Crankshaft box body bottom heat dissipation structure

Abstract

The utility model discloses a heat dissipation structure at the bottom of a crankshaft box body, which comprises the crankshaft box body, a crankshaft box cooling air duct is arranged at the bottom of the crankshaft box body, and the crankshaft box cooling air duct penetrates from the input end side of the crankshaft box body to the output end side of the crankshaft box body; the side, close to the input end, of the crankcase cooling air duct is provided with an air supply outlet. The crankcase has the beneficial effects that the non-straight cooling air duct at the bottom of the crankcase body prolongs the residence time of cooling air in the air duct, increases the effective cooling area and improves the cooling efficiency of the cooling air flowing through the bottom of the crankcase body, so that the running oil temperature of an engine is effectively reduced, the running stability of the engine is improved, and the service life of the engine is prolonged. The service life of the engine is prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of general gasoline engines, in particular to a heat dissipation structure at the bottom of a crankcase. Background Art

[0002] Universal gasoline engines are easy to use and have a wide range of applications. Therefore, they have a wide range of applications. During the use of universal gasoline engines, the engine will generate heat. In order to ensure the normal operation of the universal gasoline engine and increase its service life, it is essential to help the engine dissipate heat.

[0003] The engine includes a crankcase and a crankcase liner. The bottom of the crankcase is provided with reinforcing ribs, and some of them are designed with cooling air ducts. The guide ribs of these cooling air ducts are usually designed to be straight, and the cooling air simply passes through the air ducts to take away the heat. Although the above cooling air ducts can take away some heat and help the engine dissipate heat, the cooling effect is very limited. At the same time, some radial reinforcing ribs will block or even block the air ducts, resulting in a further decrease in cooling efficiency. Utility Model Content

[0004] The utility model aims to provide a crankcase bottom heat dissipation structure, which can prolong the residence time of cooling air at the bottom of the crankcase, increase the effective cooling area, and improve the cooling efficiency of the cooling air flowing through the bottom of the crankcase.

[0005] A crankcase bottom heat dissipation structure, comprising a crankcase, characterized in that a crankcase cooling air duct is opened at the bottom of the crankcase, and the crankcase cooling air duct runs from the input end side of the crankcase to the output end side;

[0006] The crankcase cooling air duct is provided with an air supply port close to the input end.

[0007] The cooling air enters the crankcase cooling air duct through the air supply port to cool and dissipate heat from the bottom of the crankcase.

[0008] Furthermore, a connecting rib is provided in the crankcase cooling air duct, and the connecting rib divides the crankcase cooling air duct into a main air duct and an auxiliary air duct, and the auxiliary air duct is located on both sides of the main air duct;

[0009] The side of the main air duct close to the input end is the main air supply port, and the side of the auxiliary air duct close to the input end is the auxiliary air supply port.

[0010] The connecting ribs divide the crankcase cooling air duct into multiple cooling air ducts, perform the first diversion of the cooling air, extend the residence time of the cooling air at the bottom of the crankcase, increase the effective cooling area, and improve the cooling efficiency of the cooling air flowing through the bottom of the crankcase.

[0011] Furthermore, the main air duct and the auxiliary air duct are provided with two air guide ribs, and the two air guide ribs are arranged in a mirror image;

[0012] A first channel is formed between the two wind guide ribs, and a second channel is formed between the wind guide ribs and the connecting ribs.

[0013] The air guide ribs divide the main air duct or auxiliary air duct into multiple cooling air channels, performing a second diversion of the cooling air, further extending the residence time of the cooling air at the bottom of the crankcase, increasing the effective cooling area, and improving the cooling efficiency of the cooling air flowing through the bottom of the crankcase.

[0014] With the same axial size, the air guide ribs can increase the wind flow area and comprehensively improve the cooling efficiency.

[0015] Furthermore, the wind guiding ribs are wavy in shape.

[0016] Furthermore, on the side close to the air supply port, the first channel has a small cross-sectional area, and the second channel has a large cross-sectional area;

[0017] On the side away from the air supply port, the cross-sectional area of ​​the first channel is large, and the cross-sectional area of ​​the second channel is small.

[0018] When the cooling air flows through the main air duct or the auxiliary air duct, the cross-sectional area of ​​the first channel and the second channel changes, causing the cooling air velocity to increase or decrease, accompanied by regular turbulence, thereby extending the retention time of the cooling air at the bottom and improving the cooling efficiency of the cooling air flowing through the bottom of the crankcase.

[0019] Beneficial effects: The non-straight cooling air duct at the bottom of the crankcase prolongs the residence time of the cooling air in the air duct, increases the effective cooling area, and improves the cooling efficiency of the cooling air flowing through the bottom of the crankcase, thereby effectively reducing the operating oil temperature of the engine, which is beneficial to improving the operating stability of the engine and extending the service life of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the engine side;

[0021] Figure 2 It is a schematic diagram of the bottom surface of the engine;

[0022] Figure 3 for Figure 2 A partial enlarged schematic diagram. DETAILED DESCRIPTION

[0023] The specific implementation manner and working principle of the utility model are further described in detail below with reference to the accompanying drawings.

[0024] like Figure 1-Figure 3As shown, a crankcase bottom heat dissipation structure comprises a crankcase 1, a crankcase cooling air duct 12 is opened at the bottom of the crankcase 1, and the crankcase cooling air duct 12 runs from the input end side to the output end side of the crankcase 1;

[0025] The crankcase cooling air duct 12 is provided with an air supply port 11 close to the input end.

[0026] like Figure 2 As shown, a connecting rib 131 is provided in the crankcase cooling air duct 12, and the connecting rib 131 divides the crankcase cooling air duct 12 into a main air duct 121 and two auxiliary air ducts 122, and the two auxiliary air ducts 122 are respectively located on both sides of the main air duct 121;

[0027] The main air duct 121 close to the input end is the main air supply port 111 , and the auxiliary air duct 122 close to the input end is the auxiliary air supply port 112 .

[0028] from Figure 3 It can be seen that two wavy air guide ribs 132 are disposed in the main air duct 121 and the auxiliary air duct 122, and the two air guide ribs 132 are arranged in a mirror image.

[0029] A first channel 14 is formed between the two wind guide ribs 132, and a second channel 15 is formed with the two wind guide ribs 132 and the connecting ribs 131 on both sides respectively;

[0030] On the side close to the air supply port 11, the first channel 14 has a small cross-sectional area, and the cooling air velocity flowing therethrough increases; the second channel 15 has a large cross-sectional area, and the cooling air velocity flowing therethrough decreases;

[0031] On the side away from the air supply port 11, the first channel 14 has a large cross-sectional area, and the cooling air velocity flowing therethrough is reduced; the second channel 15 has a small cross-sectional area, and the cooling air velocity flowing therethrough is increased;

[0032] The cross-sectional areas of the first channel 14 and the second channel 15 change alternately, causing the cooling wind speed flowing through the main air duct 121 or the auxiliary air duct 122 to increase or decrease as the cross-sectional areas of the first channel 14 and the second channel 15 increase or decrease, causing the cooling wind flowing through the main air duct 121 or the auxiliary air duct 122 to have regular turbulence, thereby extending the residence time of the cooling wind at the bottom of the crankcase 1 and improving the cooling efficiency.

Claims

1. A crankcase bottom heat dissipation structure, comprising a crankcase (1), characterized in that: A crankcase cooling air duct (12) is provided at the bottom of the crankcase body (1), and the crankcase cooling air duct (12) passes through from the input end side to the output end side of the crankcase body (1); The crankcase cooling air duct (12) is provided with an air supply port (11) close to the input end.

2. The crankcase bottom heat dissipation structure according to claim 1, characterized in that: A connecting rib (131) is provided in the crankcase cooling air duct (12), and the connecting rib (131) divides the crankcase cooling air duct (12) into a main air duct (121) and an auxiliary air duct (122), wherein the auxiliary air duct (122) is located on both sides of the main air duct (121); The main air duct (121) is close to the input end side as the main air supply port (111), and the auxiliary air duct (122) is close to the input end side as the auxiliary air supply port (112).

3. The crankcase bottom heat dissipation structure according to claim 2, characterized in that: Two air guide ribs (132) are disposed in each of the main air duct (121) and the auxiliary air duct (122), and the two air guide ribs (132) are arranged in a mirror image; A first channel (14) is formed between the two wind guide ribs (132), and a second channel (15) is formed between the wind guide ribs (132) and the connecting ribs (131).

4. The crankcase bottom heat dissipation structure according to claim 3, characterized in that: The wind guiding ribs (132) are wave-shaped.

5. The crankcase bottom heat dissipation structure according to claim 4, characterized in that: On the side close to the air supply port (11), the first channel (14) has a small cross-sectional area, and the second channel (15) has a large cross-sectional area; On the side away from the air supply port (11), the first channel (14) has a large cross-sectional area, and the second channel (15) has a small cross-sectional area.

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