Intake manifold, engine and vehicle

Abstract

The utility model discloses an intake manifold, an engine and a vehicle, and belongs to the technical field of automobiles, the intake manifold comprises a manifold body, and the manifold body is provided with a pressure stabilizing cavity, an air inlet and an air outlet; the pressure stabilizing cavity comprises a first side wall and a second side wall which are oppositely arranged in the first direction, the first side wall and / or the second side wall are / is provided with protruding structures on the two sides of the air inlet, and a concave position is defined between the protruding structures on the two sides of the first side wall and / or the second side wall; the air outlet is communicated with the area, corresponding to the concave position, in the pressure stabilizing cavity, and in the first direction, the distance between the concave position and the opposite side wall is larger than the distance between the protruding structure and the opposite side wall. The air flow can be evenly conveyed to the air outlet along the pressure stabilizing cavity, the purpose of reducing the air inlet loss is achieved, and the air inlet uniformity of all air inlet channels of the engine can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobiles, in particular to an intake manifold, an engine and a vehicle. Background Art

[0002] Cars are an important part of people's lives. With the improvement of people's living standards, people's requirements for cars are no longer just a means of transportation, and people also pay great attention to the quality, maintenance and repair of cars. The engine is the heart of the car. It is the device responsible for providing power for the car. Its quality is related to the life safety of customers and determines the power, economy, stability and environmental protection of the car. The intake structure is the main factor affecting the performance and reliability of the engine. In the relevant existing technology, the intake structure is generally from the throttle to the intake manifold, then to the intake duct of the engine cylinder head, and finally enters the engine cylinder for combustion. Among them, the intake manifold is not ideal for guiding the air inlet, resulting in large intake losses in the process of air entering the engine cylinder head, and uneven intake in each cylinder of the engine. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, in a first aspect, the utility model provides an intake manifold that can reduce intake resistance and improve intake performance.

[0004] In a second aspect, the utility model also provides an engine using the above-mentioned intake manifold.

[0005] In a third aspect, the utility model further proposes a vehicle using the above engine.

[0006] According to an intake manifold of an embodiment of the first aspect of the utility model, the intake manifold comprises: a manifold body having a first end for connecting to a throttle valve and a second end for connecting to an engine cylinder head, a pressure-stabilizing chamber being arranged inside the manifold body, an air inlet being arranged at the first end of the pressure-stabilizing chamber, and an air outlet being arranged at the second end of the pressure-stabilizing chamber; the pressure-stabilizing chamber comprises a first side wall and a second side wall arranged opposite to each other along a first direction, the first side wall and / or the second side wall are provided with protruding structures on both sides of the air inlet, and the first side wall and / or the second side wall define a recess between the protruding structures on both sides; the air outlet is connected to an area corresponding to the recess in the pressure-stabilizing chamber, and, along the first direction, the distance between the recess and the opposite side wall is greater than the distance between the protruding structure and the opposite side wall.

[0007] The intake manifold according to the embodiment of the utility model has at least the following beneficial effects: the intake manifold in the utility model is provided with a convex structure on both sides of the air inlet in the pressure stabilizing chamber, so that the size of the area directly facing the air inlet in the pressure stabilizing chamber in the first direction is increased relative to the areas on both sides, which can reduce the intake speed of the pressure stabilizing chamber during air intake, so that the airflow can be evenly transported along the pressure stabilizing chamber to the air outlet, thereby achieving the purpose of reducing intake loss. At the same time, the convex structure provided on both sides of the air inlet will reduce the size of the areas on both sides in the first direction relative to the middle area, which is beneficial to improving the intake uniformity of each intake duct of the engine.

[0008] According to some embodiments of the utility model, the protruding structure is provided with a ridge at one end close to the air inlet, and the protruding height of the ridge decreases along the direction from the air inlet to the air outlet. Thus, the ridge can be used to improve the effect of the area corresponding to the concave position on air intake deceleration, and make the air outlet of the two side areas and the middle area corresponding to the concave position more uniform.

[0009] According to some embodiments of the utility model, the engine cylinder head has a plurality of air inlets distributed along the second direction, and the end of the ridge beam close to the air outlet extends between the ports of two adjacent air inlets. Thus, the ridge beam can be used to guide the airflow in the middle area corresponding to the concave position and the two side areas corresponding to the convex structure, ensuring uniform air intake in each air inlet.

[0010] According to some embodiments of the utility model, the air inlet includes a first air inlet, a second air inlet, a third air inlet and a fourth air inlet, and correspondingly formed with a first port, a second port, a third port and a fourth port distributed side by side, the center of the air inlet is located on the side of the distribution center of the four air inlets close to the fourth air inlet, the protrusion structure includes a first protrusion and a second protrusion, the first protrusion is located on the side of the air inlet that is biased towards the first air inlet, the second protrusion is located on the side of the air inlet that is biased towards the fourth air inlet, the first protrusion has a first ridge, the second protrusion has a second ridge, an end of the first ridge close to the air outlet extends between the second port and the third port, and an end of the second ridge close to the air outlet extends between the third port and the fourth port. Therefore, the first ridge and the second ridge cooperate with the first protrusion and the second protrusion to guide the intake air. Compared with the third port, the air flow rate in the area corresponding to the first protrusion and the second protrusion is increased, and the air flow rate in the area corresponding to the concave position is reduced, so that the air flows evenly to the first port, the second port, the third port and the fourth port.

[0011] According to some embodiments of the utility model, the pressure stabilizing chamber further includes a third side wall connected between the first side wall and the second side wall, and a fourth side wall opposite to the third side wall, the third side wall and the fourth side wall are located on both sides of the air inlet, and the distance between the third side wall and the fourth side wall increases along the direction from the air inlet to the air outlet. Thus, the third side wall and the fourth side wall are used in conjunction with the convex structures on both sides of the air inlet to improve the air intake efficiency and reduce the air intake loss.

[0012] According to some embodiments of the utility model, the engine cylinder head is provided with a plurality of intake passages distributed along the second direction, and the air outlet extends along the second direction to cover the port of each intake passage, so as to simultaneously connect each intake passage. Thus, the intake route is shortened, the intake loss and intake temperature can be effectively reduced, and the intake capacity of the intake manifold is improved.

[0013] According to some embodiments of the present invention, the protrusion height h of the protrusion structure along the first direction and the height H of the pressure stabilizing chamber along the first direction satisfy: 0<h≤H / 5. Thus, the protrusion height of the protrusion structure can be prevented from being too high to affect the intake performance.

[0014] According to some embodiments of the utility model, the first end is arranged at the lower end of the manifold body, and the manifold body is provided with an annular water retaining rib protruding in the pressure stabilizing chamber, and the annular water retaining rib surrounds the end of the air inlet. Thus, the annular water retaining rib can be used to form a barrier around the air inlet to prevent condensed water from entering the throttle valve, thereby preventing the throttle valve plate from freezing.

[0015] According to some embodiments of the utility model, the bottom of the pressure stabilizing chamber has a downward slope in the direction close to the air outlet, so that the condensed water can be discharged to the air intake of the engine cylinder head, and the condensed water can be processed by using the working heat of the engine.

[0016] The engine according to the second embodiment of the utility model comprises the intake manifold of any one of the above embodiments.

[0017] The engine according to the embodiment of the utility model has at least the following beneficial effects: in the engine of the utility model, the intake manifold used has a convex structure arranged on both sides of the air inlet in the pressure stabilizing chamber, so that the size of the area directly facing the air inlet in the pressure stabilizing chamber in the first direction is increased relative to the areas on both sides, which can reduce the intake speed of the pressure stabilizing chamber during air intake, so that the airflow can be evenly transported along the pressure stabilizing chamber to the air outlet, thereby achieving the purpose of reducing intake loss. At the same time, the convex structure arranged on both sides of the air inlet will reduce the size of the areas on both sides in the first direction relative to the middle area, which is beneficial to improving the intake uniformity of each intake duct, thereby improving the intake performance of the engine.

[0018] A vehicle according to an embodiment of the third aspect of the utility model comprises the engine of the above embodiment.

[0019] The vehicle according to the embodiment of the utility model has at least the following beneficial effects: the vehicle in the utility model, by applying the above-mentioned engine, can reduce the intake loss, improve the intake uniformity of each intake passage, and improve the intake performance.

[0020] Additional aspects and advantages of the present invention will be partially given in the following description, and some of the additional aspects and advantages will become apparent from the following description, or will be understood through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The present invention is further described below with reference to the accompanying drawings and embodiments, wherein:

[0022] Figure 1 A structural cross-sectional view of the intake manifold along a first direction in the utility model;

[0023] Figure 2 A schematic diagram of a configuration of the protrusion structure of the intake manifold in the utility model;

[0024] Figure 3 It is an axial schematic diagram of the protrusion structure of the intake manifold in the utility model;

[0025] Figure 4 It is a schematic diagram of the overall structure of the intake manifold in the utility model;

[0026] Figure 5 A connection diagram of the intake manifold in the utility model;

[0027] Figure 6 The utility model is an exploded schematic diagram of the intake manifold, the engine cylinder head and the throttle valve.

[0028] In the figure:

[0029] 100-Manifold body,

[0030] 200 - pressure stabilizing chamber, 201 - first side wall, 202 - second side wall, 203 - third side wall, 204 - fourth side wall,

[0031] 300-air inlet, 301-annular water retaining rib,

[0032] 400- outlet,

[0033] 500-protrusion structure, 501-first protrusion, 502-second protrusion, 503-concave position,

[0034] 5011-first ridge, 5012-first front convex surface, 5013-first rear convex surface, 5021-second ridge,

[0035] 600-engine cylinder head, 601-intake duct, 6011-port, 602-metal gasket,

[0036] 700 - Throttle. DETAILED DESCRIPTION

[0037] The embodiments of the present invention are described in detail below, and 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 invention, and cannot be understood as limiting the present invention.

[0038] In the description of the present invention, it should be understood that the descriptions involving orientation, such as the orientation or positional relationship indicated as up, down, etc., are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0039] In the description of the present utility model, "a plurality" means more than two. If there is a description of "first" or "second", it is only for the purpose of distinguishing the technical features, and cannot be understood as indicating or implying the relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0040] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0041] Cars are an important part of people's lives. With the improvement of people's living standards, people's requirements for cars are no longer just a means of transportation, and people also pay great attention to the quality, maintenance and repair of cars. The engine is the heart of the car. It is the device responsible for providing power for the car. Its quality is related to the life safety of customers and determines the power, economy, stability and environmental protection of the car. The intake structure is the main factor affecting the performance and reliability of the engine. In the relevant existing technology, the intake structure is generally from the throttle to the intake manifold, then to the intake duct of the engine cylinder head, and finally enters the engine cylinder for combustion. Among them, the intake manifold is not ideal for guiding the air inlet, resulting in large intake losses in the process of air entering the engine cylinder head, and uneven intake in each cylinder of the engine.

[0042] To this end, the utility model proposes an intake manifold, aiming to reduce intake resistance and improve intake performance.

[0043] Reference Figures 1 to 6 , an intake manifold of the present embodiment includes a manifold body 100, the manifold body 100 is a shell structure, and a first end for connecting to a throttle valve 700 and a second end for connecting to an engine cylinder head 600 are provided on the outer surface of the manifold body 100. The specific structural forms of the first end and the second end are designed and adjusted according to the connection structure of the throttle valve 700 and the connection structure of the engine cylinder head 600 in actual situations, and are not specifically limited here. A pressure stabilizing chamber 200 is provided inside the manifold body 100, and an air inlet 300 is provided at the first end of the pressure stabilizing chamber 200 for connecting to the throttle valve 700. An air outlet 400 is provided at the second end of the pressure stabilizing chamber 200 for connecting to an air inlet duct 601 on the engine cylinder head 600. When inhaling, air enters the pressure stabilizing chamber 200 through the throttle valve 700, and then enters the air inlet duct 601 through the air outlet 400. The pressure stabilizing chamber 200 includes a first side wall 201 and a second side wall 202 that are arranged opposite to each other along a first direction. The first side wall 201 and the second side wall 202 are both provided with protruding structures 500 on both sides of the air inlet 300. The first side wall 201 and the second side wall 202 define a recess 503 between the protruding structures 500 on both sides. Since the protruding structures 500 are located on both sides of the air inlet 300, that is, the air inlet 300 is connected to the recess 503 on the first side wall 201 and the area corresponding to the recess 503 on the second side wall 202 in the pressure stabilizing chamber 200. The size of the protruding structure 500 satisfies: along the first direction, the distance between the recess 503 and the opposite side wall is greater than the distance between the protruding structure 500 and the opposite side wall. That is, in the area on both sides of the air inlet 300, the distance between the first side wall 201 and the second side wall 202 along the first direction is less than the distance between the first side wall 201 and the second side wall 202 in the area corresponding to the recess 503 along the first direction.

[0044] Combination Figure 1 and Figure 6 As shown, the first direction is the up-down direction, and the first side wall 201 and the second side wall 202 are the upper and lower side walls of the pressure stabilizing chamber 200. In the areas on both sides of the air inlet 300 provided with the protruding structure 500, the height between the first side wall 201 and the second side wall 202 is smaller than the height between the first side wall 201 and the second side wall 202 in the concave position 503 area.

[0045] The pressure stabilizing chamber 200 in this embodiment forms a cavity structure that is enlarged in the middle and reduced on both sides by setting the protruding structure 500 and the concave position 503. Since the enlarged middle area connected to the air inlet 300 can reduce the intake speed of the pressure stabilizing chamber 200 during intake, the air flow can be evenly transported along the pressure stabilizing chamber 200 to the air outlet 400, thereby reducing the intake loss. In addition, combined with the design of reducing the air flow on both sides, the uniformity of the air flow between the first side wall 201 and the second side wall 202 can be improved, so that each intake passage 601 on the engine cylinder head 600 can be evenly inhaled.

[0046] It should be noted that the protruding structure 500 may also be provided only on the first side wall 201 or the second side wall 202 , as long as it can form the above-mentioned pressure stabilizing cavity 200 that is enlarged in the middle and narrowed on both sides.

[0047] In some embodiments of the utility model, the raised structure 500 is provided with a ridge at one end close to the air inlet 300. It can be understood that the ridge is the peak formed by the highest point of the raised structure 500, and is not necessarily a ridge line, that is, in the cross section, the highest point of the raised structure 500 can be a fillet or an angular corner. The protruding height of the ridge decreases along the direction from the air inlet 300 to the air outlet 400. In the related prior art, the engine is usually a four-cylinder engine, that is, after the air enters from the air inlet 300, it needs to be sent to the four air inlets 601 on the engine cylinder head 600 through the pressure stabilizing chamber 200. In this embodiment, the height of the ridge is gradually reduced along the direction close to the air outlet 400, which is conducive to the air flowing from the middle area corresponding to the concave position 503 to the two side areas, thereby improving the air intake uniformity of the air inlets 601 docking in different areas. In addition, the protruding height of the ridge gradually decreases, so that the distance between the first side wall 201 and the second side wall 202 gradually increases, and the flow rate of the air before entering the air inlet 601 is relieved, thereby improving the intake uniformity of each air inlet 601. In the area corresponding to the concave position 503, the ridge can be used to improve the effect of the area corresponding to the concave position 503 on the intake deceleration.

[0048] Combination Figure 1 , Figure 2 , Figure 3 and Figure 5 As shown, the protruding height of one end of the ridge near the air outlet 400 gradually decreases to zero, that is, it remains flush with the concave position 503, so that the distance between the first side wall 201 and the second side wall 202 of the air outlet 400 is uniform, thereby improving the air intake uniformity of each air inlet duct 601.

[0049] Combination Figure 3 , Figure 4 and Figure 6As shown, in some embodiments of the present invention, the engine cylinder head 600 is provided with a plurality of air inlets 601 distributed along the second direction, and one end of the ridge beam close to the air outlet 400 extends between the ports 6011 of two adjacent air inlets 601. Since the ridge beam is the highest point of the raised structure 500, by arranging the ridge beam between the ports 6011 of two adjacent air inlets 601, the air can be guided to flow quickly to each port 6011 of the air inlet 601, and it is helpful to ensure that each air inlet 601 is evenly inhaled.

[0050] Combination Figure 4 and Figure 6 As shown, in some embodiments of the utility model, the air inlet 601 includes the first air inlet, the second air inlet, the third air inlet and the fourth air inlet in sequence along the second direction, and the first port, the second port, the third port and the fourth port are formed correspondingly and distributed side by side. Relative to the distribution center position of the four air inlets 601 along the second direction, the center of the air inlet 300 is located on the side of the distribution center position close to the fourth air inlet, that is, the projection distance from the air inlet 300 to the fourth port in the second direction is less than the projection distance from the air inlet 300 to the first port. Correspondingly, the protrusion structure 500 includes a first protrusion 501 and a second protrusion 502, the first protrusion 501 is located on the side of the air inlet 300 deviating from the first air inlet, and the second protrusion 502 is located on the side of the air inlet 300 deviating from the fourth air inlet. A first ridge 5011 is provided at one end of the first protrusion 501 close to the air inlet 300, and a second ridge 5021 is provided at one end of the second protrusion 502 close to the air inlet 300. Along the direction from the air inlet 300 to the air outlet 400, the heights of the first ridge 5011 and the second ridge 5021 are gradually reduced to 0. And the end of the first ridge 5011 close to the air outlet 400 extends between the second port and the third port, and the end of the second ridge 5021 close to the air outlet 400 extends between the third port and the fourth port. It can be understood that this embodiment takes a four-cylinder engine as an example, and four air inlets 601 are arranged side by side, and the air inlet 300 is biased to one end relative to the midpoint position of the four air inlets 601. In this embodiment, the distance from the first port to the air inlet 300 is the largest, and the distance from the third port to the air inlet 300 is the smallest. Through the arrangement of the first ridge 5011 and the second ridge 5021, the air can be guided, the air flow rate in the corresponding area of ​​the first protrusion 501 and the second protrusion 502 is increased, and the air flow rate in the corresponding area of ​​the concave position 503 is reduced, so that the air intake of the first port, the second port, the third port and the fourth port is uniform.

[0051] Combination Figure 2 and Figure 3As shown, in some embodiments of the utility model, the pressure stabilizing chamber 200 also includes a third side wall 203 connected between the first side wall 201 and the second side wall 202 and a fourth side wall 204 opposite to the third side wall 203. The third side wall 203 and the fourth side wall 204 are located on both sides of the air inlet 300, and cooperate with the first side wall 201 and the second side wall 202 to enclose the pressure stabilizing chamber 200. The distance between the third side wall 203 and the fourth side wall 204 increases along the direction from the air inlet 300 to the air outlet 400, that is, the third side wall 203 and the fourth side wall 204 are both opened in the form of a certain angle with the second direction. With the structural setting of this embodiment, the third side wall 203 and the fourth side wall 204 can cooperate with the protruding structure 500 to guide the intake, so that the air quickly enters the intake duct 601 of the engine cylinder head 600. Referring to the figure, the third side wall 203 is opposite to the first port and the second port, and the fourth side wall 204 is opposite to the fourth port. The third side wall 203 and the fourth side wall 204 are connected to the end of the air inlet 300 away from the air outlet 400. After the air enters the pressure stabilizing chamber 200 through the air inlet 300, the air will flow to the shrinking areas on both sides while the flow rate is slowed down in the area corresponding to the concave position 503. The air flowing to the shrinking areas on both sides of the pressure stabilizing chamber 200 will be guided by the third side wall 203 and the fourth side wall 204 to quickly flow toward the air outlet 400 and enter the air inlet 601, thereby improving the air intake efficiency and reducing the air intake loss.

[0052] In some embodiments of the utility model, the engine cylinder head 600 is provided with a plurality of inlet passages 601 distributed along the second direction, and the air outlet 400 extends along the second direction to cover the port 6011 of each inlet passage 601, and is used to simultaneously connect each inlet passage 601. In the related prior art, the intake manifold is connected to the intake passage 601 of the engine cylinder head 600 by setting an intake passage, resulting in large intake loss, the intake manifold is relatively bulky, and the intake temperature is increased. In this embodiment, all the intake passages 601 are covered by one air outlet 400, that is, the pressure stabilizing chamber 200 is directly connected to the intake passage 601 of the engine cylinder head 600, and the setting of the intake passage is cancelled, which can effectively shorten the intake route, reduce the intake temperature, and can effectively reduce the intake loss and intake temperature, and improve the intake capacity of the intake manifold.

[0053] Considering that if the protrusion structure 500 has a high protrusion height, it will affect the air flow to the air inlet ducts 601 on both sides, causing the air intake uniformity of the air inlet duct 601 to decrease. In view of this, in some embodiments of the present invention, the protrusion height h of the protrusion structure 500 along the first direction and the height H of the pressure stabilizing chamber 200 along the first direction satisfy: 0<h≤H / 5. It can be understood that the highest protrusion height of the protrusion structure 500 does not exceed one-fifth of the height of the pressure stabilizing chamber 200. In this way, when the protrusion structure 500 is set on both the first side wall 201 and the second side wall 202, there is still a three-fifths height space between the two protrusion structures 500 opposite to each other along the first direction for air circulation, which can effectively ensure the fluidity of the air and avoid the protrusion height of the protrusion structure 500 being too high to affect the air intake performance.

[0054] Combination Figures 1 to 3 In some embodiments of the utility model, the first end is arranged at the lower end of the manifold body 100, so the air inlet 300 is also connected to the lower end of the pressure stabilizing chamber 200. The manifold body 100 is provided with an annular water retaining rib 301 protruding from the pressure stabilizing chamber 200, and the annular water retaining rib 301 surrounds the port of the air inlet 300. After the engine stops running for a period of time, as the temperature drops, the temperature of the inner wall of the intake manifold drops, and condensed water droplets will form on the inner wall of the intake manifold. If the condensed water droplets flow to the throttle valve plate shaft, the low temperature will cause the throttle valve to freeze. With the structural setting of this embodiment, the annular water retaining rib 301 can be used to form a barrier around the air inlet 300 to prevent condensed water from entering the throttle 700, thereby avoiding the problem of throttle 700 valve plate freezing.

[0055] Combination Figure 1 and Figure 5 As shown, in some embodiments of the present invention, the bottom of the pressure stabilizing chamber 200 has a downward slope in the direction close to the air outlet 400. It is understandable that when condensed water drops are formed on the inner wall of the intake manifold, the slope can be used to discharge the condensed water to the intake duct 601 of the engine cylinder head 600, and the condensed water can be treated by the working heat of the engine. Combined with the annular water retaining rib 301 of the aforementioned embodiment, the condensed water can be guided to a position away from the air inlet 300, further preventing the condensed water from entering the throttle 700.

[0056] Reference Figures 1 to 6In some embodiments of the utility model, the intake manifold includes a manifold body 100, which is a shell structure, and a pressure stabilizing chamber 200 is formed therein. The pressure stabilizing chamber 200 has a first side wall 201 above, a second side wall 202 below, a fourth side wall 204 in front, and a third side wall 203 in the back. The first side wall 201, the second side wall 202, the third side wall 203 and the fourth side wall 204 are enclosed together to form the pressure stabilizing chamber 200. And the left ends of the third side wall 203 and the fourth side wall 204 are connected at an angle. The left bottom of the manifold body 100 extends downward to form a first end, and an air inlet 300 vertically connected to the pressure stabilizing chamber 200 is provided at the first end. It can be understood that the air inlet 300 is opened on the second side wall 202. There is a distance between the air inlet 300 and the third side wall 203 and the fourth side wall 204. The right end of the manifold body 100 is opened to form an air outlet 400, and a flange surface is provided at the right end of the manifold body 100 to form a second end for docking with the engine cylinder head 600. The first side wall 201 and the second side wall 202 are both provided with protruding structures 500 in the front and rear areas of the air inlet 300. The protruding structure 500 on the front side of the first side wall 201 covers the entire front area of ​​the first side wall 201, and the protruding structure 500 on the rear side covers the entire rear area. The same is true for the second side wall 202, so that the first side wall 201 defines a concave position 503 between the two protruding structures 500, and the second side wall 202 defines a concave position 503 between the two protruding structures 500, so that the height of the pressure stabilizing chamber 200 in the area covered by the protruding structure 500 is smaller than the height of the pressure stabilizing chamber 200 in the area corresponding to the concave position 503. Taking the second side wall 202 as an example, the protrusion structure 500 includes a first protrusion 501 on the rear side of the air inlet 300, a second protrusion 502 on the front side of the air inlet 300, and the first protrusion 501 includes a first ridge 5011, a first front convex surface 5012 located in the direction of the first ridge 5011 close to the air inlet 300, and a first rear convex surface 5013 located in the direction of the first ridge 5011 away from the air inlet 300, wherein the first ridge 5011 is the highest wave crest formed by the intersection of the first front convex surface 5012 and the first rear convex surface 5013. The protrusion height of the first ridge 5011 gradually decreases from left to right, and decreases to 0 at the right end position, that is, it is flush with the concave position 503. At the same time, along the direction from left to right, the first front convex surface 5012 and the first rear convex surface 5013 both have a downward slope. The second protrusion 502 is similar to the first protrusion 501 , and the structure on the first sidewall 201 is similar to the structure on the second sidewall 202 .Since the protruding height of the first ridge 5011 and the second ridge 5021 varies from left to right, in any cross section parallel to the flange surface at the right end of the pressure stabilizing chamber 200, the protruding height of the first ridge 5011 and the second ridge 5021 does not exceed one-fifth of the height of the pressure stabilizing chamber 200 corresponding to the concave position 503 in the cross section, so that at any position of the wave crest, the pressure stabilizing chamber 200 has at least three-fifths of the height space for air circulation. The third side wall 203 forms an angle of 25° with the right end face of the manifold body 100, and the fourth side wall 204 forms an angle of 40° with the right end face of the manifold body 100, and the third side wall 203 and the fourth side wall 204 have a smooth transition. The second side wall 202 is convexly provided with a circle of annular water retaining ribs 301 on the side around the air inlet 300. And the concave position 503 of the second side wall 202 has a downward slope from left to right. In addition, a plurality of reinforcing ribs are disposed on the outer side of the manifold body 100 .

[0057] With the structural setting of this embodiment, after the air enters the pressure stabilizing chamber 200 from the air inlet 300, the pressure stabilizing chamber 200 forms a structure with a high middle and narrow sides along the front-to-back direction through the protruding structure 500, and the air inlet 300 is connected to the high middle area, so the flow rate can be relieved and the intake loss can be reduced. At the same time, in the process of air flowing from the air inlet 300 to the air outlet 400, the flow rate of the front and rear areas of the pressure stabilizing chamber 200 will be higher than the flow rate of the middle area, but as it moves to the right, the upper and lower heights of the front and rear areas of the pressure stabilizing chamber 200 increase, and the flow rate is relieved. With the guiding effect of the third side wall 203 and the fourth side wall 204, the air will quickly flow to the right end and enter the intake duct 601 of the engine cylinder head 600, and keep the intake of each intake duct 601 uniform along the front-to-back direction. It is also understandable that in the related prior art, the intake manifold in a 4-cylinder engine will have 4 intake channels. The intake resistance of this structure is relatively large, resulting in uneven intake of each cylinder, affecting the intake performance of the engine. At the same time, the intake manifold will also be relatively bulky, increasing the cost of the engine. Therefore, compared with the manifold structure with an intake channel in the prior art, this embodiment is designed as a zero-length structure (that is, the length of the intake channel is zero), shortening the intake stroke, reducing intake losses and intake temperature, and helping to reduce production costs. The design of the third side wall 203 and the fourth side wall 204 reduces the idle space in the pressure stabilizing chamber 200 and improves the intake capacity of the manifold body 100. The setting of the annular water retaining rib 301 can prevent condensed water droplets from flowing through the throttle 700, thereby preventing the throttle 700 from being damaged by low-temperature icing.

[0058] The utility model also provides an engine, which includes an intake manifold of any of the above embodiments. The engine is provided with an engine cylinder head 600, and the left end of the engine cylinder head 600 is provided with four intake passages 601 arranged side by side in the front-to-back direction, and four ports 6011 are formed correspondingly. The right end of the intake manifold is provided with an outlet 400 extending in the front-to-back direction to simultaneously connect the four ports 6011. In addition, a metal sealing gasket 602 is provided between the intake manifold and the engine cylinder head 600, and the intake manifold and the engine cylinder head 600 are locked by a plurality of bolts. In the engine of this embodiment, the intake manifold used has a convex structure 500 set on both sides of the air inlet 300 in the pressure stabilizing chamber 200, so that the size of the area in the pressure stabilizing chamber 200 facing the air inlet 300 in the first direction is increased relative to the areas on both sides, which can reduce the intake speed of the pressure stabilizing chamber 200 when the air is inhaled, so that the air flow can be evenly transported along the pressure stabilizing chamber 200 to the air outlet 400, thereby achieving the purpose of reducing intake loss. At the same time, the convex structure 500 set on both sides of the air inlet 300 will reduce the size of the two side areas in the first direction relative to the middle area, which is conducive to improving the intake uniformity of each intake duct 601, thereby improving the intake performance of the engine. At the same time, compared with the structure in the prior art, the rubber sealing pad independently set for each port 6011 is improved to a metal sealing pad 602, which can reduce the difficulty of installation and reduce production costs.

[0059] In addition, the utility model also proposes a vehicle, which is applied with the engine of the above embodiment. It is understandable that the vehicle can be a private car, such as a sedan, SUV, MPV or pickup truck. The vehicle can also be an operating vehicle, such as a van, a bus, a small truck or a large trailer. The vehicle can be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it is a hybrid vehicle. The vehicle in the utility model can reduce the intake loss, improve the intake uniformity of each intake duct 601, and improve the intake performance by applying the above engine.

[0060] The embodiments of the present invention are described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge scope of ordinary technicians in the relevant technical field without departing from the purpose of the present invention.

Claims

1. An intake manifold, characterized in that: include: A manifold body, having a first end for connecting to a throttle valve and a second end for connecting to an engine cylinder head, a pressure stabilizing chamber being arranged inside the manifold body, an air inlet being arranged at the first end of the pressure stabilizing chamber, and an air outlet being arranged at the second end of the pressure stabilizing chamber; The pressure stabilizing chamber comprises a first side wall and a second side wall arranged opposite to each other along a first direction, the first side wall and / or the second side wall are provided with convex structures on both sides of the air inlet, and the first side wall and / or the second side wall define a concave position between the convex structures on both sides; The air outlet is connected to a region corresponding to the concave position in the pressure stabilizing chamber, and along the first direction, a distance between the concave position and an opposite side wall is greater than a distance between the protruding structure and the opposite side wall.

2. The intake manifold according to claim 1, characterized in that: The protruding structure is provided with a ridge at one end close to the air inlet, and the protruding height of the ridge decreases along the direction from the air inlet to the air outlet.

3. The intake manifold according to claim 2, characterized in that: The engine cylinder head is provided with a plurality of air inlet passages distributed along the second direction, and one end of the ridge beam close to the air outlet extends between ports of two adjacent air inlet passages.

4. The intake manifold according to claim 3, characterized in that: The air inlet includes a first air inlet, a second air inlet, a third air inlet and a fourth air inlet, and correspondingly formed with a first port, a second port, a third port and a fourth port distributed side by side, the center of the air inlet is located on the side of the distribution center of the four air inlets close to the fourth air inlet, the protrusion structure includes a first protrusion and a second protrusion, the first protrusion is located on the side of the air inlet that is biased towards the first air inlet, the second protrusion is located on the side of the air inlet that is biased towards the fourth air inlet, the first protrusion has a first ridge, the second protrusion has a second ridge, an end of the first ridge close to the air outlet extends between the second port and the third port, and an end of the second ridge close to the air outlet extends between the third port and the fourth port.

5. The intake manifold according to claim 1, characterized in that: The pressure stabilizing chamber also includes a third side wall connected between the first side wall and the second side wall, and a fourth side wall opposite to the third side wall, the third side wall and the fourth side wall are located on both sides of the air inlet, and the distance between the third side wall and the fourth side wall increases along the direction from the air inlet to the air outlet.

6. The intake manifold according to claim 1, characterized in that: The engine cylinder head is provided with a plurality of intake passages distributed along a second direction, and the air outlet extends along the second direction to cover a port of each intake passage, so as to be connected to each intake passage at the same time.

7. The intake manifold according to claim 1, characterized in that: A protruding height h of the protruding structure along the first direction and a height H of the pressure stabilizing cavity along the first direction satisfy: 0<h≤H / 5.

8. The intake manifold according to claim 1, characterized in that: The first end is arranged at the lower end of the manifold body, and the manifold body is provided with an annular water retaining rib protruding in the pressure stabilizing chamber, and the annular water retaining rib surrounds the end of the air inlet.

9. The intake manifold according to claim 8, characterized in that: The bottom of the pressure stabilizing chamber has a downward slope along a direction close to the air outlet.

10. An engine, characterized in that: An intake manifold comprising any one of claims 1 to 9.

11. A vehicle, characterized in that: Comprising the engine as claimed in claim 10.

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