Exhaust pipeline, engine and vehicle
By designing a curved manifold and a mirrored exhaust pipe structure, the problem of high energy loss in traditional exhaust pipes was solved, achieving high engine efficiency and improved fuel thermal efficiency.
Patent Information
- Application Number
- CN202521253211.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-06-18
- Publication Date
- 2026-04-17
- Estimated Expiration
- 2035-06-18
AI Technical Summary
Traditional exhaust pipes have an unreasonable flow path, resulting in high exhaust resistance and high energy loss, which fails to meet the fuel efficiency requirements of the engine.
Design an exhaust pipe including a front cylinder bank and a rear cylinder bank. The guide line of the manifold is an arc curve. The manifold and the main pipe are connected by an arc chamfer. The rear cylinder bank is set as a mirror image of the front cylinder bank. The arc transition streamline is used to reduce exhaust energy loss.
By optimizing the exhaust pipe structure, exhaust energy loss is reduced, achieving high engine efficiency and energy saving, and improving fuel thermal efficiency.
Smart Images
Figure CN224134724U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle engineering technology, and in particular to an exhaust pipe, an engine, and a vehicle. Background Technology
[0002] With increasingly stringent regulations on engine fuel consumption and emissions, and continuous upgrades in engine technology, there are stricter requirements for engine professionals to design more fuel-efficient engines. This necessitates exploring the fuel-saving potential of each system to achieve superior competitiveness for engine products. In engine exhaust system design, the traditional exhaust pipe shape depends on the position of the engine cylinder head and turbocharger, connected by the cylinder head exhaust outlet and turbocharger inlet. Due to the large cylinder center distance and overall length of large diesel engines, the exhaust pipe flow path is usually tightly attached to the cylinder head, resulting in an unreasonable flow line, high exhaust resistance, and high exhaust energy loss.
[0003] Therefore, there is an urgent need for an exhaust pipe, engine, and vehicle to solve the above-mentioned technical problems. Utility Model Content
[0004] The purpose of this invention is to provide an exhaust pipe, engine, and vehicle that can reduce exhaust energy loss in order to achieve high-efficiency and energy-saving engine operation.
[0005] To achieve this objective, the present invention adopts the following technical solution:
[0006] Exhaust pipes, used to connect the engine and the turbocharger, include:
[0007] The front cylinder bank includes a main pipe A, a first manifold A, a second manifold A, and a third manifold A. The interfaces for connecting the first manifold A, the second manifold A, and the third manifold A to the engine are equidistantly arranged. The main pipe A includes a first segment A and a second segment A. The first segment A connects the other ends of the first manifold A and the second manifold A. The second segment A connects the other ends of the second manifold A and the third manifold A. The guide lines of the first manifold A, the second manifold A, and the third manifold A are all arc curves. The guide line of the first segment A is tangent to the guide lines of the first manifold A and the second manifold A. The guide line of the second segment A is tangent to the guide lines of the second manifold A and the third manifold A. The first segment A and the second segment A are connected by a rounded chamfer.
[0008] The rear cylinder assembly is mirrored in orientation with respect to the front cylinder assembly, with respect to the central plane of the turbocharger.
[0009] As a preferred technical solution for the above-mentioned exhaust pipe, in the first direction, the distance between the first manifold A and the second manifold A, and the distance between the second manifold A and the third manifold A are all d, and the diameter of the interface of the first manifold A, the second manifold A and the third manifold A used to connect with the engine is all d1.
[0010] As a preferred technical solution for the above-mentioned exhaust pipe, the guide line of the first manifold A is the outline of a partial first ellipse, the major axis of the first ellipse is a1, the minor axis is b1, and a1 > 0.7d, b1 > 1.2d1.
[0011] As a preferred technical solution for the above-mentioned exhaust pipe, the guide line of the second manifold A is the outline of a partial second ellipse, the major axis of the second ellipse is a2, the minor axis is b2, and a2 < a1, b2 > 1.2b1.
[0012] As a preferred technical solution for the above-mentioned exhaust pipe, the guide line of the third manifold A is the outline of a partial third ellipse, the major axis of the third ellipse is a3, the minor axis is b3, and a3 < a2, b3 > b2.
[0013] As a preferred technical solution for the above-mentioned exhaust pipe, the chamfer radius between the first segment A and the second segment A is R, which satisfies R > 1.5b1.
[0014] As a preferred technical solution for the aforementioned exhaust pipe, it also includes a first flange, through which both the front cylinder group and the rear cylinder group are connected to the turbocharger.
[0015] As a preferred technical solution for the aforementioned exhaust pipe, a second flange is also included, through which the front cylinder group and the rear cylinder group are respectively connected to the exhaust port of the engine.
[0016] An engine is also provided, including the aforementioned exhaust pipe.
[0017] A vehicle is also provided, which includes the aforementioned engine.
[0018] The beneficial effects of this utility model are:
[0019] This utility model provides an exhaust pipe for connecting an engine and a turbocharger. The exhaust pipe includes a front cylinder bank and a rear cylinder bank. The front cylinder bank includes a main pipe A, a first manifold A, a second manifold A, and a third manifold A. The interfaces for connecting the first manifold A, second manifold A, and third manifold A to the engine are equidistantly arranged. The main pipe A includes a first section A and a second section A. The first section A connects the other ends of the first manifold A and the second manifold A, and the second section A connects the other ends of the second manifold A and the third manifold A. The guide lines of the first manifold A, second manifold A, and third manifold A are all arc curves, and the guide line of the first section A is tangent to the guide lines of both the first manifold A and the second manifold A. The guide line of the second section A is tangent to the guide lines of both the second manifold A and the third manifold A. The first section A and the second section A are connected by a chamfered arc. The rear cylinder bank is mirrored in shape with respect to the center plane of the turbocharger.
[0020] For example, the engine is a six-cylinder engine, including six exhaust ports. These six exhaust ports are arranged sequentially along a first direction and are respectively designated as first exhaust port A, second exhaust port A, third exhaust port A, third exhaust port B, second exhaust port B, and first exhaust port B. The six exhaust ports are mirror images of the turbocharger's central plane, with first exhaust port A, second exhaust port A, and third exhaust port A located on one side of the turbocharger's central plane, and first exhaust port B, second exhaust port B, and third exhaust port B located on the other side. The front cylinder bank includes three manifolds A, respectively designated as first manifold A, second manifold A, and third manifold A. The front cylinder bank is located on one side of the turbocharger's central plane. One end of first manifold A is connected to first exhaust port A, one end of second manifold A is connected to second exhaust port A, and one end of third manifold A is connected to third exhaust port A. The first segment A of the manifold A connects the other end of first manifold A to the other end of second manifold A, and the second segment A of the manifold A connects the other end of second manifold A to the other end of third manifold A. Similarly, the rear cylinder assembly is mirrored in the center plane of the turbocharger. The rear cylinder assembly includes three manifolds B, referred to as the first manifold B, the second manifold B, and the third manifold B. The rear cylinder assembly is located on the other side of the center plane of the turbocharger. One end of the first manifold B is connected to the first air port B, one end of the second manifold B is connected to the second air port B, and one end of the third manifold B is connected to the third air port B. The first section B of the manifold B connects the other end of the first manifold B to the other end of the second manifold B, and the second section B of the manifold B connects the other end of the second manifold B to the other end of the third manifold B.
[0021] Furthermore, the guide lines of the first manifold A, second manifold A, third manifold A, third manifold B, second manifold B, and first manifold B are all circular arc curves. The guide line of the first segment A is tangent to the guide lines of both the first and second manifold A, and the guide line of the second segment A is tangent to both the guide lines of both the second and third manifold A. The guide lines of the first and second segments A are connected by a chamfered arc. Similarly, the guide lines of the first and second segments B are tangent to the guide lines of both the first and second manifold B, and the guide lines of the second and third manifold B are tangent to both the guide lines of both the second and third manifold B. These guide lines of the first and second segments B are also connected by a chamfered arc. This streamlined transition through circular arcs reduces exhaust energy loss, thereby achieving high engine efficiency and fuel economy. Attached Figure Description
[0022] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of this utility model and these drawings without creative effort.
[0023] Figure 1 This is a schematic diagram of the exhaust pipe provided in an embodiment of the present utility model;
[0024] Figure 2 This is a schematic diagram of the guide line of the front cylinder group of the exhaust pipe provided in this embodiment of the utility model.
[0025] In the picture:
[0026] X, first direction;
[0027] 1. Front cylinder assembly; 11. Main manifold A; 11a. First section A; 11b. Second section A; 12. First manifold A; 13. Second manifold A; 14. Third manifold A;
[0028] 2. Rear cylinder assembly;
[0029] 3. First flange;
[0030] 4. Second flange. Detailed Implementation
[0031] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not the entire structure.
[0032] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.
[0033] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.
[0034] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.
[0035] like Figure 1 and Figure 2As shown, this utility model provides an exhaust pipe for connecting an engine and a turbocharger. The exhaust pipe includes a front cylinder bank 1 and a rear cylinder bank 2. The front cylinder bank 1 includes a manifold A11, a first manifold A12, a second manifold A13, and a third manifold A14. The first manifold A12, second manifold A13, and third manifold A14 are equidistantly arranged for their interfaces with the engine. The manifold A11 includes a first section A11a and a second section A11b. The first section A11a connects the first manifold A12 to the other end of the second manifold A13, and the second section A11b connects the second manifold A13 to the third manifold A14. At the other end, the guide lines of the first manifold A12, the second manifold A13, and the third manifold A14 are all arc curves, and the guide line of the first segment A11a is tangent to the guide lines of the first manifold A12 and the second manifold A13, and the guide line of the second segment A11b is tangent to the guide lines of the second manifold A13 and the third manifold A14. The first segment A11a and the second segment A11b are connected by an arc chamfer. The rear cylinder group 2 and the front cylinder group 1 are set as a mirror image of the center plane of the turbocharger.
[0036] For example, the engine is a six-cylinder engine, including six exhaust ports. The six exhaust ports are arranged sequentially along a first direction X and are respectively denoted as first exhaust port A, second exhaust port A, third exhaust port A, third exhaust port B, second exhaust port B, and first exhaust port B. The six exhaust ports are mirror images of the central plane of the turbocharger. The first exhaust port A, second exhaust port A, and third exhaust port A are located on one side of the central plane of the turbocharger, and the first exhaust port B, second exhaust port B, and third exhaust port B are located on the other side of the central plane of the turbocharger. The front cylinder bank 1 includes three manifolds A, referred to as the first manifold A12, the second manifold A13, and the third manifold A14. The front cylinder bank 1 is located on one side of the center plane of the turbocharger. One end of the first manifold A12 is connected to the first air port A, one end of the second manifold A13 is connected to the second air port A, and one end of the third manifold A14 is connected to the third air port A. The first section A11a of the manifold A11 connects the other end of the first manifold A12 to the other end of the second manifold A13, and the second section A11b of the manifold A11 connects the other end of the second manifold A13 to the other end of the third manifold A14. Similarly, the rear cylinder group 2 and the front cylinder group 1 are mirror images of each other on the central plane of the turbocharger. The rear cylinder group 2 includes three manifolds B, which are referred to as the first manifold B, the second manifold B, and the third manifold B, respectively. The rear cylinder group 2 is located on the other side of the central plane of the turbocharger. One end of the first manifold B is connected to the first air port B, one end of the second manifold B is connected to the second air port B, and one end of the third manifold B is connected to the third air port B. The first section B of the manifold B connects the other end of the first manifold B and the other end of the second manifold B, and the second section B of the manifold B connects the other end of the second manifold B and the other end of the third manifold B.
[0037] Furthermore, the guide lines of the first manifold A12, the second manifold A13, the third manifold A14, the third manifold B, the second manifold B, and the first manifold B are all circular arc curves. The guide line of the first segment A11a is tangent to the guide lines of the first manifold A12 and the second manifold A13, respectively. The guide line of the second segment A11b is tangent to the guide lines of the second manifold A13 and the third manifold A14, respectively. The guide lines of the first segment A11a and the second segment A11b are connected by a rounded chamfer. The guide line of the first segment B is tangent to the guide lines of the first manifold B and the second manifold B, respectively. The guide line of the second segment B is tangent to the guide lines of the second manifold B and the third manifold B, respectively. The guide lines of the first segment B and the second segment B are connected by a rounded chamfer. In this way, the streamlined transition through the circular arcs reduces exhaust energy loss, thereby achieving high engine efficiency and fuel economy.
[0038] Optionally, in the first direction X, the distance between the first manifold A12 and the second manifold A13, and between the second manifold A13 and the third manifold A14 is d, and the diameter of the interface of the first manifold A12, the second manifold A13 and the third manifold A14 for connecting with the engine is d1.
[0039] Optionally, the guide line of the first manifold A12 is the outline of a partial first ellipse, with the major axis length of the first ellipse being a1 and the minor axis length being b1, satisfying a1 > 0.7d and b1 > 1.2d1.
[0040] This design, by making full use of the circular transition, minimizes the pressure drop in the entire exhaust pipe and improves fuel thermal efficiency when the turbocharger turbine efficiency reaches its maximum.
[0041] Optionally, the guide line of the second manifold A13 is the outline of a portion of the second ellipse, with the major axis length being a2 and the minor axis length being b2, satisfying a2 < a1 and b2 > 1.2b1.
[0042] This design, by making full use of the circular transition, minimizes the pressure drop in the entire exhaust pipe and improves fuel thermal efficiency when the turbocharger turbine efficiency reaches its maximum.
[0043] Optionally, the guide line of the third manifold A14 is the outline of a partial third ellipse, with the major axis length of the third ellipse being a3 and the minor axis length being b3, satisfying a3 < a2 and b3 > b2.
[0044] This design, by making full use of the circular transition, minimizes the pressure drop in the entire exhaust pipe and improves fuel thermal efficiency when the turbocharger turbine efficiency reaches its maximum.
[0045] Optionally, the chamfer radius between the first segment A11a and the second segment A11b is R, satisfying R > 1.5b1.
[0046] This design, by making full use of the circular transition, minimizes the pressure drop in the entire exhaust pipe and improves fuel thermal efficiency when the turbocharger turbine efficiency reaches its maximum.
[0047] Optionally, the exhaust pipe also includes a first flange 3, through which both the front cylinder group 1 and the rear cylinder group 2 are connected to the turbocharger.
[0048] For example, the front cylinder bank 1 and the rear cylinder bank 2 are connected to the same first flange 3, and the first flange 3 is connected to the turbocharger, which can enhance the reliability of the connection between the exhaust pipe and the turbocharger.
[0049] Optionally, the exhaust pipe also includes a second flange 4, through which the front cylinder group 1 and the rear cylinder group 2 are respectively connected to the engine exhaust port.
[0050] For example, the second flange 4 includes six flanges, each corresponding to one of the six exhaust ports of the engine, and are respectively labeled as second flange A, second flange B, second flange C, second flange D, second flange E, and second flange F. The first manifold A12 is connected to the first exhaust port A via second flange A; the second manifold A13 is connected to the second exhaust port A via second flange B; the third manifold A14 is connected to the third exhaust port A via second flange C; the first manifold B is connected to the first exhaust port B via second flange D; the second manifold B is connected to the second exhaust port B via second flange E; and the third manifold B is connected to the third exhaust port B via second flange F. Connecting the second flange 4 to the engine enhances the reliability of the connection between the exhaust pipe and the engine.
[0051] An engine is also provided, including the aforementioned exhaust pipe.
[0052] A vehicle is also provided, which includes the aforementioned engine.
[0053] Furthermore, the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the protection scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.
Claims
1. An exhaust pipe for connecting an engine and a supercharger, characterized by, The exhaust pipe includes: The front cylinder bank (1) includes a manifold A (11), a first manifold A (12), a second manifold A (13), and a third manifold A (14). The first manifold A (12), the second manifold A (13), and the third manifold A (14) are equidistantly arranged at their interfaces for connection with the engine. The manifold A (11) includes a first section A (11a) and a second section A (11b). The first section A (11a) connects the first manifold A (12) to the other end of the second manifold A (13), and the second section A (11b) connects the second manifold A (14) to the third manifold A (14). At the other end of pipe A (13) and the third manifold A (14), the guide lines of the first manifold A (12), the second manifold A (13) and the third manifold A (14) are all arc curves, and the guide line of the first segment A (11a) is tangent to the guide lines of the first manifold A (12) and the second manifold A (13), and the guide line of the second segment A (11b) is tangent to the guide lines of the second manifold A (13) and the third manifold A (14). The first segment A (11a) and the second segment A (11b) are connected by an arc chamfer. The rear cylinder group (2) is mirrored with respect to the front cylinder group (1) with respect to the center plane of the turbocharger.
2. The exhaust duct according to claim 1, characterized in that In the first direction (X), the distance between the first manifold A (12) and the second manifold A (13), the distance between the second manifold A (13) and the third manifold A (14) is d, and the diameter of the interface of the first manifold A (12), the second manifold A (13) and the third manifold A (14) for connecting with the engine is d1.
3. The exhaust conduit of claim 2, wherein, The guide line of the first manifold A (12) is the outline of a partial first ellipse. The major axis of the first ellipse is a1 and the minor axis is b1, satisfying a1 > 0.7d and b1 > 1.2d1.
4. The exhaust conduit of claim 3, wherein, The guide line of the second manifold A(13) is the outline of a portion of the second ellipse. The major axis of the second ellipse is a2 and the minor axis is b2, satisfying a2 < a1 and b2 > 1.2b1.
5. The exhaust conduit of claim 4, wherein, The guide line of the third manifold A(14) is the outline of a partial third ellipse. The major axis of the third ellipse is a3 and the minor axis is b3, satisfying that a3 < a2 and b3 > b2.
6. The exhaust pipe according to claim 1, characterized by The chamfer radius between the first segment A(11a) and the second segment A(11b) is R, which satisfies R > 1.5b1.
7. The exhaust pipe according to claim 1, characterized by It also includes a first flange (3), through which both the front cylinder group (1) and the rear cylinder group (2) are connected to the turbocharger.
8. The exhaust pipe according to claim 1, characterized by It also includes a second flange (4), through which the front cylinder group (1) and the rear cylinder group (2) are respectively connected to the exhaust port of the engine.
9. An engine characterised by, Includes the exhaust pipe as described in any one of claims 1-8.
10. Vehicle, characterized in that Includes the engine as described in claim 9.