WO2022012467A1 - 集成排气歧管及具有其的发动机、车辆 - Google Patents

集成排气歧管及具有其的发动机、车辆 Download PDF

Info

Publication number
WO2022012467A1
WO2022012467A1 PCT/CN2021/105762 CN2021105762W WO2022012467A1 WO 2022012467 A1 WO2022012467 A1 WO 2022012467A1 CN 2021105762 W CN2021105762 W CN 2021105762W WO 2022012467 A1 WO2022012467 A1 WO 2022012467A1
Authority
WO
WIPO (PCT)
Prior art keywords
manifold
section
point
exhaust
reference plane
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2021/105762
Other languages
English (en)
French (fr)
Inventor
纪雷
陈海龙
杨力镔
杨春玲
李腾飞
于鹏飞
马京卫
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
Original Assignee
Great Wall Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Publication of WO2022012467A1 publication Critical patent/WO2022012467A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector

Definitions

  • the present application relates to the technical field of engines, and in particular, to an integrated exhaust manifold, an engine and a vehicle having the same.
  • the cylinder head integrated exhaust manifold technology was born.
  • This technology can control the exhaust gas temperature within the acceptable temperature limit of the system components after the exhaust without enriching the mixture or slightly enriching the mixture in the high-speed and high-load operation area of the engine.
  • the integrated exhaust manifold can reduce the fuel consumption by 10% to 30% in this working area, which is one of the measures to reduce the carbon emission of the engine.
  • the cylinder head of the engine integrates the exhaust manifold, eliminating the need for the traditional exhaust manifold, which greatly saves the production cost and improves the competitiveness of the product.
  • the design of the integrated exhaust manifold in the related art mainly considers the space arrangement, the energy utilization rate of the high-temperature exhaust gas is low, and the exhaust performance of the integrated exhaust manifold is poor.
  • the present application aims to solve at least one of the technical problems existing in the prior art.
  • the present application proposes an integrated exhaust manifold, which is beneficial to reduce the flow resistance of the airflow at the confluence of the first manifold and the second manifold, and improve the energy utilization rate of high-temperature exhaust gas, thereby improving the integrated exhaust manifold.
  • Pipe exhaust performance is beneficial to reduce the flow resistance of the airflow at the confluence of the first manifold and the second manifold, and improve the energy utilization rate of high-temperature exhaust gas, thereby improving the integrated exhaust manifold.
  • the present application also proposes an engine with the above-mentioned integrated exhaust manifold.
  • the present application also proposes a vehicle having the above-mentioned engine.
  • the integrated exhaust manifold is integrated on the cylinder head of the engine, and the integrated exhaust manifold includes: a plurality of groups of cylinder exhaust pipes, a plurality of groups of the cylinder exhaust pipes The exhaust ends of the pipes converge to form an exhaust port, and at least one group of the cylinder exhaust pipes includes a first manifold and a second manifold, and the first manifold and the second manifold converge to form an exhaust port.
  • the central streamline of the first manifold is located outside the central streamline of the second manifold, wherein a plane perpendicular to the central streamline of the first manifold is taken as a reference plane, the reference The intersection of the plane and the central streamline of the first manifold is point a, the intersection of the reference plane and the central streamline of the second manifold is point b, and the point between the point a and the cylinder head The distance is greater than the distance between the point b and the cylinder head.
  • the center streamline of the first manifold is located outside the center streamline of the second manifold, and the distance between point a and the cylinder head is greater than point b and the cylinder head
  • the distance between the first manifold and the second manifold is beneficial to reduce the overlap of the cross-sections at the junction of the first manifold and the second manifold, and reduce the mutual interference of the airflow in the first manifold and the second manifold, thereby reducing the flow resistance at the junction. , improve the energy utilization rate of high-temperature exhaust gas, and then improve the exhaust performance of the integrated exhaust manifold and improve product competitiveness.
  • the first manifold includes a first branch section, a first confluence transition section and a first confluence section arranged in sequence in the flow direction of the airflow
  • the second manifold includes a The second branch pipe section, the second converging transition section and the second converging section are sequentially arranged in the flow direction of the air flow, and a gap is formed between the first branch pipe section and the second branch pipe section.
  • the reference plane passing through the first branch pipe section and the second branch pipe section is taken as a first reference plane, and the first reference plane and the center of the first branch pipe section
  • the intersection point of the streamlines is point a1
  • the intersection point of the first reference plane and the central streamline of the second branch pipe section is point b1
  • the height difference between the point a1 and the point b1 is H1.
  • the reference plane of the first merging transition section and the second merging transition section is a second reference plane, and the intersection of the second reference plane and the central streamline of the first merging transition section is point a2, and the The intersection of the second reference plane and the central streamline of the second confluence transition section is point b2, the height difference between the point a2 and the point b2 is H2, and H1 and H2 satisfy: H1>H2.
  • the reference plane passing through the first junction section and the second junction section is taken as a third reference plane, and the third reference plane is connected to the center of the first junction section
  • the intersection of the streamlines is point a3
  • the intersection of the third reference plane and the central streamline of the second confluence section is point b3
  • the height difference between the point a3 and the point b3 is H3, H1, H2, H3 satisfies: H1>H2>H3.
  • the rate of change of curvature of the central streamline of the first manifold is smaller than the rate of change of curvature of the central streamline of the second manifold.
  • the curvature K1 at the a1 and the curvature K2 at the b1 satisfy: 1 ⁇ K2/K1 ⁇ 3.
  • the downstream end of the first branch pipe section and the downstream end of the second branch pipe section are connected by a transition structure, and in the flow direction of the airflow, the transition structure faces away from the The direction of the central streamline of the first branch pipe section extends, and the curvature of the transition structure is greater than the curvature of the connection between the first branch pipe section and the transition structure.
  • the cross section of the first manifold on the reference plane is formed in an oval shape
  • the cross section of the second manifold on the reference plane is formed in an oval shape
  • the first manifold is formed in an oval shape.
  • the cross-section of a manifold on the reference plane and the cross-section of the second manifold on the reference plane are arranged asymmetrically.
  • the cylinder exhaust pipes are four and are respectively a first cylinder exhaust pipe, a second cylinder exhaust pipe, a third cylinder exhaust pipe and a fourth cylinder exhaust pipe arranged in sequence.
  • the exhaust port is located between the second cylinder exhaust pipe and the third cylinder exhaust pipe.
  • An engine according to an embodiment of the present application includes a cylinder head and the above-mentioned integrated exhaust manifold.
  • the engine of the embodiment of the present application by arranging the above-mentioned integrated exhaust manifold, it is beneficial to reduce the overlap of the cross-sections at the junction of the first manifold and the second manifold, and reduce the amount of exhaust gas in the first manifold and the second manifold.
  • the mutual interference of the airflow reduces the flow resistance at the junction, improves the energy utilization rate of the high-temperature exhaust gas, and then improves the exhaust performance of the integrated exhaust manifold, which is beneficial to improve the overall performance of the engine.
  • a vehicle according to an embodiment of the present application includes: the above-mentioned engine.
  • the energy utilization rate of the high-temperature exhaust gas can be improved, the exhaust performance of the integrated exhaust manifold can be improved, and the overall performance of the vehicle can be improved.
  • FIG. 1 is a schematic structural diagram of an exhaust manifold according to an embodiment of the present application.
  • Fig. 2 is the enlarged schematic diagram of A place in Fig. 1;
  • Fig. 3 is the schematic diagram of the section obtained by the first reference plane m1 in Fig. 2;
  • Fig. 4 is the schematic diagram of the section obtained by the second reference plane m2 in Fig. 2;
  • FIG. 5 is a schematic diagram of a cross section taken by the third reference plane m3 in FIG. 2 .
  • cylinder exhaust pipe 1 first cylinder exhaust pipe 11; second cylinder exhaust pipe 12; third cylinder exhaust pipe 13; fourth cylinder exhaust pipe 14; exhaust port 15;
  • the integrated exhaust manifold 100 is integrated on a cylinder head of an engine (not shown in the figure), and the integrated exhaust manifold 100 includes a plurality of cylinder banks Air pipe 1, the exhaust ends of a plurality of cylinder exhaust pipes 1 converge to form an exhaust port 15, at least one cylinder exhaust pipe 1 includes a first manifold 2 and a second manifold 3, the first manifold 2 and the first The two manifolds 3 converge into one exhaust passage 4 .
  • the central streamline n1 of the first manifold 2 is located outside the central streamline n2 of the second manifold 3 , and it should be noted that it is far from the center of the integrated exhaust manifold 100 . In other words, the central streamline n1 of the first manifold 2 is located farther away from the integrated exhaust manifold 100 than the central streamline n2 of the second manifold 3 side of the center.
  • each cylinder exhaust pipe 1 there are four cylinder exhaust pipes 1 , which are the first cylinder exhaust pipe 11 , the second cylinder exhaust pipe 12 , the third cylinder exhaust pipe 13 and the fourth cylinder bank, which are arranged in sequence.
  • the air pipe 14, the downstream end of the exhaust pipe 1 of each cylinder includes two branch pipes, the engine has four cylinders, and each cylinder is provided with two exhaust valves, and the two exhaust valves of each cylinder are respectively connected with the exhaust valve.
  • the starting ends of the two branch pipes of the corresponding cylinder exhaust pipes 1 are connected, the two branch pipes converge to form an exhaust passage 4 , and the exhaust ends of the four cylinder exhaust pipes 1 converge to form an exhaust port 15 .
  • the cylinder exhaust pipe 1 shown in this embodiment takes the first cylinder exhaust pipe 11 on the far left as an example, the second cylinder exhaust pipe 12 , the third cylinder exhaust pipe 13 and the fourth cylinder exhaust pipe 14 It can be set with reference to the first cylinder exhaust pipe 11 .
  • the cylinder exhaust pipe 1 located on the far left includes a first manifold 2 and a second manifold 3, and the first manifold 2 and the second manifold 3 converge to form an exhaust passage 4, and the The center streamline n1 is located outside the center streamline n2 of the second manifold 3 .
  • the plane perpendicular to the central streamline n1 of the first manifold 2 is taken as the reference plane, and the intersection of the reference plane and the central streamline n1 of the first manifold 2 is the point a.
  • the intersection of the plane and the center streamline n2 of the second manifold 3 is point b, and the distance between point a and the cylinder head is greater than the distance between point b and the cylinder head.
  • the center streamline n1 of the first manifold 2 is located outside the center streamline n2 of the second manifold 3, and between the point a and the cylinder head
  • the distance between the point b and the cylinder head is greater than the distance between the point b and the cylinder head, which is beneficial to reduce the overlap of the cross-sections at the junction of the first manifold 2 and the second manifold 3, and reduce the
  • the mutual interference of the airflows reduces the flow resistance at the confluence, improves the energy utilization rate of the high-temperature exhaust gas, and further improves the exhaust performance of the integrated exhaust manifold 100 and improves the competitiveness of the products.
  • the first manifold 2 includes a first branch pipe section 21, a first converging transition section 22 and a first converging section 23 arranged in sequence in the flow direction of the airflow
  • the second manifold 3 includes a second branch pipe section 31 , a second converging transition section 32 and a second converging section 33 arranged in sequence in the flow direction of the airflow, and there is a gap between the first branch pipe section 21 and the second branch pipe section 31 .
  • the central streamline of the first branch pipe section 21 is higher than the central streamline of the second branch pipe section 31
  • the height of the central streamline of the first confluence transition section 22 is higher than the central streamline of the second confluence transition section 32
  • the first The height of the central streamline of the confluence section 23 is higher than the height of the central streamline of the second confluence section 33, which is beneficial to reduce the overlap of the cross-sections at the confluence of the first manifold 2 and the second manifold 3, and the airflow flows through the
  • the first confluence transition section 22 and the second confluence transition section 32 gradually converge, which can further reduce the mutual interference of the airflow in the first manifold 2 and the second manifold 3, thereby reducing the flow resistance at the confluence and improving
  • the reference plane passing through the first branch pipe section 21 and the second branch pipe section 31 is the first reference plane m1 , and the first reference plane m1 and the first branch pipe
  • the intersection of the central streamline of the segment 21 is point a1
  • the intersection of the first reference plane m1 and the central streamline of the second branch pipe segment 31 is point b1
  • the height difference between point a1 and point b1 is H1
  • the reference plane passing through the first merging transition section 22 and the second merging transition section 32 as the second reference plane m2
  • the intersection of the second reference plane m2 and the central streamline of the first merging transition section 22 is the point a2
  • the second reference The intersection of the plane m2 and the center streamline of the second confluence transition section 32 is point b2
  • the height difference between point a2 and point b2 is H2
  • H1 and H2 satisfy: H1>H2.
  • H1 is not more than 50% of the exhaust valve diameter and not less than 20% of the exhaust valve diameter, in other words, H1 is between 20% and 50% of the exhaust valve diameter.
  • H1 may take a value of 21%, 25%, 30%, 35%, 40%, 45%, or 50% of the exhaust valve diameter, etc. Therefore, it is beneficial to ensure that the air flow velocity difference in the first branch pipe section 21 and the second branch pipe section 31 is not too large, which is beneficial to reduce the fluctuation of the air flow, and is beneficial to reduce the difficulty of forming.
  • the reference plane passing through the first confluence section 23 and the second confluence section 33 is the third reference plane m3, and the intersection of the third reference plane m3 and the central streamline of the first confluence section 23 is Point a3, the intersection of the third reference plane m3 and the center streamline of the second confluence section 33 is point b3, the height difference between point a3 and point b3 is H3, H1, H2, H3 satisfy: H1>H2>H3. It can be understood that by gradually decreasing H1, H2, and H3, it is beneficial to further ensure that the gas with higher flow velocity in the center of the first manifold 2 and the second manifold 3 will not form a significant velocity difference, which can reduce the gas flow. Fluctuation does not affect the flow capacity of the airflow, reduces the energy loss of the airflow, and improves the utilization rate of the airflow.
  • the curvature change rate of the center streamline n1 of the first manifold 2 is smaller than the curvature change rate of the center streamline n2 of the second manifold 3 .
  • the curvature of the first manifold 2 along the central streamline n1 is relatively smooth, the curvature of the central streamline n1 of the first manifold 2 in the section a1-a3 is basically unchanged, and the second manifold 3 along the The curvature of the central streamline n2 changes obviously, and the central streamline n2 of the second manifold 3 changes in a proportional trend. Therefore, it is beneficial to reduce the pressure loss along the way when the air flows in the first manifold 2 and the second manifold 3, and make the air flow more smoothly.
  • the curvature K1 at a1 and the curvature K2 at b1 satisfy: 1 ⁇ K2/K1 ⁇ 3.
  • K2/K1 can take any value from 1 to 3.
  • K2/K1 may be 1.1, 1.2, 1.3, 1.4, 1.5, 1.6, 1.7, 1.8, 1.9, 2, 2.3, 2.5, 2.6, 2.7, 2.8, 2.9, etc.
  • the curvature of the central streamline n1 near a1 can be made similar to the curvature of the central streamline n2 near b1, and the curvature of the central streamline n2 near b1 is slightly larger, which is beneficial to further reduce the airflow in the first
  • the pressure loss along the process of the first manifold 2 and the second manifold 3 makes the air flow more smooth.
  • the downstream end of the first branch pipe section 21 and the downstream end of the second branch pipe section 31 are connected by a transition structure 5 .
  • the transition structure 5 Extending in a direction away from the central streamline of the first branch pipe section 21 , the curvature of the transition structure 5 is greater than the curvature of the connection of the first branch pipe section 21 with the transition structure 5 .
  • the transition structure 5 is generally formed in a circular arc shape, and the curvature of the transition structure 5 is greater than the curvature of the connection between the first branch pipe section 21 and the transition structure 5 .
  • transition structure 5 has an obvious lifting effect on the air flow out of the first branch pipe section 21, which can guide the air flow of the first manifold 2 to flow upward, and reduce the air flow of the first manifold 2 and the second manifold. Tube 3 possible.
  • the cross-section of the first manifold 2 on the reference plane is formed as an ellipse
  • the cross-section of the second manifold 3 on the reference plane is formed as an ellipse
  • the cross section of the first manifold 2 on the reference plane and the cross section of the second manifold 3 on the reference plane are arranged asymmetrically. For example. As shown in FIG.
  • the cross section of the first manifold 2 on the second reference plane m2 is formed into an oval shape
  • the cross section of the second manifold 3 on the second reference plane m2 is formed into an oval shape
  • the first manifold 2 and The height of the cross-section at the junction of the second manifold 3 is less than the length of the minor axis of any elliptical cross-section
  • the cross-section of the first manifold 2 on the second reference plane m2 and the second manifold 3 on the second reference Sections on plane m2 are set asymmetrically. Therefore, it is beneficial to further reduce the overlap of the cross-sections at the confluence, and reduce the mutual interference of the various branch airflows.
  • the cylinder exhaust pipe 1 includes a first cylinder exhaust pipe 11 , a second cylinder exhaust pipe 12 , a third cylinder exhaust pipe 13 and a first cylinder exhaust pipe 11 arranged in sequence.
  • the four-cylinder exhaust pipe 14 and the exhaust port 15 are located between the second-cylinder exhaust pipe 12 and the third-cylinder exhaust pipe 13 . Therefore, it is beneficial to ensure the consistency of exhaust gas of each cylinder and improve the exhaust performance of the integrated exhaust manifold 100 .
  • an engine according to an embodiment of the present application includes a cylinder head and an integrated exhaust manifold 100 according to the above-mentioned embodiment of the present application.
  • the integrated exhaust manifold 100 by arranging the integrated exhaust manifold 100 according to the above-mentioned embodiment of the present application, it is beneficial to reduce the overlap of the cross-sections at the junction of the first manifold 2 and the second manifold 3, and reduce the number of first and second manifolds.
  • the mutual interference of the airflows in the manifold 2 and the second manifold 3 reduces the flow resistance at the junction, improves the energy utilization rate of the high-temperature exhaust gas, and further improves the exhaust performance of the integrated exhaust manifold 100, which is beneficial to improve the the overall performance of the engine.
  • the vehicle according to the embodiment of the present application includes: the engine according to the above-mentioned embodiment of the present application.
  • the energy utilization rate of the high-temperature exhaust gas can be improved, the exhaust performance of the integrated exhaust manifold can be improved, and the overall performance of the vehicle can be improved.
  • first and second are only used for descriptive purposes, and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, a feature defined as “first” or “second” may expressly or implicitly include one or more of that feature.
  • plurality means two or more, unless otherwise expressly and specifically defined.
  • the terms “installed”, “connected”, “connected”, “fixed” and other terms should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection , or integrated; it can be a mechanical connection, an electrical connection, or a communication; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of two elements or the interaction between the two elements. .
  • installed may be a fixed connection or a detachable connection , or integrated; it can be a mechanical connection, an electrical connection, or a communication; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of two elements or the interaction between the two elements.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)

Abstract

一种集成排气歧管（100）及具有其的发动机、车辆，集成排气歧管（100）包括：多个缸排气管（1），至少一个缸排气管（1）包括第一歧管（2）和第二歧管（3），第一歧管（2）和第二歧管（3）汇聚成一路排气通道（4），其中，参考平面与第一歧管（2）的中心流线（n1）的交点为点a，参考平面与第二歧管（3）的中心流线（n2）的交点为点b，点a与气缸盖之间的距离大于点b与气缸盖之间的距离。

Description

集成排气歧管及具有其的发动机、车辆
相关申请的交叉引用
本申请基于申请号为202010679829.4，申请日为2020年7月15日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及发动机技术领域，尤其是涉及一种集成排气歧管及具有其的发动机、车辆。
背景技术
目前，汽车的排放法规越来越严格，汽车市场的竞争压力越来越大；为满足排放要求、降低整机的生产成本，气缸盖集成排气歧管技术孕育而生。此项技术可以在发动机高速高负荷运转区域不加浓混合气或轻微加浓混合气的前提下，将排气温度控制在排气后系统零部件可接受的温度限值内。相较于之前单纯依靠加浓混合气来限制排温的方式，集成排气歧管在此工作区域可以降低10％～30％的油耗，是实现发动机降低碳排放的举措之一。同时，发动机的缸盖集成排气歧管，省去了传统的排气歧管，大大节省的生产成本，提高产品的竞争力。
然而相关技术中的集成排气歧管设计，主要考虑的是空间布置，高温废气的能量利用率低，集成排气歧管的排气性能差。
发明内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请提出了一种集成排气歧管，有利于减少气流在第一歧管和第二歧管的汇合处的流动阻力，提高高温废气的能量利用率，从而提高集成排气歧管的排气性能。
本申请还提出了一种具有上述集成排气歧管的发动机。
本申请还提出了一种具有上述发动机的车辆。
根据本申请实施例的集成排气歧管，所述集成排气歧管集成在发动机的气缸盖上，所述集成排气歧管包括：多组缸排气管，多组所述缸排气管的排气端汇聚成一个排气口，至少一组所述缸排气管包括第一歧管和第二歧管，所述第一歧管和所述第二歧管汇聚成一路排气通道，所述第一歧管的中心流线位于所述第二歧管的中心流线的外侧，其中，以垂直于所述第一歧管的中心流线的平面为参照平面，所述参考平面与所述第一歧管的中心流线的交点为点 a，所述参考平面与所述第二歧管的中心流线的交点为点b，所述点a与所述气缸盖之间的距离大于所述点b与所述气缸盖之间的距离。
根据本申请实施例的集成排气歧管，通过使得第一歧管的中心流线位于第二歧管的中心流线的外侧，且点a与气缸盖之间的距离大于点b与气缸盖之间的距离，有利于使得第一歧管和第二歧管的汇合处横截面的重叠减少，减少第一歧管和第二歧管内的气流的相互干扰，从而减小汇合处的流动阻力，提高高温废气的能量利用率，进而提高集成排气歧管的排气性能、提高产品竞争力。
在本申请的一些实施例中，所述第一歧管包括在气流的流动方向上依次排布的第一分管段、第一汇合过渡段和第一汇合段，所述第二歧管包括在气流的流动方向上依次排布的第二分管段、第二汇合过渡段和第二汇合段，所述第一分管段和所述第二分管段之间具有间隙。
在本申请的一些实施例中，以过所述第一分管段和所述第二分管段的所述参考平面为第一参考平面，所述第一参考平面与所述第一分管段的中心流线的交点为点a1，所述第一参考平面与所述第二分管段的中心流线的交点为点b1，所述点a1与所述点b1的高度差为H1，以过所述第一汇合过渡段和所述第二汇合过渡段的所述参考平面为第二参考平面，所述第二参考平面与所述第一汇合过渡段的中心流线的交点为点a2，所述第二参考平面与所述第二汇合过渡段的中心流线的交点为点b2，所述点a2与所述点b2的高度差为H2，H1、H2满足：H1＞H2。
在本申请的一些实施例中，以过所述第一汇合段和所述第二汇合段的所述参考平面为第三参考平面，所述第三参考平面与所述第一汇合段的中心流线的交点为点a3，所述第三参考平面与所述第二汇合段的中心流线的交点为点b3，所述点a3与所述点b3的高度差为H3，H1、H2、H3满足：H1＞H2＞H3。
在本申请的一些实施例中，所述第一歧管的中心流线的曲率变化率小于第二歧管的中心流线的曲率变化率。
在本申请的一些实施例中，所述a1处的曲率K1和所述b1处的曲率K2满足：1＜K2/K1＜3。
在本申请的一些实施例中，所述第一分管段的下游端和所述第二分管段的下游端之间通过过渡结构相连，在气流的流动方向上，所述过渡结构朝向远离所述第一分管段的中心流线的方向延伸，所述过渡结构的曲率大于所述第一分管段的与所述过渡结构的连接处的曲率。
在本申请的一些实施例中，所述第一歧管在所述参考平面上的截面形成为椭圆形，所述第二歧管在所述参考平面上的截面形成为椭圆形，所述第一歧管在所述参考平面上的截面和所述第二歧管在所述参考平面上的截面非对称设置。
在本申请的一些实施例中，所述缸排气管为四个且分别为依次排列的第一缸排气管、第二缸排气管、第三缸排气管和第四缸排气管，所述排气口位于所述第二缸排气管和所述第三缸排气管之间。
根据本申请实施例的发动机，包括：气缸盖和上述的集成排气歧管。
根据本申请实施例的发动机，通过设置上述的集成排气歧管，有利于使得第一歧管和第二歧管的汇合处横截面的重叠减少，减少第一歧管和第二歧管内的气流的相互干扰，从而减小汇合处的流动阻力，提高高温废气的能量利用率，进而提高集成排气歧管的排气性能，进而有利于提高发动机的整体性能。
根据本申请实施例的车辆，包括：上述的发动机。
根据本申请实施例的车辆，通过设置上述的发动机，可以提高高温废气的能量利用率，提升集成排气歧管的排气性能，进而有利于提高车辆的整体性能。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本申请一个实施例的排气歧管的结构示意图；
图2是图1中A处的放大示意图；
图3是图2中第一参考平面m1所截得的截面的示意图；
图4是图2中第二参考平面m2所截得的截面的示意图；
图5是图2中第三参考平面m3所截得的截面的示意图。
附图标记：
集成排气歧管100；
缸排气管1；第一缸排气管11；第二缸排气管12；第三缸排气管13；第四缸排气管14；排气口15；
第一歧管2；第一分管段21；第一汇合过渡段22；第一汇合段23；
第二歧管3；第二分管段31；第二汇合过渡段32；第二汇合段33；
排气通道4；
过渡结构5。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
下文的公开提供了许多不同的实施例或例子用来实现本申请的不同结构。为了简化本申请的公开，下文中对特定例子的部件和设置进行描述。当然，它们仅仅为示例，并且目的不在于限制本申请。此外，本申请可以在不同例子中重复参考数字和/或字母。这种重复是为了简化和清楚的目的，其本身不指示所讨论各种实施例和/或设置之间的关系。此外，本申请提供了的各种特定的工艺和材料的例子，但是本领域普通技术人员可以意识到其他工艺的可应用于性和/或其他材料的使用。
参照图1所示，根据本申请实施例的集成排气歧管100，集成排气歧管100集成在发动机(图未示出)的气缸盖上，集成排气歧管100包括多个缸排气管1，多个缸排气管1的排气端汇聚成一个排气口15，至少一个缸排气管1包括第一歧管2和第二歧管3，第一歧管2和第二歧管3汇聚成一路排气通道4，第一歧管2的中心流线n1位于第二歧管3的中心流线n2的外侧，需要说明的是，远离集成排气歧管100的中心的方向为外，靠近集成排气歧管100的中心的方向为内，换言之，第一歧管2的中心流线n1位于第二歧管3的中心流线n2的远离集成排气歧管100中心的一侧。
例如，如图1所示，缸排气管1为四个且分别为依次排列的第一缸排气管11、第二缸排气管12、第三缸排气管13和第四缸排气管14，每个缸排气管1的下游端均包括两个分管路，发动机有四个气缸，每个气缸上设有两个排气门，每个气缸的两个排气门分别与相应的缸排气管1的两个分管路的起始端连通，两个分管路汇聚成一路排气通道4，四个缸排气管1的排气端汇聚成一个排气口15。
本实施例所示的缸排气管1以位于最左侧的第一缸排气管11为例，第二缸排气管12、第三缸排气管13和第四缸排气管14可以参照第一缸排气管11而设置。其中，位于最左侧的缸排气管1包括第一歧管2和第二歧管3，第一歧管2和第二歧管3汇聚成一路排气通道4，第一歧管2的中心流线n1位于第二歧管3的中心流线n2的外侧。可以理解的是，在集成排气歧管100工作时，同一气缸上的分管路先汇聚成一路排气通道4，然后四个排气通道4再汇聚到排气口15，最后通过排气口15流向增压器(图未示出)的涡旋机。
其中，参照图2-图5所示，以垂直于第一歧管2的中心流线n1的平面为参照平面，参考平面与第一歧管2的中心流线n1的交点为点a，参考平面与第二歧管3的中心流线n2的交点为点b，点a与气缸盖之间的距离大于点b与气缸盖之间的距离。
可以理解的是，通过使得第一歧管2的中心流线n1位于第二歧管3的中心流线n2的外侧，且点a与气缸盖之间的距离大于点b与气缸盖之间的距离，有利于使得第一歧管2和第二歧管3的汇合处横截面的重叠减少，减少第一歧管2和第二歧管3内的气流的相互干扰，从而减小汇合处的流动阻力，提高高温废气的能量利用率，进而提高集成排气歧管100的排气性能、提高产品竞争力。
鉴于此，根据本申请实施例的集成排气歧管100，通过使得第一歧管2的中心流线n1位于第二歧管3的中心流线n2的外侧，且点a与气缸盖之间的距离大于点b与气缸盖之间的距离，有利于使得第一歧管2和第二歧管3的汇合处横截面的重叠减少，减少第一歧管2和第二歧管3内的气流的相互干扰，从而减小汇合处的流动阻力，提高高温废气的能量利用率，进而提高集成排气歧管100的排气性能、提高产品竞争力。
在本申请的一些实施例中，如图2所示，第一歧管2包括在气流的流动方向上依次排布的第一分管段21、第一汇合过渡段22和第一汇合段23，第二歧管3包括在气流的流动方向上依次排布的第二分管段31、第二汇合过渡段32和第二汇合段33，第一分管段21和第二分管段31之间具有间隙。
可以理解的是，参照图1和图2所示，同一气缸的两个排气门内的气流分别通过第一分管段21和第二分管段31流向第一汇合过渡段22和第二汇合过渡段32，并在第一汇合过渡段22和第二汇合过渡段32逐步交汇，最后分别流入第一汇合段23和第二汇合段33构成的一路排气通道4，其中，在气流的流动方向上，第一分管段21的中心流线高于第二分管段31的中心流线，第一汇合过渡段22的中心流线的高度高于第二汇合过渡段32的中心流线，第一汇合段23的中心流线的高度高于第二汇合段33的中心流线的高度，有利于减少第一歧管2和第二歧管3的汇合处横截面的重叠，且气流在流经第一汇合过渡段22和第二汇合过渡段32时逐步交汇，可以进一步减少第一歧管2和第二歧管3内的气流的相互干扰，从而减小汇合处的流动阻力，提高高温废气的能量利用率，进而提高集成排气歧管100的排气性能。
在本申请的一些实施例中，如图2和图3所示，以过第一分管段21和第二分管段31的参考平面为第一参考平面m1，第一参考平面m1与第一分管段21的中心流线的交点为点a1，第一参考平面m1与第二分管段31的中心流线的交点为点b1，点a1与点b1的高度差为H1，如图4所示，以过第一汇合过渡段22和第二汇合过渡段32的参考平面为第二参考平面m2，第二参考平面m2与第一汇合过渡段22的中心流线的交点为点a2，第二参考平面m2与第二汇合过渡段32的中心流线的交点为点b2，点a2与点b2的高度差为H2，H1、H2满足：H1＞H2。
可以理解的是，通过使得H1＞H2，一方面可以有效的减小同一平面的重合面积，减少第一歧管2和第二歧管3中排气的相互影响，另一方面可以保证第一歧管2和第二歧管3的中心较高流速的气体不会形成明显的速度差，有利于防止气旋的形成，可减小气流的波动，不影响气流的流通能力，减小气流的能量损失，提高气流的利用率。
在本申请的一些实施例中，H1不超过排气门直径的50％，且不小于排气门直径的20％，换言之，H1介于排气门直径的20％到50％之间。例如，H1可以取值为排气门直径的21％、25％、30％、35％、40％、45％或50％等。由此，有利于保证第一分管段21和第二分管段31内的气流流速相差不至于过大，有利于减少气流的波动，且有利于降低成型难度。
进一步地，如图5所示，以过第一汇合段23和第二汇合段33的参考平面为第三参考平面m3，第三参考平面m3与第一汇合段23的中心流线的交点为点a3，第三参考平面m3与第二汇合段33的中心流线的交点为点b3，点a3与点b3的高度差为H3，H1、H2、H3满足：H1＞H2＞H3。可以理解的是，通过使得H1、H2、H3逐步递减，有利于进一步保证第一歧管2和第二歧管3的中心较高流速的气体不会形成明显的速度差，可减小气流的波动，不影响气流的流通能力，减小气流的能量损失，提高气流的利用率。
在本申请的一些实施例中，参照图2所示，第一歧管2的中心流线n1的曲率变化率小于第二歧管3的中心流线n2的曲率变化率。例如，如图2所示，第一歧管2的沿中心流线n1曲率变化比较平滑，第一歧管2中心流线n1在a1-a3段的曲率基本不变，第二歧管3沿中心流线n2的曲率变化比较明显，第二歧管3的中心流线n2成正比例趋势变化。由此，有利于降低气流在第一歧管2和第二歧管3中流通时的沿程压力损失，使气流流通更平顺。
在本申请的一些实施例中，如图2所示，a1处的曲率K1和b1处的曲率K2满足：1＜K2/K1＜3。换言之，K2/K1可以取1-3中的任意一值。例如，K2/K1可以为1.1、1.2、1.3、1.4、1.5、1.6、1.7、1.8、1.9、2、2.3、2.5、2.6、2.7、2.8、2.9等。由此，可使得a1处附近的中心流线n1的曲率与b1处附近的中心流线n2的曲率相近，且b1处附近的中心流线n2的曲率略大，从而有利于进一步降低气流在第一歧管2和第二歧管3中流通时的沿程压力损失，使气流流通更平顺。
在本申请的一些实施例中，参照图2所示，第一分管段21的下游端和第二分管段31的下游端之间通过过渡结构5相连，在气流的流动方向上，过渡结构5朝向远离第一分管段21的中心流线的方向延伸，过渡结构5的曲率大于第一分管段21的与过渡结构5的连接处的曲率。例如，如图2所示，过渡结构5大体形成为圆弧形，且过渡结构5的曲率大于第一分管段21的与过渡结构5的连接处的曲率。可以理解的是，过渡结构5对第一分管段21流出的气流有明显的上托的作用，可引导第一歧管2的气流向上流动，减小第一歧管2的气流 逆流第二歧管3的可能。
在本申请的一些实施例中，参图3和图4所示，第一歧管2在参考平面上的截面形成为椭圆形，第二歧管3在参考平面上的截面形成为椭圆形，第一歧管2在参考平面上的截面和第二歧管3在参考平面上的截面非对称设置。例如。如图4所示，第一歧管2在第二参考平面m2上的截面形成为椭圆形，第二歧管3在第二参考平面m2上的截面形成为椭圆形，第一歧管2和第二歧管3的汇合处的截面的高度小于任一个椭圆形的截面的短轴的长度，且第一歧管2在第二参考平面m2上的截面和第二歧管3在第二参考平面m2上的截面非对称设置。由此，有利于进一步减小汇合处横截面的重叠，减小各支气流的相互干扰。
在本申请的一些实施例中，如图1所示，缸排气管1包括设置依次排列的第一缸排气管11、第二缸排气管12、第三缸排气管13和第四缸排气管14，排气口15位于第二缸排气管12和第三缸排气管13之间。从而有利于保证各缸排气的一致性，提高集成排气歧管100的排气性能。
参照图1所示，根据本申请实施例的发动机，包括：气缸盖和根据本申请上述实施例的集成排气歧管100。
根据本申请实施例的发动机，通过设置根据本申请上述实施例的集成排气歧管100，有利于使得第一歧管2和第二歧管3的汇合处横截面的重叠减少，减少第一歧管2和第二歧管3内的气流的相互干扰，从而减小汇合处的流动阻力，提高高温废气的能量利用率，进而提高集成排气歧管100的排气性能，进而有利于提高发动机的整体性能。
根据本申请实施例的车辆，包括：根据本申请上述实施例的发动机。
根据本申请实施例的车辆，通过设置根据本申请上述实施例的发动机，可以提高高温废气的能量利用率，提升集成排气歧管的排气性能，进而有利于提高车辆的整体性能。
根据本申请实施例的发动机的其他构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
在本申请的描述中，需要理解的是，术语“中心”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，“多个”的含义是两个或两个 以上，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接，还可以是通信；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (11)

  1. 一种集成排气歧管，其中，所述集成排气歧管集成在发动机的气缸盖上，所述集成排气歧管包括：
    多个缸排气管，多个所述缸排气管的排气端汇聚成一个排气口，至少一个所述缸排气管包括第一歧管和第二歧管，所述第一歧管和所述第二歧管汇聚成一路排气通道，所述第一歧管的中心流线位于所述第二歧管的中心流线的外侧，
    其中，以垂直于所述第一歧管的中心流线的平面为参照平面，所述参考平面与所述第一歧管的中心流线的交点为点a，所述参考平面与所述第二歧管的中心流线的交点为点b，所述点a与所述气缸盖之间的距离大于所述点b与所述气缸盖之间的距离。
  2. 根据权利要求1所述的集成排气歧管，其中，所述第一歧管包括在气流的流动方向上依次排布的第一分管段、第一汇合过渡段和第一汇合段，所述第二歧管包括在气流的流动方向上依次排布的第二分管段、第二汇合过渡段和第二汇合段，所述第一分管段和所述第二分管段之间具有间隙。
  3. 根据权利要求2所述的集成排气歧管，其中，以过所述第一分管段和所述第二分管段的所述参考平面为第一参考平面，所述第一参考平面与所述第一分管段的中心流线的交点为点a1，所述第一参考平面与所述第二分管段的中心流线的交点为点b1，所述点a1与所述点b1的高度差为H1，
    以过所述第一汇合过渡段和所述第二汇合过渡段的所述参考平面为第二参考平面，所述第二参考平面与所述第一汇合过渡段的中心流线的交点为点a2，所述第二参考平面与所述第二汇合过渡段的中心流线的交点为点b2，所述点a2与所述点b2的高度差为H2，H1、H2满足：H1＞H2。
  4. 根据权利要求3所述的集成排气歧管，其中，以过所述第一汇合段和所述第二汇合段的所述参考平面为第三参考平面，所述第三参考平面与所述第一汇合段的中心流线的交点为点a3，所述第三参考平面与所述第二汇合段的中心流线的交点为点b3，所述点a3与所述点b3的高度差为H3，H1、H2、H3满足：H1＞H2＞H3。
  5. 根据权利要求1-4中任一项所述的集成排气歧管，其中，所述第一歧管的中心流线的曲率变化率小于所述第二歧管的中心流线的曲率变化率。
  6. 根据权利要求3所述的集成排气歧管，其中，所述a1处的曲率K1和所述b1处的曲率K2满足：1＜K2/K1＜3。
  7. 根据权利要求2所述的集成排气歧管，其中，所述第一分管段的下游端和所述第二分管段的下游端之间通过过渡结构相连，在气流的流动方向上，所述过渡结构朝向远离所述第一分管段的中心流线的方向延伸，所述过渡结构的曲率大于所述第一分管段的与所述过渡结构的连接处的曲率。
  8. 根据权利要求1-7中任一项所述的集成排气歧管，其中，所述第一歧管在所述参考平面上的截面形成为椭圆形，所述第二歧管在所述参考平面上的截面形成为椭圆形，所述第一歧管在所述参考平面上的截面与所述第二歧管在所述参考平面上的截面非对称设置。
  9. 根据权利要求1-8中任一项所述的集成排气歧管，其中，所述缸排气管为四个且分别为依次排列的第一缸排气管、第二缸排气管、第三缸排气管和第四缸排气管，所述排气口位于所述第二缸排气管和所述第三缸排气管之间。
  10. 一种发动机，其中，包括：气缸盖和根据权利要求1-9中任一项所述的集成排气歧管。
  11. 一种车辆，其中，包括：根据权利要求10所述的发动机。
PCT/CN2021/105762 2020-07-15 2021-07-12 集成排气歧管及具有其的发动机、车辆 Ceased WO2022012467A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202010679829.4A CN113153507B (zh) 2020-07-15 2020-07-15 集成排气歧管及具有其的发动机
CN202010679829.4 2020-07-15

Publications (1)

Publication Number Publication Date
WO2022012467A1 true WO2022012467A1 (zh) 2022-01-20

Family

ID=76882228

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/105762 Ceased WO2022012467A1 (zh) 2020-07-15 2021-07-12 集成排气歧管及具有其的发动机、车辆

Country Status (2)

Country Link
CN (1) CN113153507B (zh)
WO (1) WO2022012467A1 (zh)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114135380B (zh) * 2022-01-27 2023-01-06 潍柴动力股份有限公司 一种排气歧管
CN115234350B (zh) * 2022-04-06 2024-07-02 长城汽车股份有限公司 一种发动机排气系统及车辆
CN115324702B (zh) * 2022-10-14 2023-03-21 潍柴动力股份有限公司 一种配置导流模块的排气歧管及其参数确定方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN202381182U (zh) * 2010-08-16 2012-08-15 福特环球技术公司 具有集成的排气歧管的发动机的气缸盖
DE102012020381A1 (de) * 2012-10-18 2014-04-24 Volkswagen Aktiengesellschaft Zylinderkopf mit integriertem Abgaskrümmer
CN204677306U (zh) * 2015-06-18 2015-09-30 宁波市鄞州德来特技术有限公司 发动机缸盖与排气歧管的集成结构
CN108266285A (zh) * 2017-01-02 2018-07-10 福特环球技术公司 具有汽缸盖的内燃发动机
CN207847749U (zh) * 2018-01-10 2018-09-11 东风汽车集团有限公司 集成式排气歧管结构

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004132296A (ja) * 2002-10-11 2004-04-30 Ygk:Kk 狭角ｖ型エンジン
JP2005307856A (ja) * 2004-04-21 2005-11-04 Calsonic Kansei Corp エキゾーストマニホールド
KR100916773B1 (ko) * 2007-12-12 2009-09-14 현대자동차주식회사 포트-배기매니폴드 일체형 실리더헤드
DE102011084834A1 (de) * 2011-10-20 2013-04-25 Ford Global Technologies, Llc Brennkraftmaschine mit mehreren Auslaßöffnungen je Zylinder und Ladungswechselverfahren für eine derartige Brennkraftmaschine
DE102014208723B4 (de) * 2014-05-09 2022-02-17 Ford Global Technologies, Llc Brennkraftmaschine mit mindestens einem Zylinderkopf
CN207554210U (zh) * 2017-11-29 2018-06-29 长城汽车股份有限公司 集成双流道排气歧管的气缸盖

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN202381182U (zh) * 2010-08-16 2012-08-15 福特环球技术公司 具有集成的排气歧管的发动机的气缸盖
DE102012020381A1 (de) * 2012-10-18 2014-04-24 Volkswagen Aktiengesellschaft Zylinderkopf mit integriertem Abgaskrümmer
CN204677306U (zh) * 2015-06-18 2015-09-30 宁波市鄞州德来特技术有限公司 发动机缸盖与排气歧管的集成结构
CN108266285A (zh) * 2017-01-02 2018-07-10 福特环球技术公司 具有汽缸盖的内燃发动机
CN207847749U (zh) * 2018-01-10 2018-09-11 东风汽车集团有限公司 集成式排气歧管结构

Also Published As

Publication number Publication date
CN113153507A (zh) 2021-07-23
CN113153507B (zh) 2022-04-22

Similar Documents

Publication Publication Date Title
WO2022012467A1 (zh) 集成排气歧管及具有其的发动机、车辆
US10036353B2 (en) Exhaust gas recirculation apparatus and engine system including such exhaust gas recirculation apparatus
CN220036800U (zh) 一种发动机缸盖以及气体发动机
CN205013163U (zh) 一种高滚流气道和发动机
CN210686156U (zh) 一种进气歧管
CN111664021B (zh) 一种进气道及气缸盖
WO2025066290A1 (zh) 缸盖、甲醇发动机及车辆
US11098681B2 (en) Cobra head air intake ports and intake manifolds
CN115234350A (zh) 一种发动机排气系统及车辆
JP5980139B2 (ja) 車両用消音器
CN111636986B (zh) 一种航空发动机及其进气系统
CN105604723B (zh) 摩托车发动机汽缸头的气门阀座结构
US20190219010A1 (en) Cobra head air intake ports
CN210106037U (zh) 发动机进气歧管及汽车
CN104100423B (zh) 一种进气歧管及汽车发动机
KR101799532B1 (ko) 엔진
CN217481379U (zh) 发动机的排气组件及车辆
EP2422061A1 (en) Fluid mixing system
CN208153179U (zh) 气缸盖进排气道及发动机
CN213478456U (zh) 一种排气管结构与一种发动机
CN219081742U (zh) 供气歧管总成、发动机和车辆
CN207406425U (zh) 一种多缸柴油机进气道
CN219691644U (zh) 一种喉口导流板、发动机及车辆
CN202417670U (zh) 立体式简化排气脉冲转换器
WO2015079512A1 (ja) 内燃機関およびその製造方法

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21841760

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21841760

Country of ref document: EP

Kind code of ref document: A1