Engine, power assembly and vehicle

Abstract

The invention discloses an engine, a power assembly and a vehicle, relates to the technical field of vehicles, and aims to solve the problem that an exhaust manifold causes thermal damage to surrounding parts. The engine comprises a main body heat loss assembly, an exhaust manifold and a plurality of heat insulation pieces. The heat loss assembly is arranged on the main body. The scheduling assembly is connected with the main body. The heat insulation pieces are arranged between the exhaust manifold and the heat loss assembly and used for conducting heat insulation on the heat loss assembly.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to engines, powertrains, and vehicles. Background Technology

[0002] During vehicle use, the high-temperature exhaust gas emitted by the engine can reach temperatures of up to 500℃ to 600℃. When the engine is running, the exhaust manifold that guides the high-temperature exhaust gas will inevitably also have a high temperature. At this time, it will generate a strong heat radiation effect on the components within a certain range around the exhaust manifold, thereby causing thermal damage to the surrounding components and affecting their service life. Summary of the Invention

[0003] The purpose of this invention is to provide engines, powertrains, and vehicles that address the problem of thermal damage to surrounding components caused by exhaust manifolds.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A first aspect of the present invention provides an engine including a main body heat loss assembly, an exhaust manifold, and a plurality of heat insulation components. The heat loss assembly is disposed on the main body. The exhaust manifold assembly is connected to the main body. The plurality of heat insulation components are disposed between the exhaust manifold and the heat loss assembly for insulating the heat loss assembly.

[0006] With the above configuration, the first heat insulation component 31 can insulate the cooling pipe 1111, preventing the heat from the exhaust manifold 20 from causing heat loss to the cooling pipe 1111, thereby extending the service life of the cooling pipe 1111.

[0007] In some embodiments, the heat loss component includes a cooling assembly, which includes cooling pipes disposed above the body.

[0008] The heat loss component includes a first heat insulation element, which is disposed between the cooling pipe and the exhaust manifold.

[0009] In some embodiments, the heat loss assembly further includes a turbocharger connected to the outlet of the exhaust manifold, the turbocharger being located on one side of the body along a first direction. A plurality of heat insulation elements include a second heat insulation element covering the top surface of the turbocharger and the side of the turbocharger facing the exhaust manifold.

[0010] In some embodiments, the shape of the second heat insulation element is adapted to the shape of the outer peripheral surface of the turbocharger.

[0011] In some embodiments, the heat loss assembly further includes a generator located on one side of the body along a first direction. A plurality of heat insulation elements include a third heat insulation element that at least covers the side of the generator and the bottom surface of the generator facing the exhaust manifold.

[0012] In some embodiments, the shape of the third thermal insulation element is adapted to the shape of the outer peripheral surface of the generator.

[0013] In some embodiments, the exhaust manifold includes at least one branch pipe and a manifold, the branch pipe having an air inlet and the manifold having an air outlet, the air inlet and the air outlet being connected. Multiple heat insulation elements are disposed on the outer peripheral wall of the exhaust manifold and include multiple separately disposed heat insulation portions, each corresponding to one of the branch pipes and the manifold.

[0014] A second aspect of the present invention provides a powertrain including the engine described above.

[0015] In some embodiments, the powertrain further includes an electric drive assembly and a generator. The electric drive assembly is used to drive the vehicle. The generator is used to convert at least a portion of the driving force from the engine into electrical energy, and also to supply power to the electric drive assembly.

[0016] A third aspect of the present invention provides a vehicle including a vehicle body and the aforementioned powertrain, the powertrain being connected to the vehicle body. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the external structure of a vehicle provided in an embodiment of this application;

[0019] Figure 2 This is one of the structural schematic diagrams of a cylinder head assembly provided in an embodiment of this application;

[0020] Figure 3 This is a second schematic diagram of a cylinder head assembly provided in an embodiment of this application;

[0021] Figure 4 This application provides a schematic diagram of the airflow passage and coolant passage of a cylinder head assembly.

[0022] Figure 5 One of the schematic diagrams of the coolant passage of a cylinder head assembly provided in this application embodiment;

[0023] Figure 6 A second schematic diagram of the structure of a coolant passage in a cylinder head assembly provided in this application embodiment;

[0024] Figure 7A third schematic diagram of the structure of a coolant passage in a cylinder head assembly provided in this application embodiment;

[0025] Figure 8 Fourth schematic diagram of the structure of a coolant passage in a cylinder head assembly provided in this application embodiment;

[0026] Figure 9 Fifth schematic diagram of the structure of a coolant passage in a cylinder head assembly provided in this application embodiment;

[0027] Figure 10 A schematic diagram of the structure of a first coolant passage in a cylinder head assembly provided in an embodiment of this application;

[0028] Figure 11 A schematic diagram of the structure of a second coolant passage in a cylinder head assembly provided in an embodiment of this application;

[0029] Figure 12 One of the cross-sectional views of a coolant passage in a cylinder head assembly provided in an embodiment of this application;

[0030] Figure 13 A second cross-sectional view of a coolant passage in a cylinder head assembly provided for an embodiment of this application;

[0031] Figure 14 A third cross-sectional view of a coolant passage in a cylinder head assembly provided for an embodiment of this application;

[0032] Figure 15 This is a schematic diagram of the cylinder head structure provided in an embodiment of this application;

[0033] Figure 16 Examples of embodiments in this application Figure 15 Schematic diagram along direction A;

[0034] Figure 17 Examples of embodiments in this application Figure 15 Schematic diagram of cross section along the BB direction;

[0035] Figure 18 Examples of embodiments in this application Figure 15 Schematic diagram along direction C;

[0036] Figure 19 Examples of embodiments in this application Figure 18 Enlarged view of a portion of position I;

[0037] Figure 20 A schematic diagram of an engine according to an embodiment of the present invention;

[0038] Figure 21 A top view of an engine according to an embodiment of the present invention;

[0039] Figure 22 This is an assembly diagram of the exhaust manifold, cooling assembly, and first heat insulation component of an engine according to an embodiment of the present invention.

[0040] Figure 23 This is an assembly diagram of the exhaust manifold, turbocharger, and second heat insulation component of an engine according to an embodiment of the present invention.

[0041] Figure 24 This is a schematic diagram of the external structure of the third heat insulation component provided in the embodiments of this application;

[0042] Figure 25 This is a schematic diagram of the assembly structure of the third heat insulation component and the generator;

[0043] Figure 26 This is a schematic diagram showing the installation location of the third thermal insulation component;

[0044] Figure 27 for Figure 26 A schematic diagram showing the exploded structure of the third heat insulation component and the three-way catalytic converter;

[0045] Figure 28 This is a schematic diagram of the external structure of the fourth heat insulation component provided in the embodiments of this application;

[0046] Figure 29 This is a schematic diagram showing the installation location of the fourth thermal insulation component;

[0047] Figure 30 This is a schematic diagram of the external structure of the baffle;

[0048] Figure 31 This is a schematic diagram of the assembly structure of the fifth thermal insulation component;

[0049] Figure 32 This is a schematic diagram of the external structure of the fifth thermal insulation component;

[0050] Figure 33 This is a schematic diagram of another external structure for the fifth thermal insulation component;

[0051] Figure 34 This is a cross-sectional view of the exhaust manifold of an engine according to an embodiment of the present invention;

[0052] Figure 35 This is a schematic diagram of the exhaust manifold assembly according to certain embodiments of this application;

[0053] Figure 36 yes Figure 35 The diagram shows an exploded view of the exhaust manifold assembly.

[0054] Figure 37 yes Figure 35 The diagram shows a partial structure of the exhaust manifold assembly.

[0055] Figure 38 yes Figure 35 A cross-sectional schematic diagram of a portion of the exhaust manifold assembly shown;

[0056] Figure 39 This is a schematic diagram of the external structure of an exhaust manifold and an outlet flange.

[0057] Figure 40 This is a schematic diagram of another external structure for the exhaust manifold and outlet flange.

[0058] Figure 41 This is a schematic diagram of the external structure of the exhaust flange;

[0059] Figure 42 This is a schematic diagram of the cross-section of the outlet flange;

[0060] Figure 43 This is a cross-sectional schematic diagram of the exhaust manifold and the exhaust flange.

[0061] Reference numerals: 1000, Engine; 100, Body; 1, Intake valve seat hole; 2, Mounting seat hole; 3, Exhaust valve seat hole; 4, Coolant passage; 41, Inlet; 42, Outlet; 43, Intake valve cooling section; 431, First passage; 432, Second passage; 433, Third passage; 44, Combustion chamber cooling section; 441, First submerged section; 45, Exhaust valve cooling section; 451, Fourth passage; 452, Fifth passage; 453, Sixth passage; 454, Second submerged section; 455, Protruding structure; 46, First coolant passage; 47, Second coolant passage; 48, Water inlet connecting hole; 49, Water return connecting hole; 410, Throttling rib; 5, Airflow passage; 51, Inlet; 52, Exhaust port;

[0062] 12a, First flow channel; 12b, Second flow channel; 12c, Third flow channel; 12d, Fourth flow channel; 121, First sub-flow channel; 122, Second sub-flow channel; 13, Pressure loss adjustment section; 131, Extension protrusion;

[0063] 10. Main body; 11. Heat loss components; 111. Cooling assembly; 1111. Cooling pipes;

[0064] 1112. Oil cooler; 1113. Thermostat; 112. Turbocharger;

[0065] 20. Exhaust manifold; 21. First body layer; 22. Second body layer; 23. Insulation layer;

[0066] 30. Thermal insulation component; 31. First thermal insulation component; 311. First flange; 32. Second thermal insulation component;

[0067] 33. Third heat insulation component; 34. Fourth heat insulation component; 341. Baffle; 342. First connecting plate; 343. Second connecting plate; 344. Connecting sub-plate; 345. Avoidance recess; 35. Fifth heat insulation component; 351. Second flange; 352. Notch; 353. Third flange;

[0068] 210. Heat insulation section; 211. First sub-section; 212. Second sub-section; 215. First heat insulation section; 216. Second heat insulation section; 217. Third heat insulation section; 23. Heat insulation layer; 25. Mounting layer;

[0069] 20. Exhaust manifold; 110. Branch pipe; 113. First branch pipe; 115. Second branch pipe; 130. Collector pipe;

[0070] 60. Generator; 602. Three-way catalytic converter; 603. Generator fuel pump; 604. Connection hole; 605. Exhaust pipe;

[0071] 70. Electrical control components; 701. Air outlet flange; 702. Water pump outlet pipe; 704. Thermostat; 705. Plate; 706. Mounting hole; 707. First hole section; 708. Second hole section; 709. Outer pipe body; 710. Inner pipe body;

[0072] S1, Undesired flow direction; S2, Desired flow direction; A, Upper side; B, Lower side; C, First side; D, Second side; X, Vertical direction; Y, First direction. Detailed Implementation

[0073] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0074] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Unless otherwise specified, the above-described orientation can be flexibly set in practical applications, provided that the relative positional relationship shown in the accompanying drawings is satisfied.

[0075] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0076] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a communication between the internal components of two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0077] In embodiments of the invention, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0078] In embodiments of the present invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in embodiments of the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0079] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0080] This application provides a vehicle, such as Figure 1 As shown, the vehicle 1010 includes a powertrain and a body 200. The powertrain is connected to the body 200 and is used to provide power to the vehicle 1010 so that the vehicle 1010 can drive normally.

[0081] This application provides an engine suitable for hybrid passenger cars, hybrid SUVs, and sport utility vehicles. The engine is a horizontally opposed engine with a low overall Z-axis height, making it particularly suitable for installation in the front compartment of passenger cars with a low overall Z-axis height. Due to the low overall Z-axis height, an electric drive assembly can also be integrated into the front compartment. The electric drive assembly may include one motor, whose power is distributed to the two front wheels via a differential. Alternatively, the electric drive assembly may include two motors, each driving one of the two front wheels. The engine can be stacked above the drive assembly in the front compartment of the passenger car.

[0082] like Figure 1 As shown, the powertrain includes an engine 1000. Specifically, the powertrain also includes a generator, which converts at least a portion of the driving force of the engine 1000 into electrical energy to power the electric drive assembly. Its specific operation follows existing principles and will not be described in detail here.

[0083] Engine 1000 includes the cylinder head assembly. Please refer to... Figures 2 to 14 The image shows a cylinder head assembly provided in an embodiment of this application. For ease of understanding, Figure 12 The intake valve cooling section 43, the combustion chamber cooling section 44, and the exhaust valve cooling section 45 are schematically separated by dashed lines.

[0084] Since the engine 1000 provided in this application embodiment is stacked on top of the drive assembly, in order to avoid exhaust heat damage affecting the drive assembly, the engine 1000 provided in this application embodiment includes an exhaust manifold 20, which is located above the engine body, while the intake manifold is located below the engine body, that is, the intake manifold is located between the engine body and the drive assembly.

[0085] Based on this, in order to ensure the engine's cooling effect, such as Figures 2 to 4 As shown, this application provides a cylinder head assembly for use in a horizontally opposed engine. The cylinder head assembly includes: a body 100, within which an airflow passage 5 and a coolant passage 4 are provided; the body 100 includes two sides disposed opposite each other along a vertical direction X. In this application, ... Figure 2 and Figure 4 The lower side B and the upper side A shown are illustrated as two sides arranged opposite each other in the vertical direction X. The airflow channel 5 includes an air inlet 51 and an exhaust outlet 52. The air inlet 51 is located on the lower side B, and the exhaust outlet 52 is located on the upper side A. The coolant channel 4 is arranged around at least a portion of the airflow channel 5. The coolant channel 4 includes a water inlet 41 and a water outlet 42. The water inlet 41 is located on the lower side B, and the water outlet 42 is located on the upper side A.

[0086] In this embodiment, an airflow channel 5 and a coolant channel 4 are provided, with the air inlet 51 of the airflow channel 5 and the water inlet 41 of the coolant channel 4 both located on the lower side B, and the exhaust port 52 of the airflow channel 5 and the water outlet 42 of the coolant channel 4 both located on the upper side A. Thus, during the operation of the horizontally opposed engine, gas enters from the air inlet 51 located on the lower side B of the engine body 100, and the high-temperature gas generated after combustion is discharged from the exhaust port 52 located on the upper side A of the engine body 100. Simultaneously, coolant enters from the water inlet 41 located on the lower side B of the engine body 100, and after heat exchange with the airflow channel 5 and the engine body 100, flows out from the water outlet 42 located on the upper side A of the engine body 100, thereby achieving cooling of the cylinder head assembly. During this process, on the one hand, since the airflow channel 5 near the air inlet 51 has a lower temperature and the airflow channel 5 near the exhaust port 52 has a higher temperature, most of the bubbles are generated in the coolant channel 4 located on the upper part of the body 100. After the coolant enters from the inlet 41 located on the lower side B of the body 100, it flows out from the outlet 42 located on the upper side A of the body 100. This can reduce the impact of bubble movement on the coolant flow and help improve the cooling effect. On the other hand, since the direction of bubble movement and the direction of coolant flow are both upward, the bubbles can be discharged from the outlet 42 located on the upper side A of the body 100 with the coolant. This can effectively prevent bubbles from accumulating in the coolant channel 4 and further improve the cooling effect.

[0087] It should be noted that the embodiments of this application do not limit the number or location of the inlet 41 and outlet 42, and those skilled in the art can adjust them according to actual needs. In one embodiment, such as Figures 5 to 6 As shown, taking a cylinder head assembly suitable for two cylinders as an example, the body 100 is provided with a coolant passage 4 at the position corresponding to each cylinder. Specifically, there are two coolant passages 4, which are arranged adjacently along the arrangement direction of the two cylinders; there are two inlets 41, which are arranged alternately along the arrangement direction of the two cylinders, with one inlet 41 corresponding to one coolant passage 4; and there is one outlet 42, which is located between the two coolant passages 4 and corresponds to both coolant passages 4. That is, each of the two coolant passages 4 is provided with one inlet 41, and at the same time, the two coolant passages 4 share one outlet 42. In this case, by providing two inlets 41, the uniformity of coolant flow within the body 100 can be improved, which is beneficial to improving the cooling uniformity of the cylinder head assembly. By sharing one outlet 42, the number of outlets 42 can be reduced, and the structure of the cylinder head assembly can be further simplified without affecting the coolant circulation.

[0088] In some alternative embodiments of this application, such as Figures 5 to 14As shown, the horizontally opposed engine includes multiple cylinders. The body 100, from bottom B to top A, is provided with an intake valve seat hole 1, a mounting hole 2, and an exhaust valve seat hole 3, all communicating with the airflow passage 5, at corresponding positions in each cylinder. The coolant passage 4 includes an intake valve cooling section 43, a combustion chamber cooling section 44, and an exhaust valve cooling section 45, distributed sequentially from bottom B to top A. The intake valve cooling section 43 communicates with the water inlet 41, and the exhaust valve cooling section 45 communicates with the water outlet 42. The intake valve cooling section 43 cools the area around the intake valve seat hole 1, the combustion chamber cooling section 44 cools the area around the mounting hole 2, and the exhaust valve cooling section 45 cools the area around the exhaust valve seat hole 3. That is, the intake valve seat hole 1, the mounting hole 2, and the exhaust valve seat hole 3 are all within the cooling range of the coolant passage 4. The coolant passage 4 can sequentially cool the areas around the intake valve seat hole 1, the mounting hole 2, and the exhaust valve seat hole 3, which is beneficial for improving the overall cooling effect of the cylinder head assembly.

[0089] In some alternative embodiments of this application, such as Figure 13 As shown, the body 100 includes a first side C and a second side D disposed perpendicular to the vertical direction X. The first side C is close to the cylinder, and the second side D is close to the cylinder head cover. The first side C and the cylinder enclose to form a combustion chamber, and the second side D and the cylinder head cover enclose to form a mounting chamber for mounting the camshaft. The combustion chamber cooling section 44 includes a first diving portion 441, which extends from the second side D toward the first side C to change the flow direction and / or flow rate of the coolant.

[0090] In practical applications, after the cylinder head assembly and cylinder are assembled, a combustion chamber is formed between the cylinder head assembly and the cylinder, and the combustion chamber roughly corresponds to the combustion chamber cooling area of ​​the coolant passage 4. Based on this, when a first diving portion 441 is provided in the combustion chamber cooling section 44, and the first diving portion 441 extends from the second side D (i.e., the side away from the combustion chamber) toward the first side C (i.e., the side closer to the combustion chamber), the coolant can be made to dive toward the direction closer to the combustion chamber wall, thereby increasing the flow rate of the coolant in the combustion chamber cooling section 44, which is beneficial to improving the cooling effect of the combustion chamber wall, that is, the part of the body 100 corresponding to the combustion chamber.

[0091] In some alternative embodiments of this application, such as Figure 12 As shown, there are two intake valve seat holes 1, which are spaced apart. The intake valve cooling section 43 includes a first channel 431, a second channel 432 and a third channel 433 that are connected to the water inlet 41. The second channel 432 is located between the two intake valve seat holes 1, and the first channel 431 and the third channel 433 are located on opposite sides of the two intake valve seat holes 1.

[0092] In this embodiment of the application, by setting the first channel 431, the second channel 432 and the third channel 433, the area around the two intake valve seat holes 1 can be sufficiently cooled, which is beneficial to improving the cooling uniformity of the cylinder head assembly.

[0093] In some optional embodiments of this application, the flow rates of the first channel 431, the second channel 432 and the third channel 433 are Q1, Q2 and Q3 respectively, satisfying: Q2 = 0.8~1.3(Q1+Q3).

[0094] In this embodiment, the flow rate of the second channel 432 located in the middle is 0.8 to 1.3 times the sum of the flow rates of the first channel 431 and the third channel 433 located on both sides. This means that the flow rate through the bridge area (i.e., the bridge area between the two intake valve seat holes 1) is larger, allowing the coolant to exchange heat fully with the bridge area. This effectively reduces the temperature of the bridge area and improves the overall cooling effect of the cylinder head assembly. It should be noted that the flow rate of the channels is affected by multiple factors, such as the cross-sectional area of ​​the channels and the location of the inlet and outlet ports.

[0095] In some alternative embodiments of this application, such as Figure 12 As shown, there are two exhaust valve seat holes 3, which are spaced apart; the exhaust valve cooling section 45 includes a fourth channel 451, a fifth channel 452 and a sixth channel 453 that are connected to the water outlet 42. The fifth channel 452 is located between the two exhaust valve seat holes 3, and the fourth channel 451 and the sixth channel 453 are located on opposite sides of the two exhaust valve seat holes 3.

[0096] In this embodiment of the application, by setting the fourth channel 451, the fifth channel 452 and the sixth channel 453, the area around the two exhaust valve seat holes 3 can be sufficiently cooled, which is beneficial to improving the cooling uniformity of the cylinder head assembly.

[0097] In some optional embodiments of this application, the flow rates of the fourth channel 451, the fifth channel 452 and the sixth channel 453 are Q4, Q5 and Q6, respectively, satisfying: Q5 = 0.8~1.3(Q4+Q6).

[0098] In practical applications, such as Figure 12 As shown, the coolant channel 4 in this embodiment of the application is further provided with a throttling rib 410, which is used to change the flow direction and / or flow rate of the coolant. Specifically, the throttling rib 410 can be a protrusion formed on the inner wall of the coolant channel 4. On the one hand, the protrusion can reduce the cross-sectional area of ​​the corresponding channel, thereby reducing the flow rate of the coolant. On the other hand, the flow rate of the coolant can be changed by the location or shape of the protrusion, guiding the coolant to flow in the desired direction.

[0099] In some alternative embodiments of this application, such as Figure 10 and Figure 14 As shown, the body 100 includes a first side C and a second side D disposed perpendicular to the vertical direction X. The first side C is close to the cylinder, and the second side D is close to the cylinder head cover. The first side C and the cylinder enclose to form a combustion chamber, and the second side D and the cylinder head cover enclose to form a mounting chamber for mounting the camshaft. At least one of the fourth channel 451, the fifth channel 452, and the sixth channel 453 includes a second diving portion 454, which extends from the second side D toward the first side C to change the flow direction and / or flow rate of the coolant.

[0100] In some alternative embodiments of this application, such as Figure 14 As shown, the exhaust valve cooling section 45 has a first sidewall near the first side C, and the first sidewall is provided with a protruding structure 455; the protruding structure 455 is located downstream of the second diving section 454 and protrudes in the direction of the second side D, and the protruding structure 455 is used to change the flow direction and / or flow rate of the coolant.

[0101] In practical applications, because the exhaust valve cooling section 45 has a relatively large dimension along the first direction Y, i.e., the horizontal direction, the coolant will flow out in an undesirable direction S1. During this process, the coolant has difficulty contacting the airflow channel 5, resulting in poor cooling effect of the airflow channel 5. Based on this, by providing a protruding structure 455 downstream of the second diving section 454, and the protruding structure 455 protruding towards the second side D (i.e., the side closer to the airflow channel 5), the flow direction of the coolant can be changed, allowing the coolant to flow out in the desired direction S2. During this process, the coolant can fully exchange heat with the airflow channel 5, which is beneficial to improving the cooling effect of the airflow channel 5.

[0102] In some alternative embodiments of this application, such as Figures 9 to 11 As shown, the body 100 has a first direction Y, which is perpendicular to the vertical direction X; the coolant channel 4 includes a first coolant channel 46 and a second coolant channel 47, which are respectively disposed on both sides of the airflow channel 5 along the first direction Y and are interconnected.

[0103] In this embodiment, a first coolant channel 46 and a second coolant channel 47 are provided, and the first coolant channel 46 and the second coolant channel 47 are respectively located on both sides of the airflow channel 5 along the first direction Y. This allows for sufficient cooling of the area surrounding the airflow channel 5, which is beneficial for improving the cooling uniformity and cooling effect of the cylinder head assembly. It should be noted that the first direction Y in this embodiment refers to the horizontal direction, that is, the thickness direction of the body 100.

[0104] In some alternative embodiments of this application, such as Figure 4 As shown, the airflow channel 5 includes an intake section and an exhaust section arranged sequentially along the vertical direction X, with the intake section located near the lower side B. A first coolant channel 46 is arranged around at least a portion of the intake section and the exhaust section, and a second coolant channel 47 is arranged around at least a portion of the exhaust section. That is, along the first direction Y, on a plane perpendicular to the first direction Y, the projection of the first coolant channel 46 covers at least a portion of the intake section and the exhaust section, and the projection of the second coolant channel 47 covers at least a portion of the exhaust section.

[0105] In practical applications, the intake section has a lower temperature than the exhaust section, meaning the exhaust section requires more cooling. Therefore, when the first coolant passage 46 surrounds at least a portion of both the intake and exhaust sections, and the second coolant passage 47 surrounds at least a portion of the exhaust section, the lower-temperature intake section is cooled only by the first coolant passage 46, while the higher-temperature exhaust section is cooled simultaneously by both the first and second coolant passages 46 and 47. This rational arrangement of the first and second coolant passages 46 simplifies the structure of the cylinder head assembly 100 while achieving effective cooling of both the intake and exhaust sections, thus improving the cooling uniformity and efficiency of the cylinder head assembly.

[0106] In some alternative embodiments of this application, such as Figure 8 and Figure 12 As shown, the main body 100 also includes: a water inlet connecting hole 48 and a water return connecting hole 49; the water inlet connecting hole 48 and the water return connecting hole 49 are disposed between the first coolant channel 46 and the second coolant channel 47 to connect the first coolant channel 46 and the second coolant channel 47; wherein, the water inlet connecting hole 48 is disposed near the lower side B, and the water return connecting hole 49 is disposed near the upper side A.

[0107] In this embodiment, by providing an inlet water connection hole 48 and a return water connection hole 49, the flow of coolant within the second coolant channel 47 can be achieved, which is beneficial to improving the cooling performance of the second cooling channel. Since the inlet water connection hole 48 is located near the lower side B, and the return water connection hole 49 is located near the upper side A, the water flow direction in the second coolant channel 47 is from bottom to top. Thus, when bubbles are generated in the coolant within the second cooling channel due to high temperature, the bubbles can enter the first coolant channel 46 through the return water connection hole 49 with the coolant and exit from the outlet 42, thereby effectively preventing the accumulation of bubbles in the second cooling channel and further improving the cooling effect.

[0108] In some optional embodiments of this application, the second coolant channel 47 has an upper region in the vertical direction X, and the return water connection hole 49 is disposed in the upper region. Thus, by placing the return water connection hole 49 in the upper region, air bubbles generated in the second coolant channel 47 can flow with the coolant through the return water connection hole 49 to the first coolant channel 46 and be discharged from the outlet 42. This effectively prevents air bubbles from accumulating in the second coolant channel 47, thereby improving the cooling performance of the second coolant channel 47.

[0109] In some embodiments, the cylinder head assembly further includes a pressure loss adjustment section 13, wherein the second coolant passage 47 is divided into a first sub-channel 121 and a second sub-channel 122 by the exhaust valve seat hole 3, and the pressure loss adjustment section 13 is located on one of the sub-channels and is adapted to balance the pressure loss of the coolant in the first sub-channel 121 and the second sub-channel 122.

[0110] Specifically, such as Figures 15 to 18 As shown, due to the different locations of the two sub-channels and the different flow paths of the coolant, the pressure loss and flow rate in the two sub-channels will be different. The pressure loss adjustment part 13 can be integrally formed or separately connected to the body 100. Its shape can be set as strip, arc, or other irregular polygon, which is not limited in this embodiment. The pressure loss adjustment part 13 can take the form of, but is not limited to, a flow limiting pipe, a flow limiting orifice plate, or a pressure loss adjustment rib. Among them, the flow limiting pipe or flow limiting orifice plate can be separately formed with the body 100. When the coolant in one of the sub-channels passes through the flow limiting pipe or flow limiting orifice plate, the cross-sectional area of ​​the flow changes, and its flow rate changes, thereby adjusting the pressure loss in the sub-channel. In this embodiment, the pressure loss adjustment part 13 is a pressure loss adjustment rib, which is integrally formed with the body 100 and has a certain strength and rigidity to withstand the impact from the coolant. The location of the pressure loss adjustment part 13 is also different depending on the different flow path lengths between the first sub-channel 121 and the second sub-channel 122 and the return water connecting hole 49. When the flow path length of the first sub-channel 121 is greater than that of the second sub-channel 122, the pressure loss regulating unit 13 is disposed in the second sub-channel 122; when the flow path length of the first sub-channel 121 is less than that of the second sub-channel 122, the pressure loss regulating unit 13 is disposed in the first sub-channel 121. The pressure loss regulating unit 13 is used to increase the flow resistance and flow path length of the coolant in the second sub-channel. Due to the obstruction of the pressure loss regulating unit 13, the flow path of the sub-channel changes from a straight line or a gentle curve to an irregular line with a large turning angle, thereby increasing the flow path length. Therefore, the pressure loss regulating unit 13 increases the flow pressure loss of the coolant in the sub-channel, thereby making the flow rate in the first sub-channel 121 and the second sub-channel 122 tend to be equal, that is, the flow rate on both sides of the exhaust valve seat hole 3 is balanced, and the cooling effect at different positions of the exhaust valve seat hole 3 is consistent.

[0111] The cylinder head provided in this application embodiment has a pressure loss adjustment part located on one of the sub-flow channels. This increases the flow resistance and flow path of the coolant in the sub-flow channel, thereby increasing the pressure loss in the sub-flow channel. This balances the flow rate of the coolant in the sub-flow channels on both sides of the guide hole, making the cooling effect on both sides of the guide hole consistent, reducing the risk of cylinder head wear, and improving the reliability of the cylinder head and engine 1000 operation.

[0112] Specifically, when a single-cylinder engine is used, it has two valve guides, that is, the body 100 is provided with two exhaust valve seat holes 3.

[0113] like Figure 18 As shown, this embodiment uses a two-cylinder engine, with two exhaust valve seat holes 3 on each cylinder, for a total of four exhaust valve seat holes 3. Taking the second coolant passage 47, which includes a first flow channel 12a, a second flow channel 12b, a third flow channel 12c, and a fourth flow channel 12d, as an example, each flow channel passes through an exhaust valve seat hole 3.

[0114] Combination Figure 17 , Figure 18 As shown, the body 100 includes three water inlet connecting holes 48. The first water inlet connecting hole 48 is located between the second flow channel 12b and the third flow channel 12c. The second water inlet connecting hole 48 is located on the side of the first flow channel 12a opposite to the second flow channel 12b. The third water inlet connecting hole 48 is located on the side of the fourth flow channel 12d opposite to the third flow channel 12c.

[0115] Coolant flowing in through the first inlet port 48, located in the middle, enters the second flow channel 12b and the third flow channel 12c. Coolant flowing in through the second inlet port 48 enters the first flow channel 12a, and coolant flowing in through the third inlet port 48 enters the fourth flow channel 12d. The four flow channels are arranged in parallel and do not interfere with each other, ensuring a balanced cooling effect across the different exhaust valve seat holes 3. Each exhaust section exchanges heat with the coolant in its respective flow channel, effectively reducing the operating temperature of the exhaust section, minimizing wear and performance degradation caused by high temperatures, extending the service life of the exhaust section, and thus protecting the normal operation of the engine 1000.

[0116] It should be noted that when the number of cylinders in engine 1000 increases, the number of the first water inlet connecting hole 48 located in the middle position can be increased to allow coolant to be introduced into multiple sub-channels, so as to keep the cooling effect of different exhaust valve seat holes 3 balanced and protect the normal operation of engine 1000.

[0117] Reference Figure 18The main body 100 is provided with a return water connection hole 49; multiple sub-channels converge to the return water connection hole 49. In each sub-channel, the flow path length between the first sub-channel 121 and the return water connection hole 49 is L1, and the flow path length between the second sub-channel 122 and the return water connection hole 49 is L2, where L1 > L2. The pressure loss adjustment unit 13 is located on the second sub-channel 122.

[0118] Specifically, such as Figure 18 As shown, the flow path length between the first sub-channel 121 and the return water connection hole 49 is L1, and the flow path length between the second sub-channel 122 and the return water connection hole 49 is L2, where L1 > L2. This means the coolant's path from the first sub-channel 121 to the return water connection hole 49 is longer than that of the second sub-channel 122. In other words, the first sub-channel 121 is located on the side of the exhaust valve seat hole 3 furthest from the return water connection hole 49, while the second sub-channel 122 is located on the side of the exhaust valve seat hole 3 closest to the return water connection hole 49. Therefore, the second sub-channel 122 is closer to the return water connection hole 49 than the first sub-channel 121, and the path from the second sub-channel 122 to the return water connection hole 49 is also shorter. The pressure loss adjustment section 13 is located on the second sub-channel 122 to increase the flow path length and flow resistance of the coolant in the second sub-channel 122, thereby increasing the pressure loss in the second sub-channel 122 to balance the flow rate of the coolant in the sub-channels on both sides of the exhaust valve seat hole 3, so that the cooling effect on both sides of the exhaust valve seat hole 3 is consistent.

[0119] Reference Figure 18 and Figure 19 The pressure loss adjustment part 13 has an extended protrusion 131, which is located between the exhaust valve seat hole 3 and the return water communication hole 49. The distance between the central axis of the exhaust valve seat hole 3 along the coolant flow direction and the extended protrusion 131 is a, where a ≤ 8 mm.

[0120] Specifically, refer to Figure 18 and Figure 19 The coolant flows along a curved path, but overall, the coolant flow direction is along the Y direction. The distance between the exhaust valve seat hole 3 along the central axis of the Y direction and the extended protrusion 131 is 'a', where 'a' ≤ 8 mm, to ensure the effectiveness of the pressure loss adjustment section 13 in adjusting the coolant pressure loss within the second sub-channel 122. If the distance 'a' is greater than 8 mm, the distance between the end of the pressure loss adjustment section 13 and the exhaust valve seat hole 3 is too large, reducing the blocking effect of the pressure loss adjustment section 13 on the coolant within the second sub-channel 122 and failing to effectively increase the pressure loss of the coolant within the second sub-channel 122. In some embodiments, the value of the distance 'a' is set to 5 mm, 6 mm, 7 mm, 8 mm, or other values ​​within the above range.

[0121] Optionally, refer to Figure 18 and Figure 19The distance between the central axis of at least one sub-channel along the coolant flow direction and the central axis of the exhaust valve seat hole 3 along the coolant flow direction is b, where b≤8mm.

[0122] Specifically, refer to Figure 18 and Figure 19 The distance between the central axis of the exhaust valve seat hole 3 along the Y direction and the central axis of the sub-channel along the Y direction is b, where b ≤ 8 mm. This ensures that the cross-sectional areas of the flow channels on both sides of the exhaust valve seat hole 3 are similar, thereby ensuring similar flow rates and consistent cooling effects. If the distance b is greater than 8 mm, the cross-sectional areas of the second coolant channels 47 on both sides of the exhaust valve seat hole 3 will differ too much, resulting in uneven flow rates. In some embodiments, the distance b is set to a value of 5 mm, 6 mm, 7 mm, 8 mm, or other values ​​within the above range. Furthermore, the axis of the sub-channel can be any direction of the circumference of the exhaust valve seat hole 3.

[0123] Optionally, refer to Figure 18 The cross-sectional area of ​​the first sub-flow channel 121 passing through the exhaust valve seat hole 3 is S1, and the cross-sectional area of ​​the second sub-flow channel 122 passing through the exhaust valve seat hole 3 is S2. The ratio between S1-S2 and S1 or S2 is m, where m≤20%.

[0124] Specifically, such as Figure 18 As shown, the cross-sectional area of ​​the first sub-flow channel 121 at the position passing through the exhaust valve seat hole 3 is S1, and the cross-sectional area of ​​the second sub-flow channel 122 at the position passing through the exhaust valve seat hole 3 on the other side is S2. S1-S2 / S1≤20%, or S1-S2 / S2≤20%. In other words, the numerical difference between the cross-sectional area S1 of the first sub-flow channel 121 and the cross-sectional area S2 of the second sub-flow channel 122 is less than or equal to 20%. For example, when S1 is 10mm... 2 At this time, S2 can be 8mm. 2 9mm 2 10mm 2 11mm 2 12mm 2 Or other values ​​within the above range. Due to errors in the assembly process, there may be some difference in the cross-sectional area of ​​the flow channels on both sides of the exhaust valve seat hole 3. However, when the difference is within 20%, the values ​​of S1 and S2 are relatively close, so as to ensure that the flow rates of the flow channels on both sides of the exhaust valve seat hole 3 are similar and the cooling effect on both sides of the exhaust valve seat hole 3 is consistent.

[0125] In the engine provided in this application embodiment, since the exhaust manifold 20 is located above the engine block and the intake manifold is located below the engine block, the risk of heat damage to other components from the exhaust manifold 20 urgently needs to be addressed.

[0126] To address the risk of heat damage, in some embodiments, such as Figure 20 As shown, the engine 1000 also includes a main body 10 and multiple heat insulation components 30.

[0127] A heat loss assembly 11 is connected to the main body 10, an exhaust manifold 20 is located above the main body 10, at least a portion of the exhaust manifold 20 is opposite to the heat loss assembly 11, and at least one heat insulation element 30 is located between the exhaust manifold 20 and the heat loss assembly 11.

[0128] It should be noted that the components around the exhaust manifold 20 face a poor thermal environment and are easily damaged in the thermal environment. In this application, the aforementioned easily damaged components can be referred to as heat loss components 11.

[0129] Through the above-described configuration, the heat insulation component 30 can shield the heat loss component 11 from heat radiation in the thermal environment, reducing the heat received by the heat loss component 11 and avoiding the risk of heat damage to the heat loss component 11. This allows the heat loss component 11 to be used normally for a longer period of time, extending the service life of the engine 1000. Furthermore, the heat insulation component 30 is positioned appropriately, effectively shielding and protecting the heat loss component 11, improving the heat insulation effect, and further protecting it from damage.

[0130] This allows the heat loss component 11 to operate normally for an extended period, thus extending the service life of the engine 1000. Furthermore, the reasonable placement of the heat insulation component 30 improves the heat insulation effect and further prevents damage to the heat loss component 11.

[0131] Reference Figure 21 and Figure 22 The heat loss assembly 11 includes a cooling group 111, which includes cooling pipes 1111. The cooling pipes 1111 are located above the main body 10 and are spaced apart from the exhaust manifold 20. Multiple heat insulation components 30 include a first heat insulation component 31, which is disposed between the exhaust manifold 20 and the cooling pipes 1111. The shape of the first heat insulation component 31 is adapted to the outer peripheral surface shape of the cooling pipes 1111. For example, in... Figure 21 and Figure 22 In the example, the cooling pipe 1111 and the exhaust manifold 20 are along a first direction (e.g. Figure 21 The exhaust manifolds 20 are arranged at intervals in the left-right direction (as shown), and are arranged along the second direction (as shown). Figure 21 Extending in the front-to-back direction (as shown), the cooling pipe 1111 is located between the exhaust manifold 20 and the main body 10.

[0132] With this configuration, the first heat insulation component 31 can insulate the cooling pipe 1111, preventing heat loss from the exhaust manifold 20 and thus extending the service life of the cooling pipe 1111. Furthermore, the shape of the first heat insulation component 31 matches the outer circumferential shape of the cooling pipe 1111, facilitating a compact arrangement of the first heat insulation component 31 and the cooling pipe 1111, thereby reducing the space occupied by the first heat insulation component 31 and simplifying its placement. Moreover, it enhances the shielding effect of the first heat insulation component 31 on the cooling pipe 1111, effectively shielding heat sources and areas at risk of heat damage, thus improving the insulation effect and enhancing the protection of the cooling assembly 111, preventing damage to the cooling assembly 111. In addition, the first heat insulation component 31 has a compact and aesthetically pleasing structure, facilitating design and installation. The cooling assembly 111 includes an oil cooler 1112 and a thermostat 1113. A cooling pipe 1111 is located between the oil cooler 1112 and the thermostat 1113. The oil cooler 1112 is connected to the front end of the cooling pipe 1111, and the thermostat 1113 is connected to the rear end of the cooling pipe 1111. Thus, the cooling pipe 1111, oil cooler 1112, and thermostat 1113 work together to cool the engine 1000. It should be noted that the minimum distance between the cooling assembly 111 and the exhaust manifold 20 is less than 10mm. For example, a minimum distance of 5mm poses a thermal risk, as the cooling pipe 1111 may experience excessively high coolant temperature and surface material failure.

[0133] According to some embodiments of the present invention, with reference to Figure 21 and Figure 22 The first heat insulation element 31 has a first flange 311 on its edge away from the main body 10, and the free end of the first flange 311 extends in a direction away from the cooling pipe 1111. For example, in Figure 21 and Figure 22 In the example, the upper end (i.e., the free end) of the first flange 311 bends upward. This configuration allows the first flange 311 to shield components such as the oil cooler 1112 and thermostat 1113, reducing heat loss from the exhaust manifold 20 to the cooling pipes 1111, oil cooler 1112, and thermostat 1113, thereby extending the service life of the cooling assembly 111. Furthermore, it allows convective air to flow along the bottom or top of the first heat insulation member 31, avoiding dead zones on the envelope surface, thus facilitating the smooth dissipation of heat with the air and reducing the heat inside the engine 1000. Figure 20 In the diagram, arrow A indicates the direction of airflow.

[0134] According to some embodiments of the present invention, the first heat insulation member 31 is connected to the main body 10. This arrangement enhances the connection stability of the first heat insulation member 31, prevents it from shaking, and thus reduces vibration. It should be noted that the first heat insulation member 31 and the main body 10 can be directly connected or indirectly connected via other components. Multiple connection points are provided between the first heat insulation member 31 and the main body 10, further improving the stability of the first heat insulation member 31.

[0135] According to some embodiments of the present invention, with reference to Figure 20 and Figure 23 The heat loss assembly 11 includes a turbocharger 112, which is connected to the outlet of the exhaust manifold 20. The turbocharger 112 is located in the body 10 along a first direction (e.g., Figure 20 (As shown in the left-right direction) on one side. Multiple heat insulation elements 30 include a second heat insulation element 32, which covers the top surface of the turbocharger 112 and the side of the turbocharger 112 facing the exhaust manifold 20. For example, in Figure 20 and Figure 23 In the example, the inlet of the turbocharger 112 is connected to the outlet of the exhaust manifold 20, and the turbocharger 112 is located on the left side of the main body 10. With this configuration, the second heat insulation member 32 can insulate the turbocharger 112, preventing heat loss from the exhaust manifold 20 and thus extending the service life of the turbocharger 112. Furthermore, the second heat insulation member 32 can also shield and protect the turbocharger 112, providing significant heat insulation and preventing damage to the turbocharger 112.

[0136] It should be noted that the turbocharger 112 consists of two parts: a turbine section connected to the outlet of the exhaust manifold 20, and a compressor section connected to the intake system. These two parts are connected by the same shaft. Its working principle is as follows: exhaust gas from the exhaust manifold 20 enters the turbine section, driving the turbine to rotate, which in turn drives the shaft to rotate, thereby rotating the blades inside the compressor section. This compresses the air entering the intake system, achieving the purpose of intake boosting. The turbine section, which is in direct contact with the high-temperature exhaust gas, is not part of the heat loss component 11, but rather one of the components that pose a risk of heat damage. The compressor section, however, is not in direct contact with the high-temperature exhaust gas, but is part of the heat loss component 11, meaning it is one of the components whose heat damage risk needs to be avoided. The second heat insulation component 32 primarily separates the compressor section, which is part of the heat loss component 11, from the exhaust manifold 20, preventing the compressor section from being damaged by the heat from the exhaust manifold 20.

[0137] According to some embodiments of the present invention, with reference to Figure 23The shape of the second heat insulation element 32 is adapted to the outer peripheral surface shape of the turbocharger 112. This allows the second heat insulation element 32 to be compactly arranged with the turbocharger 112, reducing the space occupied by the second heat insulation element 32 and facilitating its arrangement. Furthermore, the second heat insulation element 32 is designed to conform to the shape of the turbocharger 112 volute, achieving complete shielding of the turbocharger 112 assembly, effectively shielding the heat source and heat hazard risk area, providing good insulation performance, and further enhancing the protection of the turbocharger 112, further avoiding the risk of heat damage to the turbocharger 112. In addition, the second heat insulation element 32 has a compact and aesthetically pleasing structure, facilitating design and installation. The second heat insulation element 32 is connected to the turbocharger 112 at multiple points, thereby reducing the vibration of the second heat insulation element 32.

[0138] According to other embodiments of the present invention, refer to Figures 24 to 27 The heat loss assembly 11 also includes a generator 60, which is located on one side of the main body 10 along the first direction. Multiple heat insulation components 30 include a third heat insulation component 33, which at least covers the side of the generator 60 and the bottom surface of the generator 60 facing the exhaust manifold 20. Specifically, the generator 60 includes a turbocharger 112, a three-way catalytic converter 602, and an oil pump. The turbocharger 112 and the three-way catalytic converter 602 are located on the side of the generator 60. This arrangement allows the third heat insulation component 33 to insulate the generator 60, preventing heat loss from the exhaust manifold 20 and thus extending the service life of the generator 60. Furthermore, the third heat insulation component 33 also shields and protects the generator 60, providing significant heat insulation and preventing damage to the generator 60.

[0139] In addition, the third heat insulation component 33 also covers the side of the generator 60 facing the turbocharger 112 and the three-way catalytic converter 602. The third heat insulation component 33 can also prevent the heat from the turbine section of the turbocharger 112 and the heat from the three-way catalytic converter 602 from causing heat loss to the generator 60.

[0140] As described above, the turbine section of the turbocharger 112 is one of the components that pose a risk of heat damage, and the three-way catalytic converter 602, which is connected to the turbine section and treats the exhaust gas to meet emission standards, is also one of the components that pose a risk of heat damage. Therefore, the third heat insulation component 33 also needs to separate the generator 60 and the turbine section, and separate the generator 60 and the three-way catalytic converter 602.

[0141] Based on this, such as Figure 26As shown, the engine also includes an exhaust pipe 605, which is connected to the outlet of the three-way catalytic converter 602 to discharge the exhaust gas treated by the three-way catalytic converter 602. The exhaust pipe 605 is located on the side of the third heat insulation member 33 facing away from the generator 60. This prevents the heat from the exhaust pipe 605 from causing heat loss to the generator 60.

[0142] According to some embodiments of the present invention, with reference to Figure 27 The shape of the third heat insulation component 33 is adapted to the outer peripheral surface shape of the generator 60. This facilitates the compact arrangement of the third heat insulation component 33 with the generator 60, thereby reducing the space occupied by the third heat insulation component 33 and simplifying its arrangement. At the same time, because the third heat insulation component 33 is compactly arranged with the generator 60, the heat insulation area of ​​the third heat insulation component 33 can be increased to insulate the generator fuel pump 603 located on the generator 60, thereby meeting the heat insulation requirements of the generator fuel pump 603.

[0143] Moreover, the shape of the third heat insulation component 33 is adapted to the shape of the outer peripheral surface of the generator 60, which can completely shield the generator 60, effectively shield the heat source and heat damage risk area, and has a good heat insulation effect, thereby further improving the protection of the generator 60 and further avoiding the risk of heat damage to the generator 60.

[0144] Furthermore, the third heat insulation component 33 has a compact and aesthetically pleasing structure, facilitating design and installation. Multiple connection points are provided between the third heat insulation component 33 and the generator 60, thereby reducing vibration of the third heat insulation component 33. In some examples, the third heat insulation component 33 is fixed to the generator 60 with multiple bolts.

[0145] In some examples, such as Figure 26 As shown, the third heat insulation component 33 is provided with multiple connection holes 604, and the third connector 33 is connected to the generator 60 through the multiple connection holes 604.

[0146] In some examples, the side of the third heat insulation element 33 is a smooth arc-shaped outer surface, which can conduct heat on the turbocharger 112, thereby reducing the temperature of the turbocharger 112 and ensuring the normal operation of the turbocharger 112.

[0147] According to other embodiments of the present invention, refer to Figure 28 and Figure 29The heat loss component 11 also includes an electronic control component 70, which is connected to the main body 10 and located on one side of the exhaust manifold 20. The plurality of heat insulation components 30 also include a fourth heat insulation component 34, which is disposed between the exhaust manifold 20 and the electronic control component 70. Along the arrangement direction of the exhaust manifold 20 and the electronic control component 70, the projection of the electronic control component 70 onto the fourth heat insulation component 34 is at least partially located on the fourth heat insulation component 34. With this arrangement, the fourth heat insulation component 34 can insulate the electronic control component 70 from heat, preventing heat loss from the exhaust manifold 20 to the electronic control component 70, thereby extending the service life of the electronic control component 70.

[0148] According to some embodiments of the present invention, with reference to Figure 28 The fourth heat insulation component 34 includes a baffle 341, a first connecting plate 342, and a second connecting plate 343.

[0149] The thickness direction of the first baffle 341 is perpendicular to the arrangement direction of the exhaust manifold 20 and the electronic control assembly 70. The first connecting plate 342 is connected to the upper end of the baffle 341 and is partially located above the electronic control assembly 70. The first connecting plate 342 is connected to the electronic control assembly 70. The second connecting plate 343 is connected to the lower end of the baffle 341 and is connected to the main body 10.

[0150] The engine 1000 also includes an exhaust flange 701, through which the exhaust manifold 20 is connected to the main body 10. The second connecting plate 343 is located on the same horizontal plane as the exhaust flange 701.

[0151] In this way, the arrangement of the first connecting plate 342 and the second connecting plate 343 can ensure complete shielding of the electronic control component 70, thereby ensuring the heat insulation effect of the electronic control component 70 and ensuring the normal operation of the electronic control component 70.

[0152] The first connecting plate 342 has multiple connection points with the electronic control assembly 70, thereby reducing the vibration of the fourth heat insulation member 34. In some embodiments, the first connecting plate 342 is fixed to the electronic control assembly 70 by multiple bolts.

[0153] The second connecting plate 343 has multiple connection points with the main body 10, which can further reduce the vibration of the fourth heat insulation member 34.

[0154] In some embodiments, the baffle 341 is an arc-shaped plate. This increases the overall structural strength of the fourth heat insulation member 34. It also increases the heat exchange area of ​​the fourth heat insulation member 34, thereby guiding the heat from the electronic control assembly 70.

[0155] like Figure 28 , Figure 30As shown, the first connecting plate 342 includes multiple connecting sub-plates 344, and the baffle 341 is provided with multiple clearance recesses 345. At least one clearance recess 345 is provided between two adjacent connecting sub-plates 344. With the above arrangement, the fourth heat insulation member 34 can provide clearance space for the installation of the electronic control component 70, thereby facilitating the installation of bolts and other components on the electronic control component 70.

[0156] In some examples, the fourth insulating surface is treated with electrophoresis, which can reduce the impact of radiative heat transfer on the fourth insulating element 34.

[0157] In some embodiments, such as Figure 31 , Figure 32 As shown, the heat loss assembly 11 also includes a water pump outlet pipe 702, which is located on one side of the exhaust manifold 20 in the horizontal direction. The plurality of heat insulation components 30 also include a fifth heat insulation component 35, which is disposed between the exhaust manifold 20 and the water pump outlet pipe 702. Along the arrangement direction of the exhaust manifold 20 and the water pump outlet pipe 702, the projection of the water pump outlet pipe 702 onto the fifth heat insulation component 35 is at least located on the fifth heat insulation component 35. With this arrangement, the fifth heat insulation component 35 can insulate the electrical control assembly 70 from heat, preventing heat loss from the exhaust manifold 20 to the water pump outlet pipe 702.

[0158] In some embodiments, the fifth heat insulation member 35 is connected to the first heat insulation member 33 and forms a heat insulation assembly. The thermostat 1112, the water outlet pipe 702 and the cooling group 111 are located on one side of the heat insulation assembly, and the exhaust manifold 20 is located on the opposite side of the heat insulation assembly.

[0159] In some examples, the fifth thermal insulation element 35 is integrally formed with the first thermal insulation element 33.

[0160] In some embodiments, the heat loss assembly 11 further includes a thermostat 704. Both the oil cooler 1112 and the thermostat 704 are located on the side of the fifth heat insulation member 35 opposite to the exhaust manifold 20, and are on the same side of the exhaust manifold 20 as the water pump outlet pipe 702. This arrangement allows the fifth heat insulation member 35 to insulate the oil cooler 1112 and the thermostat 704, preventing heat loss from the exhaust manifold 20 to these components.

[0161] In some embodiments, the fifth heat insulation element 35 is spaced apart from the exhaust manifold 20, which can prevent the engine 1000 from failing due to vibration during operation, causing the fifth heat insulation cover to collide with components such as the oil cooler 1112, thermostat 704 and water pump outlet pipe 702, thus losing its heat insulation function.

[0162] In some embodiments, the fifth heat insulation member 35 is formed with a second flange 351 facing the oil cooler 1112 and located on the upper side of the oil cooler 1112.

[0163] In this way, the fifth heat insulation component 35 can more completely shield the oil cooler 1112, thereby improving the heat insulation effect of the fifth heat insulation component 35 on the oil cooler 1112 and ensuring the normal function of the oil cooler 1112. Furthermore, the second flange 351 can guide the heat radiated from the exhaust manifold 20, thereby further improving the heat insulation effect of the fifth heat insulation component 35.

[0164] In some embodiments, such as Figure 32 , Figure 33 As shown, the fifth heat insulation element 35 has a notch 352, and a third flange 353 is formed at the notch 352, with the third flange 353 facing the exhaust manifold 20.

[0165] The engine 1000 also includes a fan located on the side of the fifth heat shield 35 opposite to the exhaust manifold 20 and facing the notch 352.

[0166] With the above settings, during the operation of the fan, the fan can blow the air from the oil cooler 1112, thermostat 704 and water pump outlet pipe 702 through the notch 352 to the side of the fifth heat insulation component 35 facing the exhaust manifold 20. This can prevent the temperature of the oil cooler 1112, thermostat 704 and water pump outlet pipe 702 from getting too high, and ensure the normal function of the oil cooler 1112, thermostat 704 and water pump outlet pipe 702.

[0167] Furthermore, the third flange 353 can guide the air and prevent the air from forming vortices on the side of the fifth heat insulation component 35 facing away from the exhaust manifold 20, thus ensuring normal airflow.

[0168] According to some embodiments of the present invention, with reference to Figure 34 The heat insulation component 30 includes a first body layer 21 and a second body layer 22 arranged radially at intervals along the exhaust manifold 20, with the second body layer 22 disposed on the outer peripheral side of the first body layer 21. For example, in Figure 34In the example, the second body layer 22 wraps around the first body layer 21. This configuration allows the exhaust manifold 20 itself to provide heat insulation, effectively isolating it from the heat source and significantly reducing the heat generated by the exhaust manifold 20 on the surrounding environment, thus minimizing heat damage. Furthermore, the first body layer 21 and the second body layer 22 have the same configuration as the exhaust manifold 20 itself, reducing the radiant temperature of the outer surface of the exhaust manifold 20 without requiring additional space or installation. This compact structure facilitates installation and improves the installation efficiency of the exhaust manifold 20. Moreover, the arrangement of the first body layer 21 and the second body layer 22 also provides the exhaust manifold 20 with good sound insulation and vibration damping, improving its performance.

[0169] Furthermore, referring to Figure 34 A heat insulation layer 23 is provided between the first body layer 21 and the second body layer 22. For example, in Figure 34 In the example, the heat insulation component 30 has a sandwich-like heat insulation structure. This configuration allows the heat insulation layer 23 to function as a heat insulation layer, thereby further improving the heat insulation effect of the exhaust manifold 20 itself, reducing the heat damage caused by the exhaust manifold 20 to the heat loss component 11, and thus increasing the service life of the engine 1000. Furthermore, the heat insulation layer 23 also further improves sound insulation and vibration damping, further enhancing the performance of the exhaust manifold 20. The heat insulation layer 23 can be a hydrogel component or a fiberglass component, but is not limited to these. It should be noted that the thicknesses of the first body layer 21, the second body layer 22, and the heat insulation layer 23 can be determined according to space and performance requirements.

[0170] According to some embodiments of the present invention, the first body layer 21 and / or the second body layer 22 are metal components. For example, the arrangement of the first body layer 21 and the second body layer 22 includes the following cases: First, the first body layer 21 is a metal component. Second, the second body layer 22 is a metal component. Third, both the first body layer 21 and the second body layer 22 are metal components. This arrangement provides the metal components with good mechanical properties, thereby improving the structural strength of the first body layer 21 and the second body layer 22, preventing deformation of the first body layer 21 and the second body layer 22, and extending the service life of the exhaust manifold 20.

[0171] According to some embodiments of the present invention, the outer peripheral surface of the second body layer 22 is covered with a heat-insulating coating (not shown). This heat-insulating coating further improves the heat insulation effect of the exhaust manifold 20 itself, that is, further reduces the temperature around the exhaust manifold 20, thereby improving the thermal environment of the heat loss component 11 and reducing the heat damage to the heat loss component 11. Specifically, the heat damage risk is determined by combining the temperature of the exhaust manifold 20, the temperature resistance requirements of the heat loss component 11, and the distance between them. The heat damage point is designed using a single heat-insulating element 30 that matches the contour of the heat loss component 11. The heat-insulating element 30 and the heat loss component 11 are arranged with several connection points that conform to the shape and are uniformly distributed, resulting in stable and efficient heat insulation, and facilitating airflow without creating dead zones that lead to heat accumulation.

[0172] In other embodiments, please refer to Figure 35 and Figure 36 The exhaust manifold 20 includes at least one branch pipe 110 and a manifold 130. The branch pipe 110 has an air inlet, and the manifold 130 has an air outlet. The air inlet and the air outlet are connected. The heat insulation element 30 is disposed on the outer peripheral wall of the exhaust manifold 20 and includes a plurality of separately disposed heat insulation parts 210, which correspond to the branch pipe 110 and the manifold 130 respectively.

[0173] In this way, the heat insulation component 30 can fully enclose the exhaust manifold 20, thereby improving the heat insulation performance, reducing the heat damage of the exhaust manifold 20 to surrounding components, ensuring the stability and reliability of the surrounding components, and extending the service life of the surrounding components.

[0174] Optionally, the quantity relationship between the heat insulation part 210 and the branch pipe 110 can be one-to-one, that is, one heat insulation part 210 corresponds to one branch pipe 110.

[0175] Optionally, the quantity relationship between the heat insulation part 210 and the branch pipe 110 can be one-to-many, that is, one heat insulation part 210 corresponds to multiple branch pipes 110. For example, as shown... Figure 36 As shown, one heat insulation part 210 corresponds to two branch pipes 110, which reduces the number of parts in the heat insulation component 30 and helps to improve the assembly efficiency of the heat insulation component 30.

[0176] In some embodiments, multiple heat insulation portions 210 are separately arranged. Therefore, compared to a single, integrated heat insulation component 30, the number of fixing points on the heat insulation component 30 increases. This effectively suppresses resonance between the heat insulation component 30 and the exhaust manifold 20, thereby improving the overall modal characteristics of the heat insulation component 30, reducing the likelihood of vibration damage, and extending its service life. Furthermore, when the heat insulation component 30 is subjected to vibration, the interaction between the multiple heat insulation portions 210 can offset some of the vibration, further improving the overall modal characteristics of the heat insulation component 30.

[0177] The multiple heat insulation sections 210 arranged separately can prevent the overall size of the heat insulation component 30 from being too large, effectively suppress the resonance between the heat insulation component 30 and the exhaust manifold 20, thereby improving the overall mode of the heat insulation component 30, reducing the possibility of vibration damage to the heat insulation component 30, and extending the service life of the heat insulation component 30.

[0178] In addition, compared to the heat insulation component 30 being an integral structure, the separate arrangement of multiple heat insulation components 210 also facilitates the installation of the heat insulation components 210 on the exhaust manifold 20.

[0179] Please see Figure 36 In some embodiments, in a direction perpendicular to the central axis of the exhaust manifold 20, the heat insulation portion 210 includes a first sub-portion 211 and a second sub-portion 212 that are in contact with each other, and the outline shape of the first sub-portion 211 and the second sub-portion 212 is the same as the outline shape of the exhaust manifold 20.

[0180] Specifically, in some embodiments, the central axis of the exhaust manifold 20 includes the central axis of the branch pipe 110 and the central axis of the manifold 130, and both the central axis of the branch pipe 110 and the central axis of the manifold 130 can be curved. The arrangement of the first sub-part 211 and the second sub-part 212 facilitates the installation of the heat insulation part 210 on the exhaust manifold 20, thereby improving the assembly efficiency of the exhaust manifold 20 and the heat insulation component 30. Furthermore, it prevents the heat insulation component 30 from having a large planar structure, thereby suppressing resonance between the heat insulation component 30 and the exhaust manifold 20, thus improving the overall modal characteristics of the heat insulation component 30, reducing the possibility of vibration damage to the heat insulation component 30, and extending the service life of the heat insulation component 30.

[0181] In some embodiments, the first sub-part 211 and the second sub-part 212 may be joined together by a detachable connection, wherein the detachable connection includes, but is not limited to, threaded connection or snap-fit ​​connection. In other embodiments, the first sub-part 211 and the second sub-part 212 may be joined together by a non-detachable connection, wherein the non-detachable connection includes, but is not limited to, welding or bonding.

[0182] Please combine Figure 37 In one embodiment of this application, the heat insulation component 30 includes three separately arranged heat insulation parts 210 (hereinafter referred to as the first heat insulation part 2105, the second heat insulation part 2106, and the third heat insulation part 2107), which correspond to the branch pipe 110 and the manifold 130, respectively. Specifically, the first heat insulation part 2105 corresponds to the integral branch pipe formed by the two branch pipes 110 (hereinafter referred to as the first branch pipe 113), the second heat insulation part 2106 corresponds to the integral branch pipe formed by the two branch pipes 110 (hereinafter referred to as the second branch pipe 115), and the third heat insulation part 2107 corresponds to the manifold 130.

[0183] Specifically, the first heat insulation section 2105, the second heat insulation section 2106, and the third heat insulation section 2107 each include a first sub-section 211 and a second sub-section 212 that are connected to each other. The outline shapes of the first sub-section 211 and the second sub-section 212 of the first heat insulation section 2105 are the same as the outline shape of the first branch pipe 113; the outline shapes of the first sub-section 211 and the second sub-section 212 of the second heat insulation section 2106 are the same as the outline shape of the second branch pipe 115; and the outline shapes of the first sub-section 211 and the second sub-section 212 of the third heat insulation section 2107 are the same as the outline shape of the manifold 130.

[0184] Please see Figure 36 and Figure 38 In some embodiments, the heat insulation element 30 includes a mounting layer 25 and a heat insulation layer 23. The mounting layer 25 is arranged around the outer peripheral wall of the exhaust manifold 20, and the heat insulation layer 23 is disposed on the side of the mounting layer 25 opposite to the exhaust manifold 20.

[0185] Specifically, in some embodiments, the outline shape of the mounting layer 25 is the same as or substantially the same as the outline shape of the exhaust manifold 20. When the mounting layer 25 is disposed on the outer peripheral wall of the exhaust manifold 20, there is a gap between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20. This can reduce vibration transmission, reduce the possibility of the heat insulation component 30 being damaged by vibration, and extend the service life of the heat insulation component 30.

[0186] Furthermore, in some embodiments, the mounting layer 25 is made of a metallic material. This increases the rigidity of the mounting layer 25, reduces the likelihood of damage (e.g., deformation or breakage) to the thermal insulation component 30 when subjected to vibration, and extends the service life of the thermal insulation component 30. It should be noted that in some embodiments, the metallic material includes, but is not limited to, steel, iron, aluminum, and stainless steel.

[0187] In some embodiments, the insulation layer 23 is made of an insulating material. Specifically, in some embodiments, the insulating material includes at least one of ceramic fiber, glass fiber, glass wool, rock wool, and aerogel.

[0188] For example, in some embodiments of this application, the heat insulation material may be glass wool, that is, the heat insulation layer 23 is made of glass wool. Therefore, during long-term operation of the engine 10000, the heat insulation material prevents the mounting layer 25 from colliding with the exhaust manifold 20. This effectively reduces the radiated noise from the exhaust manifold 20 during vibration, improving the NVH (Noise, Vibration, Harshness) performance of the engine 10000. Furthermore, it prevents damage to the heat insulation component 30 due to long-term vibration fatigue, ensuring the heat insulation effect of the heat insulation component 30.

[0189] Please see Figure 36 and Figure 38 In some embodiments, the distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is greater than 5 mm. Specifically, in some embodiments, the distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is any one of the values ​​greater than 5 mm, such as 5 mm, 6 mm, 7 mm, 8 mm, 9 mm, 10 mm, 11 mm, 12 mm, 13 mm, 14 mm, and 15 mm, or any value between any two of these values.

[0190] If the distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is less than 5 mm, the space for the heat insulation material is insufficient, which will result in the heat insulation material being unable to suppress the collision between the mounting layer 25 and the exhaust manifold 20, thereby affecting the NVH performance of the engine 10000. In some embodiments of this application, the distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is greater than 5 mm, thereby ensuring sufficient space for the heat insulation material, effectively suppressing the collision between the mounting layer 25 and the exhaust manifold 20, and thus effectively reducing the radiated noise during exhaust manifold 20 vibration, improving the NVH performance of the engine 10000.

[0191] Furthermore, in some embodiments, the distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is greater than 5 mm and less than 15 mm. Specifically, in some embodiments, the distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is any one of 5 mm, 6 mm, 7 mm, 8 mm, 9 mm, 10 mm, 11 mm, 12 mm, 13 mm, 14 mm, and 15 mm, or any value between any two of these values.

[0192] If the distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is less than 5 mm, the space for the heat insulation material is limited, which will result in the heat insulation material being unable to suppress the collision between the mounting layer 25 and the exhaust manifold 20, thus affecting the NVH performance of the engine 10000. If the distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is greater than 15 mm, the size of the heat insulation component 30 is larger, which will cause the heat insulation component 30 to easily interfere with the components around the exhaust manifold 20, affecting the normal assembly of the heat insulation component 30. In some embodiments of this application, the distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is greater than 5 mm and less than 15 mm. This can effectively reduce the radiated noise when the exhaust manifold 20 vibrates, improving the NVH performance of the engine 10000. On the other hand, it can prevent the heat insulation component 30 from interfering with the components around the exhaust manifold 20, thus ensuring the normal assembly of the heat insulation component 30.

[0193] In some embodiments, see Figures 39 to 42The vent flange 701 includes a plate 705, which is connected to the body 1. The plate 705 is provided with a mounting hole 706, which includes a first hole section 707 and a second hole section 708. The first hole section 707 and the second hole section 708 are arranged sequentially along the thickness direction of the plate 705.

[0194] See Figure 43 The exhaust manifold 20 includes an outer pipe body 709 and an inner pipe body 710. The outer pipe body 709 is sleeved outside the inner pipe body 710, and an air cavity is formed between the inner pipe body 710 and the outer pipe body 709.

[0195] The outer tube 709 extends into the first hole section 707, and the inner tube 710 passes through the first hole section 707 and extends into the second hole section 708.

[0196] With the above arrangement, the outer tube 709 is located outside the second hole section 708, which reduces the length of the exhaust manifold 20 extending into the plate 705, thereby reducing the volume of the mounting hole 706, and further reducing the size of the sealing gasket or sealing strip for sealing the exhaust manifold 20. This reduces the volume of the engine 1000, thus facilitating the space arrangement of the engine 1000.

[0197] In some examples, the inner tube 710 is welded to the plate 705, so that the exhaust manifold 20 can be stably connected to the exhaust flange 701, thereby improving the overall structural strength of the engine 1000.

[0198] In some embodiments, such as Figure 42 , Figure 43 As shown, along the direction from the first hole segment 707 to the second hole segment 708, the radial dimension of the first hole segment 707 gradually decreases.

[0199] In this way, when the exhaust manifold 20 is connected to the plate 705, the first perforation 707 can guide the outer tube 709 and the inner tube 710, thereby facilitating the connection between the exhaust manifold 20 and the plate 705. At the same time, the inner wall surfaces of the outer tube 709 and the first perforation 707 can abut together more tightly to reduce the vibration of the exhaust manifold 20.

[0200] In some examples, the exhaust manifold 20 includes multiple branch pipes 110, and the plate 705 has multiple mounting holes 706, with one branch pipe 110 connected to one mounting hole 706.

[0201] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An engine, characterized in that, include: main body; A heat loss component, wherein the heat loss component is disposed on the main body; An exhaust manifold, wherein the exhaust assembly is connected to the main body; Multiple heat insulation components are disposed between the exhaust manifold and the heat loss component, for heat insulation of the heat loss component.

2. The engine according to claim 1, characterized in that, The heat loss assembly includes a cooling group, which includes cooling pipes located above the main body. The heat loss assembly includes a first heat insulation element disposed between the cooling pipe and the exhaust manifold.

3. The engine according to claim 1, characterized in that, The heat loss assembly also includes a turbocharger connected to the outlet of the exhaust manifold, the turbocharger being located on one side of the body along a first direction; the plurality of heat insulation elements include a second heat insulation element covering the top surface of the turbocharger and the side of the turbocharger facing the exhaust manifold.

4. The engine according to claim 3, characterized in that, The shape of the second heat insulation component is adapted to the shape of the outer peripheral surface of the turbocharger.

5. The engine according to claim 1, characterized in that, The heat loss assembly also includes a generator located on one side of the main body along a first direction; the plurality of heat insulation elements include a third heat insulation element that at least covers the side of the generator and the bottom surface of the generator facing the exhaust manifold.

6. The engine according to claim 5, characterized in that, The shape of the third heat insulation component is adapted to the shape of the outer peripheral surface of the generator.

7. The engine according to claim 1, characterized in that, The exhaust manifold includes at least one branch pipe and a manifold. The branch pipe has an air inlet, and the manifold has an air outlet. The air inlet and the air outlet are connected. The plurality of heat insulation elements are disposed on the outer peripheral wall of the exhaust manifold and include a plurality of separately disposed heat insulation parts, which correspond to the branch pipe and the manifold respectively.

8. A powertrain, characterized in that, include: The engine as described in any one of claims 1-7.

9. The powertrain according to claim 8, characterized in that, Also includes: An electric drive assembly for driving a vehicle; A generator for converting at least a portion of the driving force of the engine into electrical energy, and the generator for supplying power to the electric drive assembly.

10. A vehicle, characterized in that, include: Vehicle body; The powertrain as described in claim 8 or 9, wherein the powertrain is connected to the vehicle body.

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