Intake manifold, engine and vehicle

Abstract

The utility model discloses an intake manifold, an engine and a vehicle, and relates to the technical field of engine intake, the intake manifold comprises a manifold body, the manifold body is provided with a pressure stabilizing cavity, a bent waste gas channel, a gas inlet communicated with the pressure stabilizing cavity, a gas outlet communicated with the pressure stabilizing cavity, a waste gas inlet communicated with the bent waste gas channel and a waste gas outlet communicated with the bent waste gas channel, and the waste gas outlet is communicated with the position, close to the gas outlet, of the pressure stabilizing cavity. According to the technical scheme, condensate water generated in the pressure stabilizing cavity is reduced.

Description

Technical Field

[0001] This utility model relates to the field of engine intake technology, and in particular to an intake manifold, an engine, and a vehicle. Background Technology

[0002] In modern internal combustion engine technology, to meet increasingly stringent exhaust emission requirements and improve fuel economy, more and more engine systems are adopting technologies such as exhaust gas recirculation (EGR) and crankcase ventilation (PCV) to achieve effective control and reuse of exhaust gases. Among them, crankcase ventilation (hereinafter referred to as "crankcase ventilation exhaust") is an important component of the engine emission control system, which is usually used to introduce exhaust gases from the crankcase into the intake system for secondary combustion, thereby preventing harmful gases from being directly emitted into the atmosphere.

[0003] In practical applications, the exhaust gas from the intake manifold is generally introduced into the pressure regulating chamber of the intake manifold and mixed with fresh air before entering the engine cylinders. However, under low-temperature conditions (such as cold starts or operation in cold environments), because the exhaust gas contains a certain amount of water vapor, condensation can easily form inside the pressure regulating chamber during the mixing process with the relatively cool fresh air, which can adversely affect the normal operation of the engine. Utility Model Content

[0004] The main purpose of this invention is to provide an intake manifold, engine, and vehicle that aims to reduce the generation of condensate in the pressure regulating chamber.

[0005] To achieve the above objectives, this utility model provides an intake manifold, which includes a manifold body. The manifold body is provided with a pressure stabilizing chamber, a curved exhaust gas passage, an air inlet communicating with the pressure stabilizing chamber, an air outlet communicating with the pressure stabilizing chamber, an exhaust gas inlet communicating with the curved exhaust gas passage, and an exhaust gas outlet communicating with the curved exhaust gas passage. The exhaust gas outlet is connected to a position of the pressure stabilizing chamber near the air outlet.

[0006] In one embodiment, the angle between the exhaust gas outlet direction of the curved exhaust gas passage and the exhaust gas outlet direction is set at an acute angle.

[0007] In one embodiment, the distance from the exhaust outlet of the curved exhaust gas passage to the exhaust port is less than or equal to 1 cm.

[0008] In one embodiment, the manifold body has a groove, and the manifold body also includes a cover plate, which covers the opening of the groove to form the tortuous exhaust gas passage, and the exhaust gas inlet of the tortuous exhaust gas passage is formed on the cover plate.

[0009] In one embodiment, the intake manifold further includes a curved exhaust gas connector, which is disposed on the cover plate and communicates with the exhaust gas inlet of the curved exhaust gas passage.

[0010] In one embodiment, the exhaust gas inlet of the curved exhaust gas passage is located on the top surface of the manifold body, and the air inlet is located on the bottom or side surface of the manifold body.

[0011] In one embodiment, the intake manifold further includes a carbon canister connector, which is integrally formed with the manifold body. The carbon canister connector is connected to the pressure regulating chamber and is located close to the intake port.

[0012] In one embodiment, the exhaust gas outlet of the curved exhaust gas passage is provided with multiple outlets along the length direction of the manifold body.

[0013] To achieve the above objectives, this utility model provides an engine, which includes a cylinder and the aforementioned intake manifold, with the exhaust port connected to the intake passage of the cylinder.

[0014] To achieve the above objectives, this utility model provides a vehicle that includes the engine described above.

[0015] The technical solution of this application, by positioning the exhaust outlet of the curved exhaust gas passage near the outlet of the pressure stabilizing chamber, allows the curved exhaust gas and fresh air to mix as much as possible in a local area near the outlet of the pressure stabilizing chamber. This shortens the mixing path and contact time of the fresh air and curved exhaust gas inside the pressure stabilizing chamber, effectively reducing the residence and diffusion range of water vapor in the curved exhaust gas in the low-temperature region, thereby reducing the possibility of condensate formation. Furthermore, because the exhaust outlet of the curved exhaust gas passage is close to the outlet of the pressure stabilizing chamber, the curved exhaust gas flowing out of the exhaust outlet can enter the engine cylinder more quickly, reducing the residence time in the pressure stabilizing chamber, further reducing the contact time between the curved exhaust gas and fresh air, thus reducing condensate formation. Moreover, the high-temperature heat generated during engine operation is transferred to the outlet through heat conduction and radiation, heating the fresh air in the area near the outlet of the pressure stabilizing chamber, increasing the temperature of the fresh air in this area, reducing the temperature difference between the fresh air and the curved exhaust gas, and further reducing condensate formation. Understandably, this application, by improving the connection position between the exhaust outlet and the pressure stabilizing chamber of the bypass exhaust gas passage, can effectively suppress the generation of condensate without increasing the system complexity, thereby improving the overall performance of the engine system and showing good application prospects. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art 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 structures shown in these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of an angle structure of an embodiment of the intake manifold of this utility model;

[0018] Figure 2 This is a schematic diagram of another angle of the intake manifold embodiment of the present invention;

[0019] Figure 3 This is another structural schematic diagram of an embodiment of the intake manifold of this utility model, in which the cover plate has been hidden.

[0020] Explanation of icon numbers:

[0021] 10. Manifold body; 20. Pressure regulating chamber; 31. Air inlet; 32. Air outlet; 40. Tortuous exhaust gas passage; 41. Exhaust gas outlet; 42. Groove; 43. Cover plate; 51. Tortuous exhaust gas connector; 52. Carbon canister connector.

[0022] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the embodiments of the present utility model.

[0024] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0025] Furthermore, in the embodiments of this utility model, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of the embodiments of this utility model, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0026] In this embodiment of the invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this embodiment of the invention according to the specific circumstances.

[0027] Furthermore, the technical solutions of the various embodiments of this utility model can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the protection scope claimed by the embodiments of this utility model.

[0028] Automobiles are an important part of people's lives, and as people's living standards improve, their reliance on cars is also increasing. The engine is the heart of the car, responsible for providing power. The intake manifold structure is a crucial factor affecting engine performance and reliability. In related technologies, fresh air generally flows from the throttle valve to the intake manifold, then to the intake passage in the engine cylinder head, and finally enters the engine cylinder for combustion.

[0029] Modern engines typically divert crankcase exhaust gases to the intake manifold, meaning the low-load crankcase line connects directly to the intake manifold. The exhaust gases then enter the cylinders for combustion. These crankcase exhaust gases contain a significant amount of water vapor, generally exceeding 20°C. During cold winter operation, the exhaust gases mix with fresh air in the intake manifold. The warmer water vapor mixes with the cooler fresh air to form droplets, which, as the mixture flows through the intake manifold, create localized eddies, eventually condensing on the inner wall of the intake manifold. This condensation drips onto the throttle body, causing it to stick, resulting in difficulty starting the engine or engine vibration, ultimately affecting normal engine operation.

[0030] In view of this, the present invention provides an intake manifold, an engine, and a vehicle. By improving the connection position between the exhaust outlet and the pressure stabilizing chamber of the bypass exhaust gas passage, the generation of condensate can be effectively suppressed without increasing the system complexity, thereby improving the overall performance of the engine system and showing good application prospects.

[0031] To better understand the above technical solution, the following detailed explanation is provided in conjunction with the accompanying drawings.

[0032] like Figures 1 to 3 As shown in the figure, this utility model embodiment proposes an intake manifold, which includes a manifold body 10. The manifold body 10 is provided with a pressure stabilizing chamber 20, a tortuous exhaust gas passage 40, an air inlet 31 communicating with the pressure stabilizing chamber 20, an air outlet 32 ​​communicating with the pressure stabilizing chamber 20, an exhaust gas inlet communicating with the tortuous exhaust gas passage 40, and an exhaust gas outlet 41 communicating with the tortuous exhaust gas passage 40. The exhaust gas outlet 41 is connected to the pressure stabilizing chamber 20 near the air outlet 32.

[0033] Specifically, fresh air enters the pressure regulating chamber 20 through the intake port 31 and enters the engine intake manifold through the outlet 32. Alternatively, a throttle valve can be installed, connected to the intake port 31, to regulate the fresh air intake flow. The crankcase exhaust gas flows into the crankcase exhaust gas passage 40 through the exhaust gas inlet and into the engine intake manifold through the exhaust gas outlet 41. Since the exhaust gas outlet 41 connects to the pressure regulating chamber 20 near the outlet 32, the fresh air and the crankcase exhaust gas mix primarily in the area near the outlet 32. This shortens the mixing path and contact time of the fresh air and the crankcase exhaust gas within the pressure regulating chamber 20, effectively reducing the residence and diffusion range of water vapor in the crankcase exhaust gas in the low-temperature region, thereby reducing the possibility of condensation formation.

[0034] Optionally, the curved exhaust gas passage 40 is located at the upper part of the manifold body 10, that is, above the pressure regulating chamber 20. The exhaust gas inlet is on the top surface of the manifold body 10, and the air inlet 31 is located on the bottom surface of the manifold body 10, that is, below the pressure regulating chamber 20. This ensures the intake volume of fresh air and maximizes the intake efficiency and the uniformity of intake for each cylinder. Of course, in other embodiments, the air inlet 31 can also be located on the side of the manifold body 10, which is not limited here.

[0035] In one embodiment, the manifold body 10 is integrally injection molded, which can improve the sealing performance of the overall structure and prevent air leakage.

[0036] In this embodiment, by positioning the exhaust outlet 41 of the curved exhaust gas passage 40 near the outlet 32 ​​of the pressure stabilizing chamber 20, the curved exhaust gas and fresh air are mixed as much as possible in a local area near the outlet 32 ​​of the pressure stabilizing chamber 20. This shortens the mixing path and contact time of the fresh air and the curved exhaust gas inside the pressure stabilizing chamber 20, effectively reducing the residence and diffusion range of water vapor in the curved exhaust gas in the low-temperature region, thereby reducing the possibility of condensate formation. Furthermore, because the exhaust outlet 41 of the curved exhaust gas passage 40 is close to the outlet 32 ​​of the pressure stabilizing chamber 20, the curved exhaust gas flowing out of the exhaust outlet 41 can enter the engine cylinder more quickly, reducing the residence time in the pressure stabilizing chamber 20, further reducing the contact time between the curved exhaust gas and fresh air, and thus reducing condensate generation. Furthermore, the high-temperature heat generated during engine operation is transferred to the exhaust port 32 through heat conduction and radiation, heating the fresh air in the vicinity of the exhaust port 32 of the pressure stabilizing chamber 20. This increases the temperature of the fresh air in that area, reduces the temperature difference between the fresh air and the bypass exhaust gas, and further reduces condensate production. It is understood that this application, by improving the connection position between the exhaust outlet 41 of the bypass exhaust gas passage 40 and the pressure stabilizing chamber 20, can effectively suppress condensate production without increasing system complexity, thereby improving the overall performance of the engine system and demonstrating promising application prospects.

[0037] In one embodiment of this utility model, the angle between the exhaust outlet 41 of the curved exhaust gas passage 40 and the exhaust port 32 is set at an acute angle. Specifically, the exhaust port 32 is inclined, and the exhaust outlet 41 is oriented towards the exhaust port 32 in the direction close to the pressure stabilizing chamber 20, so that the exhaust outlet 41 faces the engine intake passage, which is conducive to the smooth flow of the curved exhaust gas from the exhaust outlet 41 into the engine intake passage. In this way, the flow resistance of the curved exhaust gas flowing out of the exhaust outlet 41 to the fresh air at the exhaust port 32 can be reduced, avoiding local pressure fluctuations and energy loss of fresh air caused by vertical or reverse impact, and preventing the curved exhaust gas and fresh air from interfering with each other and generating eddies near the exhaust port 32 of the pressure stabilizing chamber 20, so that fresh air can flow more smoothly from the exhaust port 32 into the engine intake passage, thereby improving the intake uniformity of each cylinder of the engine.

[0038] In one embodiment of this utility model, the distance from the exhaust outlet 41 of the curved exhaust gas passage 40 to the outlet 32 ​​is less than or equal to 1 cm. The closer the exhaust outlet 41 is to the outlet 32, the better the effect of suppressing condensate production; the farther the exhaust outlet 41 is from the outlet 32, the better the structural strength of the manifold body 10. In this embodiment, the distance from the exhaust outlet 41 to the outlet 32 ​​is less than 1 cm, which can balance suppressing condensate production and ensuring the overall structural strength of the manifold body 10. Optionally, the distance from the exhaust outlet 41 to the outlet 32 ​​of the curved exhaust gas passage 40 is less than or equal to 0.5 cm.

[0039] In one embodiment of this utility model, reference is made to Figure 1 and Figure 3 The manifold body 10 has a groove 42 and a cover plate 43. The cover plate 43 covers the opening of the groove 42 to form the tortuous exhaust gas passage 40, and the exhaust gas inlet of the tortuous exhaust gas passage 40 is formed on the cover plate 43. It can be understood that the manifold body 10 is formed by plastic injection molding, which creates the groove 42. The cover plate 43 is then welded to the opening of the groove 42 to form the exhaust gas passage. This simplifies the manufacturing process of the manifold body 10 and facilitates rapid mass production. Optionally, the cover plate 43 is friction welded to the opening of the groove 42.

[0040] In one embodiment of this utility model, reference is made to Figure 1 and Figure 2 The intake manifold also includes a bypass exhaust gas connector 51, which is disposed on the cover plate 43 and communicates with the exhaust gas inlet of the bypass exhaust gas passage 40. This allows for easy connection to the low-load bypass pipe of the crankcase, i.e., the bypass exhaust hose, so that the bypass exhaust gas in the crankcase flows into the bypass exhaust gas passage 40, and then into the engine intake manifold to participate in combustion. Optionally, the bypass exhaust gas connector 51 and the cover plate 43 are integrally formed, which can effectively reduce the number of parts, simplify the assembly process, and reduce manufacturing and assembly costs. Compared with the traditional split structure that requires welding or bolting to fix the exhaust gas connector and cover plate 43, this eliminates complex connection processes, improves production efficiency, reduces exhaust gas leakage caused by poor connection, and improves the operational stability of the bypass exhaust gas system.

[0041] In one embodiment of this utility model, reference is made to Figures 1 to 3The intake manifold also includes a carbon canister connector 52, integrally formed with the manifold body 10. The carbon canister connector 52 is connected to the pressure regulating chamber 20 and positioned close to the air intake port 31. This allows for easy connection to the fuel tank carbon canister line, introducing the fuel vapor from the carbon canister line into the pressure regulating chamber 20. After mixing with fresh air, the mixture flows into the engine intake manifold through the outlet 32 ​​to participate in combustion. Furthermore, connecting the carbon canister connector 52 to the pressure regulating chamber 20 near the air intake port 31 increases the mixing path between fresh air and fuel vapor, improving the uniformity of the mixture. Additionally, the gas flowing into the carbon canister connector 52 is mostly fuel vapor with virtually no water vapor, so no condensation will occur even when mixed with fresh air.

[0042] In one embodiment of this utility model, the exhaust gas outlets 41 of the curved exhaust gas passage 40 are provided in multiple locations along the length of the manifold body 10. For multi-cylinder engines, by distributing multiple exhaust gas outlets 41 along the length of the manifold body 10, each cylinder has an independent or relatively independent curved exhaust gas inlet point near its intake port. This allows for the supply of corresponding curved exhaust gas to the intake port of each cylinder, avoiding the uneven distribution problem caused by different gas delivery paths in the traditional single-point gas supply mode, thereby improving the uniformity of engine cylinder intake. Simultaneously, the multiple dispersed exhaust gas outlets 41 can reduce the flow resistance and pressure loss of the curved exhaust gas, and lower the probability of adverse flow phenomena such as local eddies and backflow.

[0043] To achieve the above objectives, this utility model provides an engine comprising a cylinder and the aforementioned intake manifold, wherein the exhaust port is connected to the intake passage of the cylinder. Specifically, the specific structure of the intake manifold is as described in the above embodiments. Since this engine employs all the technical solutions of the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here.

[0044] To achieve the above objectives, this utility model provides a vehicle comprising the engine described above. Specifically, the engine's specific structure is as described in the above embodiments. Since this vehicle adopts all the technical solutions of the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here.

[0045] The above description is merely an exemplary embodiment of the present utility model and does not limit the scope of protection of the present utility model embodiments. Any equivalent structural transformations made under the technical concept of the present utility model using the description and drawings of the present utility model embodiments, or direct / indirect applications in other related technical fields, are included within the scope of protection of the present utility model embodiments.

Claims

1. An intake manifold characterized by, The intake manifold includes a manifold body, which has a pressure stabilizing chamber, a curved exhaust gas passage, an air inlet communicating with the pressure stabilizing chamber, an air outlet communicating with the pressure stabilizing chamber, an exhaust gas inlet communicating with the curved exhaust gas passage, and an exhaust gas outlet communicating with the curved exhaust gas passage. The exhaust gas outlet is connected to the pressure stabilizing chamber near the air outlet.

2. The intake manifold of claim 1, wherein, The angle between the exhaust gas outlet direction of the curved exhaust gas channel and the exhaust gas outlet direction is set at an acute angle.

3. The intake manifold of claim 1, wherein, The distance from the exhaust outlet of the curved exhaust gas channel to the exhaust port is less than or equal to 1 cm.

4. The intake manifold of any one of claims 1 to 3, wherein, The manifold body has a groove, and the manifold body also includes a cover plate. The cover plate covers the opening of the groove to form the curved exhaust gas passage, and the exhaust gas inlet of the curved exhaust gas passage is formed on the cover plate.

5. The intake manifold of claim 4, wherein, The intake manifold also includes a curved exhaust gas connector, which is disposed on the cover plate and connected to the exhaust gas inlet of the curved exhaust gas passage.

6. The air intake manifold of claim 1 wherein, The exhaust gas inlet of the manifold is located on the top surface of the manifold body, and the air inlet is located on the bottom or side surface of the manifold body.

7. The air intake manifold of claim 1 wherein, The intake manifold also includes a carbon canister connector, which is integrally formed with the manifold body. The carbon canister connector is connected to the pressure regulating chamber and is located close to the intake port.

8. The air intake manifold of claim 1 wherein, The exhaust gas outlet of the curved exhaust gas passage is provided in multiple locations along the length of the manifold body.

9. An engine characterized by, The engine includes a cylinder and an intake manifold as described in any one of claims 1 to 8, wherein the outlet is connected to the intake passage of the cylinder.

10. A vehicle characterized by comprising: The vehicle includes the engine as described in claim 9.

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