Engine, power assembly and vehicle

Abstract

The invention relates to an engine, a power assembly and a vehicle, and the engine comprises a first cylinder body, a second cylinder body and a third cylinder body, a second cylinder having a second cylinder cooling flow path; an introduction pipe group in which an introduction flow path is formed that introduces a cooling medium into the first cylinder cooling flow path and the second cylinder cooling flow path, respectively; the pressure of the butt joint position of the introduction flow path and the first cylinder body cooling flow path is defined as first pressure; the pressure at the butt joint position of the introduction flow path and the second cylinder body cooling flow path is defined as second pressure; the value range of the ratio of the first pressure to the second pressure is 0.8 to 1.2. The engine, the power assembly and the vehicle have the beneficial effects that flow configuration is carried out according to the specific conditions of all the cooling flow paths, so that the more balanced heat dissipation performance is obtained.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to an engine, a powertrain, and a vehicle. Background Art

[0002] The vehicle's engine needs to be provided with a corresponding cooling flow path so that a cooling medium (such as water) can cool the engine's cylinder block and other parts.

[0003] For a horizontally opposed engine, the cooling flow path has various branches so as to cool different cylinders. Moreover, in the cylinder, since different pistons have different cylinder liners, the cooling flow path has more branches.

[0004] In related technologies, the cooling medium pressure is increased so that each branch of the cooling flow path can obtain sufficient cooling medium for cooling. However, there is still the problem of uneven distribution of the cooling medium, which leads to the problem of excessively high local temperature of the engine. Summary of the Invention

[0005] The embodiments of the present application provide an engine, a powertrain, and a vehicle, which improve the flow uniformity of the cooling medium to at least partially solve the above-mentioned technical problems.

[0006] To achieve the above-mentioned object, according to a first aspect of the present application, there is provided an engine, comprising: a first cylinder having a first cylinder cooling flow path;

[0007] a second cylinder having a second cylinder cooling flow path;

[0008] an inlet pipe group, forming an inlet flow path, wherein the inlet flow path introduces the cooling medium into the first cylinder cooling flow path and the second cylinder cooling flow path respectively;

[0009] Among them, the pressure at the point where the inlet flow path and the first cylinder cooling flow path are connected is defined as the first pressure; the pressure at the point where the inlet flow path and the second cylinder cooling flow path are connected is defined as the second pressure; the ratio of the first pressure to the second pressure ranges from 0.8 to 1.2.

[0010] Optionally, in some embodiments of the present application, the inlet pipe group includes:

[0011] Main flow pipe, forming a main flow path;

[0012] a first shunt pipe, forming a first branch flow path;

[0013] a second shunt pipe, forming a second branch flow path;

[0014] In which, the main flow pipe is respectively connected to the first branch flow pipe and the second branch flow pipe so that the main flow is respectively connected to the first branch flow path and the second branch flow path; the first branch flow path is connected to the first cylinder cooling flow path; the second branch flow path is connected to the second cylinder cooling flow path.

[0015] Optionally, in some embodiments of the present application, the first shunt tube and the second shunt tube have different maximum inner cross-sectional areas.

[0016] Optionally, in some embodiments of the present application, the first shunt tube and the second shunt tube have different minimum inner cross-sectional areas.

[0017] Optionally, in some embodiments of the present application, the main pipe and the first branch pipe have different maximum inner cross-sectional areas and / or minimum inner cross-sectional areas.

[0018] Optionally, in some embodiments of the present application, the main pipe and the second branch pipe have different maximum inner cross-sectional areas and / or minimum inner cross-sectional areas.

[0019] Optionally, in some embodiments of the present application, the first branch flow path is connected to an upstream flow path of the main flow path; and the second branch flow path is connected to a downstream flow path of the main flow path.

[0020] Optionally, in some embodiments of the present application, the minimum inner cross-section of the first diverter tube is smaller than the minimum inner cross-section of the second diverter tube.

[0021] Optionally, in some embodiments of the present application, the inner cross-section of the main flow pipe gradually decreases from the upstream flow path to the downstream flow path.

[0022] Optionally, in some embodiments of the present application, the first cylinder cooling flow path includes:

[0023] a first long-distance flow path having a first long-distance flow path length;

[0024] a first short-distance flow path having a second long-distance flow path length;

[0025] The first long-distance flow path and the first short-distance flow path respectively surround the cylinder hole of the first cylinder body, and the ratio of the flow rate of the first long-distance flow path to the flow rate of the first short-distance flow path ranges from 0.8 to 1.2.

[0026] Optionally, in some embodiments of the present application, a limited flow structure is provided in the first short-distance flow path to make the flow rate of the first long-distance flow path greater than the flow rate of the first short-distance flow path.

[0027] Optionally, in some embodiments of the present application, the second cylinder cooling flow path includes:

[0028] a second long-path flow path having a second long-path flow path length;

[0029] a second short-path flow path having a second long-path flow path length;

[0030] The second long-distance flow path and the second short-distance flow path respectively surround the cylinder hole of the second cylinder body; and the ratio of the flow rate of the second long-distance flow path to the flow rate of the second short-distance flow path ranges from 0.8 to 1.2.

[0031] Optionally, in some embodiments of the present application, a limited flow structure is provided in the second short-distance flow path to make the flow rate of the second long-distance flow path greater than the flow rate of the second short-distance flow path.

[0032] Optionally, in some embodiments of the present application, the engine includes:

[0033] a first cylinder head having a first cylinder head cooling flow path;

[0034] a second cylinder head having a second cylinder head cooling flow path;

[0035] Wherein, the first cylinder head is connected to the first cylinder body, and the second cylinder head is connected to the second cylinder body;

[0036] The point where the inlet flow path and the first cylinder cooling flow path meet is defined as the first liquid inlet, and the point where the inlet flow path and the second cylinder cooling flow path meet is defined as the second liquid inlet; the first cylinder head cooling flow path is connected to the first liquid inlet, and the cylinder head cooling flow path is connected to the second liquid inlet.

[0037] Optionally, in some embodiments of the present application, the first cylinder head cooling flow path has:

[0038] a plurality of first upper liquid ports, each of which is connected to the first liquid inlet through a portion of the first cylinder cooling flow path; and / or

[0039] The second cylinder head cooling flow path includes:

[0040] A plurality of second upper liquid ports are respectively communicated with the second liquid inlet through a portion of the second cylinder cooling flow path.

[0041] Optionally, in some embodiments of the present application, the plurality of first upper liquid ports have different upper water cross-sectional areas; and / or

[0042] The plurality of second upper liquid ports have different upper water cross-sectional areas.

[0043] Optionally, in some embodiments of the present application, the first cylinder head cooling flow path further comprises:

[0044] a first liquid return port, wherein the plurality of first upper liquid ports are respectively connected to the first liquid return port;

[0045] Wherein, the first liquid return port is communicated with a portion of the first cylinder cooling flow path; and / or

[0046] The second cylinder head cooling flow path further comprises:

[0047] a second liquid return port, wherein the plurality of second upper liquid ports are respectively connected to the second liquid return port;

[0048] The second liquid return port is communicated with a portion of the second cylinder cooling flow path.

[0049] Optionally, in some embodiments of the present application, the engine further comprises:

[0050] a thermostat, configured to adjust at least the flow rates of the first cylinder cooling flow path and the second cylinder cooling flow path;

[0051] The first cylinder cooling flow path and the second cylinder cooling flow path are respectively connected to the thermostat.

[0052] Optionally, in some embodiments of the present application, the engine includes:

[0053] an outlet pipe group, forming an outlet flow path, wherein the outlet flow path respectively leads the cooling medium in the first cylinder cooling flow path and the second cylinder cooling flow path to the thermostat;

[0054] The flow rate at the junction of the outlet flow path and the first cylinder cooling flow path is defined as a third flow rate; the flow rate at the junction of the outlet flow path and the second cylinder cooling flow path is defined as a fourth flow rate; the ratio of the third flow rate to the fourth flow rate ranges from 0.8 to 1.2.

[0055] Optionally, in some embodiments of the present application, the outlet pipe group includes:

[0056] a first liquid outlet pipe, forming a first liquid outlet flow path connected to the first cylinder cooling flow path;

[0057] a second liquid outlet pipe, forming a second liquid outlet flow path connected to the second cylinder cooling flow path;

[0058] Wherein, the first liquid outlet pipe and the second liquid outlet pipe are respectively connected to the thermostat.

[0059] Optionally, the first liquid outlet pipe and the second liquid outlet pipe have different maximum inner cross-sectional areas and / or minimum inner cross-sectional areas.

[0060] Optionally, the first liquid outlet pipe and the second liquid outlet pipe have the same maximum inner cross-sectional area and / or minimum inner cross-sectional area;

[0061] The outlet pipe group further includes:

[0062] A liquid return pipe, one end of which is connected to the first liquid outlet pipe or the second liquid outlet pipe, and the other end of which is connected to the water cooling system.

[0063] According to a second aspect of the present application, a powertrain is also provided, comprising the above-mentioned engine.

[0064] According to a third aspect of the present application, a vehicle is also provided, comprising the above-mentioned engine or the above-mentioned powertrain.

[0065] The benefit of the present application lies in providing an engine, a powertrain, and a vehicle that configure the flow rate according to the specific conditions of each cooling flow path to obtain a more balanced heat dissipation.

[0066] More specifically, some embodiments of the present application may produce the following specific beneficial effects:

[0067] The differentiated configuration of the flow paths outside the engine block allows for balanced cooling between different cylinders.

[0068] The differentiated configuration of the flow paths inside the engine cylinder allows for balanced cooling at different locations within the cylinder.

[0069] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0070] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0071] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0072] Figure 1 is a schematic diagram of the overall structure of an engine provided in an exemplary embodiment of the present application;

[0073] Figure 2 is a front view of an engine provided in an exemplary embodiment of the present application;

[0074] Figure 3 is a schematic diagram of the internal structure of a cylinder provided in an exemplary embodiment of the present application;

[0075] Figure 4 is another schematic diagram of the internal structure of the cylinder provided in an exemplary embodiment of the present application;

[0076] Figure 5 is a side view of a cylinder block and a cylinder head provided in an exemplary embodiment of the present application;

[0077] Figure 6 yes Figure 5 An enlarged view of a portion of

[0078] Figure 7 is a side view of a cylinder block and a cylinder head provided in an exemplary embodiment of the present application from another perspective;

[0079] Figure 8 is a schematic diagram of a vehicle provided in an exemplary embodiment of the present application.

[0080] Description of reference numerals:

[0081] 100, engine; 100a, cylinder bore;

[0082] 110, first cylinder; 111, first liquid inlet; 112, first liquid outlet;

[0083] 120, second cylinder; 121, second liquid inlet; 122, second liquid outlet;

[0084] 130, inlet pipe group; 131, first diversion pipe; 132, second diversion pipe; 133, main flow pipe; 134, main flow inlet;

[0085] 140, water jacket cavity; 141, first water jacket flow path; 142, second water jacket flow path; 143, third water jacket flow path; 144, first transition cavity; 145, second transition cavity; 146, flow blocking rib; 147, flow blocking protrusion;

[0086] 150a, first cylinder head; 150b, second cylinder head; 151, first upper liquid inlet; 152, first return liquid inlet;

[0087] 160, outlet pipe assembly; 161, first liquid outlet pipe; 162, second liquid outlet pipe; 163, liquid return pipe;

[0088] 170. Thermostat;

[0089] 10. Vehicles. DETAILED DESCRIPTION

[0090] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0091] Reference Figures 1 to 4 As shown, the engine 100 of the present application includes a first cylinder block 110 and a second cylinder block 120 .

[0092] The first cylinder 110 has a first cylinder cooling flow path; the second cylinder 120 has a second cylinder cooling flow path; the inlet pipe group 130 forms an inlet flow path, and the inlet flow path introduces the cooling medium into the first cylinder cooling flow path and the second cylinder cooling flow path respectively; wherein, the pressure at the point where the inlet flow path and the first cylinder cooling flow path are connected is defined as a first pressure; the pressure at the point where the inlet flow path and the second cylinder cooling flow path are connected is defined as a second pressure; the ratio of the first pressure to the second pressure ranges from 0.8 to 1.2.

[0093] By adopting the above-mentioned technical solution, by limiting the relationship between the first pressure and the second pressure, the specific layout of the first cylinder cooling flow path and the second cylinder cooling flow path is adapted, thereby improving the flow uniformity of the cooling medium in the first cylinder cooling flow path and the second cylinder cooling flow path, so that the engine obtains more balanced heat dissipation.

[0094] Optionally, the ratio of the first pressure to the second pressure may range from 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0095] As a preferred solution, the ratio of the first pressure to the second pressure ranges from 0.9 to 1.05.

[0096] For example, when the coolant inlet of the engine 100 is arranged close to the side of the first cylinder 110, the flow resistance entering the first cylinder cooling flow path from the inlet is smaller than the flow resistance entering the second cylinder cooling flow path. To compensate for this difference, the first pressure is controlled to be smaller than the second pressure, thereby improving the flow uniformity of the coolant in the first cylinder cooling flow path and the second cylinder cooling flow path.

[0097] As an optional solution, the flow rate at the point where the inlet flow path connects with the first cylinder cooling flow path (such as the first liquid inlet 111) is defined as the first flow rate; the flow rate at the point where the inlet flow path connects with the second cylinder cooling flow path (such as the second liquid inlet 121) is defined as the second flow rate; the ratio of the first flow rate to the second flow rate ranges from 0.8 to 1.2.

[0098] By adopting such a solution, the flow distribution at the first liquid inlet 111 and the second liquid inlet 121 is limited, so that each cylinder of the engine can obtain a more balanced heat dissipation effect.

[0099] Optionally, the ratio of the first flow rate to the second flow rate may range from 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0100] As a preferred solution, the ratio of the first flow rate to the second flow rate ranges from 0.9 to 1.05.

[0101] As another preferred solution, the first flow rate is equal to the second flow rate, so that the flow distribution of the first cylinder and the second cylinder is consistent.

[0102] Optionally, the flow distribution of the first cylinder cooling flow path and the second cylinder cooling flow path can be adjusted by differentially configuring the cross-sectional areas at the first liquid inlet 111 and the second liquid inlet 121, or by setting flow control valves at the first liquid inlet 111 and the second liquid inlet 121 to adjust the flow distribution of the first cylinder cooling flow path and the second cylinder cooling flow path.

[0103] As a specific solution, the cross-sectional area of the joint between the inlet tube group 130 and the first cylinder body 110 (for example, the first liquid inlet 111) is defined as the first cross-sectional area; the cross-sectional area of the joint between the inlet tube group 130 and the second cylinder body 120 (for example, the second liquid inlet 121) is defined as the second cross-sectional area; the ratio of the first cross-sectional area to the second cross-sectional area ranges from 0.8 to 1.2.

[0104] With this solution, the flow distribution between the first cylinder 110 and the second cylinder 120 is controlled by adjusting the difference between the cross-sectional areas of the inlet pipe group 130 and the first cylinder 110 .

[0105] Optionally, the ratio of the first cross-sectional area to the second cross-sectional area may range from 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0106] As a preferred solution, the ratio of the first cross-sectional area to the second cross-sectional area ranges from 0.9 to 1.05.

[0107] For example, when the coolant inlet of the engine 100 is arranged close to the side of the first cylinder 110, the flow resistance entering the first cylinder cooling flow path from the inlet is smaller than the flow resistance entering the second cylinder cooling flow path. To compensate for this difference, the first cross-sectional area at the first liquid inlet 111 is controlled to be smaller than the second cross-sectional area at the second liquid inlet 121, so as to balance the flow rates of the first cylinder cooling flow path and the second cylinder cooling flow path.

[0108] In some embodiments of the present application, the inlet pipe set 130 includes: a main pipe 133 , a first branch pipe 131 , and a second branch pipe 132 .

[0109] The main flow pipe 133 forms a main flow path and a main flow inlet 134 ; the first branch flow pipe 131 forms a first branch flow path; and the second branch flow pipe 132 forms a second branch flow path.

[0110] Among them, the main pipe 133 is connected to the first branch pipe 131 and the second branch pipe 132 respectively so that the main flow is connected to the first branch flow path and the second branch flow path respectively; the first branch flow path is connected to the first cylinder cooling flow path; the second branch flow path is connected to the second cylinder cooling flow path.

[0111] It can be understood that the main flow inlet 134 is connected to the cooling medium inlet of the engine, or the main flow inlet 134 can be used as the cooling medium inlet of the engine.

[0112] As an expansion solution, more branch flow paths may be provided to divert the cooling medium from the main pipe 133 .

[0113] In some embodiments of the present application, the first shunt tube 131 and the second shunt tube 132 have different maximum inner cross-sectional areas.

[0114] It can be understood that when the first diverter tube 131 and the second diverter tube 132 have equal internal cross-sectional areas in their respective extension directions, the internal cross-sectional areas can be considered to be the maximum internal cross-sectional areas; when the first diverter tube 131 and the second diverter tube 132 have variable internal cross-sectional areas in their respective extension directions (such as tapered pipes), the first diverter tube 131 and the second diverter tube 132 have maximum internal cross-sectional areas.

[0115] By limiting the relationship that the first diverter pipe 131 and the second diverter pipe 132 have different maximum cross-sectional areas, flow distribution of the first diverter pipe 131 and the second diverter pipe 132 is achieved, thereby ensuring flow uniformity of the first cylinder body and the second cylinder body.

[0116] In some embodiments of the present application, the first shunt tube 131 and the second shunt tube 132 have different minimum inner cross-sectional areas.

[0117] It can be understood that when the first diverter tube 131 and the second diverter tube 132 have equal internal cross-sectional areas in their respective extension directions, the internal cross-sectional area can be considered as the minimum internal cross-sectional area; when the first diverter tube 131 and the second diverter tube 132 have variable internal cross-sectional areas in their respective extension directions (such as tapered pipes), the first diverter tube 131 and the second diverter tube 132 have minimum internal cross-sectional areas.

[0118] By limiting the relationship that the first diverter pipe 131 and the second diverter pipe 132 have different minimum cross-sectional areas, flow distribution of the first diverter pipe 131 and the second diverter pipe 132 is achieved, thereby ensuring flow uniformity of the first cylinder and the second cylinder.

[0119] As an optional solution, the main pipe 133 and the first branch pipe 131 have different maximum inner cross-sectional areas and / or minimum inner cross-sectional areas.

[0120] Alternatively, the main flow pipe 133 and the second branch flow pipe 132 have different maximum inner cross-sectional areas and / or minimum inner cross-sectional areas.

[0121] By limiting the relationship between the cross-sectional areas of the main pipe 133 and the first and second branch pipes 131 and 132, flow distribution from the main pipe to the first and second branch pipes 131 and 132 is achieved, thereby meeting the heat dissipation flow requirements of the first and second cylinders.

[0122] In summary, the configuration scheme of the cross-sectional area of the main pipe 133, the first branch pipe 131 and the second branch pipe 132 can configure the flow pressure, flow rate and cross-sectional area according to the length of the flow path and the flow requirements of the corresponding position, so as to achieve approximately the same flow resistance at each point in the overall flow path, thereby achieving relatively balanced flow of the cooling medium throughout.

[0123] Specifically, the first branch flow path is connected to the upstream flow path of the main flow path; and the second branch flow path is connected to the downstream flow path of the main flow path.

[0124] The minimum inner cross-section of the first branch pipe 131 is smaller than the minimum inner cross-section of the second branch pipe 132 ; the inner cross-section of the main pipe 133 gradually decreases from the upstream flow path to the downstream flow path.

[0125] Reference Figure 3 and Figure 4 As shown, in some embodiments of the present application, a water jacket cavity 140 is formed inside the first cylinder block 110 or the second cylinder block 120 as a first cylinder block cooling flow path or a second cylinder block cooling flow path.

[0126] The first water jacket flow path 141, the second water jacket flow path 142 and the third water jacket flow path 143 are formed in the water jacket cavity 140 and surround the piston cavity (not shown in the figure). Figure 3 The DEF path, DGHF path, and DGF path represent the flow paths in FIG. The third water jacket flow path 143 has a longer flow path. If the first water jacket flow path 141, the second water jacket flow path 142, and the third water jacket flow path 143 have the same cross-sectional area, the cooling medium in the third water jacket flow path 143 will have a lower flow rate due to flow resistance, thus affecting the cooling effect.

[0127] Reference Figure 3 As shown, a flow-blocking rib 146 is provided in the first water jacket flow path 141; a flow-blocking protrusion 147 is formed in the second water jacket flow path 142 to reduce the cross-sectional area of the flow path; such a solution is adopted so that the flow resistance of the first water jacket flow path 141 and the second water jacket flow path 142 is relatively increased, thereby balancing the flow resistance of the first water jacket flow path 141, the second water jacket flow path 142 and the third water jacket flow path 143, thereby obtaining similar flow rates to ensure a balanced cooling effect.

[0128] That is, the first cylinder cooling flow path includes: a first long-distance flow path (such as the third water jacket flow path 143) and a first short-distance flow path (at least one of the first water jacket flow path 141 and the second water jacket flow path 142).

[0129] The first long-distance flow path has a first long-distance flow path length; the first short-distance flow path has a second long-distance flow path length; the first long-distance flow path and the first short-distance flow path respectively surround the cylinder hole 100a of the first cylinder block.

[0130] Understandable, refer to Figure 1 、 Figure 3 and Figure 4 The first long-path flow path may completely surround the cylinder bore 100a, or surround a portion of the cylinder bore 100a (e.g., the third water jacket flow path 143). The first short-path flow path may completely surround the cylinder bore 100a, or surround a portion of the cylinder bore 100a (e.g., the first water jacket flow path 141), or may be located between two cylinder bores (e.g., the second water jacket flow path 142).

[0131] In some embodiments of the present application, the ratio of the flow rate of the first long-distance flow path to the flow rate of the first short-distance flow path ranges from 0.8 to 1.2.

[0132] Optionally, the ratio of the flow rate of the first long-distance flow path to the flow rate of the first short-distance flow path may range from 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0133] As a preferred solution, the ratio of the flow rate of the first long-distance flow path to the flow rate of the first short-distance flow path ranges from 0.9 to 1.05.

[0134] As a preferred solution, a flow limiting structure (such as flow blocking ribs 146) is provided in the first short-distance flow path to make the flow rate of the first long-distance flow path greater than that of the first short-distance flow path. In this way, the difference in flow resistance between the first long-distance flow path and the first short-distance flow path can be reduced.

[0135] Similarly, in some embodiments of the present application, the second cylinder cooling flow path includes: a second long-distance flow path and a second short-distance flow path. Since the second cylinder has a similar structure to the first cylinder, the second long-distance flow path and the second short-distance flow path are not shown in the figure.

[0136] The second long-distance flow path has a second long-distance flow path length; the second short-distance flow path has a second long-distance flow path length; the second long-distance flow path and the second short-distance flow path respectively surround the cylinder hole 100a of the second cylinder block.

[0137] In some embodiments of the present application, the ratio of the flow rate of the second long-distance flow path to the flow rate of the second short-distance flow path ranges from 0.8 to 1.2.

[0138] Optionally, the ratio of the flow rate of the second long-distance flow path to the flow rate of the second short-distance flow path may range from 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0139] As a preferred solution, the ratio of the flow rate of the second long-distance flow path to the flow rate of the second short-distance flow path ranges from 0.9 to 1.05.

[0140] As a preferred solution, a flow limiting structure is provided in the second short-distance flow path to make the flow rate of the second long-distance flow path greater than that of the second short-distance flow path, thereby reducing the difference in flow resistance between the second long-distance flow path and the second short-distance flow path.

[0141] In some embodiments of the present application, reference is made to Figure 1 and Figure 2 As shown, the engine 100 includes a first cylinder head 150a and a second cylinder head 150b.

[0142] The first cylinder head 150 a has a first cylinder head cooling flow path; the second cylinder head 150 b has a second cylinder head cooling flow path; the first cylinder head 150 a is connected to the first cylinder block 110 , and the second cylinder head 150 b is connected to the second cylinder block 120 .

[0143] The point where the inlet flow path connects with the first cylinder cooling flow path is defined as the first liquid inlet 111, and the point where the inlet flow path connects with the second cylinder cooling flow path is defined as the second liquid inlet 121; the first cylinder head cooling flow path is connected with the first liquid inlet 111, and the cylinder head cooling flow path is connected with the second liquid inlet 121.

[0144] By distributing part of the coolant entering the first cylinder block 110 to the first cylinder head 150a and part of the coolant entering the second cylinder block 120 to the second cylinder head 150b, the same water inlet can cool the entire connected cylinder block and cylinder head at the same time.

[0145] In some embodiments of the present application, reference is made to Figures 4 to 6 As shown, the first cylinder head cooling flow path has a plurality of first upper liquid ports 151 , and the plurality of first upper liquid ports 151 are respectively connected to the first liquid inlet 111 through a portion of the first cylinder body cooling flow path.

[0146] Similarly, the second cylinder head cooling flow path has a plurality of second upper liquid ports (not shown), and the plurality of second upper liquid ports are respectively connected to the second liquid inlet 121 through a portion of the second cylinder body cooling flow path.

[0147] Exemplarily, the first cylinder cooling flow path and the second cylinder cooling flow path respectively include a first transition cavity 144 . Taking the first cylinder 110 as an example, the first transition cavity 144 is connected to the first liquid inlet 111 and the plurality of first upper liquid ports 151 .

[0148] The plurality of upper liquid ports of the same cylinder head cooling flow path have different upper water cross-sectional areas.

[0149] It can be understood that the plurality of first upper liquid ports 151 have different upper water cross-sectional areas; and the plurality of second upper liquid ports have different upper water cross-sectional areas.

[0150] For example, taking the first cylinder body 110 as an example, the upper water cross-sectional area of the first upper liquid port 151 farther from the first liquid inlet 111 is larger than the upper water cross-sectional area of the first upper liquid port 151 closer to the first liquid inlet 111, thereby optimizing the flow uniformity on the left and right sides of the cylinder head.

[0151] By controlling the water cross-sectional area, the flow distribution between the first cylinder block 110 and the first cylinder head 150a, and the flow distribution between the second cylinder block 120 and the second cylinder head 150b are adjusted, so that the cylinder block and the cylinder head are always at the optimal temperature when the engine 100 is working.

[0152] In some embodiments of the present application, reference is made to Figure 4 and Figure 7 As shown, the first cylinder head cooling flow path further comprises: a first liquid return port 152. A plurality of first upper liquid ports 151 are respectively connected to the first liquid return port 152; the first liquid return port 151 is connected to a portion of the first cylinder body cooling flow path.

[0153] It can be understood that the coolant entering the first cylinder head through the first upper liquid port 151 flows out through the same first liquid return port 152 .

[0154] Illustratively, the first cylinder cooling flow path and the second cylinder cooling flow path respectively include a first transition cavity 145 and a liquid outlet. Taking the first cylinder 110 as an example, the first transition cavity 145 is in communication with the first liquid return port 152 .

[0155] Similarly, the second cylinder head cooling flow path further comprises: a second liquid return port; a plurality of second upper liquid ports are respectively connected to the second liquid return port; and the second liquid return port is connected to a portion of the second cylinder block cooling flow path.

[0156] In some embodiments of the present application, reference is made to Figure 1 and Figure 2As shown, the engine further includes a thermostat 170 .

[0157] The thermostat 170 is used to adjust at least the flow rates of the first cylinder cooling flow path and the second cylinder cooling flow path; the first cylinder cooling flow path and the second cylinder cooling flow path are respectively connected to the thermostat 170 .

[0158] In some embodiments of the present application, reference is made to Figure 1 and Figure 2 As shown, the engine 100 includes an outlet pipe group 160 .

[0159] The outlet pipe group 160 forms an outlet flow path, and the outlet flow path respectively leads the cooling medium in the first cylinder cooling flow path and the second cylinder cooling flow path to the thermostat 170 .

[0160] The flow rate at the point where the outlet flow path connects with the first cylinder cooling flow path (such as the first liquid outlet 112) is defined as the third flow rate; the flow rate at the point where the outlet flow path connects with the second cylinder cooling flow path (such as the second liquid outlet 122) is defined as the fourth flow rate; the ratio of the third flow rate to the fourth flow rate ranges from 0.8 to 1.2.

[0161] For example, taking the first cylinder 110 as an example, the first liquid outlet 112 is connected to the first transition chamber 145 to allow the coolant in the first transition chamber 145 to flow out. Correspondingly, the second liquid outlet 122 of the second cylinder 120 is also connected to the first transition chamber 145 thereof.

[0162] Optionally, the ratio of the third flow rate to the fourth flow rate may range from 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0163] As a preferred solution, the ratio of the third flow rate to the fourth flow rate ranges from 0.9 to 1.05.

[0164] In some embodiments of the present application, reference is made to Figure 1 and Figure 2 As shown, the outlet pipe group 160 includes a first liquid outlet pipe 161 and a second liquid outlet pipe 162 .

[0165] The first liquid outlet pipe 161 forms a first liquid outlet flow path connected to the first cylinder cooling flow path, and the second liquid outlet pipe 162 forms a second liquid outlet flow path connected to the second cylinder cooling flow path. The first liquid outlet pipe 161 and the second liquid outlet pipe 162 are respectively connected to the thermostat 170.

[0166] Alternatively, the first liquid outlet pipe 161 and the second liquid outlet pipe 162 may have different maximum and / or minimum cross-sectional areas. By controlling the maximum or minimum cross-sectional areas of the first liquid outlet pipe 161 and the second liquid outlet pipe 162, the flow rate of the coolant entering the thermostat 170 from the first liquid outlet pipe 161 and the second liquid outlet pipe 162 can be improved.

[0167] As another alternative, refer to Figure 1 and Figure 2 As shown, the first shunt pipe 131 and the second shunt pipe 132 have the same maximum and minimum cross-sectional areas. The outlet pipe assembly 160 further includes a liquid return pipe 163. One end of the liquid return pipe 163 is connected to the first liquid outlet pipe 161 or the second liquid outlet pipe 162, and the other end is connected to the water cooling system.

[0168] Exemplarily, the distance between the first liquid outlet 112 and the thermostat 170 is greater than the distance between the first liquid outlet 112 and the thermostat 170, the area of the first liquid outlet 112 is consistent with the area of the second liquid outlet 122, and the cross-sectional area of the first liquid outlet pipe 161 and the second liquid outlet pipe 162 is consistent. In order to compensate for the fact that the flow resistance of the second liquid outlet pipe 162 is smaller than that of the first liquid outlet pipe 161, the first liquid outlet pipe 161 is connected to a return liquid pipe 163, and the flow resistance of the first liquid outlet pipe 161 is increased by increasing the flow rate of the first liquid outlet pipe 161, thereby reducing the difference in flow resistance between the first liquid outlet pipe 161 and the second liquid outlet pipe 162.

[0169] In this way, the loss along the first liquid outlet pipe 161 or the second liquid outlet pipe 162 is taken into consideration, and the flow resistance on the low flow resistance side is increased by connecting the return liquid pipe to one of the first liquid outlet pipe 161 and the second liquid outlet pipe 162 to ensure consistent flow distribution in the two cylinders.

[0170] Based on the above solution, the present application can also provide an engine 100 having a long flow path or a short flow path. The long flow path can include the cooling flow path inside the cylinder and the external flow path formed by the inlet pipe group 130.

[0171] The long-distance flow path has a longer flow path length; the short-distance flow path has a shorter flow path length; and the ratio of the flow resistance of the long-distance flow path to the flow resistance of the short-distance flow path ranges from 0.8 to 1.2.

[0172] Optionally, the ratio of the flow resistance of the long-distance flow path to the flow resistance of the short-distance flow path may be in the range of 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0173] As a preferred solution, the ratio of the flow resistance of the long-distance flow path to the flow resistance of the short-distance flow path ranges from 0.9 to 1.05.

[0174] According to a second aspect of the present application, a powertrain is provided, which includes the aforementioned engine 100. The powertrain may be a power generation assembly or a drive assembly.

[0175] Reference Figure 8 As shown, according to a third aspect of the present application, a vehicle 10 is provided, which includes the above-mentioned engine 100 or the above-mentioned powertrain.

[0176] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0177] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0178] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0179] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. An engine, characterized in that: include: A first cylinder having a first cylinder cooling flow path; a second cylinder having a second cylinder cooling flow path; an inlet pipe group, forming an inlet flow path, wherein the inlet flow path introduces the cooling medium into the first cylinder cooling flow path and the second cylinder cooling flow path respectively; Among them, the pressure at the point where the inlet flow path and the first cylinder cooling flow path are connected is defined as the first pressure; the pressure at the point where the inlet flow path and the second cylinder cooling flow path are connected is defined as the second pressure; the ratio of the first pressure to the second pressure ranges from 0.8 to 1.

2.

2. The engine according to claim 1, characterized in that The inlet pipe group includes: Main flow pipe, forming a main flow path; a first shunt pipe, forming a first branch flow path; a second shunt pipe, forming a second branch flow path; In which, the main flow pipe is respectively connected to the first branch flow pipe and the second branch flow pipe so that the main flow is respectively connected to the first branch flow path and the second branch flow path; the first branch flow path is connected to the first cylinder cooling flow path; the second branch flow path is connected to the second cylinder cooling flow path.

3. The engine according to claim 2, characterized in that The first shunt tube and the second shunt tube have different maximum inner cross-sectional areas.

4. The engine according to claim 2, characterized in that The first shunt tube and the second shunt tube have different minimum inner cross-sectional areas.

5. The engine according to claim 2, characterized in that The main flow pipe and the first branch flow pipe have different maximum inner cross-sectional areas and / or minimum inner cross-sectional areas.

6. The engine according to claim 2, characterized in that The main flow pipe and the second branch flow pipe have different maximum inner cross-sectional areas and / or minimum inner cross-sectional areas.

7. The engine according to claim 2, characterized in that The first branch flow path is connected to an upstream flow path of the main flow path; and the second branch flow path is connected to a downstream flow path of the main flow path.

8. The engine according to claim 7, characterized in that The minimum inner cross-section of the first shunt pipe is smaller than the minimum inner cross-section of the second shunt pipe.

9. The engine according to claim 7, characterized in that The inner cross-section of the main pipe gradually decreases from the upstream flow path to the downstream flow path.

10. The engine according to any one of claims 1 to 9, characterized in that The first cylinder cooling flow path includes: a first long-distance flow path having a first long-distance flow path length; a first short-path flow path having a first short-path flow path length; The first long-distance flow path and the first short-distance flow path respectively surround the cylinder hole of the first cylinder body, and the ratio of the flow rate of the first long-distance flow path to the flow rate of the first short-distance flow path ranges from 0.8 to 1.

2.

11. The engine according to claim 10, characterized in that A flow limiting structure is provided in the first short-distance flow path so that the flow rate of the first long-distance flow path is greater than the flow rate of the first short-distance flow path.

12. The engine according to any one of claims 1 to 9, characterized in that The second cylinder cooling flow path includes: a second long-path flow path having a second long-path flow path length; a second short-path flow path having a second short-path flow path length; The second long-distance flow path and the second short-distance flow path respectively surround the cylinder hole of the second cylinder body; and the ratio of the flow rate of the second long-distance flow path to the flow rate of the second short-distance flow path ranges from 0.8 to 1.

2.

13. The engine according to claim 12, characterized in that A flow limiting structure is provided in the second short-distance flow path so that the flow rate of the second long-distance flow path is greater than the flow rate of the second short-distance flow path.

14. The engine according to any one of claims 1 to 9, characterized in that The engine comprises: a first cylinder head having a first cylinder head cooling flow path; a second cylinder head having a second cylinder head cooling flow path; Wherein, the first cylinder head is connected to the first cylinder body, and the second cylinder head is connected to the second cylinder body; The point where the inlet flow path and the first cylinder cooling flow path meet is defined as the first liquid inlet, and the point where the inlet flow path and the second cylinder cooling flow path meet is defined as the second liquid inlet; the first cylinder head cooling flow path is connected to the first liquid inlet, and the cylinder head cooling flow path is connected to the second liquid inlet.

15. The engine according to claim 14, characterized in that The first cylinder head cooling flow path includes: a plurality of first upper liquid ports, each of which is connected to the first liquid inlet through a portion of the first cylinder cooling flow path; and / or The second cylinder head cooling flow path includes: A plurality of second upper liquid ports are respectively communicated with the second liquid inlet through a portion of the second cylinder cooling flow path.

16. The engine according to claim 15, characterized in that The plurality of first upper liquid ports have different upper water cross-sectional areas; and / or The plurality of second upper liquid ports have different upper water cross-sectional areas.

17. The engine according to claim 16, characterized in that The first cylinder head cooling flow path further comprises: a first liquid return port, wherein the plurality of first upper liquid ports are respectively connected to the first liquid return port; Wherein, the first liquid return port is communicated with a portion of the first cylinder cooling flow path; and / or The second cylinder head cooling flow path further comprises: a second liquid return port, wherein the plurality of second upper liquid ports are respectively connected to the second liquid return port; The second liquid return port is communicated with a portion of the second cylinder cooling flow path.

18. The engine according to any one of claims 1 to 9, characterized in that The engine further comprises: a thermostat, configured to adjust at least the flow rates of the first cylinder cooling flow path and the second cylinder cooling flow path; The first cylinder cooling flow path and the second cylinder cooling flow path are respectively connected to the thermostat.

19. The engine according to claim 18, characterized in that The engine comprises: an outlet pipe group, forming an outlet flow path, wherein the outlet flow path respectively leads the cooling medium in the first cylinder cooling flow path and the second cylinder cooling flow path to the thermostat; The flow rate at the junction of the outlet flow path and the first cylinder cooling flow path is defined as a third flow rate; the flow rate at the junction of the outlet flow path and the second cylinder cooling flow path is defined as a fourth flow rate; the ratio of the third flow rate to the fourth flow rate ranges from 0.8 to 1.

2.

20. The engine according to claim 19, characterized in that The outlet pipe group includes: a first liquid outlet pipe, forming a first liquid outlet flow path connected to the first cylinder cooling flow path; a second liquid outlet pipe, forming a second liquid outlet flow path connected to the second cylinder cooling flow path; Wherein, the first liquid outlet pipe and the second liquid outlet pipe are respectively connected to the thermostat.

21. The engine according to claim 20, characterized in that The first liquid outlet pipe and the second liquid outlet pipe have different maximum inner cross-sectional areas and / or minimum inner cross-sectional areas.

22. The engine according to claim 20, characterized in that The first liquid outlet pipe and the second liquid outlet pipe have the same maximum inner cross-sectional area and / or minimum inner cross-sectional area; The outlet pipe group further includes: A liquid return pipe, one end of which is connected to the first liquid outlet pipe or the second liquid outlet pipe, and the other end of which is connected to the water cooling system.

23. A powertrain, characterized in that: include: An engine as claimed in any one of claims 1 to 22.

24. A vehicle, characterized in that: include: The engine according to any one of claims 1 to 22 or the powertrain according to claim 23.

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