Intake manifold and engine

Abstract

The utility model relates to the field of automobile engines, and particularly provides an intake manifold and an engine. A flange used for being connected with an engine cylinder cover is arranged on one side of an air inlet manifold, a plurality of airflow outlets are formed in the flange and used for being communicated with a plurality of air cylinders of an engine in a one-to-one correspondence mode, and an air flow guide channel with an air inlet and a plurality of air outlets is formed in the flange. A plurality of air outlets are communicated with a plurality of airflow outlets in a one-to-one correspondence mode, an air inlet of a gas flow guide channel is communicated with a crankcase, the air inlet of the gas flow guide channel is formed in the upper end of an air inlet manifold, a throttle valve air inlet is formed in the lower end of the air inlet manifold, and then high-temperature heat generated when an engine works is transmitted to a flange through an engine cover. The crankcase ventilation gas is fully heated by the flange, condensation of the crankcase ventilation gas in the gas flow guide channel is effectively limited, and therefore the crankcase ventilation gas is effectively limited to flow into the gas flow outlet to be mixed with low-temperature inlet gas flow to be condensed into water drops.

Description

Technical Field

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

[0002] In today's engines, crankcase ventilation gas is generally directed to the intake pipe, that is, the low-load torsion pipe is directly connected to the intake manifold. The crankcase exhaust gas and fresh air are evenly mixed in the intake manifold pressure-stabilizing chamber and then enter each cylinder to participate in combustion. Among them, the low-load torsion pipe is used to ensure that the crankcase exhaust gas is evenly distributed to each cylinder. The breathing pipe joint is generally arranged at the throttle inlet or the middle of the manifold pressure-stabilizing chamber. When the vehicle engine is running at medium and low load conditions, the crankcase exhaust gas mainly enters the cylinder through the low-load torsion pipe (cylinder head cover, PCV valve, external hose, intake manifold).

[0003] However, since the crankcase exhaust gas mainly comes from the blowby gas during the operation of the cylinder, the exhaust gas carries a lot of water vapor. When the engine's throttle is arranged downward, the vehicle runs in a cold environment (-10℃ and below), and the crankcase exhaust gas (generally 10℃~20℃, subject to actual conditions) is directly mixed with the fresh cold air (-10℃ and below) at the throttle inlet. As the air flows on the wall of the intake manifold, a local vortex is formed, which will eventually freeze on the inner wall of the intake manifold near above the throttle. As the temperature of the engine body rises during vehicle operation, the inner wall of the manifold freezes and liquefies. When the throttle opening is small (or the engine is stopped), the liquefied water droplets slide along the inner wall onto the throttle movable valve plate, and quickly freeze and accumulate, eventually causing the throttle to get stuck, which in turn causes the engine to report a fault code, start-up is not smooth, the vehicle cannot accelerate or even cannot start, and other problems occur, seriously affecting the driving quality of the vehicle. Utility Model Content

[0004] In view of this, an embodiment of the utility model provides an intake manifold and an engine to solve the problem of ice formation on the inner wall surface of the manifold near the throttle valve and the throttle valve sticking phenomenon caused by the existing intake manifold.

[0005] To achieve the above purpose, the present invention provides the following technical solutions:

[0006] The utility model discloses an intake manifold in a first aspect, wherein a flange for connecting with an engine cylinder head is provided on one side of the intake manifold;

[0007] The flange is provided with a plurality of air flow outlets, and the plurality of air flow outlets are used to be connected to the plurality of cylinders of the engine in a one-to-one correspondence;

[0008] The flange is also provided with a gas guide channel, the gas guide channel having an air inlet and a plurality of air outlets, the plurality of air outlets are connected with the plurality of air flow outlets in a one-to-one correspondence, the air inlet of the gas guide channel is used to be connected with the crankcase, and the air inlet of the gas guide channel is arranged at the upper end of the intake manifold;

[0009] A throttle air inlet is also provided at the lower end of the intake manifold.

[0010] Preferably, the flange is provided with a first airflow outlet, a second airflow outlet, a third airflow outlet and a fourth airflow outlet along the first direction;

[0011] The gas flow channel includes a first gas path, a second gas path and a third gas path;

[0012] The air inlet of the first air circuit is used to communicate with the crankcase, and the air outlet of the first air circuit is communicated with the air inlet of the second air circuit and the air inlet of the third air circuit;

[0013] The gas outlet of the second gas path is a first gas outlet and a second gas outlet, the first gas outlet is connected to the first gas outlet, and the second gas outlet is connected to the second gas outlet;

[0014] The gas outlets of the third gas path are the third gas outlet and the fourth gas outlet. The third gas outlet is communicated with the third gas outlet, and the fourth gas outlet is communicated with the fourth gas outlet.

[0015] Preferably, the first gas path, the second gas path and the third gas path are all arranged on the same side of the flange and are located above the multiple air flow outlets.

[0016] Preferably, the second gas circuit and the third gas circuit are symmetrically arranged on the flange.

[0017] Preferably, the air inlet of the first air circuit is connected to the air outlet of the crankcase through a connecting pipe.

[0018] Preferably, the cross-sectional area of ​​the connecting pipe, the cross-sectional area of ​​the first gas path, the cross-sectional area of ​​the first gas port, the cross-sectional area of ​​the second gas port, the cross-sectional area of ​​the third gas port and the cross-sectional area of ​​the fourth gas port are the same and are all smaller than the cross-sectional area of ​​the second gas path, wherein the cross-sectional area of ​​the second gas path is the same as the cross-sectional area of ​​the third gas path.

[0019] Preferably, the cross-section of the connecting pipe and the cross-section of the first gas path are both circular structures, and the cross-sectional area of ​​the first gas path is greater than or equal to the cross-sectional area of ​​the connecting pipe.

[0020] Preferably, the cross-sectional area of ​​the second gas path is the same as the cross-sectional area of ​​the third gas path, and the cross-sectional area of ​​the second gas path is greater than or equal to the cross-sectional area of ​​the first gas path;

[0021] The cross-sectional area of ​​the first gas path is greater than or equal to the cross-sectional area of ​​the connecting pipe.

[0022] Preferably, the cross-sectional area of ​​the first air port, the cross-sectional area of ​​the second air port, the cross-sectional area of ​​the third air port and the cross-sectional area of ​​the fourth air port are the same;

[0023] The cross-sectional area of ​​the first gas port is greater than or equal to the cross-sectional area of ​​the connecting pipe.

[0024] The second aspect of the utility model discloses an engine, comprising the intake manifold disclosed in the first aspect of the utility model.

[0025] Based on the above-mentioned utility model, an intake manifold and an engine are provided. A flange for connecting to an engine cylinder head is provided on one side of the intake manifold. The flange is provided with a plurality of airflow outlets, and the plurality of airflow outlets are used to be connected to a plurality of cylinders of the engine in a one-to-one correspondence. A gas guide channel is provided on the flange, and the gas guide channel has an air inlet and a plurality of air outlets, and the plurality of air outlets are connected to the plurality of airflow outlets in a one-to-one correspondence. The air inlet of the gas guide channel is used to be connected to a crankcase. The air inlet of the gas guide channel is provided at the upper end of the intake manifold, and a throttle air inlet is provided at the lower end of the intake manifold. Through the above-mentioned intake manifold, the high temperature of the engine cover can be directly transmitted to the flange of the intake manifold, and the gas guide channel connected to the crankcase is distributed in the flange. Therefore, the high temperature transmitted to the flange can fully heat the crankcase ventilation gas, effectively limiting the condensation of the crankcase ventilation gas in the gas guide channel, thereby effectively limiting the crankcase ventilation gas from merging into the air flow outlet and mixing with the low-temperature intake air flow and condensing into water droplets. Secondly, the air inlet of the gas guide channel is set at the upper end of the intake manifold. Even if a small amount of condensed water is generated during operation, the condensed water will flow directly to the air flow outlet under the action of gravity, and enter the cylinder with the air to participate in combustion, which can effectively prevent a small amount of condensed water from accumulating in the gas guide channel and the air flow outlet after the engine is turned off in extremely cold weather. The problem of ice blockage; this structure can effectively prevent the condensed water from merging or the water droplets on the inner wall surface of the manifold from freezing on the throttle valve plate, so as to ensure that the engine can also operate normally in high-cold areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0027] Figure 1 A side view of an intake manifold provided by an embodiment of the utility model;

[0028] Figure 2A front view of an intake manifold provided by an embodiment of the utility model;

[0029] Figure 3 A partial cross-sectional view of an intake manifold provided by an embodiment of the utility model;

[0030] Figure 4 A schematic diagram of the coordination between the gas guide channel and the air flow outlet of the intake manifold provided in an embodiment of the utility model.

[0031] Among them, the intake manifold 1; the flange 2, the air flow outlet 21, the first air flow outlet 211, the second air flow outlet 212, the third air flow outlet 213, the fourth air flow outlet 214, the first air path 221, the second air path 222, the first air port 2221, the second air port 2222, the third air path 223, the third air port 2231, the fourth air port 2232; the throttle air inlet 3; the connecting pipe 4. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0033] The utility model embodiment provides an intake manifold 1, see Figures 1 to 4 , Figure 1 A schematic diagram of the structure of the intake manifold 1 of the present application, the intake manifold 1 of the present application is used to introduce crankcase ventilation gas into the engine cylinder, and a flange 2 for connecting to the engine cylinder head is provided on one side of the intake manifold 1;

[0034] The flange 2 is provided with a plurality of air flow outlets 21, and the plurality of air flow outlets 21 are used to be connected to the plurality of cylinders of the engine in a one-to-one correspondence;

[0035] The flange 2 is also provided with a gas guide channel, which has an air inlet and a plurality of air outlets, the plurality of air outlets are connected to the plurality of air flow outlets 21 in a one-to-one correspondence, the air inlet of the gas guide channel is used to communicate with the crankcase, and the air inlet of the gas guide channel is arranged at the upper end of the intake manifold 1;

[0036] A throttle air inlet 3 is also provided at the lower end of the intake manifold 1 .

[0037] It should be noted that when the engine is in working condition, the engine cylinder head is generally in a high temperature state, and by setting a flange 2 connected to the engine cylinder head on one side of the intake manifold 1, the cylinder head can transfer the heat transferred by the engine to the flange, and the air inlet of the guide channel is set at the upper end of the intake manifold 1, and the throttle air inlet 3 is set at the lower end of the intake manifold 1, so that the crankcase can be set above the intake manifold 1, and because the air inlet and the air outlet of the gas guide channel of the present application are both set on the flange 2, the flange 2 can fully heat the crankcase ventilation gas, thereby effectively limiting the condensation of the crankcase ventilation gas in the gas guide channel, and can effectively limit the crankcase ventilation gas from merging into the airflow outlet and mixing with the low-temperature intake airflow and condensing into water droplets (that is, the intersection of multiple airflow outlets 21 with multiple air outlets of the gas guide channel respectively).

[0038] It should also be noted that the air flow outlet 21 provided on the flange 2 is communicated with the throttle valve air inlet 3 .

[0039] The embodiment of the utility model is to set a flange 2 for connecting with the engine cylinder head on one side of the intake manifold 1, and the flange 2 is provided with a plurality of airflow outlets 21, and the plurality of airflow outlets 21 are used to be connected with the plurality of cylinders of the engine in a one-to-one correspondence, and a gas guide channel is opened on the flange 2, and the gas guide channel has an air inlet and a plurality of air outlets, and the plurality of air outlets are connected with the plurality of airflow outlets 21 in a one-to-one correspondence, the air inlet of the gas guide channel is used to be connected with the crankcase, the air inlet of the gas guide channel is set at the upper end of the intake manifold 1, and a throttle air inlet 3 is set at the lower end of the intake manifold 1. Through the above-disclosed intake manifold 1, the high temperature of the engine cover can be directly transmitted to the flange 2 of the intake manifold 1, and the gas guide channel connected to the crankcase is distributed in the flange 2. Therefore, the high temperature transmitted to the flange 2 can fully heat the crankcase ventilation gas, effectively limiting the condensation of the crankcase ventilation gas in the gas guide channel, thereby effectively limiting the crankcase ventilation gas from merging into the airflow outlet and mixing with the low-temperature intake airflow to condense into water droplets. Secondly, the air inlet of the gas guide channel is set at the upper end of the intake manifold 1. Even if a small amount of condensed water is generated during operation, the condensed water will flow directly to the airflow outlet under the action of gravity, and enter the cylinder with the air to participate in combustion, which can effectively prevent a small amount of condensed water from accumulating in the gas guide channel and the airflow outlet after the engine is turned off in extremely cold weather. The problem of ice blockage; this structure can effectively prevent the condensed water from merging or the water droplets on the inner wall surface of the manifold from freezing on the throttle valve plate, causing throttle freezing, so as to ensure that the engine can also operate normally in high-cold areas.

[0040] Specifically, refer to Figure 3 The flange 2 is provided with a first airflow outlet 211, a second airflow outlet 212, a third airflow outlet 213 and a fourth airflow outlet 214 along the first direction;

[0041] The gas flow channel includes a first gas path 221, a second gas path 222 and a third gas path 223;

[0042] The air inlet of the first air path 221 is used to communicate with the crankcase, and the air outlet of the first air path 221 is communicated with the air inlet of the second air path 222 and the air inlet of the third air path 223;

[0043] The gas outlet of the second gas path 222 is a first gas outlet 2221 and a second gas outlet 2222 , wherein the first gas outlet 2221 is communicated with the first gas outlet 211 , and the second gas outlet 2222 is communicated with the second gas outlet 212 ;

[0044] The gas outlets of the third gas path 223 are a third gas outlet 2231 and a fourth gas outlet 2232 , wherein the third gas outlet 2231 is communicated with the third gas outlet 213 , and the fourth gas outlet is communicated with the fourth gas outlet 214 .

[0045] It should be noted that the first air flow outlet 211, the second air flow outlet 212, the third air flow outlet 213 and the fourth air flow outlet 214 are arranged on the flange 2 along the first direction, and the air inlet of the first air path 221 is used to communicate with the crankcase, and the air outlet of the first air path 221 is communicated with the air inlet of the second air path 222 and the air inlet of the third air path 223; the air outlet of the second air path 222 is the first air port 2221 and the second air port 2222, the first air port 2221 is communicated with the first air flow outlet 211, the second air port 2222 is communicated with the second air flow outlet 212, the air outlet of the third air path 223 is the third air port 2231 and the fourth air port 2232, the third air port 2231 is communicated with the third air flow outlet 213, The fourth air port 2232 is connected to the fourth air flow outlet 214, and can distribute the incoming crankcase ventilation gas to the second air path 222 and the third air path 223 through the first air path 221, and then respectively transport the crankcase ventilation gas to the first air port 2221 and the second air port 2222 through the second air path 222, and respectively transport the crankcase ventilation gas to the third air port 2231 and the fourth air port 2232 through the third air path 223, so that the first air flow outlet 211, the second air flow outlet 212, the third air flow outlet 213 and the fourth air flow outlet 214 can all be mixed with the crankcase ventilation gas, thereby avoiding the cylinder jitter problem caused by the working difference of each cylinder under low load conditions due to uneven distribution of crankcase ventilation gas.

[0046] It is worth noting that the first gas path 221 of the present application can be an external pipeline or a pipeline opened by the flange 2, and those skilled in the art can adjust it according to processing requirements.

[0047] Furthermore, the first gas path 221 , the second gas path 222 and the third gas path 223 are all arranged on the same side of the flange 2 and are located above the multiple gas flow outlets.

[0048] It should be noted that the first air path 221, the second air path 222 and the third air path 223 are all arranged on the same side of the flange 2 and are located at the upper part of multiple air flow outlets, so that the first air port 2221 is located above the first air flow outlet 211, the second air port 2222 is located above the second air flow outlet 212, the third air port 2231 is located above the third air flow outlet 213, and the fourth air port 2232 is located above the fourth air flow outlet 214. Therefore, when condensed water is generated in the first air flow outlet 211, the second air flow outlet 212, the third air flow outlet 213 and the fourth air flow outlet 214, the condensed water can enter the cylinder under the action of its own gravity and participate in combustion. Therefore, after the engine is turned off, it is effectively prevented that the condensed water is frozen and blocked in the second air path 222 and the third air path 223 due to the excessively low external ambient temperature.

[0049] It should also be noted that Figure 3 It is shown that the first air port 2221 is located directly above the first air flow outlet 211, the second air port 2222 is located directly above the second air flow outlet 212, the third air port 2231 is located directly above the third air flow outlet 213, and the fourth air port 2232 is located directly above the fourth air flow outlet 214. However, the first air port 2221 is located at the upper part of the first air flow outlet 211, the second air port 2222 is located at the upper part of the second air flow outlet 212, the third air port 2231 is located at the upper part of the third air flow outlet 213, and the fourth air port 2232 is located at the upper part of the fourth air flow outlet 214, which can also ensure that the condensed water generated by the first air flow outlet 211, the second air flow outlet 212, the third air flow outlet 213 and the fourth air flow outlet 214 can enter the cylinder under the action of its own gravity and participate in the combustion.

[0050] Specifically, the second gas path 222 and the third gas path 223 are symmetrically arranged on the flange 2 .

[0051] It should be noted that the second gas path 222 and the third gas path 223 are symmetrically arranged on the flange 2 to ensure that the crankcase ventilation gas of the first gas path 221 can be evenly distributed to both sides of the flange 2, effectively avoiding the cylinder jitter problem caused by the working difference of each cylinder under low load conditions due to uneven distribution of crankcase ventilation gas.

[0052] Furthermore, the air inlet of the first air path 221 is connected to the air outlet of the crankcase through the connecting pipe 4 .

[0053] It should be noted that directly connecting the air inlet of the first air circuit 221 with the air outlet of the crankcase is not only difficult to assemble, but also requires high assembly precision. Therefore, the air inlet of the first air circuit 221 is connected to the air outlet of the crankcase through a connecting pipe 4, which effectively reduces the difficulty of assembling the crankcase and the intake manifold 1 and improves the assembly efficiency of the crankcase and the intake manifold 1.

[0054] Furthermore, the cross-sectional area of ​​the connecting pipe 4, the cross-sectional area of ​​the first gas path 221, the cross-sectional area of ​​the first gas port 2221, the cross-sectional area of ​​the second gas port 2222, the cross-sectional area of ​​the third gas port 2231 and the cross-sectional area of ​​the fourth gas port 2232 are the same, and are all smaller than the cross-sectional area of ​​the second gas path 222, wherein the cross-sectional area of ​​the second gas path 222 is the same as the cross-sectional area of ​​the third gas path 223.

[0055] It should be noted that the cross-sectional area of ​​the connecting pipe 4, the cross-sectional area of ​​the first gas path 221, the cross-sectional area of ​​the first gas port 2221, the cross-sectional area of ​​the second gas port 2222, the cross-sectional area of ​​the third gas port 2231 and the cross-sectional area of ​​the fourth gas port 2232 are set to be the same and are all smaller than the cross-sectional area of ​​the second gas path 222, and the cross-sectional area of ​​the second gas path 222 is set to be the same as the cross-sectional area of ​​the third gas path 223, thereby ensuring that the crankcase ventilation gas will not increase in flow rate due to the reduction in the cross-sectional area of ​​the pipeline during its flow, ensuring that the crankcase ventilation gas can be evenly distributed to each cylinder, and effectively avoiding the occurrence of cylinder jitter caused by the working differences of each cylinder under low load conditions due to uneven distribution of the crankcase ventilation gas.

[0056] Preferably, the connecting pipe 4 is a PVC valve pipe.

[0057] In order to facilitate the understanding of the above scheme, a 1.5T gasoline engine is used as an example below.

[0058] For example: The inner diameter of the PCV valve pipe is φ5mm and the cross-sectional area is 19.625mm 2 The inner diameter of the first gas path 221 is φ5mm (Note: the interface can be made into a variable diameter transition, and the minimum diameter of the pipeline is 5mm), and the cross-sectional area is 19.625mm 2 The inner dimensions of the second gas path 222 and the third gas path 223 are (5×4) mm, and the cross-sectional area is 20 mm 2 The inner diameters of the first gas port 2221, the second gas port 2222, the third gas port 2231 and the fourth gas port 2232 are φ5mm and the cross-sectional area is 19.625mm 2 ; The cross-sectional area of ​​the connecting pipe 4, the cross-sectional area of ​​the first gas path 221, the cross-sectional area of ​​the first air flow outlet 211, the cross-sectional area of ​​the second air flow outlet 212, the cross-sectional area of ​​the third air flow outlet 213 and the cross-sectional area of ​​the fourth air flow outlet 214 are the same, and are all smaller than the cross-sectional area of ​​the second gas path 222.

[0059] Specifically, the cross-sections of the connecting pipe 4 and the first gas path 221 are both circular structures, and the cross-sectional area of ​​the first gas path 221 is greater than or equal to the cross-sectional area of ​​the connecting pipe 4 .

[0060] It should be noted that the cross-sections of the connecting pipe 4 and the first gas path 221 are both circular structures, and the cross-sectional area of ​​the first gas path 221 is greater than or equal to the cross-sectional area of ​​the connecting pipe 4, which effectively avoids the problem of increased crankcase ventilation gas flow rate due to the sudden increase in cross-sectional area at the connection between the connecting pipe 4 and the first gas path 221, so that the crankcase ventilation gas can be evenly distributed to the second gas path 222 and the third gas path 223 through the first gas path 221, and finally evenly distributed to each cylinder.

[0061] Further, the cross-sectional area of ​​the second gas path 222 is the same as the cross-sectional area of ​​the third gas path 223, and the cross-sectional area of ​​the second gas path 222 is greater than or equal to the cross-sectional area of ​​the first gas path 221;

[0062] The cross-sectional area of ​​the first gas path 221 is greater than or equal to the cross-sectional area of ​​the connecting pipe 4 .

[0063] It should be noted that the cross-sectional area of ​​the second gas path 222 is set to be the same as the cross-sectional area of ​​the third gas path 223, the cross-sectional area of ​​the second gas path 222 is set to be greater than or equal to the cross-sectional area of ​​the first gas path 221, and the cross-sectional area of ​​the first gas path 221 is set to be greater than or equal to the cross-sectional area of ​​the connecting pipe 4, thereby ensuring that the crankcase ventilation gas flow rate does not increase while allowing the crankcase ventilation gas to be evenly distributed to the second gas path 222 and the third gas path 223.

[0064] Preferably, the cross-sections of the first gas path 221 , the second gas path 222 , the third gas path 223 , and the connecting pipe 4 are rectangular structures.

[0065] It should be noted that the cross-sections of the first gas path 221, the second gas path 222, the third gas path 223 and the connecting pipe 4 can all be rectangular structures, circular structures, or elliptical structures. Technical personnel in this field can make a choice based on the actual layout.

[0066] Further, the cross-sectional area of ​​the gas outlet of the second gas path 222 is the same as the cross-sectional area of ​​the gas outlet of the third gas path 223;

[0067] The cross-sectional area of ​​the gas outlet of the third gas path 223 is greater than or equal to the cross-sectional area of ​​the connecting pipe 4 .

[0068] It should be noted that since the junction of the first airflow outlet 211 and the second airflow outlet 212 with the air outlet of the second air path 222, and the junction of the third airflow outlet 213 and the fourth airflow outlet 214 with the air outlet of the third air path 223 are prone to generate eddy currents, which in turn are prone to generate noise (similar to the bottle blowing mouth phenomenon), and the smaller the diameter of the junction, the greater the risk of ice blockage, therefore, the cross-sectional area of ​​the air outlet of the second air path 222 is set to be the same as the cross-sectional area of ​​the air outlet of the third air path 223, and the cross-sectional area of ​​the air outlet of the third air path 223 is set to be larger. The cross-sectional area of ​​the connecting pipe 4 is equal to that of the connecting pipe 4, thereby preventing the junction of the first airflow outlet 211 and the second airflow outlet 212 with the air outlet of the second air path 222, and the junction of the third airflow outlet 213 and the fourth airflow outlet 214 with the air outlet of the third air path 223 from easily generating vortices and noise, and can further prevent the junction of the first airflow outlet 211 and the second airflow outlet 212 with the air outlet of the second air path 222, and the junction of the third airflow outlet 213 and the fourth airflow outlet 214 with the air outlet of the third air path 223 from icing and / or water accumulation.

[0069] Preferably, the distance from the first gas path 221 to the first gas outlet 211 through the second gas path 222 is the same as the distance from the first gas path 221 to the second gas outlet 212 through the second gas path 222;

[0070] The distance from the first gas path 221 to the third gas outlet 213 through the third gas path 223 is the same as the distance from the first gas path 221 to the fourth gas outlet 214 through the third gas path 223 .

[0071] It should be noted that the distance from the first gas path 221 to the first air flow outlet 211 through the second gas path 222 is the same as the distance from the first gas path 221 to the second air flow outlet 212 through the second gas path 222, and the distance from the first gas path 221 to the third air flow outlet 213 through the third gas path 223 is the same as the distance from the first gas path 221 to the fourth air flow outlet 214 through the third gas path 223. The crankcase ventilation gas can be further evenly distributed to the first air flow outlet 211, the second air flow outlet 212, the third air flow outlet 213 and the fourth air flow outlet 214, effectively avoiding the cylinder jitter problem caused by the working difference of each cylinder under low load conditions due to uneven distribution of crankcase ventilation gas.

[0072] Preferably, the outlet end of the first gas path 221 is provided with an equal distribution structure for evenly distributing the crankcase ventilation gas to the second gas path 222 and the third gas path 223;

[0073] The second gas path 222 is provided with an equal distribution structure for evenly distributing the crankcase ventilation gas to the first gas port 2221 and the second gas port 2222;

[0074] The third gas path 223 is provided with an equal distribution structure for evenly distributing the crankcase ventilation gas to the third gas port 2231 and the fourth gas port 2232 .

[0075] It should be noted that by arranging an equilibrating structure for evenly distributing the crankcase ventilation gas to the second gas path 222 and the third gas path 223 at the gas outlet end of the first gas path 221, and arranging an equilibrating structure for evenly distributing the crankcase ventilation gas to the first gas port 2221 and the second gas port 2222 in the second gas path 222, and arranging an equilibrating structure for evenly distributing the crankcase ventilation gas to the third gas port 2231 and the fourth gas port 2232 in the third gas path 223, it can further ensure that the crankcase ventilation gas is evenly distributed to the first airflow outlet 211, the second airflow outlet 212, the third airflow outlet 213 and the fourth airflow outlet 214, thereby effectively avoiding the cylinder jitter problem caused by the working difference of each cylinder under low load conditions due to the uneven distribution of the crankcase ventilation gas.

[0076] Based on the intake manifold 1 provided in the above embodiment, the embodiment of the utility model further provides an engine, the engine comprising: an intake manifold 1;

[0077] A flange 2 for connecting to the engine cylinder head is provided on one side of the intake manifold 1;

[0078] The flange 2 is provided with a plurality of air flow outlets 21, and the plurality of air flow outlets 21 are used to be connected to the plurality of cylinders of the engine in a one-to-one correspondence;

[0079] The flange 2 is also provided with a gas guide channel, which has an air inlet and a plurality of air outlets, the plurality of air outlets are connected to the plurality of air flow outlets 21 in a one-to-one correspondence, the air inlet of the gas guide channel is used to communicate with the crankcase, and the air inlet of the gas guide channel is arranged at the upper end of the intake manifold 1;

[0080] A throttle air inlet 3 is also provided at the lower end of the intake manifold 1 .

[0081] It should be noted that when the engine is in working condition, the engine cylinder head is generally in a high temperature state, and by setting a flange 2 connected to the engine cylinder head on one side of the intake manifold 1, the cylinder head can transfer the heat transferred by the engine to the flange, and the air inlet of the guide channel is set at the upper end of the intake manifold 1, and the throttle air inlet 3 is set at the lower end of the intake manifold 1, so that the crankcase can be set above the intake manifold 1, and because the air inlet and the air outlet of the gas guide channel of the present application are both set on the flange 2, the flange 2 can fully heat the crankcase ventilation gas, thereby effectively limiting the condensation of the crankcase ventilation gas in the gas guide channel, and can effectively limit the crankcase ventilation gas from merging into the airflow outlet and mixing with the low-temperature intake airflow and condensing into water droplets (that is, the intersection of multiple airflow outlets 21 with multiple air outlets of the gas guide channel respectively).

[0082] The embodiment of the utility model is to set a flange 2 for connecting with the engine cylinder head on one side of the intake manifold 1, and the flange 2 is provided with a plurality of airflow outlets 21, and the plurality of airflow outlets 21 are used to be connected with the plurality of cylinders of the engine in a one-to-one correspondence, and a gas guide channel is opened on the flange 2, and the gas guide channel has an air inlet and a plurality of air outlets, and the plurality of air outlets are connected with the plurality of airflow outlets 21 in a one-to-one correspondence, the air inlet of the gas guide channel is used to be connected with the crankcase, the air inlet of the gas guide channel is set at the upper end of the intake manifold 1, and a throttle air inlet 3 is set at the lower end of the intake manifold 1. Through the above-disclosed intake manifold 1, the high temperature of the engine cover can be directly transmitted to the flange 2 of the intake manifold 1, and the gas guide channel connected to the crankcase is distributed in the flange 2. Therefore, the high temperature transmitted to the flange 2 can fully heat the crankcase ventilation gas, effectively limiting the condensation of the crankcase ventilation gas in the gas guide channel, thereby effectively limiting the crankcase ventilation gas from merging into the airflow outlet and mixing with the low-temperature intake airflow to condense into water droplets. Secondly, the air inlet of the gas guide channel is set at the upper end of the intake manifold 1. Even if a small amount of condensed water is generated during operation, the condensed water will flow directly to the airflow outlet under the action of gravity, and enter the cylinder with the air to participate in combustion, which can effectively prevent a small amount of condensed water from accumulating in the gas guide channel and the airflow outlet after the engine is turned off in extremely cold weather. The problem of ice blockage; this structure can effectively prevent the condensed water from merging or the water droplets on the inner wall surface of the manifold from freezing on the throttle valve plate, causing throttle freezing, so as to ensure that the engine can also operate normally in high-cold areas.

[0083] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An intake manifold, characterized in that: A flange for connecting to the engine cylinder head is provided on one side of the intake manifold; The flange is provided with a plurality of air flow outlets, and the plurality of air flow outlets are used to be connected to the plurality of cylinders of the engine in a one-to-one correspondence; The flange is also provided with a gas guide channel, the gas guide channel having an air inlet and a plurality of air outlets, the plurality of air outlets being connected to the plurality of air flow outlets in a one-to-one correspondence, the air inlet of the gas guide channel being used to communicate with the crankcase, and the air inlet of the gas guide channel being arranged at the upper end of the intake manifold; The lower end of the intake manifold is also provided with a throttle air inlet; The flange is provided with a first air flow outlet, a second air flow outlet, a third air flow outlet and a fourth air flow outlet along a first direction; The gas flow guiding channel includes a first gas path, a second gas path and a third gas path; The air inlet of the first air circuit is used to communicate with the crankcase, and the air outlet of the first air circuit is communicated with the air inlet of the second air circuit and the air inlet of the third air circuit; The gas outlet of the second gas path is a first gas outlet and a second gas outlet, the first gas outlet is communicated with the first gas outlet, and the second gas outlet is communicated with the second gas outlet; The gas outlets of the third gas path are a third gas outlet and a fourth gas outlet, the third gas outlet is communicated with the third gas outlet, and the fourth gas outlet is communicated with the fourth gas outlet; The air inlet of the first air circuit is connected to the air outlet of the crankcase through a connecting pipe; The cross-sectional area of ​​the connecting pipe, the cross-sectional area of ​​the first gas path, the cross-sectional area of ​​the first gas port, the cross-sectional area of ​​the second gas port, the cross-sectional area of ​​the third gas port and the cross-sectional area of ​​the fourth gas port are the same, and are all smaller than the cross-sectional area of ​​the second gas path, wherein the cross-sectional area of ​​the second gas path is the same as the cross-sectional area of ​​the third gas path.

2. The intake manifold according to claim 1, characterized in that: The first gas path, the second gas path and the third gas path are all arranged on the same side of the flange and are located above the plurality of gas flow outlets.

3. The intake manifold according to claim 1, characterized in that: The second gas path and the third gas path are symmetrically arranged on the flange.

4. The intake manifold according to claim 1, characterized in that: The cross-sections of the connecting pipe and the first gas path are both circular structures, and the cross-sectional area of ​​the first gas path is greater than or equal to the cross-sectional area of ​​the connecting pipe.

5. The intake manifold according to claim 1, characterized in that: The cross-sectional area of ​​the second gas path is the same as the cross-sectional area of ​​the third gas path, and the cross-sectional area of ​​the second gas path is greater than or equal to the cross-sectional area of ​​the first gas path; The cross-sectional area of ​​the first gas path is greater than or equal to the cross-sectional area of ​​the connecting pipe.

6. The intake manifold according to claim 1, characterized in that: The cross-sectional area of ​​the first air port, the cross-sectional area of ​​the second air port, the cross-sectional area of ​​the third air port and the cross-sectional area of ​​the fourth air port are the same; The cross-sectional area of ​​the first air port is greater than or equal to the cross-sectional area of ​​the connecting pipe.

7. An engine, characterized in that: Comprising the intake manifold according to any one of claims 1 to 6.

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