A power unit for automobiles

Abstract

This invention provides an automotive power unit. A transverse baffle assembly within the fuel tank divides the fuel storage chamber into one or more first partitioned cavities along the height of the fuel tank shell. The size of each first partitioned cavity is smaller than the size of the fuel storage chamber. A longitudinal baffle, along the length of the fuel tank shell, divides the first partitioned cavities into one or more second partitioned cavities. The size of each second partitioned cavity is smaller than the size of the first partitioned cavity, thus reducing the space for gasoline movement. Simultaneously, longitudinal through-holes allow communication between different second partitioned cavities, enabling gasoline to flow between adjacent second partitioned cavities. When gasoline sloshes, it flows from one second partitioned cavity into another, reducing air bubbles generated by the impact between the gasoline and the longitudinal baffle. The flow guiding assembly provides downforce to the vehicle while simultaneously dissipating heat from the cooling system.

Description

Technical Field

[0001] This invention relates to the field of Formula racing technology, and more specifically to a power unit for a car. Background Technology

[0002] The power system provides power to the race car and includes a fuel tank, a cooling system, and an engine. The fuel tank supplies fuel to the engine, and the cooling system cools the engine. Existing race car aerodynamic kits do not effectively dissipate heat from the cooling system. A patent document with Chinese application number 201910057663.X and publication date of May 10, 2019, discloses an FSAE race car fuel tank, including a fuel tank body, a fuel pump baffle, a fuel pump pressure plate, a fuel tank lifting lug, a drain bolt, a fuel neck, a right-angle elbow, a fuel tank cap, and a one-way valve. The bottom of the fuel tank body is equipped with a fuel pump mounting bracket. The oil pump is inserted into the oil pump mounting hole from the bottom of the oil tank body; the oil pump pressure plate is installed at the bottom of the oil pump by pressure plate bolts; the bottom of the oil tank body is provided with an oil drain bolt hole, and the oil drain bolt is threaded onto the oil drain bolt hole; a baffle is provided on each of the left and right sides of the oil tank body; the baffle is suspended and fixed in the middle of the oil tank body, with gaps left between the top and bottom of the baffle and the oil tank body; the oil neck is located at the upper end of the oil tank body, and an oil tank cover is provided on the upper part of the oil neck; the upper part of the oil tank cover is provided with an opening for installing a one-way valve; the airflow direction of the one-way valve is from the outside to the side of the oil neck.

[0003] Although the race car's fuel tank features a baffle to prevent gasoline sloshing, the baffle is positioned along the length of the tank body. This means the baffle only blocks gasoline laterally, allowing for significant movement of gasoline vertically. When the race car is moving at high speed, the gasoline will move longitudinally within the tank, generating air bubbles. These bubbles can enter the engine and cause damage. Furthermore, this design relies solely on a cooling system for heat dissipation. During acceleration, the race car generates a large amount of heat, and relying solely on a cooling system for heat dissipation can easily lead to ineffective cooling. Summary of the Invention

[0004] This invention provides a power unit for an automobile, in which a baffle assembly is installed in the fuel tank to reduce the space for gasoline to move longitudinally and laterally, thereby reducing air bubbles generated by gasoline sloshing; the lateral baffle and the longitudinal baffle in the baffle assembly are interlocked, resulting in a simple structure and good stability; the flow guiding assembly provides downforce to the racing car while also dissipating heat from the cooling device.

[0005] To achieve the above objectives, the technical solution of the present invention is: a power unit for an automobile, mounted on a racing car frame, the racing car frame having a floor plate and a guide assembly located between the front wing and the rear wing, the power system including a fuel tank, a cooling device and an engine, the fuel tank and the cooling device being connected to the engine.

[0006] The fuel tank includes a fuel tank shell, within which an oil storage cavity is formed. An oil pump and a baffle assembly are provided in the oil storage cavity. The baffle assembly is characterized in that: the baffle assembly includes two or more transverse baffles and two or more longitudinal baffles; the two or more transverse baffles are arranged parallel to the transverse inner wall of the fuel tank shell, and adjacent transverse baffles and the transverse inner wall of the fuel tank shell respectively divide the oil storage cavity into a first partition cavity.

[0007] Two or more longitudinal baffles are arranged parallel to the longitudinal inner wall of the fuel tank housing, and the longitudinal baffles are arranged perpendicular to the transverse baffles; the longitudinal baffles are inserted into the transverse baffles, and the adjacent longitudinal baffles, the longitudinal baffles and the longitudinal inner wall of the fuel tank housing respectively divide the first partition cavity into a second partition cavity; each transverse baffle is provided with a transverse through hole connecting each of the first partition cavities, and each longitudinal baffle is provided with a longitudinal through hole connecting each of the second partition cavities; each longitudinal baffle is provided with a third through hole at the bottom, and the third through hole connects each of the second partition cavities.

[0008] A first longitudinal insertion slot is provided on one side of the transverse baffle, and there is one or more first insertion slots corresponding to the number of longitudinal baffles; a second transverse insertion slot is provided at one end of the longitudinal baffle; there is one or more second insertion slots corresponding to the number of transverse baffles; the positions of the first insertion slot and the second insertion slot are corresponding, and the transverse baffle is inserted into the end of the longitudinal baffle away from the second insertion slot through the first insertion slot; the longitudinal baffle is inserted into the side of the transverse baffle away from the first insertion slot through the second insertion slot.

[0009] The airflow guiding assembly includes an airflow guide cover and an airflow guide. The airflow guide is mounted on the base plate. The airflow guide cover is connected to the base plate and the outer shell and covers the airflow guide. A heat dissipation channel is formed between the airflow guide cover, the airflow guide, and the outer shell. A first blocking member is provided at the end of the airflow guide away from the front wing assembly. The height of the first blocking member is greater than the height of the heat dissipation channel, and the width of the first blocking member is greater than the width of the heat dissipation channel. The first blocking member blocks the airflow passing through the heat dissipation channel. An upwardly oriented arc-shaped airflow outlet is formed between the first blocking member and the heat dissipation channel. A cooling device is disposed in the heat dissipation channel.

[0010] In the above configuration, the transverse and longitudinal baffles in the fuel tank are interlocked, resulting in a simple structure and good stability. The transverse baffles, parallel to and interconnected with the transverse inner wall of the fuel tank shell, divide the fuel storage chamber into one or more first compartments along the height of the fuel tank shell. Each first compartment is smaller than the fuel storage chamber, reducing the space for gasoline movement and minimizing gasoline sloshing. This prevents excessively large fuel storage chambers from causing violent sloshing and air bubbles during rapid movement of the race car, which could then enter the engine and damage it. Simultaneously, longitudinal baffles, parallel to the longitudinal inner wall of the fuel tank shell, divide the first compartment into one or more second compartments along the length of the fuel tank shell. Each second compartment is smaller than the first compartment, further reducing the space for gasoline movement. Furthermore, longitudinal and third through-holes connect the different second compartments, allowing gasoline to flow between adjacent second compartments. When gasoline sloshes, it flows from one second compartment to another, reducing air bubbles generated by the impact between the gasoline and the longitudinal baffles.

[0011] In the airflow guide assembly, airflow enters the central heat dissipation channel and is blocked by the first baffle. The airflow then exits from the guide outlet, allowing it to bypass the rear wheels of the race car. This reduces the air pressure in front of the rear wheels, thus minimizing airflow disturbance caused by the wheels. Simultaneously, this portion of airflow has significant energy and can carry away the turbulence generated by the rotation of the rear wheels, reducing the pressure difference between the front and rear of the rear wheels and decreasing drag. Meanwhile, the cooling device is used to cool the engine. Positioned within the heat dissipation channel, the airflow entering the channel carries away heat from the cooling device, thus improving its cooling effect on the engine.

[0012] Furthermore, adjacent transverse through holes are staggered.

[0013] The above configuration allows the horizontal through-holes to connect the first partition cavities, thus enabling the flow of hydraulic oil. When the race car travels at high speed, causing the gasoline to slosh, the gasoline will flow from one first partition cavity to another through the horizontal through-holes. This avoids a large amount of gasoline flowing through the connected first partition cavities when two or more horizontal through-holes are connected, which would cause the gasoline to slosh and generate air bubbles. By staggering the horizontal through-holes, when the gasoline flows from one first partition cavity to another, it will first be blocked by the horizontal baffle before flowing from one first partition cavity to yet another, thus reducing the amount of gasoline flowing through adjacent first partition cavities.

[0014] Furthermore, the fuel tank shell includes a fuel tank top plate, a fuel tank bottom plate, a fuel tank left side plate, a fuel tank right side plate, a fuel tank front plate, a fuel tank rear end plate, and a fuel tank connecting plate that are sealed to each other; the fuel tank left side plate is secured to one end of the fuel tank bottom plate, the fuel tank right side plate is secured to the other end of the fuel tank bottom plate, the fuel tank front end plate is secured to one side of the fuel tank bottom plate, the fuel tank rear end plate is secured to the other side of the fuel tank bottom plate, and the fuel tank left side plate and the fuel tank right side plate are both secured to the fuel tank front end plate and the fuel tank rear end plate; the fuel tank connecting plate is inserted into the fuel tank left side plate and the fuel tank right side plate, and the fuel tank front end plate supports the fuel tank connecting plate; the fuel tank top plate is secured to the fuel tank left side plate, the fuel tank right side plate, the fuel tank front end plate, the fuel tank rear end plate, and the fuel tank connecting plate.

[0015] The above configuration allows the horizontal through-holes to connect the first partition cavities, thus enabling the flow of hydraulic oil. When the race car travels at high speed, causing the gasoline to slosh, the gasoline will flow from one first partition cavity to another through the horizontal through-holes. This avoids a large amount of gasoline flowing through the connected first partition cavities when two or more horizontal through-holes are connected, which would cause the gasoline to slosh and generate air bubbles. By staggering the horizontal through-holes, when the gasoline flows from one first partition cavity to another, it will first be blocked by the horizontal baffle before flowing from one first partition cavity to yet another, thus reducing the amount of gasoline flowing through adjacent first partition cavities.

[0016] Furthermore, two or more transverse baffles are installed on the left and right sides of the fuel tank; two or more longitudinal baffles are installed on the front and rear sides of the fuel tank.

[0017] With the above configuration, the horizontal baffle and the vertical baffle are respectively snapped into the fuel tank housing, and the connection strength between the baffle assembly and the fuel tank housing is high.

[0018] Furthermore, the cooling device includes a cooling water tank, which includes an inlet chamber and an outlet chamber. Two or more heat dissipation pipes are connected between the inlet chamber and the outlet chamber. Two or more heat dissipation fins are connected between the outer walls of adjacent heat dissipation pipes, and a cooling gap is formed between adjacent heat dissipation fins. The inlet of the inlet chamber and the outlet of the outlet chamber are both connected to the engine. The heat dissipation fins cool the coolant flowing in the heat dissipation pipes.

[0019] The above setup connects the inlet of the inlet chamber to the engine's coolant outlet, and the outlet of the outlet chamber to the engine's coolant inlet. Coolant enters the inlet chamber and flows from the inlet chamber to the outlet chamber through the radiator pipes. As the coolant flows through the radiator pipes, the radiator fins absorb heat from the coolant. The cooled coolant then flows back from the outlet chamber into the engine to absorb heat from the engine, thus cooling the engine.

[0020] Furthermore, a cooling shell is provided on one side of the cooling water tank, and a cooling exhaust fan is provided on the other side of the cooling shell away from the cooling water tank; an exhaust channel is formed in the cooling water tank, and the cooling gap, the exhaust channel and the cooling exhaust fan are interconnected; part of the airflow entering the heat dissipation channel flows into the exhaust channel through the cooling gap, and the cooling exhaust fan drives the airflow away from the exhaust channel.

[0021] The above setup connects the inlet of the inlet chamber to the engine's coolant outlet, and the outlet of the outlet chamber to the engine's coolant inlet. Coolant enters the inlet chamber and flows from the inlet chamber to the outlet chamber through the radiator pipes. As the coolant flows through the radiator pipes, the radiator fins absorb heat from the coolant. The cooled coolant then flows back from the outlet chamber into the engine to absorb heat from the engine, thus cooling the engine.

[0022] Furthermore, the top of the first blocking member extends vertically upward.

[0023] In this configuration, the first obstruction guides the airflow leaving the cooling channel; the airflow exiting the arc-shaped guide outlet first flows vertically upward under the action of the first obstruction, and then flows in the opposite direction of the race car's movement, further reducing the drag on the rear wheels. Attached Figure Description

[0024] Figure 1 This is a schematic diagram showing the connection between the flow guide component and the housing.

[0025] Figure 2 This is a side view showing the connection between the flow guide assembly and the housing.

[0026] Figure 3 This is a schematic diagram of the power system in this invention.

[0027] Figure 4 This is a schematic diagram of the cooling water tank in this invention.

[0028] Figure 5 This is a three-dimensional schematic diagram of the present invention.

[0029] Figure 6 This is an exploded view of the present invention with the feed tube removed.

[0030] Figure 7 This is a schematic diagram of the first and second partition cavities.

[0031] Figure 8 This is a three-dimensional schematic diagram of the baffle assembly and the oil pump in this invention.

[0032] Figure 9 This is a three-dimensional schematic diagram of the transverse baffle in this invention.

[0033] Figure 10This is a three-dimensional schematic diagram of the longitudinal baffle in this invention. Detailed Implementation

[0034] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0035] like Figure 1-10 As shown; a power unit for an automobile, the power unit is mounted on a racing car frame, the power unit includes a power system 3 and a power kit, the power system provides power to the racing car, the power kit includes a deflector assembly 43, the deflector assembly 43 provides downforce to the racing car, the deflector assembly 43 is disposed on the racing car floor and connected to the racing car shell.

[0036] The airflow guiding assembly 43 includes an airflow guide cover 431 and an airflow guide 432. The airflow guide 432 is mounted on the base plate 10. The airflow guide cover 431 is connected to the base plate 10 and the outer shell 2 and covers the airflow guide 432. Air comes into contact with the top surface of the airflow guide cover 431, providing downforce to the airflow guiding assembly 43. A heat dissipation channel 433 is formed between the airflow guide cover 431, the airflow guide 432, and the outer shell 2. A first blocking member 434 is provided at the end of the airflow guide 432 away from the front wing assembly 41. Figure 6 As shown, the width of the first blocking member 434 is greater than the width of the heat dissipation channel 433; the height of the first blocking member 434 is greater than the height of the heat dissipation channel 433; the first blocking member 434 blocks the airflow passing through the heat dissipation channel 433; an upwardly oriented arc-shaped guide outlet 435 is formed between the first blocking member 434 and the heat dissipation channel 433. Airflow enters the heat dissipation channel 433 of the guide assembly 43, is blocked by the first blocking member 434, and flows out from the arc-shaped guide outlet 435, allowing the airflow to bypass the rear wheels of the race car; this reduces the gas pressure in front of the rear wheels, thus reducing the airflow disturbed by the wheels. Simultaneously, this portion of airflow has greater energy and can carry away the turbulence generated by the rotation of the rear wheels, reducing the pressure difference between the front and rear of the rear wheels and decreasing the drag of the rear wheels.

[0037] Reference Figure 1 In this embodiment, the top of the first blocking member 434 extends vertically upward. The first blocking member 434 guides the airflow leaving the heat dissipation channel 435; the airflow from the arc-shaped guide outlet 435 flows vertically upward under the action of the first blocking member 434, and then flows in the opposite direction of the race car's movement, further reducing the resistance of the rear wheels.

[0038] The power system 3 includes a cooling device 31, an engine 32, and a fuel tank 33. The cooling device 31 and the fuel tank 33 are respectively connected to the engine 32. The cooling device 31 is disposed in a heat dissipation channel 433. The cooling device 31 is used to cool the engine 32. By placing the cooling device 31 in the heat dissipation channel 433, the airflow entering the heat dissipation channel 433 will carry away the heat from the cooling device 31, thus improving the heat dissipation effect on the engine 32. In this embodiment, there are two cooling devices 31, and the two cooling devices 31 are connected to the engine through a cooling pipe 34.

[0039] The cooling device 31 includes a cooling water tank 311, which includes an inlet cavity 312 and an outlet cavity 313. Two or more heat dissipation pipes 314 are connected between the inlet cavity 312 and the outlet cavity 313. Two or more heat dissipation fins 315 are connected between the outer walls of adjacent heat dissipation pipes 314. A cooling gap 316 is formed between adjacent heat dissipation fins 315. The coolant enters the inlet chamber 312 through the inlet 3121 and is connected to the coolant outlet of the engine (not shown in the figure). The coolant flows from the inlet chamber 312 to the outlet chamber 313 through the radiator pipe 314. During the flow of the coolant in the radiator pipe 314, the radiator fins 315 absorb the heat of the coolant. The cooled coolant then flows back from the outlet chamber 313 to the engine 32 to absorb the heat of the engine 32, thus achieving the cooling of the engine 32.

[0040] A first connecting ear 3111 is provided on one side of the cooling water tank 311, and a second connecting ear 3112 is provided on the other side of the cooling water tank 311. A first fixing member (not shown in the figure) is provided on the side of the outer shell 2 near the guide shroud 432, and a second fixing member (not shown in the figure) is provided on the inner wall of the guide shroud 432 away from the outer shell 2. Bolts pass through the through holes of the first fixing member and the first connecting ear 3111 and are connected to the nut. Bolts pass through the through holes of the second fixing member and the second connecting ear 3112 and are connected to the nut. In this way, the first connecting ear 3111 is fixedly connected to the outer shell 2, and the second connecting ear 3112 is fixedly connected to the inner wall of the guide shroud 432 away from the outer shell 2. This achieves stable installation of the cooling device.

[0041] A cooling housing 317 is provided on one side of the cooling water tank 311, and a cooling exhaust fan 318 is provided on the other side of the cooling housing 317 away from the cooling water tank 311. An exhaust channel (not shown in the figure) is formed in the cooling water tank 311. The cooling gap 316, the exhaust channel and the cooling exhaust fan 318 are interconnected. Part of the airflow entering the heat dissipation channel 433 flows into the exhaust channel through the cooling gap 316. When the airflow comes into contact with the heat sink 315, it carries away the heat on the heat sink 315 and improves the heat dissipation effect of the heat sink 315. At the same time, under the negative pressure of the cooling exhaust fan 318, the air entering the exhaust channel is discharged. The cooling exhaust fan 318 accelerates the air flow in the exhaust channel and further improves the heat dissipation effect. This has a good heat dissipation effect on the engine 32.

[0042] The fuel tank 33 includes a fuel tank housing 331, and a fuel storage chamber 332 is formed inside the fuel tank housing 331. The fuel tank housing 331 is provided with an inlet pipe 333 and an outlet pipe that communicate with the fuel storage chamber 332. The outlet pipe is connected to the engine to input gasoline from the fuel tank housing into the engine.

[0043] An oil pump 334 and a baffle assembly 335 are provided within the oil storage chamber 332. The baffle assembly 335 includes two or more transverse baffles 3351 and two or more longitudinal baffles 3352. The two or more transverse baffles 3351 are arranged parallel to the transverse inner wall of the fuel tank housing 331. Adjacent transverse baffles 3351 and the transverse inner wall of the fuel tank housing 331 respectively divide the oil storage chamber 332 into first partitioned cavities. The oil pump 334 passes through two transverse baffles 3351. The transverse baffles 3351 are arranged along the height direction of the fuel tank housing 331, dividing the oil storage chamber 332 into one or more first partitioned cavities. The size of each first partitioned cavity is smaller than the size of the oil storage chamber 332. By reducing the space for gasoline movement, the sloshing of gasoline is reduced. This avoids the oil storage chamber 332 being too large, which would cause violent sloshing of gasoline and generate bubbles when the race car moves at high speed. Each transverse baffle 3351 is provided with a transverse through hole 3354 connecting each of the first partition cavities. The transverse through hole 3354 allows gasoline to flow between adjacent first partition cavities.

[0044] Two or more longitudinal baffles 3352 are arranged parallel to the longitudinal inner wall of the fuel tank housing 331, and the longitudinal baffles 3352 are arranged perpendicular to the transverse baffles 3351; the longitudinal baffles 3352 are inserted into the transverse baffles 3351, and the adjacent longitudinal baffles 3352, the longitudinal baffles 3352 and the longitudinal inner wall of the fuel tank housing 331 respectively divide the first partition cavity into a second partition cavity 3353; the longitudinal baffles 3352 are arranged along the length direction of the fuel tank housing 331, dividing the first partition cavity into one or more second partition cavities 3353, and the size of each second partition cavity 3353 is smaller than the size of the first partition cavity, thereby further reducing the space for gasoline movement.

[0045] Each longitudinal baffle 3352 is provided with a longitudinal through hole 3355 and a third through hole 3356 connecting each of the second partition cavities 3353. The third through hole 3356 is located at the bottom of the longitudinal baffle 3352. The longitudinal through hole 3355 enables communication between different second partition cavities 3353, allowing gasoline to flow between adjacent second partition cavities 3353. When gasoline sloshes, it flows from one second partition cavity 3353 to another, reducing air bubbles generated by the impact between gasoline and the longitudinal baffle 3352. By providing the third through hole 3356, the flow rate of gasoline between two second partition cavities 3353 is further increased.

[0046] In this embodiment, adjacent transverse through holes 3354 are staggered. The transverse through holes 3354 enable communication between connected first partition cavities, thus facilitating the flow of hydraulic oil. When the race car travels at high speed, causing gasoline to slosh, gasoline flows from one first partition cavity to another through the transverse through holes 3354. This avoids a large flow of gasoline through connected first partition cavities when two or more transverse through holes 3354 are connected, which could lead to significant gasoline sloshing and the generation of air bubbles. By staggering the transverse through holes 3354, when gasoline flows from one first partition cavity to another, it is first blocked by the transverse baffle 3351 before flowing from one first partition cavity to yet another, reducing the amount of gasoline flowing through adjacent first partition cavities.

[0047] The tank shell 331 includes a top plate 3311, a bottom plate 3312, a left side plate 3313, a right side plate 3314, a front end plate 3315, a rear end plate 3316, and a connecting plate 3317 that are sealed to each other; the discharge pipe is disposed on the right side plate 3314.

[0048] The left side plate 3313 of the fuel tank is secured to one end of the bottom plate 3312 of the fuel tank, the right side plate 3314 of the fuel tank is secured to the other end of the bottom plate 3312 of the fuel tank, the front end plate 3315 of the fuel tank is secured to one side of the bottom plate 3312 of the fuel tank, and the rear end plate 3316 of the fuel tank is secured to the other side of the bottom plate 3312 of the fuel tank. The left side plate 3313 and the right side plate 3314 of the fuel tank are both secured to the front end plate 3315 and the rear end plate 3316 of the fuel tank. The fuel tank connecting plate 3317 is inserted into the left side plate 3313 and the right side plate 3314 of the fuel tank, and the front end plate 3315 of the fuel tank supports the connecting plate 3317. The top plate 3311 of the fuel tank is secured to the left side plate 3313, the right side plate 3314, the front end plate 3315, the rear end plate 3316, and the connecting plate 3317 of the fuel tank.

[0049] The bottom ends of the left side plate 3313, the right side plate 3314, the front end plate 3315, and the rear end plate 3316 of the fuel tank are all welded to the bottom plate 3312 of the fuel tank; the left side plate 3313 is welded to the front end plate 3315 and the rear end plate 3316 of the fuel tank respectively; the right side plate 3314 is welded to the front end plate 3315 and the rear end plate 3316 of the fuel tank respectively.

[0050] The fuel tank connecting plate 3317 is welded to one side of the left side plate 3313 of the fuel tank, one side of the right side plate 3314 of the fuel tank, and the top of the front end plate 3315 of the fuel tank; the fuel tank top plate 3311 is welded to the top of the left side plate 3313 of the fuel tank, the right side plate 3314 of the fuel tank, and the rear end plate 3316 of the fuel tank, and to the fuel tank connecting plate 3317.

[0051] In this embodiment, a slot 3318 is provided on the peripheral wall of the fuel tank bottom plate 3312, a first protrusion 3319 is provided on the peripheral wall of the left side plate 3313 of the fuel tank, and a first protrusion 3319 is provided on the peripheral wall of the right side plate 3314 of the fuel tank. The left side plate 3313 and the right side plate 3314 of the fuel tank are engaged in the slot 3318 of the fuel tank bottom plate 3312. A first protrusion 3319 is provided at the bottom of the front end plate 3315 of the fuel tank and at the bottom of the rear end plate 3316 of the fuel tank, and slots 3318 are provided on both sides of the front end plate 3315 and the rear end plate 3316 of the fuel tank. The front end plate 3315 and the rear end plate 3316 of the fuel tank are engaged in the slots 3318 of the fuel tank bottom plate 3312.

[0052] The slots 3318 of the front end plate 3315 and the rear end plate 3316 of the fuel tank engage with the first protrusion 3319 of the left side plate 3313 and the first protrusion 3319 of the right side plate 3314 of the fuel tank. The top of the front end plate 3315 and one side of the top plate 3311 of the fuel tank abut against the fuel tank connecting plate 3317. The fuel tank connecting plate 3317 has slots 3318 on both sides, which engage with the first protrusions 3319 of the left side plate 3313 and the right side plate 3314 of the fuel tank. Similarly, the fuel tank top plate 3311 has slots 3318 at both ends and on the side away from the fuel tank connecting plate 3317, which engage with the first protrusions 3319 of the left side plate 3313, the right side plate 3314, and the rear end plate 3316 of the fuel tank. The plates of the fuel tank shell 331 are interlocked and sealed, resulting in a strong connection between the plates.

[0053] Two or more transverse baffles 3351 are engaged on the left side plate 3313 and the right side plate 3314 of the fuel tank; two or more longitudinal baffles 3352 are engaged on the front end plate 3315 and the rear end plate 3316 of the fuel tank. In this embodiment, slots 3310 are also provided on the front end plate 3315, the rear end plate 3316, the left side plate 3313, and the right side plate 3314 of the fuel tank; second protrusions are provided at both ends of the transverse baffles 3351, and the second protrusions are engaged in the slots 3310 of the left side plate 3313 and the right side plate 3314 of the fuel tank; third protrusions are provided at both ends of the longitudinal baffles 3352, and the third protrusions are engaged in the slots 3310 of the front end plate 3315 and the rear end plate 3316 of the fuel tank. The transverse baffle 3351 and the longitudinal baffle 3352 are respectively snapped into the oil tank housing 331, and the connection strength between the baffle assembly 335 and the oil tank housing 331 is high.

[0054] The longitudinal baffle 3352 is inserted into the transverse baffle 3351. A longitudinal first insertion slot is provided on one side of the transverse baffle 3351, with one or more first insertion slots corresponding to the number of longitudinal baffles 3352. A transverse second insertion slot is provided at one end of the longitudinal baffle 3352, with one or more second insertion slots corresponding to the number of transverse baffles 3351. The transverse baffle 3351 is inserted into the end of the longitudinal baffle 3352 away from the second insertion slot through the first insertion slot; the longitudinal baffle 3352 is inserted into the side of the transverse baffle 3351 away from the first insertion slot through the second insertion slot. All transverse baffles 3351 are inserted through one longitudinal baffle 3352. The transverse baffles and longitudinal baffles are interlocked, achieving the connection between the longitudinal baffle 3352 and the transverse baffle 3351. The structure is simple and has good stability.

Claims

1. A power unit for an automobile, mounted on a racing car frame, the power unit comprising a power system and a power kit, the power system providing power to the racing car, the power kit including a flow guide assembly providing downforce to the racing car, the flow guide assembly being disposed on the racing car's underbody and connected to the racing car's outer shell, the power system including a fuel tank, a cooling system, and an engine, the fuel tank and the cooling system both being connected to the engine, characterized in that: The fuel tank includes a fuel tank shell, an oil storage chamber is formed inside the fuel tank shell, and an oil pump and a baffle assembly are provided in the oil storage chamber. The baffle assembly includes two or more transverse baffles and two or more longitudinal baffles; the two or more transverse baffles are arranged parallel to the transverse inner wall of the fuel tank shell, and adjacent transverse baffles and the transverse inner wall of the fuel tank shell respectively divide the oil storage chamber into a first partition cavity. Two or more longitudinal baffles are arranged parallel to the longitudinal inner wall of the fuel tank shell, and the longitudinal baffles are arranged perpendicular to the transverse baffles; the longitudinal baffles are inserted into the transverse baffles, and the adjacent longitudinal baffles, the longitudinal baffles and the longitudinal inner wall of the fuel tank shell respectively divide the first partition cavity into a second partition cavity; each transverse baffle is provided with a transverse through hole connecting each of the first partition cavities, and each longitudinal baffle is provided with a longitudinal through hole connecting each of the second partition cavities; each longitudinal baffle is provided with a third through hole at the bottom, and the third through hole connects each of the second partition cavities; A first longitudinal insertion slot is provided on one side of the transverse baffle, and there is one or more first insertion slots corresponding to the number of longitudinal baffles; a second transverse insertion slot is provided at one end of the longitudinal baffle; there is one or more second insertion slots corresponding to the number of transverse baffles; the positions of the first insertion slot and the second insertion slot are corresponding, and the transverse baffle is inserted into the end of the longitudinal baffle away from the second insertion slot through the first insertion slot; the longitudinal baffle is inserted into the side of the transverse baffle away from the first insertion slot through the second insertion slot. The airflow guiding assembly includes an airflow guide cover and an airflow guide. The airflow guide is mounted on the base plate. The airflow guide cover is connected to the base plate and the outer shell and covers the airflow guide. A heat dissipation channel is formed between the airflow guide cover, the airflow guide, and the outer shell. A first blocking member is provided at the end of the airflow guide away from the front wing assembly. The height of the first blocking member is greater than the height of the heat dissipation channel, and the width of the first blocking member is greater than the width of the heat dissipation channel. The first blocking member blocks the airflow passing through the heat dissipation channel. An upwardly oriented arc-shaped airflow outlet is formed between the first blocking member and the heat dissipation channel. A cooling device is disposed in the heat dissipation channel.

2. A power plant for a vehicle as claimed in claim 1, characterized in that: Adjacent transverse through holes are staggered.

3. The power plant of claim 1, wherein: The fuel tank shell includes a top plate, a bottom plate, a left side plate, a right side plate, a front plate, a rear plate, and a connecting plate that are sealed to each other. The left side plate is secured to one end of the bottom plate, the right side plate is secured to the other end, the front plate is secured to one side, and the rear plate is secured to the other side. The left and right sides are secured to the front and rear plates. The connecting plate is inserted into the left and right sides, with the front plate supporting it. The top plate is secured to the left, right, front, and rear plates.

4. A power plant for a vehicle as claimed in claim 3, characterised in that: Two or more transverse baffles are installed on the left and right sides of the fuel tank; two or more longitudinal baffles are installed on the front and rear sides of the fuel tank.

5. The power plant of claim 1, wherein: The cooling device includes a cooling water tank, which includes an inlet chamber and an outlet chamber. Two or more heat dissipation pipes are connected between the inlet and outlet chambers. Two or more heat dissipation fins are connected between the outer walls of adjacent heat dissipation pipes, and a cooling gap is formed between adjacent heat dissipation fins. The inlet of the inlet chamber and the outlet of the outlet chamber are both connected to the engine. The heat dissipation fins cool the coolant flowing in the heat dissipation pipes.

6. The power unit for an automobile according to claim 5, characterized in that: A cooling shell is provided on one side of the cooling water tank, and a cooling exhaust fan is provided on the other side of the cooling shell away from the cooling water tank; an exhaust channel is formed in the cooling water tank, and the cooling gap, the exhaust channel and the cooling exhaust fan are interconnected; part of the airflow entering the heat dissipation channel flows into the exhaust channel through the cooling gap, and the cooling exhaust fan drives the airflow away from the exhaust channel.

7. The power unit for an automobile according to claim 1, characterized in that: The top of the first blocking member extends vertically upward.

Images