Engine, hybrid power assembly and vehicle

Abstract

The invention discloses an engine, a hybrid power assembly and a vehicle, relates to the technical field of vehicles, and aims to solve the problem of non-uniform cooling of the engine. The engine comprises a first cylinder body, a second cylinder body, a first cylinder cover and a second cylinder cover. The first cylinder body and the second cylinder body are connected with each other and define a crankshaft cavity. The first cylinder cover is arranged on the side, away from the second cylinder body, of the first cylinder body, and the second cylinder body is arranged on the side, away from the first cylinder body, of the second cylinder body. The first cylinder body is provided with a first cylinder body cooling flow path, the first cylinder cover is provided with a first cylinder cover cooling flow path, the first cylinder body is provided with a first liquid inlet, the first cylinder body flow path comprises a first transition cavity and a first flow channel arranged in a cylinder hole of the first cylinder body, the first liquid inlet is communicated with the first transition cavity, and the first transition cavity is communicated with the first flow channel. The first cylinder cover is provided with a first cylinder cover cooling flow path, the first cylinder cover flow path is provided with a first liquid inlet, and the first liquid inlet communicates with the first transition cavity.

Description

[0001] This invention requires to be submitted to the State Intellectual Property Office on December 19, 2023, with application number

[0002] 202311760055.8, the priority of the Chinese patent application entitled “ENGINE AND VEHICLE WITH THE SAME”, the entire contents of which are incorporated into the present invention by reference. Technical Field

[0003] The present invention relates to the field of vehicle technology, and in particular to an engine, a hybrid powertrain and a vehicle. Background Art

[0004] The engine of the vehicle needs to be provided with a corresponding cooling flow path so that the cooling medium (such as water) can cool the cylinder block and other parts of the engine.

[0005] For horizontally opposed engines, the cooling flow path has various branches so that different cylinder blocks can be cooled. In the cylinder block, different pistons have different cylinder liners, so the cooling flow path will have more branches, resulting in different flow rates of cooling medium between different branches, causing uneven engine cooling and excessive temperatures in some locations. Summary of the invention

[0006] The object of the present invention is to provide an engine, a hybrid powertrain and a vehicle, aiming to solve the problem of uneven engine cooling.

[0007] In order to achieve the above object, the present invention adopts the following technical scheme:

[0008] According to a first aspect of the present invention, an engine is provided, comprising a first cylinder block, a second cylinder block, a first cylinder head and a second cylinder head. The first cylinder block and the second cylinder block are connected to each other and define a crankshaft chamber. The first cylinder head is arranged on a side of the first cylinder block facing away from the second cylinder block, and the second cylinder block is arranged on a side of the second cylinder block facing away from the first cylinder block. The first cylinder block is provided with a first cylinder block cooling flow path, the first cylinder head is provided with a first cylinder head cooling flow path, the first cylinder block is provided with a first liquid inlet, the first cylinder block flow path includes a first transition chamber and a first flow channel provided in a cylinder bore of the first cylinder block, the first liquid inlet is communicated with the first transition chamber, and the first transition chamber is communicated with the first flow channel. The first cylinder head is provided with a first cylinder head cooling flow path, the first cylinder head flow path is provided with a first liquid inlet, and the first liquid inlet is communicated with the first transition chamber.

[0009] With the above settings, the cooling medium flowing into the first liquid inlet will first enter the first transition cavity, and then enter the first cylinder block cooling flow path and the first cylinder head cooling flow path respectively. In this way, the first transition cavity can buffer the cooling medium, so that the flow rate of the cooling medium entering the first cylinder block cooling flow path is similar to the flow rate of the cooling medium entering the first cylinder head cooling flow path, so as to cool the first cylinder head and the first rod body evenly.

[0010] In some embodiments, the number of the first liquid inlets is multiple, and the cross-sectional areas of the upper water of the multiple first liquid inlets are different.

[0011] In some embodiments, the cross-sectional area of the upper water of the first liquid inlet farther from the first liquid inlet is larger than the cross-sectional area of the upper water of the first liquid inlet closer to the first liquid inlet.

[0012] In some embodiments, the first cylinder block flow path includes a second transition cavity. An outlet is provided on the first cylinder block, and the outlet is communicated with the second transition cavity, and the second transition cavity is communicated with the first flow path.

[0013] The first cylinder head flow path includes a first liquid return port, and the first liquid return port is communicated with the second transition cavity.

[0014] In some embodiments, the second cylinder block is provided with a second cylinder block cooling flow path. The engine further includes a thermostat, and the first cylinder block cooling flow path and the second cylinder block cooling flow path are respectively communicated to the thermostat.

[0015] In some embodiments, the engine further includes a lead pipe group, and the lead pipe group forms a lead flow path, and the lead flow path leads the first cylinder block cooling flow path and the second cylinder block cooling flow path to the thermostat respectively.

[0016] In some embodiments, the engine is a horizontally opposed engine.

[0017] In a second aspect of the present invention, there is provided a hybrid power assembly including the above-mentioned engine.

[0018] In a third aspect of the present invention, there is provided a vehicle including the above-mentioned engine or the above-mentioned hybrid power assembly.

[0019] In some embodiments, the vehicle is a sedan, an off-road vehicle or a sport utility vehicle, and the engine or the hybrid power assembly is installed in the front cabin or the rear cabin of the vehicle. Description of the Drawings

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0021] Figure 1 Schematic diagram of the external structure of the vehicle provided by the embodiment of the present application;

[0022] Figure 2 Schematic diagram of an overall structure of the water jacket space provided by the embodiment of the present application;

[0023] Figure 3 Another schematic diagram of the overall structure of the water jacket space provided by the embodiment of the present application;

[0024] Figure 4 Schematic diagram of the medium flow direction in the water jacket space provided by the embodiment of the present application;

[0025] Figure 5 It is Figure 4 Top view structure diagram;

[0026] Figure 6 It is Figure 5 Partial enlarged schematic diagram;

[0027] Figure 7 A front view of an overall structure of the water jacket space provided by the embodiment of the present application;

[0028] Figure 8 It is a sectional structure diagram of the overall structure of the water jacket space provided by the embodiment of the present application;

[0029] Figure 9 Another front view of the overall structure of the water jacket space provided by the embodiment of the present application;

[0030] Figure 10 Schematic diagram of the positive projection of the medium inlet, medium outlet and cylinder holes on the reference plane;

[0031] Figure 11 It is a schematic diagram of the medium circulation process provided by the embodiment of the present application;

[0032] Figure 12 Schematic diagram of the structure forming the cylinder block of the engine provided by the embodiment of the present application;

[0033] Figure 13 It is Figure 12 Top view;

[0034] Figure 14 Schematic diagram of the overall structure of the engine provided by the embodiment of the present application;

[0035] Figure 15 Front view of the engine provided by the embodiment of the present application;

[0036] Figure 16It is a schematic diagram of an internal structure of a cylinder block provided in an embodiment of the present application;

[0037] Figure 17 It is another schematic diagram of an internal structure of a cylinder block provided in an embodiment of the present application;

[0038] Figure 18 It is an external sectional view of the first cylinder head provided in an embodiment of the present application

[0039] Figure 19 It is an internal sectional view of an intake manifold provided in an embodiment of the present application;

[0040] Figure 20 It is another internal sectional view of an intake manifold provided in an embodiment of the present application;

[0041] Figure 21 It is one of the schematic diagrams of the connection structure between the intake manifold and the engine assembly provided in an embodiment of the present application;

[0042] Figure 22 It is two of the schematic diagrams of the connection structure between the intake manifold and the engine assembly provided in an embodiment of the present application;

[0043] Figure 23 It is three of the schematic diagrams of the connection structure between the intake manifold and the engine assembly provided in an embodiment of the present application;

[0044] Figure 24 It is a schematic diagram of the structure of the flow guiding rib provided in an embodiment of the present application;

[0045] Figure 25 It is one of the schematic diagrams of the structure of the exhaust manifold provided in an embodiment of the present application;

[0046] Figure 26 It is two of the schematic diagrams of the structure of the exhaust manifold provided in an embodiment of the present application;

[0047] Figure 27 It is a schematic diagram of the structure of the first variable diameter part provided in an embodiment of the present application;

[0048] Figure 28 It is a schematic diagram of the structure of the second variable diameter part provided in an embodiment of the present application;

[0049] Figure 29 It is three of the schematic diagrams of the structure of the exhaust manifold provided in an embodiment of the present disclosure;

[0050] Figure 30 It is Figure 29 an enlarged schematic diagram of part A in;

[0051] Figure 31 It is four of the schematic diagrams of the structure of the exhaust manifold provided in an embodiment of the present disclosure;

[0052] Figure 32 It is the central curve projection diagram of the exhaust manifold provided in the embodiment of the present disclosure;

[0053] Figure 33 It is based on Figure 32 The projection diagram of the center line of the exhaust manifold in the projection direction A;

[0054] Figure 34 It is a schematic external structure diagram of a nozzle ring provided in the embodiment of the present application;

[0055] Figure 35 It is another schematic external structure diagram of a nozzle ring provided in the embodiment of the present application;

[0056] Figure 36 It is a schematic external structure diagram of a connecting rod provided in the embodiment of the present application;

[0057] Figure 37 It is Figure 35 The schematic external structure diagram of the limiting groove and the limiting protrusion in

[0058] Figure 38 It is a three-dimensional schematic diagram of a crankshaft provided in the embodiment of the present application;

[0059] Figure 39 It is a three-dimensional schematic diagram of a crank arm structure provided in the embodiment of the present application;

[0060] Figure 40 It is a schematic diagram of a crank arm structure provided in the embodiment of the present application;

[0061] Figure 41 It is a partial schematic diagram of a crankshaft balance weight provided in the embodiment of the present application;

[0062] Figure 42 It is a schematic diagram of a crankshaft provided in the embodiment of the present application;

[0063] Figure 43 It is Figure 42 The position schematic diagram of the first oil passage, the second oil passage and the second oil passage in the crankshaft in

[0064] Figure 44 It is Figure 43 The cross-sectional schematic diagram of the crankshaft in

[0065] Figure 45 It is a schematic external structure diagram of a first piston and a second piston provided in the embodiment of the present application;

[0066] Figure 46 It is a schematic external structure diagram of the first top of the first piston;

[0067] Figure 47 It is Figure 45Schematic cross-sectional view of the first piston;

[0068] Figure 48 Schematic external structure view of the first top and the first skirt;

[0069] Figure 49 Another schematic external structure view of the first top and the first skirt;

[0070] Figure 50 Schematic external structure view of the second top and the second skirt;

[0071] Figure 51 Another schematic external structure view of the second top and the second skirt;

[0072] Figure 52 Schematic internal structure view of the first piston;

[0073] Figure 53 Schematic internal structure view of the second piston.

[0074] Reference numerals: 1000, vehicle; 100, engine; 10, cylinder block; 1, first cylinder block; 2, second cylinder block; 11, cylinder bore; 111, first cylinder bore; 112, second cylinder bore; 12, water jacket space; 13, medium inlet; 14, medium outlet; 15, first flow channel; 16, second flow channel; 3, inter-cylinder flow channel;

[0075] 4, inlet pipe group; 41, first shunt pipe; 42, second shunt pipe; 43, main pipe; 44, main inlet;

[0076] 54, flow-blocking rib; 55, flow-blocking protrusion;

[0077] 6, outlet pipe group; 61, first liquid outlet pipe; 62, second liquid outlet pipe; 63, return pipe;

[0078] 7, intake manifold; 71, body; 711, pressure-stabilizing area; 712, air flow channel; 72, guide rib; 721, straight part; 722, curved part; 723, first guide rib; 724, second guide rib; 73, air inlet;

[0079] 8, exhaust manifold; 81, intake end; 82, outlet end; 83, exhaust main pipe; 84, exhaust branch pipe; 841, primary branch pipe; 842, secondary branch pipe;

[0080] 843, first branch pipe; 831, first branch part; 8311, first pipe body; 8312, second pipe body; 832, first transition pipe;

[0081] 844, second branch pipe; 833, second branch portion; 8313, third branch pipe body; 8314, fourth branch pipe body; 834, second transition pipe;

[0082] 845, first flange; 846, second flange;

[0083] 85. first diameter reducing portion; 86. second diameter reducing portion;

[0084] 91. Inlet flange; 92. Outlet flange; 93. Mounting bracket; 94. Sensor mounting seat; 95. Heat shield;

[0085] 20. Cylinder head; 21. First cylinder head; 211. First liquid inlet; 212. First liquid return port; 213. First transition chamber; 214. Second transition chamber; 22. Second cylinder head;

[0086] 30. Thermostat;

[0087] 40, crankshaft; 401, crankshaft arm structure; 410, crankshaft arm; 411, crankshaft balance block; 4111, first section; 4112, second section; 4113, inclined surface; 4114, connecting surface; 4115, end surface; 402, connecting rod journal; 403, main journal;

[0088] 404, first oil passage; 405, second oil passage; 406, third oil passage; 407, oil hole;

[0089] 408, weight reduction hole; 409, seal;

[0090] 501, nozzle ring; 502, mounting plate; 503, blade; 504, toggle assembly; 505, connecting rod; 506, driving member; 507, rotating rod; 508, driving ring; 509, limiting groove; 510, limiting protrusion; 511, limiting surface; 512, contact surface; 513, positioning pin;

[0091] 601, first piston; 602, second piston; 603, first top; 604, first air inlet; 605, first air outlet; 606, second air inlet; 607, second air outlet; 608, air inlet recess; 609, air outlet recess; 610, combustion recess; 611, front end protrusion; 612, rear end protrusion; 613, first squeezing part; 614, second squeezing part; 615, oil scraper ring; 616, groove; 617, first skirt; 618, second skirt; 619, first pin hole; 620, second pin hole; 625, first connecting rod; 626, second connecting rod; 627, second top; 200, vehicle body. DETAILED DESCRIPTION

[0092] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0093] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "front", "rear", "inner", "outer", etc. is based on the orientation or relative positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention. Without special instructions, under the condition of satisfying the relative positional relationship shown in the drawings, the above-described orientation description can be flexibly set during the actual application process.

[0094] The terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "plurality" is two or more.

[0095] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "communicated" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection. It may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0096] In the embodiments of the present invention, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, article or device including a series of elements not only includes those elements but also includes other elements not explicitly listed, or further includes elements inherent to such process, article or device. Without further limitation, the element defined by the statement "including one..." does not exclude the existence of another identical element in the process, article or device including that element.

[0097] In the embodiments of the present invention, words such as "exemplary" or "for example" are used to represent examples, illustrations or explanations. Any embodiment or design solution described as "exemplary" or "for example" in the embodiments of the present invention should not be construed as being more preferred or advantageous than other embodiments or design solutions. Rather, the use of words such as "exemplary" or "for example" is intended to present relevant concepts in a specific manner.

[0098] In the description of this specification, specific features, structures, materials or characteristics may be combined in a suitable manner in any one or more embodiments or examples.

[0099] This application provides a vehicle, such as Figure 1 As shown, the vehicle 1000 includes a powertrain and a vehicle body 200. The powertrain is connected to the vehicle body 200 and is used to provide power to the vehicle 1000 so that the vehicle 1000 can run normally.

[0100] An engine 100 provided by an embodiment of this application can be applicable to hybrid sedans, hybrid off-road vehicles, sport utility vehicles, etc. Among them, the engine 100 is a horizontally opposed engine, and the overall Z-direction height of the engine 100 is relatively low, especially suitable for being installed in the front engine compartment of a sedan with a relatively low overall Z-direction height. Due to the relatively low overall Z-direction height of the engine, an electric drive assembly can also be integrated in the front engine compartment of the sedan. The electric drive assembly can include one motor, and the power of one motor is distributed to two front wheels through a differential. The electric drive assembly can also include two motors, and the two motors respectively drive the two front wheels. In the front engine compartment of the sedan, the engine can be stacked above the drive assembly.

[0101] As Figure 1 shown, the powertrain includes an engine 100. Specifically, the powertrain further includes a generator, and the generator is used to convert at least part of the driving force of the engine 100 into electrical energy, and then supply power to the electric drive assembly. Its specific working principle is the existing one and will not be elaborated here.

[0102] Specifically, referring to Figures 2 to 13 , the engine 100 includes a cylinder block 10 and a cylinder head 20. A water jacket space 12 is provided on the cylinder block 10, and the cylinder block 10 is cooled by using the water jacket space 12 to prevent the temperature of the cylinder block 10 of the engine 100 from being too high.

[0103] The cooling of the engine 100 has a great influence on the performance of the engine 100. When the performance of the engine 100 is higher, such as the output torque is larger, the rotational speed is higher, etc., the combustion of the engine 100 is more intense, and correspondingly, the heat generation is larger. Therefore, a larger cooling capacity is required. An engine 100 provided by this application has a cooling system therein that can meet the cooling requirements of a high-performance engine 100.

[0104] The cylinder block 10 has cylinder bores 11. Refer to Figure 2 and Figure 3 , the cylinder block 10 of the engine 100 is further provided with a medium inlet 13, a medium outlet 14, a first flow channel 15 and a second flow channel 16.

[0105] The medium inlet 13 is used to introduce a cooling medium, and the medium outlet 14 is used to output the cooling medium.

[0106] The first flow channel 15 and the second flow channel 16 form part of the water jacket space 12 of the cylinder block 10.

[0107] The first flow channel 15 and the second flow channel 16 are arranged on the outer periphery of the cylinder bore 11 for the cooling medium to flow through, and the first flow channel 15 and the second flow channel 16 are connected between the medium inlet 13 and the medium outlet 14, so that after the cooling medium is introduced by the medium inlet 13, part of the medium flows into the first flow channel 15, part of the medium flows into the second flow channel 16, and continues to flow along the first flow channel 15 and the second flow channel 16 towards the medium outlet 14, and finally flows out of the first flow channel 15 and the second flow channel 16 along the medium outlet 14.

[0108] Among them, the flow resistance of the medium flowing in the first flow channel 15 is the same as that of the medium flowing in the second flow channel 16, so as to ensure that the water flow rate of each cylinder bore 11 is consistent, achieve the effect of uniform cooling of each cylinder, ensure uniform temperature distribution of each part of the engine 100, avoid too large temperature gradient of the engine 100, cause uneven thermal expansion and contraction of components, thereby affecting the stability and emission performance of the engine 100, ensure the stable operation of the engine 100, and ensure the normal operation and long-term reliability of the engine 100.

[0109] The first flow channel 15 and the second flow channel 16 are equivalent to the water jacket of the cylinder block 10.

[0110] Refer to Figure 12 and Figure 13 , the cylinder block 10 includes a first cylinder block 1 and a second cylinder block 2. The first cylinder block 1 has cylinder bores 11. The medium inlet 13 and the medium outlet 14 are formed on the second cylinder block 2. The first flow channel 15 and the second flow channel 16 are formed between the first cylinder block 1 and the second cylinder block 2, and the part surrounding the cylinder bore 11 is the outer periphery of the cylinder bore 11.

[0111] Then the first flow channel 15 and the second flow channel 16 are arranged around the cylinder bore 11.

[0112] In some embodiments, in order to further ensure the effect of uniform cooling of each cylinder, the ratio of the path length of the first flow channel 15 to the path length of the second flow channel 16 can be between 0.9 and 1.1.

[0113] Thus, it is possible to achieve the effect that the path lengths of the first flow channel 15 and the second flow channel 16 are substantially the same, thereby further ensuring that the flow resistance of the medium flowing through the first flow channel 15 is the same as the flow resistance of the medium flowing through the second flow channel 16, and further improving the degree of consistency of the water flow rate of each cylinder hole 11.

[0114] In some embodiments, the medium inlet 13 and the medium outlet 14 are formed on the outer periphery of different cylinder holes 11, and at least two segments of the first flow channel 15 are located on the outer periphery of different cylinder holes 11, and at least two segments of the second flow channel 16 are located on the outer periphery of different cylinder holes 11.

[0115] Specifically, the medium inlet 13 and the medium outlet 14 are formed on the outer periphery of different cylinder holes 11. For example, taking two cylinder holes 11 as a group, the medium inlet 13 and the medium outlet 14 are arranged. For example, for two cylinder holes 11, the one on the right is defined as the first cylinder hole 111, and the one on the left is defined as the second cylinder hole 112. The medium inlet 13 is arranged on the outer periphery of the first cylinder hole 111, and the medium outlet 14 is arranged on the outer periphery of the second cylinder hole 112.

[0116] The first flow channel 15 is configured to flow from the medium inlet 13 along a part of the outer periphery of the first cylinder hole 111 through a part of the outer periphery of the second cylinder hole 112 to the medium outlet 14, and the second flow channel 16 is configured to flow from the medium inlet 13 along another part of the outer periphery of the first cylinder hole 111 through another part of the outer periphery of the second cylinder hole 112 to the medium outlet 14, so that the medium flows along the first flow channel 15 and the second flow channel 16 and cools the first cylinder hole 111 and the second cylinder hole 112 at the same time.

[0117] In some embodiments, if the central axis of the first cylinder hole 111 and the central axis of the second cylinder hole 112 form a reference plane S, then the medium inlet 13 and the medium outlet 14 are respectively arranged on both sides of the reference plane S. In this way, the medium inlet 13 and the medium outlet 14 can be arranged diagonally, and the inlet and outlet medium ports of the water jacket of the cylinder block 10 are arranged diagonally, and are respectively arranged on the outer sides of the water jackets of the left and right cylinder holes 11, ensuring the cooling uniformity in the circumferential direction of the two cylinders. Moreover, this arrangement method is simple, easy to form, and will not cause a great impact on the structural strength of the cylinder hole 11.

[0118] In some embodiments, referring to Figure 3 , in order to further ensure the flow rate uniformity of the first flow channel 15 and the second flow channel 16, the central axis of the medium inlet 13 and the central axis of the medium outlet 14 can be arranged in parallel.

[0119] In some embodiments, the arc lengths of the first flow channel 15 and the second flow channel 16 are set to be the same. The first flow channel 15 and the second flow channel 16 are set to be arc-shaped, and their arc lengths are the same. The radian of the partial flow channels of the first flow channel 15 and the second flow channel 16 located on the outer periphery of different cylinder bores 11 is set to be the same, thereby ensuring that the first flow channel 15 and the second flow channel 16 are set completely the same, and ensuring that the medium flow resistance in the first flow channel 15 and the second flow channel 16 is completely the same.

[0120] In some embodiments, the intersection of the partial flow channels of the first flow channel 15 and the second flow channel 16 located on the outer periphery of different cylinder bores 11 is set to have a smooth transition, so as to ensure that when the medium flows through the intersection, the flow velocity does not change too sharply, and the medium flow resistance is ensured.

[0121] In some embodiments, the medium inlet 13 has a first introduction direction for the medium to pass through, and the first introduction direction is set perpendicular to the central axis of the first cylinder bore 111. The medium outlet 14 has a second introduction direction for the medium to pass through, and the second introduction direction is set perpendicular to the central axis of the second cylinder bore 112. By setting both the first introduction direction and the second introduction direction perpendicular to the central axis of the cylinder bore 11, the uniformity of the flow rates of the first flow channel 15 and the second flow channel 16 is achieved, and further the uniformity of the cooling effect of the cylinder bore 11 by the medium is ensured.

[0122] This arrangement can make the central axes of the medium inlet 13 and the medium outlet 14 both perpendicular to the central axis of the cylinder bore 11, and further make both the first introduction direction and the second introduction direction perpendicular to the central axis of the cylinder bore 11, so as to achieve the uniformity of the flow rates of the first flow channel 15 and the second flow channel 16, and further ensure the uniformity of the cooling effect of the cylinder bore 11 by the medium.

[0123] In some embodiments, referring to Figure 4 , the engine block 10 of the engine 100 is further provided with an inter-cylinder flow channel 3, which is constructed between different cylinder bores 11, that is, the inter-cylinder flow channel 3 is arranged between the first cylinder bore 111 and the second cylinder bore 112.

[0124] Among them, the inter-cylinder flow channel 3 is communicated with the first flow channel 15 and the second flow channel 16, so that part of the medium in the first flow channel 15 enters the second flow channel 16, and the part between the two cylinder bores 11 can also be cooled, further ensuring the cooling effect of the cylinder bore 11.

[0125] The engine block 10 of the engine 100 is further provided with a third flow channel (not shown in the figure), which is formed on the cylinder head 20 and is communicated with the medium inlet 13 and the medium outlet 14. The third flow channel serves as the water jacket space 12 of the cylinder head 20, and a cooling medium is introduced into the third flow channel to cool the cylinder head 20.

[0126] The third channel is used to receive the medium conveyed from the medium inlet 13, which can cool the cylinder head 20, and then the medium flowing out of the third flow channel flows out along the medium outlet 14, further ensuring the cooling uniformity of the overall structure of the engine 100.

[0127] In some embodiments, referring to Figures 14 to 18 as shown, the engine 100 further includes an inlet pipe group 4. The first cylinder block 1 has a first cylinder block cooling flow path; the second cylinder block 2 has a second cylinder block cooling flow path; the inlet pipe group 4 is formed with an inlet flow path, and the inlet flow path respectively introduces the cooling medium into the first cylinder block cooling flow path and the second cylinder block cooling flow path; wherein, the pressure at the docking place of the inlet flow path and the first cylinder block cooling flow path is defined as the first pressure; the pressure at the docking place of the inlet flow path and the second cylinder block cooling flow path is defined as the second pressure; the value range of the ratio of the first pressure to the second pressure is from 0.8 to 1.2.

[0128] Adopting the above technical solution, by limiting the relationship between the first pressure and the second pressure to adapt to the specific layout of the first cylinder block cooling flow path and the second cylinder block cooling flow path, the flow uniformity of the cooling working medium in the first cylinder block cooling flow path and the second cylinder block cooling flow path is improved, so that the engine 100 obtains a more balanced heat dissipation.

[0129] Optionally, the value range of the ratio of the first pressure to the second pressure can be from 0.8 to 0.9, from 0.9 to 1.05 or from 1.05 to 1.2.

[0130] In some embodiments of the present application, as Figure 14 shown, the inlet pipe group 4 includes: a main pipe 43, a first shunt pipe 41, and a second shunt pipe 42.

[0131] The main pipe 43 is formed with a main flow path and a main inlet 44; the first shunt pipe 41 forms a first branch flow path; the second shunt pipe 42 forms a second branch flow path.

[0132] Wherein, the main pipe 43 is respectively connected to the first shunt pipe 41 and the second shunt pipe 42 so that the main flow path is respectively connected to the first branch flow path and the second branch flow path; the first branch flow path is connected to the first cylinder block cooling flow path; the second branch flow path is connected to the second cylinder block cooling flow path.

[0133] It can be understood that the main inlet 44 is connected to the cooling working medium inlet of the engine 100, or the main inlet 44 can be used as the cooling working medium inlet of the engine 100.

[0134] In some embodiments of the present application, the first shunt pipe 41 and the second shunt pipe 42 have different maximum inner cross-sectional areas.

[0135] By defining the relationship that the first flow divider 41 and the second flow divider 42 have different maximum inner cross-sectional areas, the flow rate distribution of the first flow divider 41 and the second flow divider 42 is achieved, thereby ensuring the flow rate uniformity of the first cylinder block 1 and the second cylinder block 2.

[0136] In some embodiments of the present application, the first flow divider 41 and the second flow divider 42 have different minimum inner cross-sectional areas.

[0137] By defining the relationship that the first flow divider 41 and the second flow divider 42 have different minimum inner cross-sectional areas, the flow rate distribution of the first flow divider 41 and the second flow divider 42 is achieved, thereby ensuring the flow rate uniformity of the first cylinder block 1 and the second cylinder block 2.

[0138] Referring to Figure 16 and Figure 17 As shown, in some embodiments of the present application, a water jacket space 12 is formed inside the first cylinder block 1 or the second cylinder block 2 as the first cylinder block cooling flow path or the second cylinder block cooling flow path.

[0139] A first flow channel 15, an inter-cylinder flow channel 3, and a second flow channel 16 are respectively formed around the piston cavity (not marked in the figure) in the water jacket space 12. That is Figure 16 the flow paths represented by the DEF path, the DGHF path, and the DGF path in

[0140] Referring to Figure 16 As shown, a flow resistance rib 54 is provided in the first flow channel 15; a flow resistance protrusion 55 is formed in the inter-cylinder flow channel 3 to reduce the cross-sectional area of the flow path; by adopting such a scheme, the flow resistance of the first flow channel 15 and the inter-cylinder flow channel 3 is relatively increased, so that the flow resistances of the first flow channel 15, the second flow channel 16, and the main flow inlet 44 are balanced, thereby obtaining similar flow rates to ensure an even cooling effect.

[0141] That is, the first cylinder block cooling flow path includes: a first long-range flow path (such as the second flow channel 16) and a first short-range flow path (such as the first flow channel 15).

[0142] The first long-range flow path has a first long-range flow path length; the first short-range flow path has a first short-range flow path length; the first long-range flow path and the first short-range flow path respectively surround the cylinder bore 11 of the first cylinder block 1.

[0143] It can be understood that referring to Figure 14 , Figure 16 and Figure 17, the first long flow path can surround the cylinder bore 11 in a complete circle, or surround a part of the circumferential side of the cylinder bore 11 (such as the second flow path 16). The first short flow path can surround the cylinder bore 11 in a complete circle, or surround a part of the circumferential side of the cylinder bore 11 (such as the first flow path 15).

[0144] In some embodiments of the present application, the value range of the ratio of the flow rate of the first long flow path to the flow rate of the first short flow path is 0.8 to 1.2.

[0145] Optionally, the value range of the ratio of the flow rate of the first long flow path to the flow rate of the first short flow path can be 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0146] As a preferred solution, the value range of the ratio of the flow rate of the first long flow path to the flow rate of the first short flow path is 0.9 to 1.05.

[0147] As a preferred solution, a flow limiting structure (such as the flow blocking rib 54) is provided in the first short flow path so that the flow rate of the first long flow path is greater than the flow rate of the first short flow path. In this way, the flow resistance difference between the first long flow path and the first short flow path can be reduced.

[0148] Similarly, in some embodiments of the present application, the second cylinder block cooling flow path includes: a second long flow path and a second short flow path. Since the structure of the second cylinder block 2 is similar to that of the first cylinder block 1, the second long flow path and the second short flow path are not shown in the figure.

[0149] The second long flow path has a second long flow path length; the second short flow path has a second long flow path length; the second long flow path and the second short flow path respectively surround the cylinder bore 11 of the second cylinder block 2.

[0150] In some embodiments of the present application, the value range of the ratio of the flow rate of the second long flow path to the flow rate of the second short flow path is 0.8 to 1.2.

[0151] Optionally, the value range of the ratio of the flow rate of the second long flow path to the flow rate of the second short flow path can be 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0152] As a preferred solution, the value range of the ratio of the flow rate of the second long flow path to the flow rate of the second short flow path is 0.9 to 1.05.

[0153] As a preferred solution, a flow limiting structure is provided in the second short flow path so that the flow rate of the second long flow path is greater than the flow rate of the second short flow path. In this way, the flow resistance difference between the second long flow path and the second short flow path can be reduced.

[0154] In some embodiments of the present application, with reference to Figure 14and Figure 15 As shown in Figure 15 , the engine 100 includes a first cylinder head 21 and a second cylinder head 22.

[0155] The first cylinder head 21 has a first cylinder head cooling flow path; the second cylinder head 22 has a second cylinder head cooling flow path; the first cylinder head 21 is connected to the first cylinder block 1, and the second cylinder head 22 is connected to the second cylinder block 2.

[0156] Define the docking place of the introduction flow path and the first cylinder block cooling flow path as the first liquid inlet (i.e., the medium inlet 13), and define the docking place of the introduction flow path and the second cylinder block cooling flow path as the second liquid inlet; the first cylinder head 21 cooling flow path is communicated with the first liquid inlet, and the second cylinder head cooling flow path is communicated with the second liquid inlet.

[0157] By distributing a part of the coolant entering the first cylinder block 1 to the first cylinder head 21 and distributing a part of the coolant entering the second cylinder block 2 to the second cylinder head 22, it is realized that the same water inlet can cool the whole of the connected cylinder block 10 and cylinder head 20 simultaneously.

[0158] In some embodiments of the present application, as Figure 17 , Figure 18 shown, the first cylinder head cooling flow path has a plurality of first liquid inlets 211, and the plurality of first liquid inlets 211 are respectively communicated with the first liquid inlet through a part of the first cylinder block cooling flow path, that is, the cooling medium flowing into the first liquid inlet enters the first cylinder head 21 cooling flow path through the plurality of first liquid inlets 211.

[0159] Similarly, the second cylinder head 22 cooling flow path has a plurality of second liquid inlets (not shown), and the plurality of second liquid inlets are respectively communicated with the second liquid inlet through a part of the second cylinder block cooling flow path, that is, the cooling medium flowing into the second liquid inlet enters the second cylinder head 22 cooling flow path through the plurality of second liquid inlets.

[0160] Exemplarily, the first cylinder block cooling flow path and the second cylinder block cooling flow path respectively include a first transition cavity 213. Taking the first cylinder block 1 as an example, the first transition cavity 213 is respectively communicated with the first liquid inlet and a plurality of first liquid inlets 211, that is, the cooling medium flowing into the first liquid inlet first enters the first transition cavity 213 for buffering, and then enters the first cylinder block cooling flow path and the first cylinder head 21 cooling flow path respectively.

[0161] The plurality of liquid inlets of the same cylinder head 20 cooling flow path have different upper water cross-sectional areas.

[0162] It can be understood that the plurality of first liquid inlets 211 have different upper water cross-sectional areas; the plurality of second liquid inlets have different upper water cross-sectional areas.

[0163] Exemplarily, taking the first cylinder block 1 as an example, the water inlet cross-sectional area of the first liquid inlet 211 that is farther from the first liquid inlet is larger than the water inlet cross-sectional area of the first liquid inlet 211 that is closer to the first liquid inlet, optimizing the flow rate uniformity on the left and right sides of the cylinder head 20.

[0164] By controlling the water inlet cross-sectional area, the flow rate distribution between the first cylinder block 1 and the first cylinder head 21, and the flow rate distribution between the second cylinder block 2 and the second cylinder head 22 are adjusted, so that all parts of the cylinder block 10 and the cylinder head 20 are always at the optimal temperature when the engine 100 is working.

[0165] In some embodiments of the present application, as Figure 17 shown, the cooling flow path of the first cylinder head 21 further has: a first liquid return port 212. A plurality of first liquid inlets 211 are respectively connected to the first liquid return port 212; the first liquid return port 212 is connected to a part of the cooling flow path of the first cylinder block.

[0166] It can be understood that the coolant entering the first cylinder head 21 through the first liquid inlet 211 flows out through the same first liquid return port 212.

[0167] Exemplarily, the cooling flow path of the first cylinder block and the cooling flow path of the second cylinder block respectively include a second transition cavity 214 and a liquid outlet. Taking the first cylinder block 1 as an example, the second transition cavity is connected to the first liquid return port 212.

[0168] That is, the cooling media of the cooling flow path of the first cylinder block and the cooling flow path of the first cylinder head 21 converge in the second transition cavity 214 for buffering, and then flow out together from the media outlet 14.

[0169] Similarly, the cooling flow path of the second cylinder head 22 further has: a second liquid return port. A plurality of second liquid inlets are respectively connected to the second liquid return port; the second liquid return port is connected to a part of the cooling flow path of the second cylinder block.

[0170] That is, the cooling media of the cooling flow path of the second cylinder block and the cooling flow path of the second cylinder head 22 converge in the same transition cavity for buffering, and then flow out together from the same outlet.

[0171] In some embodiments of the present application, referring to Figure 14 and Figure 15 shown, the engine 100 further includes: a thermostat 30.

[0172] The thermostat 30 is used to at least adjust the flow directions of the first cylinder block cooling flow path and the second cylinder block cooling flow path; the first cylinder block cooling flow path and the second cylinder block cooling flow path are respectively connected to the thermostat 30. A valve body is provided inside the thermostat 30, and the valve body can switch between two states according to the temperature of the cooling medium. When the temperature of the cooling medium is relatively low, the valve body is in the first state, and the cooling medium does not pass through the external radiator and directly returns to the main flow inlet 44 for circulating flow; when the temperature of the cooling medium is relatively high, the valve body is in the second state, and the cooling medium needs to be cooled by the external radiator and then returns to the main flow inlet 44 for circulating flow.

[0173] In some embodiments of the present application, referring to Figure 1 and Figure 2 as shown, the engine 100 includes: an extraction pipe group 6.

[0174] The extraction pipe group 6 is formed with an extraction flow path, and the extraction flow path respectively extracts the cooling medium in the first cylinder block cooling flow path and the second cylinder block cooling flow path to the thermostat 30.

[0175] Define the flow rate at the docking place of the extraction flow path and the first cylinder block cooling flow path (such as the first liquid outlet, that is, the medium outlet 14) as the third flow rate; define the flow rate at the docking place of the extraction flow path and the second cylinder block cooling flow path (such as the second liquid outlet) as the fourth flow rate; the value range of the ratio of the third flow rate to the fourth flow rate is 0.8 to 1.2.

[0176] It should be noted that the extraction pipe group 6 can be an internal flow channel provided in the first cylinder block 1 and the second cylinder block 2, or a pipe structure externally disposed outside the first cylinder block 1 and the second cylinder block 2.

[0177] Exemplarily, taking the first cylinder block 1 as an example, the first liquid outlet is communicated with the first transition cavity 213 and the second transition cavity 214 to supply the coolant in the first transition cavity 213 to flow out. Correspondingly, the second liquid outlet of the second cylinder block 2 is also communicated with the second transition cavity of the second cylinder block 2.

[0178] Optionally, the value range of the ratio of the third flow rate to the fourth flow rate can be 0.8 to 0.9, 0.9 to 1.05 or 1.05 to 1.2.

[0179] As a preferred solution, the value range of the ratio of the third flow rate to the fourth flow rate is 0.9 to 1.05.

[0180] In some embodiments of the present application, referring to Figure 14 and Figure 15 as shown, the extraction pipe group 6 includes: a first liquid outlet pipe 61 and a second liquid outlet pipe 62.

[0181] The first liquid outlet pipe 61 forms a first liquid outlet flow path communicating with the first cylinder block cooling flow path; the second liquid outlet pipe 62 forms a second liquid outlet flow path communicating with the second cylinder block cooling flow path. And the first liquid outlet pipe 61 and the second liquid outlet pipe 62 are respectively connected to the thermostat 30.

[0182] As an alternative solution, the first liquid outlet pipe 61 and the second liquid outlet pipe 62 have different maximum inner cross-sectional areas and / or minimum inner cross-sectional areas. In this way, by controlling the maximum inner cross-sectional area or the minimum inner cross-sectional area of the first liquid outlet pipe 61 and the first liquid outlet pipe 61, the consistency of the flow rate of the coolant in the first liquid outlet pipe 61 and the second liquid outlet pipe 62 entering the thermostat 30 is improved.

[0183] As another alternative solution, referring to Figure 14 and Figure 15 shown, the first shunt pipe 41 and the second shunt pipe 42 have the same maximum inner cross-sectional area and minimum inner cross-sectional area. The outlet pipe group 6 further includes: a return pipe 63. One end of the return pipe 63 is connected to the first liquid outlet pipe 61 or the second liquid outlet pipe 62, and the other end is connected to other components to be cooled, such as a supercharger. The return pipe 63 is used to return the cooling medium of other components to be cooled into the first liquid outlet pipe 61 or the second liquid outlet pipe 62 to realize the circulation of the cooling medium of other components to be cooled.

[0184] In the engine 100 provided by the present application, when the performance is higher, in addition to the required larger cooling capacity, an increase in the intake air volume of the intake system is also required to meet the combustion requirements of the combustion chamber. However, the intake system generally has difficulty in ensuring uniform intake air volume in each combustion chamber, resulting in differences in the combustion conditions in each combustion chamber, different forces applied to the crankshaft, and affecting the torque output of the crankshaft; this intake non-uniformity has little impact when the intake air volume is small, but when the intake air volume is large, the intake non-uniformity will be amplified. Therefore, the present application also provides an engine 100 that can improve the intake air uniformity of each combustion chamber.

[0185] In some embodiments, referring to Figures 19 to 22 , the engine 100 further includes an intake manifold 7, and the intake manifold 7 includes a body 71 and a flow guiding rib 72.

[0186] The body 71 is formed with a plurality of pressure stabilizing regions 711 and air flow channels 712 communicating therebetween. The flow guiding rib 72 forms the inner wall of the air flow channel 712 to respectively guide the air flow in the air flow channel 712 to different pressure stabilizing regions 711.

[0187] Through the above technical solution, the effect of the intake manifold 7 shunting the air flow is realized, ensuring that air flow will flow into each pressure stabilizing region 711.

[0188] Such as Figure 23As shown, the voltage stabilization region 711 of the present application corresponds to the air passage 23 shown in the cylinder head 20, and all the voltage stabilization regions 711 are communicated with each other. Figure 23 As shown in and

[0189] , all the voltage stabilization regions 711 are communicated with each other.

[0189] As Figure 24 shown, in some embodiments, the flow guiding rib 72 includes: a straight portion 721 and a curved portion 722.

[0190] The straight portion 721 extends along a straight line direction, and the curved portion 722 extends along a curved line direction; wherein, the curved portion 722 is arranged downstream of the straight portion 721. The upstream and downstream referred to in the present application are relative to the flow direction of the air flow, that is, the air flow passes through the straight portion 721 first and then through the curved portion 722.

[0191] By arranging the flow guiding rib 72 to include the straight portion 721 and the curved portion 722, according to the principle of fluid mechanics, the cooperation of the straight portion 721 and the curved portion 722 can achieve a better air flow guiding effect.

[0192] Moreover, the straight portion 721 and the curved portion 722 can be adjusted to achieve the adjustment of the guiding effect according to the specifications of the specific engine 100, improve the air intake volume of the air passage of the cylinder head 20, so as to ensure uniform air intake of each air passage of the cylinder head 20 and avoid poor combustion caused by uneven air intake of the engine 100.

[0193] In some embodiments, referring to Figure 21 and Figure 24 , the extending direction of the straight portion 721 is parallel to the extending direction of the air flow channel 712 where it is located.

[0194] By arranging the extending direction of the straight portion 721 to be parallel to the extending direction of the air flow channel 712 where it is located, the air flow can be guided to the greatest extent.

[0195] In some embodiments, referring to Figure 21 and Figure 24 , the curved portion 722 extends along an arc trajectory.

[0196] By arranging the curved portion 722 to extend along an arc trajectory, the curved portion 722 can be set more regularly, which is convenient for forming and setting.

[0197] In some embodiments, referring to Figure 21 , the main body 71 is formed with an air inlet 73 and at least two air outlets.

[0198] Among them, two air outlets are arranged on one side of the air inlet 73, and the air outlets are correspondingly communicated with the voltage stabilization region 711; the flow guiding rib 72 is only arranged on one side of the air inlet 73 and is located between the air inlet 73 and the air outlets.

[0199] By arranging two air outlets on one side of the air inlet 73 and using one air inlet 73 to divert air to the two air outlets, the intake manifold 7 can be correspondingly connected to the horizontally opposed engine 100, ensuring that the air in the cylinder head 20 airways communicating with the pressure stabilizing region 711 of the horizontally opposed engine 100 will all flow in, and the air outlets communicate with the pressure stabilizing region 711, which can avoid uneven pressure of the air flowing into the cylinder head 20 airways and improve the intake stability of the horizontally opposed engine 100.

[0200] At the same time, arranging the flow guiding rib 72 only on one side of the air inlet 73 and between the air inlet 73 and the air outlet can further improve the intake stability of the horizontally opposed engine 100.

[0201] In some embodiments, the air outlet on the side where the flow guiding rib 72 is arranged is closer to the air inlet 73.

[0202] By making the air outlet on the side where the flow guiding rib 72 is arranged closer to the air inlet 73, the air flow introduced from the air inlet 73 can be quickly divided by the flow guiding rib 72, ensuring that the air flow can flow into each air outlet and then correspondingly enter the pressure stabilizing region 711, achieving the effect of diverting the air flow into the adapted cylinder head 20 airways.

[0203] It should be noted that as Figure 20 shown, the flow guiding rib 72 is located at the pressure stabilizing region 711 on the left side. Specifically, since the distance between the air outlet of the left pressure stabilizing region 711 and the air inlet 73 is smaller than the distance between the air outlet of the right pressure stabilizing region 711 and the air inlet 73, the air flow turning from the air inlet 73 into the left pressure stabilizing region 711 is larger and needs to be diverted by the flow guiding rib 72, while the air flow turning from the air inlet 73 into the right pressure stabilizing region 711 is smaller and will not cause uneven intake due to large air flow turning.

[0204] In some embodiments, the intake manifold 7 of the present application forms at least one flow guiding rib 72 to divide the air flow channel 712 into three or more shunt channels.

[0205] By forming at least one flow guiding rib 72 on the intake manifold 7 to divide the air flow channel 712 into three or more shunt channels, when the gas enters the corresponding pressure stabilizing region 711 from the air outlet, the gas is divided into three parts. One part of the gas enters the cylinder head 20 airway of the first cylinder along one flow guiding rib 72 (such as Figure 20 the air flow b shown), one part of the gas enters the cylinder head 20 airway of the second cylinder along the guiding direction of another flow guiding rib 72 (such as Figure 20 the air flow c shown), and the other part of the gas flows above the pressure stabilizing region 711 without a flow guiding plate arranged (such as Figure 19As shown by the middle air flow a, it is normally distributed to the air passages of the cylinder head 20 of the first cylinder and the second cylinder, and further realizes the effect of adjusting the diversion, improves the intake air volume of the branch air passages of the cylinder head 20, so as to ensure the uniform intake of each air passage of the cylinder head 20 and avoid poor combustion caused by uneven intake of the engine 100.

[0206] In some embodiments, the space between the different diversion ribs 72 is arranged corresponding to the pressure stabilizing region 711 in the air flow direction.

[0207] By arranging the space between the different diversion ribs 72 corresponding to the pressure stabilizing region 711 in the air flow direction, the intake air uniformity can be adjusted.

[0208] In some embodiments, referring to Figure 20 , the value range of the ratio of the height of the diversion rib 72 to the height of the pressure stabilizing region 711 is 0.4 to 0.7.

[0209] In some embodiments, referring to Figure 20 , the thickness of the diversion rib 72 is taken as 2 mm to 6 mm.

[0210] In some embodiments, referring to Figure 21 , the different diversion ribs 72 have different lengths.

[0211] By setting the different diversion ribs 72 to have different lengths, the air flow can be shunted to different degrees.

[0212] Exemplarily, the diversion ribs 72 located on the same side are set as the first diversion rib 723 and the second diversion rib 724, wherein the first diversion rib 723 is closer to the air inlet 73 than the second diversion rib 724.

[0213] The length of the first diversion rib 723 is less than the length of the second diversion rib 724.

[0214] In the engine 100 provided by the present application, the exhaust gas of the engine 100 will take away a part of the energy. To improve the efficiency of the engine 100, generally, the engine 100 recovers and utilizes a part of the exhaust gas energy by setting a supercharger. When the performance of the engine 100 is higher, the flow rate of the exhaust gas is greater. To improve the utilization of the exhaust gas energy by the supercharger, it is necessary to ensure that when the exhaust gas flows in the exhaust manifold, the pressure loss is small, so as to ensure that less energy is lost when the exhaust gas flows in the exhaust manifold. In this way, when the exhaust gas enters the supercharger through the exhaust manifold, more exhaust gas energy can be recovered and utilized by the supercharger. Therefore, to improve the efficiency of the engine 100, the present application also provides an engine 100 that can effectively reduce the pressure loss of the engine exhaust gas flowing in the exhaust manifold.

[0215] In some embodiments, such as Figures 25 to 28As shown, the engine 100 further includes an exhaust manifold 8. The exhaust manifold 8 includes an intake end 81 and an outlet end 82. The intake end 81 is used to connect to the cylinder head 20 of the engine 100, and the outlet end 82 is used to discharge the exhaust gas generated by the engine 100. Among them, the exhaust manifold 8 includes at least one first diameter-changing portion 85, and the first diameter-changing portion 85 is used to adjust the pressure loss of the exhaust manifold 8.

[0216] The intake end 81 is used to connect to the exhaust port on the cylinder head 20 of the engine 100. After the intake end 81 is connected to the exhaust port of the cylinder head 20 of the engine 100, the exhaust gas generated by the combustion in the cylinder of the engine 100 can enter the exhaust manifold 8 through the intake end 81 and be discharged through the outlet end 82 of the exhaust manifold 8. In practical applications, the outlet end 82 of the exhaust manifold 8 can be directly connected to the exhaust pipe, and the exhaust gas is purified by a purifier and then discharged outside the vehicle 1000 through the exhaust pipe. In addition, for the turbocharged engine 100, the outlet pipe of the exhaust manifold 8 can be first connected to a supercharger, and the supercharger is used to increase the output power of the engine 100.

[0217] It should be noted that when the gas flows in the exhaust manifold 8, its pressure loss (pressure drop) is mainly caused by two situations, namely frictional resistance and local resistance. Specifically, when the gas passes through the pipe, due to the friction with the inner wall of the pipe, the gas molecules are hindered, thus generating frictional resistance. In addition, when the gas flows through some geometrically irregular regions, such as curved or contracted pipe sections, the gas flow will be affected by local resistance. The frictional resistance and local resistance of the gas together form the pressure loss, and the diameter of the pipe affects the NVH (Noise, Vibration, Harshness) performance of the vehicle 1000.

[0218] In the embodiment of the present application, by providing at least one first diameter-changing portion 85 on the exhaust manifold 8, when the gas flows to the first diameter-changing portion 85, due to the change in the pipe diameter, the pressure loss of the gas at the first diameter-changing portion 85 can be changed. When the pipe diameter increases, the exhaust back pressure can be reduced, the exhaust resistance can be decreased, and the exhaust gas generated by the combustion in the combustion chamber of the engine 100 is more easily discharged, which is beneficial to improving the performance of the engine 100. When the pipe diameter decreases, the expansion ratio of the engine 100 can be increased, which plays an inhibitory role in the low-frequency noise generated during exhaust, thereby improving the NVH performance of the vehicle 1000.

[0219] In practical applications, technicians can select according to the original size of the exhaust manifold 8 and the performance requirements of the vehicle 1000. The present application does not make specific limitations on the position, quantity and type of the first diameter-changing portion 85.

[0220] In the embodiment of the present application, the exhaust manifold 8 includes an exhaust main pipe 83 and a plurality of exhaust branch pipes 84. The plurality of exhaust branch pipes 84 are simultaneously connected to the exhaust main pipe 83, and at least one first diameter-changing portion 85 is provided on the exhaust branch pipe 84.

[0221] Limited by the layout space of the exhaust system in the vehicle 1000, the exhaust manifold 8 often needs to be arranged in an asymmetric structure, which results in uneven pressure loss between the plurality of exhaust branch pipes 84, and then affects the exhaust uniformity between the plurality of exhaust branch pipes 84 in the exhaust manifold 8.

[0222] Based on this, in the embodiment of the present application, the exhaust manifold 8 includes an exhaust main pipe 83 and a plurality of exhaust branch pipes 84. Among them, the intake end 81 is arranged on the exhaust branch pipe 84, and each exhaust branch pipe 84 is provided with an intake end 81. The exhaust branch pipe 84 is connected to the exhaust port of the cylinder head 20 of the engine 100 through the intake end 81, and the other end is connected to the exhaust main pipe 83. The plurality of exhaust branch pipes 84 are simultaneously connected to the exhaust main pipe 83, and the outlet end 82 is arranged on the exhaust main pipe 83. The exhaust main pipe 83 is adapted to be connected to an exhaust pipe or a supercharger. The exhaust gas in the cylinder head 20 of the engine 100 enters the exhaust branch pipe 84 through the intake end 81 on the plurality of exhaust branch pipes 84, flows in the plurality of exhaust branch pipes 84 respectively, then converges from the exhaust branch pipes 84 to the exhaust main pipe 83, and finally is discharged from the outlet end 82 of the exhaust main pipe 83. The exhaust gas discharged from the exhaust main pipe 83 can directly enter the exhaust pipe for purification, silencing and other treatments and then be discharged. For turbocharged vehicle models, the exhaust main pipe 83 can also be connected to a supercharger. The exhaust gas discharged from the exhaust main pipe 83 enters the supercharger, and a part of the exhaust gas is sent back to the intake manifold 7 through the supercharger to increase the intake pressure of the engine 100, thereby improving the performance of the engine 100.

[0223] In an embodiment of the present application, the number of the exhaust branch pipes 84 is four, which can be correspondingly used for a vehicle 1000 with a four-cylinder engine 100. One ends of the four exhaust branch pipes 84 are respectively connected to the four exhaust ports of the cylinders of the engine 100, and the other ends are commonly connected to the exhaust main pipe 83. The end of the exhaust main pipe 83 facing away from the exhaust branch pipes 84 is connected to a supercharger / exhaust pipe. At least one first diameter-changing portion 85 is arranged on the exhaust branch pipe 84 along the length direction.

[0224] It should be noted that since the exhaust manifold 8 is an asymmetric structure, there may be differences in the length and bending degree between the plurality of exhaust branch pipes 84, and the flow conditions of the gas in different exhaust branch pipes 84 are also different. In practical applications, the position of the first diameter-changing portion 85 can be set according to the specific structure of each exhaust branch pipe 84 to ensure the exhaust uniformity between the plurality of exhaust branch pipes 84. In addition, according to the different lengths of the plurality of exhaust branch pipes 84, different numbers of first diameter-changing portions 85 can be respectively arranged on the plurality of exhaust branch pipes 84 to further improve the exhaust uniformity.

[0225] In practical applications, the exhaust manifold 8 may further include an intake flange 91, an outlet flange 92, and a mounting bracket 93. Among them, the intake end 81 of the exhaust manifold 8 is connected to the cylinder head 20 of the engine 100 through the intake flange 91, the outlet end 82 is connected to the supercharger through the outlet flange 92, and the outlet end 82 is also connected to the mounting bracket 93 and is connected to the cylinder block 10 of the engine 100 cylinder through the mounting bracket 93. The mounting bracket 93 can play a role in supporting the exhaust manifold 8. In addition, as Figure 25 shown, a sensor mounting seat 94 is also provided in the middle section of the exhaust manifold 8. The sensor mounting seat 94 can be used to install an oxygen sensor or a temperature sensor, etc. The oxygen sensor can sense the oxygen molecule content in the exhaust gas and feedback it to the electronic control unit (ECU), thereby determining the air-fuel mixture ratio entering the engine 100. The temperature sensor can measure the temperature of the gas in the vehicle exhaust pipe to adjust and control the engine 100. An insulation cover 95 is also provided outside the exhaust manifold 8. When the engine 100 exhaust manifold 8 is working, it will generate a huge amount of heat, which will increase the temperature of the entire engine 100 system, reducing the working efficiency of the engine 100. In addition, without heat insulation measures, these heats will be dissipated around the engine 100, causing damage to the surrounding components, such as wires, plastic pipes, etc., affecting the life of these components. The insulation cover 95 can effectively isolate the heat in the exhaust manifold 8, reduce heat dissipation, keep the surrounding of the exhaust manifold 8 at a more appropriate temperature, improve the working efficiency of the engine 100, and at the same time protect the surrounding components and extend the service life.

[0226] Optionally, along the exhaust direction, the first diameter-changing portion 85 includes at least one of a diameter-expanding portion and a diameter-reducing portion, where the exhaust direction is the direction from the intake end 81 to the outlet end 82.

[0227] In practical applications, when the diameter-expanding portion is provided, the diameter of the exhaust manifold 8 increases along the exhaust direction, which can reduce the exhaust back pressure and the exhaust resistance, and the exhaust gas generated by the combustion in the combustion chamber of the engine 100 is more easily discharged, which is beneficial to improving the performance of the engine 100; while by providing the diameter-reducing portion, the diameter of the exhaust manifold 8 decreases along the exhaust direction, and the reduction of the diameter of the exhaust manifold 8 can increase the expansion ratio of the engine 100 and play a role in suppressing the low-frequency noise generated during exhaust, thereby improving the NVH performance of the vehicle 1000.

[0228] It should be noted that due to the different structures and setting methods of the exhaust systems among different vehicle models, the performance requirements of the vehicle 1000 are also different. Therefore, there will also be different diameter-changing requirements for the exhaust manifold 8 in practical applications. Technical personnel can design according to actual needs to determine the type of the first diameter-changing portion 85 on the exhaust manifold 8. This application does not make specific limitations on this.

[0229] In an embodiment of the present application, the first diameter-changing portion 85 includes at least one diameter-reducing portion.

[0230] Specifically, along the length direction of the exhaust manifold 8 from one end close to the cylinder head 20 of the engine 100 to the other end, there is a diameter-reducing portion, that is, the inner diameter of the pipeline of the exhaust manifold 8 decreases within a certain length interval. Herein, the length of this diameter-reducing portion along the exhaust direction in the embodiment of the present application may not be specifically limited. According to the above content, when the first diameter-changing portion 85 is set as the diameter-reducing portion, the expansion ratio of the engine 100 can be increased, which can suppress the low-frequency noise generated during exhaust, thereby improving the NVH performance of the vehicle 1000, optimizing the user experience, and enhancing the product competitiveness.

[0231] In an embodiment of the present application, along the exhaust direction, the first first diameter-changing portion 85 is a diameter-expanding portion.

[0232] It should be noted that when the exhaust manifold 8 is provided with at least one diameter-reducing portion along the exhaust direction, the reduction of the inner diameter of the pipeline after the exhaust manifold 8 is reduced in diameter may cause an increase in the pressure loss of the exhaust manifold 8, reduce the exhaust rate, and affect the combustion efficiency of the engine 100. Setting the first first diameter-changing portion 85 as the diameter-expanding portion can ensure that at least one diameter-expanding portion is provided before the diameter-reducing portion. Therefore, the exhaust branch pipe 84 passes through at least one diameter-expansion before being reduced in diameter, thereby avoiding the inner diameter of the pipeline of the exhaust manifold 8 from being too small after being reduced in diameter, reducing the pressure loss of the exhaust manifold 8, and ensuring the exhaust uniformity.

[0233] In some embodiments, multiple diameter-expanding portions can also be provided between the diameter-reducing portions, and the diameters of the multiple diameter-expanding portions can increase gradually, so that the diameter of the exhaust manifold 8 can be gradually increased to the required diameter, preventing the increase in the pressure loss of the exhaust manifold 8 caused by sudden diameter changes.

[0234] In addition, the setting of the diameter-expanding portion increases the diameter of the exhaust manifold 8 and also reduces the gas flow rate, thereby reducing the exhaust temperature, which is beneficial to the optimization of the heat damage of the exhaust manifold 8 and the extension of the thermal fatigue durability life.

[0235] In an embodiment of the present application, the number of the first diameter-changing portions 85 is multiple, and among the multiple first diameter-changing portions 85, the diameter-expanding portions and the diameter-reducing portions are arranged alternately.

[0236] It should be noted that after the exhaust manifold 8 is reduced in diameter, due to the decrease in the pipeline diameter, the pressure loss will increase. By setting the diameter-expanding portion, the pressure loss of the exhaust manifold 8 can be reduced. When the exhaust manifold 8 includes multiple exhaust branch pipes 84, by adjusting the positional relationship and the degree of diameter change between the diameter-expanding portions and the diameter-reducing portions in the multiple exhaust branch pipes 84, the pressure loss between the exhaust branch pipes 84 can be adjusted, thereby playing a role in optimizing the exhaust uniformity.

[0237] Further, by alternately arranging the diameter-expanding part and the diameter-reducing part, it is possible to avoid a large impact on the 1000 NVH performance of the vehicle caused by the continuous arrangement of multiple diameter-expanding parts, or excessive increase in the pipeline pressure loss caused by the continuous arrangement of multiple diameter-reducing parts, so as to form a certain balance between optimizing the 1000 NVH performance of the vehicle and reducing the pipeline pressure loss.

[0238] In an embodiment of the present application, as Figure 28 shown, the exhaust manifold 84 includes a primary manifold 841 and a secondary manifold 842, and the secondary manifold 842 includes at least one first variable-diameter part 85.

[0239] Optionally, the first variable-diameter part 85 can be a diameter-expanding part or a diameter-reducing part, and those skilled in the art can determine it according to the specific structure of the exhaust manifold 8 and the performance requirements of the vehicle 1000. The present application does not make specific limitations thereto.

[0240] In an embodiment of the present application, as Figure 28 shown, the first variable-diameter part 85 on the secondary manifold 842 is a diameter-expanding part, and the diameter-expanding part is arranged at a position close to the side of the cylinder head 20 of the engine 100. The diameter of the end of the secondary manifold 842 is D1, and after one-time diameter expansion, the diameter of the secondary manifold 842 becomes D2. Among them, D1 is slightly larger than the inner diameter of the exhaust port of the cylinder head 20 of the engine 100 and matches the diameter of the exhaust port of the cylinder head 20, which can avoid an increase in pressure loss caused by a sudden change in the pipe diameter after the gas in the engine cylinder flows from the cylinder head 20 to the exhaust manifold 8. D2 is the diameter after diameter expansion. After the secondary manifold 842 undergoes one-time diameter expansion, it can avoid an increase in pressure loss due to an overly small pipe diameter of the exhaust manifold 8 caused by subsequent diameter reduction.

[0241] In an embodiment of the present application, both the primary manifold 841 and the secondary manifold 842 include at least one first variable-diameter part 85.

[0242] Specifically, as Figure 28 shown, in an embodiment of the present application, the first variable-diameter part 85 on the secondary manifold 842 is a diameter-expanding part, and the first variable-diameter part 85 on the primary manifold 841 is a diameter-reducing part. Among them, the diameter of the end of the secondary manifold 842 is D1, and after one-time diameter expansion, the diameter of the secondary manifold 842 becomes D2. Subsequently, the primary manifold 841 is reduced in diameter to D3. Among them, D1 is slightly larger than the inner diameter of the exhaust port of the cylinder head 20 of the engine 100 and matches the diameter of the exhaust port of the cylinder head 20, which can avoid an increase in pressure loss caused by a sudden change in the pipe diameter after the gas in the engine cylinder flows from the cylinder head 20 to the exhaust manifold 8. D2 is the diameter after diameter expansion. After the secondary manifold 842 undergoes one-time diameter expansion, it can avoid an increase in pressure loss due to an overly small pipe diameter of the exhaust manifold 8 caused by subsequent diameter reduction. D3 can be set to be about 10 mm smaller than D2. According to actual application experience, when the primary manifold 841 is reduced in diameter by 10 mm, it can have a better improvement on the noise generated by the exhaust.

[0243] In an embodiment of the present application, as Figure 28 shown, the first diameter-changing portion 85 is provided on the exhaust manifold 84, and the exhaust main pipe 83 is provided with a second diameter-changing portion 86, and the second diameter-changing portion 86 is adapted to the air inlet 73 of the supercharger.

[0244] Since multiple exhaust manifolds 84 are respectively connected to the cylinder head 20 of the engine 100, the exhaust gas generated by the combustion of the cylinders of the engine 100 enters the exhaust manifold 8 from the multiple exhaust manifolds 84, then converges to the exhaust main pipe 83, and finally discharges from the exhaust main pipe 83. Therefore, the diameter of the exhaust main pipe 83 usually needs to be set larger than the diameter of the exhaust manifold 84 to ensure that the gas in the multiple exhaust manifolds 84 can be smoothly discharged when converging to the exhaust main pipe 83.

[0245] Please refer to Figure 29 and Figure 31 , the multiple exhaust manifolds 84 include a first branch pipe 843 and a second branch pipe 844. Among them, the first branch pipe 843 includes a first branch portion 831 and a first transition pipe 832. The first branch portion 831 is connected to the exhaust main pipe 83 through the first transition pipe 832, that is, both the first branch portion 831 and the exhaust main pipe 83 are smoothly connected to the first transition pipe 832 to ensure the smoothness of the gas flow process. The second branch pipe 844 includes a second branch portion 833 and a second transition pipe 834. The second branch portion 833 is connected to the exhaust main pipe 83 through the second transition pipe 834, that is, both the second branch portion 833 and the exhaust main pipe 83 are smoothly connected to the second transition pipe 834 to ensure the smoothness of the gas flow process.

[0246] It can be understood that specifically, please refer to Figures 29 to 31 shown, one end of the first transition pipe 832 close to the exhaust main pipe 83 intersects with one end of the second transition pipe 834 close to the exhaust main pipe 83, and both the first transition pipe 832 and the second transition pipe 834 are fixedly connected to the exhaust main pipe 83. The fixed connection referred to here can be a welded connection or an integrally formed connection to ensure the stability of the overall structure of the exhaust manifold 8. The air flow can flow between the exhaust main pipe 83 and the first transition pipe 832 of the first branch pipe 843, and between the exhaust main pipe 83 and the second transition pipe 834 of the second branch pipe 844, that is, the gas flowing through the first branch pipe 843 and the second branch pipe 844 can converge and flow into the exhaust main pipe 83.

[0247] In addition, specifically, please refer to Figures 29 to 31As shown, the first branch pipe 843 further includes a first flange 845. The first flange 845 is provided at one end of the first branch portion 831 away from the first transition pipe 832. The first flange 845 is fixedly connected to the first branch portion 831. The fixed connection here can be a welded connection or an integrally formed connection. The first flange 845 is used for installation and connection with the cylinder block 10 of the first engine 100. The second branch pipe 844 further includes a second flange 846. The second flange 846 is provided at one end of the second branch portion 833 away from the second transition pipe 834. The second flange 846 is fixedly connected to the second branch portion 833. The fixed connection here can be a welded connection or an integrally formed connection. The second flange 846 is used for installation and connection with the cylinder block 10 of the second engine 100.

[0248] Exemplarily, for details, please refer to Figure 32 and Figure 33 . Driven by the first engine 100 and the second engine 100, the gas flows into the first branch portion 831 and the second branch portion 833 to form an air flow. The air flow converges to the exhaust main pipe 83 under the guidance of the first transition pipe 832 and the second transition pipe 834. An outlet flange 92 is provided at the end of the exhaust main pipe 83. The outlet flange 92 is used for installation and connection with the supercharger. Then, the air flow is output outside the exhaust main pipe 83 after being supercharged by the supercharger.

[0249] In this embodiment, specifically, please refer to Figure 33 As shown, the length dimension of the first branch portion 831 is smaller than that of the second branch portion 833. In this way, the length dimension of the first branch portion 831 is shorter, and its own exhaust pressure loss is lower. Then, the exhaust pressure loss of the first branch pipe 843 is lower, that is, the gas pressure loss is lower. The length dimension of the second branch portion 833 is longer, and its own exhaust pressure loss is correspondingly higher. Then, the exhaust pressure loss of the second branch pipe 844 is higher, that is, the gas pressure loss is higher.

[0250] The core of this application lies in defining the direction perpendicular to the installation reference plane of the first branch pipe 843 as the projection direction A. Here, the installation reference plane is the flange surface of the first flange 845. In the projection direction A, a first included angle θ1 is formed between the center line of the first transition pipe 832 and the main center line of the exhaust main pipe 83, and a second included angle θ2 is formed between the center line of the second transition pipe 834 and the main center line of the exhaust main pipe 833.

[0251] It should be noted that the center line of the first transition pipe 832 is the central axis of the cross-section perpendicular to the first end of the first transition pipe 832, and this first end is the end of the first transition pipe 832 for connecting the first branch portion 831. The center line of the second transition pipe 834 is the central axis of the cross-section perpendicular to the second end of the second transition pipe 834, and this second end is the end of the second transition pipe 834 for connecting the second branch portion 833.

[0252] With such a setting, when both the first included angle θ1 and the second included angle θ2 are between 0° and 90°, since the first included angle θ1 is less than the second included angle θ2, the increased exhaust pressure loss of the first branch pipe 8431 is greater than that of the second branch pipe 844 until the exhaust pressure loss of the first branch pipe 843 is balanced with that of the second branch pipe 844, so that the pressure of the airflow converging on the exhaust main pipe 83 can be made more uniform, achieving the effect of improving the exhaust uniformity.

[0253] Or, when both the first included angle θ1 and the second included angle θ2 are between 90° and 180°, since the first included angle θ1 is less than the second included angle θ2, the reduced exhaust pressure loss of the first branch pipe 843 is less than that of the second branch pipe 844 until the exhaust pressure loss of the first branch pipe 843 is balanced with that of the second branch pipe 844, so that the pressure of the airflow converging on the exhaust main pipe 83 can be made more uniform, achieving the effect of improving the exhaust uniformity.

[0254] Or, when the first included angle θ1 is between 0° and 90° and the second included angle θ2 is between 90° and 180°, that is, the first included angle θ1 formed between the center line of the first transition pipe 832 and the main center line of the exhaust main pipe 83 is set as an acute angle, and the second included angle θ2 formed between the center line of the second transition pipe 834 and the main center line of the exhaust main pipe 83 is set as an obtuse angle, then the exhaust pressure loss of the first branch pipe 843 can be increased while the exhaust pressure loss of the second branch pipe 844 can be reduced, so that the exhaust pressure losses of the first branch pipe 843 and the second branch pipe 844 can be balanced more quickly and effectively, and further the pressure of the airflow converging on the exhaust main pipe 83 can be made more uniform, achieving the effect of improving the exhaust uniformity.

[0255] From the above, it can be seen that the present application skillfully combines the bending angles formed between the branch pipes of the exhaust manifold 8 and the exhaust main pipe 83 and the lengths of the branch pipes of the exhaust manifold 8, so as to effectively solve the problem of the pressure difference existing between the branch pipes in the existing exhaust manifold 8 without changing the lengths of the branch pipes of the exhaust manifold 8, ensure the exhaust uniformity inside the exhaust manifold 8, and thus effectively avoid the problems of chaotic exhaust pulses and low horsepower and torque output of the engine 100.

[0256] In addition to adjusting the bending angle to adjust the exhaust pressure loss of the first branch pipe 843 and the second branch pipe 844 respectively, so as to achieve the purpose of improving the exhaust uniformity. It can be understood that the first opening of the first branch pipe 843 and the second opening of the second branch pipe 844 can also be offset and independently arranged. Here, the offset arrangement can be selected such that both the first opening of the first branch pipe 843 and the second opening of the second branch pipe 844 are offset and arranged on the same side of the exhaust main pipe 83, or it can also be selected that the first opening of the first branch pipe 843 and the second opening of the second branch pipe 844 are respectively offset and arranged on two opposite sides of the exhaust main pipe 83. This is beneficial for the first branch pipe 843 and the second branch pipe 844 to be adjusted according to the requirements of the layout space, improving the flexibility of the assembly design and the convenience during the assembly process of the exhaust system. It will not be limited by the arranged space, nor will it be restricted by the length dimensions of the first branch pipe 843 and the second branch pipe 844, greatly improving the adaptability of the exhaust manifold 8 and reducing the machining accuracy of the exhaust manifold 8.

[0257] Certainly, in the projection direction A, the distance between the first flange 845 and the exhaust main pipe 83 is less than the distance between the second flange 846 and the exhaust main pipe 83. That is to say, the first flange 845 will be closer to the exhaust main pipe 83 relative to the second flange 846, so as to better adapt to the arrangement of the engine 100 cylinder block 10.

[0258] It should be noted that a first included angle θ1 is formed between the first center line of the first branch pipe 843 and the main center line of the exhaust main pipe 83. The angle range of the first included angle θ1 is 70° to 80°. The first branch pipe 843 has a significant influence on the gas pressure loss within this angle range, and the gas pressure loss will increase with the increase of the elbow angle. Preferably, the first included angle θ1 formed between the first center line of the first branch pipe 843 and the main center line of the exhaust main pipe 83 is 75° and 78°.

[0259] It should also be noted that a second included angle θ2 is formed between the second center line of the second branch pipe 844 and the main center line of the exhaust main pipe 83. The angle range of the second included angle θ2 is 120° to 135°. The second branch pipe 844 will be able to significantly reduce the gas pressure loss within this angle range. Preferably, the second included angle θ2 formed between the second center line of the second branch pipe 844 and the main center line of the exhaust main pipe 83 is 125°, 127° and 130°.

[0260] In some examples, specifically, please refer to Figure 33As shown in the figure, the first branch 831 includes a first branch pipe body 8311 and a second branch pipe body 8312. Both the first branch pipe body 8311 and the second branch pipe body 8312 converge at a first transition pipe 832. The first branch pipe body 8311 and the second branch pipe body 8312 are smoothly connected to the first transition pipe 832, and both the first branch pipe body 8311 and the second branch pipe body 8312 are connected to the first transition pipe 832. One end of the first branch pipe body 8311 away from the first transition pipe 832 and one end of the second branch pipe body 8312 away from the first transition pipe 832 are both fixedly connected to a first flange 845.

[0261] With such an arrangement, an included angle is formed between the first branch pipe body 8311 and the second branch pipe body 8312, and the gas converges from the first branch pipe body 8311 and the second branch pipe body 8312 into the first transition pipe 832. It is defined that a third included angle θ3 is formed between the center line of the first branch pipe body 8311 and the center line of the second branch pipe body 8312, and the angle range of the third included angle θ3 is within the range of 10° to 90°. It should be noted that the center line of the first branch pipe body 8311 is the central axis of the first branch pipe body 8311 near one end of the first transition pipe 832, and the center line of the second branch pipe body 8312 is the central axis of the second branch pipe body 8312 near one end of the first transition pipe 83212.

[0262] When the exhaust manifold 8 is assembled and the angle adjustments of the first included angle θ1 and the second included angle θ2 are completed, there are still slight deviations in the gas pressure losses generated by the first branch pipe 843 and the second branch pipe 844. At this time, by changing the angle of the third included angle θ3 and changing the curvature of the first branch pipe body 8311 and the second branch pipe body 8312, the gas pressure loss generated by the first branch pipe 843 can be finely adjusted, so that the gas pressure loss generated by the first branch pipe 843 can better balance with the gas pressure loss generated by the second branch pipe 844, and better exhaust uniformity of the exhaust manifold 8 can be achieved.

[0263] In some examples, specifically according to Figure 33 As shown in the figure, the second branch 833 includes a third branch pipe body 8313 and a fourth branch pipe body 8314. Both the third branch pipe body 8313 and the fourth branch pipe body 8314 converge at a second transition pipe 834. The third branch pipe body 8313 and the fourth branch pipe body 8314 are smoothly connected to the second transition pipe 834, and both the third branch pipe body 8313 and the fourth branch pipe body 8314 are connected to the second transition pipe 834. One end of the third branch pipe body 8313 away from the second transition pipe 834 and one end of the fourth branch pipe body 8314 away from the second transition pipe 834 are both fixedly connected to a second flange 846.

[0264] In this way, the third branch tube body 8313 and the fourth branch tube body 8314 intersect to form an angle, and the gas is collected from the third branch tube body 8313 and the fourth branch tube body 8314 to the second transition tube 834. It is defined that the fourth angle θ4 is formed between the center line of the third branch tube body 8313 and the center line of the fourth branch tube body 8314, and the angle range of the fourth angle θ4 is within the angle range of 10° to 90°. It should be noted that the center line of the third branch tube body 8313 is the center axis of the third branch tube body 8313 near one end of the second transition tube 834, and the center line of the fourth branch tube body 8314 is the center axis of the fourth branch tube body 8314 near one end of the second transition tube 834.

[0265] When the exhaust manifold 8 is assembled and the first angle θ1 and the second angle θ2 are adjusted, there is still a small deviation between the gas pressure loss generated by the first branch pipe 843 and the gas pressure loss generated by the second branch pipe 844. At this time, the gas pressure loss generated by the second branch pipe 844 can be fine-tuned by changing the angle of the fourth angle θ4 and the curvature of the third branch pipe body 8313 and the fourth branch pipe body 8314. This allows the gas pressure loss generated by the second branch pipe 844 to be better balanced with the gas pressure loss generated by the first branch pipe 843, thereby achieving better exhaust uniformity of the exhaust manifold 8.

[0266] In some embodiments, the engine 100 further includes a supercharger, and the supercharger is provided with a nozzle ring 501 . Air can enter the supercharger through the nozzle ring 501 , and thus be compressed by the supercharger.

[0267] like Figure 34 , Figure 35 As shown, the nozzle ring 501 includes a mounting plate 502, a plurality of blades 503 and a toggle assembly 504. The plurality of blades 503 are connected to the toggle assembly 504. The toggle assembly 504 is rotatably connected to the mounting plate 502, and the toggle assembly 504 can rotate relative to the mounting plate 502 to rotate the blades 503 relative to the mounting plate 502.

[0268] Through the above arrangement, during the operation of the engine 100, the angle of the plurality of blades 503 relative to the mounting plate 502 can be adjusted by the toggle assembly 504, thereby changing the amount of air entering the supercharger to adjust the supercharging effect of the supercharger and ensure the working efficiency of the engine 100.

[0269] In some embodiments, the mounting plate 502 is provided with a plurality of mounting holes, and the plurality of mounting holes correspond one-to-one to the plurality of blades 503 .

[0270] like Figure 35 , Figure 36As shown, the toggle assembly 504 includes a plurality of connecting rods 505 , and the plurality of connecting rods 505 correspond to the plurality of blades 503 one by one, one connecting rod 505 is connected to one blade 503 , and one connecting rod 505 is inserted into one mounting hole.

[0271] The toggle assembly 504 further includes a driving member 506 , and the plurality of connecting rods 505 are rotatably connected to the driving member 506 .

[0272] Through the above arrangement, during the operation of the engine 100, the driving member 506 can be rotated to drive the multiple connecting rods 505 to rotate, so that the multiple connecting rods 505 drive the multiple blades 503 to rotate, thereby adjusting the supercharging effect of the supercharger.

[0273] In some embodiments, Figure 35 , Figure 37 As shown, the toggle assembly 504 further includes a plurality of rotating rods 507, and the plurality of rotating rods 507 correspond one to one with the plurality of connecting rods 505. One end of a connecting rod 505 is connected to a blade 503, and the other end of a connecting rod 505 is connected to a rotating rod 507.

[0274] With the above arrangement, since the connecting rod 505 is inserted into the mounting hole, during the rotation of the driving member 506 , the driving member 506 can drive the rotating rod 507 to rotate around the axis of the corresponding connecting rod 505 , thereby driving the connecting rod 505 and the blade 503 to rotate.

[0275] In some embodiments, Figure 35 As shown, the driving member 506 includes a driving ring 508 , the axial direction of the driving ring 508 is consistent with the axial direction of the mounting disk 502 , and the driving ring 508 is disposed around the mounting disk 502 .

[0276] In this way, compared with setting the drive ring 508 on one side of the mounting disk 502 in the axial direction, when the drive ring 508 is set around the mounting disk 502, the axial space occupied by the drive member 506 and the mounting disk 502 can be reduced, thereby facilitating the spatial setting of the nozzle ring 501.

[0277] In some embodiments, Figure 35 , Figure 37 As shown, a limiting groove 509 is provided on the inner circumferential wall surface of the driving ring 508 , and a limiting protrusion 510 is provided on the outer circumferential wall surface of the mounting plate 502 , and a portion of the limiting protrusion 510 is located in the limiting groove 509 .

[0278] It should be noted that the inner peripheral wall surface of the driving ring 508 refers to the circumferential surface located inside the driving ring 508 along the direction perpendicular to the axial direction of the driving ring 508. The outer peripheral wall surface of the mounting disc 502 refers to the circumferential surface located outside the mounting disc 502 along the direction perpendicular to the axial direction of the mounting disc 502.

[0279] With the above arrangement, since part of the limiting protrusion 510 is located in the limiting groove 509, during the rotation of the driving ring 508 relative to the mounting disc 502, the limiting groove 509 can limit the movement of the limiting protrusion 510, thereby limiting the angle by which the driving ring 508 can rotate relative to the mounting disc 502.

[0280] In this way, the limiting protrusion 510 can be machined on the bracket when machining the mounting disc 502, and the limiting groove 509 can be directly machined when machining the driving ring 508. Compared with setting limit pins, limit screws, etc. on the mounting disc 502, it can facilitate the machining of the nozzle ring 501 and reduce the machining cost of the nozzle ring 501.

[0281] In some embodiments, along the circumferential direction of the mounting disc 502, the limiting groove 509 has a limiting surface 511, and the limiting protrusion 510 has a contact surface 512.

[0282] During the rotation of the driving ring 508 relative to the mounting disc 502, the limiting surface 511 contacts the contact surface 512.

[0283] With the above arrangement, compared with limit pins, limit screws, etc., through the arrangement of the limiting surface 511 and the contact surface 512, during the rotation of the driving ring 508 relative to the mounting disc 502, the contact area between the limiting surface 511 and the contact surface 512 is relatively large, so that the wear between the limiting groove 509 and the limiting protrusion 510 can be reduced, thereby extending the service life of the nozzle ring 501.

[0284] It should be noted that when machining the limiting groove 509, the maximum angle by which the driving ring 508 and the mounting disc 502 can rotate relative to each other can be changed by changing the sizes of the machined limiting groove 509 and the limiting protrusion 510, so as to change the adjustment effect of the nozzle ring 501 on the supercharger.

[0285] In some embodiments, the supercharger further includes a housing, and the nozzle ring 501 is connected to the housing.

[0286] Such as Figure 34As shown, the nozzle ring 501 further includes at least one positioning pin 513, which is connected to the mounting disk 502 and is located on one side of the mounting disk 502 in the axial direction. The spacing between the end of the positioning pin 513 facing away from the mounting disk 502 and the mounting disk 502 is a first spacing, and the spacing between the end of the blade 503 facing away from the mounting disk 502 and the mounting disk 502 is a second spacing, and the first spacing is greater than the second spacing.

[0287] Through the above arrangement, since the first spacing is greater than the second spacing, when the nozzle ring 501 is installed on the shell, the shell will first contact the positioning pin 513 and be blocked by the positioning pin 513 and cannot contact the blade 503. This can ensure that the blade 503 has sufficient space to move, so that the driving member 506 and the connecting rod 505 can be used to drive the blade 503 to rotate, thereby realizing the adjustment of the boost effect of the supercharger.

[0288] In the engine 100 provided in the present application, when the performance is higher, the vibration of the crankshaft is more severe, resulting in worse NVH performance of the engine 100. Therefore, in order to improve the NVH performance of the engine 100, the present application also provides an engine 100 that can improve the dynamic balance performance of the crankshaft, thereby improving the NVH performance of the engine 100.

[0289] In some embodiments, Figure 38 As shown, the engine 100 further includes a crankshaft 40 , which is disposed in the cylinder block 10 . The crankshaft 40 includes at least two crank arm structures, at least one connecting rod journal 402 , and at least two main journals 403 .

[0290] At least one connecting rod journal 402 is disposed between two adjacent crank arm structures and connected to the two adjacent crank arm structures; at least two main journals 403 are connected to a side of the crank arm structure away from the connecting rod journal 402 in the length direction of the crankshaft 40 .

[0291] The crank arm structure includes a crank arm and a crankshaft balance block 411 .

[0292] See also Figures 38 to 42 The crankshaft balance block 411 includes a first section 4111, and the first section 4111 is connected to the crank arm.

[0293] In some embodiments of the present application, the first section 4111 and the crank arm are detachable, such as being detachably fixed to the crank arm by bolts; in another embodiment of the present application, the first section 4111 and the crank arm are integrally cast.

[0294] In some embodiments of the present application, the crankshaft balance weight 411 further includes a second section 4112. The second section 4112 is disposed on a side of the first section 4111 away from the crank arm and is connected to the first section 4111. Wherein, the thickness of the second section 4112 in the length direction of the crankshaft 40 gradually decreases from a side of the second section 4112 close to the first section 4111 to a side of the second section 4112 away from the first section 4111. Wherein, when the crankshaft 40 is disposed in the engine 100, only a part of the crankshaft 40 is immersed in the engine oil, and the position of the second section 4112 on the crankshaft balance weight 411 is closer to the engine oil than the position of the first section 4111 on the crankshaft balance weight 411 on the crankshaft 40. That is, when the crankshaft 40 rotates, the second section 4112 rotates around the rotation axis of the crankshaft 40 and approaches the engine oil, thereby being able to drive the engine oil to splash.

[0295] Wherein, one end of the first section 4111 of the crankshaft balance weight 411 away from the second section 4112 is connected to the crank arm.

[0296] In the technical solution of the present application, by designing that the thickness of the second section 4112 of the crankshaft balance weight 411 gradually decreases in a direction away from the rotation axis of the crankshaft 40, an inclined surface is formed on the second section 4112, so that when the second section 4112 rotates around the rotation axis of the crankshaft 40 and enters and exits the engine oil, more engine oil can be driven to splash, so that more engine oil can splash onto the crankshaft 40, improving the lubrication effect of the crankshaft 40 in the engine 100.

[0297] Please refer to Figure 41 , in some embodiments of the present application, the second section 4112 includes an inclined surface 4113. The inclined surface 4113 is disposed on at least one of the opposite sides of the second section 4112 in the length direction of the crankshaft 40.

[0298] In an embodiment of the present application, the first section 4111 further includes a connecting surface 4114. The connecting surface 4114 is disposed on at least one of the opposite sides of the first section 4111 in the length direction of the crankshaft 40. The connecting surface 4114 is connected to the inclined surface 4113 and has an included angle with the inclined surface 4113.

[0299] In another embodiment of the present application, the first section 4111 further includes a connecting surface 4114. The connecting surface 4114 is disposed on at least one of the opposite sides of the first section 4111 in the length direction of the crankshaft 40. The connecting surface 4114 is connected to the inclined surface 4113 and is parallel to the inclined surface 4113.

[0300] The connection surface 4114 is located at the un-deweighted portion of the crankshaft balance block 411, that is, no deweighting operation is performed on the first section 4111, so that the overall weight of the crankshaft balance block 411 can meet the dynamic balance requirements of the crankshaft 40, thereby improving the overall noise, vibration and acoustic roughness performance of the engine 100.

[0301] In some embodiments of the present application, the crankshaft balance block 411 is formed with an inclined surface 4113 by machining and milling.

[0302] See also Figure 41 In some embodiments of the present application, the angle between the connecting surface 4114 and the inclined surface 4113 is defined as α; wherein α satisfies: 170°≤A≤175°; such a configuration can, on the basis of satisfying the dynamic balance of the crankshaft balance block 411, and in the process where the crankshaft balance block 411 rotates around the rotation axis of the crankshaft 40 into the engine oil and then rotates out of the engine oil, it can drive more engine oil to splash, so that more engine oil can be splashed onto the crankshaft 40, thereby improving the lubrication effect of the crankshaft 40 in the engine 100.

[0303] The value of α may be 170°, 170.2°, 170.4°, 170.6°, 170.8°, 171°, 171.2°, 171.4°, 171.6°, 171.8°, 172°, 172.2°, 172.4°, 172.6°, 172.8°, 173°, 173.2°, 173.4°, 173.6°, 173.8°, 174°, 174.2°, 174.4°, 174.6°, 174.8°, 175°. The value of α is not limited to the listed values, and other values ​​not listed within the numerical range are also applicable.

[0304] In some embodiments of the present application, any straight line on the connecting surface 4114 that intersects the boundary line between the connecting surface 4114 and the inclined surface 4113 has the same angle with the inclined surface 4113. This design ensures that the angles between the connecting surface 4114 and the inclined surface 4113 are consistent at all locations.

[0305] Please refer again Figures 38 to 42 In some embodiments of the present application, the second section 4112 also includes an end face 4115 located on the side of the second section 4112 away from the first section 4111; the inclined surface 4113 is connected to the end face 4115 on the side away from the first section 4111. Such an arrangement enables the end of the second section 4112 away from the first section 4111 to have a certain thickness in the axial direction of the crankshaft 40, so that the weight of the crankshaft balance block 411 meets the dynamic balance requirement of the crankshaft balance block 411.

[0306] In some embodiments of the present application, the dimension of the end face 4115 in the length direction of the crankshaft 40 is defined as L1, and the dimension of the inclined face 4113 in the axial direction of the crankshaft 40 is defined as L2; wherein, L1 and L2 satisfy: 0.2L1 ≤ L2 ≤ 0.25L1. That is to say, in this embodiment, the values of L1 and L2 satisfy this range, which can make the weight of the crankshaft balance weight 411 after weight removal meet the dynamic balance requirements of the crankshaft balance weight 411. At the same time, during the process that the crankshaft balance weight 411 rotates around the rotation axis of the crankshaft 40 and enters and then exits from the engine oil, more engine oil can be splashed, so that more engine oil can be splashed onto the crankshaft 40, improving the lubrication effect of the crankshaft 40 in the engine 100.

[0307] In some embodiments, as Figure 43 、 Figure 44 shown, the main journal 403 is provided with a first oil passage 404, the axial direction of the first oil passage 404 is perpendicular to the axial direction of the crankshaft 40, and the first oil passage 404 penetrates through the main journal 403.

[0308] The connecting rod journal 402 is provided with a second oil passage 405, the axial direction of the second oil passage 405 is the same as the axial direction of the first oil passage 404, and the second oil passage 405 penetrates through the connecting rod journal 402.

[0309] The crankshaft 40 is further provided with a third oil passage 406, the third oil passage 406 includes a first part, a second part and a third part. For the crank arm structure and the adjacent connecting rod journal 402 and main journal 403, the first part is arranged in the crank arm structure and penetrates through the crank arm structure, the second part is located in the connecting rod journal 402 and communicates with the second oil passage 405. The third part is arranged in the main journal 403 and communicates with the first flow passage 15.

[0310] Through the above settings, during the lubrication process of the crankshaft 40, the lubricating oil can flow to the surface of the main journal 403 after flowing into the first oil passage 404, and can flow to the second oil passage 405 through the third oil passage 406, and the lubricating oil flowing out from the second flow passage 16 can flow to the surface of the connecting rod journal 402.

[0311] In this way, through the cooperation of the first oil passage 404, the second oil passage 405 and the third oil passage 406, the lubrication of the crankshaft 40 can be realized, ensuring the normal function of the crankshaft 40.

[0312] In some embodiments, as Figure 43 、 Figure 44 shown, in the arrangement direction of the main journal 403 and the connecting rod journal 402, the first flow passage 15 is located on one side of the axis of the main journal 403. The crankshaft 40 has a symmetry plane, and the third oil passage 406 is located on the symmetry plane.

[0313] In this way, the third oil passage 406 can pass through the middle position of the dangerous section without deviating to any side of the crankshaft 40, thus avoiding the influence of the third oil passage 406 on the structural strength of the crankshaft 40 and ensuring the normal function of the crankshaft 40.

[0314] Exemplarily, the distance between the axis of the first oil passage 404 and the axis of the main journal 403 is S, and S can be 6 mm, 7 mm, 8 mm, 9 mm, 10 mm, etc.

[0315] In some embodiments, the axis of the second oil passage 405 coincides with the axis of the connecting rod journal 402.

[0316] In this way, during the rotation of the crankshaft 40, the lubricating oil can flow more smoothly in the second oil passage 405, and thus can stably and smoothly flow to the surface of the connecting rod journal 402 to achieve the lubrication of the crankshaft 40.

[0317] In some embodiments, the crankshaft 40 is provided with a plurality of oil holes 407, and one oil hole 407 is respectively provided at the two ends of the first oil passage 404 penetrating through the main journal 403. One oil hole 407 is respectively provided at the two ends of the second oil passage 405 penetrating through the connecting rod journal 402.

[0318] The end shape of the oil hole 407 is oval, and the ratio of the radius of the long axis of the oil hole 407 to the radial dimension of the first oil passage 404 is greater than or equal to 2.5 and less than or equal to 3.5. The ratio of the radius of the short axis of the oil hole 407 to the radial dimension of the first oil passage 404 is greater than or equal to 1.1 and less than or equal to 1.5.

[0319] Exemplarily, the ratio of the radius of the long axis of the oil hole 407 to the radial dimension of the first oil passage 404 can be 2.5, 2.7, 2.9, 3.0, 3.3, 3.4, 3.5, etc.

[0320] Exemplarily, the ratio of the radius of the short axis of the oil hole 407 to the radial dimension of the first oil passage 404 can be 1.1, 1.2, 1.3, 1.4, 1.5, etc.

[0321] Through the above settings, compared with the first oil passage 404, the second oil passage 405 and the third oil passage 406, there is a relatively large space at the oil hole 407. When the lubricating oil flows out from the first oil passage 404, the second oil passage 405 and the third oil passage 406 to the oil hole 407, an oil film can be more easily formed at the oil hole 407, thereby improving the lubrication effect of the crankshaft 40, reducing the wear of the crankshaft 40, and extending the service life of the crankshaft 40.

[0322] In some embodiments, the oil hole 407 is formed with a chamfer. In this way, when the lubricating oil flows out from the first oil passage 404, the second oil passage 405, and the third oil passage 406 to the oil hole 407, an oil film can be more easily formed at the oil hole 407, thereby further improving the lubrication effect of the crankshaft 40.

[0323] In some embodiments, as Figure 43 , Figure 44 shown, the crankshaft 40 is further provided with a weight-reducing hole 408. By providing the weight-reducing hole 408, the material required for machining the crankshaft 40 can be reduced, thereby reducing the weight of the crankshaft 40, reducing the moment of inertia of the crankshaft 40, and thus improving the balance of the crankshaft 40. At the same time, by providing the weight-reducing hole 408, the mode of the crankshaft 40 can also be improved, and the NVH performance of the whole machine can be optimized.

[0324] In some embodiments, as Figure 43 , Figure 44 shown, the weight-reducing hole 408 is provided in the connecting rod journal 402 and communicates with the third oil passage 406. Along the axial direction of the third oil passage 406, the weight-reducing hole 408 extends in the direction away from the main journal 403 and penetrates through the connecting rod journal 402 and the crankshaft arm structure 401. The third oil passage 406 and the weight-reducing hole 408 are integrally formed.

[0325] The crankshaft 40 further includes a seal 409. The seal 409 is provided at one end of the third oil passage 406 facing the weight-reducing hole 408 and seals the third oil passage 406.

[0326] With the above arrangement, the seal 409 can block the third oil passage 406, thereby preventing the lubricating oil in the third oil passage 406 from flowing into the weight-reducing hole 408. And since the third oil passage 406 and the weight-reducing hole 408 are integrally formed, the machining of the third oil passage 406 and the weight-reducing hole 408 can be facilitated, and the integrated arrangement of the third oil passage 406 and the weight-reducing hole 408 can be achieved.

[0327] Exemplarily, the seal 409 can be a rubber ring, a rubber block, etc.

[0328] Exemplarily, the seal 409 can be a steel ball, and the steel ball is hermetically arranged in the third oil passage 406 through a steel ball riveting process.

[0329] In some embodiments, as Figure 43 , Figure 44 shown, the distance between the weight-reducing hole 408 and the second oil passage 405 is a third distance, and the third distance is greater than or equal to 10 mm and less than or equal to 12 mm.

[0330] Exemplarily, the third distance can be 10 mm, 10.5 mm, 11 mm, 11.5 mm, 12 mm, etc.

[0331] With the above settings, on the premise of ensuring the machining of the third oil passage 406 and the lightening holes 408 and the steel ball riveting process, the third spacing can be set to be relatively small, so as to increase the volume of the lightening holes 408, achieve a better weight reduction effect, further reduce the weight of the crankshaft 40, improve the balance of the crankshaft 40, and further improve the crankshaft 40 mode and optimize the NVH performance of the whole machine.

[0332] In some embodiments, the first cylinder block 1 is provided with a first combustion chamber, and the second cylinder block 2 is provided with a second combustion chamber.

[0333] As Figure 45 shown, the engine 100 further includes a first piston 601 and a second piston 602. The first piston 601 is disposed in the first combustion chamber, and the second piston 602 is disposed in the second combustion chamber.

[0334] The engine 100 further includes a first connecting rod 625 and a second connecting rod 626. The first connecting rod 625 is rotatably connected to the first piston 601, the second connecting rod 626 is rotatably connected to the second piston 602, and both the first connecting rod 625 and the second connecting rod 626 are rotatably connected to the crankshaft 40.

[0335] Specifically, the crankshaft 40 includes a plurality of connecting rod journals 402. The first connecting rod 625 is rotatably connected to one connecting rod journal 402, and the second connecting rod 626 is rotatably connected to another connecting rod journal 402.

[0336] During the operation of the engine 100, fuel can burn in the first combustion chamber and the second combustion chamber, and push the first piston 601 and the second piston 602 to move, so as to apply a thrust to a plurality of connecting rod journals 402 through the first connecting rod 625 and the second connecting rod 626, drive the crankshaft 40 to rotate, and realize the normal driving of the vehicle 1000. The present application also provides an engine 100, which can improve the combustion in the combustion chamber and enhance the performance of the engine 100.

[0337] In some embodiments, as Figure 45 shown, the first piston 601 includes a first top 603, and the first top 603 is provided with a first intake part 604 and a first exhaust part 605. The second piston 602 includes a second top 627, and the second top 627 is provided with a first intake part 604 and a second exhaust part 607. The first top 603 and the second top 627 are symmetrically arranged with respect to the symmetry plane.

[0338] With the above settings, since the first top 603 and the second top 627 are symmetrically arranged with respect to the symmetry plane, the arrangement directions of the first intake part 604 and the first exhaust part 605 can be ensured to be the same as those of the second intake part 606 and the second exhaust part 607, thus facilitating the arrangement of the exhaust system of the engine 100.

[0339] AsFigure 46 As shown, the first top portion 603 includes an intake recess 608 and an exhaust recess 609.

[0340] The intake recess 608 is provided in the first intake portion 604 and is used to provide a clearance space for the first intake portion 604. The exhaust recess 609 is provided in the first exhaust portion 605 and is used to provide a clearance space for the first exhaust portion 605.

[0341] In this way, by providing the intake recess 608 and the exhaust recess 609, the sizes of the first intake portion 604 and the first exhaust portion 605 can be set larger, thereby reducing the intake resistance when fuel enters the combustion chamber and the exhaust resistance when exhaust gas is discharged from the combustion chamber.

[0342] As Figure 46 shown, the first top portion 603 further includes a combustion recess 610. The combustion recess 610 is provided in the middle of the first top portion 603, and the shape of the combustion recess 610 is planar. In this way, there is a relatively large space in the combustion chamber, which can facilitate the propagation of the flame when fuel burns in the combustion chamber.

[0343] At the same time, after the fuel enters the combustion chamber, a tumble flow will be formed in the combustion recess 610, so that the fuel and air are more fully mixed, improving the combustion effect of the fuel and reducing the tendency of knocking and the carbon deposit residue generated by combustion.

[0344] As Figure 46 shown, the first top portion 603 further includes a front protrusion 611 and a rear protrusion 612. Through the cooperation of the front protrusion 611, the rear protrusion 612 and the combustion recess 610, the air flow disturbance after the fuel enters the combustion chamber can be increased, so that the fuel and air are more fully mixed. At the same time, a certain compression ratio of the combustion chamber can be ensured to guarantee the movement effect of the piston.

[0345] As Figure 46 shown, the first top portion 603 further includes a first squish portion 613 and a second squish portion 614. The first squish portion 613, the second squish portion 614 and the cylinder block 10 together form the horizontal space of the combustion chamber.

[0346] In some embodiments, as Figure 47 shown, the first top portion 603 further includes an oil scraper ring 615 and a slot 616. The oil scraper ring 615 and the slot 616 cooperate so that the opening of the oil scraper ring 615 is located at the upper end of the engine 100, so as to prevent too much engine oil in the cylinder from entering the oil scraper ring 615 and flowing into the combustion chamber from the lower end of the oil scraper ring 615, so as to ensure the normal function of the combustion chamber.

[0347] In some examples, the first top 603 is also provided with a ring groove. The material of the first top 603 is aluminum alloy, and the material of the ring groove is cast iron alloy, so as to improve the structural strength of the ring groove.

[0348] In some embodiments, as Figure 48 , Figure 49 shown, the first piston 601 further includes a first skirt 617. The first skirt 617 includes a first pin hole 619, and the first pin hole 619 is used to connect with the first connecting rod 625. The first pin hole 619 is eccentrically oriented towards the upper end of the engine 100.

[0349] As Figure 50 , Figure 51 shown, the second piston 602 further includes a second skirt 618. The second skirt 618 includes a second pin hole 620, and the second pin hole 620 is used to connect with the second connecting rod 626. The second pin hole 620 is eccentrically oriented towards the lower end of the engine 100.

[0350] In this way, during the movement of the first piston 601 and the second piston 602, when the first piston 601 and the second piston 602 move to the upper dead center and the lower dead center, the rod can move more smoothly, so that the crankshaft 40 can rotate more smoothly, thereby reducing the NVH performance of the engine 100.

[0351] In some embodiments, as Figure 49 , Figure 52 shown, the upper end of the first skirt 617 is the main thrust side (the 621 side shown in Figure 49 ), and the lower end of the first skirt 617 is the secondary thrust side (the 622 side shown in Figure 49 ). As Figure 51 , Figure 53 shown, the lower end of the second skirt 618 is the main thrust side (the 623 side shown in Figure 51 ), and the upper end of the second skirt 618 is the secondary thrust side (the 624 side shown in Figure 51 ). Under the condition of ensuring the structural strength of the first skirt 617 and the second skirt 618, the main thrust side of the first skirt 617 and the second skirt 618 can be set to be narrower, and the secondary thrust side can be set to be larger, so as to reduce the weight of the first piston 601 and the second piston 602, and facilitate the avoidance of the engine oil cooling nozzle of the engine 100 on the secondary thrust side of the first skirt 617 and the second skirt 618, which is convenient for the installation of the engine 100.

[0352] The above is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of changes or substitutions, which should all be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims

1. An engine, characterized in that: It includes a first cylinder block, a second cylinder block, a first cylinder head and a second cylinder head; The first cylinder block and the second cylinder block are connected to each other and define a crankshaft chamber; the first cylinder head is arranged on a side of the first cylinder block away from the second cylinder block, and the second cylinder head is arranged on a side of the second cylinder block away from the first cylinder block; The first cylinder block is provided with a first cylinder block cooling flow path, the first cylinder head is provided with a first cylinder head cooling flow path, the first cylinder block is provided with a first liquid inlet, the first cylinder block flow path includes a first transition cavity and a first flow channel provided around the cylinder hole of the first cylinder block, the first liquid inlet is communicated with the first transition cavity, and the first transition cavity is communicated with the first flow channel; The first cylinder head flow path is provided with a first liquid inlet, and the first liquid inlet is communicated with the first transition chamber.

2. The engine according to claim 1, characterized in that There are multiple first liquid inlets, and the water supply cross-sectional areas of the multiple first liquid inlets are different.

3. The engine according to claim 2, characterized in that The upper water cross-sectional area of ​​the first liquid inlet farther from the first liquid inlet is greater than the upper water cross-sectional area of ​​the first liquid inlet closer to the first liquid inlet.

4. The engine according to claim 1, characterized in that The first cylinder flow path includes a second transition chamber, the first cylinder is provided with a liquid outlet, the liquid outlet is communicated with the second transition chamber, and the second transition chamber is communicated with the first flow channel; The first cylinder head flow path includes a first liquid return port, and the first liquid return port is communicated with the second transition chamber.

5. The engine according to claim 1, characterized in that The second cylinder body is provided with a second cylinder body cooling flow path; The engine further includes a thermostat, and the first cylinder cooling flow path and the second cylinder cooling flow path are respectively connected to the thermostat.

6. The engine according to claim 5, characterized in that The engine further includes an outlet pipe group, wherein the outlet pipe group forms an outlet flow path, and the outlet flow path respectively leads the first cylinder cooling flow path and the second cylinder cooling flow path to the thermostat.

7. The engine according to any one of claims 1 to 6, characterized in that: The engine is a horizontally opposed engine.

8. A hybrid powertrain, characterized in that: Comprising the engine according to any one of claims 1 to 7.

9. A vehicle, characterized in that: It comprises the engine according to any one of claims 1 to 7 or the hybrid powertrain according to claim 8.

10. The vehicle according to claim 9, characterized in that The vehicle is a sedan, an off-road vehicle or a sports utility vehicle, and the engine or the hybrid assembly is installed in the front cabin or the rear cabin of the vehicle.

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