Engine heat dissipation structure and tricycle

Abstract

The engine heat dissipation structure comprises a main air inlet duct and an auxiliary air inlet duct, the main air inlet duct is communicated into an engine installation cabin, and the main air inlet duct is provided with a main air inlet arranged towards the driving direction; the auxiliary air inlet channel is communicated with the interior of the engine mounting cabin and is provided with an auxiliary air inlet which is arranged towards the driving direction; the main air inlet channel and the auxiliary air inlet channel are far away from each other in the transverse direction. The heat dissipation capacity of the external environment to the engine can be improved, and the use performance of the engine is improved.

Description

Technical Field

[0001] The utility model relates to the field of engine heat dissipation and tricycles, and in particular to an engine heat dissipation structure and a tricycle. Background Art

[0002] In the existing tricycle structure, the engine is located at the bottom of the driver's seat and assembled on the frame, and an air duct connecting the engine layout compartment and the front end of the vehicle is arranged on the pedal on the front side of the engine, so that the wind flow during driving can be used to dissipate the heat of the engine. At the same time, heat dissipation holes are opened in the circumference of the engine to further facilitate the heat dissipation of the engine. Due to the structural limitations of the tricycle, its front wheel system is located just in front of the air inlet of the air duct, which will block part of the air flow and cause the air flow rate to decay, thereby resulting in the external environment taking away less heat from the engine's working heat load, poor heat dissipation effect, and unreasonable air duct heat dissipation structure.

[0003] Therefore, in order to solve the above problems, an engine heat dissipation structure and a tricycle are needed, which can improve the heat dissipation capacity of the external environment to the engine and improve the performance of the engine. Utility Model Content

[0004] In view of this, the purpose of the utility model is to overcome the defects in the prior art and provide an engine heat dissipation structure and a tricycle, which can improve the heat dissipation capacity of the external environment to the engine and improve the performance of the engine.

[0005] The engine heat dissipation structure of the utility model includes a main air inlet duct and a secondary air inlet duct, the main air inlet duct is connected to the engine installation compartment, and the main air inlet duct has a main air inlet arranged facing the driving direction; the secondary air inlet duct is connected to the engine installation compartment, and the secondary air inlet duct has a secondary air inlet arranged facing the driving direction; the main air inlet duct is arranged near the lateral middle part of the engine installation compartment, and the main air inlet duct and the secondary air inlet duct are laterally far apart; the bottom and / or back of the engine installation compartment are provided with an engine installation compartment air outlet, so that the cooling wind entering the engine installation compartment can be discharged smoothly, and the meaning of and / or is that the engine installation compartment air outlet can be independently opened at the bottom or back of the engine installation compartment, and can also be opened at the bottom and back of the engine installation compartment at the same time, and it is arranged according to actual conditions, which will not be repeated here. In this solution, the air outlet of the engine installation compartment is opened at the bottom and back of the engine installation compartment at the same time, so as to increase the heat dissipation path of the engine, and by arranging the main air inlet duct and the auxiliary air inlet duct far away from each other in the transverse direction, the ventilation volume in the engine installation compartment is increased, the heat dissipation efficiency of the engine is improved, the problem of engine performance damage caused by poor heat dissipation of the engine installation compartment is solved, and the demand for engine power economy is met. It is a cooling system layout method that can improve economy; and by arranging the main air inlet duct and the auxiliary air inlet duct both connected to the engine installation compartment, the engine installation compartment is subjected to double cooling channel air cooling, wherein the cooling airflow in the auxiliary air inlet duct far away from the main air inlet duct is faster than the cooling airflow located in the transverse middle of the engine due to the unobstructed location, which can drive the cooling airflow located in the transverse middle of the engine to accelerate the flow rate, increase the cooling air flow in the engine installation compartment, especially the air volume and wind speed of the main air inlet duct can be increased, which can improve the heat dissipation efficiency of the engine, and the end of the main air inlet duct is directly opposite to the engine cylinder head where heat is concentrated, which has a better cooling effect on the engine.

[0006] Furthermore, the secondary air inlet is arranged close to the lateral outer edge of the engine mounting compartment. The close means that it can be arranged at any position around the lateral outer edge of the engine mounting compartment, which is suitable for achieving the purpose of sufficiently keeping the main air inlet and the secondary air inlet sufficiently apart. This structural layout enables the cooling wind in the engine mounting compartment to sufficiently cool the engine, reducing the uneven heat dissipation caused by the concentrated cooling position. There is no obstacle at the front end of the secondary air inlet of the secondary air inlet, so that the cooling air entering the secondary air inlet from the secondary air inlet is not affected, thereby meeting the heat dissipation requirements of the engine. The obstacle includes active shielding methods such as locomotive parts close to the engine mounting compartment that block the secondary air inlet or the driver blocking the secondary air inlet while driving. If there is an obstacle blocking the front end of the secondary air inlet, it is suitable that the obstacle does not affect the air intake of the secondary air inlet, and it is not repeated here.

[0007] Furthermore, the auxiliary air inlet duct includes an inner air inlet duct and an outer air inlet duct respectively connected to the engine installation compartment, and the air inlet of the outer air inlet duct is located at a rearward position laterally outside the air inlet of the inner air inlet duct. The inner refers to a position laterally close to the center of the engine, the outer is opposite to the inner in the laterally direction, the rear refers to a direction from the front of the vehicle to the rear of the vehicle in the longitudinal direction, and the front is opposite to the rear in the longitudinal direction. I will not repeat them here. By forming a staggered arrangement of the inner air inlet duct and the outer air inlet duct, the auxiliary air inlet duct can further guide the airflow flowing into the engine installation compartment, increase the cooling air channels flowing to different positions, further increase the air intake of the engine and increase the heat dissipation area, so that the heat dissipation effect is better, thereby meeting the heat dissipation requirements of the engine.

[0008] Furthermore, there are two groups of auxiliary air inlets, which are respectively arranged on both sides of the main air inlet, and the two groups of auxiliary air inlets are laterally symmetrical with the main air inlet as the axis of symmetry. This structural layout makes the heat dissipation of the engine more uniform, further meeting the air cooling needs of the engine.

[0009] Furthermore, the main air inlet duct is connected in parallel with the longitudinal direction in the transverse middle of the engine installation compartment. The main air inlet duct of the straight cylindrical structure can increase the air intake efficiency, and the shorter air cooling channel can make the cooling air temperature at the front and rear ends of the air cooling channel roughly the same, so the cooling effect is better and the air cooling efficiency of the engine is improved. Of course, the main air inlet duct can also be a structure of a preset shape connected to the engine installation compartment, such as a spiral main air inlet duct or a main air inlet duct with multiple bends, which can produce the above-mentioned effect of cooling the engine, and will not be repeated here.

[0010] Furthermore, the main air inlet duct is in the shape of a cone with a size gradually decreasing from front to rear; the cone-shaped structure can increase the flow rate of the cooling air introduced into the engine installation compartment, and improve the cooling efficiency of the engine. The angle formed between the inner wall surface of the cone-shaped main air inlet duct and the longitudinal direction does not exceed 5°, so as to meet the requirements of driving comfort and the requirement of large cooling air volume; the cone-shaped configuration can be a circular cone-shaped structure, a square cone-shaped structure or a cone-shaped structure with a polygonal cross-section, and it is preferable to have a cylindrical configuration that satisfies the gradually decreasing size from front to rear, which will not be elaborated here.

[0011] Furthermore, a main cover plate is fixed to the transverse middle part of the locomotive pedal, and the main cover plate is in the shape of a strip extending longitudinally, and the cross-section of the main cover plate is in the shape of an "n", and the "n"-shaped opening of the main cover plate is closed by the locomotive pedal. The front end of the main cover plate is located at the front end of the locomotive, and the rear end of the main cover plate is connected to the engine installation compartment. The projection of the main cover plate in the height direction is a trapezoid with a larger front end and a smaller rear end, so that the channel defined by the main cover plate and the locomotive pedal forms a main air inlet duct.

[0012] Furthermore, reinforcing ribs are arranged on the main cover plate, and the reinforcing ribs are used to improve the structural strength of the main cover plate, reduce the vibration of the main cover plate caused by the fluid flow rate and flow rate, and improve product quality.

[0013] Further, the engine installation compartment includes a front cover plate shielding the longitudinal front end of the engine, the front cover plate is fixed at a longitudinal rear position of the locomotive pedal, and the transverse end of the front cover plate is bent backward to form a functional section. More specifically, the functional section is located at the corner of the front end of the locomotive rear box;

[0014] The rear part of the functional section bends outward to form a front air duct, and the front end of the front air duct is open so that the cavity defined by the front air duct forms an inner air inlet channel. The front air scoop is directly formed at the functional section, so that the air inlet and air outlet of the inner air inlet duct are close to each other, and the size of the air inlet of the inner air inlet duct is smaller than the size of the air outlet of the inner air inlet duct, the cooling wind dissipated by the front air scoop into the engine installation compartment is more efficient, and the cooling effect on the preset target is better; more specifically, the front air scoop includes an outer panel I, a top panel I and a bottom panel I, the rear end of the outer panel I is fixed on the rear side of the functional section, the outer panel I is inclined obliquely outward from back to front, a top gap formed between the top edge of the outer panel I and the functional section is closed by the top panel I, the top panel I is inclined obliquely downward from inside to outside to close the top gap between the outer panel I and the functional section, the bottom gap formed between the bottom edge of the outer panel I and the functional section is closed by the bottom panel I, the bottom panel I is inclined obliquely upward from inside to outside to close the bottom gap between the outer panel I and the functional section. This shape can further increase the flow rate of the airflow flowing into the engine installation compartment and improve the air-cooling heat dissipation capacity of the external environment.

[0015] Furthermore, a functional hole is provided on the front cover plate, and the functional hole is used for cooling when parked or drawing air to the engine installation compartment when driving, so that the engine can continuously maintain a state of excellent performance and meet the requirements of engine power economy.

[0016] Furthermore, the engine installation compartment further comprises a guard plate connected to the rear side of the functional section; more specifically, the guard plate is connected to the rear side of the functional section in parallel with the longitudinal direction, and the guard plate forms a lateral shielding for the corresponding side engine;

[0017] The guard plate is provided with a rear air guide cover which is protruded outwards, and the front end of the rear air guide cover is open so that the cavity defined by the rear air guide cover forms an external air inlet passage. The rear air guide hood is directly formed on the guard plate, so that the air inlet and air outlet of the outer air inlet duct are close to each other, and the size of the air inlet of the outer air inlet duct is smaller than the size of the air outlet of the outer air inlet duct. The cooling wind introduced into the engine installation compartment by the rear air guide hood has higher dissipation efficiency and better cooling effect on the preset target; more specifically, the rear end of the outer panel II is fixed on the guard plate, and the outer panel II is inclined obliquely outward from back to front, and the top gap formed between the top edge of the outer panel II and the guard plate is closed by the top panel II, and the top panel II is inclined obliquely downward from inside to outside to close the top gap between the outer panel II and the guard plate, and the bottom gap formed between the bottom edge of the outer panel II and the guard plate is closed by the bottom panel II, and the bottom panel II is inclined obliquely upward from inside to outside to close the bottom gap between the outer panel II and the guard plate. This shape can further increase the flow rate of the airflow flowing into the engine installation compartment and improve the air-cooling heat dissipation capacity of the external environment.

[0018] The present invention also discloses a tricycle, on which the engine heat dissipation structure is applied. By arranging the main air inlet and the auxiliary air inlet laterally away from each other, the ventilation volume in the engine installation compartment is increased, the heat dissipation efficiency of the engine is improved, the problem of engine performance damage caused by poor heat dissipation in the engine installation compartment is solved, and the demand for engine power economy is met. This is a cooling system layout method that can improve economy.

[0019] The beneficial effects of the utility model are as follows: an engine heat dissipation structure and a tricycle disclosed by the utility model increase the ventilation volume in the engine installation compartment and improve the heat dissipation efficiency of the engine by arranging the main air inlet duct and the auxiliary air inlet duct far away from each other in the transverse direction, solve the problem of engine performance damage caused by poor heat dissipation of the engine installation compartment, meet the demand for engine power economy, and is a cooling system layout method that can improve economy; and by arranging the main air inlet duct and the auxiliary air inlet duct both connected to the engine installation compartment, the engine installation compartment is subjected to double cooling channel type air cooling, wherein the cooling airflow in the auxiliary air inlet duct far away from the main air inlet duct is faster than the cooling airflow located in the transverse middle part of the engine due to the unobstructed location, which can drive the cooling airflow located in the transverse middle part of the engine to accelerate the flow rate, increase the cooling air flow in the engine installation compartment, especially the air volume and wind speed of the main air inlet duct can be increased, which can improve the heat dissipation efficiency of the engine, and the end of the main air inlet duct is directly opposite to the engine cylinder head where heat is concentrated, which has a better cooling effect on the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The utility model is further described below in conjunction with the accompanying drawings and embodiments:

[0021] Figure 1 It is a schematic diagram of the structure of the utility model;

[0022] Figure 2 This is a schematic diagram of the main structure of the utility model;

[0023] Figure 3 It is a schematic diagram of the top view structure of the utility model;

[0024] Figure 4 It is a side view structural schematic diagram of the utility model;

[0025] Figure 5 For this utility model Figure 2 AA structural diagram;

[0026] Figure 6 For this utility model Figure 2 BB structural diagram;

[0027] Figure 7 It is a side view structural diagram of the tricycle of the utility model;

[0028] Figure 8 It is a schematic diagram of the structure of the tricycle of the utility model from a top view. DETAILED DESCRIPTION

[0029] Figure 1 It is a schematic diagram of the structure of the utility model; Figure 2 This is a schematic diagram of the main structure of the utility model; Figure 3 It is a schematic diagram of the top view structure of the utility model; Figure 4 It is a side view structural schematic diagram of the utility model;

[0030] Figure 5 For this utility model Figure 1 AA structural diagram; Figure 6 For this utility model Figure 1 BB structural diagram; Figure 7 It is a side view structural diagram of the tricycle of the utility model; Figure 8It is a schematic diagram of the top structure of the tricycle of the utility model; as shown in the figure, the transverse direction is the width direction of the tricycle, and the longitudinal direction is the length direction of the tricycle, which will not be repeated here; the engine heat dissipation structure in this embodiment includes a main air inlet duct 1 and an auxiliary air inlet duct, the main air inlet duct 1 is connected to the engine installation compartment 2, and the main air inlet duct 1 has a main air inlet arranged in the driving direction; the auxiliary air inlet duct is connected to the engine installation compartment 2, and the auxiliary air inlet duct has an auxiliary air inlet arranged in the driving direction; the main air inlet duct 1 is arranged near the lateral middle part of the engine installation compartment 2, and the main air inlet duct and the auxiliary air inlet duct are separated in the lateral direction; the bottom and / or back of the engine installation compartment 2 are provided with an engine installation compartment air outlet, so that the cooling wind entering the engine installation compartment 2 can be discharged smoothly, and the meaning of and / or is that the engine installation compartment air outlet can be independently opened at the bottom or back of the engine installation compartment 2, and can also be opened at the bottom and back of the engine installation compartment 2 at the same time, and is arranged according to actual conditions, which will not be repeated here. In this solution, the air outlet of the engine installation compartment is located at the bottom and back of the engine installation compartment 2 at the same time, which increases the heat dissipation path of the engine, and by arranging the main air inlet 1 and the auxiliary air inlet duct far away from each other in the transverse direction, the ventilation volume in the engine installation compartment 2 is increased, the heat dissipation efficiency of the engine is improved, the problem of engine performance damage caused by poor heat dissipation of the engine installation compartment 2 is solved, and the demand for engine power economy is met. It is a cooling system layout method that can improve economy; and by setting the main air inlet 1 and the auxiliary air inlet duct both connected to the engine installation compartment 2, the engine installation compartment 2 is subjected to double cooling channel air cooling, wherein the cooling airflow in the auxiliary air inlet duct far away from the main air inlet duct 1 is faster than the cooling airflow located in the transverse middle of the engine due to the unobstructed location, which can drive the cooling airflow located in the transverse middle of the engine to accelerate the flow rate, increase the cooling air flow in the engine installation compartment 2, especially the air volume and wind speed of the main air inlet duct 1 can be increased, which can improve the heat dissipation efficiency of the engine, and the end of the main air inlet duct 1 is directly opposite to the engine cylinder head where heat is concentrated, which has a better cooling effect on the engine.

[0031] In the present embodiment, the secondary air inlet duct is arranged close to the lateral outer edge of the engine mounting compartment 2. The close means that it can be arranged at any position around the lateral outer edge of the engine mounting compartment 2, which is suitable for achieving the purpose of sufficiently keeping the main air inlet duct 1 and the secondary air inlet duct away from each other. This structural layout enables the cooling wind in the engine mounting compartment 2 to fully cool the engine, reduces the uneven heat dissipation caused by the concentrated cooling position, and there is no obstacle at the front end of the secondary air inlet of the secondary air inlet duct, so that the cooling air entering the secondary air inlet duct from the secondary air inlet is not affected, thereby meeting the heat dissipation requirements of the engine. The obstacle includes active shielding methods such as locomotive parts that block the secondary air inlet close to the engine mounting compartment 2 or the driver's shielding of the secondary air inlet when driving. If there is an obstacle that blocks the front end of the secondary air inlet, it is suitable that the obstacle does not affect the air intake of the secondary air inlet, and it is not repeated here.

[0032] In this embodiment, the auxiliary air inlet duct includes an inner air inlet duct 3 and an outer air inlet duct 4 respectively connected to the engine installation compartment 2, and the air inlet of the outer air inlet duct 4 is located at a position laterally outside and laterally outside the air inlet of the inner air inlet duct. The inner refers to a position laterally close to the center of the engine, the outer is opposite to the inner in the laterally direction, the rear refers to a direction from the front of the vehicle to the rear of the vehicle in the longitudinal direction, and the front is opposite to the rear in the longitudinal direction. It will not be repeated here. By forming a staggered arrangement of the inner air inlet duct 3 and the outer air inlet duct 4, the auxiliary air inlet duct can further guide the airflow flowing into the engine installation compartment 2, increase the cooling air channels flowing to different positions, further increase the air intake of the engine and increase the heat dissipation area, so that the heat dissipation effect is better, thereby meeting the heat dissipation requirements of the engine.

[0033] In the present embodiment, there are two groups of auxiliary air inlets, and the two groups of auxiliary air inlets are respectively arranged on the two lateral sides of the main air inlet 1, and the two groups of auxiliary air inlets are laterally symmetrical with the main air inlet 1 as the axis of symmetry. This structural layout makes the heat dissipation of the engine more uniform, and further meets the air-cooling heat dissipation requirements of the engine. It can be understood that this scheme only describes one group of auxiliary air inlets, which will not be repeated here.

[0034] In this embodiment, the main air inlet duct 1 is connected to the middle of the engine installation compartment 2 in the horizontal direction in parallel with the longitudinal direction. The main air inlet duct 1 of the straight cylindrical structure can increase the air intake efficiency, and the shorter air cooling channel can make the cooling air temperature at the front and rear ends of the air cooling channel roughly the same, so the cooling effect is better and the air cooling efficiency of the engine is improved. Of course, the main air inlet duct 1 can also be a structure of a preset shape connected to the engine installation compartment 2, such as a spiral main air inlet duct 1 or a main air inlet duct 1 with multiple bends, which can produce the above-mentioned effect of cooling the engine, and will not be repeated here.

[0035] In this embodiment, the main air inlet duct 1 is in the shape of a cone with a size gradually decreasing from front to rear; the cone-shaped structure can increase the flow rate of the cooling air introduced into the engine installation compartment 2, and the cooling efficiency of the engine is improved. The angle between the inner wall surface of the cone-shaped main air inlet duct 1 and the longitudinal direction does not exceed 5°, so as to meet the requirements of driving comfort and the requirements of large cooling air volume; the cone-shaped configuration can be a circular cone-shaped structure, a square cone-shaped structure or a cone-shaped structure with a polygonal cross-section. It is preferable to have a cylindrical configuration that satisfies the gradually decreasing size from front to rear, which will not be repeated here.

[0036] In this embodiment, a main cover plate 6 is fixed to the transverse middle part of the locomotive pedal 5. The main cover is in the shape of a strip extending longitudinally. The cross-section of the main cover plate 6 is in the shape of an "n". The "n"-shaped opening of the main cover plate 6 is closed by the locomotive pedal 5. The front end of the main cover plate 6 is located at the front end of the locomotive, and the rear end of the main cover plate 6 is connected to the engine installation compartment 2. The projection of the main cover plate 6 in the height direction is a trapezoid with a larger front end and a smaller rear end, so that the channel defined by the main cover plate 6 and the locomotive pedal 5 forms a main air inlet duct 1.

[0037] In this embodiment, reinforcing ribs 7 are arranged on the main cover plate 6, and the reinforcing ribs 7 are used to improve the structural strength of the main cover plate 6, reduce the vibration of the main cover plate 6 caused by the fluid flow rate and flow rate, and improve the product quality.

[0038] In this embodiment, the engine installation compartment 2 includes a front cover plate 8 that shields the longitudinal front end of the engine. The front cover plate 8 is fixed at a longitudinal rear position of the locomotive pedal 5. The transverse end of the front cover plate 8 is bent backward to form a functional section. More specifically, the functional section is located at the corner of the front end of the locomotive rear box.

[0039] The rear portion of the functional section bends outwardly to form a front air duct 9 , and the front end of the front air duct 9 is open so that the cavity defined by the front air duct 9 forms an inner air inlet duct 3 . The front air scoop 9 is directly formed at the functional section, so that the air inlet and air outlet of the inner air inlet duct 3 are close to each other, and the size of the air inlet of the inner air inlet duct is smaller than the size of the air outlet of the inner air inlet duct, the cooling wind dissipated by the front air scoop 9 into the engine installation compartment 2 is more efficient, and the cooling effect on the preset target is better; more specifically, the front air scoop 9 includes an outer panel I, a top panel I and a bottom panel I, the rear end of the outer panel I is fixed on the rear side of the functional section, the outer panel I is inclined obliquely outward from back to front, the top gap formed between the top edge of the outer panel I and the functional section is closed by the top panel I, the top panel I is inclined obliquely downward from inside to outside to close the top gap between the outer panel I and the functional section, the bottom gap formed between the bottom edge of the outer panel I and the functional section is closed by the bottom panel I, the bottom panel I is inclined obliquely upward from inside to outside to close the bottom gap between the outer panel I and the functional section, this shape can further increase the flow rate of the airflow flowing into the engine installation compartment 2, and improve the air cooling and heat dissipation capacity of the external environment.

[0040] In this embodiment, a functional hole 10 is opened on the front cover plate 8, and the functional hole 10 is used for cooling when parked or drawing air to the engine installation compartment 2 when driving, so that the engine can continuously maintain a state of excellent performance and meet the requirements of engine power economy.

[0041] In this embodiment, the engine installation compartment 2 further includes a guard plate 11 connected to the rear side of the functional section; more specifically, the guard plate 11 is connected to the rear side of the functional section in parallel with the longitudinal direction, and the guard plate 11 forms a lateral shielding for the corresponding side engine;

[0042] The guard plate 11 has a rear air shroud 12 formed to protrude outward, and the front end of the rear air shroud 12 is open so that the cavity defined by the rear air shroud 12 forms an external air inlet duct 4. The rear air shroud 12 is directly formed on the guard plate 11, so that the air inlet and the air outlet of the external air inlet duct 4 are close to each other, and the size of the air inlet of the external air inlet duct 4 is smaller than the size of the air outlet of the external air inlet duct 4, and the cooling wind introduced into the engine installation compartment 2 by the rear air shroud 12 has a higher dissipation efficiency, and a better cooling effect on the preset target; more specifically, the rear air shroud 12 includes an outer panel II, a top panel II and a bottom panel II, the rear end of the outer panel II is fixed on the guard plate 11, and the outer panel II is inclined obliquely outward from the back to the front. The top gap formed between the top edge of the outer panel II and the guard plate 11 is closed by the top panel II, and the top panel II is inclined downward from the inside to the outside to close the top gap between the outer panel II and the guard plate 11. The bottom gap formed between the bottom edge of the outer panel II and the guard plate 11 is closed by the bottom panel II, and the bottom panel II is inclined upward from the inside to the outside to close the bottom gap between the outer panel II and the guard plate 11. This shape can further increase the flow rate of the airflow flowing into the engine installation compartment 2 and improve the air-cooling heat dissipation capacity of the external environment.

[0043] The present invention also discloses a tricycle, on which the engine heat dissipation structure is applied. By arranging the main air inlet duct 1 and the auxiliary air inlet duct laterally away from each other, the ventilation volume in the engine installation compartment 2 is increased, the heat dissipation efficiency of the engine is improved, the problem of engine performance damage caused by poor heat dissipation of the engine installation compartment 2 is solved, and the demand for engine power economy is met. This is a cooling system layout method that can improve economy.

[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. An engine heat dissipation structure, characterized in that: It includes a main air inlet duct and an auxiliary air inlet duct, the main air inlet duct is connected to the engine installation compartment, and the main air inlet duct has a main air inlet arranged to face the driving direction; the auxiliary air inlet duct is connected to the engine installation compartment, and the auxiliary air inlet duct has an auxiliary air inlet arranged to face the driving direction; the main air inlet duct is arranged near the lateral middle part of the engine installation compartment, and the main air inlet duct and the auxiliary air inlet duct are laterally far apart.

2. The engine heat dissipation structure according to claim 1, characterized in that: The secondary air inlet duct is arranged close to the transverse outer edge of the engine installation compartment.

3. The engine heat dissipation structure according to claim 2, characterized in that: The secondary air inlet duct comprises an inner air inlet duct and an outer air inlet duct respectively connected to the engine installation compartment, and the air inlet of the outer air inlet duct is located at a rear position laterally outside the air inlet of the inner air inlet duct.

4. The engine heat dissipation structure according to claim 2, characterized in that: There are two groups of auxiliary air inlet ducts, and the two groups of auxiliary air inlet ducts are respectively and correspondingly arranged on two lateral sides of the main air inlet duct.

5. The engine heat dissipation structure according to claim 1, characterized in that: The main air inlet duct is parallel to the longitudinal direction and is connected in the transverse middle of the engine installation compartment.

6. The engine heat dissipation structure according to claim 5, characterized in that: The main air inlet duct is in a cone shape with a size gradually decreasing from front to back.

7. The engine heat dissipation structure according to claim 3, characterized in that: The engine installation compartment includes a front cover plate that shields the longitudinal front end of the engine, and the transverse end of the front cover plate is bent backward to form a functional section; The rear portion of the functional section bends outwardly to form a front air duct, and the front end of the front air duct is open so that the cavity defined by the front air duct forms the inner air inlet duct.

8. The engine heat dissipation structure according to claim 7, characterized in that: The engine installation compartment also includes a guard plate connected to the rear side of the functional section, the guard plate has a rear air duct protruding outward, the front end of the rear air duct is open so that the cavity defined by the rear air duct forms the external air inlet duct.

9. The engine heat dissipation structure according to claim 8, characterized in that: The front air guide cover comprises an outer plate I, a top plate I and a bottom plate I, the rear end of the outer plate I is fixed on the rear side of the functional section, the outer plate I is inclined obliquely outward from the back to the front, the top gap formed between the top edge of the outer plate I and the functional section is closed by the top plate I, and the bottom gap formed between the bottom edge of the outer plate I and the functional section is closed by the bottom plate I; The rear air guide cover includes an outer panel II, a top panel II and a bottom panel II. The rear end of the outer panel II is fixed on the guard plate. The outer panel II is inclined obliquely outward from the back to the front. The top gap formed between the top edge of the outer panel II and the guard plate is closed by the top panel II. The bottom gap formed between the bottom edge of the outer panel II and the guard plate is closed by the bottom panel II.

10. A tricycle, characterized in that: The tricycle is applied with the engine heat dissipation structure as described in any one of claims 1 to 9.

Images