A type of engine with fully enclosed air duct

Abstract

This utility model belongs to the field of internal combustion engine technology and provides a fully enclosed engine air duct, including an engine body and a housing covering the engine body. The housing completely encloses the engine body, forming a cooling air duct with an air inlet and an air outlet between the housing and the engine body. An air inlet shroud is provided at the air inlet, and an impeller is provided inside the air inlet. The impeller is used to pressurize the air, so that the air forms an airflow that enters the cooling air duct and blows onto the engine body, carrying away the heat from the engine body. The fully enclosed engine air duct provided by this utility model has a simple structure, can comprehensively dissipate heat from the engine body, and has a good heat dissipation effect.

Description

Technical Field

[0001] This utility model relates to the field of internal combustion engine technology, specifically to a fully enclosed air duct for an engine. Background Technology

[0002] As the core power source of various mechanical equipment, the engine generates a large amount of heat during operation. If this heat cannot be dissipated in a timely and effective manner, the engine will operate at a high temperature. This will not only lead to a decline in performance, such as reduced power and poorer fuel economy, but may also cause problems such as thermal deformation and accelerated wear of components. In severe cases, it may even cause engine failure, greatly affecting the normal operation and service life of the equipment. Therefore, a good cooling system is crucial for the stable and efficient operation of the engine.

[0003] Among existing engine cooling technologies, air cooling is a common method. It mainly uses high-speed airflow to blow heat from inside the cylinders onto the outer surface of the engine block, dissipating the heat into the atmosphere to maintain the engine within a suitable temperature range. However, this traditional cooling method is difficult to achieve comprehensive cooling of the engine, resulting in uneven cooling. Some critical components may overheat due to insufficient heat dissipation. Utility Model Content

[0004] In view of the deficiencies in the prior art, the purpose of this utility model is to provide a fully enclosed air duct for engines, so as to solve or alleviate the above-mentioned technical problems existing in the prior art.

[0005] To achieve the above objectives, this utility model provides a fully enclosed air duct for an engine, including an engine body and a housing covering the engine body. The housing completely covers the engine body and forms a cooling air duct with an air inlet and an air outlet between the housing and the engine body.

[0006] An air inlet shroud is provided at the air inlet, and an impeller is provided inside the air inlet. The impeller is used to pressurize the air to form an airflow, which enters the cooling air duct and blows on the engine body to remove the heat from the engine body.

[0007] Further, the housing includes:

[0008] The first half-shell is located at the bottom of the engine body;

[0009] The second half-shell is disposed above the first half-shell and located on the first side of the engine body, and the second half-shell is provided with the air inlet;

[0010] The third half-shell is disposed above the second half-shell and located on the first side of the engine body;

[0011] A fourth half-shell, disposed above the first half-shell and located on the second side of the engine body opposite to the first side, and the fourth half-shell being provided with the air outlet; and

[0012] The fifth half-shell is disposed above the first half-shell and located on the third side of the engine body adjacent to the second side.

[0013] Furthermore, a first protruding air guide groove is provided on the side of the second half-shell facing the muffler to increase the cooling airflow directed to the muffler;

[0014] The second half-shell has a protruding second air guide groove on the side facing the cylinder head cover assembly to increase the cooling airflow directed to the cylinder head cover assembly.

[0015] Furthermore, a support arm is provided on the outer side wall of the engine body, and the free end of the support arm is connected to the housing. The support arm is used to support the housing so that a gap is left between the inner side wall of the housing and the outer side wall of the engine body, thereby forming the cooling air duct.

[0016] Furthermore, a positioning post is provided on one side of the free end of the support arm, and the housing is provided with a positioning hole that matches the positioning post.

[0017] Furthermore, the positioning post is provided with an internal thread that is compatible with the clamping bolt.

[0018] Furthermore, a heat sink assembly is provided on the outer wall of the engine body. The heat sink assembly is used to increase the contact area between the engine body and the cooling air and guide the cooling air to the target position.

[0019] Furthermore, the heat sink assembly includes a first heat sink unit disposed on the bottom sidewall of the engine body, the first heat sink unit comprising:

[0020] A first heat sink A is disposed on the side of the bottom of the engine body facing the cylinder head assembly. The first heat sink A is arc-shaped, with a first end facing the air inlet of the cooling air duct and a second end facing the cylinder head assembly.

[0021] A first heat sink B has a first end facing the air inlet of the cooling air duct and a second end facing the air outlet of the cooling air duct; the first heat sink B is arc-shaped.

[0022] The first heat sink C has a first end facing the side of the engine body away from the cylinder head cover assembly and a second end facing the air outlet of the cooling air duct. The first heat sink C is arc-shaped.

[0023] Furthermore, the heat sink assembly includes a second heat sink unit disposed on the side of the engine body opposite to the cylinder head cover assembly, the second heat sink unit comprising:

[0024] The second heat sink A is inclined, and the end of the second heat sink A facing the air inlet of the cooling air duct is positioned higher.

[0025] The second heat sink B has a first end facing the muffler and a second end tilted downwards to guide part of the cooling airflow from the muffler side downwards. The second heat sink B is arc-shaped.

[0026] Furthermore, the air outlet of the cooling air duct is located above the air inlet.

[0027] The beneficial effects of this utility model are:

[0028] The engine full-enclosed air duct provided by this utility model achieves the purpose of comprehensive heat dissipation of the engine body by setting a shell that completely covers the engine body and forming a cooling air duct with air inlet and air outlet between the shell and the engine body, thereby achieving the purpose of providing heat dissipation effect. Attached Figure Description

[0029] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0030] Figure 1 An exploded perspective view of the engine's fully enclosed air duct in a first direction, provided as an embodiment of the present invention;

[0031] Figure 2 for Figure 1 An enlarged view of part A shown;

[0032] Figure 3 for Figure 1 The image shown is an exploded three-dimensional view of the engine's fully enclosed air duct in a third-party direction.

[0033] Figure 4 for Figure 1 The exploded perspective view of the engine's fully enclosed air duct in the second direction is shown.

[0034] Figure 5 for Figure 4 An enlarged view of section B is shown below;

[0035] Figure 6 for Figure 4 An enlarged view of section C is shown;

[0036] Figure 7 for Figure 1 The image shows a perspective view of the second half of the engine's full-enclosed air duct.

[0037] Figure label:

[0038] 110. Body assembly; 120. Head cover assembly; 130. Oil pan; 140. Silencer; 150. Support arm; 160. Positioning post; 170. Internal thread; 181. First heat sink A; 182. First heat sink B; 183. First heat sink C; 191. Second heat sink A; 192. Second heat sink B; 210. First half-shell; 220. Second half-shell; 221. First air guide slot; 222. Second air guide slot; 230. Third half-shell; 240. Fourth half-shell; 250. Fifth half-shell; 251. First air guide section; 252. Second air guide section; 201. Air inlet; 202. Air outlet; 203. Positioning hole; 300. Air inlet shroud; 400. Impeller. Detailed Implementation

[0039] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0040] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this utility model pertains.

[0041] 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 are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to 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 utility model.

[0042] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly defined.

[0043] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., 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 according to the specific circumstances.

[0044] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0045] like Figure 1-7 As shown, this utility model provides a fully enclosed air duct for an engine, including an engine body and a housing covering the engine body. The engine body includes a body assembly 110, a head cover assembly 120, an oil pan 130, and a muffler 140.

[0046] The housing completely encloses the engine body and forms a cooling air duct with an air inlet 201 and an air outlet 202 between the housing and the engine body.

[0047] An air inlet shroud 300 is provided at the air inlet 201 of the cooling air duct. An impeller 400 is provided inside the air inlet 201. The impeller 400 is used to pressurize the air so that the air forms an airflow, which enters the cooling air duct and blows on the engine body to remove the heat on the engine body, thereby achieving the purpose of cooling the engine body.

[0048] The shell includes a first half-shell 210, a second half-shell 220, a third half-shell 230, a fourth half-shell 240, and a fifth half-shell 250.

[0049] The first half-shell 210 is located at the bottom of the engine body, i.e., at the oil pan 130, which can effectively block the impact of foreign objects on the bottom of the engine body. At the same time, it provides a stable flow base for the airflow at the bottom, thereby effectively cooling the oil pan 130 of the engine.

[0050] The second half-shell 220 is positioned above the first half-shell 210 and on the first side of the engine body, i.e. at the muffler 140. The second half-shell 220 is provided with the aforementioned air inlet 201, which can guide outside cold air into the cooling air duct in an orderly manner, providing sufficient cooling air for the cooling process.

[0051] The third half-shell 230 is positioned above the second half-shell 220 and on the first side of the engine body. The third half-shell 230 and the second half-shell 220 together cover all the components on the first side of the engine body, thereby further optimizing the air intake path and ensuring that the airflow can evenly cover all the components on the first side of the engine.

[0052] The fourth half-shell 240 is positioned above the first half-shell 210 and on the second side of the engine body opposite to the first side. The fourth half-shell 240 is provided with the aforementioned air outlet 202, thereby precisely planning the hot air exhaust channel and forming an efficient convection circulation with the air inlet 201 to improve heat dissipation efficiency.

[0053] The fifth half-shell 250 is positioned above the first half-shell 210 and on the third side of the engine body adjacent to the second side, i.e., at the cylinder head cover assembly. It not only protects the precision components at the front of the engine, but also works with the other half-shells to seal the air duct into a complete system, reducing airflow leakage and noise.

[0054] This multi-shell assembly design is not only easy to process and manufacture, but also easy to assemble. Moreover, through the rational arrangement of the positions of each half-shell and the scientific spatial layout and functional division, it can achieve precise temperature control of all components of the engine, thereby improving the heat dissipation effect.

[0055] Specifically, the second half-shell 220 has a protruding first air guide groove 221 on the side facing the muffler 140 to increase the cooling airflow guiding the muffler 140, thereby improving the cooling effect on the muffler 140. The second half-shell 220 also has a protruding second air guide groove 222 on the side facing the cylinder head cover assembly to increase the cooling airflow guiding the cylinder head cover assembly, thereby improving the cooling effect on the cylinder head cover assembly.

[0056] Because hot air has a higher density and cold air has a lower density, hot air rises while cold air sinks. To prevent hot air from accumulating on top of the engine block and to improve the cooling effect on the engine block, the air outlet 202 on the fourth half-shell 240 corresponds to the muffler 140 and is located above the air inlet 201 on the second half-shell 220.

[0057] The fifth half-shell 250 includes a first air guide 251 covering the cylinder head cover and a second air guide 252 covering one side of the cylinder head body. The end of the second air guide 252 away from the first air guide 251 is connected to the first half-shell 210 to guide the cooling airflow at the first half-shell 210 to the cylinder head cover assembly, thereby improving the cooling effect at the cylinder head cover assembly.

[0058] A support arm 150 is provided on the outer wall of the engine body. The free end of the support arm 150 is connected to the housing. The support arm 150 is used to support the housing so that there is a gap between the inner wall of the housing and the outer wall of the engine body, thereby forming the above-mentioned cooling air duct. This effectively avoids airflow blockage caused by direct contact between the housing and the engine body, and ensures that the cooling air can flow smoothly in the cooling air duct, carrying away the heat generated by the engine during operation in all directions.

[0059] Meanwhile, by incorporating the support arm 150, the structural stability between the housing and the engine body is enhanced. This reduces damage to the integrity of the cooling duct caused by component displacement when the engine vibrates during operation, further improving heat dissipation efficiency and noise reduction performance. Through this collaborative design of the housing and support arm 150, combined with a scientific spatial layout and functional division, precise temperature control of all components on the engine body is achieved, thereby enhancing heat dissipation.

[0060] The free end of the support arm 150 has a positioning post 160 on one side, and the housing is provided with a positioning hole 203 that matches the positioning post 160.

[0061] During assembly, the positioning hole 203 and the positioning post 160 are used to position the housing, making the installation position of the housing more precise and avoiding deformation or misalignment of the air duct due to installation deviations. This ensures that the shape and size of the air duct meet the design requirements. In addition, during replacement and maintenance, the positioning post 160 and the positioning hole 203 can be used to quickly and accurately reinstall the components back in their original positions, reducing assembly time and improving work efficiency.

[0062] Meanwhile, the cooperation between the positioning post 160 and the positioning hole 203 can form a reliable mechanical constraint between the support arm 150 and the housing, enhancing the stability of the entire air duct structure. After the positioning post 160 is inserted into the positioning hole 203, it restricts the displacement of the housing in all directions, allowing it to maintain its relative position under vibration conditions, ensuring the integrity of the air duct structure, and effectively preventing abnormal noise and performance degradation caused by loose components.

[0063] The positioning post 160 is provided with an internal thread 170 that is compatible with the clamping bolt. During assembly, the housing is pressed onto the engine body by the clamping bolt, thereby facilitating assembly and disassembly.

[0064] The outer wall of the engine block is equipped with a heat sink assembly. This assembly increases the contact area between the engine block and the cooling air, and directs the cooling air to the target location. During operation, the increased contact area between the engine block and the cooling air through the heat sink assembly improves heat exchange efficiency.

[0065] Meanwhile, by scientifically arranging the extension direction and tilt angle of the heat sink assembly, the cooling air is guided towards the target location, thereby further improving the heat dissipation effect. It should be noted that this target location refers to the area with a higher temperature adjacent to the heat sink assembly along the airflow direction.

[0066] Specifically, the heat sink assembly includes a first heat sink unit disposed on the bottom sidewall of the engine body, the first heat sink unit including a first heat sink A181, a first heat sink B182 and a first heat sink C183.

[0067] The first heat sink A181 is located on the bottom of the engine body on the side facing the cylinder head assembly. The first heat sink A181 is arc-shaped, with its first end facing the air inlet of the cooling air duct and its second end facing the cylinder head assembly 120 (i.e., the second air guide 252), so as to guide the cooling airflow to the second air guide 252 and finally to the cylinder head assembly. At the same time, the arc-shaped first heat sink A181 is relatively long, which can further increase the contact area between the engine body and the cooling airflow, thereby achieving the purpose of further improving the cooling effect.

[0068] The first end of the first heat sink B182 faces the air inlet of the cooling air duct, and the second end faces the air outlet of the cooling air duct. At the same time, the first heat sink B182 is arc-shaped to increase the length of the first heat sink B182, thereby further increasing the contact area between the engine body and the cooling airflow, and thus further improving the cooling effect.

[0069] The first end of the first heat sink C183 faces the side of the engine body away from the cylinder head assembly, and the second end faces the air outlet of the cooling air duct. This guides the cooling airflow from the side of the engine body away from the cylinder head assembly to the bottom of the engine body, thereby increasing the amount of cooling airflow entering the bottom of the engine body and further improving the cooling effect on the bottom of the engine body. The first heat sink C183 is arc-shaped to increase its length, thereby further increasing the contact area between the engine body and the cooling airflow, and further improving the cooling effect.

[0070] The heat sink assembly also includes a second heat sink unit disposed on the side of the engine block opposite to the cylinder head head assembly. The second heat sink unit includes a second heat sink A191 and a second heat sink B192.

[0071] The second heat sink A191 is inclined and the end of the second heat sink A191 facing the air inlet of the cooling air duct is positioned higher, thereby guiding the cooling airflow from top to bottom to increase the path of the cooling airflow and thus further improve the cooling effect on the engine body.

[0072] The first end of the second heat sink B192 faces the muffler 140, and the second end is tilted downward to guide part of the cooling airflow on the side of the muffler 140 downward, thereby increasing the cooling airflow directed to that side. At the same time, it can also increase the path of the cooling airflow, thereby further improving the cooling effect on the engine body.

[0073] Meanwhile, the second heat sink B192 is arc-shaped to increase its length, thereby further increasing the contact area between the engine body and the cooling airflow, and thus further improving the cooling effect.

[0074] Numerous specific details are set forth in this specification. However, it will be understood that embodiments of this invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0075] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model, and they should all be covered within the scope of the claims and specification of this utility model.

Claims

1. A fully enclosed air duct for an engine, comprising an engine body and a housing covering the engine body, characterized in that, The housing completely covers the engine body and forms a cooling air duct with an air inlet and an air outlet between the housing and the engine body; An air inlet shroud is provided at the air inlet, and an impeller is provided inside the air inlet. The impeller is used to pressurize the air so that the air forms an airflow, which enters the cooling air duct and blows on the engine body to remove the heat from the engine body. The housing includes: The first half-shell is located at the bottom of the engine body; The second half-shell is disposed above the first half-shell and located on the first side of the engine body, and the second half-shell is provided with the air inlet; The third half-shell is disposed above the second half-shell and located on the first side of the engine body; A fourth half-shell, disposed above the first half-shell and located on the second side of the engine body opposite to the first side, and the fourth half-shell being provided with the air outlet; and The fifth half-shell is disposed above the first half-shell and located on the third side of the engine body adjacent to the second side.

2. The engine fully enclosed air duct according to claim 1, characterized in that, The second half-shell has a protruding first air guide groove on the side facing the muffler to increase the cooling airflow directed to the muffler; The second half-shell has a protruding second air guide groove on the side facing the cylinder head cover assembly to increase the cooling airflow directed to the cylinder head cover assembly.

3. The engine fully enclosed air duct according to any one of claims 1-2, characterized in that, The outer side wall of the engine body is provided with a support arm, the free end of which is connected to the housing. The support arm is used to support the housing so that there is a gap between the inner side wall of the housing and the outer side wall of the engine body, thereby forming the cooling air duct.

4. The engine fully enclosed air duct according to claim 3, characterized in that, A positioning post is provided on one side of the free end of the support arm, and the housing is provided with a positioning hole that matches the positioning post.

5. The engine fully enclosed air duct according to claim 4, characterized in that, The positioning pin is provided with an internal thread that is compatible with the clamping bolt.

6. The engine fully enclosed air duct according to any one of claims 1, 2, 4 or 5, characterized in that, The outer wall of the engine body is provided with a heat sink assembly, which is used to increase the contact area between the engine body and the cooling air and guide the cooling air to the target position.

7. The engine fully enclosed air duct according to claim 6, characterized in that, The heat sink assembly includes a first heat sink unit disposed on the bottom sidewall of the engine body, the first heat sink unit comprising: A first heat sink A is disposed on the side of the bottom of the engine body facing the cylinder head assembly. The first heat sink A is arc-shaped, with a first end facing the air inlet of the cooling air duct and a second end facing the cylinder head assembly. A first heat sink B has a first end facing the air inlet of the cooling air duct and a second end facing the air outlet of the cooling air duct; the first heat sink B is arc-shaped. The first heat sink C has a first end facing the side of the engine body away from the cylinder head cover assembly and a second end facing the air outlet of the cooling air duct. The first heat sink C is arc-shaped.

8. The engine fully enclosed air duct according to claim 7, characterized in that, The heat sink assembly includes a second heat sink unit disposed on the side of the engine body opposite to the cylinder head cover assembly, the second heat sink unit comprising: The second heat sink A is inclined, and the end of the second heat sink A facing the air inlet of the cooling air duct is positioned higher. The second heat sink B has a first end facing the muffler and a second end tilted downwards to guide part of the cooling airflow from the muffler side downwards. The second heat sink B is arc-shaped.

9. The engine fully enclosed air duct according to claim 1, 2, 4, 5, 7 or 8, characterized in that, The air outlet of the cooling air duct is located above the air inlet.

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