Engine intake assembly, engine, and vehicle

Abstract

A vehicle having an engine, the engine including an intake assembly including an intake manifold, an intercooler, and a throttle valve. The intercooler has a first intake port and an exhaust port, the exhaust port being directly connected to the intake manifold and communicating with the intake manifold. The throttle valve is disposed in the first intake port to control the amount of air flowing in.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to Chinese Patent Application No. 202210905127.2, entitled "AIR INLET ASSEMBLY OF ENGINE, ENGINE, AND VEHICLE," filed on July 29, 2022. The entire contents of the above-referenced application are incorporated herein by reference.

[0002] The present disclosure relates to the field of vehicle power technology, and in particular to engine intake assemblies, engines, and vehicles. [Background technology]

[0003] Compared to the intake and exhaust systems of naturally aspirated engines, supercharged engines require additional components such as a supercharger and intercooler, necessitating larger installation space. However, the overall engine compartment space is limited, making the installation requirements for the intake system of a supercharged engine particularly stringent. A characteristic of the air intake of a supercharged engine is that after the fresh air undergoes compression work performed by the supercharger, the gas temperature rises rapidly, typically reaching a maximum of approximately 150°C. If the gas is not cooled, the engine's actual air intake volume will be reduced, which will affect the supercharging effect and exhaust emissions. Therefore, the air intake of a supercharged engine generally requires cooling via an intercooler. In particular, high-performance supercharged direct injection gasoline engines have high requirements for the cooling capacity of the intercooler.

[0004] In the related art, the intercooler and the intake manifold have excessively large volumes and occupy a large space, which is disadvantageous for placement in an engine compartment where space is limited, and also affects the layout design of other components in the engine compartment. Summary of the Invention [Problem to be solved by the invention]

[0005] The present disclosure is intended to solve at least one of the technical problems existing in the related art. Therefore, the present disclosure provides an engine air intake assembly. The engine air intake assembly has advantages such as low cost, small volume, and easy installation. [Means for solving the problem]

[0006] The present disclosure further provides an engine having the aforementioned intake assembly.

[0007] The present disclosure further provides a vehicle having the aforementioned engine.

[0008] An engine intake assembly according to an embodiment of the first aspect of the present disclosure includes an intake manifold; an intercooler having a first intake port and an exhaust port, the exhaust port directly attached to and in fluid communication with the intake manifold; and a throttle valve disposed in the first intake port to control an air inlet amount.

[0009] The air inlet assembly according to the embodiments of the present disclosure has advantages such as low cost, small volume, and easy installation.

[0010] According to some embodiments of the present disclosure, an intercooler includes an intercooler body, an inlet cavity, and an outlet cavity, the intercooler body being disposed between and in communication with the inlet cavity and the outlet cavity, respectively, the first inlet opening onto the inlet cavity, and the outlet opening onto the outlet cavity.

[0011] According to some embodiments of the present disclosure, the gas storage capacity of the intercooler body is V1, where V1 satisfies the relationship: 1200 ml≦V1≦1300 ml.

[0012] According to some embodiments of the present disclosure, the inlet cavity includes a first inlet region, a second inlet region, and a third inlet region sequentially arranged in communication with each other, with the first inlet region communicating with the first inlet and the third inlet region communicating with the intercooler body to uniformly guide gas within the intercooler body.

[0013] According to some embodiments of the present disclosure, the cross-sectional area of the third inlet section is larger than the cross-sectional area of the first inlet section, and the cross-sectional area of the second inlet section gradually increases from the first inlet section to the third inlet section.

[0014] According to some embodiments of the present disclosure, the spacing between the front wall and the rear wall of the second air inlet area gradually increases from right to left, and the angle between the front wall and the rear wall of the second air inlet area is α, where α satisfies the relationship: 50°≦α≦70°.

[0015] According to some embodiments of the present disclosure, the outlet cavity includes a first outlet area, a second outlet area, and a third outlet area sequentially arranged in communication with each other, with the first outlet area communicating with the outlet and the third outlet area communicating with the intercooler body to uniformly guide gas into the inlet manifold.

[0016] According to some embodiments of the present disclosure, the cross-sectional area of the third outlet area is smaller than the cross-sectional area of the first outlet area, and the cross-sectional area of the second outlet area gradually decreases from the first outlet area to the third outlet area.

[0017] According to some embodiments of the present disclosure, the spacing between the front wall and the rear wall of the second outlet area gradually decreases from right to left, and the angle between the rear wall of the second outlet area and the cross section of the outlet cavity is β, where β satisfies the relationship: 20°≦β≦40°.

[0018] According to some embodiments of the present disclosure, the distance between the upper wall and the lower wall of the second exhaust port area gradually decreases from right to left, and the angle between the upper wall and the lower wall of the second exhaust port area is γ, where γ satisfies the relational expression: 25° ≤ γ ≤ 35°.

[0019] According to some embodiments of the present disclosure, a plurality of reinforcing ribs are arranged on the outer wall of the intake port cavity and / or the exhaust port cavity, and the plurality of reinforcing ribs are distributed in a staggered manner.

[0020] According to some embodiments of the present disclosure, a cooling channel is arranged in the intercooler body, and a water intake pipe connector communicating with one end of the cooling channel and a drain pipe connector communicating with the other end of the cooling channel are arranged in the intercooler body.

[0021] According to some embodiments of the present disclosure, a pressure stabilization cavity and an intake port passage are arranged in the intake port manifold. One end of the intake port passage communicates with the pressure stabilization cavity, the other end of the intake port passage communicates with the engine cylinder block, the bottom wall of the intake port passage includes a first wall area, the first wall area is connected to the bottom wall of the pressure stabilization cavity and is arranged obliquely downward with respect to the bottom wall of the pressure stabilization cavity, and an angle δ is formed between the first wall area and the bottom wall of the pressure stabilization cavity, where 2° ≤ δ ≤ 5°.

[0022] According to some embodiments of the present disclosure, the bottom wall of the intake port passage further includes a second wall area. The second wall area is connected to the side of the first wall area away from the pressure stabilization cavity of the first wall area. The second wall area is arranged obliquely downward with respect to the first wall area, and an angle ε is formed between the second wall area and the first wall area, where 24° ≤ ε ≤ 26°.

[0023] According to some embodiments of the present disclosure, the volume of the pressure stabilization cavity is V2, where V2 satisfies the relational expression: 1L < V2 < 1.2L.

[0024] According to some embodiments of the present disclosure, the length of the intake passage is L, and L satisfies the relational expression: 70 mm < L < 80 mm.

[0025] According to some embodiments of the present disclosure, the pressure stabilization cavity includes an impact separation piece located in the pressure stabilization cavity to impact the inflowing gas to reduce the generation of condensed water, and a flow guiding piece arranged in the pressure stabilization cavity to guide the condensed water in the pressure stabilization cavity to the intake passage.

[0026] According to some embodiments of the present disclosure, the impact separation piece is an impact grid, a second intake port is arranged in the pressure stabilization cavity, the impact grid corresponds to the second intake port to impact the inflowing gas to reduce the generation of condensed water, the flow guiding piece includes a plurality of flow guiding baffles, a plurality of intake passages are provided, each of the plurality of flow guiding baffles extends toward the intake passage, and the plurality of flow guiding baffles guide the condensed water in the pressure stabilization cavity to the plurality of intake passages.

[0027] According to an embodiment of the second aspect of the present disclosure, an engine is provided that includes an engine cylinder block, a cylinder head that covers the upper part of the engine cylinder block, and a mounting bracket arranged on the cylinder head, and an intake port assembly of the engine according to an embodiment of the first aspect of the present disclosure. In the vertical direction, an intercooler is located above the intake manifold, and the mounting bracket is fixedly connected to the intercooler and / or the throttle valve.

[0028] By using the intake port assembly of the engine according to an embodiment of the first aspect of the present disclosure, the engine according to an embodiment of the second aspect of the present disclosure has advantages such as low cost, small volume, and convenient installation.

[0029] According to an embodiment of a third aspect of the present disclosure, there is provided a vehicle including an engine according to an embodiment of the second aspect of the present disclosure.

[0030] By using the engine according to the embodiment of the second aspect of the present disclosure, the vehicle according to the embodiment of the third aspect of the present disclosure has advantages such as low cost, small volume, and easy installation.

[0031] Additional aspects and advantages of the present disclosure will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the present disclosure.

[0032] The foregoing and / or additional aspects and advantages of the present disclosure will become apparent and understandable in the following description taken in conjunction with the accompanying drawings. [Brief explanation of the drawings]

[0033] [Figure 1] FIG. 1 is a top view of an engine intake assembly according to one embodiment of the present disclosure. [Figure 2] FIG. 1 is a side view of an engine intake assembly according to one embodiment of the present disclosure. [Figure 3] 1 is a schematic structural diagram of an engine air intake assembly according to one embodiment of the present disclosure; FIG. [Figure 4] FIG. 2 is another schematic structural view of an engine intake assembly according to an embodiment of the present disclosure. [Figure 5] FIG. 2 is a schematic structural diagram of an inlet cavity according to one embodiment of the present disclosure. [Figure 6] FIG. 1 is a cross-sectional view of an air inlet cavity according to one embodiment of the present disclosure. [Figure 7] FIG. 2 is a cross-sectional view of an exhaust cavity according to one embodiment of the present disclosure. [Figure 8] FIG. 10 is another cross-sectional view of an exhaust cavity according to one embodiment of the present disclosure. [Figure 9] FIG. 1 is a cross-sectional view of an inlet passage and pressure stabilization cavity according to one embodiment of the present disclosure. [Figure 10]FIG. 1 is a cross-sectional view of an inlet passageway according to one embodiment of the present disclosure. [Figure 11] 1 is a schematic block diagram of a vehicle according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0034] The embodiments described with reference to the accompanying drawings are by way of example only and the following provides a detailed description of the embodiments of the present disclosure.

[0035] In describing the present disclosure, it should be understood that orientations or positional relationships indicated by terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" are orientations or positional relationships shown based on the accompanying drawings, and are used only to explain and simplify the description of the present disclosure, rather than to suggest or imply that a device or element should have a particular orientation or be configured and operated in a particular orientation, and therefore should not be construed as a limitation on the present disclosure.

[0036] In describing this disclosure, references to a "first feature" and a "second feature" may include one or more such features.

[0037] In the context of this disclosure, "plurality" means two or more.

[0038] With reference to the accompanying drawings, an engine air intake assembly 1 according to an embodiment of the present disclosure will now be described.

[0039] As shown in FIGS. 1 to 10, the engine intake assembly 1 includes an intake manifold 100, an intercooler 200, and a throttle valve 300.

[0040] The intercooler 200 has a first intake port 210 and an exhaust port 220. The exhaust port 220 is directly attached to the intake manifold 100 and communicates with the intake manifold 100. A throttle valve 300 is disposed on the first intake port 210.

[0041] The temperature of the exhaust gas discharged by the engine is very high, and the temperature of the inlet gas also increases due to the pressure increase of the turbocharger. In addition, the density of the air increases during the air compression process, further increasing the temperature of the air discharged by the turbocharger. In addition, as the gas pressure increases, the density of oxygen decreases, which significantly affects the effective combustion efficiency of the engine. Therefore, in the engine air intake assembly 1 according to the embodiment of the present disclosure, the high-temperature air from the turbocharger is cooled using the intercooler 200, and the air cooled by the intercooler 200 enters the engine cylinder block through the intake manifold 100 and is mixed with fuel for combustion to release energy. As a result, the thermal load of the engine 2 can be significantly reduced and the amount of air inflow into the engine 2 can be increased, thereby improving the effective combustion efficiency of the engine 2 and improving the power performance of the vehicle.

[0042] In addition, the exhaust port 220 of the intercooler 200 is directly attached to and communicates with the inlet manifold 100, so that the structure formed by the intercooler 200 and the inlet manifold 100 has a high level of integration, and an air induction pipe between the intercooler 200 and the inlet manifold 100 is omitted, which helps save material and further reduces costs. In addition, the overall volume of the engine intake assembly 1 can be reduced, which further helps to locate the intercooler 200 in an engine compartment with limited space of the engine 2, thereby improving installation convenience.

[0043] In addition, a throttle valve 300 is disposed in the first intake port 210 to control the amount of air inflow. This arrangement allows the amount of gas entering the intercooler 200 to be accurately controlled, so that the amount of air inflow into the intercooler 200 is approximately the amount required by the engine, ensuring that the air entering the intake manifold 100 can be completely combusted, thereby ensuring the effective combustion efficiency of the engine and significantly reducing fuel consumption. Compared with the engine intake port assemblies of the related art, the engine intake port assembly 1 of the present disclosure can control the amount of air inflow into the intercooler 200 via the throttle valve 300 according to different operating conditions and different air inflow requirements of the engine 2, thereby meeting different requirements. In addition, the amount of gas that needs to be cooled by the intercooler 200 is reduced, so that the volume of the intercooler 200 can be effectively reduced, making the overall layout of the engine compartment more compact and meeting the spatial layout requirements of a small engine compartment, thereby providing greater convenience in the freedom of design of the entire vehicle.

[0044] In addition, the throttle valve 300 is disposed in the first intake port 210, and therefore, there is no need to dispose an additional air induction pipe between the exhaust port 220 of the intercooler 200 and the intake manifold 100 to fix the throttle valve 300. As a result, no air induction pipe is needed between the exhaust port 220 of the intercooler 200 and the intake manifold 100. In addition, the throttle valve 300 is disposed in the first intake port 210, and therefore, the overall height is not increased, which is helpful for spatial arrangement. In addition, the air inflow amount of the intercooler 200 can be adjusted to properly meet the air inflow amount required by the engine 2 by adjusting the opening degree of the throttle valve 300. In this way, the problem of wasting the internal space of the intercooler 200 is avoided, and as a result, the volume of the intercooler 200 is relatively small due to good alignment and arrangement within the compartment of the engine 2.

[0045] Thus, the air intake assembly according to the embodiments of the present disclosure has advantages such as low cost, small volume, and easy installation.

[0046] Compared with the engine intake assembly in the related art, the engine intake assembly 1 in the embodiment of the present disclosure has the following beneficial effects:

[0047] First, the required air inflow of engine 2 is approximately equal to the amount of gas entering intercooler 200, thereby ensuring that the gas entering intake manifold 100 is completely combusted in engine cylinder block 800. Second, compared with the related art, in engine intake assembly 1 in this embodiment, intercooler 200 has throttle valve 300 disposed above first intake port 210. As a result, the amount of gas that needs to be cooled by intercooler 200 is relatively reduced, and the volume of intercooler 200 is reduced, making it applicable to arrangements with limited space in the engine compartment and thereby reducing costs. Third, different engine combustion requirements can be met by controlling throttle valve 300 according to different operating conditions and different air inflow requirements.

[0048] In some specific embodiments of the present disclosure, as shown in FIGS. 1-5, intercooler 200 includes an intercooler body 230, an inlet cavity 240, and an outlet cavity 250.

[0049] Intercooler body 230 is disposed between inlet cavity 240 and outlet cavity 250 and communicates with both inlet cavity 240 and outlet cavity 250. First inlet 210 opens onto inlet cavity 240. Outlet 220 opens onto outlet cavity 250.

[0050] With this arrangement, one end of intercooler body 230 communicates with inlet cavity 240, and first inlet 210 opens into inlet cavity 240. After gas enters inlet cavity 240 through first inlet 210, it is buffered within inlet cavity 240. Therefore, when gas enters intercooler body 230 from inlet cavity 240, it enters intercooler body 230 at a low speed and uniformly for cooling, which can avoid stress concentrations caused by uneven gas flow rates. Furthermore, first inlet 210 opens to a side of inlet cavity 240. A smooth transition is provided at the corner of the inner wall of inlet cavity 240, which reduces the possibility of significant turbulence of gas within inlet cavity 240, thereby effectively ensuring the uniformity of the gas flow rate and the smoothness of the flow entering intercooler body 230, thereby improving cooling performance.

[0051] In addition, another end of intercooler body 230 is connected to exhaust port cavity 250, and exhaust port 220 opens onto exhaust port cavity 250. In this way, gas can enter intake manifold 100 at a low speed and uniformly. In addition, the smooth transition at the corner of the inner wall of exhaust port cavity 250 is similar to the smooth transition of intake port cavity 240, so that it can effectively ensure that gas enters intake manifold 100 at a uniform flow rate and finally combusts completely with the fuel in engine cylinder block 800, thereby improving combustion efficiency.

[0052] In some specific embodiments of the present disclosure, the gas storage capacity of the intercooler body 230 is V1, and V1 satisfies the relationship: 1200 ml≦V≦1300 ml. With such an arrangement, the range of the air inflow amount required by the engine 2 can be appropriately met, and the volume of the intercooler body 230 can be limited to a specific range. In addition, according to the engine compartment having limited space of the engine 2, the volume of the intercooler body 230 can be adaptively set, allowing the intercooler 200 to be more integrally arranged in the engine compartment of the engine 2 without occupying extra space, and providing specific space for arranging other components, thereby effectively optimizing the spatial arrangement in the engine compartment.

[0053] Intercooler 200 has a length a, a height b, and a width c. a, b, and c satisfy the following relationships: 320 mm≦a≦380 mm, 45 mm≦b≦60 mm, and 100 mm≦c≦150 mm. Thus, the volume parameters of intercooler 200 are designed to satisfactorily satisfy the aforementioned range of the gas storage capacity of intercooler body 230. Additionally, the amount of air flowing in that needs to be cooled by intercooler 200 is reduced, and the product size can be reduced by approximately 4 / 1 to 1 / 3 compared to the volume parameters of existing intercoolers 200. Thus, when the required volume of engine 2 is satisfied, the volume of the entire power system can be effectively reduced, product costs can be reduced, and sufficient installation space can be provided in the engine compartment of engine 2. In particular, when the installation space of a hybrid model is compact, intercooler 200 with a small volume is highly applicable. Naturally, the volume parameters of intercooler 200 are not limited to the aforementioned values. The volume parameters of the intercooler 200 may be set depending on the designed required air inlet volume.

[0054] In some specific embodiments of the present disclosure, as shown in Figures 3 and 6, the intake cavity 240 includes a first intake area 241, a second intake area 242, and a third intake area 243 arranged in sequence and in communication with each other.

[0055] First inlet area 241 communicates with first inlet 210, and third inlet area 243 communicates with intercooler body 230 to uniformly guide gas within intercooler body 230. With this arrangement, gas may uniformly enter intercooler body 230 by passing through first inlet area 241, second inlet area 242, and third inlet area 243 in sequence.

[0056] Furthermore, the cross-sectional area of the third inlet area 243 is larger than that of the first inlet area 241. The cross-sectional area of the second inlet area 242 gradually increases from the first inlet area 241 to the third inlet area 243. With this arrangement, the cross-sectional area of the first inlet area 241 is small, while the cross-sectional area of the second inlet area 242 gradually increases, eventually becoming equal to the cross-sectional area of the third inlet area 243. The appearance of the inlet cavity 240 gradually increases in the inlet direction. In this way, gas enters the first inlet area 241 at a low speed, and the second inlet area 242 gradually widens toward the third inlet area 243, allowing the gas to enter the intercooler body 230 uniformly.

[0057] 6, the distance between the front wall and the rear wall 1262 of the second air inlet area 242 gradually increases from right to left. The angle between the front wall and the rear wall of the second air inlet area 242 is α, which satisfies the relationship: 50°≦α≦70°.

[0058] With this arrangement, instead of the conventional boss structure, the first air inlet area 241, the second air inlet area 242, and the third air inlet area 243 are sequentially connected to form an air inlet cavity 240. The cross-sectional area of the first air inlet area 241 is small, while the cross-sectional area of the second air inlet area 242 gradually increases and finally becomes equal to the cross-sectional area of the third air inlet area 243. In addition, the angle α between the front wall 2421 and the rear wall 1262 of the second air inlet area 242 is set to be 50° to 70°. In the front-to-rear direction, gas can enter first inlet area 241, second inlet area 242, and third inlet area 243 in sequence at a low speed and uniformly, i.e., uniformly distributed within inlet cavity 240, so that gas can uniformly enter intercooler body 230 for rapid cooling, thereby effectively improving the air inflow uniformity of intercooler 200. Compared with existing intercooler structures, the air inflow uniformity of intercooler 200 can be improved by 10% or more, and the cooling performance can be improved by 2% to 3% or more.

[0059] In some specific embodiments of the present disclosure, as shown in FIGS. 7 and 8 , outlet cavity 250 includes first outlet area 251, second outlet area 252, and third outlet area 253 arranged in communication with each other in sequence, with first outlet area 251 communicating with outlet 220 and third outlet area 253 communicating with intercooler body 230 to uniformly guide gas into intake manifold 100.

[0060] With such an arrangement, gases cooled within intercooler body 230 may uniformly enter intake manifold 100 by sequentially passing through first outlet area 251, second outlet area 252, and third outlet area 253, so that the gases uniformly enter engine cylinder block 800 for complete combustion.

[0061] 7 and 8, the cross-sectional area of the third outlet area 253 is smaller than that of the first outlet area 251. The cross-sectional area of the second outlet area 252 gradually decreases from the end closest to the first outlet area 251 toward the end closest to the third outlet area 253. This arrangement allows the cross-sectional area of the first outlet area 251 to be large, while the cross-sectional area of the second outlet area 252 gradually decreases until it becomes equal to the cross-sectional area of the third outlet area 253. As a result, the outlet cavity 250 has a shape that gradually decreases in the outlet direction. In this way, after a large amount of gas enters the first outlet area 251, the cross-sectional area of the second outlet area 252 gradually decreases toward the third outlet area 253, allowing the gas to enter the inlet manifold 100 evenly.

[0062] 7 and 8, the distance between the front and rear walls of the second outlet area 252 gradually decreases from right to left. The angle between the rear wall of the second outlet area 252 and the cross section of the outlet cavity 250 is β, which satisfies the relationship: 20°≦β≦40°. In this way, in the outlet direction, the cross-sectional area of first outlet area 251 is large, and the cross-sectional area of second outlet area 252 gradually decreases until it is equal to the cross-sectional area of third outlet area 253, and the angle β between rear side wall 250b2 of second outlet area 252 and the cross section of outlet cavity 250 is set to 20° to 40°, so that the gas can pass through first outlet area 251, second outlet area 252, and third outlet area 253 in order and enter intake manifold 100 uniformly at a low speed, which can help reduce the gas flow rate in intake manifold 100 and thereby improve the cooling efficiency of intercooler 200 and increase the cooling performance by 2% to 3% or more.

[0063] In some specific embodiments of the present disclosure, the spacing between the upper and lower walls of the second outlet area 252 gradually decreases from right to left, as shown in Figure 8. The angle between the upper and lower walls of the second outlet area 252 is γ, where γ satisfies the relationship: 25° < γ < 35°.

[0064] With such an arrangement, the angle γ between the upper wall 250b3 and the lower wall 250b4 of the second outlet area 252 is set to 25° to 35°, which facilitates the gas flow at a uniform velocity, reduces losses in the gas flow, and effectively reduces the pressure loss in the intercooler 200, thereby ensuring that the air inflow volume of the intake manifold 100 is approximately equal to the required volume of the engine 2. In addition, the angle between the rear wall of the second outlet area 252 and the cross section of the outlet cavity 250 is set to β in combination, which results in the gas flowing uniformly at a low velocity, thereby further improving the cooling efficiency of the intercooler 200.

[0065] In some embodiments of the present disclosure, a plurality of reinforcing ribs 260 are disposed on the outer walls of inlet cavity 240 and / or outlet cavity 250, and the plurality of reinforcing ribs 260 are distributed in a staggered pattern. With such a configuration, reinforcing ribs 260 are disposed in inlet cavity 240 and / or outlet cavity 250, and the reinforcing ribs 260 are distributed in a mesh pattern on the outer surfaces of inlet cavity 240 and / or outlet cavity 250, which can increase the structural strength of inlet cavity 240 and / or outlet cavity 250, thereby improving the style of intercooler 200.

[0066] Additionally, a cooling passage is disposed in intercooler body 230 to perform water cooling on the gas entering intercooler body 230, and intercooler body 230 is provided with water inlet pipe connector 270 communicating with one end of the cooling passage and water outlet pipe connector 280 communicating with the other end of the cooling passage. Additionally, left brackets are disposed at the upper and lower rear ends of intake cavity 240, respectively, and right brackets are disposed at the upper and lower rear ends of exhaust cavity 250, respectively. This arrangement allows for a compact structure, saves space in the engine compartment, ensures reliable installation, and reduces vibration and noise. Furthermore, the weight is small, lightweight design is met, fuel consumption of the entire vehicle can be reduced, and pipe arrangement within the engine compartment can be optimized, thereby ensuring aesthetics.

[0067] In some particular embodiments of the present disclosure, an inlet manifold 100 has a pressure stabilization cavity 110 and an inlet passage 120 disposed therein.

[0068] One end of the intake passage 120 communicates with the pressure stabilization cavity 110, and the other end of the intake passage 120 communicates with the engine 2. The bottom wall of the intake passage 120 includes a first wall section 121. The first wall section 121 is connected to the bottom wall of the pressure stabilization cavity 110 and is disposed obliquely downward relative to the bottom wall of the pressure stabilization cavity 110. An angle δ is formed between the first wall section 121 and the bottom wall of the pressure stabilization cavity 110, where 2°≦δ≦5°.

[0069] In this way, the gas entering the intake manifold 100 is first buffered in the pressure stabilization cavity 110 and then guided into the cylinders of the engine 2 through the intake passage 120, thereby realizing normal operation of the intake manifold 100. In addition, an angle is formed between the first wall section 121 of the intake passage 120 and the bottom wall of the pressure stabilization cavity 110, allowing condensed water to naturally flow downward along the second wall section 122 under the action of gravity. As a result, condensed water is further prevented from accumulating in the pressure stabilization cavity 110 and the intake passage 120, and the operating performance of the engine 2 is further improved.

[0070] In addition, 2°≦δ≦5° is satisfied, so that the angle at which the bottom wall of the pressure stabilization cavity 110 is obliquely downward relative to the first wall section 121 is set within an appropriate range. In this way, in one aspect, the angle between the bottom wall of the pressure stabilization cavity 110 and the bottom wall of the inlet passage 120 is prevented from becoming too small, which can ensure that condensed water can naturally flow along the bottom wall of the pressure stabilization cavity 110 to the bottom wall of the inlet passage 120, thereby preventing condensed water from accumulating in the pressure stabilization cavity 110. In another aspect, the angle between the bottom wall of the pressure stabilization cavity 110 and the bottom wall of the inlet passage 120 is prevented from becoming too large, which can improve the buffering effect of the pressure stabilization cavity 110 against gas. This allows the structural design of the intake manifold 100 to be optimized, thereby ensuring that the intake manifold 100 operates normally and preventing the accumulation of condensed water within the intake manifold 100, thereby improving the operating performance of the engine 2.

[0071] Additionally, as shown in FIG. 9, the bottom wall of the inlet passage 120 further includes a second wall section 122 .

[0072] The second wall region 122 is connected to the side away from the pressure stabilization cavity 110 of the first wall region 121. The second wall region 122 is disposed obliquely downward with respect to the first wall region 121. An angle ε is formed between the second wall region 122 and the first wall region 121. 24° ≤ ε ≤ 26°.

[0073] Therefore, the angle between the second wall region 122 and the first wall region 121 may be set within an appropriate range. Thus, the angle at which the second wall region 122 is obliquely downward with respect to the first wall region 121 may be appropriately set. As a result, when the condensed water flows from the first wall region 121 to the second wall region 122, the flow rate of the condensed water is controlled within an appropriate range, and the flow of the condensed water in the second wall region 122 can be made more stable and smooth.

[0074] It should be noted that the connection portion between the first wall region 121 and the second wall region 122 may be arc-shaped. Thus, the first wall region 121 and the second wall region 122 may be connected by a smooth transition portion. As a result, the flow path of the condensed water can be made smoother, and the stability and smoothness of the condensed water flowing on the bottom wall of the intake passage 120 can be further improved.

[0075] In addition, the angle formed between the bottom wall of the pressure stabilization cavity 110 and the bottom wall of the intake passage 120, and the angle formed between the tangent line of the second wall region 122 and the first wall region 121 are further defined. As a result, the angle formed between the bottom wall of the pressure stabilization cavity 110 and the bottom wall of the intake passage 120, and the angle formed between the tangent line of the second wall region 122 and the first wall region 121 can be controlled within a better range, and the structural design of the intake manifold 100 can be further optimized, thereby ensuring the normal operation of the intake manifold 100 and further improving the operating performance of the engine 2.

[0076] In some specific embodiments of the present disclosure, the volume of the pressure stabilization cavity 110 is V2, and V2 satisfies the relational expression: 1L < V2 < 1.2L.

[0077] Thus, the volume of the pressure stabilization cavity 110 may be set within an appropriate range. As a result, on the premise of ensuring the structural compactness of the intake manifold 100, the pressure stabilization cavity 110 can effectively buffer the gas entering the intake manifold 100, so that the stable gas enters the engine 2 through the intake passage 120, thereby ensuring the normal operation of the engine 2 and improving the operating performance of the engine 2.

[0078] In some specific embodiments of the present disclosure, the length of the intake passage 120 is L, and L satisfies the relational expression: 70 mm < L < 80 mm. The length of the intake passage 120 means the extension length of the intake passage 120 in the intake direction, that is, the sum of the length of the first wall region 121 and the length of the second wall region 122. With such an arrangement, the length of the intake passage 120 may be set within an appropriate range. When the engine 2 operates in the high-speed range, the power and torque can be improved, and the fuel consumption can be reduced. As a result, the structural design of the intake manifold 100 can be further optimized, thereby improving the operating performance of the engine 2.

[0079] In some specific embodiments of the present disclosure, as shown in FIG. 10, an impact separation piece 1101 and a flow guiding piece 1102 are provided in the pressure stabilization cavity 110.

[0080] The impact isolation piece 1101 is located in the pressure stabilization cavity 110 to impact the incoming gas and reduce the generation of condensation. The flow guide piece 1102 is located in the pressure stabilization cavity 110 to guide the condensed water in the pressure stabilization cavity 110 to the intake passage 120. In this way, the condensed water entering the pressure stabilization cavity 110 can impact the impact isolation piece 1101, so that the fast-flowing condensed water can be dispersed to different positions in the pressure stabilization cavity 110 and the flow rate of the condensed water can be reduced. In addition, when the condensed water in the pressure stabilization cavity 110 flows into the intake passage 120, the flow guide piece 1102 can guide the condensed water into the intake passage 120, so that the flow of the condensed water becomes more stable and the flow of the condensed water entering the intake passage 120 becomes more uniform. The flow of the condensed water through the intake passage 120 into the cylinders can be more uniform, and the operating performance of the engine 2 can be improved.

[0081] Furthermore, as shown in FIG. 10, the impact separation piece 1101 is an impact grid 111 and the flow guide piece 1102 includes a plurality of flow guide baffles 112 .

[0082] A second inlet 113 is provided in the pressure stabilization cavity 110. An impact grid 111 corresponds to the second inlet 113 to impact the incoming gas and reduce the generation of condensed water at the second inlet 113. The impact grid 111 mainly provides impact and friction to the incoming gas at the second inlet 113, which can result in heat generation and increase the gas temperature of the incoming gas, thereby reducing the generation of condensed water.

[0083] A plurality of inlet passages 120 are provided. Each flow guide baffle 112 is disposed to extend toward an inlet passage 120. The plurality of flow guide baffles 112 guide condensed water in the pressure stabilization cavity 110 to the plurality of inlet passages 120.

[0084] Specifically, the multiple intake passages 120 are respectively connected to the cylinders of the engine 100. When the gas in the intercooler 200 enters the pressure stabilization cavity 110 through the second intake port 113, the separation of condensed water in the second intake port 113 can be promoted. The transition between the second intake port 113 and the intercooler 200 may be "U" shaped to promote the generation of condensed water. The condensed water may sequentially pass through the pressure stabilization cavity 110 and the multiple intake passages 120 and accordingly flow into the combustion chamber of the cylinder. The impact grid 111 is disposed in the pressure stabilization cavity 110, and the impact grid 111 corresponds to the second intake port 113. As a result, the condensed water entering the pressure stabilization cavity 110 can impact the impact grid 111, and the rapidly flowing condensed water can be dispersed to different positions in the pressure stabilization cavity 110, thereby reducing the flow rate of the condensed water.

[0085] A plurality of flow guide baffles 112 are arranged to extend toward the intake passage 120, so that when condensed water in the pressure stabilization cavity 110 flows into the intake passage 120, the flow guide baffles 112 can guide the condensed water into the intake passage 120. This makes the flow of condensed water more stable and the flow of condensed water entering the intake passage 120 more uniform, so that the flow of condensed water flowing into the cylinder through the intake passage 120 becomes more uniform, and the operating performance of the engine 2 can be improved.

[0086] It should be noted that the height and width of the impact grid 111 and the flow guide baffle 112 should not be excessively large. In this way, the arrangement of the impact grid 111 and the flow guide baffle 112 can be restrained from affecting the normal intake of the intake manifold 100, and the length and direction of the flow guide baffle 112 can be adjusted according to the actual flow direction of the condensed water in the intake manifold 100.

[0087] An engine 2 according to an embodiment of the present disclosure will now be described with reference to the accompanying drawings. As shown in Figures 1 to 5, the engine 2 includes an engine cylinder block 800, a cylinder head 400, and an engine intake assembly 1.

[0088] The cylinder head 400 covers the top of the engine cylinder block 800. A mounting bracket 500 is disposed on the cylinder head 400. The intercooler 200 is positioned above the intake manifold 100 in the vertical direction. The mounting bracket 500 is fixedly connected to the intercooler 200 and / or the throttle valve 300. With this arrangement, the engine 2 communicates with the intake manifold 100, and as a result, the air cooled in the intercooler 200 passes through the intake manifold 100 and enters the engine cylinder block 800 for complete combustion. In addition, the intercooler 200, which has a small volume, is disposed above the intake manifold 100, resulting in a compact overall mounting structure, which contributes to flexible design of the engine compartment of the engine 2 and reduces costs. Additionally, to reduce vibration of the intercooler 200, a mounting bracket 500 is disposed on the cylinder head 400 and configured to fixedly connect the intercooler 200 and / or the first inlet valve 30. In this manner, the mounting manner of the entire intercooler 200 can be effectively improved, thereby improving noise, vibration, and harshness (NVH) performance.

[0089] The mounting bracket 500 is fixed to the cylinder head 400 and connected to the throttle valve 300, so that the throttle valve 300 can be securely and stably mounted to the first intake port 210 of the intercooler 200. Additionally, a plurality of fixing brackets 600 are spaced apart from one another on the intake manifold 100. The intake manifold 100 can be securely fixed to the engine cylinder block 800 or frame via the fixing brackets 600, improving the engine's mounting style and thereby enhancing NVH performance. Additionally, the mounting bracket 500 is provided with mounting holes. One end of the mounting bracket 500 may be fixedly connected to the flange structure of the throttle valve 300, and the other end of the mounting bracket 500 may be fixedly connected to the cylinder head 400 with a fastener, so that the throttle valve 300 is more securely fixed.

[0090] By using the engine air intake assembly 1 according to the aforementioned embodiment of the present disclosure, the engine 2 according to the embodiment of the second aspect of the present disclosure has advantages such as low cost, small volume, and easy installation.

[0091] A vehicle 1000 according to one embodiment of the present disclosure will now be described with reference to Figure 11. The vehicle 1000 includes an engine 2 according to the aforementioned embodiment of the present disclosure.

[0092] The vehicle 1000 may be a hybrid vehicle. In a hybrid vehicle, a hybrid system needs to be arranged, making the interior space of the hybrid vehicle more compact. In this case, the vehicle 1000 in this embodiment uses the engine 2 provided in the above-described embodiment, and the engine 2 has the engine intake assembly 1 in the above-described embodiment. In the intake assembly 1 of the engine 2, the volume of the intercooler 200 may be set to be small to meet the requirement of a compact interior space of the hybrid vehicle.

[0093] By using the engine 2 according to the aforementioned embodiment of the present disclosure, the vehicle 1000 according to the embodiment of the second aspect of the present disclosure has advantages such as low cost, small volume, and easy installation.

[0094] Other components and operations of the engine intake assembly 1, engine 2, and vehicle 1000 according to embodiments of the present disclosure are known to those skilled in the art and will not be described in detail again herein.

[0095] In the description herein, the description of a reference term such as "one embodiment," "some embodiments," "exemplary embodiment," "example," "particular example," or "some examples" means that the particular feature, structure, material, or characteristic described with reference to that embodiment or example is included in at least one embodiment or example of the present disclosure. In the description herein, general descriptions of the foregoing terms do not necessarily refer to the same embodiment or example.

[0096] While embodiments of the present disclosure have been shown and described, it should be understood by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principle and spirit of the present disclosure, the scope of which is as defined by the appended claims and their equivalents. [Explanation of symbols]

[0097] 1 Engine Intake Assembly 2 engines 100 Intake manifold 110 Pressure Stabilizing Cavity 111 Impact Grid 112 Flow Induction Baffle 113 Second Air Intake 120 Intake passage 121 First Wall Area 122 Second Wall Area 200 Intercooler 210 First Intake 220 Exhaust port 230 Intercooler body 240 Intake cavity 241 First Intake Area 242 Secondary Intake Area 243 Third Intake Area 250 exhaust cavity 251 First Vent Area 252 Secondary Vent Area 253 Third Vent Area 260 Reinforcing rib 270 Inlet Pipe Connector 280 Drain Pipe Connector 300 Throttle valve 400 cylinder head 500 mounting bracket 600 Fixed Bracket 700 Intake pipe 800 Engine Cylinder Block 1000 vehicles

Claims

1. an intake manifold (100); an intercooler (200), the intercooler (200) having a first inlet (210) and an outlet (220), the outlet (220) directly attached to the inlet manifold (100) and in fluid communication with the inlet manifold (100); a throttle valve (300) disposed in the first intake port (210) to control an air inflow amount; An engine intake assembly (1) comprising:

2. The intercooler (200) an intercooler body (230); an inlet cavity (240); Exhaust cavity (250) and 2. The engine air intake assembly of claim 1, wherein the intercooler body is disposed between the air inlet cavity and the exhaust port cavity and communicates with each of the air inlet cavity and the exhaust port cavity, the first air intake port opening into the air inlet cavity and the exhaust port opening into the exhaust port cavity.

3. The engine air intake assembly (1) of claim 2, wherein the intercooler body (230) has a gas storage capacity V1, and V1 satisfies the relationship: 1200 ml≦V1≦1300 ml.

4. 4. The engine air intake assembly (1) of claim 2 or 3, wherein a first air intake area (241), a second air intake area (242), and a third air intake area (243) are arranged in the air intake cavity (240) in sequential communication with each other, the first air intake area (241) communicating with the first air intake (210), and the third air intake area (243) communicating with the intercooler body (230) to uniformly guide gas into the intercooler body (230).

5. 5. The engine air intake assembly (1) of claim 4, wherein a cross-sectional area of the third air intake section (243) is larger than a cross-sectional area of the first air intake section (241), and a cross-sectional area of the second air intake section (242) gradually increases from the first air intake section (241) to the third air intake section (243).

6. 6. The engine air intake assembly (1) of claim 5, wherein a distance between a front wall and a rear wall of the second air intake section (242) gradually increases from right to left, and an angle between the front wall and the rear wall of the second air intake section (242) is α, where α satisfies the relationship: 50°≦α≦70°.

7. 7. The engine air intake assembly (1) of claim 2, wherein a first air outlet section (251), a second air outlet section (252), and a third air outlet section (253) are arranged in the air outlet cavity (250) in sequential communication with each other, the first air outlet section (251) communicating with the air outlet (220), and the third air outlet section (253) communicating with the intercooler body (230) to uniformly guide gas into the air intake manifold (100).

8. 8. The engine air intake assembly (1) of claim 7, wherein a cross-sectional area of the third outlet section (253) is smaller than a cross-sectional area of the first outlet section (251), and a cross-sectional area of the second outlet section (252) gradually decreases from the first outlet section (251) to the third outlet section (253).

9. 9. The engine air intake assembly (1) of claim 8, wherein a distance between a front wall and a rear wall of the second outlet area (252) gradually decreases from right to left, and an angle between the rear wall of the second outlet area (252) and a cross section of the outlet cavity (250) is β, and β satisfies the relationship: 20°≦β≦40°.

10. 10. The engine air intake assembly (1) of claim 8 or 9, wherein a distance between an upper wall and a lower wall of the second outlet section (252) gradually decreases from right to left, and an angle between the upper wall and the lower wall of the second outlet section (252) is γ, which satisfies the relationship: 25°≦γ≦35°.

11. 11. The engine air intake assembly (1) according to claim 2, wherein a plurality of reinforcing ribs (260) are arranged on an outer wall of the inlet cavity (240) and / or the exhaust cavity (250), and the plurality of reinforcing ribs (260) are distributed in a staggered pattern.

12. 12. The engine air intake assembly (1) of claim 2, wherein a cooling passage is disposed in the intercooler body (230), and wherein a water inlet pipe connector (270) communicating with one end of the cooling passage and a water outlet pipe connector (280) communicating with the other end of the cooling passage are disposed in the intercooler body (230).

13. 12. The engine intake assembly of claim 1, wherein a pressure stabilization cavity and an intake passage are disposed in the intake manifold, one end of the intake passage communicates with the pressure stabilization cavity and the other end of the intake passage communicates with the engine cylinder block, a bottom wall of the intake passage comprises a first wall section connected to the bottom wall of the pressure stabilization cavity and disposed obliquely downward with respect to the bottom wall of the pressure stabilization cavity, and an angle δ is formed between the first wall section and the bottom wall of the pressure stabilization cavity, wherein 2°≦δ≦5°.

14. The bottom wall of the inlet passage (120) 14. The engine intake assembly (1) of claim 13, further comprising a second wall section (122), said second wall section (122) connected to a side of said first wall section (121) remote from said pressure stabilization cavity (110), said second wall section (122) being disposed obliquely downward with respect to said first wall section (121), said second wall section (122) forming an angle ε between said second wall section (122) and said first wall section (121), said angle ε being 24°≦ε≦26°.

15. 15. The engine air intake assembly (1) according to claim 13 or 14, wherein the pressure stabilization cavity (110) has a volume V2, where V2 satisfies the relationship: 1L<V2<1.2L.

16. 16. An engine air inlet assembly (1) according to any one of claims 13 to 15, wherein the length of the air inlet passage (120) is L, and L satisfies the relationship: 70mm<L<80mm.

17. In the pressure stabilization cavity (110) an impact isolation piece (1101) located within the pressure stabilization cavity (110) for impacting the incoming gas to reduce condensation; a flow guide piece (1102) disposed within the pressure stabilization cavity (110) and configured to guide condensed water within the pressure stabilization cavity (110) to the inlet passage (120); and An engine intake assembly (1) according to any one of claims 13 to 16, wherein

18. the impact isolation piece is an impact grid (111), a second intake port (113) is arranged in the pressure stabilization cavity (110), the impact grid (111) corresponds to the second intake port (113) to impact the incoming gas and reduce the generation of condensation water; 18. The engine intake assembly (1) of claim 17, wherein the flow guide piece comprises a plurality of flow guide baffles (112), a plurality of intake passages (120) are provided, each of the plurality of flow guide baffles (112) extending toward the intake passage (120), and the plurality of flow guide baffles (112) guide condensed water in the pressure stabilization cavity (110) to the plurality of intake passages (120).

19. an engine cylinder block (800); a cylinder head (400) that covers the top of the engine cylinder block (800) and a mounting bracket (500) that is disposed on the cylinder head (400); The intake assembly (1) of an engine according to any one of claims 1 to 18; the intercooler (200) is located above the intake manifold (100) in the vertical direction, and the mounting bracket (500) is fixedly connected to the intercooler (200) and / or the throttle valve (300).

20. A vehicle (1000) comprising the engine (2) according to claim 19.

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