A high-throughput and high-voltage-stabilized three-way cooling liquid inlet mechanism

Abstract

The present invention discloses a high-throughput and high-voltage-stabilized three-way cooling liquid inlet mechanism, which includes a main liquid inlet pipe. A first shunt pipe and a second shunt pipe are arranged at the rear part of the main liquid inlet pipe. The right end of the first shunt pipe is connected to the left side of the main liquid inlet pipe through a bent pipe section. The vertical cross-sectional area of the first shunt pipe gradually decreases from its right end to its left end. The side surface of the second shunt pipe is in a smooth stepped shape. An L-shaped shunt liquid inlet pipe is distributed at the rear side of the first shunt pipe. The L-shaped shunt liquid inlet pipe includes a first shunt liquid inlet distributed in the middle of the first shunt pipe and a second shunt liquid inlet distributed at the left end of the first shunt pipe. The adoption of the present invention has the advantages of simple structure and good reliability, etc.

Description

Technical Field

[0001] The present invention relates to the technical field of engine cooling liquid inlet devices, and particularly relates to a high-throughput and high-steady-pressure three-way cooling liquid inlet mechanism. Background Art

[0002] With the gradual popularization and application of current high-power engine technologies, especially for high-power engines with increasing integration and smaller volumes, the cooling requirements for each section are more stringent and precise. Not only is the demand for coolant flux large, but also due to the increasing refinement, and because of the large fuel consumption of high-power engines, and it seems that the cooling design requirements or precision of each pipeline have reached their limits. Therefore, if the liquid inlet mechanism, especially above a three-way, has insufficient hydraulic pressure, liquid volume, different resistances, or poor stability in the divided sections, it is easy to cause unfavorable coolant circulation in a certain section and poor cooling effect. In the light case, the poor cooling effect affects the engine efficiency, and in the severe case, continuous high temperature in a certain area affects the safety of the overall machine performance. Moreover, if the coolant circulation in a certain section is too fast, it will also cause waste and reduce the overall cooling efficiency. Summary of the Invention

[0003] The present invention provides a high-throughput and high-steady-pressure three-way cooling liquid inlet mechanism with good use effect for the above technical problems.

[0004] To achieve the above object, the present invention adopts the following technical solutions:

[0005] A high-throughput and high-steady-pressure three-way cooling liquid inlet mechanism includes a liquid inlet main pipe. A first shunt pipe and a second shunt pipe are provided at the rear of the liquid inlet main pipe; the center line of the first shunt pipe is perpendicular to the center line of the liquid inlet main pipe; the center line of the lower part of the second shunt pipe is perpendicular to the center line of the liquid inlet main pipe; the right end of the first shunt pipe is connected to the left side of the liquid inlet main pipe through a bent pipe section; the center line of the first shunt pipe is horizontally distributed, and the center line of the lower part of the second shunt pipe is vertically distributed; the center line of the first shunt pipe and the center line of the lower part of the second shunt pipe are coplanar; the vertical cross-sectional area of the first shunt pipe gradually decreases from its right end to its left end; the side surface of the second shunt pipe is a smooth stepped shape; an L-shaped shunt liquid inlet pipe is distributed at the rear of the first shunt pipe; the L-shaped shunt liquid inlet pipe includes a first shunt liquid inlet opening distributed in the middle of the first shunt pipe and a second shunt liquid inlet opening distributed at the left end of the first shunt pipe.

[0006] Further, the top end line and the lower end line of the first shunt pipe form an included angle ∠a; ∠a is 2 to 5°.

[0007] Further, ∠a is 2.5° or 3° or 3.5°.

[0008] Further, when vertically cutting downward through the middle of the second shunt liquid inlet, the cross-sectional area of the corresponding first shunt pipe is S1; when vertically cutting downward through the middle of the first shunt liquid inlet, the cross-sectional area of the corresponding first shunt pipe is S2; the cross-sectional area of the right end of the first shunt pipe is S3; the cross-sectional area of the right end of the elbow section is S4; the cross-sectional area of the lower end of the second shunt pipe is S5; S1:S2:S3:S4:S5 = 870 - 890:1560 - 1580:1880 - 1900:1700 - 1720:850 - 870. Further, S1:S2:S3:S4:S5 = 880 - 885:1570 - 1575:1890 - 1895:1710 - 1716:860 - 865.

[0009] Further, S1:S2:S3:S4:S5 = 884:1573;1893:1715:862.

[0010] Further, the top liquid inlet of the second shunt pipe, the first shunt liquid inlet, and the second shunt liquid inlet are vertically upwardly opened; the total liquid inlet opening of the liquid inlet main pipe is opened in the front - back direction.

[0011] Advantages of the present invention compared with the prior art:

[0012] (1) By monitoring the engine using the present invention, the water flow uniformity of each cylinder at the lower part of the cylinder head is high, and the maximum deviation is only 0.08 m / s, ensuring the cooling uniformity of each cylinder, improving the consistency of each cylinder's work, and further improving the overall efficiency of the engine. It can reduce the accessory work consumption and improve the fuel economy.

[0013] (2) Assembling the present invention can ensure that the flow velocity in the row - row nose bridge area of the engine is as high as 4.8 m / s, which effectively ensures the efficient and rapid control and distribution of water volume, ensuring that the exhaust nose bridge area that requires strong cooling has more cooling water for cooling, thereby improving the overall heat transfer coefficient, controlling the flow resistance, and having the ability to provide continuous high - flux and high - stability for the row - row nose bridge area of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 is a three - dimensional structural schematic diagram of the present invention;

[0015] Figure 2 is the front view of the present invention;

[0016] Figure 3 is the sectional view of the S1 area of the present invention;

[0017] Figure 4 is the sectional view of the S2 area of the present invention;

[0018] Figure 5is a cross-sectional view of the S3 region of the present invention;

[0019] Figure 6 is a cross-sectional view of the S4 region of the present invention;

[0020] Figure 7 is a cross-sectional view of the S5 region of the present invention;

[0021] Figure 8 is a side view of the second shunt pipe of the present invention;

[0022] Figure 9 is a schematic structural diagram of the present invention after being assembled to the engine;

[0023] Figure 10 is the flow velocity contour map of each cylinder block after the present invention is assembled to the engine;

[0024] Figure 11 is the flow velocity contour map of the nose region after the present invention is assembled to the engine;

[0025] Figure 12 is a schematic structural diagram of the existing six-way cooling liquid inlet mechanism;

[0026] Figure 13 is the flow velocity contour map of each cylinder block after the existing six-way cooling liquid inlet mechanism is assembled to the engine;

[0027] Figure 14 is the flow velocity contour map of the nose region after the existing six-way cooling liquid inlet mechanism is assembled to the engine. Detailed implementation manners

[0028] As Figures 1 to 9 shown, a high-throughput and high-steady-pressure three-way cooling liquid inlet mechanism includes a liquid inlet main pipe 2. A first shunt pipe 1 and a second shunt pipe 4 are provided at the rear of the liquid inlet main pipe 2. The center line of the first shunt pipe is perpendicular to the center line of the liquid inlet main pipe. The center line of the lower part of the second shunt pipe is perpendicular to the center line of the liquid inlet main pipe. The right end of the first shunt pipe is connected to the left side of the liquid inlet main pipe through a bent pipe section 1-3. The center line of the first shunt pipe is horizontally distributed, and the center line of the lower part 3-1 of the second shunt pipe is vertically distributed. The center line of the first shunt pipe and the center line of the lower part of the second shunt pipe are coplanar. The vertical cross-sectional area of the first shunt pipe gradually decreases from its right end 1-1 to its left end 1-2. The side surface of the second shunt pipe is a smooth stepped shape, as Figure 8As shown in the figure; the rear side of the first shunt pipe is distributed with an L-shaped shunt inlet pipe; the L-shaped shunt inlet pipe includes a first shunt inlet 5 distributed in the middle of the first shunt pipe and a second shunt inlet 6 distributed at the left end of the first shunt pipe. The top end line and the bottom end line of the first shunt pipe form an included angle ∠a; ∠a is 2 to 5°, such as 2.5° or 3° or 3.5°, etc. In this embodiment, ∠a is preferably 2.5°. Vertically cutting downward from the middle of the second shunt inlet, the cross-sectional area of the corresponding first shunt pipe is S1; vertically cutting downward from the middle of the first shunt inlet, the cross-sectional area of the corresponding first shunt pipe is S2; the cross-sectional area of the right end of the first shunt pipe is S3; the cross-sectional area of the right end of the elbow section is S4; the cross-sectional area of the lower end of the second shunt pipe is S5; S1:S2:S3:S4:S5 = 870 - 890:1560 - 1580:1880 - 1900:1700 - 1720:850 - 870. Or optionally, S1:S2:S3:S4:S5 = 880 - 885:1570 - 1575:1890 - 1895:1710 - 1716:860 - 865. In this embodiment, S1:S2:S3:S4:S5 = 884:1573; 1893:1715:862 is preferably. The top inlet 4 of the second shunt pipe, the first shunt inlet, and the second shunt inlet are vertically upwardly opened; the total inlet opening of the inlet main pipe is opened in the front-back direction.

[0029] The following data was obtained by assembling the present invention onto a six-cylinder engine for testing:

[0030] As Figure 10 shown, the flow rates of the six cylinders are respectively stable at 1.93 m / s, 1.92 m / s, 1.96 m / s, 1.91 m / s, 1.96 m / s, and 1.99 m / s. The maximum flow rate deviation of each cylinder is only 0.08 m / s, ensuring the uniformity of cooling for each cylinder, improving the consistency of the operation of each cylinder, and thus improving the overall efficiency of the engine. This is mainly due to the reasonable design of the present invention, and further improves the uniformity of the flow rates of each cylinder.

[0031] As Figure 11 shown, on the left is the flow rate diagram of the intake - intake valve bridge region, and on the right is the flow rate diagram of the exhaust - exhaust bridge region. The most important problem to be solved is the flow rate problem in the exhaust - exhaust bridge region. As can be seen from the figure, the flow rate in the exhaust - exhaust bridge region is as high as 4.8 m / s, which effectively ensures the efficient and rapid control and distribution of water volume, ensuring that there is more cooling water for the exhaust bridge region that requires strong cooling, and thus improving the overall heat transfer coefficient and controlling the flow resistance. This also benefits from the reasonable design of the structure of this application, reflecting that the present invention has the ability to provide continuous high throughput and high stability for the exhaust - exhaust bridge region of the engine.

[0032] To better demonstrate the beneficial effects of the present invention, the applicant replaced the existing six-channel cooling liquid inlet mechanism, such as Figure 12 shown in the structural schematic diagram, with the six-channel cooling liquid inlet mechanism in Figure 12 . Regarding the relevant data of the same six-cylinder engine, as shown in Figures 13 to 14 , it can be seen from the figure that:

[0033] As shown in Figure 13 , the flow rates of the six branch liquid inlets a, b, c, d, e, and f of the six-channel cooling liquid inlet mechanism vary greatly, resulting in the average flow rates of the six cylinders being stably at 1.53 m / s, 1.64 m / s, 1.77 m / s, 1.79 m / s, 1.92 m / s, and 2.13 m / s respectively. The maximum flow rate deviation of each cylinder reaches 0.6 m / s, which cannot ensure the uniformity of cooling for each cylinder and the consistency of operation of each cylinder, and will reduce the overall efficiency of the engine. This is mainly because the existing six-channel cooling liquid inlet mechanism cannot meet the cooling requirements of the relevant characteristics of high-power engines.

[0034] As shown in Figure 14 , the left side is the flow rate diagram of the intake - intake valve bridge area, and the right side is the flow rate diagram of the exhaust - exhaust bridge area. The most important problem to be solved is the flow rate problem in the exhaust - exhaust bridge area. As can be seen from the figure, when using the existing six-channel cooling liquid inlet mechanism, the flow rate in the exhaust - exhaust bridge area will naturally be relatively low, only 3.9 m / s as shown in the figure. This will cause the high-power engine to be unable to effectively achieve rapid control and distribution of water volume, and cannot ensure that there is more cooling water (flow rate) for the exhaust bridge area that requires strong cooling, thereby reducing the overall heat transfer coefficient, etc. This also reflects that the existing six-channel cooling liquid inlet mechanism cannot effectively provide the required continuous high flux and high stability for the exhaust - exhaust bridge area of high-power engines.

Claims

1. A high-throughput and high-voltage-stabilized three-way cooling liquid inlet mechanism, characterized in that: Including a liquid inlet main pipe, a first shunt pipe and a second shunt pipe are arranged at the rear of the liquid inlet main pipe; the center line of the first shunt pipe is perpendicular to the center line of the liquid inlet main pipe; the center line of the lower part of the second shunt pipe is perpendicular to the center line of the liquid inlet main pipe; the right end of the first shunt pipe is connected to the left side of the liquid inlet main pipe through a bent pipe section; the center line of the first shunt pipe is horizontally distributed, and the center line of the lower part of the second shunt pipe is vertically distributed; the center line of the first shunt pipe and the center line of the lower part of the second shunt pipe are coplanar; the vertical cross-sectional area of the first shunt pipe gradually decreases from its right end to its left end; the side surface of the second shunt pipe is a smooth stepped shape; an L-shaped shunt liquid inlet pipe is distributed at the rear of the first shunt pipe; the L-shaped shunt liquid inlet pipe includes a first shunt liquid inlet opening distributed in the middle of the first shunt pipe and a second shunt liquid inlet opening distributed at the left end of the first shunt pipe; When vertically cutting downward through the middle of the second shunt liquid inlet opening, the cross-sectional area of the corresponding first shunt pipe is S1; when vertically cutting downward through the middle of the first shunt liquid inlet opening, the cross-sectional area of the corresponding first shunt pipe is S2; the cross-sectional area of the right end of the first shunt pipe is S3; the cross-sectional area of the right end of the bent pipe section is S4; the cross-sectional area of the lower end of the second shunt pipe is S5; S1:S2:S3:S4:S5 = 870 - 890:1560 - 1580:1880 - 1900:1700 - 1720:850 - 870.

2. The high-throughput and high-voltage-stabilizing three-way cooling liquid inlet mechanism according to claim 1, wherein: The top end line and the lower end line of the first shunt pipe form an included angle ∠a; ∠a is 2 - 5°.

3. A high-throughput and high-voltage-stabilized three-way cooling liquid inlet mechanism according to claim 2, characterized in that: ∠a is 2.5° or 3° or 3.5°.

4. A high-throughput and high-voltage-stabilized three-way cooling liquid inlet mechanism according to claim 1, characterized in that: S1:S2:S3:S4:S5 = 880 - 885:1570 - 1575:1890 - 1895:1710 - 1716:860 - 865.

5. A high-throughput and high-voltage-stabilized three-way cooling liquid inlet mechanism according to claim 4, characterized in that: S1:S2:S3:S4:S5 = 884:1573:1893:1715:

862.

6. The high-throughput and high-voltage-stabilized three-way cooling liquid inlet mechanism according to claim 1, characterized in that: The top liquid inlet opening of the second shunt pipe, the first shunt liquid inlet opening, and the second shunt liquid inlet opening are vertically upwardly opened; the total liquid inlet opening of the liquid inlet main pipe is opened in the front-back direction.

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