Engine and vehicle

Abstract

The utility model belongs to the technical field of vehicles, and discloses an engine and a vehicle, the engine comprises an air cylinder body, an air cylinder sleeve and an air cylinder cover, the air cylinder body is provided with a main water cavity, the air cylinder sleeve is arranged in the air cylinder body, a cylinder sleeve water jacket between the air cylinder sleeve and the air cylinder body is communicated with the main water cavity, and the air cylinder cover is arranged on the air cylinder body. The cylinder cover is provided with a first water jacket, a second water jacket, a main upper water channel and an auxiliary upper water channel, the first water jacket is communicated with the second water jacket, the two ends of the main upper water channel are communicated with the cylinder sleeve water jacket and the first water jacket respectively, and the two ends of the auxiliary upper water channel are communicated with the main water cavity and the first water jacket respectively; the auxiliary water flow directly enters the first water jacket from the main water cavity of the cylinder body through the auxiliary water feeding channel of the cylinder cover, the main water flow and the auxiliary water flow converge in the first water jacket and then jointly flow into the second water jacket, the cooling liquid cools the nose bridge area, thermal fatigue cracking of the cylinder cover is prevented, and meanwhile the cylinder sleeve can be cooled only with low water flow.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to engines and vehicles. Background Technology

[0002] Because engines generate a lot of heat during operation, if not handled promptly, it will not only affect engine performance but also fuel efficiency, resulting in low fuel efficiency and increased emissions. Therefore, to ensure engine performance, when the engine operating temperature rises, the cooling system cools the engine to restore it to optimal operating performance, ensuring fuel efficiency and reducing emissions.

[0003] In the traditional layout of engine cooling systems, the systems are arranged in series, with the coolant flowing sequentially through the cylinder block, cylinder head, engine cooler, and other accessories. However, different components have different cooling requirements, and the traditional cooling solution does not allocate cooling reasonably according to the heat dissipation needs of different parts. To meet the minimum cooling requirements of each part, the engine needs to use a high-flow water pump, and all coolant passes through the cylinder liner water jacket, resulting in high system resistance and high water pump power consumption.

[0004] Therefore, there is an urgent need for an engine and vehicle to solve the above problems. Utility Model Content

[0005] The purpose of this invention is to provide an engine that, while ensuring overall engine reliability, guarantees cooling of the cylinder head nose area, preventing cylinder head thermal fatigue cracking. Simultaneously, it requires only a low water flow rate to cool the cylinder liners.

[0006] To address the aforementioned problems in the existing technology, this utility model adopts the following technical solution:

[0007] Engine, including:

[0008] Cylinder block, wherein the cylinder block is provided with a main water chamber;

[0009] A cylinder liner is disposed in the cylinder body, and a cylinder liner water jacket is provided between the cylinder liner and the cylinder body, and the cylinder liner water jacket is connected to the main water chamber;

[0010] A cylinder head is disposed on the cylinder block. The cylinder head is provided with a first water jacket, a second water jacket, a main upper water passage, and a secondary upper water passage. The first water jacket and the second water jacket are connected. The two ends of the main upper water passage are respectively connected to the cylinder sleeve water jacket and the first water jacket. The two ends of the secondary upper water passage are respectively connected to the main water chamber and the first water jacket.

[0011] Preferably, the secondary water passage is located on the side of the cylinder head.

[0012] Preferably, the first water jacket is disposed above the second water jacket.

[0013] Preferably, the cylinder head is further provided with a bypass water passage, which is located between two cylinders and is connected to the secondary upper water passage.

[0014] Preferably, there are two bypass water passages, which are located between the second and third cylinders and between the fourth and fifth cylinders, respectively.

[0015] Preferably, the intercepting area of ​​the bypass water passage is S1, the cross-sectional area of ​​the upper water inlet of the cylinder head is S2, and the relationship between the intercepting area of ​​the bypass water passage and the cross-sectional area of ​​the upper water inlet of the cylinder head is 0.5S2<S1<S2.

[0016] Preferably, the distance between the center of the bypass water passage and the outer contour line of the cylinder is L1, the cylinder head is provided with a first bolt hole and a second bolt hole, the first bolt hole and the second bolt hole are respectively located on both sides of the bypass water passage, the distance between the center of the first bolt hole and the outer contour line of the cylinder is L2, the distance between the center of the second bolt hole and the outer contour line of the cylinder is L3, and the size relationship between L1, L2 and L3 is L1>L2 and L1>L3.

[0017] Preferably, the distance between the center of the bypass water passage and the center of the first bolt hole is L4, where L4 > 8mm, and the distance between the center of the bypass water passage and the center of the second bolt hole is L5, where L5 > 8mm.

[0018] Preferably, the main water supply channel and the secondary water supply channel are arranged in a full-flow structure.

[0019] To achieve the above objectives, this utility model also provides a vehicle, including the aforementioned engine.

[0020] The beneficial effects of this utility model are as follows:

[0021] The engine provided by this utility model has a main water chamber in the cylinder block, a cylinder liner disposed within the cylinder block, and a cylinder liner water jacket connected to the main water chamber. The cylinder head is disposed on the cylinder block and has a first water jacket, a second water jacket, a main upper water passage, and a secondary upper water passage. Coolant enters the main water chamber under the action of a water pump. The cylinder liner and the inner wall of the cylinder block form a cylinder liner water jacket connected to the main water chamber. The coolant in the main water chamber is divided into two streams: a main stream and a secondary stream. The main stream flows into the cylinder liner water jacket to cool the cylinder liner, and then enters the first water jacket through the main upper water passage of the cylinder head. The secondary stream flows directly from the main water chamber of the cylinder block through the secondary upper water passage of the cylinder head into the first water jacket. Since the nose area of ​​the cylinder head bottom plate is the part of the engine with the highest cooling demand, the main stream and the secondary stream merge in the first water jacket and flow together into the second water jacket, where the coolant cools the nose area. Minor modifications are required to the original cylinder head, without affecting its reliability. Under varying engine loads, while maintaining overall engine reliability, the cooling of the cylinder head nose area is ensured, preventing thermal fatigue cracking. Simultaneously, only a lower water flow rate is needed to cool the cylinder liners, reducing flow resistance and facilitating rapid temperature rise, thus achieving high engine efficiency and fuel economy.

[0022] The vehicle provided by this utility model has coolant entering the main water chamber under the action of a water pump. The cylinder head is equipped with a first water jacket, a second water jacket, and a main upper water passage and a secondary upper water passage connected to the first water jacket. The main water flow flows into the cylinder liner water jacket and cools the cylinder liner. Then, it enters the first water jacket through the main upper water passage of the cylinder head, while the secondary water flow directly enters the first water jacket from the main water chamber of the cylinder block through the secondary upper water passage of the cylinder head. The main and secondary water flows merge in the first water jacket and flow into the second water jacket together, cooling the nose area of ​​the cylinder head. Under different engine loads, while ensuring the reliability of the entire engine, the cooling of the nose area of ​​the cylinder head can be guaranteed, preventing thermal fatigue cracking of the cylinder head. At the same time, only a lower water flow rate is needed to cool the cylinder liner, reducing the flow resistance of the cylinder liner water jacket and achieving high efficiency and energy saving of the entire vehicle engine, thereby improving the vehicle's energy-saving effect. Attached Figure Description

[0023] Figure 1 A cross-sectional view of the engine provided in an embodiment of this utility model;

[0024] Figure 2 This is a schematic diagram of the cylinder head structure provided in an embodiment of the present utility model;

[0025] Figure 3 A partially enlarged schematic diagram of the cylinder head provided for an embodiment of this utility model;

[0026] Figure 4 A cooling route diagram for an engine provided in an embodiment of this utility model.

[0027] Figure label:

[0028] 1. Cylinder block; 11. Main water chamber;

[0029] 2. Cylinder liner; 21. Cylinder liner water jacket;

[0030] 3. Cylinder head; 31. First water jacket; 32. Second water jacket; 33. Main upper water passage; 34. Secondary upper water passage; 35. Bypass water passage; 36. First bolt hole; 37. Second bolt hole. Detailed Implementation

[0031] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0032] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0033] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0034] In the description of this embodiment, the terms "upper," "lower," "left," and "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0035] like Figures 1-4As shown, in this embodiment, the engine includes a cylinder block 1, a cylinder liner 2, and a cylinder head 3. The cylinder block 1 has a main water chamber 11. The cylinder liner 2 is disposed within the cylinder block 1, and a cylinder liner water jacket 21 is provided between the cylinder liner 2 and the cylinder block 1, connecting to the main water chamber 11. The cylinder head 3 is disposed on the cylinder block 1 and has a first water jacket 31, a second water jacket 32, a main upper water passage 33, and a secondary upper water passage 34. The first water jacket 31 and the second water jacket 32 ​​are connected. The two ends of the main upper water passage 33 are connected to the cylinder liner water jacket 21 and the first water jacket 31, respectively. The two ends of the secondary upper water passage 34 are connected to the main water chamber 11 and the first water jacket 31, respectively.

[0036] The main water chamber 11 of the cylinder block 1 is connected to the water pump, and the coolant enters the main water chamber 11 under the action of the water pump. The cylinder liner 2 and the inner wall of the cylinder block 1 form a cylinder liner water jacket 21 that is connected to the main water chamber 11. The cylinder head 3 is provided with a first water jacket 31, a second water jacket 32, and a main upper water passage 33 and a secondary upper water passage 34 that are connected to the first water jacket 31. The first water jacket 31 is located above the second water jacket 32, and the secondary upper water passage 34 is located on the side of the cylinder head 3. The coolant in the main water chamber 11 is divided into two water flows: a main flow and a secondary flow. The main coolant flow enters the cylinder liner water jacket 21 to cool the cylinder liner 2. Then, it enters the first water jacket 31 through the main upper water passage 33 of the cylinder head 3. The secondary coolant flow directly enters the first water jacket 31 from the main water chamber 11 of the cylinder block through the secondary upper water passage 34 of the cylinder head 3. Since the nose area of ​​the cylinder head 3's bottom plate has the highest cooling demand in the entire engine, the main and secondary coolant flows converge in the first water jacket 31 and flow together into the second water jacket 32, where the coolant cools the nose area. Finally, the coolant is cooled by the engine cooler and radiator and flows back to the water pump to continue participating in the cooling cycle. Only minor modifications are needed to the original cylinder head 3, without affecting its reliability. Under different engine loads, while ensuring overall engine reliability, the cooling of the cylinder head 3's nose area can be guaranteed, preventing thermal fatigue cracking of the cylinder head 3. Meanwhile, only a lower water flow rate is needed to cool the cylinder liner 2, reducing the flow resistance of the cylinder liner water jacket 21, which facilitates rapid water temperature rise and achieves high engine efficiency and energy saving. Optionally, thermostats or pressure valves can be installed at the inlets of the main upper water passage 33 and the auxiliary upper water passage 34 to make the flow control of each water circuit more precise.

[0037] Furthermore, referring to Figures 2-3The cylinder head 3 is also provided with a bypass water passage 35, which is located between two cylinders and connected to the secondary upper water passage 34. There are two bypass water passages 35, located between the second and third cylinders and between the fourth and fifth cylinders, respectively, to ensure a relatively uniform water flow through each cylinder. The cross-sectional area of ​​the bypass water passage 35 is S1, and the cross-sectional area of ​​the upper water inlet of the cylinder head 3 is S2. The relationship between the cross-sectional area of ​​the bypass water passage 35 and the cross-sectional area of ​​the upper water inlet of the cylinder head 3 is 0.5S2 < S1 < S2, and the maximum water flow of the bypass water passage 35 is approximately one-third of the total water flow through the cylinder head 3, to ensure precise cooling of the cylinder liner 2.

[0038] Furthermore, referring to Figures 2-3 The distance between the center of the bypass water passage 35 and the outer contour line of the cylinder is L1. The cylinder head 3 is provided with a first bolt hole 36 and a second bolt hole 37, which are located on both sides of the bypass water passage 35. The distance between the center of the first bolt hole 36 and the outer contour line of the cylinder is L2, and the distance between the center of the second bolt hole 37 and the outer contour line of the cylinder is L3. The relationship between L1, L2, and L3 is L1 > L2 and L1 > L3, ensuring reliable sealing of the high-pressure combustion gas inside the cylinder. The distance between the center of the bypass water passage 35 and the center of the first bolt hole 36 is L4, where L4 > 8mm, and the distance between the center of the bypass water passage 35 and the center of the second bolt hole 37 is L5, where L5 > 8mm. This ensures uniform distribution of bolt axial force in the cylinder head and uniform deformation of the cylinder head during combustion, preventing stress concentration that could lead to cylinder head cracking.

[0039] Furthermore, referring to Figure 1 The main upper water channel 33 and the auxiliary upper water channel 34 are arranged in a full-flow structure. The main water flow and the auxiliary water flow must converge and flow into the second water jacket 32 ​​of the cylinder head 3, focusing on cooling the nose area of ​​the cylinder head 3 where the heat load is the highest, while the cylinder liner 2, which has lower cooling requirements, can be cooled by a portion of the water flow, achieving low flow resistance and saving water pump consumption, thus achieving energy saving. Preferably, the variable solvent of the cylinder liner water jacket 21 is conducive to rapid water temperature rise under low load, thereby achieving rapid warm-up.

[0040] This embodiment also provides a vehicle including the engine described above. Coolant enters the main water chamber 11 under the action of a water pump. The cylinder liner 2 and the inner wall of the cylinder block 1 form a cylinder liner water jacket 21 connected to the main water chamber 11. The cylinder head 3 is provided with a first water jacket 31, a second water jacket 32, and a main upper water passage 33 and a secondary upper water passage 34 connected to the first water jacket 31. The coolant in the main water chamber 11 is divided into two main and secondary water flows. The main water flow flows into the cylinder liner water jacket 21 to cool the cylinder liner 2. Then, it enters the first water jacket 31 through the main upper water passage 33 of the cylinder head 3. The secondary water flow directly enters the first water jacket 31 from the main water chamber 11 of the cylinder block through the secondary upper water passage 34 of the cylinder head 3. Since the nose area of ​​the cylinder head 3 bottom plate is the part with the greatest cooling demand in the entire engine, the main and secondary water flows merge in the first water jacket 31 and flow together into the second water jacket 32, where the coolant cools the nose area. Only minor modifications are needed to the original cylinder head 3, without affecting its reliability. Under different engine loads, while ensuring overall engine reliability, cooling of the cylinder head 3 nose area can be guaranteed, preventing thermal fatigue cracking. Simultaneously, only a lower water flow rate is needed to cool the cylinder liner 2, reducing the flow resistance of the cylinder liner water jacket 21, achieving high efficiency and energy saving for the entire vehicle engine, thereby improving the vehicle's fuel economy.

[0041] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make various obvious changes, readjustments, and substitutions without departing from the protection scope of this utility model. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. An engine, characterized in that, include: Cylinder body (1), wherein the cylinder body (1) is provided with a main water chamber (11); Cylinder liner (2), the cylinder liner (2) is disposed inside the cylinder body (1), and there is a cylinder liner water jacket (21) between the cylinder liner (2) and the cylinder body (1), the cylinder liner water jacket (21) is connected to the main water chamber (11); Cylinder head (3), the cylinder head (3) is disposed on the cylinder block (1), the cylinder head (3) is provided with a first water jacket (31), a second water jacket (32), a main upper water passage (33) and an auxiliary upper water passage (34), the first water jacket (31) and the second water jacket (32) are connected, the two ends of the main upper water passage (33) are respectively connected to the cylinder sleeve water jacket (21) and the first water jacket (31), and the two ends of the auxiliary upper water passage (34) are respectively connected to the main water chamber (11) and the first water jacket (31).

2. The engine according to claim 1, characterized in that, The secondary water passage (34) is located on the side of the cylinder head (3).

3. The engine according to claim 1, characterized in that, The first water jacket (31) is positioned above the second water jacket (32).

4. The engine according to claim 1, characterized in that, The cylinder head (3) is also provided with a bypass water passage (35), which is located between two cylinders and is connected to the secondary upper water passage (34).

5. The engine according to claim 4, characterized in that, There are two bypass water passages (35), which are located between the second and third cylinders and between the fourth and fifth cylinders, respectively.

6. The engine according to claim 4, characterized in that, The intercepting area of ​​the bypass water passage (35) is S1, and the cross-sectional area of ​​the upper water inlet of the cylinder head (3) is S2. The relationship between the intercepting area of ​​the bypass water passage (35) and the cross-sectional area of ​​the upper water inlet of the cylinder head (3) is 0.5S2<S1<S2.

7. The engine according to claim 4, characterized in that, The distance between the center of the bypass water passage (35) and the outer contour line of the cylinder is L1. The cylinder head (3) is provided with a first bolt hole (36) and a second bolt hole (37). The first bolt hole (36) and the second bolt hole (37) are located on both sides of the bypass water passage (35). The distance between the center of the first bolt hole (36) and the outer contour line of the cylinder is L2. The distance between the center of the second bolt hole (37) and the outer contour line of the cylinder is L3. The size relationship between L1, L2 and L3 is L1 > L2 and L1 > L3.

8. The engine according to claim 7, characterized in that, The distance between the center of the bypass water passage (35) and the center of the first bolt hole (36) is L4, where L4 > 8 mm, and the distance between the center of the bypass water passage (35) and the center of the second bolt hole (37) is L5, where L5 > 8 mm.

9. The engine according to claim 1, characterized in that, The main waterway (33) and the secondary waterway (34) are arranged in a full-flow structure.

10. A vehicle, characterized in that, Includes the engine as described in any one of claims 1-9.

Images