Manifold assembly for vehicle and vehicle

Abstract

The utility model relates to the field of engine air inlet pipes, in particular to a manifold assembly for a vehicle and the vehicle, the manifold assembly comprises an air inlet manifold and an air channel shell, the air inlet manifold is provided with a main air channel, the main air channel is provided with a manifold outlet suitable for being connected with an engine cylinder cover, and the air channel shell is arranged on at least part of the periphery of the air inlet manifold; the gas channel shell and at least part of the gas inlet manifold are arranged in a spaced mode to define the waste gas channel, the gas channel shell extends to the manifold outlet, a waste gas opening of the waste gas channel communicates with the main gas channel at the manifold outlet and is connected to an engine cylinder cover, and the uniformity of waste gas entering the engine can be improved.

Description

Technical Field

[0001] This application relates to the field of engine intake manifolds, and more particularly to a manifold assembly for a vehicle and the vehicle thereof. Background Technology

[0002] In related technologies, the EGR (Exhaust Gas Recirculation) system in engines reintroduces combusted exhaust gas into the combustion chamber for combustion, utilizing the inert nature of exhaust gas to lower the peak combustion temperature, thereby reducing nitrogen oxide emissions and optimizing fuel consumption by reducing pumping losses. However, there are significant differences in the combustion characteristics of exhaust gas and fuel: exhaust gas has a low oxygen content and a high specific heat capacity, and its mixing ratio directly affects the combustion rate, flame propagation speed, and cylinder pressure changes. If the amount of exhaust gas entering each cylinder is uneven, it will lead to deviations in the combustion state of each cylinder. Cylinders with too much exhaust gas are prone to incomplete combustion due to insufficient oxygen, increasing hydrocarbon and carbon monoxide emissions and reducing output torque; cylinders with too little exhaust gas will have excessively high combustion temperatures, exacerbating nitrogen oxide formation and potentially causing knocking. This unevenness will also lead to an imbalance in the heat load distribution of each cylinder, accelerating the aging of local components and shortening engine life. Therefore, how to improve the uniformity of exhaust gas entering the engine has become the technical problem to be solved in this application. Utility Model Content

[0003] This application aims to at least solve one of the technical problems existing in the prior art. To this end, one object of this application is to provide a manifold assembly for a vehicle that can improve the uniformity of exhaust gas entering the engine.

[0004] This application also proposes a vehicle having the aforementioned manifold assembly.

[0005] A manifold assembly for a vehicle according to an embodiment of this application includes: an intake manifold having a main air passage and a manifold outlet adapted to connect to an engine cylinder head; and an air passage housing disposed on at least a portion of the outer periphery of the intake manifold, the air passage housing being spaced apart from at least a portion of the intake manifold to define an exhaust gas passage, the air passage housing extending to the manifold outlet such that the exhaust gas port of the exhaust gas passage communicates with the main air passage at the manifold outlet and is connected to the engine cylinder head.

[0006] According to the embodiments of this application, the manifold assembly for a vehicle forms an exhaust gas passage between the intake manifold and the intake manifold by providing an air passage shell. The air passage shell extends to the manifold outlet, so that the exhaust gas port of the exhaust gas passage is connected to the main air passage and connected to the engine cylinder head at the manifold outlet. This ensures that the exhaust gas mixes with the air in the main air passage only at the manifold outlet, which can ensure that the exhaust gas path of each engine cylinder is consistent, reduce the exhaust gas distribution deviation, and improve the uniformity of exhaust gas entering each cylinder.

[0007] According to some embodiments of this application, a manifold assembly for a vehicle has an air passage housing surrounding the manifold outlet at the location of the exhaust port and connected to the engine cylinder head.

[0008] According to some embodiments of this application, a manifold assembly for a vehicle has an air passage housing that protrudes beyond the manifold outlet at the location of the exhaust port.

[0009] According to some embodiments of this application, a manifold assembly for a vehicle, based on Bernoulli's principle, forms a low-pressure zone around the exhaust port with high-speed flowing fresh air. The low-pressure zone and the exhaust gas pressure inside the exhaust duct create a pressure difference, which becomes the power source for driving the exhaust gas out of the exhaust port. This can achieve pump-free exhaust gas driving and save costs.

[0010] According to some embodiments of this application, a manifold assembly for a vehicle has an angle α between the plane containing the edge of the manifold outlet and the plane containing the edge of the exhaust outlet, and α satisfies: 0° < α < 90°.

[0011] According to some embodiments of this application, a manifold assembly for a vehicle includes: a main intake pipe with a manifold inlet; a main body connected to the main intake pipe and having a flow divider cavity communicating with the manifold inlet within the main body; and branch manifolds, which are configured as a plurality of branch manifolds, with one end of each branch manifold communicating with the flow divider cavity and the other end of each branch manifold having a manifold outlet.

[0012] According to some embodiments of this application, a manifold assembly for a vehicle includes an air duct housing disposed on the outer periphery of at least one branch manifold, defining the exhaust duct between the outer surface of the branch manifold and the inner wall of the air duct housing.

[0013] According to some embodiments of this application, a manifold assembly for a vehicle has a branch manifold disposed around at least a portion of the outer periphery of the main body.

[0014] According to some embodiments of this application, a manifold assembly for a vehicle in which the branch manifold extends spirally about the extension direction of the main body.

[0015] According to some embodiments of this application, a manifold assembly for a vehicle has an exhaust gas inlet on the main intake pipe, and the exhaust gas inlet is connected to the exhaust duct.

[0016] The vehicle according to an embodiment of this application is briefly described below.

[0017] The vehicle according to the embodiments of this application includes the manifold assembly of any of the above embodiments. Since the vehicle according to this embodiment is equipped with the manifold assembly of any of the above embodiments, the uniform distribution of exhaust gas in each cylinder of the engine according to this application can control the uniform proportion of exhaust gas in the combustion environment of each cylinder. It is understood that if the exhaust gas volume is too high, the combustion will be weak due to insufficient oxygen concentration, and the fuel and exhaust gas will not burn completely, reducing the risk of exceeding emission standards due to the difference in emissions from each cylinder. If the exhaust gas volume is too low, knocking may occur due to excessive combustion. The uniform exhaust gas distribution can ensure the consistency of the output torque of each cylinder, reduce the mechanical vibration and noise during engine operation, improve the smoothness of power transmission, and since the uniformity of exhaust gas volume in each cylinder of the engine is improved, the optimization of fuel consumption by exhaust gas recirculation can be maximized while ensuring combustion efficiency, thereby improving the overall fuel economy of the engine.

[0018] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1 This is a three-dimensional structural schematic diagram of a manifold assembly for a vehicle according to an embodiment of this application;

[0021] Figure 2 This is a schematic diagram of the AA cross-sectional structure of a manifold assembly for a vehicle according to an embodiment of this application.

[0022] Figure label:

[0023] 100. Manifold assembly;

[0024] 1. Intake manifold; 11. Main air passage; 12. Manifold outlet; 13. Main intake pipe; 131. Exhaust gas inlet; 14. Main body; 15. Flow divider; 16. Branch manifold;

[0025] 2. Air duct shell; 21. Exhaust duct; 22. Exhaust port. Detailed Implementation

[0026] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0027] The following is for reference. Figures 1-2A manifold assembly 100 for a vehicle according to an embodiment of this application is described.

[0028] According to an embodiment of this application, a manifold assembly 100 for a vehicle includes an intake manifold 1 and an air passage housing 2. The intake manifold 1 is provided with a main air passage 11, and the main air passage 11 is provided with a manifold outlet 12 adapted to connect to an engine cylinder head. The air passage housing 2 is disposed on at least a portion of the outer periphery of the intake manifold 1. The air passage housing 2 is spaced apart from at least a portion of the intake manifold 1 to define an exhaust gas passage 21. The air passage housing 2 extends to the manifold outlet 12, such that the exhaust gas port 22 of the exhaust gas passage 21 communicates with the main air passage 11 at the manifold outlet 12 and is connected to the engine cylinder head.

[0029] In related technologies, the EGR (Exhaust Gas Recirculation) system in engines reintroduces combusted exhaust gases into the combustion chamber for combustion, utilizing the inert nature of exhaust gases to lower peak combustion temperatures, thereby reducing nitrogen oxide emissions and optimizing fuel consumption by minimizing pumping losses. However, exhaust gases and fuels have significantly different combustion characteristics: exhaust gases have low oxygen content and high specific heat capacity, and their mixing ratio directly affects combustion rate, flame propagation speed, and cylinder pressure changes. If the amount of exhaust gas entering each cylinder is uneven, it will lead to deviations in the combustion state of each cylinder. Cylinders with excessive exhaust gas are prone to incomplete combustion due to insufficient oxygen, increasing hydrocarbon and carbon monoxide emissions while reducing output torque; cylinders with insufficient exhaust gas will experience excessively high combustion temperatures, exacerbating nitrogen oxide formation and potentially causing knocking. This unevenness will also lead to an imbalance in the heat load distribution of each cylinder, accelerating the aging of local components and shortening engine life.

[0030] Understandably, the intake manifold 2 extends to the manifold outlet 12, connecting the exhaust duct 21 with the main intake duct 11 at the manifold outlet 12, forming independent and structurally consistent exhaust gas delivery paths from the exhaust gas source to each manifold outlet 12. Each manifold outlet 12 corresponds to one engine cylinder, and the length, cross-sectional dimensions, and bending angle of each exhaust duct 21 are manufactured uniformly to ensure that the flow resistance of exhaust gas is the same when flowing through each exhaust duct 21. This avoids the uneven distribution caused by flow resistance differences when exhaust gas is collected and then split again in traditional EGR systems, making the baseline value of exhaust gas entering each cylinder per unit time more consistent, and reducing the differences in combustion state between cylinders caused by exhaust gas volume deviations.

[0031] Furthermore, the exhaust port 22 of the exhaust duct 21 connects to the main intake duct 11 at the manifold outlet 12, meaning that the exhaust gas only merges with the fresh air in the main intake duct 11 in the final stage before entering the engine cylinder head. This avoids premature mixing of exhaust gas upstream of the main intake duct 11, confining the mixing process to a short distance adjacent to the cylinder inlet. Before mixing, the exhaust gas maintains a stable flow within the independent exhaust duct 21, unaffected by the turbulence of fresh air in the main intake duct 11. After mixing, the gas mass directly enters the corresponding combustion chamber, without sufficient space to form concentration stratification. Short-range mixing ensures consistent uniformity of exhaust gas and fresh air mixing in each cylinder, avoiding localized exhaust gas concentration fluctuations caused by premature mixing, and providing the same initial conditions for stable combustion in each cylinder.

[0032] Because the exhaust gas volume of each cylinder is evenly distributed and the mixing state is consistent, the problems of "incomplete combustion due to insufficient oxygen in cylinders with excessive exhaust gas volume" and "excessive nitrogen oxide generation due to excessively high combustion temperature in cylinders with insufficient exhaust gas volume" in related technologies are effectively avoided. The peak combustion temperature, flame propagation speed and cylinder pressure changes of each cylinder are kept synchronized, so that the generation of pollutants such as nitrogen oxides, hydrocarbons and carbon monoxide is evenly distributed among the cylinders and is at a low level overall, ensuring that the engine emission performance is stable and meets the standards.

[0033] With improved uniformity of exhaust gas volume in each cylinder, the heat generated by combustion is distributed more evenly across all cylinders. This prevents thermal load imbalance caused by excessively high or low combustion temperatures in certain cylinders. Cylinders with insufficient exhaust gas volume will not suffer from overheating and erosion of pistons, valves, and other components due to sustained high temperatures, while cylinders with excessive exhaust gas volume will not experience accelerated component wear due to carbon buildup from incomplete combustion. This balanced thermal load significantly reduces the aging rate of local engine components and extends the overall service life of the engine.

[0034] Consistent combustion conditions across cylinders reduce torque deviations, and uniform exhaust gas volume prevents power loss due to weak combustion or knocking in some cylinders, resulting in smoother overall engine power output. Simultaneously, the engine management system can precisely control injection and ignition parameters based on uniform combustion conditions, without sacrificing fuel economy to balance abnormal combustion in individual cylinders, such as by retarding the ignition timing or increasing injection volume. This allows the EGR system's advantage of reducing pumping losses to be fully realized, further optimizing engine fuel consumption.

[0035] It should be noted that the air duct shell 2 is disposed on at least part of the outer periphery of the intake manifold 1, and the exhaust duct 21 formed between the air duct shell 2 and the intake manifold 1 is isolated from the fresh air flow field in the main air duct 11. This avoids mutual interference between the two airflows before they merge. On the one hand, the pulse fluctuations of the fresh air in the main air duct 11 will not be transmitted to the exhaust duct 21, ensuring that the exhaust gas maintains a stable pressure and flow rate when flowing through the exhaust duct 21. On the other hand, the exhaust gas is at a higher temperature than the main air duct 11. Since the two are separated, the exhaust gas is also prevented from changing the airflow state in the main air duct 11 through heat conduction, and the density change caused by local temperature differences is avoided from affecting the distribution of exhaust gas.

[0036] In short, by setting up an air intake housing 2, an exhaust gas passage 21 is formed between the air intake housing 2 and the intake manifold 1. The air intake housing 2 extends to the manifold outlet 12, so that the exhaust gas port 22 of the exhaust gas passage 21 is connected to the main air passage 11 and connected to the engine cylinder head at the manifold outlet 12. This ensures that the exhaust gas mixes with the air in the main air passage only at the manifold outlet 12, which can ensure that the exhaust gas path of each engine cylinder is consistent, reduce the exhaust gas distribution deviation, and improve the uniformity of exhaust gas entering each cylinder.

[0037] According to some embodiments of this application, a manifold assembly 100 for a vehicle has an air passage housing 2 surrounding a manifold outlet 12 at an exhaust port 22 and connected to an engine cylinder head.

[0038] The exhaust port 22 forms an annular channel around the manifold outlet 12, ensuring that the exhaust gas is evenly distributed circumferentially along the manifold outlet 12 when entering the main air duct 11. The annular structure ensures consistent outlet pressure and velocity of the exhaust gas at all circumferential positions, avoiding concentration gradients caused by localized airflow concentration that can occur with single-point or unilateral exhaust gas injection methods. When the exhaust gas enters the main air duct 11 from the annular exhaust port 22, it comes into contact with the fresh air inside the main air duct 11 in a circumferentially enveloping manner. The fresh air flows in the central region of the main air duct 11, while the exhaust gas is distributed annularly along its outer periphery. The two form a uniform shear mixture at the interface, and the turbulence intensity during mixing is evenly distributed circumferentially, making it less likely for eddies to affect the mixing of exhaust gas and air, thus avoiding localized excessive or insufficient exhaust gas due to injection point bias.

[0039] It should be noted that the intake manifold housing 2 surrounds the manifold outlet 12 and directly connects to the engine cylinder head, forming a nested sealing structure between the exhaust port 22 and the cylinder head intake port. The edge of the annular exhaust port 22 can form a continuous line contact seal with the corresponding sealing surface of the cylinder head, avoiding the problem of short sealing paths in traditional planar seals and effectively reducing exhaust gas leakage at the connection. In addition, the surrounding structure can achieve coaxiality constraint with the exhaust port 22 through the locating pin of the cylinder head, ensuring that the central axis of each cylinder's exhaust port 22 coincides with the axis of the cylinder head intake manifold, avoiding deviation in the exhaust gas inflow direction caused by eccentricity, ensuring that the initial trajectory of exhaust gas entering the cylinder is consistent, and further improving the uniformity of distribution.

[0040] According to some embodiments of this application, in a manifold assembly 100 for a vehicle, an air passage shell 2 protrudes from the manifold outlet 12 at the exhaust port 22.

[0041] Understandably, the exhaust port 2 protrudes from the manifold outlet 12 at the exhaust port 22 position, causing the physical end of the exhaust port 22 to extend beyond the end face of the manifold outlet 12 and directly to the connection interface near the engine cylinder head. After the exhaust port 22 protrudes, the convergence point of the exhaust gas entering the main air passage 11 is closer to the cylinder head side, so that the convergence area of ​​exhaust gas and air is limited to the end area of ​​the manifold outlet 12. The convergence area is jointly defined by the protruding wall of the exhaust port 2, the end face of the manifold outlet 12, and the inner side of the end cover, which can avoid the mixing space being too large, and the air and exhaust gas may form a concentration stratification due to different flow velocities.

[0042] Furthermore, since the space of the confluence zone is compressed into a small area between the protruding part and the cylinder head connection surface, the mixed air mass has no diffusion space before entering the cylinder and can directly enter the corresponding cylinder. Short-stroke confluence can avoid the mixing difference between cylinders caused by different confluence zone lengths. It is understandable that when the confluence zone is located upstream of the main intake duct 11 or upstream of the exhaust duct 21, the gas stratification may occur due to factors such as long mixing time, resulting in different exhaust gas contents entering each cylinder, which affects the engine efficiency.

[0043] It should be noted that the air passage shell 2 protrudes from the manifold outlet 12 at the exhaust port 22. When fresh air flows along the main air passage 11 to the manifold outlet 12 and the recirculation zone, due to the flow velocity of the fresh air, according to Bernoulli's principle, the high-speed flowing fresh air forms a low-pressure zone around the exhaust port 22. The low-pressure zone and the exhaust gas pressure inside the exhaust passage 21 form a pressure difference, which becomes the power source for driving the exhaust gas to flow out of the exhaust port 22. This can achieve pump-free exhaust gas driving, saving costs. At the same time, the fresh air coming out of the manifold outlet 12 can continuously draw out the exhaust gas around the exhaust port 22, bringing the residual exhaust gas into the cylinder, which can reduce the exhaust gas retention at the exhaust port 22, and can further drive the subsequent exhaust gas to flow towards the exhaust port, forming a flow path for the exhaust gas.

[0044] According to some embodiments of this application, a manifold assembly 100 for a vehicle has an angle α between the plane containing the edge of the manifold outlet 12 and the plane containing the edge of the exhaust outlet, and α satisfies: 0° < α < 90°.

[0045] The edge plane of manifold outlet 12 forms an angle α with the edge plane of exhaust outlet, creating a wedge-shaped confluence zone in space. The volume of the confluence zone expands as the angle α increases. When α = 0°, the two planes are parallel, forming a flat confluence space. Compared to α > 0°, the tilt of the planes increases the mixing path length of exhaust gas and fresh air. After the air leaves manifold outlet 12, it needs to continue moving along the extension direction defined by manifold outlet 12. Since the plane containing the edge of manifold outlet 12 has an angle relative to the plane containing the edge of exhaust outlet, this leads to the flow of air and exhaust gas... The direction has an angle to allow the exhaust gas to mix with the air. The plane where the edge of the manifold outlet 12 is located has an angle with the plane where the edge of the exhaust gas outlet is located. This will create a longer contact interface in three-dimensional space at the intersection of the air flow trajectory and the exhaust gas at the manifold outlet 12. This allows sufficient time for the mixing process to complete the mixing of exhaust gas and air. When α is in the range of 0° < α < 90°, the volume of the confluence space can match the time scale of the engine intake stroke, ensuring that the exhaust gas and fresh air are uniformly mixed before entering the cylinder, avoiding insufficient mixing due to insufficient space.

[0046] It should be noted that, as the volume of the confluence zone expands with the increase of the α angle, the fresh air with flow velocity has a larger contact area with the exhaust gas, which can carry more exhaust gas with the fresh air, thus improving the flow efficiency of the exhaust gas.

[0047] According to some embodiments of this application, a manifold assembly 100 for a vehicle includes an intake manifold 1 comprising a main intake pipe 13, a main body 14, and branch manifolds 16. The main intake pipe 13 is provided with a manifold inlet. The main body 14 is connected to the main intake pipe 13 and has a diversion chamber 15 communicating with the manifold inlet within the main body 14. Multiple branch manifolds 16 are constructed, and one end of each branch manifold 16 is connected to the diversion chamber 15, and the other end of each branch manifold 16 is provided with a manifold outlet 12.

[0048] The main intake pipe 13 receives fresh air through the manifold inlet and distributes it to each branch manifold 16 via the distribution chamber 15 within the main body 14. The distribution chamber 15 acts as an intermediate buffer structure; upon entering the fresh air, the expanded cross-section creates a static pressure field, eliminating potential pulse fluctuations within the main intake pipe 13. This slows down and stabilizes the high-speed airflow introduced by the main intake pipe 13, ensuring consistent initial airflow pressure entering each branch manifold 16. Simultaneously, multiple branch manifolds 16 are symmetrically connected to the distribution chamber 15. The length, bending angle, and cross-sectional dimensions of each branch manifold 16 are uniformly machined using molds, ensuring consistent flow resistance of fresh air within each branch manifold 16. When airflow enters the branch manifolds 16 from the distribution chamber 15, the consistent flow resistance results in minimal deviation in the amount of fresh air flowing into each branch manifold 16 per unit time, laying the foundation for uniform mixing with exhaust gas.

[0049] Each branch manifold 16 corresponds to one engine cylinder, and the exhaust gas passage 21 formed by the intake manifold housing 2 can extend independently along the outer or inner wall of the branch manifold 16, so that the exhaust gas passage 21 and the main intake passage 11 of the branch manifold 16 form a one-to-one parallel path, ensuring that the exhaust gas and fresh air required by each cylinder can be mixed in the corresponding branch manifold 16, avoiding mutual interference between the airflows of different cylinders before they merge. Due to the structural consistency of each branch manifold 16, the mixing environment of exhaust gas and fresh air in each branch manifold 16 is the same, further ensuring the uniformity of the proportion of exhaust gas in the air-fuel mixture of each cylinder.

[0050] According to some embodiments of this application, a manifold assembly 100 for a vehicle has an air duct housing 2 disposed on the outer periphery of at least one branch manifold 16 and defining an exhaust duct 21 between the outer surface of the branch manifold 16 and the inner wall of the air duct housing 2.

[0051] Furthermore, the outer surface of the branch manifold 16 serves as the inner wall of the exhaust duct 21, forming a closed exhaust duct together with the inner wall of the duct housing 2. Since each branch manifold 16 corresponds to one engine cylinder, and the outer surface of each branch manifold 16 has the same machining precision, the cross-sectional dimensions, bending shape along the path, and flow area of ​​each exhaust duct 21 can be kept uniform. This ensures that the exhaust gas flows in an independent and sealed channel from the source to the exhaust port 22 at the end of each branch manifold 16, avoiding the flow field interference caused by the branching and converging of the traditional integrated exhaust duct 21. The exhaust gas flow fluctuations will not be transmitted to the exhaust ducts 21 of other cylinders, ensuring that the pressure and flow velocity in each exhaust duct 21 are stable and independent, thus guaranteeing the consistency of the exhaust gas supply to each cylinder.

[0052] The exhaust duct 21 is located on the outer periphery of the branch manifold 16, forming a physical isolation with the main air duct 11 inside the branch manifold 16. The turbulence and pressure pulses generated by the fresh air flow in the main air duct 11 will not penetrate the wall of the branch manifold 16 and affect the airflow state in the exhaust duct 21. On the contrary, the high temperature characteristics of the exhaust gas are only conducted through the limited heat transfer of the branch manifold 16 wall, avoiding density changes caused by local overheating of the fresh air in the main air duct 11. This ensures that the two airflows maintain stable flow characteristics before mixing. The fresh air flows along a preset streamline in the main air duct 11, and the exhaust gas flows along a smooth path on the outer periphery of the branch manifold 16 in the exhaust duct 21 until they begin to merge at the end exhaust port 22.

[0053] In some embodiments of this application, the path of the exhaust duct 21 can be designed synchronously with the bending shape of the branch manifold 16, so that the exhaust gas flow direction and the fresh air flow direction in the main air duct 11 form a preset angle, creating conditions for subsequent mixing, and the angle parameters of each cylinder are kept uniform through structural consistency.

[0054] According to some embodiments of this application, a manifold assembly 100 for a vehicle has a branch manifold 16 disposed around at least a portion of the outer periphery of a main body 14.

[0055] Branch manifolds 16 are arranged around the outer periphery of the main body 14, so that the connection ports of each branch manifold 16 and the distribution cavity 15 are evenly distributed around the main body 14. The circumferential arrangement makes the distance from each connection port to the center of the distribution cavity 15 equal, and the static pressure field in the distribution cavity 15 is evenly distributed in the circumferential direction, avoiding local pressure loss deviations caused by distance differences. When fresh air enters the distribution cavity 15 from the main intake pipe 13, it will form a rotating or radial flow in the cavity. The circumferentially arranged branch manifolds 16 can utilize this flow field characteristic to make the airflow velocity and pressure at the inlet of each branch manifold 16 completely consistent, reducing the initial deviation of fresh air distribution from the source.

[0056] The structure of the branch manifold 16 surrounding the outer periphery of the main body 14 also provides a symmetrical and regular spatial basis for the arrangement of the air duct shell 2 and the exhaust duct 21. Each branch manifold 16 is evenly distributed around the main body 14, which facilitates the modularization of the air duct shell 2 and ensures that the exhaust duct 21 corresponding to each branch manifold 16 is uniform in length, bending angle and cross-sectional size.

[0057] Furthermore, the design of the branch manifold 16 surrounding the outer periphery of the main body 14 ensures that the connection points are evenly distributed around the circumference of the main body 14, forming a ring-shaped stress structure. Vibrations generated during engine operation are transmitted to the branch manifold 16 through the cylinder head. The circumferential connection method can evenly distribute the vibration load to all directions of the main body 14, avoiding connection loosening or fatigue damage caused by local stress concentration. At the same time, annular reinforcing ribs or the overall enclosure of the air passage shell 2 can be provided between each branch manifold 16 to form a rigid connection, further increasing the natural frequency of the overall structure. This keeps the vibration frequency range of the branch manifold 16 away from the vibration frequency range of the engine, reducing additional noise and structural wear caused by resonance.

[0058] According to some embodiments of this application, a manifold assembly 100 for a vehicle has a branch manifold 16 extending spirally around the extension direction of the main body 14.

[0059] The continuous curvature change of the spiral structure allows the airflow to transition smoothly along the wall, reducing the separation of the airflow boundary layer, dispersing airflow resistance, and avoiding the sharp turns of the traditional straight branch manifold 16 that generate local vortices and pressure losses at the corners. The spiral curvature radius and cross-sectional change rate of each branch manifold 16 are completely consistent, ensuring that the pressure loss of fresh air in each branch manifold 16 is the same, ensuring that the amount of fresh air entering each cylinder is balanced. At the same time, the flow resistance characteristics of the spiral exhaust duct 21 are also kept consistent through uniform parameter control, so that the pressure loss deviation of exhaust gas in each branch is minimal, further ensuring the uniformity of exhaust gas distribution. This avoids insufficient intake or exhaust gas supply due to excessive resistance in individual branches, making the engine intake smooth.

[0060] Furthermore, the spirally extending branch manifold 16 causes the fresh air in the main intake duct 11 to rotate axially during the flow process. When the fresh air enters the spiral branch manifold 16 from the split chamber 15 of the main body 14, the spiral guiding effect of the inner wall of the branch manifold 16 forces the airflow to flow along the spiral trajectory, forming a stable vortex shape. The intake vortex can enhance the turbulence of the air-fuel mixture in the cylinder, promote the mixing of fresh air and exhaust gas at the exhaust port 22, and the continuous effect of the vortex can further promote the mixing effect of air and exhaust gas, eliminate local concentration deviations, and ensure the consistency of the combustion environment of each cylinder.

[0061] According to some embodiments of this application, a manifold assembly 100 for a vehicle has an exhaust gas inlet 131 on the main intake pipe 13, and the exhaust gas inlet 131 is connected to the exhaust gas passage 21.

[0062] The exhaust gas inlet 131 is located in the main intake pipe 13, allowing exhaust gas to enter the exhaust gas passage 21 from the external EGR system. The exhaust gas inlet 131 is connected to the exhaust gas passage 21 of each branch manifold 16 through the main intake pipe 13, so that the exhaust gas first converges in a unified chamber or transition section near the main intake pipe 13 before entering each branch exhaust gas passage 21. This chamber can perform pressure stabilization treatment on the exhaust gas and eliminate the pulse fluctuations caused by the opening and closing of the EGR valve. Since each exhaust gas passage 21 extends from the same pressure stabilization node and has the same length and cross-sectional parameters, the initial pressure and flow rate deviation of the exhaust gas when it is distributed to each branch is extremely small, laying the foundation for the uniform entry into each cylinder.

[0063] The main intake pipe 13 has a fixed installation position and structural strength. Integrating the exhaust gas inlet 131 onto it eliminates the need for a separate exhaust manifold and bracket in traditional designs, reducing the number of components and space occupied in the engine compartment. The integrated molding of the exhaust gas inlet 131 and the main intake pipe 13 ensures the relative positional accuracy of the two, avoiding misalignment of the exhaust duct 21 due to assembly errors. For compact vehicles such as front-wheel drive, after the exhaust gas enters from the exhaust gas inlet 131 of the main intake pipe 13, it is directly delivered to each cylinder through the exhaust duct 21 surrounding the branch manifold 16 without crossing other components, reducing the risk of pipeline interference and allowing for a more compact layout of the EGR system. At the same time, the parallel arrangement of the main intake pipe 13 and the exhaust duct 21 facilitates unified thermal management, reducing the impact of exhaust gas heat on the fresh air in the main intake pipe 13. Furthermore, the consistency of thermal management measures ensures that the temperature environment of each exhaust duct 21 is the same, avoiding changes in exhaust gas density due to temperature differences.

[0064] Understandably, the main intake manifold 13 serves as the inlet for fresh air, and its internal pressure, flow rate, and other parameters can be adjusted in real time via the throttle opening. The exhaust gas inlet 131 is located within the main intake manifold 13, allowing the exhaust gas pressure in the exhaust duct 21 to respond in tandem with the fresh air pressure within the main intake manifold 13. When the throttle is fully open and the engine load increases, the airflow and pressure within the main intake manifold 13 increase, and the pressure at the exhaust gas inlet 131 also rises accordingly. This drives more exhaust gas into the exhaust duct 21, ensuring that the exhaust gas volume and fresh air volume increase synchronously according to a preset ratio. When the load decreases, both pressures decrease synchronously, maintaining a stable ratio. This flow linkage between the main intake manifold 13 and the exhaust gas manifold 21 avoids the fluctuations in exhaust gas content caused by pressure response lag in traditional independent exhaust gas pipelines. Furthermore, the exhaust gas inlet 21 on the main intake manifold 13 can also be equipped with a flow sensor, enabling the engine ECU to simultaneously acquire real-time exhaust gas flow data, facilitating adjustments by the vehicle's control module.

[0065] The vehicle according to an embodiment of this application is briefly described below.

[0066] The vehicle according to the embodiments of this application includes the manifold assembly 100 of any of the above embodiments. Since the vehicle according to this embodiment is equipped with the manifold assembly 100 of any of the above embodiments, the uniform distribution of exhaust gas in each cylinder of the engine according to this application can control the uniform proportion of exhaust gas in the combustion environment of each cylinder. It is understood that if the exhaust gas volume is too high, the combustion will be weak due to insufficient oxygen concentration, and the fuel and exhaust gas will not burn completely, reducing the risk of exceeding emission standards due to the difference in emissions from each cylinder. If the exhaust gas volume is too low, knocking may occur due to excessive combustion. The uniform exhaust gas distribution can ensure the consistency of the output torque of each cylinder, reduce the mechanical vibration and noise during engine operation, improve the smoothness of power transmission, and since the uniformity of exhaust gas volume in each cylinder of the engine is improved, the optimization of fuel consumption by exhaust gas recirculation can be maximized while ensuring combustion efficiency, thereby improving the overall fuel economy of the engine.

[0067] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, 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, and therefore should not be construed as a limitation of this application.

[0068] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0069] In the description of this application, "multiple" means two or more.

[0070] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0071] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0072] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0073] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A manifold assembly for a vehicle, characterized by, include: An intake manifold (1) is provided with a main air passage (11) and a manifold outlet (12) suitable for connecting to the engine cylinder head is provided on the main air passage (11). An air intake manifold housing (2) is disposed on at least a portion of the outer periphery of the intake manifold (1), the air intake manifold housing (2) being spaced apart from at least a portion of the intake manifold (1) to define an exhaust gas passage (21), the air intake manifold housing (2) extending to the manifold outlet (12) such that the exhaust gas port (22) of the exhaust gas passage (21) communicates with the main air passage (11) at the manifold outlet (12) and is connected to the engine cylinder head.

2. The manifold assembly for a vehicle of claim 1, wherein, The air passage shell (2) surrounds the manifold outlet (12) at the location of the exhaust port (22) and is connected to the engine cylinder head.

3. The manifold assembly for a vehicle of claim 2, wherein, The air passage shell (2) protrudes from the manifold outlet (12) at the position of the exhaust port (22).

4. The manifold assembly for a vehicle of claim 3, wherein, The plane containing the edge of the manifold outlet (12) has an angle α with respect to the plane containing the edge of the exhaust gas outlet, and α satisfies: 0° < α < 90°.

5. The manifold assembly for a vehicle of claim 3, wherein, The intake manifold (1) includes: Main intake pipe (13), on which a manifold inlet is provided; The main body (14) is connected to the main intake pipe (13) and has a diversion chamber (15) that communicates with the manifold inlet. Branch manifold (16), wherein there are multiple branch manifolds (16), and one end of each branch manifold (16) is connected to the diversion cavity (15), and the other end of the branch manifold (16) is provided with the manifold outlet (12).

6. The manifold assembly for a vehicle of claim 5, wherein, The air passage shell (2) is disposed on the outer periphery of at least one branch manifold (16) and defines the exhaust gas passage (21) between the outer surface of the branch manifold (16) and the inner wall of the air passage shell (2).

7. The manifold assembly for a vehicle of claim 5, wherein, The branch manifold (16) is disposed around at least a portion of the outer periphery of the main body (14).

8. The manifold assembly for a vehicle of claim 7, wherein, The branch manifold (16) extends spirally around the extension direction of the main body (14).

9. The manifold assembly for a vehicle of claim 5, wherein, The main intake pipe (13) is provided with an exhaust gas inlet (131), which is connected to the exhaust gas duct (21).

10. A vehicle characterized by comprising: Includes the manifold assembly (100) as described in any one of claims 1-9.

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