Engine cooling device and engine

Abstract

The utility model belongs to the technical field of engines, and particularly relates to an engine cooling device and an engine. The engine cooling device comprises a crankshaft, a transmission wheel, a flange assembly, a connecting disc assembly and a fan clutch assembly, the transmission wheel is provided with a groove, and a notch of the groove is arranged away from the crankshaft; the flange assembly comprises a flange body located in the groove, and the flange body is used for connecting the transmission wheel to the crankshaft. The connecting disc assembly comprises a connecting disc body, at least part of the connecting disc body is located in the groove, and the connecting disc body is connected with the transmission wheel; the fan clutch assembly comprises a fan, and the fan is connected to the end, away from the transmission wheel, of the connecting disc body. By using the engine cooling device in the technical scheme, the running resistance of the engine is smaller, and the running efficiency is higher.

Description

Technical Field

[0001] The utility model belongs to the technical field of engine cooling, and particularly relates to an engine cooling device and an engine. Background Art

[0002] An air-cooled engine relies on a fan clutch assembly to generate a wind source, and guides the wind direction through a wind guide cover to take away the heat generated by the combustion of the engine cylinder. In the engine cooling device, the fan clutch assembly keeps synchronous with the operation of the engine, so as to effectively provide necessary cooling for the engine.

[0003] In the existing engine cooling system, a crankshaft pulley is fixedly connected to the crankshaft, and the fan clutch assembly is fixed to the crankshaft pulley through a connecting plate and bolts. The basic wall thicknesses of the crankshaft pulley and the connecting plate reach 12 mm and 8 mm respectively, which have the disadvantages of large volume and heavy mass. This results in a relatively large resistance to the operation of the engine, which easily causes the engine to overheat and even damage other components; due to the increase in the operation resistance, the power of the engine will also decrease, making the vehicle accelerate slowly and respond sluggishly, affecting the driving performance of the vehicle; in addition, the excessive weight of the crankshaft pulley and the connecting plate will increase the burden on the belt, and the belt is prone to breakage, resulting in the engine being unable to operate normally and causing serious mechanical damage.

[0004] Therefore, it is urgent to propose an engine cooling device and an engine to solve the above technical problems. Content of the Utility Model

[0005] The purpose of the utility model is to at least solve the problems. This purpose is achieved through the following technical solutions:

[0006] The first aspect of the utility model proposes an engine cooling device, including:

[0007] A crankshaft;

[0008] A transmission wheel, the transmission wheel has a groove, and the notch of the groove faces away from the crankshaft;

[0009] A flange assembly, including a flange body located inside the groove, and the flange body is used to connect the transmission wheel to the crankshaft;

[0010] A connecting plate assembly, including a connecting plate body, at least part of the connecting plate body is located inside the groove, and the connecting plate body is connected to the transmission wheel;

[0011] A fan clutch assembly, including a fan, and the fan is connected to one end of the connecting plate body away from the transmission wheel.

[0012] In the engine cooling device of this technical solution, the driving wheel is connected to the crankshaft through a flange assembly, and the fan clutch assembly and the driving wheel are connected through a connecting disk assembly to achieve synchronous rotation of the crankshaft and the fan. Since the driving wheel has a groove, compared with the traditional structure in the prior art, the thickness of the driving wheel in this technical solution is reduced and the weight is lightened, so that the running resistance of the engine is smaller. The flange assembly is used to connect the driving wheel and the crankshaft, and the connection is convenient and reliable. Moreover, the outer diameter of the flange body is smaller than the diameter of the groove, so that the flange body can be placed inside the groove. Therefore, the flange body will not generate too much resistance to the rotation of the driving wheel. By arranging part of the structure of the connecting disk body inside the groove, the overall structure connection is ensured to be compact, so that the transmission is stable and the efficient operation of the engine is ensured.

[0013] In addition, the engine cooling device according to the present invention may further have the following additional technical features:

[0014] In some embodiments of the present invention, the driving wheel is a spun pulley.

[0015] In some embodiments of the present invention, a first through hole is provided at the bottom of the groove, and the flange assembly includes a first connecting member. The first connecting member sequentially passes through the flange body and the first through hole to connect the driving wheel to the crankshaft.

[0016] In some embodiments of the present invention, a shock absorber is provided between the crankshaft and the driving wheel. The first connecting member sequentially passes through the flange body, the first through hole and the shock absorber and is connected to the crankshaft.

[0017] In some embodiments of the present invention, a second through hole is provided at the bottom of the groove, and the connecting disk assembly includes a second connecting member. The second connecting member sequentially passes through the connecting disk body and the second through hole and is connected to the driving wheel.

[0018] In some embodiments of the present invention, a shock absorber is provided between the crankshaft and the driving wheel. The second connecting member sequentially passes through the connecting disk body, the second through hole and is connected to the shock absorber.

[0019] In some embodiments of the present invention, the connecting disk body includes a front end connecting portion and a rear end connecting portion. The front end connecting portion protrudes radially from the rear end connecting portion. The front end connecting portion is located inside the groove. The second connecting member passes through the front end connecting portion, and the fan clutch assembly is connected to the rear end connecting portion.

[0020] In some embodiments of the present utility model, the connecting disc body has an open cavity, the opening of the open cavity faces the flange body, the flange body is located inside the open cavity, and the cavity wall of the open cavity and the side wall of the flange body are in positioning cooperation.

[0021] In some embodiments of the present utility model, a reinforcing portion is provided inside the open cavity.

[0022] The present utility model also provides an engine, which includes a crankcase and the engine cooling device in the above embodiments, and the crankshaft is located inside the crankcase. Description of the Drawings

[0023] By reading the following detailed description of the preferred embodiments, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the present utility model. Moreover, throughout the drawings, the same reference numerals are used to represent the same components. In the drawings:

[0024] Figure 1 Schematically shows a structural diagram of an engine cooling device according to an embodiment of the present utility model;

[0025] Figure 2 Schematically shows an exploded view of an engine cooling device according to an embodiment of the present utility model;

[0026] Figure 3 Schematically shows a structural diagram of the connecting disc body according to an embodiment of the present utility model from a certain perspective;

[0027] Figure 4 Schematically shows a structural diagram of the connecting disc body according to an embodiment of the present utility model from another perspective;

[0028] Figure 5 Schematically shows a partial structural diagram of an engine cooling device according to an embodiment of the present utility model.

[0029] The reference numerals in the drawings are represented as follows:

[0030] 100, crankshaft; 200, transmission wheel; 210, groove; 300, flange assembly; 310, flange body; 320, first connecting member; 400, connecting disc assembly; 410, connecting disc body; 411, front end connecting portion; 4111, weight reduction groove; 412, rear end connecting portion; 4121, open cavity; 4122, reinforcing portion; 420, second connecting member; 500, shock absorber; 510, positioning groove; 600, fan clutch assembly; 610, rotating shaft; 620, connecting portion. Detailed Embodiments

[0031] Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided so that the present disclosure can be more thoroughly understood and the scope of the present disclosure can be completely conveyed to those skilled in the art.

[0032] It should be understood that the terms used herein are for the purpose of describing particular example embodiments only and are not intended to be limiting. Unless the context clearly dictates otherwise, the singular forms "a", "an", and "the" as used herein may also include the plural forms. The terms "comprising", "including", "containing", and "having" are inclusive and thus specify the presence of the stated features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring them to be performed in the particular order described or illustrated, unless the order of performance is explicitly stated. It should also be understood that additional or alternative steps may be used.

[0033] Although the terms first, second, third, etc. may be used herein to describe multiple elements, components, regions, layers, and / or sections, these elements, components, regions, layers, and / or sections should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or section from another. Unless the context clearly indicates otherwise, terms such as "first" and "second" and other numerical terms used herein do not imply an order or sequence. Thus, the first element, component, region, layer, or section discussed below may be referred to as the second element, component, region, layer, or section without departing from the teachings of the example embodiments.

[0034] For ease of description, spatial relative relationship terms may be used herein to describe the relationship of one element or feature shown in the figure to another element or feature, such as "inside", "outside", "inner side", "outer side", "below", "beneath", "above", "over", etc. Such spatial relative relationship terms are intended to include different orientations of the device in use or operation in addition to the orientation depicted in the figure. For example, if the device in the figure is flipped, an element described as "below" or "beneath" another element or feature will then be oriented "above" or "over" the other element or feature. Thus, the exemplary term "below" can include both an upper and a lower orientation.

[0035] Figure 1 Schematically shows a structural diagram of an engine cooling device according to an embodiment of the present utility model. Figure 2 Schematically shows an exploded view of an engine cooling device according to an embodiment of the present utility model. As Figure 1 and Figure 2 shown, the present utility model provides an engine cooling device. The engine cooling device in the present utility model includes a crankshaft 100, a transmission wheel 200, a flange assembly 300, a connecting plate assembly 400, and a fan clutch assembly 600. The transmission wheel 200 has a groove 210, and the notch of the groove 210 is arranged away from the crankshaft 100; the flange assembly 300 includes a flange body 310 located inside the groove 210, and the flange body 310 is used to connect the transmission wheel 200 to the crankshaft 100; the connecting plate assembly 400 includes a connecting plate body 410, and at least part of the connecting plate body 410 is located inside the groove 210, and the connecting plate body 410 is connected to the transmission wheel 200; the fan clutch assembly 600 includes a fan, and the fan is connected to one end of the connecting plate body 410 away from the transmission wheel 200.

[0036] In the engine cooling device of this technical solution, the transmission wheel 200 is connected to the crankshaft 100 through the flange assembly 300, and the fan clutch assembly 600 and the transmission wheel 200 are connected through the connecting plate assembly 400 to realize the synchronous rotation of the crankshaft 100 and the fan. Since the transmission wheel 200 has a groove 210, compared with the traditional structure in the prior art, the thickness of the transmission wheel 200 in this technical solution is reduced and the weight is reduced, so that the running resistance of the engine is smaller and the operating efficiency is higher. The flange assembly 300 is used to connect the transmission wheel 200 and the crankshaft 100, and the connection is convenient and reliable. Moreover, the outer diameter of the flange body 310 is smaller than the diameter of the groove 210, so that the flange body 310 can be placed inside the groove 210. Therefore, the flange body 310 will not generate too much resistance to the operation of the transmission wheel 200. By arranging part of the structure of the connecting plate body 410 inside the groove 210, the overall structure connection is ensured to be compact, so that the transmission is stable and the efficient operation of the engine is ensured.

[0037] Further, the drive pulley 200 is a spun pulley. A spun pulley is a pulley made by spinning technology, which is also known as metal spinning forming technology. The base thickness of the crankshaft pulley in the prior art reaches 12 mm, while the base thickness (the thickness of the bottom of the groove) of the spun pulley adopted in this technical solution is 4 mm, and the thickness is significantly reduced, and the weight is only 40% of that of the traditional structure. By reducing the volume and weight of the crankshaft pulley, the running resistance of the engine can be effectively reduced, the performance of the engine can be improved, and thus the driving performance of the vehicle can be improved. In addition, compared with the crankshaft pulley adopted in the prior art, the spun pulley also has the advantages of material saving, small moment of inertia, energy saving, high efficiency, good balance performance, etc. Specifically, the characteristic of metal spinning forming technology is non-chip machining, so materials can be saved; at the same time, since the material flow line is not cut off, cold work hardening occurs on the surface, and the tissue density is increased, thereby improving the strength and hardness of the pulley groove surface; this processing method makes the structure of the spun pulley lighter and has a small moment of inertia; in addition, due to the high efficiency and good balance performance of the production method, balance treatment is generally not required, and it has good practicability and economy.

[0038] Optionally, the flange body 310 is a circular sheet structure, and its material can be cast iron or cast aluminum. The outer diameter and thickness of the flange body 310 are set according to the usage requirements. It can be understood that the flange body 310 should have sufficient structural strength to avoid breakage during long-term operation. At the same time, the weight should be avoided from being too large to avoid burdening the operation of the drive pulley 200.

[0039] Further, a first through hole is provided at the bottom of the groove 210. The flange assembly 300 includes a first connecting member 320. The first connecting member 320 sequentially passes through the flange body 310 and the first through hole to connect the drive pulley 200 to the crankshaft 100. Optionally, the first connecting member 320 is a bolt, and a threaded hole for connecting with the first connecting member 320 is provided on the crankshaft 100. In this embodiment, the number of the first connecting members 320 is six, and the six first connecting members 320 are annularly distributed and equally spaced. Correspondingly, six first through holes are provided at the bottom of the groove of the drive pulley 200, and the six first through holes are annularly distributed and equally spaced. In other embodiments, the number of the first connecting members 320 can also be two, three, four or five, etc. The number of the first connecting members 320 is set according to the number of the first connecting members 320, as long as it is ensured that the drive pulley 200 can be firmly connected to the crankshaft 100.

[0040] Optionally, a shock absorber 500 can be provided between the crankshaft 100 and the drive wheel 200. When connecting, the first connecting member 320 sequentially passes through the flange body 310, the first through hole, and the shock absorber 500 and is connected to the crankshaft 100. It can be understood that the shock absorber 500 is provided with a through hole allowing the first connecting member 320 to pass through. With this connection method, the assembly is convenient, and the fixation of the drive wheel 200, the shock absorber 500, and the crankshaft 100 can be achieved only through the flange assembly 300. Optionally, a positioning groove 510 is provided on one side of the shock absorber 500 facing the drive wheel 200, and at least a part of the drive wheel 200 is located in the positioning groove 510. The positioning groove 510 can position the drive wheel 200, facilitating the alignment of the drive wheel 200 and the shock absorber 500 during the assembly process. The setting of the shock absorber 500 can reduce the torsional vibration of the crankshaft 100, causing the torsional vibration energy of the crankshaft 100 to be gradually consumed by the friction inside the shock absorber, thereby gradually reducing the amplitude. The structure of the shock absorber 500 is a mature prior art in this field and will not be described herein.

[0041] Further, a second through hole is provided at the bottom of the groove 210. The connecting disk assembly 400 includes a second connecting member 420. The second connecting member 420 sequentially passes through the connecting disk body 410 and the second through hole and is connected to the drive wheel 200. Optionally, the second connecting member 420 can be a bolt. In the case where the shock absorber 500 is not provided, the second connecting member 420 can be sequentially passed through the connecting disk body 410 and the second through hole, and the bolt can be locked with a nut. In the case where the shock absorber 500 is provided, the second connecting member 420 can be locked to the shock absorber 500. Exemplarily, the shock absorber 500 is provided between the crankshaft 100 and the drive wheel 200, and the second connecting member 420 sequentially passes through the connecting disk body 410, the second through hole, and is connected to the shock absorber 500. With this connection method, the shock absorber 500 is provided with a threaded hole allowing the second connecting member 420 to penetrate. The connecting disk body 410, the drive wheel 200, and the shock absorber 500 are fixedly connected by the second connecting member 420. The connection is compact and reliable, effectively avoiding loosening or falling off between components, thereby ensuring the overall stability and safety of the device.

[0042] Further, in the prior art, the connecting disk is usually made of cast iron. In this technical solution, the connecting disk body 410 is made of cast aluminum. The machining accuracy of cast aluminum is higher than that of cast iron, which means that the connecting disk body 410 made of cast aluminum can more precisely adapt to the structure of the engine, thereby improving the overall performance and efficiency. The heat dissipation of the cast aluminum structure is also better than that of the cast iron structure, which can effectively reduce the engine temperature and improve the service life of the engine. In addition, under the same strength requirements, using cast aluminum can reduce the material consumption, so that the connecting disk body 410 is lighter, and the thickness and volume are significantly reduced compared with the traditional structure, and the weight is only 40% of the traditional structure, which has a significant effect on improving the engine performance.

[0043] Further, Figure 3 Schematically shown is a structural schematic diagram of the connection plate body 410 according to an embodiment of the present invention from a certain perspective. Refer to Figure 2 and Figure 3 , the connection plate body 410 includes a front-end connection portion 411 and a rear-end connection portion 412. The front-end connection portion 411 protrudes radially from the rear-end connection portion 412. The front-end connection portion 411 is located inside the groove 210. The second connecting member 420 passes through the front-end connection portion 411, and the fan clutch assembly 600 is connected to the rear-end connection portion 412.

[0044] Optionally, the front-end connection portion 411 is generally cylindrical, and its outer diameter is less than or equal to the inner diameter of the groove 210. A plurality of through holes for passing through the second connecting member 420 are provided on the front-end connection portion 411, and the plurality of through holes are arranged at intervals along the circumferential direction of the front-end connection portion 411. In this embodiment, the number of through holes for passing through the second connecting member 420 is four. In other embodiments, the number may also be two, three, five, six, etc.

[0045] Further, refer to Figure 3 , a plurality of weight-reducing grooves 4111 are provided on the front-end connection portion 411. By providing the weight-reducing grooves 4111 on the front-end connection portion 411, the weight of the connection plate body 410 can be effectively reduced. Optionally, the openings of the weight-reducing grooves 4111 are arranged facing the driving wheel 200, so that after the connection plate body 410 and the driving wheel 200 are connected, the weight-reducing grooves 4111 are blocked, and thus foreign objects can be prevented from entering the weight-reducing grooves 4111.

[0046] Continue to refer to Figure 3, the connection plate body 410 has an open cavity 4121, the opening of the open cavity 4121 faces the flange body 310, and the flange body 310 is located inside the open cavity 4121. Optionally, the open cavity 4121 should be arranged to avoid the flange body 310 and the first connecting member 320, so that the front end face of the connection plate body 410 can be closely attached to the bottom of the groove of the transmission wheel 200 to ensure a compact and reliable connection between components. In addition, the arrangement of the open cavity 4121 can play a role in reducing the weight of the connection plate body 410. Preferably, the cavity wall of the open cavity 4121 and the side wall of the flange body 310 are positioned and matched. In some embodiments, the outer contour of the flange body 310 is circular. Correspondingly, the opening of the open cavity 4121 is a circular opening, and the outer diameter of the flange body 310 is equal to the diameter of the opening. Thus, during the assembly process, it can ensure that the centers of the flange body 310 and the connection plate body 410 are opposite to each other, and further ensure that the centers of the connection plate body 410 and the transmission wheel 200 are opposite to each other, facilitating the assembly of the second connecting member 420. In other embodiments, the outer edge of the flange body 310 has a plurality of arc-shaped protrusions. Correspondingly, the side wall at the opening of the open cavity 4121 is provided with arc-shaped depressions, and the protrusions and depressions are arranged in cooperation. With this structure, it can prevent the relative rotation between the flange body 310 and the connection plate body 410 during the assembly process, further improving the positioning effect.

[0047] Furthermore, a reinforcing portion 4122 is provided inside the open cavity 4121. Optionally, the reinforcing portion 4122 includes a cylindrical structure located at the center position of the open cavity 4121, and a plurality of curved extension ribs are arranged along the outer periphery of the cylindrical structure. The bending direction of the extension ribs is opposite to the rotation direction of the connection plate body 410, thereby improving the effect of the reinforcing portion 4122 in increasing the structural strength.

[0048] Figure 4 Schematically shows a structural schematic diagram of the connection plate body 410 according to an embodiment of the present invention from another perspective. Figure 5 Schematically shows a partial structural schematic diagram of the engine cooling device according to an embodiment of the present invention. Refer to Figure 4 and Figure 5 , the cross-section of the rear end connection portion 412 is formed in a shape similar to a cross, and its corners are transitioned with rounded corners. This structure can reduce stress concentration and is beneficial to improving the structural strength. Threaded holes for inlaying wire thread inserts are provided on the rear end connection portion 412, and the wire thread inserts are used to connect with the fan clutch assembly 600.

[0049] Optionally, the fan clutch assembly 600 includes a rotating shaft 610. One end of the rotating shaft 610 is connected to the fan, and the other end is connected to the rear-end connection part 620. A positioning groove 210 is provided at one end of the rotating shaft 610 facing the rear-end connection part 620, and a positioning protrusion is provided on the rear-end connection part 620. The positioning protrusion is inserted into the positioning groove 210. A connection part 620 is provided at one end of the rotating shaft 610 facing the rear-end connection part 412. The connection part 620 extends in a direction away from the central axis along the radial direction of the rotating shaft 610, and a through hole for passing a bolt is provided on the connection part 620. When assembling the rotating shaft 610 and the connection disk body 410, a bolt is passed through the through hole on the connection part 620 and locked in the wire thread insert on the rear-end connection part 620.

[0050] This embodiment also provides an engine. The engine includes a crankcase and the above-mentioned engine cooling device, and the crankshaft 100 is located inside the crankcase. Since the engine cooling device has the advantages of compact connection and light weight, the running resistance of this engine is small, the fuel economy is high, the wear of internal parts is small, and it has a long service life.

[0051] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims

1. An engine cooling device, characterized in that: include: Crankshaft (100); A transmission wheel (200), the transmission wheel (200) having a groove (210), the notch of the groove (210) being arranged away from the crankshaft (100); A flange assembly (300) comprising a flange body (310) located inside the groove (210), wherein the flange body (310) is used to connect the transmission wheel (200) to the crankshaft (100); A connecting disc assembly (400), comprising a connecting disc body (410), wherein the connecting disc body (410) is at least partially located inside the groove (210), and the connecting disc body (410) is connected to the transmission wheel (200); The fan clutch assembly (600) comprises a fan, wherein the fan is connected to an end of the connection disk body (410) facing away from the transmission wheel (200).

2. The engine cooling device according to claim 1, characterized in that: The transmission wheel (200) is a spinning pulley.

3. The engine cooling device according to claim 1, characterized in that: A first through hole is provided at the bottom of the groove (210), and the flange assembly (300) comprises a first connecting member (320), which passes through the flange body (310) and the first through hole in sequence to connect the transmission wheel (200) to the crankshaft (100).

4. The engine cooling device according to claim 3, characterized in that: A shock absorber (500) is provided between the crankshaft (100) and the transmission wheel (200), and the first connecting member (320) passes through the flange body (310), the first through hole and the shock absorber (500) in sequence and is connected to the crankshaft (100).

5. The engine cooling device according to claim 1, characterized in that: A second through hole is provided at the bottom of the groove (210), and the connecting disc assembly (400) comprises a second connecting member (420), which passes through the connecting disc body (410) and the second through hole in sequence and is connected to the transmission wheel (200).

6. The engine cooling device according to claim 5, characterized in that: A shock absorber (500) is provided between the crankshaft (100) and the transmission wheel (200), and the second connecting member (420) passes through the connecting disc body (410) and the second through hole in sequence and is connected to the shock absorber (500).

7. The engine cooling device according to claim 5, characterized in that: The connecting disc body (410) comprises a front connecting portion (411) and a rear connecting portion (412), wherein the front connecting portion (411) protrudes radially from the rear connecting portion (412), the front connecting portion (411) is located inside the groove (210), the second connecting member (420) is passed through the front connecting portion (411), and the fan clutch assembly (600) is connected to the rear connecting portion (412).

8. The engine cooling device according to any one of claims 1 to 7, characterized in that: The connecting disc body (410) has an open cavity (4121), the opening of the open cavity (4121) is arranged toward the flange body (310), the flange body (310) is located inside the open cavity (4121), and the cavity wall of the open cavity (4121) and the side wall of the flange body (310) are positioned and matched.

9. The engine cooling device according to claim 8, characterized in that: A reinforcement portion (4122) is provided inside the opening cavity (4121).

10. An engine, characterized in that: The engine comprises a crankcase and an engine cooling device according to any one of claims 1 to 9, and the crankshaft (100) is located inside the crankcase.

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