Intake manifold for engine, engine, power assembly and vehicle

Abstract

The invention discloses an intake manifold for an engine, the engine, a power assembly and a vehicle. The intake manifold for the engine comprises a pressure stabilizing cavity with an air inlet and a plurality of air inlet channels communicated with the pressure stabilizing cavity, and the length of the first air inlet channel with the smallest distance from the air inlet is larger than that of other air inlet channels, so that the volume of the first air inlet channel is larger than that of the other air inlet channels. According to the air inlet manifold for the engine, the air inlet structure can be effectively optimized, it is guaranteed that air in the pressure stabilizing cavity is evenly distributed to all the air inlet channels, therefore, dynamic balance of the air-fuel ratio of the engine is achieved, and the power performance and the economic performance of the engine are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an intake manifold for an engine, an engine, a powertrain, and a vehicle. Background Art

[0002] The intake manifold is located between the throttle and the engine intake valve, and is used to distribute air or fuel mixture from the throttle to each cylinder. It is one of the main factors affecting the engine's intake volume and intake uniformity. Among them, the number of cylinders corresponds to the number of intake ducts of the intake manifold, and the volume of the intake duct of the intake manifold and the cross-sectional area of ​​the pressure stabilization chamber corresponding to the intake duct have a great influence on the engine's power performance, especially the dynamic effect of the engine during intake.

[0003] To improve the combustion efficiency of the fuel in the cylinder, the inertia of the intake airflow is usually utilized, that is, the intake valve is delayed to increase the cylinder's intake volume. Due to the delayed closing of the intake valve, some of the mixture in the combustion chamber is pushed back into the pressure-surge chamber of the intake manifold. However, when the mixture re-enters the intake manifold from the pressure-surge chamber, it cannot be guaranteed to be evenly distributed to each intake manifold. In particular, the intake manifold near the throttle is affected by the dynamic negative pressure at the throttle, and the mixture redistributed to this intake manifold is less, and the dynamic balance of the air-fuel ratio cannot be achieved, which ultimately leads to deteriorated combustion.

[0004] Therefore, there is a need for an intake manifold for an engine, an engine, a powertrain, and a vehicle to at least partially solve the above problems. Summary of the Invention

[0005] The Summary of the Invention introduces a series of simplified concepts that will be further described in the Detailed Description of the Invention. The Summary of the Invention of this application is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0006] In order to at least partially solve the above problems, the present application provides an intake manifold for an engine, comprising a pressure-stabilizing chamber having an air inlet and a plurality of intake ducts connected to the pressure-stabilizing chamber, wherein the length of the first intake duct having the smallest dimension from the air inlet is greater than the lengths of the other intake ducts, so that the volume of the first intake duct is greater than the volume of the other intake ducts.

[0007] According to the intake manifold for the engine of the present application, the volume of the first intake duct with the smallest dimension away from the air inlet is larger than the volume of other intake ducts, which can effectively optimize the intake structure and ensure that the gas in the pressure stabilizing chamber is evenly distributed to multiple intake ducts.

[0008] Optionally, the length of at least part of the air inlet duct decreases as the distance between the air inlet duct and the air inlet increases.

[0009] Optionally, at least some of the air inlet ducts are of equal length.

[0010] Optionally, the area of ​​at least a portion of the cross section of the pressure stabilization chamber decreases as the distance between the cross section of the pressure stabilization chamber and the air inlet increases.

[0011] Optionally, the cross-sectional area of ​​the pressure stabilization chamber corresponding to the first air inlet duct is greater than or equal to the cross-sectional area of ​​the pressure stabilization chambers corresponding to the other air inlet ducts.

[0012] Optionally, the air inlet ducts are arranged on both sides of the air inlet.

[0013] Optionally, all of the air inlet passages are located on the same side of the air inlet.

[0014] Optionally, the air inlet duct includes a second air inlet duct, a third air inlet duct and a fourth air inlet duct arranged side by side with the first air inlet duct, and the lengths of the first air inlet duct to the fourth air inlet duct are L1, L2, L3 and L4 respectively, wherein 89mm≤L1≤100mm, 82mm≤L2≤92mm, 73mm≤L3=L4≤84mm; and / or

[0015] 1.15≤L1:L3≤1.25;

[0016] 1.05≤L2:L3≤1.15.

[0017] A second aspect of the present application provides an engine, comprising the intake manifold for the engine as described in the first aspect.

[0018] According to the engine of the present application, the delayed closing of the intake valve, which may cause insufficient air intake in the first intake duct, is avoided, thereby ensuring sufficient combustion of the fuel in each cylinder, thereby achieving a dynamic balance of the engine's air-fuel ratio and effectively preventing the formation of carbon deposits.

[0019] A third aspect of the present application provides a powertrain comprising the engine described in the second aspect.

[0020] The powertrain according to the present application can achieve technical effects similar to those of the engine of the second aspect described above.

[0021] A fourth aspect of the present application provides a vehicle comprising the intake manifold for the engine described in the first aspect, the engine described in the second aspect, or the powertrain described in the third aspect.

[0022] The vehicle according to the present application can effectively improve the power performance and economic performance of the engine, thereby achieving energy conservation and emission reduction, enhancing user favorability, and improving the market competitiveness of the product. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The following drawings of the present application are used as part of the present application for understanding the present application. The drawings show embodiments of the present application and their descriptions, which are used to explain the principle of the present application.

[0024] In the attached figure:

[0025] Figure 1 is a structural schematic diagram of an intake manifold according to the present application;

[0026] Figure 2 for Figure 1 Cross-sectional view along the AA axis;

[0027] Figure 3 for Figure 1 Cross-sectional view along the BB direction;

[0028] Figure 4 for Figure 1 Cross-sectional view along CC direction.

[0029] Description of reference numerals:

[0030] 100: Intake manifold 110: Intake manifold body 111: Intake port

[0031] 112: Pressure stabilization chamber 113: Horizontal wall 114: First inclined wall

[0032] 115: Second inclined wall 120: Air intake duct 121: First air intake duct

[0033] 122: Second air intake duct 123: Third air intake duct 124: Fourth air intake duct DETAILED DESCRIPTION

[0034] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present application. However, it will be apparent to those skilled in the art that the present application can be implemented without one or more of these details. In other examples, some technical features well known in the art are not described in order to avoid confusion with the present application.

[0035] It should be noted that the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should also be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of the features, wholes, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0036] Ordinal numbers such as "first" and "second" used in this application are merely identifiers and do not convey any other meaning, such as a specific order. Furthermore, for example, the term "first component" does not by itself imply the existence of a "second component," nor does the term "second component" by itself imply the existence of a "first component." It should be noted that the terms "upper," "lower," "front," "back," "left," "right," "inner," "outer," and similar expressions used herein are for illustrative purposes only and are not limiting.

[0037] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings.

[0038] The vehicle of the present application generally includes a powertrain, and the engine can be applied to the powertrain to convert the chemical energy of the fuel into the mechanical energy of the piston movement and output power to the outside. Among them, the intake manifold 100 is located between the throttle and the engine intake valve. It is one of the important components of the engine and one of the important factors affecting the engine intake volume and intake uniformity.

[0039] For the detailed structure of the intake manifold 100, please refer to Figures 1 to 4 , which includes an intake manifold body 110 and a plurality of intake ducts 120 connected to the intake manifold body 110, wherein a pressure stabilizing chamber 112 is formed in the intake manifold body 110, and the intake manifold body 110 is provided with an air inlet 111 for detachably sealingly connecting to a throttle valve, and the air inlet 111 is communicated with the pressure stabilizing chamber 112 so that air or fuel mixture flows from the throttle valve into the pressure stabilizing chamber 112; a plurality of intake ducts 120 are communicated with the pressure stabilizing chamber 112, and the outlet ends of the plurality of intake ducts 120 are detachably sealed and connected to the cylinder head, and the length of the first intake duct 121 having the smallest dimension from the air inlet 111 is greater than the lengths of the other intake ducts 120, so that the volume of the first intake duct 121 is greater than the volume of the other intake ducts 120.

[0040] The intake manifold 100 for the engine according to the present application can effectively optimize the intake structure and ensure that the gas in the pressure stabilizing chamber 112 is evenly distributed to each intake duct 120, thereby achieving a dynamic balance of the air-fuel ratio of the engine and improving the power performance and economic performance of the engine.

[0041] Depending on the number of cylinders, engines are usually divided into different types of engines such as 3-cylinder, 4-cylinder, 5-cylinder, 6-cylinder, 8-cylinder, 10-cylinder and 12-cylinder engines. The number of cylinders corresponds to the number of intake ducts 120. Each intake duct 120 introduces the mixture of air and fuel into the corresponding cylinder. Under the premise of the same cylinder diameter, the larger the number of cylinders, the larger the displacement, the higher the power, and the better the vehicle's dynamic performance.

[0042] like Figure 1 As shown, multiple intake ducts 120 are arranged side by side on the intake manifold body 110 and are parallel to each other, that is, the center lines of the multiple intake ducts 120 are on the same curved surface and are parallel to each other, so that the gas in the pressure stabilizing chamber 112 can be more evenly distributed to each intake duct 120, thereby ensuring uniform air intake in each cylinder and sufficient combustion of the fuel in the combustion chamber.

[0043] like Figures 1 to 4 As shown, multiple intake ducts 120 are respectively connected to the intake manifold body 110 and bend upward to extend. Multiple intake ducts 120 are smoothly transitioned to the intake manifold body 110. The upper end of the intake duct 120 is an outlet end that is detachably sealed and connected to the cylinder head, reducing pressure loss and ensuring smooth engine intake, fast gas flow speed, and reliable sealing connection.

[0044] Since the secondary distribution of the mixed gas in the pressure stabilizing chamber 112 is uneven, especially the intake duct 120 close to the throttle valve, that is, the intake duct 120 close to the air inlet 111 is greatly affected by the dynamic negative pressure at the throttle valve, less mixed gas is redistributed to the intake duct 120. By adjusting the extension length of multiple intake ducts 120, the cross-sectional area of ​​the connection between multiple intake ducts 120 and the pressure stabilizing chamber 112 and / or the cross-sectional area of ​​the pressure stabilizing chamber 112 corresponding to the intake duct 120, the intake amount of each intake duct 120 can be efficiently adjusted, ensuring uniform intake of each cylinder, achieving dynamic balance of the air-fuel ratio, and making the fuel burn more fully.

[0045] The length of at least part of the air inlet duct 120 decreases as the distance between the air inlet duct 120 and the air inlet 111 increases. Figures 1 to 4 As shown, the lengths of the first N intake ducts 120 with the smallest distance from the air inlet 111 decrease successively. Since the closer the intake duct 120 is to the air inlet 111, the more obviously it is affected by the dynamic negative pressure at the throttle valve, that is, less mixed gas is redistributed, by comparing the sizes of multiple intake ducts 120 from the air inlet 111 and adjusting the extension length of the intake duct 120, the influence of the dynamic negative pressure at the throttle valve on the distribution ratio of the mixed gas can be significantly reduced.

[0046] Preferably, the cross-sectional areas of the connection between the first N air inlet ducts 120 with the smallest size from the air inlet 111 and the pressure stabilizing chamber 112 are reduced successively, thereby reducing the local pressure loss from the air inlet 111 to the first N air inlet ducts 120, and achieving mutual compensation of the pressure losses from the air inlet 111 to different air inlet ducts 120, thereby making the air supply of the first N air inlet ducts 120 more uniform.

[0047] like Figures 2 to 4 As shown, the cross-sectional areas of the first N air inlet ducts 120 with the smallest dimensions from the air inlet 111 and the corresponding pressure stabilizing chambers 112 decrease successively. During the secondary distribution of the mixed gas, the intake resistance of the first N air inlet ducts 120 is reduced, making the mixed gas flow smoother and more directional.

[0048] Since the number of cylinders in a common engine is greater than or equal to 3, the number of the first N intake passages 120 with the smallest size from the air intake port 111 is controlled to be greater than or equal to 2, so that the extension lengths of the multiple intake passages 120 can be accurately adjusted to match engines with different numbers of cylinders. For example, the intake manifold 100 includes three intake passages 120, where N is greater than or equal to 2, that is, the lengths of at least the first two intake passages 120 close to the air intake port 111 of the three intake passages 120 gradually decrease; it can also be as follows Figures 1 to 4 As shown, the intake manifold 100 includes four intake ducts 120, wherein N is equal to 3, i.e., the lengths of the first three intake ducts 120 with the smallest size from the air inlet 111 decrease successively, i.e., the lengths of the first three intake ducts 120 among the four intake ducts 120 close to the air inlet 111 gradually decrease, but this is not limited to this embodiment.

[0049] At least part of the inlet passages 120 have the same length, such as Figure 1 and Figure 4 As shown, the lengths of the first M intake ducts 120 with the largest size from the air inlet 111 are equal. Since the intake duct 120 with the largest size from the air inlet 111 is less affected by the dynamic negative pressure at the throttle, there is no need to adjust the extension length of the intake duct 120, which simplifies the design process and production process of the intake manifold 100, thereby reducing the production cost of the intake manifold 100.

[0050] Preferably, the cross-sectional areas of the connection between the first M air inlet ducts 120 with the largest distance from the air inlet 111 and the pressure stabilizing chamber 112 are equal, so that the specific structural design of the connection between the air inlet duct 120 and the pressure stabilizing chamber 112 is more accurate.

[0051] like Figure 2 and Figure 4 As shown, the areas of the first M air inlet passages 120 with the largest distance from the air inlet 111 are equal to the cross-sections of the corresponding pressure stabilization chambers 112 , so that the specific shape of the pressure stabilization chambers 112 can be controlled more accurately.

[0052] Since the number of cylinders in a common engine is greater than or equal to 3, the number of the first M intake passages 120 with the largest size from the air intake port 111 is controlled to be greater than or equal to 2. The two intake passages 120 farther from the air intake port 111 are less affected by the dynamic negative pressure at the throttle valve, which can simplify the control logic of the intake passages 120. For example, the intake manifold 100 includes three intake passages 120, where M is equal to 2, that is, the lengths of the first two intake passages 120 with the largest size from the air intake port 111 among the three intake passages 120 are equal; it can also be as follows Figures 1 to 4 As shown, the intake manifold 100 includes four intake passages 120 , wherein M is equal to 2, that is, the lengths of the first two intake passages 120 with the largest distance from the air inlet 111 among the four intake passages 120 are equal, but the present invention is not limited to this embodiment.

[0053] like Figures 1 to 4 As shown, as an optional embodiment, all the intake ducts 120 are located on the same side of the air inlet 111, that is, all the intake ducts 120 are arranged in parallel in sequence, and the air inlet 111 is arranged at one end of the intake manifold body 110. After the gas enters the pressure stabilizing chamber 112 from the air inlet 111, it is diverted at the connection point between each intake duct 120 and the pressure stabilizing chamber 112. The gas has better fluidity and stronger guidance, which increases the engine's intake volume and intake efficiency, enhances the tumble intensity in the cylinder, promotes oil and gas mixing, and improves the combustion efficiency of the fuel.

[0054] The area of ​​the cross section of at least part of the pressure stabilization cavity 112 decreases as the distance between the cross section of the pressure stabilization cavity 112 and the air inlet 111 increases, such as Figures 2 to 4 As shown, the cross-sectional area of ​​the pressure stabilizing chamber 112 corresponding to the first air inlet 121 is larger than the cross-sectional area of ​​the pressure stabilizing chamber 112 corresponding to the second air inlet 122, and the cross-sectional area of ​​the pressure stabilizing chamber 112 corresponding to the second air inlet 122 is larger than the cross-sectional area of ​​the pressure stabilizing chamber 112 corresponding to the third air inlet 123 or the fourth air inlet 124, that is, the first air inlet 121 is larger than the cross-sectional area of ​​the pressure stabilizing chamber 112 corresponding to the second air inlet 122.

[0055] The cross-sectional area of ​​the pressure stabilizing chamber 112 corresponding to 121 is larger than the cross-sectional area of ​​the pressure stabilizing chamber 112 corresponding to other intake ducts 120. During the secondary distribution of the mixed gas, the intake resistance gradually increases in the direction away from the intake port 111, so that the mixed gas is evenly distributed to the intake duct 120 closer to the throttle valve.

[0056] The larger the number of cylinders, the larger the displacement, the higher the power, and the better the vehicle's dynamic performance, but the energy consumption is high, the exhaust emissions are large, and the cost of use increases. Among them, the three-cylinder engine is prone to shaking, and the four-cylinder engine has good power, economy and stability. Therefore, the four-cylinder engine is the most commonly used vehicle form. Specifically, taking the four-cylinder engine as an example, Figures 1 to 4As shown, the intake manifold 100 includes four intake passages 120 arranged side by side, each supplying air to a corresponding cylinder.

[0057] like Figures 1 to 4 As shown, the air intake duct 120 includes a first air intake duct 121, a second air intake duct 122, a third air intake duct 123 and a fourth air intake duct 124. The lengths of the first air intake duct 121 to the fourth air intake duct 124 are L1, L2, L3 and L4 respectively, wherein 89mm≤L1≤100mm, 82mm≤L2≤92mm, 73mm≤L3=L4≤84mm. The length of the air intake duct 120 is adjusted according to the distance between the air intake duct 120 and the air intake port 111 to ensure that the intake amount of each air intake duct 120 is more uniform, especially the first air intake duct 121 and the second air intake duct 122 which are closer to the air intake port 111. The extension lengths of the two are adjusted accordingly to simplify the production process of the intake manifold 100.

[0058] Since the number of cylinders in a common engine is 4, and the third intake passage 123 and the fourth intake passage 124, which are the largest in distance from the air inlet 111, are less affected by the dynamic negative pressure at the throttle, the length ratio of the first intake passage 121 to the third intake passage 123 is adjusted to 1.15≤L1:L3≤

[0059] 1.25, and the ratio of the length of the second air intake duct 122 to the length of the third air intake duct 123 is 1.05≤L2:L3≤1.15. For example, the length of the first air intake duct 121 is increased by 20% relative to the length of the third air intake duct 123 or the length of the fourth air intake duct 124, that is, L1:L3=1.2; the length of the second air intake duct 122 is increased by 10% relative to the length of the third air intake duct 123 or the length of the fourth air intake duct 124, that is, L2:L3=1.1, but is not limited to this embodiment.

[0060] like Figures 2 to 4 As shown, the pressure stabilizing chamber 112 is smoothly connected to the intake ends of the four intake ducts 120, and the cross-sectional areas of the first intake duct 121, the second intake duct 122, the third intake duct 123 and the fourth intake duct 124 and their corresponding pressure stabilizing chambers 112 are S1, S2, S3 and S4, respectively, wherein S1>S2>S3≥S4. During the secondary distribution of the mixed gas, the intake pressures of the first intake duct 121 and the second intake duct 122 are reduced, so that the mixed gas is evenly distributed to the first intake duct 121 and the second intake duct 122 which are closer to the throttle valve.

[0061] like Figures 2 to 4As shown, the cross-sectional area of ​​the pressure-stabilizing chamber 112 gradually decreases along the arrangement direction of the first air inlet 121, the second air inlet 122, the third air inlet 123 and the fourth air inlet 124, so that all the air inlet ducts 120 are located on the same side of the air inlet 111, that is, all the air inlet ducts 120 are arranged in parallel. After the gas enters the pressure-stabilizing chamber 112 from the air inlet 111, it is diverted at the connection point between each air inlet duct 120 and the pressure-stabilizing chamber 112, and the gas flowability is better and the guidance is stronger.

[0062] like Figure 1 As shown, the pressure-stabilizing chamber 112 extends along the first direction D1, and the first air inlet duct 121, the second air inlet duct 122, the third air inlet duct 123 and the fourth air inlet duct 124 are all located on the same side of the air inlet 111 and are arranged in parallel in sequence along the first direction D1, that is, all the air inlet ducts 120 are arranged in parallel in sequence along the first direction D1 on one side of the air inlet 111, and all the air inlet ducts 120 extend along the second direction D2, so that after the gas enters the pressure-stabilizing chamber 112 from the air inlet 111, it can flow to one side along the first direction D1 and be diverted at the connection point between each air inlet duct 120 and the pressure-stabilizing chamber 112.

[0063] like Figure 1 As shown, the bottom wall of the pressure-stabilizing chamber 112 includes a horizontal wall 113, a first inclined wall 114 and a second inclined wall 115 connected in sequence along the first direction D1. The horizontal wall 113 is arranged opposite to the first air inlet 121, the first inclined wall 114 is arranged opposite to the second air inlet 122 and is inclined upward, the second inclined wall 115 is arranged opposite to the third air inlet 123 and the fourth air inlet 124 and is inclined upward, and the slope of the first inclined wall 114 is greater than the slope of the second inclined wall 115, thereby forming a cross-sectional area of ​​at least part of the pressure-stabilizing chamber 112 that gradually decreases toward the side away from the air inlet 111.

[0064] As an embodiment not shown, air intake ducts 120 are arranged on both sides of the air intake port 111. After the gas enters the pressure stabilizing chamber 112 from the air intake port 111, it can flow to both sides of the pressure stabilizing chamber 112, so that the air supply of each air intake duct 120 is more uniform, thereby achieving the purpose of reducing vibration, reducing noise and improving engine power performance.

[0065] Optionally, the cross-sectional area of ​​the pressure-stabilizing chamber 112 gradually decreases from the air inlet 111 to both sides, and the cross-sectional area of ​​the pressure-stabilizing chamber 112 corresponding to the first air inlet duct 121 is larger than the cross-sectional area of ​​the pressure-stabilizing chamber 112 corresponding to other air inlet ducts 120. During the secondary distribution of the mixed gas, the intake resistance of the air inlet ducts 120 on both sides of the air inlet 111 gradually increases in the direction away from the air inlet 111, so that the mixed gas is evenly distributed to the air inlet ducts 120 closer to the throttle valve.

[0066] The pressure-stabilizing chamber 112 extends along the first direction D1, and the air inlet ducts 120 are arranged on both sides of the air inlet 111 along the first direction D1, that is, all the air inlet ducts 120 are arranged in parallel on both sides of the air inlet 111 along the first direction D1, and all the air inlet ducts 120 extend along the second direction D2, so that after the gas enters the pressure-stabilizing chamber 112 from the air inlet 111, it can flow to both sides along the first direction D1 and be diverted at the connection point between each air inlet duct 120 and the pressure-stabilizing chamber 112.

[0067] The first direction D1 is substantially perpendicular to the height direction of the intake manifold body 110, that is, the height direction of the intake manifold body 110 is the second direction D2. For ease of description, in this embodiment, the first direction D1 is substantially parallel to the length direction of the intake manifold body 110, that is, the first direction D1 is substantially horizontal.

[0068] The processes and steps described in all the preferred embodiments above are merely examples. Unless adverse effects occur, various processing operations may be performed in a different order from the above process. The order of the steps in the above process may also be increased, combined, or deleted according to actual needs.

[0069] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art in the art of this application. The terms used herein are merely for describing specific implementation purposes and are not intended to limit this application. Features described herein in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or is otherwise indicated.

[0070] The present application has been illustrated through the above-mentioned embodiments, but it should be understood that the above-mentioned embodiments are only for the purpose of example and explanation, and the present application is not limited to the above-mentioned embodiments. According to the teachings of the present application, more variations and modifications can be made, and these variations and modifications all fall within the scope of protection claimed by the present application.

Claims

1. An intake manifold for an engine, characterized in that: It includes a pressure-stabilizing chamber with an air inlet and multiple air inlet ducts connected to the pressure-stabilizing chamber, and the length of the first air inlet duct with the smallest dimension from the air inlet is greater than the lengths of the other air inlet ducts, so that the volume of the first air inlet duct is greater than the volume of the other air inlet ducts.

2. The intake manifold for an engine according to claim 1, characterized in that: The length of at least a portion of the air inlet passage decreases as the distance between the air inlet passage and the air inlet increases.

3. The intake manifold for an engine according to claim 1, characterized in that: At least some of the air inlet passages are of equal length.

4. The intake manifold for an engine according to claim 1, characterized in that: The area of ​​at least a portion of the cross section of the pressure stabilization chamber decreases as the distance between the cross section of the pressure stabilization chamber and the air inlet increases.

5. The intake manifold for an engine according to claim 1, characterized in that: The cross-sectional area of ​​the pressure stabilization cavity corresponding to the first air inlet duct is greater than or equal to the cross-sectional area of ​​the pressure stabilization cavity corresponding to the other air inlet ducts.

6. The intake manifold for an engine according to any one of claims 1 to 5, characterized in that: The air inlet ducts are arranged on both sides of the air inlet.

7. The intake manifold for an engine according to any one of claims 1 to 5, characterized in that: All of the air inlet passages are located on the same side of the air inlet.

8. The intake manifold for an engine according to any one of claim 7, characterized in that: The air inlet duct includes a second air inlet duct, a third air inlet duct and a fourth air inlet duct arranged side by side with the first air inlet duct, and the lengths of the first air inlet duct to the fourth air inlet duct are L1, L2, L3 and L4 respectively, wherein, 89mm≤L1≤100mm, 82mm≤L2≤92mm, 73mm≤L3=L4≤84mm; and / or 1.15≤L1:L3≤1.25; 1.05≤L2:L3≤1.

15.

9. An engine, characterized in that: An intake manifold for an engine comprising the method according to any one of claims 1 to 8.

10. A powertrain, characterized in that: Including the engine described in claim 9.

11. A vehicle, characterized in that: The invention comprises the intake manifold for an engine according to any one of claims 1 to 8, the engine according to claim 9, or the powertrain according to claim 10.

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