Engine assembly and vehicle

Abstract

The utility model relates to the field of vehicle exhaust devices, and discloses an engine assembly and a vehicle, the engine assembly comprises an engine, an exhaust pipe, a silencing part, an impeller and a heat dissipation wind wheel, an exhaust port is formed in the engine, one end of the exhaust pipe communicates with the exhaust port, a silencing cavity is formed in the silencing part, and the impeller is arranged in the silencing cavity; the silencing cavity is communicated with the other end of the exhaust pipe, an air outlet is formed in the silencing part, the impeller is arranged in the exhaust pipe and rotates under driving of airflow in the exhaust pipe, the heat dissipation wind wheel is rotatably arranged on the outer side of the silencing part, the heat dissipation wind wheel is in linkage with the impeller and rotates under driving of the impeller, and the silencing performance of the engine assembly can be improved.

Description

Engine components and vehicles Technical Field

[0001] This application relates to the field of vehicle exhaust systems, and more particularly to an engine assembly and a vehicle. Background Technology

[0002] In related technologies, the high exhaust temperature inside the exhaust muffler of an automobile exhaust system causes the silencing frequency to shift to higher frequencies, resulting in poorer silencing of low-frequency noise. Furthermore, the high temperature increases the flow rate of gas in the exhaust pipe, leading to enhanced high-frequency noise, which in turn affects the overall NVH performance of the vehicle and the user's driving experience. Therefore, how to improve the silencing performance of engine components has become the technical problem to be solved in this application. Summary of the Invention

[0003] This application aims to at least solve one of the technical problems existing in the prior art. To this end, one object of this application is to provide an engine assembly that can improve the noise reduction performance of the engine assembly.

[0004] This application also proposes a vehicle with an engine assembly.

[0005] An engine assembly according to an embodiment of this application includes: an engine having an exhaust port; an exhaust pipe having one end connected to the exhaust port; a muffler having a muffler cavity formed therein, the muffler cavity being connected to the other end of the exhaust pipe, and an air outlet formed on the muffler; an impeller disposed inside the exhaust pipe and rotating under the drive of airflow inside the exhaust pipe; and a cooling fan rotatably disposed outside the muffler, the cooling fan being linked to the impeller and rotating under the drive of the impeller.

[0006] According to the engine assembly of this application embodiment, the impeller in the exhaust pipe rotates under the drive of airflow. The impeller is linked with the cooling fan, which drives the cooling fan on the outside of the muffler to rotate synchronously. When the cooling fan rotates, it accelerates the airflow on the outside of the muffler. The increase in airflow speed accelerates the heat transfer efficiency between the air and the outside of the muffler. The air can more effectively remove the heat from the surface of the muffler to control the temperature of the muffler and avoid the muffler from overheating, which would reduce the muffler performance and thus improve the noise reduction of the engine assembly.

[0007] According to some embodiments of the engine assembly of this application, the exhaust pipe forms a volute, the volute having an impeller cavity adapted to accommodate the impeller, the impeller cavity being adapted to communicate with the exhaust port.

[0008] According to some embodiments of the engine assembly of this application, the rotation axis center of the impeller coincides with the rotation axis center of the volute, the impeller cavity is arranged around the rotation center, and the blades of the impeller are arranged in the impeller cavity and spaced circumferentially along the rotation center.

[0009] The engine assembly according to some embodiments of this application further includes: a first drive wheel, which is linked to the impeller; the cooling fan includes: a second drive wheel, which cooperates with the first drive wheel; the second drive wheel is linked to the cooling fan, and the cooling fan rotates with the second drive wheel.

[0010] According to some embodiments of the engine assembly of this application, the outer periphery of the first drive wheel forms a first drive tooth; the outer periphery of the second drive wheel is provided with a second drive tooth for meshing with the first drive tooth.

[0011] According to some embodiments of the engine assembly of this application, the first drive wheel includes: a first spoke, wherein the first spokes are configured as a plurality and are spaced apart circumferentially at the rotation center of the first drive wheel; a first rim, wherein the first rim is annularly configured and connected to the outer ends of the plurality of first spokes respectively, and the first drive tooth is formed on the first rim; the second drive wheel includes: a second spoke, wherein the second spokes are configured as a plurality and are spaced apart circumferentially at the rotation center of the second drive wheel; a second rim, wherein the second rim is annularly configured and connected to the outer ends of the plurality of second spokes respectively, and the second drive tooth is formed on the second rim.

[0012] An engine assembly according to some embodiments of this application further includes: a first drive shaft, one end of which is connected to the inner ends of a plurality of first spokes, and the other end of which is connected to the impeller; and a second drive shaft, one end of which is connected to the inner ends of a plurality of second spokes, and the other end of which is connected to the cooling fan.

[0013] According to some embodiments of the engine assembly of this application, a plurality of muffler pipes and / or muffler walls are provided at intervals in the muffler cavity, and a plurality of muffler holes are provided on the wall surface of the muffler pipes and / or the muffler walls to connect the internal cavities separated by the muffler pipes and / or the muffler walls to each other.

[0014] According to some embodiments of the present application, an engine assembly is provided in the exhaust pipe, which is adapted to purify pollutants passing through the exhaust pipe.

[0015] The vehicle according to an embodiment of this application is briefly described below.

[0016] The vehicle according to the embodiments of this application includes the engine assembly of any of the above embodiments. Since the vehicle according to this embodiment is equipped with the engine assembly of any of the above embodiments, the muffler of the vehicle engine assembly according to this application reduces its temperature through a cooling fan to prevent the muffler from overheating, ensuring stable operation of the muffler structure and effectively attenuating exhaust noise. After the noise is treated by the muffler, the sound transmitted into the vehicle is reduced, reducing noise interference in the cockpit, improving passenger comfort, reducing driver fatigue, and enhancing the driving experience.

[0017] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 is a schematic diagram of the axle side structure of an engine assembly according to an embodiment of this application;

[0020] Figure 2 is a schematic diagram of the internal structure of the volute of an engine assembly according to an embodiment of this application;

[0021] Figure 3 is a schematic diagram of the internal structure of the muffler of the engine assembly according to an embodiment of this application.

[0022] Figure label:

[0023] 100. Engine components;

[0024] 1. Engine; 11. Exhaust port;

[0025] 2. Exhaust pipe; 21. Volute casing; 211. Impeller cavity;

[0026] 3. Silencing section; 31. Silencing chamber; 32. Air outlet; 33. Silencing pipe; 34. Silencing wall; 35. Silencing hole;

[0027] 4. Impeller; 41. Blade;

[0028] 5. Cooling fan wheel; 51. Second drive wheel; 511. Second spoke; 512. Second rim;

[0029] 6. First drive wheel; 61. First spoke; 62. First rim;

[0030] 7. First drive shaft;

[0031] 8. Second drive shaft;

[0032] 9. Purification unit; 91. First processing unit; 92. Second processing unit. Detailed Implementation

[0033] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0034] The engine assembly 100 according to an embodiment of this application is described below with reference to Figures 1-3.

[0035] According to an embodiment of this application, the engine assembly 100 includes an engine 1, an exhaust pipe 2, a muffler 3, an impeller 4, and a cooling fan 5. The engine 1 is provided with an exhaust port 11, one end of the exhaust pipe 2 is connected to the exhaust port 11, a muffler cavity 31 is formed in the muffler 3, the muffler cavity 31 is connected to the other end of the exhaust pipe 2, an air outlet 32 ​​is formed on the muffler 3, the impeller 4 is disposed in the exhaust pipe 2 and rotates under the drive of the airflow in the exhaust pipe 2, and the cooling fan 5 is rotatably disposed on the outside of the muffler 3. The cooling fan 5 is linked with the impeller 4 and rotates under the drive of the impeller 4.

[0036] In related technologies, when the engine is running, the high-temperature airflow discharged from the exhaust port enters the muffler chamber through the exhaust pipe. Because the muffler comes into contact with the high-temperature airflow, the internal muffler structure may experience performance degradation due to the high temperature, resulting in a decrease in the ability to absorb sound waves, which in turn affects the muffler effect. High temperature will cause the muffler frequency to shift to higher frequencies, which will make the muffler effect on low-frequency noise worse. In addition, due to the high temperature, the gas flow rate in the exhaust pipe will increase, which will enhance high-frequency noise, thus affecting the NVH performance of the vehicle and the user's driving experience.

[0037] Understandably, since the impeller 4 is located inside the exhaust pipe 2, it rotates under the drive of high-temperature airflow. Through linkage with the cooling fan 5, the impeller 4 rotates synchronously with the cooling fan 5 located outside the muffler 3. When the cooling fan 5 rotates, it accelerates the airflow outside the muffler 3. The increased airflow speed accelerates the heat transfer efficiency between the air and the outside of the muffler 3, allowing the air to more effectively remove heat from the surface of the muffler 3, thus controlling its temperature. When the temperature of the muffler 3 is controlled, the physical properties of the internal muffler structure remain stable, maintaining its working state and preventing deformation or performance degradation of the muffler material due to high temperatures. Therefore, the muffler 3's ability to absorb and attenuate exhaust noise is maintained, ultimately improving the noise reduction performance of the engine component 100. The physical properties of the internal muffler structure of the muffler 3 can refer to the material elasticity, porosity, etc., of the internal structure.

[0038] During the exhaust process of engine 1, the airflow discharged from engine 1 carries kinetic energy. Impeller 4 is installed inside exhaust pipe 2. The power for the rotation of impeller 4 comes from the drive of exhaust airflow, without the need for an additional power source. Impeller 4 transfers its own rotational kinetic energy to cooling fan 5 through a linkage structure, causing cooling fan 5 to rotate and achieve heat dissipation of muffler 3. In this process, the kinetic energy of exhaust airflow is converted into mechanical energy of impeller 4 and cooling fan 5 for heat dissipation, thus recovering and utilizing the energy that was originally wasted and improving the energy utilization rate of engine component 100.

[0039] According to some embodiments of the present application, in the engine assembly 100, the exhaust pipe 2 forms a volute 21, and the volute 21 has an impeller cavity 211 adapted to accommodate the impeller 4, the impeller cavity 211 being adapted to communicate with the exhaust port 11.

[0040] It is understandable that the volute 21 is spiral-shaped. When the airflow from the exhaust port 11 of the engine 1 enters the volute 21, the spiral inner wall guides the airflow to rotate. The impeller 4 is located in the impeller cavity 211 inside the volute 21. The airflow discharged from the exhaust port 11 is guided by the spiral inner wall, which drives the impeller 4 to rotate. The spiral guidance of the volute 21 avoids airflow turbulence and energy dissipation, and converts more airflow kinetic energy into the rotational kinetic energy of the impeller 4.

[0041] According to some embodiments of the present application, in the engine assembly 100, the rotation axis center of the impeller 4 coincides with the rotation axis center of the volute 21, the impeller cavity 211 is arranged around the rotation center, and the blades 41 of the impeller 4 are arranged in the impeller cavity 211 and spaced circumferentially along the rotation center.

[0042] Since the rotation axis center of impeller 4 coincides with the rotation axis center of volute 21, and the blades 41 of impeller 4 are spaced apart circumferentially along the rotation axis, the airflow guided by the spiral inner wall of volute 21 can act evenly on the blades 41 of impeller 4 with the rotation axis as the center. The airflow in volute 21 forms a relatively uniform velocity region around the rotation axis, and the impact force of the airflow on each blade 41 is perpendicular. According to the principle of mechanics, the bending moment is the largest when the force is perpendicular to the lever arm. At this time, the bending moment of the airflow impact force is the largest, which can improve the torque efficiency of unit airflow kinetic energy conversion, thereby increasing the rotation speed of impeller 4.

[0043] At the same time, it also avoids the concentration of airflow or uneven flow velocity on one side caused by the inconsistency between the axis of the volute 21 and the axis of the impeller 4, which would cause different blades 41 of the impeller 4 to bear different airflow pressures. This reduces the unbalanced torque when the impeller 4 rotates, reduces the wear of the impeller 4 bearings, improves the service life of the impeller 4, and reduces the frequency of replacement of the impeller 4.

[0044] The engine assembly 100 according to some embodiments of this application further includes a first drive wheel 6, which is linked to the impeller 4; the cooling fan 5 includes a second drive wheel 51, which cooperates with the first drive wheel 6; the second drive wheel 51 is linked to the cooling fan 5, and the cooling fan 5 rotates with the second drive wheel 51.

[0045] Understandably, the impeller 4 rotates under the action of airflow. The first drive wheel 6 is linked with the impeller 4, and the first drive wheel 6 receives the rotational kinetic energy of the impeller 4 and rotates synchronously with the impeller 4. The second drive wheel 51 cooperates with the first drive wheel 6. The cooperation can be formed by gear meshing, belt or chain to form a transmission cooperation, thereby driving the rotation of the cooling fan 5 to achieve heat dissipation of the heat dissipation part. Through the first drive wheel 6 and the second drive wheel 51, the kinetic energy of the impeller 4 is converted into the kinetic energy of the cooling fan 5, avoiding the waste of kinetic energy and improving the energy utilization of the engine component 100.

[0046] According to some embodiments of the present application, in the engine assembly 100, a first transmission tooth is formed on the outer periphery of a first transmission wheel 6; and a second transmission tooth is provided on the outer periphery of a second transmission wheel 51 for meshing with the first transmission tooth.

[0047] Understandably, the kinetic energy transfer between the first transmission wheel 6 and the second transmission wheel 51 is achieved through the meshing of the first and second transmission teeth. Compared to belt drives, gear meshing eliminates the need for a pre-installed tensioning device, making it more suitable for achieving transmission functionality within a compact engine compartment and saving space. Furthermore, compared to chain drives, gear meshing avoids the mechanical noise generated by chain links impacting the tooth surfaces during chain-sprocket meshing. Tooth surface meshing can also reduce friction noise through lubrication, making it more suitable for the noise-sensitive environment of the engine compartment.

[0048] According to some embodiments of the present application, the engine assembly 100 includes a first drive wheel 6 comprising a first spoke 61 and a first rim 62. The first spoke 61 is configured as a plurality and is spaced apart circumferentially at the rotation center of the first drive wheel 6. The first rim 62 is annular and is connected to the outer ends of the plurality of first spokes 61 respectively. A first drive tooth is formed on the first rim 62. The second drive wheel 51 includes a second spoke 511 and a second rim 512. The second spoke 511 is configured as a plurality and is spaced apart circumferentially at the rotation center of the second drive wheel 51. The second rim 512 is annular and is connected to the outer ends of the plurality of second spokes 511 respectively. A second drive tooth is formed on the second rim 512.

[0049] Understandably, compared to a solid structure, the transmission wheel, including its spokes and rim, achieves weight reduction by removing some material, thus reducing its own weight. Consequently, the energy required to drive the lighter first transmission wheel 6 and second transmission wheel 51 is also reduced. Furthermore, the multiple spokes are spaced apart circumferentially along the center of rotation. The rigid support of the spokes maintains the structural stability of the transmission wheel, ensuring that it does not break or deteriorate during rotation. Because the multiple spokes are spaced apart circumferentially along the center of rotation, the gaps between adjacent spokes form ventilation channels. When the transmission wheel rotates, it generates airflow disturbances, and the air flows within these channels, accelerating heat dissipation from the transmission wheel and the muffler 3, further improving the heat dissipation efficiency of the engine assembly 100.

[0050] The engine assembly 100 according to some embodiments of this application further includes a first drive shaft 7 and a second drive shaft 8. One end of the first drive shaft 7 is connected to the inner end of a plurality of first spokes 61, and the other end of the first drive shaft 7 is connected to an impeller 4. One end of the second drive shaft 8 is connected to the inner end of a plurality of second spokes 511, and the other end of the second drive shaft 8 is connected to a cooling fan 5.

[0051] The two ends of the first drive shaft 7 are respectively connected to the inner ends of the impeller 4 and the first spoke 61, thereby realizing the connection between the two ends of the first drive shaft 7 and the impeller 4 and the first drive wheel 6. Through the first drive shaft 7, the kinetic energy of the impeller 4 is converted into the kinetic energy of the first drive wheel 6. The two ends of the second drive shaft 8 are respectively connected to the inner ends of the cooling fan 5 and the second spoke 511, thereby realizing the connection between the two ends of the second drive shaft 8 and the cooling fan 5 and the second drive wheel 51. Through the second drive shaft 8, the kinetic energy of the second drive wheel 51 is converted into the kinetic energy of the cooling fan 5, thereby realizing the reuse of exhaust gas and the cooling of the muffler 3. The first drive shaft 7 and the second drive shaft 8 play the role of kinetic energy transmission in the engine assembly 100.

[0052] Furthermore, since the first drive shaft 7 and the second drive shaft 8 connect the inner end of the drive wheel to the corresponding spoke, the rotation center of the drive shaft and the drive wheel coincides, avoiding vibration of the drive wheel caused by eccentricity when the impeller 4 rotates. This ensures that the radial force of the gear meshing of the drive wheel is evenly distributed, reduces the eccentric load on the drive wheel tooth surface, and improves the service life of the drive wheel.

[0053] According to some embodiments of the present application, the engine assembly 100 has a plurality of muffler pipes 33 and / or muffler walls 34 spaced apart inside the muffler cavity 31. The walls of the muffler pipes 33 and / or muffler walls 34 have a plurality of spaced muffler holes 35 to connect the internal cavities separated by the muffler pipes 33 and / or muffler walls 34 to each other.

[0054] Understandably, the silencer pipe 33 and the silencer wall 34 divide the silencer chamber 31 into multiple sub-chambers. After the airflow enters, it needs to bypass or pass through the silencer pipe 33 and the silencer wall 34. The airflow path is forcibly bent. When the airflow hits the silencer wall 34, part of it diffuses laterally along the wall surface, and the other part enters the adjacent chamber through the silencer hole 35, forming a multi-directional flow and reducing the concentrated impact noise of the airflow. Furthermore, multiple silencer holes 35 are provided on the wall surface of the silencer pipe 33 and / or the silencer wall 34. When the airflow enters different chambers through the silencer hole 35, the pressure decreases due to the cross-sectional expansion. When the airflow first passes through the silencer hole 35, the pressure drops from P1 to P2, and then drops to P3 when it passes through the next level silencer hole 35. The multi-stage pressure division makes the final exhaust pressure close to the ambient pressure, reducing the outlet noise.

[0055] According to some embodiments of the present application, an engine assembly 100 has an exhaust pipe 2 equipped with a purification unit 9, which is suitable for purifying pollutants passing through the exhaust pipe 2.

[0056] It is understandable that the purification unit 9 installed inside the exhaust pipe 2 can treat pollutants in the exhaust through physical interception, chemical reaction or catalytic conversion, and convert them into harmless substances.

[0057] In some embodiments of this application, a first processing unit 91 and a second processing unit 92 are also included. Both the first processing unit 91 and the second processing unit 92 are disposed on the exhaust pipe 2 and located downstream of the volute 21. The pipe diameters of the first processing unit 91 and the second processing unit 92 are larger than the pipe diameter of the exhaust pipe 2 to prolong the residence time of the airflow in the first processing unit 91 and the second processing unit 92, thereby improving the treatment effect. The second processing unit 92 is disposed downstream of the first processing unit 91. The first processing unit 91 is constructed as a catalytic converter, which mainly treats carbon monoxide and hydrocarbons in a harmless manner. The second processing unit 92 is constructed as a particulate damper, which mainly filters carbon fiber particles to prevent carbon fiber particles from polluting the atmospheric environment.

[0058] The vehicle according to an embodiment of this application is briefly described below.

[0059] The vehicle according to the embodiments of this application includes the engine assembly 100 of any of the above embodiments. Since the vehicle according to this embodiment is equipped with the engine assembly 100 of any of the above embodiments, the muffler 3 of the vehicle engine assembly 100 according to this application reduces its temperature through the cooling fan 5, preventing the temperature of the muffler 3 from becoming too high, ensuring stable operation of the muffler structure, and effectively attenuating exhaust noise. After the noise is processed by the muffler 3, the sound transmitted to the vehicle is reduced, reducing noise interference in the cockpit, improving passenger comfort, reducing driver fatigue, and enhancing the driving experience.

[0060] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, 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, and therefore should not be construed as a limitation of this application.

[0061] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0062] In the description of this application, "multiple" means two or more.

[0063] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0064] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0065] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0066] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. An engine assembly, characterized in that, include: Engine (1), the engine (1) is provided with an exhaust port (11); exhaust pipe (2), one end of the exhaust pipe (2) is connected to the exhaust port (11); muffler (3), the muffler (3) has a muffler cavity (31) formed inside, the muffler cavity (31) is connected to the other end of the exhaust pipe (2), and an air outlet (32) is formed on the muffler (3); impeller (4), the impeller (4) is disposed inside the exhaust pipe (2) and rotates under the drive of the airflow inside the exhaust pipe (2); cooling fan (5), the cooling fan (5) is rotatably disposed outside the muffler (3), the cooling fan (5) is linked with the impeller (4) and rotates under the drive of the impeller (4).

2. The engine assembly according to claim 1, characterized in that, The exhaust pipe (2) forms a volute (21), and the volute (21) has an impeller cavity (211) inside which is adapted to accommodate the impeller (4), and the impeller cavity (211) is adapted to communicate with the exhaust port (11).

3. The engine assembly according to claim 2, characterized in that, The rotation axis center of the impeller (4) coincides with the rotation axis center of the volute (21), the impeller cavity (211) is arranged around the rotation axis center, and the blades (41) of the impeller (4) are arranged in the impeller cavity (211) and spaced circumferentially along the rotation axis center.

4. The engine assembly according to claim 3, characterized in that, Also includes: The first transmission wheel (6) is linked with the impeller (4); the cooling fan (5) includes: a second transmission wheel (51), which cooperates with the first transmission wheel (6); the second transmission wheel (51) is linked with the cooling fan (5), and the cooling fan (5) rotates with the second transmission wheel (51).

5. The engine assembly according to claim 4, characterized in that, The outer periphery of the first transmission wheel (6) forms a first transmission tooth; the outer periphery of the second transmission wheel (51) is provided with a second transmission tooth for meshing with the first transmission tooth.

6. The engine assembly according to claim 5, characterized in that, The first transmission wheel (6) includes: a first spoke (61), which is configured as a plurality of spokes and is spaced apart circumferentially at the rotation center of the first transmission wheel (6); a first rim (62), which is configured as an annular structure and is connected to the outer ends of the plurality of first spokes (61) respectively, and the first transmission teeth are formed on the first rim (62); the second transmission wheel (51) includes: a second spoke (511), which is configured as a plurality of spokes and is spaced apart circumferentially at the rotation center of the second transmission wheel (51); a second rim (512), which is configured as an annular structure and is connected to the outer ends of the plurality of second spokes (511) respectively, and the second transmission teeth are formed on the second rim (512).

7. The engine assembly according to claim 6, characterized in that, Also includes: A first drive shaft (7) has one end connected to the inner end of a plurality of first spokes (61) and the other end connected to the impeller (4); a second drive shaft (8) has one end connected to the inner end of a plurality of second spokes (511) and the other end connected to the cooling fan (5).

8. The engine assembly according to claim 1, characterized in that, The silencing cavity (31) is provided with a plurality of silencing pipes (33) and / or silencing walls (34) spaced apart. The walls of the silencing pipes (33) and / or the silencing walls (34) are provided with a plurality of spaced silencing holes (35) to connect the internal cavities separated by the silencing pipes (33) and / or the silencing walls (34).

9. The engine assembly according to claim 1, characterized in that, The exhaust pipe (2) is equipped with a purification unit (9) to purify pollutants passing through the exhaust pipe (2).

10. A vehicle, characterized in that, Includes the engine assembly (100) as described in any one of claims 1-9.

Images