manifold from another angle in an embodiment of the present application;

[0025] Figure 3 This is one of the schematic diagrams of the diameter reducing portion in the embodiment of the present application;

[0026] Figure 4 This is the second schematic diagram of the diameter-reducing portion in the embodiment of the present application.

[0027] Figure numerals: 100 - exhaust manifold, 101 - air inlet end, 102 - air outlet end, 10 - exhaust main pipe, 11 - second reducing portion, 20 - exhaust branch pipe, 21 - first reducing portion, 22 - primary branch pipe, 23 - secondary branch pipe, 30 - air inlet flange, 40 - air outlet flange, 50 - mounting bracket, 60 - sensor mounting seat, 70 - heat shield. DETAILED DESCRIPTION

[0028] The embodiments of the present application will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0029] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly refer to one or more of the features. Throughout the description of this application, unless otherwise specified, "plurality" means two or more. Furthermore, "and / or" in the specification and claims refers to at least one of the connected entities, and the character " / " generally indicates an "or" relationship between the connected entities.

[0030] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0031] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0032] An embodiment of the present application provides an exhaust manifold, which, as an important component of the vehicle's exhaust system, is used to collect the exhaust gas generated after combustion in the engine cylinders and guide it to the exhaust pipe or supercharger. During this process, the design of the exhaust manifold needs to minimize pressure loss and avoid mutual interference between the cylinders to ensure exhaust uniformity and ensure smooth exhaust gas discharge. The exhaust manifold provided by the embodiment of the present application can simultaneously connect multiple exhaust ports of the engine cylinder head. In the case of limited layout space for the vehicle's exhaust system, the exhaust manifold can be designed as an asymmetric structure, and the pressure loss of each pipe can be adjusted by the variable diameter portion along the length of the pipe body to improve the exhaust uniformity of the entire exhaust manifold.

[0033] The exhaust manifold provided in the embodiment of the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0034] like Figures 1 to 4 As shown, the exhaust manifold 100 provided in an embodiment of the present application includes: an air intake end 101 and an air outlet end 102, wherein the air intake end 101 is used to connect to the engine cylinder head, and the air outlet end 102 is used to discharge the exhaust gas generated by the engine; wherein, the exhaust manifold 100 includes at least one first diameter reducing portion 21, and the first diameter reducing portion 21 is used to adjust the pressure loss of the exhaust manifold 100.

[0035] The intake port 101 is used to connect to the exhaust port on the engine cylinder head. After the intake port 101 is connected to the exhaust port on the engine cylinder head, the exhaust gas generated by combustion in the engine cylinder can enter the exhaust manifold 100 through the intake port 101 and be discharged through the outlet port 102 of the exhaust manifold 100. In actual applications, the outlet port 102 of the exhaust manifold 100 can be directly connected to the exhaust pipe, and the exhaust gas can be purified by a purifier before being discharged to the outside of the vehicle through the exhaust pipe. In addition, for turbocharged engines, the outlet pipe of the exhaust manifold 100 can be first connected to a supercharger to increase the engine's output power.

[0036] It should be noted that when gas flows through the exhaust manifold 100, its pressure loss (pressure loss) is primarily caused by two factors: frictional resistance and local resistance. Specifically, when gas passes through the pipe, friction with the inner wall of the pipe hinders the movement of gas molecules, thus generating frictional resistance. Furthermore, when gas flows through geometrically irregular areas, such as curved or constricted pipe sections, the gas flow is affected by local resistance. The frictional resistance and local resistance together contribute to pressure loss. The pipe diameter, in turn, affects the vehicle's NVH (Noise, Vibration, and Harshness) performance.

[0037] In the embodiment of the present application, at least one first diameter-reducing portion 21 is provided on the exhaust manifold 100. When the gas flows to the first diameter-reducing portion 21, the pressure loss of the gas at the first diameter-reducing portion 21 can be changed due to the change in the pipe diameter. When the pipe diameter increases, the exhaust back pressure can be reduced, the exhaust resistance is reduced, and the exhaust gas generated by the combustion in the engine combustion chamber is more easily discharged, which is beneficial to improving the engine performance. When the pipe diameter decreases, the expansion ratio of the engine can be increased, which can suppress the low-frequency noise generated during exhaust, thereby improving the NVH performance of the vehicle.

[0038] In actual applications, technicians can make a selection based on the original size of the exhaust manifold 100 and vehicle performance requirements. This application does not specifically limit the position, number, and type of the first diameter-reducing portion 21.

[0039] In the embodiment of the present application, the exhaust manifold 100 includes an exhaust main pipe 10 and a plurality of exhaust branch pipes 20 . The plurality of exhaust branch pipes 20 are simultaneously connected to the exhaust main pipe 10 . At least one first diameter reducing portion 21 is provided on the exhaust branch pipe 20 .

[0040] Due to the limited layout space of the exhaust system in the vehicle, the exhaust manifold 100 often needs to be arranged in an asymmetric structure, which leads to uneven pressure loss among the multiple exhaust branch pipes 20, thereby affecting the exhaust uniformity among the multiple exhaust branch pipes 20 in the exhaust manifold 100.

[0041] Based on this, in an embodiment of the present application, the exhaust manifold 100 includes an exhaust main pipe 10 and multiple exhaust branch pipes 20, wherein an intake end 101 is provided on the exhaust branch pipe 20, and each exhaust branch pipe 20 is provided with an intake end 101. The exhaust branch pipe 20 is connected to the exhaust port of the engine cylinder head through the intake end 101, and the other end is connected to the exhaust main pipe 10. Multiple exhaust branch pipes 20 are connected to the exhaust main pipe 10 at the same time, and an outlet end 102 is provided on the exhaust main pipe 10. The exhaust main pipe 10 is suitable for being connected to an exhaust pipe or a supercharger. The exhaust gas in the engine cylinder head enters the exhaust branch pipe 20 through the intake end 101 on the multiple exhaust branch pipes 20, flows in the multiple exhaust branch pipes 20 respectively, and then gathers from the exhaust branch pipe 20 to the exhaust main pipe 10, and finally is discharged from the outlet end 102 of the exhaust main pipe 10. The exhaust gas discharged from the exhaust main pipe 10 can directly enter the exhaust pipe for purification, silencing and other treatments before being discharged. For turbocharged models, the exhaust main pipe 10 can also be connected to a supercharger. The exhaust gas discharged from the exhaust main pipe 10 enters the supercharger, and a part of the exhaust gas is re-sent to the intake manifold through the supercharger to increase the intake pressure of the engine, thereby improving engine performance.

[0042] In one embodiment of the present application, there are four exhaust branch pipes 20, suitable for use in vehicles with four-cylinder engines. One end of each of the four exhaust branch pipes 20 is connected to the four exhaust ports of the engine cylinders, and the other end is connected to the exhaust main pipe 10. The end of the exhaust main pipe 10 facing away from the exhaust branch pipe 20 is connected to the supercharger / exhaust pipe. The exhaust branch pipe 20 is provided with at least one first diameter reducing portion 21 along its length. Furthermore, the first diameter reducing portion 21 of each exhaust branch pipe 20 can be positioned at different locations to accommodate the structural differences of the multiple exhaust branch pipes 20 in an asymmetric structure, thereby improving exhaust uniformity among the multiple exhaust branch pipes 20. Specifically, the first diameter reducing portion 21 is located near the intersection of the multiple exhaust branch pipes 20, that is, near the exhaust main pipe 10, and the diameter reducing portions between the multiple exhaust branch pipes 20 are located at different locations.

[0043] It should be noted that due to the asymmetric structure of the exhaust manifold 100, the lengths and curvatures of the multiple exhaust branch pipes 20 may vary, and the gas flow conditions within each exhaust branch pipe 20 may also vary. In actual applications, the position of the first diameter reducing portion 21 can be adjusted based on the specific structure of each exhaust branch pipe 20 to ensure exhaust uniformity among the multiple exhaust branch pipes 20. In addition, different numbers of first diameter reducing portions 21 can be provided on each exhaust branch pipe 20 to further improve exhaust uniformity, depending on the lengths of the multiple exhaust branch pipes 20.

[0044] In a specific application, the exhaust manifold 100 is provided with four exhaust branch pipes 20 and an exhaust main pipe 10. One end of the four exhaust branch pipes 20 is respectively connected to the four exhaust ports of the engine cylinder head, and the other end is commonly connected to the exhaust main pipe 10. The exhaust gas generated by combustion in the combustion chamber of the engine cylinder is discharged to the four exhaust branch pipes 20 through the four exhaust ports respectively, and finally converges into the exhaust main pipe 10. The outlet of the exhaust main pipe 10 can be connected to the supercharger. The exhaust gas enters the supercharger and drives the turbine in the supercharger to rotate. The turbine shaft drives the impeller to rotate at high speed, compressing the air in a centrifugal manner, thereby increasing the intake density of the engine, so that more fuel can be sprayed into the engine, thereby achieving the purpose of increasing the engine power.

[0045] It should be noted that the above is only an example for a four-cylinder engine. In actual applications, for a six-cylinder or eight-cylinder engine, six or eight exhaust branch pipes 20 may be provided to match the number of exhaust ports of the cylinder head.

[0046] In practical applications, the exhaust manifold 100 may further include an intake flange 30, an outlet flange 40, and a mounting bracket 50, wherein the intake end 101 of the exhaust manifold 100 is connected to the engine cylinder head via the intake flange 30, and the outlet end 102 is connected to the supercharger via the outlet flange 40. The outlet end 102 is also connected to the mounting bracket 50 and is connected to the cylinder block of the engine cylinder via the mounting bracket 50. The mounting bracket 50 can support the exhaust manifold 100. In addition, Figure 1 As shown, a sensor mounting base 60 is also provided in the middle section of the exhaust manifold 100. The sensor mounting base 60 can be used to mount an oxygen sensor or a temperature sensor. The oxygen sensor can sense the oxygen content in the exhaust and feed it back to the electronic control unit (ECU), thereby determining the mixture ratio entering the engine. The temperature sensor can measure the temperature of the gas in the vehicle exhaust pipe to adjust and control the engine. A heat shield 70 is also provided on the outside of the exhaust manifold 100. The engine exhaust manifold 100 generates a huge amount of heat during operation, raising the temperature of the entire engine system, which will reduce the engine's operating efficiency. In addition, if there is no thermal insulation, this heat will dissipate to the surrounding engine, causing damage to surrounding components such as wires and plastic pipes, shortening the life of these components. The heat shield 70 can effectively isolate the heat within the exhaust manifold 100, reducing heat dissipation and maintaining a more suitable temperature around the exhaust manifold 100, thereby improving engine operating efficiency and protecting surrounding components, extending their service life.

[0047] Optionally, along the exhaust direction, the first diameter-changing portion 21 includes at least one of an expanding diameter portion and a reducing diameter portion, wherein the exhaust direction is the direction from the air inlet end 101 to the air outlet end 102 .

[0048] It should be noted that "expansion" refers to an increase in the diameter of the exhaust manifold 100 along the exhaust direction, while "contraction" refers to a decrease in the diameter of the exhaust manifold 100 along the exhaust direction. In the exhaust manifold 100, the exhaust branch pipe 20 is connected to the engine cylinder head and serves as the inlet for gas flowing into the exhaust manifold 100. The exhaust main pipe 10 is connected to the supercharger / exhaust pipe and serves as the outlet for gas flowing out of the exhaust manifold 100. The exhaust direction is from the intake end 101 to the outlet end 102, that is, from the exhaust branch pipe 20 to the exhaust main pipe 10.

[0049] In actual applications, when an expanding diameter portion is provided, the diameter of the exhaust manifold 100 increases along the exhaust direction, which can reduce the exhaust back pressure, reduce the exhaust resistance, and make the exhaust gas generated by combustion in the engine combustion chamber more easily discharged, which is beneficial to improving the engine performance; and by providing a reducing diameter portion, the diameter of the exhaust manifold 100 is reduced along the exhaust direction. The reduction in the diameter of the exhaust manifold 100 can increase the expansion ratio of the engine, suppress the low-frequency noise generated during exhaust, and thus improve the NVH performance of the vehicle.

[0050] It should be noted that due to the different structures and settings of the exhaust systems of different vehicle models, the performance requirements of the vehicles are also different. Therefore, the exhaust manifold 100 will also have different diameter reduction requirements in actual applications. Technicians can design according to actual needs to determine the type of the first diameter reduction portion 21 on the exhaust manifold 100. This application does not make specific restrictions on this.

[0051] For example, when the exhaust manifold 100 is greatly curved and has a large local resistance, an expanded diameter portion may be provided to reduce pressure loss. When the exhaust manifold 100 has an excessively large diameter, which increases noise and affects the NVH performance of the vehicle, a reduced diameter portion may be provided.

[0052] Furthermore, the expanded and reduced diameter portions referred to in the embodiments of the present application preferably have a smooth transition in diameter. It is understood that since the degree of curvature or contraction of the pipe can affect the local resistance of the internal gas and thus the smoothness of exhaust, by providing a smooth transition in the diameter change between the expanded and reduced diameter portions, the smoothness of gas flow through the expanded or reduced diameter portions can be ensured, reducing pressure loss and improving exhaust uniformity.

[0053] In the embodiment of the present application, the first diameter-changing portion 21 includes at least one diameter-reducing portion.

[0054] Specifically, the exhaust manifold 100 has a tapered portion along its length, extending from one end near the engine cylinder head to the other. This means that the exhaust manifold 100 has a reduced inner diameter within a certain length range. The length of this tapered portion along the exhaust direction is not specifically limited in this embodiment of the present application. As described above, when the first variable-diameter portion 21 is configured as a tapered portion, the engine's expansion ratio can be increased, suppressing low-frequency noise generated during exhaust, thereby improving the vehicle's NVH performance, optimizing the user experience, and enhancing product competitiveness.

[0055] In one embodiment of the present application, along the exhaust direction, the first first diameter-reducing portion 21 is a diameter-expanding portion.

[0056] It should be noted that when the exhaust manifold 100 has at least one reduced diameter portion along the exhaust direction, the reduced inner diameter of the exhaust manifold 100 after the reduction may increase the pressure loss of the exhaust manifold 100, reduce the exhaust rate, and affect the engine's combustion efficiency. By configuring the first first reducing portion 21 as an expanding portion, it is ensured that at least one expanding portion is provided before the reducing portion. Therefore, the exhaust branch pipe 20 undergoes at least one expansion before the reduction. This prevents the inner diameter of the exhaust manifold 100 from being too small after the reduction, reduces the pressure loss of the exhaust manifold 100, and ensures exhaust uniformity.

[0057] In some embodiments, multiple expanding portions may be provided between the reduced diameter portions, and the diameters of the multiple expanding portions may increase progressively so that the diameter of the exhaust manifold 100 may be gradually increased to the desired diameter, thereby preventing an increase in the pressure loss of the exhaust manifold 100 caused by a sudden change in diameter.

[0058] In addition, the provision of the expanded diameter portion increases the diameter of the exhaust manifold 100 and reduces the gas flow rate, thereby reducing the exhaust temperature, which is beneficial to optimizing the heat damage of the exhaust manifold 100 and extending the thermal fatigue endurance life.

[0059] In one embodiment of the present application, there are multiple first diameter-changing portions 21 , and in the multiple first diameter-changing portions 21 , the diameter-expanding portions and the diameter-reducing portions are alternately arranged.

[0060] It should be noted that after the exhaust manifold 100 is reduced in diameter, the pressure loss will increase due to the reduction in the pipe diameter. By providing an expanded diameter portion, the pressure loss of the exhaust manifold 100 can be reduced. When the exhaust manifold 100 includes multiple exhaust branch pipes 20, the pressure loss between each exhaust branch pipe 20 can be adjusted by adjusting the positional relationship between the expanded diameter portion and the reduced diameter portion in the multiple exhaust branch pipes 20 and the degree of diameter change, thereby optimizing the exhaust uniformity.

[0061] Furthermore, alternating the expanded diameter portion and the reduced diameter portion can avoid the continuous arrangement of multiple expanded diameter portions causing a significant impact on the vehicle's NVH performance, or the continuous arrangement of multiple reduced diameter portions causing excessive increase in pipeline pressure loss, so as to form a certain balance between optimizing the vehicle's NVH performance and reducing pipeline pressure loss.

[0062] Optionally, the exhaust branch pipe 20 includes a primary branch pipe 22 and a secondary branch pipe 23, one end of the primary branch pipe 22 is connected to the exhaust main pipe 10, and the other end of the primary branch pipe 22 is connected to the secondary branch pipe 23, the intake end 101 of the exhaust manifold 100 is set at the secondary branch pipe 23, and is used to connect to the engine cylinder head, wherein the number of the primary branch pipes 22 is multiple, and one primary branch pipe 22 is connected to at least two secondary branch pipes 23, the primary branch pipe 22, and / or the secondary branch pipe 23 includes at least one first diameter reducing portion 21.

[0063] Specifically, the exhaust main pipe 10 is connected to the primary branch pipe 22, which is further connected to the secondary branch pipe 23, which is then connected to the engine cylinder head. Because one primary branch pipe 22 is connected to at least two secondary branch pipes 23, exhaust gas generated by combustion in the engine cylinders enters the primary branch pipe 22 from multiple secondary branch pipes 23 and ultimately converges into the exhaust main pipe 10. Therefore, the diameter of the exhaust main pipe 10 is typically set to be larger than the diameters of the primary branch pipe 22 and the secondary branch pipe 23, and the diameter of the primary branch pipe 22 is larger than the diameter of the secondary branch pipe 23, thereby ensuring smooth exhaust of exhaust gas from the engine cylinders.

[0064] The primary branch pipe 22 and / or the secondary branch pipe 23 include at least one first diameter-reducing portion 21. In practical applications, the exhaust manifold 100 has an asymmetric structure, and the exhaust branch pipes 20 may differ in structure and length. Therefore, the configuration of the first diameter-reducing portion 21 can be selected based on actual needs.

[0065] For example, when the exhaust branch pipe 20 is provided with a first diameter-reducing portion 21, the first diameter-reducing portion 21 can be provided on the primary branch pipe 22 or on the secondary branch pipe 23. When there are multiple first diameter-reducing portions 21, at least one first diameter-reducing portion 21 can be provided on the primary branch pipe 22 and the secondary branch pipe 23 respectively. This application does not make any specific restrictions on this.

[0066] In one embodiment of the present application, Figure 4 As shown, the secondary branch pipe 23 includes at least one first diameter-reducing portion 21 .

[0067] Optionally, the first diameter-changing portion 21 may be an expanding portion or a reducing portion, and technicians may determine this based on the specific structure of the exhaust manifold 100 and vehicle performance requirements. This application does not make any specific limitations on this.

[0068] In the embodiment of this application, Figure 4As shown, the first diameter-reducing portion 21 on the secondary branch pipe 23 is an expanding portion, located near the side of the engine cylinder head. The diameter of the end of the secondary branch pipe 23 is D1. After the first diameter expansion, the diameter of the secondary branch pipe 23 is reduced to D2. D1 is slightly larger than the inner diameter of the engine cylinder head exhaust port and matches the diameter of the cylinder head exhaust port. This prevents increased pressure loss caused by a sudden change in pipe diameter after the gas in the cylinder flows from the cylinder head to the exhaust manifold 100. D2 is the diameter after the expansion. After the first diameter expansion, the secondary branch pipe 23 can avoid subsequent diameter reduction, which would cause the exhaust manifold 100 to be too small and increase pressure loss.

[0069] In one embodiment of the present application, the primary branch pipe 22 and the secondary branch pipe 23 each include at least one first diameter-reducing portion 21 .

[0070] Specifically, if Figure 4 As shown, in the embodiment of the present application, the first diameter-reducing portion 21 on the secondary branch pipe 23 is an expanding portion, while the first diameter-reducing portion 21 on the primary branch pipe 22 is a reducing portion. The end diameter of the secondary branch pipe 23 is D1. After a single expansion, the diameter of the secondary branch pipe 23 becomes D2. Subsequently, the primary branch pipe 22 is reduced to D3. D1 is slightly larger than the inner diameter of the engine cylinder head exhaust port and matches the diameter of the cylinder head exhaust port. This prevents increased pressure loss caused by a sudden change in pipe diameter after the cylinder gas flows from the cylinder head to the exhaust manifold 100 at engine start. D2 is the diameter after expansion. After the primary expansion, this prevents increased pressure loss caused by a smaller exhaust manifold 100 diameter due to subsequent reduction. D3 can be set to be approximately 10 mm smaller than D2. Based on practical application experience, a 10 mm reduction in the diameter of the primary branch pipe 22 can significantly reduce exhaust noise.

[0071] It should be noted that in another embodiment of the present application, the first diameter-changing portion 21 can also be arranged on the primary branch pipe 22. Similarly, the first diameter-changing portion 21 can be an expanding diameter portion or a reducing diameter portion, and can be designed and selected according to actual needs to meet the performance requirements of the vehicle.

[0072] In one embodiment of the present application, Figure 4 As shown, the first diameter-reducing portion 21 is provided on the exhaust branch pipe 20 , and the exhaust main pipe 10 is provided with a second diameter-reducing portion 11 , which is adapted to the air inlet of the supercharger.

[0073] Since multiple exhaust branch pipes 20 are respectively connected to the cylinder head of the engine, the exhaust gas generated by combustion in the engine cylinders enters the exhaust manifold 100 from the multiple exhaust branch pipes 20, then converges to the exhaust main pipe 10, and is finally discharged from the exhaust main pipe 10. Therefore, the diameter of the exhaust main pipe 10 usually needs to be set to be larger than the diameter of the exhaust branch pipes 20 to ensure that the gas in the multiple exhaust branch pipes 20 can be discharged smoothly when it converges to the exhaust main pipe 10.

[0074] It should be noted that, in actual application, the diameter of the exhaust main pipe 10 also needs to adapt to the back pressure requirement of the engine. When the exhaust branch pipe 20 is provided with a reduced diameter portion, or the exhaust branch pipe 20 is expanded by the expanded diameter portion, its diameter still does not meet the requirements of the engine back pressure. Figure 4 As shown, a diameter expansion portion can be provided at a position of the exhaust main pipe 10 near the outlet flange 40 to adapt to the back pressure requirement of the engine. After one diameter expansion, the diameter of the exhaust main pipe increases to D4.

[0075] It is understandable that the second diameter-reducing portion 11 provided on the exhaust main pipe 10 is not limited to the expanded diameter portion. For example, when the exhaust branch pipe 20 is expanded and its diameter does not meet the back pressure requirement of the engine, the second diameter-reducing portion 11 can be set as a reduced diameter portion. In actual application, the design can be based on specific circumstances, and this application does not make specific limitations on this.

[0076] In summary, the exhaust manifold 100 provided in the embodiment of the present application has at least the following advantages:

[0077] In an embodiment of the present application, multiple exhaust branch pipes are all connected to the engine cylinder head and are simultaneously connected to the exhaust main pipe so that exhaust gas in the engine cylinder head is discharged to the supercharger through the exhaust main pipe. Since the exhaust branch pipe includes at least one first reducing portion, the first reducing portion is used to adjust the pressure loss of the exhaust branch pipe. Therefore, by adjusting the position and size of the first reducing portion between the multiple exhaust branch pipes, the exhaust uniformity between the multiple exhaust branch pipes can be improved, thereby reducing exhaust noise and optimizing vehicle comfort.

[0078] The embodiment of the present application further discloses an exhaust system, including the exhaust manifold 100 as described above.

[0079] Specifically, the exhaust system may also include a supercharger, an oxygen sensor, a three-way catalytic converter, an exhaust pipe, a muffler, an exhaust tail pipe, etc. Among them, the oxygen sensor is connected to the sensor mounting seat 60 of the exhaust manifold 100. It senses the oxygen molecule content in the exhaust and feeds back to the electronic control unit (ECU), thereby determining the proportion of the mixed gas entering the engine. The exhaust manifold 100, the supercharger, the catalytic purifier, the muffler, and the exhaust tail pipe are connected in sequence.

[0080] In actual applications, exhaust gas generated in the engine cylinders enters the supercharger through the exhaust manifold 100 and is then purified by the catalytic converter, which converts harmful substances into harmless substances. The gas exiting the catalytic converter enters the muffler, where the sound energy is gradually weakened by the mutual interference and cancellation of sound wave reflections. The tail pipe is connected to the muffler and is the last section of the exhaust system, used to lead the exhaust gas out of the vehicle.

[0081] The present application also discloses an engine assembly including the exhaust system or exhaust manifold described above. Furthermore, the engine assembly includes a cylinder head having an exhaust port. The intake end of an exhaust manifold 100 in the exhaust system is connected to the exhaust port of the cylinder head. Exhaust gas generated by engine combustion enters the exhaust manifold through the exhaust port and is discharged through the exhaust manifold's outlet.

[0082] The embodiment of the present application further discloses a vehicle, including the exhaust manifold 100 as described above, or the exhaust system, or the engine assembly.

[0083] The engine assembly and vehicle provided according to the embodiments of the present application have the same or similar beneficial effects as the exhaust manifold 100 or exhaust system described above, which will not be described in detail here.

[0084] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0085] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. An exhaust manifold, characterized in that: The exhaust manifold includes an intake end and an outlet end, the intake end is used to connect to the engine cylinder head, and the outlet end is used to discharge the exhaust gas generated by the engine; wherein, the exhaust manifold includes at least one first reducing portion, and the first reducing portion is used to adjust the pressure loss of the exhaust manifold.

2. The exhaust manifold according to claim 1, characterized in that Along the exhaust direction, the first diameter-changing portion includes at least one of an expanding diameter portion and a reducing diameter portion, wherein the exhaust direction is a direction from the air inlet end to the air outlet end.

3. The exhaust manifold according to claim 2, characterized in that The first diameter-reducing portion includes at least one diameter-reducing portion.

4. The exhaust manifold according to claim 3, characterized in that There are multiple first diameter-changing portions, wherein along the exhaust direction, the first first diameter-changing portion is an enlarged diameter portion.

5. The exhaust manifold according to claim 2, characterized in that There are a plurality of the first diameter-changing portions, and in the plurality of the first diameter-changing portions, the diameter-expanding portions and the diameter-reducing portions are alternately arranged.

6. The exhaust manifold according to claim 1, characterized in that The exhaust manifold includes an exhaust main pipe and multiple exhaust branch pipes, wherein the air inlet end is arranged on the exhaust branch pipe, the air outlet end is arranged on the exhaust main pipe, and the multiple exhaust branch pipes are simultaneously connected to the exhaust main pipe. The exhaust main pipe is suitable for connection to a supercharger or an exhaust pipe, and the exhaust branch pipe is provided with at least one first diameter reducing portion.

7. The exhaust manifold according to claim 6, characterized in that The exhaust branch pipe includes a primary branch pipe and a secondary branch pipe, one end of the primary branch pipe is connected to the exhaust main pipe, the other end of the primary branch pipe is connected to the secondary branch pipe, and the air inlet end is provided at the secondary branch pipe; wherein, There are multiple primary branch pipes, one primary branch pipe is connected to at least two secondary branch pipes, and the primary branch pipe and / or the secondary branch pipe include at least one first diameter reducing portion.

8. The exhaust manifold according to claim 7, characterized in that The secondary branch pipe includes at least one first diameter reducing portion.

9. The exhaust manifold according to claim 7, characterized in that The primary branch pipe and the secondary branch pipe each include at least one first diameter reducing portion.

10. The exhaust manifold according to claim 6, characterized in that The exhaust main pipe is further provided with a second diameter reducing portion so that the exhaust main pipe can be matched with the supercharger or the air inlet of the exhaust pipe.

11. An exhaust system, characterized in that: Comprising the exhaust manifold according to any one of claims 1 to 10.

12. An engine assembly, characterized in that: The exhaust system comprises the exhaust system according to claim 11, or the exhaust manifold according to any one of claims 1 to 10.

13. A vehicle, characterized in that: It comprises the engine assembly according to claim 12, or the exhaust system according to claim 11, or the exhaust manifold according to any one of claims 1 to 10.

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