Exhaust manifold of engine, engine and vehicle

Abstract

The utility model discloses an exhaust manifold of an engine, the engine and a vehicle. An exhaust manifold of the engine comprises an outlet pipe and a plurality of exhaust branch pipes, the exhaust branch pipes are sequentially arranged in the set direction, the two exhaust branch pipes arranged on the outermost side are first exhaust branch pipes, and the exhaust branch pipe located between the two first exhaust branch pipes is a second exhaust branch pipe. The second exhaust branch pipe comprises a first wall face and a second wall face which are opposite in the set direction. The outlet pipe is connected with the outlet ends of the multiple exhaust branch pipes, the outlet pipe is arranged between the two first exhaust branch pipes, the first wall face is located on the side, away from the outlet pipe, of the second wall face, and the first wall face obliquely extends in the direction away from the inlet end of the second exhaust branch pipe and close to the outlet pipe in the set direction. The size of the inlet end of the second exhaust branch pipe in the set direction is D, the extension length of the first wall face is L1, and L1: D is larger than or equal to 0.4. The exhaust interference of each cylinder can be reduced, and the gas turbulence degree is reduced.

Description

Technical Field

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

[0002] After the automotive high-speed diesel engine adopts turbocharging technology, the selection and design of its exhaust system has a significant impact on the performance of the diesel engine. A well-designed exhaust system can not only more effectively utilize the available energy in the exhaust gas and convert it into kinetic energy of the turbine, but also better meet the requirements of the vehicle's variable working conditions and instantaneous acceleration. Therefore, it is very necessary to select and design a reasonable exhaust system.

[0003] The exhaust manifold is an important part of the engine exhaust system, and its design directly affects the power and economy of the engine. During the design process, the consistency of the exhaust manifold flow and the flowability of the flow field are used to evaluate whether the design is reasonable. Poor exhaust consistency will cause uneven exhaust back pressure in each cylinder, affect the stability of the turbine inlet pressure of the turbocharged engine, and cause large fluctuations in the engine cycle. The flow capacity of the flow field will affect the charging efficiency of the engine, and excessive exhaust resistance will cause pumping loss and reduce the combustion efficiency of the engine.

[0004] At the same time, the smaller the airflow vortex inside the exhaust manifold, the smaller the airflow noise. For turbocharged engines, the exhaust manifold directly affects the efficiency of the turbocharger in utilizing exhaust energy. In the design, it is hoped that the outlet maintains a high flow rate to ensure the response speed of the turbocharger.

[0005] In the related art, in order to minimize exhaust energy loss, the diesel engine exhaust manifold has a compact overall structure and minimizes the surface area to reduce energy loss. This also leads to uncontrollable gas flow in the exhaust manifold branches of each cylinder, which in turn leads to a series of problems such as turbulent gas flow in the exhaust manifold, mutual interference of exhaust from multiple branches, low flow coefficient, poor consistency, etc. Utility Model Content

[0006] In view of this, the utility model aims to propose an exhaust manifold for an engine, which can reduce exhaust interference among cylinders, reduce the degree of gas turbulence, make the gas flow field inside the exhaust manifold smooth, and improve the flow coefficient of the exhaust manifold and the consistency of fluid flow in each branch pipe.

[0007] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0008] An exhaust manifold of an engine comprises: a plurality of exhaust branch pipes, the plurality of exhaust branch pipes are arranged in sequence along a set direction, wherein the two exhaust branch pipes arranged at the outermost sides are first exhaust branch pipes, the exhaust branch pipe located between the two first exhaust branch pipes is a second exhaust branch pipe, the second exhaust branch pipe comprises a first wall surface and a second wall surface opposite to each other in the set direction; an outlet pipe, the outlet pipe is connected to outlet ends of the plurality of exhaust branch pipes, the outlet pipe is arranged between the two first exhaust branch pipes, the first wall surface is located on a side of the second wall surface away from the outlet pipe, the first wall surface extends obliquely in a direction away from an inlet end of the second exhaust branch pipe and close to the outlet pipe in the set direction, the inlet end of the second exhaust branch pipe has a size D in the set direction, the extension length of the first wall surface is L1, and L1:D≥0.4.

[0009] According to some embodiments of the present invention, L1 ≥ 18.5 mm.

[0010] According to some embodiments of the present invention, the angle between a line connecting two ends of the first wall surface in the extension direction and an end face of the inlet end of the second exhaust branch pipe is 70° to 80°.

[0011] According to some embodiments of the present utility model, the first exhaust branch pipe includes a first section and a second section that are connected, one end of the first section is the inlet end of the first exhaust branch pipe, the flow cross-sectional area at the connecting position of the first section and the second section is S2, the first wall surface is connected to the wall surface of the adjacent exhaust branch pipe through a rounded surface, the second section is connected to the rounded surface, and the flow cross-sectional area of ​​the second section is S3, S2>S3.

[0012] According to some embodiments of the present invention, the ratio of S3 to S2 is 2 / 3 to 3 / 4.

[0013] According to some embodiments of the present invention, the cross-sectional area of ​​the inlet end of the first exhaust branch pipe is S1, and S3 ≥ S1.

[0014] According to some embodiments of the present invention, the first wall surface is connected to the wall surface of the adjacent exhaust branch pipe via a rounded surface, and the radius of the rounded surface is 3 mm to 5 mm.

[0015] According to some embodiments of the present utility model, the second exhaust branch pipes located on both sides of the outlet pipe are arranged symmetrically.

[0016] According to some embodiments of the present utility model, the exhaust manifold includes an EGR air intake pipe, which is arranged on one side of the plurality of exhaust branch pipes along the set direction, and the EGR air intake pipe is connected to the plurality of exhaust branch pipes.

[0017] Compared with the prior art, the exhaust manifold of the engine described in the utility model has the following advantages: by increasing the extension length of the first wall surface of the second exhaust branch pipe, the first wall surface has a better guiding effect on the airflow, so that the airflow can flow to the outlet pipe as directly as possible, thereby reducing the turbulence degree at the outlet of the second exhaust branch pipe, reducing the exhaust interference between the cylinders, and increasing the flow smoothness of the overall airflow of the exhaust manifold, so that the flow coefficient is larger, the gas energy loss is reduced, the thermal efficiency is improved, which is beneficial to improving the utilization efficiency of the exhaust energy of the supercharger, and the transient responsiveness of the supercharger is also improved to a certain extent; at the same time, the exhaust consistency between the multiple exhaust branch pipes is also better, so that the exhaust back pressure of each cylinder is better uniform, the air pressure stability at the turbine inlet of the turbocharged engine is better, and the engine cycle fluctuation is smaller.

[0018] Another object of the present invention is to provide an engine, comprising an exhaust manifold of the engine according to an embodiment of the present invention.

[0019] Compared with the prior art, the advantages of the engine described in the present invention are the same as the advantages of the exhaust manifold of the engine in the embodiment of the present invention, which will not be repeated here.

[0020] Another object of the present invention is to provide a vehicle, comprising an engine according to an embodiment of the present invention.

[0021] Compared with the prior art, the advantages of the vehicle described in the present invention are the same as the advantages of the engine of the embodiment of the present invention, which will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0023] Figure 1 It is a front view of an exhaust manifold of an engine according to an embodiment of the utility model;

[0024] Figure 2 is a side view of an exhaust manifold of an engine according to an embodiment of the utility model;

[0025] Figure 3 It is a schematic diagram of the three-dimensional structure of the exhaust manifold of the engine according to an embodiment of the utility model;

[0026] Figure 4 This is the flow field distribution diagram before optimization of the second exhaust branch pipe at 5mm lift;

[0027] Figure 5This is the optimized flow field distribution diagram of the second exhaust branch pipe at 5mm lift;

[0028] Figure 6 The flow field distribution diagram of the first exhaust branch pipe adjacent to the EGR air intake pipe before optimization at a lift of 5 mm;

[0029] Figure 7 This is the optimized flow field distribution diagram of the first exhaust branch pipe adjacent to the EGR air intake pipe at a lift of 5 mm.

[0030] Description of reference numerals:

[0031] An exhaust manifold 100 of an engine;

[0032] Exhaust branch pipe 10;

[0033] First exhaust branch pipe 101; first section 1011; second section 1012; third wall surface 1013;

[0034] Fourth wall 1014; second exhaust branch pipe 102; first wall 1021; second wall 1022;

[0035] Outlet pipe 20; fillet surface 30; EGR air intake pipe 40; set direction F1. DETAILED DESCRIPTION

[0036] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0037] The following will refer to Figure 1-Figure 3 The utility model is described in detail in conjunction with the embodiments.

[0038] like Figure 1-Figure 3 As shown, the exhaust manifold 100 of the engine according to the embodiment of the utility model includes a plurality of exhaust branch pipes 10 and an outlet pipe 20, wherein the plurality of exhaust branch pipes 10 are arranged in sequence along a set direction F1, wherein the two exhaust branch pipes 10 arranged at the outermost sides are first exhaust branch pipes 101, and the exhaust branch pipe 10 located between the two first exhaust branch pipes 101 is a second exhaust branch pipe 102, and the second exhaust branch pipe 102 includes a first wall surface 1021 and a second wall surface 1022 opposite to each other in the set direction F1; the outlet pipe 20 It is connected to the outlet ends of multiple exhaust branch pipes 10, the outlet pipe 20 is arranged between the two first exhaust branch pipes 101, the first wall 1021 is located on the side of the second wall 1022 away from the outlet pipe 20, the first wall 1021 extends obliquely in a direction away from the inlet end of the second exhaust branch pipe 102 and close to the outlet pipe 20 in a set direction F1, the size of the inlet end of the second exhaust branch pipe 102 in the set direction F1 is D, the extension length of the first wall 1021 is L1, and L1:D≥0.4.

[0039] Specifically, in this embodiment, the engine is a diesel engine. In other embodiments, the engine may also be a gasoline engine.

[0040] The cylinder head of the engine has an exhaust duct, and each exhaust branch pipe 10 is correspondingly connected to the exhaust duct of a cylinder of the engine. The exhaust gas discharged from the exhaust duct will enter the exhaust branch pipe 10, and will be merged into the outlet pipe 20 by multiple exhaust branch pipes 10, and finally discharged from the outlet pipe 20 to the supercharger.

[0041] You can refer to Figures 1 to 3 As shown, four exhaust branch pipes 10 may be provided, which are connected to the four cylinders of the engine respectively. The four exhaust branch pipes 10 are arranged in sequence along the set direction F1. The two exhaust branch pipes 10 located on the outermost sides are the first exhaust branch pipes 101, and the two exhaust branch pipes 10 located in the middle are the second exhaust branch pipes 102. The outlet pipe 20 is located between the two second exhaust branch pipes 102.

[0042] In other embodiments, six exhaust branch pipes 10 may be provided, which are connected to the six cylinders of the engine respectively. The six exhaust branch pipes 10 are arranged in sequence along the set direction F1. The two exhaust branch pipes 10 located on the outermost sides are the first exhaust branch pipes 101, and the four exhaust branch pipes 10 located in the middle are the second exhaust branch pipes 102. The outlet pipe 20 is located between the two middle second exhaust branch pipes 102.

[0043] Exhaust branch pipes 10 are provided on both sides of each second exhaust branch pipe 102. In the related art, the second exhaust branch pipe is short in size and has poor airflow guiding effect. Therefore, after the airflow passes through the second exhaust branch pipe, it will collide with the inner wall surface of the exhaust manifold, resulting in split flow. Part of the airflow flows to the outlet pipe, and part of the airflow flows to the exhaust branch pipe on the side away from the outlet pipe, forming turbulence. The occurrence of this phenomenon will cause exhaust interference in the exhaust gas in each exhaust branch pipe, reduce the flow coefficient of the exhaust manifold, and cause poor consistency of the flow coefficient of each cylinder and poor internal flow of the exhaust manifold.

[0044] The second exhaust branch pipe 102 includes a first wall 1021 and a second wall 1022 that are opposite to each other in a set direction F1; the first wall 1021 is located on a side of the second wall 1022 away from the outlet pipe 20, and the first wall 1021 extends obliquely in a direction away from the inlet end of the second exhaust branch pipe 102 and close to the outlet pipe 20 in the set direction F1. Therefore, when the airflow enters the second exhaust branch pipe 102 in a direction perpendicular to the inlet end of the second exhaust branch pipe 102, the first wall 1021 mainly plays a guiding role for guiding the airflow to the outlet pipe 20.

[0045] In the present application, the extension length of the first wall 1021 is L1, where the extension length of the first wall 1021 refers to the length of the first wall 1021 in its own extension direction. The size of the inlet end of the second exhaust branch pipe 102 in the set direction F1 is D, and the extension length of the first wall 1021 is L1, L1:D≥0.4.

[0046] For example, for the plurality of second exhaust branch pipes 102, the ratio of the extension length of the first wall 1021 to the size of the inlet end of the second exhaust branch pipe 102 in the set direction F1 may be the same or different. For example, L1:D may be equal to 0.4, 0.41, 0.42, 0.43, 0.44, 0.46, 0.47, 0.48, 0.49, 0.50 or any value between any two of them, etc.

[0047] It should be noted that in the related art, the ratio between the size of the inlet end of the second exhaust branch pipe in the set direction and the extension length of the first wall is less than 0.3, and the size of the inlet end of the second exhaust branch pipe in the related art in the set direction is similar to the size D of the inlet end of the second exhaust branch pipe 102 in the present application in the set direction F1. In other words, the extension length of the first wall 1021 in the present application is much greater than the extension length of the first wall in the related art, so that the guiding effect of the airflow is better, and the flow direction of the airflow can be better changed, so that the airflow flows directly to the outlet pipe 20 as much as possible, and the airflow flows to the exhaust branch pipe 10 away from the outlet pipe 20 to the second exhaust branch pipe 102, that is, the degree of turbulence generated in the exhaust manifold is reduced, the overall flow smoothness of the exhaust is improved, and the exhaust interference of each cylinder is reduced, so that the overall flow coefficient of the exhaust manifold 100 can be improved.

[0048] At the same time, since the extension length of the first wall surface in the related art is short and is located between the first exhaust branch pipes, turbulence is prone to occur, and the average flow coefficient is small, while the first exhaust branch pipe is long and does not have flow splitting, and the average flow coefficient is large, so the exhaust consistency of the multiple exhaust branch pipes is poor. The first wall surface 1021 of the second exhaust branch pipe 102 of the embodiment of the present application has a longer extension length, a reduced degree of flow splitting, better flow smoothness, and an increased average flow coefficient, so the exhaust consistency between the multiple exhaust branch pipes 10 of the present application is also improved.

[0049] According to the exhaust manifold 100 of the engine of the embodiment of the utility model, by increasing the extension length of the first wall 1021 of the second exhaust branch pipe 102, the first wall 1021 has a better guiding effect on the airflow, so that the airflow can flow directly to the outlet pipe 20 as much as possible, thereby reducing the turbulence at the outlet of the second exhaust branch pipe 102, reducing the exhaust interference between the cylinders, and increasing the flow smoothness of the overall airflow of the exhaust manifold 100, so that the flow coefficient is larger, and the gas energy loss is reduced, which is beneficial to improving the utilization efficiency of the exhaust energy of the supercharger, improving the thermal efficiency, and also improving the transient responsiveness of the supercharger to a certain extent; at the same time, the exhaust consistency between the multiple exhaust branch pipes 10 is also better, so that the exhaust back pressure of each cylinder is better uniform, the air pressure stability at the turbine inlet of the turbocharged engine is better, and the engine cycle fluctuation is smaller.

[0050] According to some embodiments of the present invention, L1 ≥ 18.5 mm.

[0051] It should be noted that the extension length of the first wall of the second exhaust branch pipe in the related technology is usually less than 14 mm. In some exhaust manifolds, the extension length of the first wall of the second exhaust branch pipe is even less than 13.5 mm. The first wall has poor flow controllability over the airflow, resulting in turbulent gas flow in the exhaust manifold.

[0052] In the present application, the extension length L1 of the first wall 1021 is ≥ 18.5 mm. For example, the extension length of the first wall 1021 can be 18.5 mm, 19 mm, 19.5 mm, 20 mm, 20.5 mm, 21 mm, 21.5 mm, or any value between any two values, etc. In other words, the extension length of the first wall 1021 of the present application is much greater than the extension length of the first wall of the second exhaust branch pipe in the related art, thereby having a better guiding effect on the airflow, reducing the flow turbulence of the gas in the exhaust manifold 100, reducing exhaust interference, and improving the flow consistency of the flow coefficient of the exhaust manifold 100 and the average flow coefficient of multiple exhaust branch pipes 10.

[0053] According to some embodiments of the present invention, reference can be made to Figure 1 The angle a between the line between the two ends of the first wall surface 1021 in the extension direction and the end surface of the inlet end of the first exhaust branch pipe 101 is 70° to 80°.

[0054] It should be noted that the line connecting the two ends of the first wall 1021 in the extension direction refers to the line connecting the two ends of the first wall 1021 in the extension direction located at the leftmost points in the figure, or in other words, the line connecting the two ends of the busbar of the first wall 1021 in the extension direction.

[0055] The angle a between the line connecting the two ends of the first wall 1021 in the extension direction and the end face of the inlet end of the exhaust branch pipe 10 is 70° to 80°, that is, the inclination of the first wall 1021 relative to the end face of the inlet end of the exhaust branch pipe 10 is smaller, or in other words, the angle a between the line connecting the two ends of the first wall 1021 in the extension direction and the end face of the inlet end of the exhaust branch pipe 10 is smaller. In this way, the length of the first wall 1021 in the extension direction can be increased, so that the first wall 1021 has a better effect in guiding the airflow.

[0056] For example, the angle a between the line between the two ends of the first wall 1021 in the extension direction and the end face of the inlet end of the exhaust branch pipe 10 can be 71°, 72°, 73°, 74°, 75°, 76°, 77°, 78°, 79°, 80° or any value between any two of them.

[0057] According to some embodiments of the present invention, reference can be made to Figure 1 The first exhaust branch pipe 101 includes a first section 1011 and a second section 1012 connected to each other. One end of the first section 1011 is the inlet end of the first exhaust branch pipe 101. The flow cross-sectional area at the connecting position of the first section 1011 and the second section 1012 is S2. The first wall surface 1021 is connected to the wall surface of the adjacent exhaust branch pipe 10 through the rounded surface 30. The second section 1012 is connected to the rounded surface 30. The flow cross-sectional area of ​​the second section 1012 is S3, and S2>S3.

[0058] Since the flow cross-section of the second section 1012 is smaller, when the airflow flows from the first section 1011 to the second section 1012, the flow velocity of the airflow in the second section 1012 will increase. Under the action of inertial force, the airflow can flow directly to the inlet end of the outlet pipe 20 as much as possible, reducing the amount of airflow flowing to the second exhaust branch pipe 102, thereby reducing the turbulence of the airflow and improving the flow coefficient of the first exhaust branch pipe 101.

[0059] For example, the flow cross section of the second section 1012 may gradually decrease in a direction approaching the outlet pipe 20 , or the flow cross section of each part of the second section 1012 may remain consistent.

[0060] In some embodiments, reference may be made to Figure 1 The wall portion of the second section 1012 close to the second exhaust branch pipe 102 is the second wall, and the wall portion of the first section 1011 close to the second exhaust branch pipe 102 is the first wall. The second wall extends relative to the first wall in a direction away from the second exhaust branch pipe 102, so that S2 can be greater than S3. At the same time, such an arrangement can also make the extension length of the first wall 1021 of the second exhaust branch pipe 102 adjacent to the first exhaust branch pipe 101 longer.

[0061] According to some embodiments of the present invention, reference can be made to Figure 1 , the ratio of S3 to S2 is 2 / 3 to 3 / 4, where S2 is the denominator and S3 is the numerator. That is to say, compared with the flow cross section at the position where the first section 1011 and the second section 1012 are connected, the flow cross section area of ​​the second section 1012 is reduced by 1 / 4 to 1 / 3. The ratio of S3 to S2 is within this range, so that the flow cross section area of ​​the second section 1012 will not be too small, which will lead to excessive increase in pipeline pressure loss, reduced flow capacity, and reduced flow coefficient. The flow cross section area of ​​the second section 1012 will not be too large, which will lead to an insignificant increase in flow velocity and fail to achieve a good effect of reducing turbulence.

[0062] According to some embodiments of the present invention, the cross-sectional area of ​​the inlet end of the first exhaust branch pipe 101 is S1, and S3 ≥ S1. That is, the second section 1012 is not the smallest flow cross-sectional area of ​​the entire first exhaust branch pipe 101, so that the setting of the second section 1012 has little effect on the flow coefficient of the first exhaust branch pipe 101. S3 ≥ S1 and S2> S3, that is, S2> S1, so that when the airflow flows through the first exhaust branch pipe 101, the pressure loss is small and the effect on the flow coefficient is small.

[0063] According to some embodiments of the present invention, reference can be made to Figure 1 The flow cross section of the outlet pipe 20 is S4, S4 ≥ S2, so that the pressure loss of the airflow when passing through the outlet pipe 20 can be reduced.

[0064] According to some embodiments of the present invention, reference can be made to Figure 1 The first wall surface 1021 is connected to the wall surface of the adjacent exhaust branch pipe 10 via a rounded surface 30, and the radius of the rounded surface 30 is 3 mm to 5 mm.

[0065] It should be noted that compared with the radius of the rounded surface between the first wall and the wall of the adjacent exhaust branch pipe in the related art, the radius of the rounded surface 30 in the embodiment of the present application is smaller. The radius of the rounded surface 30 is smaller, so that the extension length of the first wall 1021 can be longer, which is beneficial to further increase the guidance effect of the first wall 1021, reduce airflow turbulence, increase the flow coefficient, and improve the consistency of the average flow coefficient of each exhaust branch pipe 10.

[0066] Specifically, the radius of the fillet surface 30 can be any value among 3 mm, 3.5 mm, 4 mm, 4.5 mm, and 5 mm. Of course, it can also be other values ​​within the range of 3 mm to 5 mm, which will not be elaborated here.

[0067] According to some embodiments of the present invention, reference can be made to Figure 1, the second exhaust branch pipes 102 on both sides of the outlet pipe 20 are arranged symmetrically. Here, it means that relative to the outlet pipe 20, the distance between the second exhaust branch pipes 102 on both sides of the outlet pipe 20 and the outlet pipe 20, the arrangement position relative to the outlet pipe 20, and the structure, shape, size, etc. of the outlet pipe 20 itself are all symmetrical.

[0068] The second exhaust branch pipes 102 on both sides of the outlet pipe 20 are arranged symmetrically, so that the average flow coefficients of the second exhaust branch pipes 102 on both sides of the outlet pipe 20 are consistent, which is convenient for design.

[0069] According to some embodiments of the present invention, reference can be made to Figures 1 to 3 The exhaust manifold includes an EGR (exhaust gas recirculation) air intake pipe. The EGR air intake pipe 40 is arranged on one side of the multiple exhaust branch pipes 10 along the set direction F1. The EGR air intake pipe 40 is connected to the multiple exhaust branch pipes 10.

[0070] The EGR air intake pipe 40 is used to take air from the exhaust manifold 100, that is, the end of the EGR air intake pipe 40 connected to the outlet pipe 20 is the inlet end. The EGR air intake pipe 40 is a part of the EGR system. The EGR system is used to reduce NOx emissions and achieve energy conservation and emission reduction.

[0071] According to some embodiments of the present invention, reference can be made to Figure 1 The first exhaust branch pipe 101 adjacent to the EGR air intake pipe 40 includes a third wall 1013 and a fourth wall 1014 opposite to each other in the set direction F1, the third wall 1013 is located on the side of the fourth wall 1014 away from the outlet pipe 20, the third wall 1013 extends obliquely in a direction away from the inlet end of the first exhaust branch pipe 101 and close to the outlet pipe 20 in the set direction F1, and the extension length of the third wall 1013 is L2, L2 ≥ 18.5 mm. The angle b between the connecting line between the two ends of the third wall 1013 in the extension direction and the end face of the inlet end of the first exhaust branch pipe 101 is 70° to 80°.

[0072] For example, the extension length L2 of the third wall 1013 may be 18.5 mm, 19 mm, 19.5 mm, 20 mm, 20.5 mm, 21 mm, 21.5 mm, or any value between any two of these values, etc. The angle b between the line between the two ends of the third wall 1013 in the extension direction and the end face of the inlet end of the first exhaust branch pipe 101 may be 71°, 72°, 73°, 74°, 75°, 76°, 77°, 78°, 79°, 80°, or any value between any two of these values.

[0073] It is understandable that, due to the setting of the EGR air intake pipe 40, the airflow of the first exhaust branch pipe 101 adjacent to the EGR air intake pipe 40 will be split, and part of it will flow to the EGR air intake pipe 40, resulting in poor consistency between the average flow coefficient of the first exhaust branch pipe 101 adjacent to the EGR air intake pipe 40 and the average flow coefficient of other exhaust branch pipes 10. The above-mentioned improvement to the first exhaust branch pipe 101 adjacent to the EGR air intake pipe 40 can improve the flow guidance effect of the first exhaust branch pipe 101 adjacent to the EGR air intake pipe 40, reduce the degree of airflow turbulence, and improve the consistency of the average flow coefficients of each exhaust branch pipe 10.

[0074] Figures 4 to 7 As shown, the present application can greatly improve the turbulence phenomenon in the exhaust manifold 100, especially in the small lift area. Figure 4 This is the flow field distribution diagram of the second exhaust branch pipe before optimization of the engine at 5mm lift; Figure 5 The figure is the flow field distribution diagram of the second exhaust branch pipe 102 after optimization under the engine lift of 5mm. Among them, the extension length of the first wall of the second exhaust branch pipe before optimization is 13.4mm, the extension length of the first wall 1021 of the optimized second exhaust branch pipe 102 in the embodiment of the present application is 20.5mm, the size of the inlet end of the second exhaust branch pipe before optimization in the set direction and the size of the inlet end of the optimized second exhaust branch pipe 102 in the embodiment of the present application in the set direction F1 are both 45mm; before optimization, the angle between the line between the two ends of the first wall in the extension direction and the end face of the inlet end of the second exhaust branch pipe is 90°; the angle a between the line between the two ends of the first wall 1021 in the extension direction and the end face of the inlet end of the second exhaust branch pipe 102 in the embodiment of the present application after optimization is 78°.

[0075] Figure 6 This is the flow field distribution diagram of the first exhaust branch pipe adjacent to the EGR air intake pipe before optimization at a lift of 5 mm. Figure 7 The figure is a flow field distribution diagram of the first exhaust branch pipe 101 adjacent to the EGR air intake pipe 40 after optimization under the engine lift of 5 mm. The extension length of the third wall of the first exhaust branch pipe before optimization is 12.3 mm, the extension length of the third wall 1013 of the first exhaust branch pipe 101 after optimization in the embodiment of the present application is 18.5 mm, the size of the inlet end of the first exhaust branch pipe before optimization in the set direction and the size of the inlet end of the first exhaust branch pipe 101 after optimization in the embodiment of the present application in the set direction F1 are both 45 mm; before optimization, the angle between the line between the two ends of the third wall in the extension direction and the end face of the inlet end of the first exhaust branch pipe is 82°, and the angle a between the line between the two ends of the third wall 113 in the extension direction after optimization in the embodiment of the present application and the end face of the inlet end of the second exhaust branch pipe 102 is 80°.

[0076] By comparing the flow field distribution diagrams before and after optimization, it can be concluded that the turbulence degree in the exhaust manifold 100 is significantly reduced after optimization. After calculation, the consistency difference of the average flow coefficient of each cylinder is reduced to 3.43%, the flow coefficient is greatly improved, and the loss of exhaust energy is greatly reduced.

[0077] The second aspect of the utility model also provides an engine.

[0078] The engine according to the embodiment of the present invention comprises the exhaust manifold 100 of the engine according to the above-mentioned embodiment of the present invention.

[0079] Compared with the prior art, the advantages of the engine of the present invention are the same as the advantages of the exhaust manifold 100 of the engine of the embodiment of the present invention, which will not be repeated here.

[0080] The third aspect of the utility model also provides a vehicle.

[0081] A vehicle according to an embodiment of the present invention includes the engine according to the above-mentioned embodiment of the present invention.

[0082] Compared with the prior art, the advantages of the vehicle of the present invention are the same as the advantages of the engine of the embodiment of the present invention, which will not be repeated here.

[0083] "Vehicle" or "vehicle-like" or other similar terms generally include motor vehicles, such as passenger vehicles including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft including various boats, ships, aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from non-fossil energy sources). A hybrid vehicle is a vehicle that has two or more sources of power, such as both gasoline-powered and electric-powered vehicles.

[0084] In the description of the present utility model, it is necessary to understand that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model 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 utility model. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, "multiple" means two or more.

[0085] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0086] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0087] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An exhaust manifold of an engine, characterized in that: include: A plurality of exhaust branch pipes (10), wherein the plurality of exhaust branch pipes (10) are arranged in sequence along a set direction (F1), wherein the two exhaust branch pipes (10) arranged at the outermost sides are first exhaust branch pipes (101), the exhaust branch pipe (10) located between the two first exhaust branch pipes (101) is a second exhaust branch pipe (102), and the second exhaust branch pipe (102) comprises a first wall surface (1021) and a second wall surface (1022) which are opposite to each other in the set direction (F1); An outlet pipe (20), the outlet pipe (20) being connected to the outlet ends of the plurality of exhaust branch pipes (10), the outlet pipe (20) being arranged between two of the first exhaust branch pipes (101), the first wall surface (1021) being located on a side of the second wall surface (1022) away from the outlet pipe (20), the first wall surface (1021) extending obliquely in a direction away from the inlet end of the second exhaust branch pipe (102) and close to the outlet pipe (20) in a set direction (F1), the inlet end of the second exhaust branch pipe (102) having a dimension D in the set direction (F1), the extension length of the first wall surface (1021) being L1, and L1:D≥0.

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2. The exhaust manifold of the engine according to claim 1, characterized in that: The L1≥18.5mm.

3. The exhaust manifold of the engine according to claim 1 or 2, characterized in that: The angle (a) between the line connecting the two ends of the first wall surface (1021) in the extension direction and the end surface of the inlet end of the second exhaust branch pipe (102) is 70° to 80°.

4. The exhaust manifold of an engine according to claim 1 or 2, characterized in that: The first exhaust branch pipe (101) comprises a first section (1011) and a second section (1012) which are connected to each other; one end of the first section (1011) is the inlet end of the first exhaust branch pipe (101); a flow cross-sectional area at a position where the first section (1011) and the second section (1012) are connected is S2; the first wall surface (1021) is connected to a wall surface of an adjacent exhaust branch pipe (10) via a rounded surface (30); the second section (1012) is connected to the rounded surface (30); a flow cross-sectional area of ​​the second section (1012) is S3, and S2>S3.

5. The exhaust manifold of the engine according to claim 4, characterized in that: The ratio of S3 to S2 is 2 / 3 to 3 / 4; the cross-sectional area of ​​the inlet end of the first exhaust branch pipe (101) is S1, and S3≥S1.

6. The exhaust manifold of the engine according to claim 1, characterized in that: The first wall surface (1021) is connected to the wall surface of the adjacent exhaust branch pipe (10) via a rounded surface (30), and the radius of the rounded surface (30) is 3 mm to 5 mm.

7. The exhaust manifold of the engine according to claim 1, characterized in that: The second exhaust branch pipes (102) located on both sides of the outlet pipe (20) are arranged symmetrically.

8. The exhaust manifold of the engine according to claim 7, characterized in that: It comprises an EGR air intake pipe (40), wherein the EGR air intake pipe (40) is arranged on one side of the plurality of exhaust branch pipes (10) along the set direction (F1), and the EGR air intake pipe (40) is connected to the plurality of exhaust branch pipes (10).

9. An engine, characterized in that: An exhaust manifold (100) for an engine comprising the method according to any one of claims 1-8.

10. A vehicle, characterized in that: Comprising an engine according to claim 9.

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