Engine block, cylinder block and engine
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SAIC MOTOR
- Filing Date
- 2025-08-19
- Publication Date
- 2026-08-07
AI Technical Summary
[0005]本实用新型的主要目的在于提供一种发动机机体、气缸体以及发动机，以解决相关技术中的发动机的轻量化需求与高承载需求无法兼顾的问题
[0017]应用本实用新型的技术方案，发动机机体包括：气缸套、主轴承座、缸盖连接部以及主轴承盖连接部。气缸套具有用于供活塞运动的缸孔。主轴承座位于气缸套的下方。缸盖连接部设置在气缸套的外侧，缸盖连接部用于与发动机的缸盖连接。缸盖连接部上设置有斜面，斜面在由上至下的方向上逐渐靠近缸孔的轴线倾斜设置。主轴承盖连接部与主轴承座连接，主轴承盖连接部用于与发动机的主轴承盖连接。其中，气缸套、缸盖连接部、主轴承座以及主轴承盖连接部为一体成型结构。这样，通过将气缸套、缸盖连接部、主轴承座以及主轴承盖连接部设置为一体成型结构，能够使得气缸套、缸盖连接部、主轴承座以及主轴承盖连接部的连接更加紧密，且能够承受较大的载荷，从而提高了发动机机体的承载能力；并且能够提高发动机机体的整体刚性，从而提高气缸体的震动模态，进而改善发动机总体的NVH噪音性能。斜面的设置能够在不影响气缸套、主轴承座、缸盖连接部以及主轴承盖连接部的作用的前提下，减轻发动机机体的材料使用，减少了实体体积，从而降低了发动机机体的重量，实现了轻量化。通过一体成型结构以及斜面的设计，能够在提高承载能力的前提下降低重量。因此，本申请的技术方案有效地解决了相关技术中的发动机的轻量化需求与高承载需求无法兼顾的问题。
Smart Images
Figure CN224606491U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of engine technology, and more specifically, to an engine block, a cylinder block, and an engine. Background Technology
[0002] In the field of engine design, with the automotive industry's increasing demands for fuel efficiency and performance, balancing lightweight engine components with load-bearing capacity has become a major challenge. The cylinder block, as one of the most critical components of an engine, directly impacts its overall performance and durability.
[0003] In related technologies, to ensure sufficient strength and rigidity to withstand the pressure during engine operation, cylinder block materials are typically chosen from gray iron, ductile iron, or vermicular graphite cast iron, favored for their excellent mechanical properties. However, the high density of these materials significantly increases the weight of the cast cylinder block, contradicting the trend towards lightweighting. To reduce engine weight, lower-density aluminum alloys or magnesium alloys are used as cylinder block materials. These lightweight alloys can significantly reduce cylinder block weight, contributing to improved fuel economy and handling performance. However, using lightweight alloys often fails to meet the strength and high load-bearing requirements of long-term engine operation.
[0004] Thus, there is a contradiction in the relevant technologies between the high requirements for the strength and rigidity of the engine block material and the need for lightweight design, making it impossible to simultaneously meet the requirements for lightweighting and high load-bearing capacity of the engine. Utility Model Content
[0005] The main purpose of this utility model is to provide an engine block, cylinder block, and engine to solve the problem in the related technology that the requirements for lightweighting and high load-bearing capacity of engines cannot be met simultaneously.
[0006] To achieve the above objectives, according to one aspect of the present invention, an engine block is provided, comprising: a cylinder liner having a cylinder bore for piston movement; a main bearing housing located below the cylinder liner; a cylinder head connecting portion disposed on the outside of the cylinder liner, the cylinder head connecting portion being used to connect with the engine cylinder head, the cylinder head connecting portion having an inclined surface, the inclined surface being gradually inclined towards the axis of the cylinder bore in a downward direction; and a main bearing cap connecting portion connected to the main bearing housing, the main bearing cap connecting portion being used to connect with the engine main bearing cap; wherein the cylinder liner, cylinder head connecting portion, main bearing housing, and main bearing cap connecting portion are integrally formed structures.
[0007] Furthermore, the cylinder head connection includes a first connecting post and a second connecting post located below the first connecting post; the first connecting post is located on the outside of the cylinder liner and has a first bolt hole; the second connecting post is connected to the outer surface of the cylinder liner and is connected to the main bearing seat; the inclined surface includes a first slope surface provided on the second connecting post.
[0008] Furthermore, the first ramp surface is provided on the surface of the second connecting column opposite to the cylinder liner.
[0009] Furthermore, the inclined surface also includes a second inclined surface disposed on the surface of the first connecting column away from the cylinder liner, the area of the second inclined surface being smaller than the area of the first inclined surface.
[0010] Furthermore, the first connecting post is spaced apart from the cylinder liner to form a cooling gap.
[0011] Furthermore, there are multiple cylinder liners connected sequentially, with the connecting portion of each pair of adjacent cylinder liners forming the inter-cylinder nose bridge area; there are multiple main bearing housings, cylinder head connecting parts, and main bearing cap connecting parts, with two cylinder head connecting parts connected to each main bearing housing, and two main bearing cap connecting parts connected to each main bearing housing, and the main bearing housings are located on opposite sides of the cylinder liners; the cylinder liner located in the middle of the multiple cylinder liners and connected between two inter-cylinder nose bridge areas is the middle cylinder liner, with the plane of symmetry passing through the axis of the middle cylinder liner, and the distance between the plane of symmetry and the two inter-cylinder nose bridge areas being equal, and the wall thickness of the cylinder liner gradually decreasing in the direction from the plane of symmetry to any one of the inter-cylinder nose bridge areas.
[0012] Furthermore, the wall thickness of the cylinder liner at the symmetrical plane is 9mm, and the wall thickness at the junction of the cylinder liner and the cylinder nose bridge area is 7mm.
[0013] Furthermore, there are multiple cylinder liners, main bearing housings, cylinder head connectors, and main bearing cap connectors. Multiple cylinder liners are connected in sequence. Each main bearing housing is connected to two cylinder head connectors and two main bearing cap connectors. The main bearing housings are located on opposite sides of the cylinder liners. Each main bearing housing is provided with a breather hole, and multiple breather holes are connected in series.
[0014] Furthermore, the main bearing cover connecting part is a block, and a second bolt hole is provided on the block; and / or, the main bearing housing and the two main bearing cover connecting parts form a part of the main bearing hole, which is used to install the main bearing of the engine.
[0015] According to another aspect of the present invention, a cylinder block is provided, including a cylinder body and an engine block disposed within the cylinder body, wherein the engine block is the aforementioned engine block.
[0016] According to another aspect of the present invention, an engine is provided, including a cylinder block and a cylinder head, wherein the cylinder block is the cylinder block described above.
[0017] The engine block of this utility model includes a cylinder liner, a main bearing housing, a cylinder head connecting portion, and a main bearing cap connecting portion. The cylinder liner has a cylinder bore for piston movement. The main bearing housing is located below the cylinder liner. The cylinder head connecting portion is located on the outside of the cylinder liner and is used to connect to the engine cylinder head. The cylinder head connecting portion has an inclined surface that gradually slopes towards the axis of the cylinder bore from top to bottom. The main bearing cap connecting portion connects to the main bearing housing and is used to connect to the engine's main bearing cap. The cylinder liner, cylinder head connecting portion, main bearing housing, and main bearing cap connecting portion are all integrally formed structures. By designing the cylinder liner, cylinder head connector, main bearing housing, and main bearing cap connector as a single molded structure, the connection between these components becomes tighter and can withstand greater loads, thereby improving the engine block's load-bearing capacity. Furthermore, it enhances the overall rigidity of the engine block, improving the cylinder block's vibration modes and ultimately enhancing the engine's overall NVH (noise, vibration, and harshness) performance. The beveled design reduces material usage and overall volume in the engine block without compromising their function, thus lowering its weight and achieving lightweighting. The single-molded structure and beveled design allow for weight reduction while increasing load-bearing capacity. Therefore, the technical solution of this application effectively solves the problem in related technologies where the requirements for lightweighting and high load-bearing capacity in engines cannot be simultaneously met. Attached Figure Description
[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:
[0019] Figure 1 An exploded structural diagram of an embodiment of the engine according to the present invention is shown;
[0020] Figure 2 A three-dimensional structural schematic diagram of the engine body according to the present invention is shown;
[0021] Figure 3 It shows Figure 2 A top view of the engine block;
[0022] Figure 4 It shows Figure 2 A side view of the engine block;
[0023] Figure 5 It shows Figure 2 A side view of the engine block from another perspective.
[0024] The above figures include the following reference numerals:
[0025] 1. Engine block;
[0026] 10. Cylinder liner; 11. Cylinder bore; 12. Inter-cylinder nose bridge area;
[0027] 20. Main bearing housing; 21. Breathing hole;
[0028] 30. Cylinder head connecting part; 31. First connecting post; 32. Second connecting post; 33. Inclined surface; 331. First inclined surface; 332. Second inclined surface;
[0029] 40. Main bearing cover connection part;
[0030] 51. Cooling gap; 52. Main bearing bore;
[0031] 2. Cylinder body. Detailed Implementation
[0032] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.
[0033] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.
[0034] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.
[0035] In this embodiment, as Figures 1 to 5 As shown, the engine block 1 includes: a cylinder liner 10, a main bearing housing 20, a cylinder head connecting portion 30, and a main bearing cap connecting portion 40. The cylinder liner 10 has a cylinder bore 11 for piston movement. The main bearing housing 20 is located below the cylinder liner 10. The cylinder head connecting portion 30 is disposed on the outside of the cylinder liner 10 and is used to connect with the engine cylinder head. The cylinder head connecting portion 30 is provided with an inclined surface 33, which is inclined from top to bottom towards the axis of the cylinder bore 11. The main bearing cap connecting portion 40 is connected to the main bearing housing 20 and is used to connect with the engine main bearing cap. The cylinder liner 10, cylinder head connecting portion 30, main bearing housing 20, and main bearing cap connecting portion 40 are integrally formed structures.
[0036] By making the cylinder liner 10, cylinder head connecting part 30, main bearing seat 20, and main bearing cap connecting part 40 into a single molded structure, the connection between these components becomes tighter and can withstand greater loads, thereby improving the load-bearing capacity of the engine block 1. Furthermore, it improves the overall rigidity of the engine block 1, thereby enhancing the vibration modes of the cylinder block and ultimately improving the overall NVH (noise, vibration, and harshness) performance of the engine. The inclined surface 33 reduces the material usage and volume of the engine block 1 without affecting the function of the cylinder liner 10, main bearing seat 20, cylinder head connecting part 30, and main bearing cap connecting part 40, thus reducing the weight of the engine block 1 and achieving lightweighting. Through the single-molded structure and the design of the inclined surface 33, weight can be reduced while increasing load-bearing capacity. Therefore, the technical solution of this embodiment effectively solves the problem in related technologies where the requirements for lightweighting and high load-bearing capacity in engines cannot be simultaneously met.
[0037] Furthermore, the inventors discovered that during engine operation, the main load-bearing components are the cylinder liner 10, cylinder head connector 30, main bearing housing 20, and main bearing cap connector 40. These components directly bear the impact pressure generated by engine combustion, while other components generally bear relatively small loads. Based on this load-bearing characteristic, in this embodiment, the inventors improved the cylinder block by integrally molding the cylinder liner 10, main bearing housing 20, cylinder head connector 30, and main bearing cap connector 40, which bear relatively large loads, and integrating them into the engine block 1 housed within the cylinder body 2 of the cylinder block. By designing the engine block 1 as a single, individually designed and cast piece, higher load-bearing and mechanical performance requirements can be met.
[0038] In this embodiment, the engine block 1 is cast from gray iron, ductile iron, or vermicular graphite cast iron, which have good mechanical properties. The material has a low shrinkage rate, which improves the casting precision of the engine block 1. Since the crankcase wall, front sprocket chamber, rear engine-transformer flange, and connecting parts for fixing engine accessories bear relatively low loads, lightweight alloys with lower density, such as aluminum alloys and magnesium alloys, can be selected to achieve engine weight reduction. This allows for flexible selection of suitable materials for casting based on the specific stress on the engine block 1, specifically improving its mechanical properties. This, in turn, enhances the overall strength and rigidity of the cylinder block, meeting the increased load-bearing capacity requirements of the enhanced engine, making manufacturing more flexible and reducing processing costs. During cylinder block manufacturing, the engine block 1 is first shaped using gravity sand casting. Then, the engine block 1 is preheated and pre-cast into a lightweight alloy structure, integrating the engine block 1 with the lightweight alloy structure located on its outer side as a single integral part. Finally, it undergoes machining and assembly processes to participate in the engine's working cycle. Using gravity sand casting to shape the engine block 1 reduces the probability of casting defects such as shrinkage cavities and porosity, thus improving the casting quality of the engine block 1.
[0039] like Figures 2 to 5As shown, the cylinder head connecting portion 30 includes a first connecting post 31 and a second connecting post 32 located below the first connecting post 31. The first connecting post 31 is located on the outside of the cylinder liner 10 and has a first bolt hole. The second connecting post 32 is connected to the outer surface of the cylinder liner 10 and is also connected to the main bearing housing 20. The inclined surface 33 includes a first slope surface 331 provided on the second connecting post 32. The first bolt hole designed on the first connecting post 31 provides a stable fixing point for the cylinder head. The second connecting post 32 not only connects to the outer surface of the cylinder liner 10, but also forms an inclined surface with the axial direction of the cylinder liner 10 through the design of the inclined surface 33, so that the end of the second connecting post 32 near the first connecting post 31 has a thicker wall thickness, so that the second connecting post 32 can more reliably connect the first connecting post 31 to the cylinder liner 10, thereby improving the load-bearing capacity of the first connecting post 31. Since the load at the second connecting post 32 and the main bearing housing 20 is relatively small, by setting the end of the second connecting post 32 away from the first connecting post 31 to have a thinner wall thickness, the volume of the engine block 1 can be reduced, thereby achieving a lightweight design of the engine block 1 without affecting its load-bearing capacity. Furthermore, the design of the inclined surface 33 allows the load to be transmitted more evenly and gradually, reducing stress concentration and improving the durability and reliability of the cylinder block.
[0040] like Figures 2 to 5 As shown, the first ramp surface 331 is disposed on the surface of the second connecting post 32 facing away from the cylinder liner 10. This design allows the first ramp surface 331 to better guide and disperse the load transferred from the cylinder head to the second connecting post 32 via the first connecting post 31 during engine operation, optimizing load-bearing capacity while reducing the weight of the second connecting post 32. Furthermore, the design of the first ramp surface 331 ensures a smooth load transition, avoiding stress concentration that may be caused by sharp edges, thereby reducing the risk of damage to the cylinder block under high-load operating conditions.
[0041] like Figures 2 to 5As shown, the inclined surface 33 also includes a second inclined surface 332 disposed on the surface of the first connecting post 31 facing away from the cylinder liner 10. The area of the second inclined surface 332 is smaller than the area of the first inclined surface 331. By providing the second inclined surface 332, the weight of the cylinder head connecting portion 30 can be further reduced, thereby further improving the lightweight effect. Furthermore, by placing the second inclined surface 332 on the surface of the first connecting post 31 facing away from the cylinder liner 10, the structural strength of the end of the first connecting post 31 facing away from the cylinder liner 10 can be ensured, thereby ensuring the reliability of the connection between the first bolt hole of the first connecting post 31 and the cylinder head, and ensuring the load-bearing capacity of the first connecting post 31. The smaller area of the second inclined surface 332 compared to the first inclined surface 331 allows for lightweighting while ensuring the load-bearing capacity and connection reliability of the cylinder head connecting portion 30.
[0042] like Figure 3 and Figure 5 As shown, the first connecting post 31 is spaced apart from the cylinder liner 10 to form a cooling gap 51. The cooling gap 51 allows the coolant to flow more freely on the outside of the cylinder liner 10, enabling it to directly contact the outer surface of the cylinder liner 10, thereby improving cooling efficiency, reducing the temperature of the cylinder liner 10, and preventing deformation or damage caused by high temperatures. Simultaneously, the design of the cooling gap 51 helps improve the heat distribution of the cylinder liner 10, avoiding localized overheating of the cylinder liner 10 due to the placement of the first connecting post 31, and improving the thermal stability and reliability of the engine under high load conditions.
[0043] like Figures 2 to 5 As shown, there are multiple cylinder liners 10, which are connected sequentially. The connecting portion of each pair of adjacent cylinder liners 10 forms the inter-cylinder nose bridge region 12. There are multiple main bearing seats 20, cylinder head connecting portions 30, and main bearing cap connecting portions 40. Each main bearing seat 20 is connected to two cylinder head connecting portions 30, and each main bearing seat 20 is connected to two main bearing cap connecting portions 40. The main bearing seats 20 are located on opposite sides of the cylinder liners 10. The cylinder liner 10 located in the middle of the multiple cylinder liners 10 and connected between two inter-cylinder nose bridge regions 12 is the middle cylinder liner 10. The plane of symmetry passes through the axis of the middle cylinder liner 10, and the distance between the plane of symmetry and the two inter-cylinder nose bridge regions 12 is equal. In the direction from the plane of symmetry to any one of the inter-cylinder nose bridge regions 12, the wall thickness of the cylinder liner 10 gradually decreases. The aforementioned wall thickness design ensures sufficient strength and rigidity in areas with the highest loads, typically the combustion chamber and piston movement areas, while allowing for appropriate thinning in areas with lower loads, achieving a lightweight design. This design strategy not only meets the high load requirements of the engine but also reduces the overall weight of the cylinder block, contributing to improved overall engine efficiency and fuel economy.
[0044] like Figures 2 to 5As shown, the wall thickness of the cylinder liner 10 at the symmetrical plane is 9 mm, and the wall thickness at the junction of the cylinder liner 10 and the inter-cylinder nose area 12 is 7 mm. These wall thickness settings ensure that the cylinder liner 10 can withstand high-strength loads while achieving maximum weight reduction. The 9 mm wall thickness corresponds to high-load areas of the cylinder liner 10, such as the combustion chamber, providing sufficient structural support to prevent deformation under high-pressure combustion. The 7 mm wall thickness corresponds to areas of lower loads of the cylinder liner 10, such as the inter-cylinder nose area 12, reducing the weight of the cylinder block while maintaining sufficient structural stability. This configuration achieves an optimal balance between strength and weight reduction in the engine block 1, meeting the high strength requirements of the engine while achieving significant weight reduction.
[0045] like Figures 2 to 5 As shown, there are multiple cylinder liners 10, main bearing seats 20, cylinder head connecting parts 30, and main bearing cap connecting parts 40. Multiple cylinder liners 10 are connected sequentially. Each main bearing seat 20 is connected to two cylinder head connecting parts 30, and each main bearing seat 20 is connected to two main bearing cap connecting parts 40. The main bearing seats 20 are located on opposite sides of the cylinder liners 10. Each main bearing seat 20 is provided with a breather hole 21, and multiple breather holes 21 are interconnected. This design not only optimizes the structural layout of the cylinder block and improves space utilization, but also achieves more efficient gas flow and pressure release. The interconnected breather holes 21 form a unified breathing system, stabilizing internal pressure during engine operation and preventing pressure fluctuations from causing additional stress to the cylinder block structure, thus improving the engine's operational stability and reliability. Furthermore, the interconnected breather holes 21 also help improve the engine's NVH performance by reducing airflow noise and optimizing pressure distribution, thereby reducing engine noise and vibration during operation and enhancing the overall driving experience. In this embodiment, each cylinder liner 10 has an opening at its bottom, which communicates with the breather hole 21 so that the breather hole 21 can communicate with the cylinder bore 11, ensuring the air pressure balance between each cylinder.
[0046] like Figures 2 to 5 As shown, the main bearing cap connecting part 40 is a block with a second bolt hole. This configuration provides a stable mounting point for the engine main bearing cap, ensuring a tight connection between the main bearing cap and the main bearing cap connecting part 40, thus improving the mechanical stability of the entire engine block 1. The main bearing housing 20 and the two main bearing cap connecting parts 40 form a partial main bearing hole 52, which is used to install the engine's main bearing. The main bearing housing 20, the two main bearing cap connecting parts 40, and the partial main bearing hole 52 in the middle provide precise guidance and support for the installation of the engine main bearing. This design strategy optimizes the installation and use process of the main bearing.
[0047] In other embodiments, the main bearing cap connecting portion 40 is a block, and a second bolt hole is provided on the block. Alternatively, the main bearing housing 20 and the two main bearing cap connecting portions 40 form a portion of the main bearing hole 52, which is used to install the main bearing of the engine.
[0048] like Figure 1 As shown, this application also provides a cylinder block, which includes a cylinder body 2 and an engine block 1 disposed within the cylinder body 2. The engine block 1 is the aforementioned engine block 1. Since the aforementioned engine block 1 can solve the problem in the related art where the requirements for lightweighting and high load-bearing capacity of engines cannot be simultaneously met, the cylinder block having this engine block can also solve the same technical problem.
[0049] This application also provides an engine, which includes a cylinder block and a cylinder head, wherein the cylinder block is the aforementioned cylinder block. Because the aforementioned cylinder block can solve the problem in the related art where the requirements for lightweighting and high load-bearing capacity in engines cannot be simultaneously met, engines with this cylinder block can also solve the same technical problem. By applying the above embodiments, the problem of heavy cylinder block weight due to the inability to use lightweight alloy materials in engines with high strength, especially compression-ignition diesel engines with high compression ratios, is solved, effectively reducing the weight of high-strength engines.
[0050] In the description of this utility model, it should be understood that "multiple" means two or more. Directional terms such as "front, back, up, down, left, right," "horizontal, vertical, perpendicular, horizontal," and "top, bottom" indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. These terms are used solely for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms 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 limiting the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner or outer contours relative to the outline of each component itself.
[0051] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.
[0052] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.
[0053] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.
Claims
1. An engine block, characterized in that, include: Cylinder liner (10) having a cylinder bore (11) for piston movement; The main bearing housing (20) is located below the cylinder liner (10); A cylinder head connecting part (30) is provided on the outside of the cylinder liner (10). The cylinder head connecting part (30) is used to connect with the cylinder head of the engine. An inclined surface (33) is provided on the cylinder head connecting part (30). The inclined surface (33) is inclined towards the axis of the cylinder bore (11) from top to bottom. The main bearing cover connecting part (40) is connected to the main bearing seat (20), and the main bearing cover connecting part (40) is used to connect to the main bearing cover of the engine; The cylinder liner (10), the cylinder head connecting part (30), the main bearing seat (20) and the main bearing cover connecting part (40) are integrally formed structures.
2. The engine block according to claim 1, characterized in that, The cylinder head connecting part (30) includes a first connecting post (31) and a second connecting post (32) located below the first connecting post (31); the first connecting post (31) is located on the outside of the cylinder liner (10), and a first bolt hole is provided on the first connecting post (31); the second connecting post (32) is connected to the outer surface of the cylinder liner (10), and the second connecting post (32) is connected to the main bearing seat (20); the inclined surface (33) includes a first inclined surface (331) provided on the second connecting post (32).
3. The engine block according to claim 2, characterized in that, The first ramp surface (331) is disposed on the surface of the second connecting post (32) facing away from the cylinder liner (10).
4. The engine block according to claim 2, characterized in that, The inclined surface (33) further includes a second inclined surface (332) disposed on the surface of the first connecting column (31) facing away from the cylinder liner (10), the area of the second inclined surface (332) being smaller than the area of the first inclined surface (331).
5. The engine block according to claim 2, characterized in that, The first connecting post (31) is spaced apart from the cylinder liner (10) to form a cooling gap (51).
6. The engine block according to claim 1, characterized in that, There are multiple cylinder liners (10), which are connected in sequence. The connecting part of each two adjacent cylinder liners (10) forms the inter-cylinder nose bridge area (12). There are multiple main bearing seats (20), cylinder head connecting parts (30) and main bearing cap connecting parts (40). Each main bearing seat (20) is connected to two cylinder head connecting parts (30), and each main bearing seat (20) is connected to two main bearing cap connecting parts (40). The main bearing seats (20) are arranged on opposite sides of the cylinder liners (10). The cylinder liner (10) located in the middle of the plurality of cylinder liners (10) and connected between the two cylinder nose bridge regions (12) is the middle cylinder liner (10). The plane of symmetry passes through the axis of the middle cylinder liner (10), and the distance between the plane of symmetry and the two cylinder nose bridge regions (12) is equal. In the direction from the plane of symmetry to any one of the cylinder nose bridge regions (12), the wall thickness of the cylinder liner (10) gradually decreases.
7. The engine block according to claim 6, characterized in that, The wall thickness of the cylinder liner (10) at the symmetrical plane is 9 mm, and the wall thickness at the junction of the cylinder liner (10) and the inter-cylinder nose bridge area (12) is 7 mm.
8. The engine block according to claim 1, characterized in that, There are multiple cylinder liners (10), main bearing seats (20), cylinder head connecting parts (30) and main bearing cap connecting parts (40). Multiple cylinder liners (10) are connected in sequence. Each main bearing seat (20) is connected to two cylinder head connecting parts (30) and each main bearing seat (20) is connected to two main bearing cap connecting parts (40). The main bearing seats (20) are arranged on opposite sides of the cylinder liners (10). Each main bearing seat (20) is provided with a breather hole (21), and multiple breather holes (21) are connected in a continuous manner.
9. The engine block according to claim 8, characterized in that, The main bearing cover connecting part (40) is a block, and a second bolt hole is provided on the block; and / or, the main bearing seat (20) and the two main bearing cover connecting parts (40) form a part of the main bearing hole (52), which is used to install the main bearing of the engine.
10. A cylinder block, characterized in that, It includes a cylinder body (2) and an engine body disposed within the cylinder body (2), wherein the engine body is the engine body according to any one of claims 1 to 9.
11. An engine comprising a cylinder block and a cylinder head, characterized in that, The cylinder block is the cylinder block as described in claim 10.