Engines and vehicles equipped with them

Abstract

This application provides an engine and a vehicle having the same. Specifically, the engine includes an engine body, a first exhaust manifold, and a second exhaust manifold. The engine body has multiple cylinders, each cylinder including a first exhaust valve and a second exhaust valve, the diameter of the first exhaust valve being larger than the diameter of the second exhaust valve. The first exhaust valve of each cylinder is connected to the first exhaust manifold, and the second exhaust valve of each cylinder is connected to the second exhaust manifold. By integrating two exhaust valves with different diameters into each cylinder within the engine body, and combining the dual manifold with the differentiated exhaust valves, the exhaust gas flow path can be flexibly switched according to different operating conditions, achieving optimal distribution of exhaust gas energy, thereby further reducing emissions while ensuring engine efficiency. This application solves the problem in the prior art that engines are difficult to perform precise exhaust energy management for different operating conditions.

Description

Technical Field

[0001] This application relates to the field of internal combustion engine and power system engineering, and more specifically, to an engine and a vehicle having the same. Background Technology

[0002] Traditional engine exhaust systems typically use exhaust valves of a single size and fixed exhaust pipes. Although valve timing can be adjusted, they do not achieve differentiated design between exhaust valves, making it difficult to perform fine exhaust energy management for different operating conditions (such as low load, cold start, medium and high load, and transient conditions).

[0003] There is currently no effective solution to the aforementioned technical problems. Utility Model Content

[0004] This application provides an engine and a vehicle having the same, aiming to improve the problem in the prior art that engines are difficult to perform fine exhaust energy management for different operating conditions.

[0005] According to one aspect of the embodiments of this application, an engine is provided, comprising: an engine body having a plurality of cylinders, each cylinder including a first exhaust valve and a second exhaust valve, the diameter of the first exhaust valve being larger than the diameter of the second exhaust valve; a first exhaust manifold and a second exhaust manifold, the first exhaust valve of each cylinder being connected to the first exhaust manifold, and the second exhaust valve of each cylinder being connected to the second exhaust manifold.

[0006] The embodiments of this application achieve the following technical effects: In the technical solution of this application, by integrating two exhaust valves with different diameters—a first exhaust valve and a second exhaust valve—into each cylinder within the engine body, wherein the diameter of the first exhaust valve is designed to be larger than that of the second exhaust valve, this differentiated design is combined with a dual exhaust manifold structure, namely a first exhaust manifold and a second exhaust manifold. The first exhaust valve of each cylinder is directly connected to the first exhaust manifold, while the second exhaust valve is connected to the second exhaust manifold. The combination of the dual manifold and the differentiated exhaust valves allows for flexible switching of the exhaust gas flow path according to different operating conditions, achieving optimal distribution of exhaust gas energy. At low loads, the second exhaust valve and the second exhaust manifold can maintain basic turbine operation, reducing pumping losses; at medium to high loads, the first exhaust manifold drives the turbine to provide higher boost pressure, while the second exhaust manifold directly discharges exhaust gas, reducing back pressure and improving EGR rate and fuel economy; under transient extreme power demands, the two exhaust manifolds work together to maximize exhaust gas energy utilization and rapidly increase output.

[0007] In this embodiment, the first exhaust valve 1 and the second exhaust valve 2 are disc-shaped valve heads with slender cylindrical valve stems. A valve spring and a drive mechanism are connected to the top of the stem. The first exhaust valve 1 has a larger valve head diameter, allowing for a larger flow of exhaust gas; the second exhaust valve 2 has a smaller valve head diameter, providing more precise exhaust control. Both the first exhaust valve 1 and the second exhaust valve 2 are made of high-temperature heat-resistant alloy materials to ensure stable operation under high-temperature and high-pressure environments.

[0008] Furthermore, the first exhaust manifold and the second exhaust manifold are set up independently.

[0009] The optional embodiments described above achieve the following technical effects: Independent exhaust manifolds allow exhaust gases from each cylinder (or a specific group of cylinders) to be discharged through a specific manifold, optimizing exhaust energy utilization based on the different cylinder operating characteristics. This means that the exhaust path of each cylinder can be controlled more precisely, allowing for optimal decisions based on the operating conditions of different cylinders. Because each manifold operates independently, they can reduce mutual interference of exhaust pulses between cylinders to a certain extent, reducing exhaust back pressure. This has a positive effect on improving engine pumping losses, enhancing turbocharger responsiveness, and reducing emissions.

[0010] Furthermore, the first exhaust manifold includes multiple first manifold branches and a first manifold main body section. One end of each first manifold branch is connected to the first exhaust valve of each cylinder, and the other ends of each first manifold branch converge at one point and are all connected to the first manifold main body section. And / or, the second exhaust manifold includes multiple second manifold branches and a second manifold main body section. One end of each second manifold branch is connected to the second exhaust valve of each cylinder, and the other ends of each second manifold branch converge at one point and are all connected to the second manifold main body section.

[0011] The optional embodiments described above achieve the following technical effects: the first exhaust valve of each cylinder is connected to the main body of the first manifold via a first manifold branch. This means that under conditions requiring a large flow of exhaust gas to drive the turbocharger (such as medium to high load), when the first exhaust valve is open, a large amount of exhaust gas can directly and quickly converge into the main body of the first manifold through its respective first manifold branch, and flow towards the turbine end of the turbocharger. This structure facilitates efficient collection of exhaust gas, reduces flow resistance, and ensures the effective utilization of exhaust gas energy. The structural design of the second exhaust manifold, especially the combination of the second manifold branch and the main body of the second manifold, enables the engine to achieve refined control and efficient utilization of exhaust gas energy under low load, cold start, high EGR rate demand, and transient conditions. This not only improves fuel economy and emission control but also enhances the engine's transient response and NVH performance.

[0012] Furthermore, under at least one of the following operating conditions, namely low load and cold start, the opening time of the second exhaust valve is earlier than the opening time of the first exhaust valve, and / or, under at least one of the following operating conditions, namely medium-high load and high EGR rate, the opening time of the second exhaust valve is later than the opening time of the first exhaust valve, and / or, under transient extreme power conditions, the first exhaust valve and the second exhaust valve open simultaneously.

[0013] The optional embodiments described above achieve the following technical effects: Under low load or cold start conditions, the second exhaust valve opens earlier than the first exhaust valve. This means that the exhaust gas initially generated by the engine preferentially passes through the second exhaust valve and the second manifold branch, enters the main body of the second manifold, and then flows to the turbocharger. The smaller diameter of the second exhaust valve allows for more precise control of exhaust gas flow, maintaining the boost effect at low loads while avoiding excessive exhaust back pressure that could increase pumping losses. By opening the second exhaust valve early, the system can maintain the basic operation of the turbocharger, ensuring that the engine still has good responsiveness and fuel economy under low load conditions. Under medium-high load or high EGR rate conditions, the first exhaust valve opens earlier than the second exhaust valve. The larger diameter of the first exhaust valve allows more exhaust gas to converge through the first manifold branch into the main body of the first manifold, directly driving the turbocharger, thereby providing higher boost pressure at medium-high loads, increasing intake volume, and improving engine power output. Under transient extreme power demand conditions, the first and second exhaust valves open simultaneously. The exhaust gases from both valves converge through their respective manifold branches into the corresponding first and second manifold main sections, and then flow together to the turbocharger. The dual manifolds simultaneously act on the turbine, significantly increasing turbine speed and providing additional intake air volume, enabling the engine to unleash maximum power in a short time to meet extreme power demands, while also optimizing transient response speed.

[0014] Furthermore, the engine includes: a turbocharger and a catalytic converter, wherein the intake end of the catalytic converter is connected to the exhaust end of the turbocharger; one end of a first exhaust manifold is selectively connected to at least one of the intake end of the turbocharger and the inlet end of the catalytic converter, and / or, one end of a second exhaust manifold is selectively connected to at least one of the intake end of the turbocharger and the inlet end of the catalytic converter.

[0015] The above embodiments of this application achieve the following technical effects: the first exhaust manifold and the second exhaust manifold can selectively connect to the intake end of the turbocharger or the inlet end of the catalytic converter according to different engine operating conditions. Under low load conditions or cold start phases, the exhaust gas in the main body of the second manifold is directly directed to the catalytic converter, accelerating catalytic converter preheating and reducing cold start emissions; while under medium to high load conditions, the exhaust gas in the first exhaust manifold preferentially flows to the turbocharger, providing a higher degree of boost and improving power output. This dynamic exhaust path selection mechanism optimizes the distribution of exhaust gas energy and reduces energy waste. In summary, the engine design of this application embodiment, with its intelligent exhaust gas path selection mechanism, achieves efficient utilization of waste energy, optimizes the catalytic converter preheating rate, reduces pumping losses, improves engine power responsiveness and fuel economy, and enhances NVH performance during cold start phases.

[0016] Furthermore, the first exhaust manifold includes multiple first manifold branches and a first manifold main body section. The first manifold main body section includes: a first component section, where the other ends of each first manifold branch converge at one point and are all connected to the first end of the first component section, and the second end of the first component section is connected to a pipeline connecting the exhaust end of the turbocharger and the inlet end of the catalytic converter; and a second component section, where the first end of the second component section is connected to the first component section, and the second end of the second component section is connected to the intake end of the turbocharger.

[0017] The optional embodiments described above achieve the following technical effects: The first section collects the exhaust gas from the first manifold branch of each cylinder and directly introduces this exhaust gas into the pipeline connecting the turbocharger exhaust end and the catalytic converter. This allows some exhaust gas to bypass the turbocharger and directly enter the catalytic converter for rapid heating, accelerating the catalytic converter to reach its operating temperature and thus improving emission control during the cold start phase. Simultaneously, because the exhaust gas passes directly through the catalytic converter, exhaust back pressure is reduced, pumping losses are decreased, and fuel economy is improved. The second section directs the collected exhaust gas to the turbocharger intake end. The design of the first and second sections, replacing the traditional turbo bypass valve, not only achieves refined management of exhaust gas energy but also simplifies the system structure, reduces maintenance costs and potential failure points, and improves system reliability and service life.

[0018] Furthermore, the first manifold main body section includes a first path switching valve, which is disposed on the first component section and located away from the connection between the second component section and the first component section; and a first turbocharger connecting valve, which is disposed between the second component section and the turbocharger.

[0019] The above-mentioned optional embodiments of this application achieve the following technical effects: The introduction of the first path switching valve and the first turbocharger connecting valve enables the system to intelligently control the flow direction of exhaust gas according to the real-time operating conditions of the engine, avoiding the simple and crude exhaust gas management method of the traditional bypass valve. This not only optimizes the performance of the engine under different operating conditions (including fuel economy, emission control and power response), but also improves the response speed and flexibility of the system when switching operating conditions.

[0020] Furthermore, the second exhaust manifold includes multiple second manifold branches and a second manifold main body section. The second manifold main body section includes: a third component section, where the other ends of each second manifold branch converge at one point and are all connected to the first end of the third component section; the second end of the third component section is connected to a pipeline connecting the exhaust end of the turbocharger and the inlet end of the catalytic converter; a fourth component section, where the first end of the fourth component section is connected to the third component section, and the second end of the fourth component section is connected to the intake end of the turbocharger; a second path switching valve, which is located on the third component section away from the connection point between the fourth and third component sections; and a second turbocharger connecting valve, which is located between the fourth component section and the turbocharger.

[0021] The above-mentioned optional embodiments of this application achieve the following technical effects: the third section allows the exhaust gas from each second manifold branch to be collected and selectively directed to the catalytic converter or bypass the turbocharger's exhaust end; the second end of the fourth section is connected to the turbocharger's intake end. This subdivided manifold design not only reduces reliance on traditional complex control systems, simplifies the structure, and reduces maintenance costs, but also reduces the engine load through more efficient exhaust gas energy distribution, which helps to reduce fuel consumption during long-term operation and improve the engine's economy and service life.

[0022] Furthermore, the second manifold main body section includes a second path switching valve, which is disposed on the third component section and located away from the connection between the fourth component section and the third component section; and a second turbocharger connecting valve, which is disposed between the fourth component section and the turbocharger.

[0023] The above optional embodiments of this application achieve the following technical effects: The introduction of the second path switching valve and the second turbocharger connecting valve provides an additional control point for the system, enabling the system to dynamically select whether the exhaust gas enters the catalytic converter through the turbocharger or directly through the bypass pipeline according to the real-time changes in engine load and operating conditions, thereby realizing multi-level distribution of exhaust gas energy.

[0024] According to another aspect of the embodiments of this application, a vehicle is provided, including an engine, which is the engine of any of the above embodiments.

[0025] The embodiments of this application achieve the following technical effects: By integrating the aforementioned engine, efficient management and utilization of engine exhaust energy are achieved, thereby improving the overall performance and fuel economy of the vehicle. It not only improves engine fuel economy but also significantly enhances cold-start performance, reduces emissions, and ensures engine response speed and power output under transient operating conditions. For hybrid vehicles, this system can better adapt to the characteristics of engine operating points distributed across online or partial operating conditions, effectively improving the overall performance and driving experience of the vehicle. Furthermore, by reducing pumping losses and optimizing the EGR rate, this system helps reduce engine operating costs and enhances the vehicle's market competitiveness. Attached Figure Description

[0026] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0027] Figure 1 This is a schematic diagram of the structure of an engine provided in one embodiment of this application.

[0028] Explanation of reference numerals in the attached figures:

[0029] 1. First exhaust valve;

[0030] 2. Second exhaust valve;

[0031] 3. First variable valve timing system;

[0032] 4. Second variable valve timing system;

[0033] 5. First manifold branch;

[0034] 6. Second manifold branch;

[0035] 7. First path switching valve;

[0036] 8. Second path switching valve;

[0037] 9. First manifold main body section; 91. First component section; 92. Second component section;

[0038] 10. Second manifold main body section; 101. Third component section; 102. Fourth component section;

[0039] 11. First booster connecting valve;

[0040] 12. Second booster connecting valve;

[0041] 15. Turbocharger;

[0042] 16. Control system;

[0043] 17. Catalyst. Detailed Implementation

[0044] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0045] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0046] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0047] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0048] Combination Figure 1 As shown, according to a specific embodiment of this application, an engine and a vehicle having the same are provided.

[0049] According to one aspect of the embodiments of this application, an engine is provided, comprising: an engine body having a plurality of cylinders, each cylinder including a first exhaust valve 1 and a second exhaust valve 2, the diameter of the first exhaust valve 1 being larger than the diameter of the second exhaust valve 2; a first exhaust manifold and a second exhaust manifold, the first exhaust valve 1 of each cylinder being connected to the first exhaust manifold, and the second exhaust valve 2 of each cylinder being connected to the second exhaust manifold.

[0050] The embodiments of this application achieve the following technical effects: In the technical solution of this application, by integrating two exhaust valves with different diameters—a first exhaust valve 1 and a second exhaust valve 2—into each cylinder within the engine body, wherein the diameter of the first exhaust valve 1 is designed to be larger than that of the second exhaust valve 2, this differentiated design combines a dual exhaust manifold structure, namely a first exhaust manifold and a second exhaust manifold. The first exhaust valve 1 of each cylinder is directly connected to the first exhaust manifold, while the second exhaust valve 2 is connected to the second exhaust manifold. The combination of the dual manifold and the differentiated exhaust valves allows for flexible switching of the exhaust gas flow path according to different operating conditions, achieving optimal distribution of exhaust gas energy. At low loads, the second exhaust valve 2 and the second exhaust manifold can maintain basic turbine operation, reducing pumping losses; at medium to high loads, the first exhaust manifold drives the turbine to provide higher boost pressure, while the second exhaust manifold directly discharges exhaust gas, reducing back pressure and improving EGR rate and fuel economy; under transient extreme power demands, the two exhaust manifolds work together to maximize exhaust gas energy utilization and rapidly increase output.

[0051] In this embodiment, the first exhaust manifold and the second exhaust manifold are set independently.

[0052] The optional embodiments described above achieve the following technical effects: Independent exhaust manifolds allow exhaust gases from each cylinder (or a specific group of cylinders) to be discharged through a specific manifold, optimizing exhaust energy utilization based on the different cylinder operating characteristics. This means the system can more precisely control the exhaust path of each cylinder, making optimal decisions based on the operating conditions of different cylinders, whether choosing direct access to the turbocharger or accelerating catalytic converter preheating via a bypass line. Because each manifold operates independently, they can reduce mutual interference of exhaust pulses between cylinders to a certain extent, reducing exhaust back pressure. This has a positive effect on improving engine pumping losses, enhancing turbo responsiveness, and reducing emissions.

[0053] Furthermore, the first exhaust manifold includes multiple first manifold branches 5 and a first manifold main body section 9. One end of each first manifold branch 5 is connected to the first exhaust valve 1 of each cylinder, and the other ends of each first manifold branch 5 converge at one point and are all connected to the first manifold main body section 9. The second exhaust manifold includes multiple second manifold branches 6 and a second manifold main body section 10. One end of each second manifold branch 6 is connected to the second exhaust valve 2 of each cylinder, and the other ends of each second manifold branch 6 converge at one point and are all connected to the second manifold main body section 10.

[0054] The optional embodiments described above achieve the following technical effects: the first exhaust valve of each cylinder is connected to the main body of the first manifold via a first manifold branch. This means that under conditions requiring a large flow of exhaust gas to drive the turbocharger (such as medium to high load), when the first exhaust valve is open, a large amount of exhaust gas can directly and quickly converge into the main body of the first manifold through its respective first manifold branch, and flow towards the turbine end of the turbocharger. This structure facilitates efficient collection of exhaust gas, reduces flow resistance, and ensures the effective utilization of exhaust gas energy. The structural design of the second exhaust manifold, especially the combination of the second manifold branch and the main body of the second manifold, enables the engine to achieve refined control and efficient utilization of exhaust gas energy under low load, cold start, high EGR rate demand, and transient conditions. This not only improves fuel economy and emission control but also enhances the engine's transient response and NVH performance.

[0055] Specifically, multiple first manifold branches 5 and multiple second manifold branches 6 adopt a streamlined design to reduce exhaust flow resistance. The first exhaust manifold has a wider diameter for turbocharging and catalytic converter ignition heating under medium and high load conditions. It is made of high-temperature resistant stainless steel / heat-resistant cast iron to ensure strength and durability in high-temperature environments. Optimized flow path design reduces turbulence and improves exhaust efficiency. The second exhaust manifold has a narrower diameter than the first exhaust manifold, making it more suitable for precise control under low load conditions. It is also made of high-temperature resistant stainless steel / heat-resistant cast iron to ensure strength and durability in high-temperature environments. Optimized flow path design reduces turbulence and improves exhaust efficiency.

[0056] Furthermore, under at least one of the following operating conditions, namely low load and cold start, the opening time of the second exhaust valve 2 is earlier than the opening time of the first exhaust valve 1, and / or, under at least one of the following operating conditions, namely medium-high load and high EGR rate, the opening time of the second exhaust valve 2 is later than the opening time of the first exhaust valve 1, and / or, under transient extreme power operating conditions, the first exhaust valve 1 and the second exhaust valve 2 open simultaneously.

[0057] The optional embodiments described above achieve the following technical effects: Under low load or cold start conditions, the second exhaust valve opens earlier than the first exhaust valve. This means that the exhaust gas initially generated by the engine preferentially passes through the second exhaust valve and the second manifold branch, enters the main body of the second manifold, and then flows to the turbocharger. The smaller diameter of the second exhaust valve allows for more precise control of exhaust gas flow, maintaining the boost effect at low loads while avoiding excessive exhaust back pressure that could increase pumping losses. By opening the second exhaust valve earlier, the system can maintain the basic operation of the turbocharger, ensuring that the engine still has good responsiveness and fuel economy under low load conditions. Under medium-high load or high EGR rate conditions, the first exhaust valve opens earlier than the second exhaust valve. The larger diameter and earlier opening of the first exhaust valve allow more exhaust gas to converge into the main body of the first manifold branch, directly driving the turbocharger, thereby providing higher boost pressure at medium-high loads, increasing intake volume, and improving engine power output. Under transient extreme power demand conditions, the first and second exhaust valves open simultaneously. The exhaust gases from both valves converge through their respective manifold branches into the corresponding first and second manifold main sections, and then flow together to the turbocharger. The dual manifolds simultaneously act on the turbine, significantly increasing turbine speed and providing additional intake air volume, enabling the engine to unleash maximum power in a short time to meet extreme power demands, while also optimizing transient response speed.

[0058] Furthermore, the engine includes: a turbocharger 15 and a catalytic converter 17, with the intake end of the catalytic converter 17 connected to the exhaust end of the turbocharger 15; one end of a first exhaust manifold is selectively connected to at least one of the intake end of the turbocharger 15 and the inlet end of the catalytic converter 17, and / or, one end of a second exhaust manifold is selectively connected to at least one of the intake end of the turbocharger 15 and the inlet end of the catalytic converter 17.

[0059] The above embodiments of this application achieve the following technical effects: the first exhaust manifold and the second exhaust manifold can selectively connect to the intake end of the turbocharger or the inlet end of the catalytic converter according to different engine operating conditions. Under low load conditions or cold start phases, the exhaust gas in the main body of the second manifold is directly directed to the catalytic converter, accelerating catalytic converter preheating and reducing cold start emissions; while under medium to high load conditions, the exhaust gas in the first exhaust manifold preferentially flows to the turbocharger, providing a higher degree of boost and improving power output. This dynamic exhaust path selection mechanism optimizes the distribution of exhaust gas energy and reduces energy waste. In summary, the engine design of this application embodiment, with its intelligent exhaust gas path selection mechanism, achieves efficient utilization of waste energy, optimizes the catalytic converter preheating rate, reduces pumping losses, improves engine power responsiveness and fuel economy, and enhances NVH performance during cold start phases.

[0060] It should be further explained that the turbocharger 15 consists of a turbine housing, a compressor housing, a bearing system, and an impeller. The turbine impeller has a radial flow structure and employs a curved blade design to improve efficiency. The compressor impeller has a centrifugal structure to increase intake pressure and engine power. The turbine end is connected to the exhaust manifold, and the compressor end is connected to the intake system. Waste gas produced after combustion in the engine cylinders enters the turbine end of the turbocharger 15 through the exhaust manifold. Here, the exhaust gas drives the turbine to rotate, and the turbine's rotational kinetic energy is subsequently transferred to the coaxial compressor end. This process utilizes waste heat energy that would otherwise be wasted, converting it into power to drive the turbocharger, thereby providing boost to the intake system, increasing intake volume, and improving engine combustion efficiency and power output.

[0061] Furthermore, the first exhaust manifold includes multiple first manifold branches 5 and a first manifold main body section 9. The first manifold main body section 9 includes a first component section 91 and a second component section 92. The other ends of each first manifold branch 5 converge at one point and are all connected to the first end of the first component section 91. The second end of the first component section 91 is connected to a pipeline connecting the exhaust end of the turbocharger 15 and the inlet end of the catalytic converter 17. The first end of the second component section 92 is connected to the first component section 91, and the second end of the second component section 92 is connected to the intake end of the turbocharger 15.

[0062] The optional embodiments described above achieve the following technical effects: The first section collects the exhaust gas from the first manifold branch of each cylinder and directly introduces this exhaust gas into the pipeline connecting the turbocharger exhaust end and the catalytic converter. This allows some exhaust gas to bypass the turbocharger and directly enter the catalytic converter for rapid heating, accelerating the catalytic converter to reach its operating temperature and thus improving emission control during the cold start phase. Simultaneously, because the exhaust gas passes directly through the catalytic converter, exhaust back pressure is reduced, pumping losses are decreased, and fuel economy is improved. The second section directs the collected exhaust gas to the turbocharger intake end. The design of the first and second sections, replacing the traditional turbo bypass valve, not only achieves refined management of exhaust gas energy but also simplifies the system structure, reduces maintenance costs and potential failure points, and improves system reliability and service life.

[0063] Specifically, the first section 91 consists of a straight section and a curved section. The curved section has a larger diameter to facilitate airflow, thereby reducing exhaust back pressure and improving exhaust flow. The first section 91 adopts a streamlined design to further improve exhaust efficiency. The second section 92 adopts a straight or curved pipe design to optimize airflow according to the exhaust path.

[0064] Furthermore, the first manifold main body section 9 includes: a first path switching valve 7 and a first turbocharger connecting valve 11. The first path switching valve 7 is disposed on the first component section 91 and is disposed away from the connection between the second component section 92 and the first component section 91. The first turbocharger connecting valve 11 is disposed between the second component section 92 and the turbocharger 15.

[0065] The above-mentioned optional embodiments of this application achieve the following technical effects: The introduction of the first path switching valve and the first turbocharger connecting valve enables the system to intelligently control the flow direction of exhaust gas according to the real-time operating conditions of the engine, avoiding the simple and crude exhaust gas management method of the traditional bypass valve. This not only optimizes the performance of the engine under different operating conditions (including fuel economy, emission control and power response), but also improves the response speed and flexibility of the system when switching operating conditions.

[0066] In this embodiment, the first path switching valve 7 is a butterfly valve or a slide valve. By rotating or sliding linearly, it controls the opening and closing state of the first manifold, dynamically adjusting the exhaust path and enabling switching between different operating modes. The sealing structure of the first path switching valve 7 is optimized to ensure effective switching of the exhaust path under different modes and prevent leakage. The first booster connecting valve 11 adopts a solenoid valve or slide valve structure. The opening and closing state of the first booster connecting valve 11 controls the connection status of the second section 92.

[0067] Furthermore, the second exhaust manifold includes multiple second manifold branches 6 and a second manifold main body section 10. The second manifold main body section 10 includes a third component section 101 and a fourth component section 102. The other ends of each second manifold branch 6 converge at one point and are all connected to the first end of the third component section 101. The second end of the third component section 101 is connected to a pipeline connecting the exhaust end of the turbocharger 15 and the inlet end of the catalytic converter 17. The first end of the fourth component section 102 is connected to the third component section 101, and the second end of the fourth component section 102 is connected to the intake end of the turbocharger 15.

[0068] The above-mentioned optional embodiments of this application achieve the following technical effects: the third section allows the exhaust gas from each second manifold branch to be collected and selectively directed to the catalytic converter or bypass the exhaust end of the turbocharger; the second end of the fourth section is connected to the intake end of the turbocharger. This subdivided manifold design not only reduces the reliance on traditional complex control systems, simplifies the structure, and reduces maintenance costs, but also reduces the engine load through more efficient exhaust gas energy distribution, which helps to reduce fuel consumption during long-term operation and improve the engine's economy and service life.

[0069] In this embodiment, the third section 101 consists of a straight section and a curved section. The curved section has a larger diameter to facilitate airflow, thereby reducing exhaust back pressure and improving exhaust flow. The third section 101 adopts a streamlined design to further improve exhaust efficiency. The fourth section 102 adopts a straight or curved pipe design to optimize airflow according to the exhaust path.

[0070] Furthermore, the second manifold main body section 10 includes: a second path switching valve 8 and a second turbocharger connecting valve 12. The second path switching valve 8 is disposed on the third component section 101, away from the connection between the fourth component section 102 and the third component section 101; the second turbocharger connecting valve 12 is disposed between the fourth component section 102 and the turbocharger 15.

[0071] The above-mentioned optional embodiments of this application achieve the following technical effects: the introduction of the second path switching valve and the second turbocharger connecting valve provides an additional control point for the system, enabling the system to dynamically select whether the exhaust gas enters the catalytic converter through the turbocharger or directly through the bypass pipeline according to the real-time changes in engine load and operating conditions, thereby realizing multi-level distribution of exhaust gas energy.

[0072] In this embodiment, the second path switching valve 8 is a butterfly valve or a slide valve. It controls the opening and closing state of the second exhaust manifold by rotation or linear sliding, dynamically adjusting the exhaust path to achieve switching between different operating modes. The sealing structure of the second path switching valve 8 is optimized to ensure effective switching of the exhaust path in different modes and avoid leakage. The second turbocharger connecting valve 12 adopts a solenoid valve or slide valve structure. The opening and closing state of the second turbocharger connecting valve 12 controls the connection status of the fourth section. The introduction of the second path switching valve and the second turbocharger connecting valve provides the system with additional control points, enabling the system to dynamically select the exhaust path from the second exhaust valve 2 to achieve multi-stage distribution of exhaust gas energy based on real-time changes in engine load and operating conditions.

[0073] It should be further explained that the engine also includes: a first variable valve timing system 3, which has a first camshaft that drives the first exhaust valve 1 to open; and a second variable valve timing system 4, which has a second camshaft that drives the second exhaust valve 2 to open; wherein the first variable valve timing system 3 and the second variable valve timing system 4 are independently controlled, the lift of the first camshaft is greater than the lift of the second camshaft, and the first camshafts are coaxially connected, and / or the second camshafts are coaxially connected.

[0074] The optional embodiments described above achieve the following technical effects: the independently controlled first variable valve timing system 3 and the second variable valve timing system 4 can dynamically adjust their respective opening timing, lift, and duration according to the specific operating conditions of the engine (such as load, speed, temperature, etc.). This design allows the engine to distribute exhaust gas energy more precisely, thereby achieving optimal utilization of exhaust gas energy under low, medium, and high loads, as well as cold start and transient conditions, improving the response speed and efficiency of the turbocharger. The lift of the first camshaft is greater than that of the second camshaft, which allows the first exhaust valve 1 to provide a larger exhaust flow cross section under high load conditions, thereby reducing exhaust back pressure and pumping losses. At the same time, under low load conditions, the smaller lift control of the second exhaust valve 2 allows for precise regulation of exhaust emissions, avoiding unnecessary energy waste and further improving fuel economy and reducing emissions.

[0075] Specifically, the engine also includes a control system 16, which is electrically connected to a first variable valve timing system 3, a second variable valve timing system 4, a first path switching valve 7, a second path switching valve 8, a first turbocharger connecting valve 11, and a second turbocharger connecting valve 12.

[0076] In this embodiment, the control system 16 includes an electronic control module (usually a rectangular metal or plastic housing, which integrates a microprocessor, power module, sensor interface, etc.), a signal input port (to receive sensor data from various engine components (such as temperature, pressure, flow, etc.), a signal processing unit (to execute control algorithms and optimize variable exhaust path control and turbocharger adjustment), and an actuator interface (to send control signals to components such as the path switching valve, variable valve timing system, and turbocharger connecting valve).

[0077] The control system 16 can monitor the engine's operating status in real time, such as key parameters like load, speed, temperature, and pressure. Based on this data, the ECU can intelligently analyze and decide on the optimal exhaust valve opening sequence, lift, and duration, as well as the optimal exhaust gas path. By controlling the opening sequence of the first variable valve timing system 3 and the second variable valve timing system 4, and controlling the opening and closing states of the first path switching valve 7, the second path switching valve 8, the first turbocharger connecting valve 11, and the second turbocharger connecting valve 12, the control system 16 switches the exhaust path, achieving refined distribution of exhaust gas energy and maximizing energy utilization efficiency.

[0078] The control system 16 is electrically connected to the first and second variable valve timing systems. The control system 16 can dynamically adjust the opening characteristics of the exhaust valve of each cylinder and respond quickly according to actual needs. Whether it is a cold start process that requires faster catalyst preheating or a rapid acceleration situation that requires instantaneous high power demand, the control system can achieve efficient operation through precise control, ensuring that the engine performs well under various operating conditions.

[0079] Furthermore, the engine also includes: a first variable valve timing system 3, which has a first camshaft that drives the first exhaust valve 1 to open; and a second variable valve timing system 4, which has a second camshaft that drives the second exhaust valve 2 to open. The first camshaft and the second camshaft are coaxially designed. In this configuration, the cam tips of the first variable valve timing system 3 and the second variable valve timing system 4 corresponding to each cylinder are staggered, and the cam profile designs differ, resulting in different lifts.

[0080] The above-mentioned optional embodiments of this application achieve the following technical effects: by designing the first camshaft and the second camshaft to be coaxially connected, the opening sequence of the first exhaust valve 1 and the second exhaust valve 2 of this engine is fixed, and it is impossible to independently control the opening sequence of the first exhaust valve 1 and the second exhaust valve 2. However, the exhaust system structure is optimized, which not only reduces the space occupied inside the engine, but also simplifies the control logic, reduces the system complexity and potential failure points, and helps to improve the reliability of the system.

[0081] In an optional embodiment of this application, under at least one of the operating conditions of low load and cold start, the opening time of the second exhaust valve is earlier than the opening time of the first exhaust valve. Under low load and cold start conditions, the control system 16 controls the second variable valve timing system 4 to open the second exhaust valve 2 first, controls the second turbocharger connecting valve 12 to be in the open state, and controls the second path switching valve 8 to be in the closed state. At this time, the exhaust gas in each cylinder enters the second manifold branch 6 through the second exhaust valve 2 and is collected in the second manifold main body section 10. It enters the turbocharger 15 through the fourth component section 102 of the second manifold main body section 10. Then, the first variable valve timing system 3 controls the first exhaust valve 1 to open, the first turbocharger connecting valve 11 to be in the closed state, and the first path switching valve 7 to be in the open state. At this time, a large amount of exhaust gas in each cylinder enters the first manifold branch 5 through the first exhaust valve 1 and is collected in the first manifold main body section 9. It is then connected to the pipeline between the exhaust end of the turbocharger 15 and the inlet end of the catalytic converter 17 through the second end of the first component section 91, and a large amount of exhaust gas is introduced into the catalytic converter 17.

[0082] The above-mentioned optional embodiments of this application achieve the following technical effects: Under low load conditions, the engine's exhaust energy demand is low. At this time, the main focus is on optimizing the utilization efficiency of exhaust energy, reducing pumping losses, and accelerating the warm-up of the catalytic converter. During the cold start phase, the control system 16 first activates the second variable valve timing system 4, prioritizing the opening of the second exhaust valve 2. The lift of the second exhaust valve 2 is small, but sufficient to guide the exhaust gas in the cylinder to the second manifold branch 6, and then to the fourth component section 102 of the second manifold main section 10, directly entering the turbocharger 15. The purpose of this strategy is to utilize the "heating channel" of the turbocharger 15 to quickly guide the high-temperature exhaust gas to the catalytic converter 17, accelerate the preheating of the catalytic converter to its operating temperature, shorten the cold start time, thereby significantly reducing emissions during the cold start phase and improving the engine's cold start performance. Under low load conditions, the control system 16 further adjusts the exhaust gas path by closing the first turbocharger connecting valve 11 and opening the first path switching valve 7, guiding a large amount of exhaust gas after the first exhaust valve 1 is opened to the catalytic converter 17, rather than the turbocharger 15. The purpose of this is to reduce the pumping losses caused by exhaust gases during turbine operation, especially during cold starts and low loads. This strategy can significantly reduce engine load and improve fuel economy.

[0083] In an optional embodiment of this application, under at least one of the following operating conditions: medium-high load and high EGR rate, the opening time of the second exhaust valve is later than the opening time of the first exhaust valve. That is, under medium-high load conditions or high EGR rate (exhaust gas recirculation rate) requirements, the control system 16 controls the first variable valve timing system 3 to open the first exhaust valve 1 first, the first turbocharger connecting valve 11 is in the open state, and the first path switching valve 7 is in the closed state. At this time, a large amount of exhaust gas in each cylinder enters the first manifold branch 5 through the first exhaust valve 1 and gathers into the first manifold main body section 9, and enters the turbocharger 15 through the second component section 92 of the first manifold main body section 9. Then, the control system 16 controls the second variable valve timing system 4 to open the second exhaust valve 2, controls the second turbocharger connecting valve 12 to be closed, and the second path switching valve 8 to be open. At this time, the exhaust gas in each cylinder enters the second manifold branch 6 through the second exhaust valve 2 and is collected in the second manifold main body section 10. It is then connected to the pipeline between the exhaust end of the turbocharger 15 and the inlet end of the catalytic converter 17 through the second end of the third component section 101, so that a large amount of exhaust gas is introduced into the catalytic converter 17.

[0084] The above-mentioned optional embodiments of this application achieve the following technical effects: When the engine enters medium- or high-load operation, a larger-scale boost is required to provide sufficient intake air volume to enhance power output. Under medium- or high-load conditions, the control system 16 prioritizes the activation of the first variable valve timing system 3, causing the first exhaust valve 1 to open. The first exhaust valve 1, with its large flow cross-section and lift, allows a large amount of exhaust gas to rapidly enter the first manifold main body section 9 through the first manifold branch 5, and directly drive the turbocharger 15 through the second component section 92. This design ensures the full utilization of exhaust gas energy under high-load conditions, rapidly increasing the speed of the turbocharger 15, providing higher boost pressure, thereby increasing the intake air volume, improving the engine's combustion efficiency and power output, and meeting the power performance requirements under medium- or high-load conditions. Subsequently, the control system 16 activates the second variable valve timing system 4, opening the second exhaust valve 2. At this time, the second turbocharger connecting valve 12 closes, and the second path switching valve 8 opens. The exhaust gas collected in the second manifold branch 6 does not pass through the turbocharger 15, but directly enters the catalytic converter 17 through the second end of the third component section 101 of the second manifold main body section 10. This strategy effectively reduces back pressure in the exhaust system, reduces pumping losses, and optimizes the engine's fuel economy under high load conditions. At the same time, the direct exhaust gas helps maintain the operating temperature of the catalytic converter 17, maintains its activity, and ensures emission control effectiveness. Under high EGR (exhaust gas recirculation) requirements, the control system 16 closes the second turbocharger connecting valve 12, allowing more exhaust gas to directly enter the catalytic converter 17, reducing energy loss of exhaust gas in the turbocharger 15, thereby increasing the turbocharger post-pressure, optimizing the EGR rate, reducing intake vacuum requirements, and improving pumping losses, enabling the engine to maintain good combustion efficiency and fuel economy under high load conditions.

[0085] In an optional embodiment of this application, under transient extreme power conditions, the first exhaust valve 1 and the second exhaust valve 2 are opened simultaneously, that is, the first path switching valve 7 and the second path switching valve 8 are closed simultaneously, and the first turbocharger connecting valve 11 and the second turbocharger connecting valve 12 are opened simultaneously.

[0086] The above-mentioned optional embodiments of this application achieve the following technical effects: all exhaust gas enters the first exhaust manifold and the second exhaust manifold through the first exhaust valve 1 and the second exhaust valve 2, and then enters the turbocharger 15 through the second component section 92 of the main body section 9 of the first manifold and the fourth component section 102 of the main body section 10 of the second manifold, jointly driving the turbocharger to maximize the boost effect and improve the transient boost response speed. By having both manifolds act on the turbocharger simultaneously, the turbocharger speed can be significantly increased, enabling the turbocharger to quickly provide additional intake air volume, thereby enhancing the engine's power output in the shortest possible time. This control strategy ensures that the vehicle obtains maximum acceleration capability in a short time, meeting extreme power demands.

[0087] According to another specific embodiment of this application, a vehicle is also provided, including an engine, which is the engine of any of the above embodiments.

[0088] The embodiments of this application achieve the following technical effects: By integrating the aforementioned engine, efficient management and utilization of engine exhaust energy are achieved, thereby improving the overall performance and fuel economy of the vehicle. It not only improves engine fuel economy but also significantly enhances cold-start performance, reduces emissions, and ensures engine response speed and power output under transient operating conditions. For hybrid vehicles, this system can better adapt to the characteristics of engine operating points distributed across online or partial operating conditions, effectively improving the overall performance and driving experience of the vehicle. Furthermore, by reducing pumping losses and optimizing the EGR rate, this system helps reduce engine operating costs and enhances the vehicle's market competitiveness.

[0089] In this application, "multiple" refers to two or more.

[0090] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0091] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0092] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, "engine and / or B" can represent: the existence of an engine alone, the existence of both an engine and B, or the existence of B alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0093] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, the method includes steps engine and B, indicating that the method may include steps engine and B performed sequentially, or it may include steps B and engine performed sequentially. For example, the method may also include step C, indicating that step C may be added to the method in any order. For example, the method may include steps engine, B, and C, or it may include steps engine, C, and B, or it may include steps C, engine, and B, etc.

Claims

1. An engine characterized by, include: An engine body having a plurality of cylinders, each cylinder including a first exhaust valve (1) and a second exhaust valve (2), wherein the diameter of the first exhaust valve (1) is larger than the diameter of the second exhaust valve (2); First exhaust manifold and second exhaust manifold, the first exhaust valve (1) of each cylinder is connected to the first exhaust manifold, and the second exhaust valve (2) of each cylinder is connected to the second exhaust manifold.

2. The engine of claim 1, wherein The first exhaust manifold and the second exhaust manifold are set independently.

3. The engine of claim 1 or 2, wherein The first exhaust manifold includes multiple first manifold branches (5) and a first manifold main body section (9). One end of each first manifold branch (5) is connected to the first exhaust valve (1) of each cylinder. The other ends of each first manifold branch (5) converge at one place and are all connected to the first manifold main body section (9). And / or, the second exhaust manifold includes multiple second manifold branches (6) and a second manifold main body section (10). One end of each second manifold branch (6) is connected to the second exhaust valve (2) of each cylinder. The other ends of each second manifold branch (6) converge at one place and are all connected to the second manifold main body section (10).

4. The engine of claim 1 or 2, wherein In at least one of the following operating conditions, namely low load and cold start, the opening time of the second exhaust valve (2) is earlier than the opening time of the first exhaust valve (1), and / or, in at least one of the following operating conditions, namely medium-high load and high EGR rate, the opening time of the second exhaust valve (2) is later than the opening time of the first exhaust valve (1), and / or, in the transient extreme power condition, the first exhaust valve (1) and the second exhaust valve (2) open simultaneously.

5. The engine of claim 1, wherein The engine also includes: Turbocharger (15); Catalyst (17), wherein the intake end of the catalyst (17) is connected to the exhaust end of the turbocharger (15); One end of the first exhaust manifold may be selectively connected to at least one of the intake end of the turbocharger (15) and the inlet end of the catalytic converter (17), and / or one end of the second exhaust manifold may be selectively connected to at least one of the intake end of the turbocharger (15) and the inlet end of the catalytic converter (17).

6. The engine of claim 5 wherein, The first exhaust manifold includes multiple first manifold branches (5) and a first manifold main body section (9), the first manifold main body section (9) including: The first component section (91) has the other ends of each of the first manifold branches (5) converging at one point and all connected to the first end of the first component section (91). The second end of the first component section (91) is connected to a pipeline connecting the exhaust end of the turbocharger (15) and the inlet end of the catalyst (17). The second component section (92) has its first end connected to the first component section (91) and its second end connected to the intake end of the turbocharger (15).

7. The engine of claim 6 wherein, The first manifold body section (9) includes: The first path switching valve (7) is disposed on the first component section (91) and is disposed away from the connection between the second component section (92) and the first component section (91); A first turbocharger connecting valve (11) is disposed between the second component section (92) and the turbocharger (15).

8. The engine of claim 5 wherein, The second exhaust manifold includes multiple second manifold branches (6) and a second manifold main body section (10), the second manifold main body section (10) including: The third section (101) has the other ends of each of the second manifold branches (6) converging at one point and all connected to the first end of the third section (101), and the second end of the third section (101) is connected to a pipeline connecting the exhaust end of the turbocharger (15) and the inlet end of the catalyst (17). The fourth component section (102) has its first end connected to the third component section (101) and its second end connected to the intake end of the turbocharger (15).

9. The engine of claim 8 wherein, The second manifold main body section (10) includes: The second path switching valve (8) is disposed on the third component section (101) and is disposed away from the connection between the fourth component section (102) and the third component section (101); The second turbocharger connecting valve (12) is disposed between the fourth component section (102) and the turbocharger (15).

10. A vehicle comprising an engine, characterized by The engine is the engine according to any one of claims 1 to 9.

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