CN213298151U - Air inlet communication device for improving air inlet uniformity of cylinders of V-shaped multi-cylinder engine - Google Patents

Abstract

The utility model relates to an air inlet communicating device for improving the air inlet uniformity of each cylinder of a V-shaped multi-cylinder engine, which comprises an air inlet main pipe, a left air inlet manifold, a right air inlet manifold, a left air inlet communicating pipe, a right air inlet communicating pipe and a middle air inlet manifold; the left air inlet communicating pipe consists of an upper left air inlet communicating pipe and a lower left air inlet communicating pipe; the right air inlet communicating pipe consists of an upper right air inlet communicating pipe and a lower right air inlet communicating pipe; the top ends of the left air inlet manifold, the right air inlet manifold and the middle air inlet manifold are communicated with an air inlet through an air inlet main pipe; the tail ends of the left air inlet manifold and the right air inlet manifold are respectively connected with the upper ends of a left upper air inlet communicating pipe and a right upper air inlet communicating pipe, and the tail end of the middle air inlet manifold is communicated with a left lower air inlet communicating pipe and a right lower air inlet communicating pipe; and a blocking structure is arranged between the two air inlet cavities which are vertically adjacent on the left side and the right side and is not communicated with each other. The utility model provides a V type multi-cylinder engine each jar homogeneity problem that admits air guarantees that the complete machine has good comprehensive properties.

Description

Air inlet communication device for improving air inlet uniformity of cylinders of V-shaped multi-cylinder engine

Technical Field

The utility model relates to an automobile engine field especially relates to an improve intercommunication device that admits air of each jar of V type multi-cylinder engine homogeneity.

Background

In recent years, along with the increasing severity of two problems of environmental pollution and energy crisis, countries in the world set increasingly strict emission regulations and oil consumption regulations, which put forward higher and higher requirements on energy conservation and emission reduction of automobiles. Therefore, the design and development of the traditional engine need to be further optimized, and the comprehensive performance of the traditional engine is continuously improved. For a multi-cylinder engine, the combustion uniformity of each cylinder is an important factor influencing the comprehensive performance (including dynamic performance, economical efficiency, emission performance and the like) of the engine, and the non-uniform air intake of each cylinder is a key cause for the non-uniformity of the combustion process of each cylinder.

Due to fluctuation of intake pressure and difference of structures and arrangement of intake systems of cylinders, non-uniformity of intake processes of the cylinders of the multi-cylinder engine inevitably occurs. Under the condition that the fuel injection quantity (multi-point injection of an air passage or direct injection in a cylinder) and the ignition advance angle of each cylinder are the same, the air intake nonuniformity of each cylinder directly causes the difference of the residual exhaust gas coefficient and the excess air coefficient in the cylinder, so that the nonuniformity of the combustion process of each cylinder of the engine is caused, and finally, the performance parameter of each cylinder is greatly different, so that the performance of the whole engine is reduced. Particularly, under the circulation working condition of the whole vehicle road, the sudden change of the working condition of the engine aggravates the pressure fluctuation of an air inlet system, and the nonuniformity of parameters of each cylinder of the engine is increased, so that the actual performance of the engine is greatly reduced, and the actual energy-saving and emission-reducing effects of the engine are finally influenced.

A schematic diagram of a double-air-inlet-cavity air inlet system of a traditional V-type multi-cylinder engine is shown in figure 1 (taking a V-type 8-cylinder engine as an example), and the air inlet system is provided with an inlet and a plurality of outlets. An air inlet manifold 1 is connected with two left and right air inlet manifolds 2 and 3, the left and right air inlet manifolds 2 and 3 are respectively connected with left and right air inlet communicating pipes 4 and 5, the left and right air inlet communicating pipes 4 and 5 are not communicated, and are respectively connected with the cylinder covers on the left and right sides. Because of the difference in the distance from the inlet of each cylinder intake port to the intake manifold 1, and the ignition sequence of the 8-cylinder engine is three: 1-5-7-2-6-3-4-8, 1-8-4-3-6-2-7-5, 1-5-4-8-6-3-7-2, and the three ignition sequences all have two cylinders which are ignited in the same row, so that the phenomenon of gas robbery of each cylinder occurs, and the gas inlet of each cylinder is uneven. In addition, pressure waves before the intake valves of the cylinders are different greatly, which causes poor consistency of air inflow, air flow strength and gas components of the cylinders of the engine, and finally causes poor combustion uniformity and working stability of the cylinders of the engine.

In order to solve the problem of air inlet nonuniformity of a multi-cylinder engine, Beijing university of science and engineering discloses a 'return-type' air inlet system (CN 108590903A) for a V-shaped multi-cylinder engine, wherein any one of 8 air inlets is designed to be used as an air inlet, and fresh working media are conveyed to each cylinder by two air inlet manifolds. Although the air inlet system in the shape of the Chinese character 'hui' is improved on the basis of the traditional air inlet system, the distance between an air inlet and an air inlet channel of each cylinder is greatly different, and the air inlet amount of two air inlet main pipes is difficult to ensure to be consistent. Therefore, although the air intake system can improve the uniformity of air intake of each cylinder to a certain extent, the problem of air robbery of each cylinder cannot be alleviated. Weichai diesel engine Limited discloses an air inlet pipe assembly and an engine with the air inlet pipe assembly (CN 109386414A). The air intake system is characterized in that a throttle baffle is arranged in an air intake manifold which can extend into the air intake system, so that the problem of 'gas robbery' of two cylinders which are continuously ignited in the same row is solved. By arranging the throttle baffle in the air inlet channel of the two cylinders which continuously fire, the condition that the cylinder which fires at the back pumps the air which enters the cylinder which fires at the front ignition is avoided for the two cylinders which fire continuously at the same row. Although the design of the air intake system effectively solves the problem of air robbery of two adjacent ignition cylinders, the problem of air intake uniformity of other cylinders is not considered.

Although the two schemes can improve the uniformity of air intake of each cylinder of the multi-cylinder engine to a certain extent, new problems can be brought at the same time. For example, the air intake system of the "reverse" type causes the divided air flows to meet and generate air flow resistance, thereby reducing the amount of intake air. In the other scheme, a throttling baffle is arranged in an air inlet manifold, a flow sensor is required to be arranged in the air inlet manifold so as to monitor the air inflow of each cylinder in real time, and the air inlet flow is calibrated by adjusting the opening degree of the throttling baffle, so that the structural complexity of the air inlet communicating device is increased, and the cost of an air inlet system is increased. Due to the problems, the popularization and the application of the two schemes in practical engineering are limited.

Disclosure of Invention

For solving the problem that exists among the above-mentioned prior art, the utility model provides an improve intercommunication device that admits air of each jar of V type multi-cylinder engine, it has improved multi-cylinder engine's air intake system structure, is one kind and is applied to V type multi-cylinder engine, improves the intercommunication device that admits air of its each jar homogeneity, makes each jar of working property of V type multi-cylinder engine have better homogeneity, guarantees that the complete machine has good comprehensive properties, realizes better energy saving and emission reduction effect.

The utility model discloses an intake communicating device for improving the intake uniformity of each cylinder of a V-shaped multi-cylinder engine, which is characterized in that the intake communicating device comprises an intake manifold, a left intake manifold, a right intake manifold, a left intake communicating pipe, a right intake communicating pipe and a middle intake manifold; the left air inlet communicating pipe consists of an upper left air inlet communicating pipe and a lower left air inlet communicating pipe; the right air inlet communicating pipe consists of an upper right air inlet communicating pipe and a lower right air inlet communicating pipe;

the left air inlet manifold and the right air inlet manifold are arranged on the left side and the right side of the middle air inlet manifold, and the top ends of the left air inlet manifold, the right air inlet manifold and the middle air inlet manifold are communicated with an air inlet through the air inlet main pipe; the tail ends of the left air inlet manifold and the right air inlet manifold are respectively connected with the upper ends of the left upper air inlet communicating pipe and the right upper air inlet communicating pipe, and the tail end of the middle air inlet manifold is communicated with the left lower air inlet communicating pipe and the right lower air inlet communicating pipe; the tail ends of the left upper intake communicating pipe, the left lower intake communicating pipe, the right upper intake communicating pipe and the right lower intake communicating pipe are respectively communicated with the intake channels of one or more adjacent cylinders; the left side air intake manifold right side air intake manifold well air intake manifold with go up in a left side and admit air communicating pipe, go up in a right side and admit air communicating pipe down in a left side and admit air communicating pipe down in a right side and correspond and form the chamber of admitting air after the intercommunication, and control two adjacent about both sides about have between the chamber of admitting air and separate the fender structure, each other not communicate.

Further, at the air inlet, an acute angle is formed between two adjacent air inlet manifolds of the left air inlet manifold, the middle air inlet manifold and the right air inlet manifold.

Further, the acute angle is 60-80 degrees.

Further, the diameter of the middle intake manifold is smaller than that of the intake manifold and larger than that of the left intake manifold and that of the right intake manifold.

Further, the effective flow area of the middle intake manifold is the sum of the effective flow areas of the left and right intake manifolds.

Furthermore, the left and right sides of the air inlet communicating device are symmetrically arranged, and the distances from the air inlet to the corresponding cylinders are consistent.

Furthermore, the tail ends of the left air inlet manifold and the right air inlet manifold are respectively connected with the upper ends of the left upper air inlet communicating pipe and the right upper air inlet communicating pipe which are longitudinally and symmetrically arranged at the left side and the right side of the middle air inlet manifold, and the tail end of the middle air inlet manifold is communicated with the left lower air inlet communicating pipe and the right lower air inlet communicating pipe which are transversely arranged.

Furthermore, the left upper intake communicating pipe, the left lower intake communicating pipe, the right upper intake communicating pipe and the right lower intake communicating pipe are all inserted pipes which are respectively inserted into the intake channels corresponding to the cylinders to realize communication.

The utility model has the advantages that:

the utility model discloses a simple structure that adjacent chamber of admitting air does not communicate about the top and bottom for the process of admitting air in each chamber of admitting air is relatively independent and aerifys for its cylinder that corresponds alone, thereby can avoid "robbing gas" phenomenon and the interference problem of pressure wave of admitting air between the different cylinders. In addition, as the phase and amplitude of the pressure wave at the air inlet cavity tend to be consistent in the air inlet process of each cylinder, the consistency of the air inlet amount of each cylinder is ensured; the air intake circulation distance is obviously shortened, so that the air intake resistance can be reduced, the air intake amount of each cylinder is increased, and the engine has better comprehensive performance. Meanwhile, with the reduction of the air inlet unevenness of each cylinder, the excess air coefficient of each cylinder can be basically kept consistent, the engine is ensured to run under the target calibration working condition, and better combustion and emission performance is realized; the increase of the air input of each cylinder can effectively reduce the pumping loss and improve the dynamic property and the economical efficiency of the engine. Therefore, the utility model discloses can improve each jar of combustion homogeneity of engine at to a great extent, effectively promote the energy saving and emission reduction effect of engine. Furthermore, the utility model discloses an it is low with the maintenance cost to admit air the intercommunication device, utilizes and uses widely.

Drawings

FIG. 1 is a schematic diagram of a dual intake chamber intake manifold of a conventional V-type 8 cylinder engine;

fig. 2 is a schematic view of a multi-intake-chamber intake communication device for a V-type 8-cylinder engine according to the present invention;

fig. 3 is a schematic view of a multi-intake chamber intake communication device for a V-type 6-cylinder engine according to the present invention;

fig. 4 is a schematic diagram of an air inlet communication device for multiple air inlet cavities of a V-type 10-cylinder engine according to the present invention.

Wherein: 1-inlet manifold, 2-left inlet manifold, 3-right inlet manifold, 4-left inlet communicating pipe, 4.1-left upper inlet communicating pipe, 4.2-left lower inlet communicating pipe, 5-right inlet communicating pipe, 5.1-right upper inlet communicating pipe, 5.2-right lower inlet communicating pipe, 6-inlet and 7-middle inlet manifold.

Detailed Description

In order to make those skilled in the art better understand the technical solution of the present application, the present invention will be further described in detail with reference to the accompanying drawings and examples.

The terms of orientation such as up, down, left, right, front, and rear in the present specification are established based on the positional relationship shown in the drawings. The corresponding positional relationship may also vary depending on the drawings, and therefore, should not be construed as limiting the scope of protection.

The present invention relates to a portable electronic device, and more particularly, to a portable electronic device, which can be connected to a portable electronic device, and can be connected to a portable electronic device through a connection structure, such as a connector, a. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

The embodiment describes an air inlet communication device for improving the uniformity of air inlet of each cylinder of a V-shaped multi-cylinder engine, which is generally applicable to the V-shaped multi-cylinder engine and mainly used for solving the problem of non-uniformity of air inlet of each cylinder of the V-shaped multi-cylinder engine, so that the air inlet amount of each cylinder is basically kept consistent, the excess air coefficient of each cylinder is stabilized near a target value, and the air inlet communication device not only enables each cylinder to have better combustion uniformity, but also can ensure that each cylinder has better combustion and discharge performances.

The main improvement of the air inlet communicating device is that a middle air inlet manifold is added between a left air inlet manifold 2 and a right air inlet manifold 3 of an original air inlet system, and the left air inlet communicating pipe 4 and the right air inlet communicating pipe 5 are divided into two sections which are separated from each other up and down, wherein the upper sections of the left air inlet communicating pipe 4 and the right air inlet communicating pipe 5 are respectively communicated with the left air inlet manifold 2 and the right air inlet manifold 3, and the lower sections of the left air inlet communicating pipe 4 and the right air inlet communicating pipe 5 are respectively communicated with the tail end of the middle air inlet. Therefore, the double air inlet cavities of the original air inlet system are changed into four symmetrically distributed air inlet cavities.

As shown in fig. 2, the intake communicating device includes an intake manifold 1, a left intake manifold 2, a right intake manifold 3, a left upper intake communicating pipe 4.1, a left lower intake communicating pipe 4.2, a right upper intake communicating pipe 5.1, a right lower intake communicating pipe 5.2, and a middle intake manifold 7. The left intake manifold 2, the right intake manifold 3 and the middle intake manifold 7 are connected with an intake port 6 through an intake manifold 1, and the left intake manifold 2 and the right intake manifold 3 with the same diameter are arranged in bilateral symmetry on the middle intake manifold 7. Left side air intake manifold 2, right side air intake manifold 3's end respectively with vertical symmetry in the upper left air intake communicating pipe 4.1 of well air intake manifold 7 left and right sides, upper right air intake communicating pipe 5.1 upper end links to each other, well air intake manifold 7's end and the lower left air intake communicating pipe 4.2 that transversely sets up, the lower right air intake communicating pipe 5.2 is linked together, upper left air intake communicating pipe 4.1, lower left air intake communicating pipe 4.2, upper right air intake communicating pipe 5.1, the end of lower right air intake communicating pipe 5.2 is linked together with the intake duct of one or more adjacent cylinders respectively, and fix on the cylinder head. From this air intake manifold and left side upper air inlet communicating pipe 4.1, left side lower air inlet communicating pipe 4.2, upper right air inlet communicating pipe 5.1, right side lower air inlet communicating pipe 5.2 form the chamber of admitting air respectively, and four chambers of admitting air are linked together by well air intake manifold 7, and have between two adjacent chambers of admitting air about and have the fender structure, and each other intercommunication for each jar of intake air intracavity flow each other does not influence, and the phenomenon of multi-cylinder "robbing for gas" simultaneously can not appear. Thus, the plurality of mutually noninterference air inlet cavities form a total air inlet cavity.

Preferably, at the air inlet 6, the angle between two adjacent air inlet manifolds is 60-80 degrees, so that the bending radius of the air inlet manifolds is increased to reduce the resistance caused by bending.

In another implementation, at the air inlet 6, the diameter of the middle intake manifold 7 is smaller than the diameter of the intake manifold 1 and larger than the diameters of the left intake manifold 2 and the right intake manifold 3, and the diameters of the left upper intake communicating pipe 4.1 and the right upper intake communicating pipe 5.1 are the same and slightly smaller than the diameters of the left intake manifold 2 and the right intake manifold 3.

In another implementation, the left and right of the intake system are symmetrically arranged, the distances from the intake port 6 to the left and right corresponding cylinders are the same, and the effective flow area of the central intake manifold 7 is the sum of the effective flow areas of the left and right intake manifolds 2 and 3 by selecting the appropriate diameter size of the intake manifold because the diameter of the central intake manifold 7 is larger than the diameters of the left and right intake manifolds 2 and 3.

The intake air communication device of the present embodiment is applied to a V-type 8-cylinder engine, and the entire intake system is arranged in bilateral symmetry with the center intake manifold 7 as the center. The upper left air inlet communicating pipe 4.1, the lower left air inlet communicating pipe 4.2, the upper right air inlet communicating pipe 5.1 and the lower right air inlet communicating pipe 5.2 are inserted into the air inlet channels of the corresponding cylinders respectively to achieve communication. The tail end of each intake communicating pipe in the engine is respectively communicated with the intake ducts of two adjacent cylinders, namely, the tail end of a left upper intake communicating pipe 4.1 is communicated with cylinders C1 and C2, the tail end of a left lower intake communicating pipe 4.2 is communicated with cylinders C3 and C4, the tail end of a right upper intake communicating pipe 5.1 is communicated with cylinders C7 and C8, the tail end of a right lower intake communicating pipe 5.2 is communicated with cylinders C5 and C6, and an intake communicating pipe body is fixed on a flange surface on a cylinder head of the engine.

When the air-fuel hybrid vehicle works, fresh working medium gas (such as air and fuel mixture) enters the air inlet manifold 1 from the air inlet 6, namely enters the public air inlet cavity, then the air flow is divided into three paths and flows into the left, middle and right air inlet manifolds 2, 7 and 3 and the corresponding air inlet communicating pipes respectively, the air flow is filled in the whole air inlet system, and finally the air flow directly enters the corresponding air cylinders through the air inlet channels.

The communication device divides the whole air inlet system into four air inlet cavities which are symmetrically distributed and are communicated by the middle air inlet manifold 7. Due to the adoption of the symmetrically arranged air inlet cavities, when the air cylinders on the left side and the right side need to simultaneously inlet air, the pressure drop of the whole pipeline tends to be consistent, so that the air inlet amount of the symmetrical air cylinders also tends to be consistent. The two air inlet cavities which are adjacent up and down on the left side and the right side are not communicated, the flow in the air inlet cavities of the cylinders is not influenced mutually, when air is introduced, when the air cylinders in the non-same air inlet cavity are simultaneously introduced, the air inlet process of each air inlet cylinder is relatively independent, when the air valve of each cylinder is opened to start air inlet, the corresponding air inlet cavity immediately fills fresh working medium into the air inlet cavity, and the phenomenon of simultaneous 'air robbing' of multiple cylinders is avoided; when two adjacent cylinders in the same air inlet cavity simultaneously enter air, the air flow distance is short due to the fact that the distance between the cylinders is short, and the air flow pressure and fluctuation at the air inlet channel are basically the same, and the problem of air inlet robbery can be solved to the greatest extent. Because the air cylinder of admitting air can not receive the influence of other air inlet intracavity pressure waves, and the backward flow and the vortex in each air inlet chamber reduce, and the pressure fluctuation of each jar air admission communicating pipe, air inlet chamber also can reduce, so the air input of each jar is very close, and the homogeneity of admitting air is also better.

Preferably, the diameter of the intake manifold 1 in the engine is 1.6 times the diameter of the middle intake manifold 7, and the diameter of the middle intake manifold 7 is 1.3 times the diameter of the left and right intake manifolds 2 and 3, so that the effective flow area of the middle intake manifold 7 is the sum of the effective flow areas of the left and right intake manifolds 2 and 3.

As shown in fig. 3, the present embodiment is also applicable to a V-type 6-cylinder engine, and is different from the intake connecting device of a V-type 8-cylinder engine in that a blocking structure is provided between the cylinders C1 and C2, and between the cylinders C5 and C6, the ends of the left upper intake communicating pipe 4.1 and the right upper intake communicating pipe 5.1 are respectively communicated with the cylinder C1 and the cylinder C6, the end of the left lower intake communicating pipe 4.2 is communicated with the cylinders C2 and C3, and the end of the right lower intake communicating pipe 5.2 is communicated with the cylinders C4 and C5. The principle and the working process for solving the problem of non-uniformity of air intake of each cylinder are basically consistent with those of the air intake communication device applied to the V-shaped 8-cylinder engine, and are not described in detail herein.

As shown in fig. 4, the present embodiment is also applicable to a V-type 10-cylinder engine, and is different from the intake communication device of a V-type 8-cylinder engine in that a baffle structure is provided between the cylinders C3 and C4, and the cylinders C7 and C8, the end of the left upper intake communication pipe 4.1 communicates with the cylinders C1, C2, and C3, the end of the left lower intake communication pipe 4.2 communicates with the cylinders C4 and C5, the end of the right upper intake communication pipe 5.1 communicates with the cylinders C8, C9, and C10, and the end of the right lower intake communication pipe 5.2 communicates with the cylinders C6 and C7. The principle and the working process for solving the problem of non-uniformity of air intake of each cylinder are basically consistent with those of the air intake communication device applied to the V-shaped 8-cylinder engine, and are not described in detail herein.

In addition, if the air inlet communication device is applied to the scene with more cylinders, the number of the middle air inlet manifolds is only required to be increased, and then the number of the air inlet cavities is correspondingly increased, so that the principle is the same.

While the principles of the invention have been described in detail in connection with the preferred embodiments thereof, it will be understood by those skilled in the art that the above-described embodiments are merely illustrative of exemplary implementations of the invention and are not limiting of the scope of the invention. The details in the embodiments do not constitute the limitations of the scope of the present invention, and any obvious changes such as equivalent transformation, simple replacement, etc. based on the technical solution of the present invention all fall within the protection scope of the present invention without departing from the spirit and scope of the present invention.

Claims (8)

1. The air inlet communication device for improving the air inlet uniformity of each cylinder of the V-shaped multi-cylinder engine is characterized by comprising an air inlet main pipe (1), a left air inlet manifold (2), a right air inlet manifold (3), a left air inlet communication pipe (4), a right air inlet communication pipe (5) and a middle air inlet manifold (7); the left air inlet communicating pipe (4) consists of a left upper air inlet communicating pipe (4.1) and a left lower air inlet communicating pipe (4.2); the right air inlet communicating pipe (5) consists of a right upper air inlet communicating pipe (5.1) and a right lower air inlet communicating pipe (5.2);

the left air inlet manifold (2) and the right air inlet manifold (3) are arranged on the left side and the right side of the middle air inlet manifold (7), and the top ends of the left air inlet manifold (2), the right air inlet manifold (3) and the middle air inlet manifold (7) are communicated with an air inlet (6) through the air inlet main pipe (1); the tail ends of the left air inlet manifold (2) and the right air inlet manifold (3) are respectively connected with the upper ends of the left upper air inlet communicating pipe (4.1) and the right upper air inlet communicating pipe (5.1), and the tail end of the middle air inlet manifold (7) is communicated with the left lower air inlet communicating pipe (4.2) and the right lower air inlet communicating pipe (5.2); the tail ends of the left upper intake communicating pipe (4.1), the left lower intake communicating pipe (4.2), the right upper intake communicating pipe (5.1) and the right lower intake communicating pipe (5.2) are respectively communicated with the intake channels of one or more adjacent cylinders; left side air intake manifold (2) right side air intake manifold (3) well air intake manifold (7) with go up air communicating pipe (4.1) on a left side, go up air communicating pipe (5.1) on the right side down air intake communicating pipe (4.2) on the right side down air intake communicating pipe (5.2) correspond and form the chamber of admitting air after the intercommunication, and control both sides upper and lower adjacent two it separates the fender structure to have between the chamber of admitting air, each other not communicate.

2. The intake communication device for improving the intake uniformity of each cylinder of a V-type multi-cylinder engine according to claim 1, wherein an acute angle is formed between two adjacent intake manifolds of the left intake manifold (2), the middle intake manifold (7) and the right intake manifold (3) at the intake port (6).

3. The intake communication apparatus for improving intake uniformity of cylinders of a V-type multi-cylinder engine according to claim 2, wherein the acute angle is 60-80 degrees.

4. The intake communication device for improving the intake uniformity of each cylinder of a V-type multi-cylinder engine according to claim 1, wherein the diameter of the middle intake manifold (7) is smaller than the diameter of the intake manifold (1) and larger than the diameters of the left intake manifold (2) and the right intake manifold (3).

5. The intake communication apparatus for improving intake uniformity of cylinders of a V-type multi-cylinder engine according to claim 4, wherein the effective flow area of the middle intake manifold (7) is the sum of the effective flow areas of the left intake manifold (2) and the right intake manifold (3).

6. The intake communication device for improving the intake uniformity of each cylinder of a V-type multi-cylinder engine according to claim 1, wherein the intake communication device is arranged symmetrically left and right, and the distances from the intake port (6) to the left and right corresponding cylinders are consistent.

7. The intake communicating device for improving the intake uniformity of each cylinder of a V-type multi-cylinder engine according to claim 6, wherein the tail ends of the left intake manifold (2) and the right intake manifold (3) are respectively connected with the upper ends of the left upper intake communicating pipe (4.1) and the right upper intake communicating pipe (5.1) which are longitudinally symmetrical on the left side and the right side of the middle intake manifold (7), and the tail end of the middle intake manifold (7) is communicated with the left lower intake communicating pipe (4.2) and the right lower intake communicating pipe (5.2) which are transversely arranged.

8. The intake communicating device for improving the intake uniformity of each cylinder of a V-type multi-cylinder engine according to claim 1, wherein the left upper intake communicating pipe (4.1), the left lower intake communicating pipe (4.2), the right upper intake communicating pipe (5.1) and the right lower intake communicating pipe (5.2) are all inserted pipes which are respectively inserted into the intake passage corresponding to the cylinder to achieve communication.

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