Guard mechanism for an engine, engine and vehicle

Abstract

The application relates to the engine technical field and discloses a protection mechanism for an engine, the engine and a vehicle, the protection mechanism comprising: a crankshaft pulley; a timing cover, the timing cover being arranged on an axial side of the crankshaft pulley, and a gas outlet channel being formed between the timing cover and the crankshaft pulley along a radial direction of the crankshaft pulley, the timing cover being provided with a gas inlet channel, and a gas outlet side of the gas inlet channel being communicated with the gas outlet channel; and a gas outlet ring, the gas outlet ring being arranged at the gas inlet channel and being provided with a gas outlet hole, the gas outlet hole being used for guiding the gas in the gas inlet channel to the gas outlet channel. Thus, the gas inlet channel cooperates with the gas outlet ring to convey the gas to one side of the gas outlet channel, so that dust, impurities and a small amount of oil sludge attachments in the gas outlet channel are blown out, and during the driving of the vehicle, an annular airflow protection ring can be formed at the gas outlet channel, so that external pollutants are difficult to enter the gas outlet channel, and the dustproof effect at the gas outlet channel is improved.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to a protective mechanism for an engine, an engine, and a vehicle. Background Technology

[0002] Currently, in engines, the seal between the crankshaft and the timing chamber is usually achieved through an oil seal structure. However, dust, impurities, and other foreign objects can enter the grease lubrication layer through the dust lip of the oil seal structure, leading to problems such as oil leakage at the oil seal structure.

[0003] In related technologies, a labyrinth structure is formed between the crankshaft pulley and the timing cover to improve dust prevention, making it difficult for dust, impurities, and other foreign objects to enter the oil seal structure. However, when the vehicle passes through or travels in a dusty working environment, once dust breaks through the labyrinth structure and enters the working surface of the oil seal structure, it becomes difficult for the dust to be discharged from the labyrinth structure. In environments where the engine is off or in humid conditions, dust is more likely to adhere to the contact surface between the oil seal structure and the crankshaft, forming sludge. This poses a risk of eroding the oil seal structure and entering the grease lubrication layer, leading to oil leakage. Utility Model Content

[0004] 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 a protective mechanism for an engine to improve the protective effect between the crankshaft pulley and the timing cover, and to prevent contaminants such as sludge from depositing in the gap between the crankshaft pulley and the timing cover and corroding the oil seal.

[0005] According to an embodiment of the first aspect of this application, a protective mechanism for an engine includes: a crankshaft pulley, a timing cover, and an exhaust ring. The timing cover covers one axial side of the crankshaft pulley, and the timing cover and the crankshaft pulley enclose an exhaust channel arranged in the radial direction of the crankshaft pulley. The timing cover has an intake channel, and the exhaust side of the intake channel communicates with the exhaust channel. The exhaust ring is disposed at the intake channel and has an exhaust hole for guiding gas in the intake channel to the exhaust channel.

[0006] According to the engine protection mechanism of this application embodiment, an air intake channel is formed at the timing cover. The air intake channel, in cooperation with the air outlet ring, delivers gas to one side of the air outlet channel to blow out dust, impurities, and a small amount of oil sludge in the air outlet channel. Furthermore, during vehicle operation, an annular airflow protection ring can be formed at the air outlet channel, making it difficult for external pollutants to enter the air outlet channel and improving the dustproof effect at the air outlet channel.

[0007] Furthermore, the airflow can reduce the humidity at the oil seal structure (e.g., the working surface of the oil seal structure), thereby reducing the likelihood of dust and other contaminants adhering to the working surface of the oil seal structure and forming sludge.

[0008] According to some embodiments of this application, the crankshaft pulley includes: a pulley body, which is disposed opposite to the timing cover in the axial direction, and the air outlet channel is located between the pulley body and the timing cover; and a crankshaft assembly, which is connected to the pulley body and protrudes from the pulley body on a first side in the axial direction, and the crankshaft assembly can be fitted with the timing cover.

[0009] According to some embodiments of this application, the air intake channel includes: a first radial extension section, which extends along the radial direction of the timing cover and one end of the first radial extension section forms an air intake port; an axial extension section, which extends along the axial direction of the timing cover and one end of the axial extension section communicates with the other end of the first radial extension section; a second radial extension section, which is annular and extends along the radial direction of the timing cover, the inner radial end of the second radial extension section communicates with the other end of the axial extension section, and the air outlet ring is located at the second radial extension section.

[0010] According to some embodiments of this application, the pulley body is provided with a first annular protrusion that is raised towards the timing cover; the timing cover is formed with a first annular recess, the first annular recess being recessed from the side surface of the timing cover opposite to the pulley body toward the side away from the pulley body, and the first annular protrusion is placed in the first annular recess.

[0011] According to some embodiments of this application, the second radial extension is located radially inside the first annular protrusion and is disposed opposite to the first annular protrusion in the radial direction.

[0012] According to some embodiments of this application, the vent ring, which is arranged in a ring shape, is at least partially placed within the second radial extension section. The vent ring is fixedly connected to the timing cover, and the vent ring forms a plurality of vent holes, which are evenly spaced along the circumferential direction of the vent ring.

[0013] According to some embodiments of this application, the diameter of the air intake channel is D, and satisfies the relationship: 2mm≤D≤8mm.

[0014] The engine according to the second aspect of this application includes the aforementioned protective mechanism.

[0015] The advantages of the engine and the aforementioned engine protection mechanism compared to the prior art are the same, and will not be repeated here.

[0016] According to some embodiments of this application, the engine includes a turbocharger, the exhaust side of which is connected to an exhaust branch, and the exhaust branch is connected and cooperates with the intake port of the intake passage.

[0017] The vehicle according to the third aspect of this application includes the engine described above.

[0018] The advantages of the vehicle and the engine mentioned above compared to existing technologies are the same, and will not be repeated here.

[0019] 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

[0020] 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: Figure 1 This is a cross-sectional schematic diagram of a protective mechanism according to an embodiment of this application; Figure 2 yes Figure 1 A magnified view of the area circled at point A in the middle; Figure 3 This is a cross-sectional schematic diagram of the exhaust ring according to an embodiment of this application; Figure 4 This is a side view of the exhaust ring according to one embodiment of this application.

[0021] Figure label: Protective mechanism 100; Air vent 101; Crankshaft pulley 1; pulley body 11; first annular protrusion 111; crankshaft assembly part 12; Timing cover 2; intake passage 201; first radial extension section 2011; axial extension section 2012; second radial extension section 2013; first annular recess 202; mounting cavity 203; sealing part 21; Air outlet ring 3; air outlet 301. Detailed Implementation

[0022] 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.

[0023] The following is for reference. Figures 1-4 This application describes a protective mechanism for an engine according to an embodiment of the present application.

[0024] Currently, in engines, the seal between the crankshaft and the timing chamber is usually achieved through an oil seal structure. However, dust, impurities, and other foreign objects can enter the grease lubrication layer through the dust lip of the oil seal structure, leading to problems such as oil leakage at the oil seal structure.

[0025] In related technologies, a labyrinth structure is formed between the crankshaft pulley and the timing cover to improve dust prevention, making it difficult for dust, impurities, and other foreign objects to enter the oil seal structure. However, when the vehicle passes through or travels in a dusty working environment, once dust breaks through the labyrinth structure and enters the working surface of the oil seal structure, it becomes difficult for the dust to be discharged from the labyrinth structure. In environments where the engine is off or in humid conditions, dust is more likely to adhere to the contact surface between the oil seal structure and the crankshaft, forming sludge. This poses a risk of eroding the oil seal structure and entering the grease lubrication layer, leading to oil leakage.

[0026] According to an embodiment of this application, a protective mechanism 100 for an engine includes: a crankshaft pulley 1, a timing cover 2, and an exhaust ring 3.

[0027] Combination Figure 1 and Figure 2 As shown, the timing cover 2 is installed on one axial side of the crankshaft pulley 1, and an exhaust channel 101 is formed between the timing cover 2 and the crankshaft pulley 1. The exhaust channel 101 extends radially along the crankshaft pulley 1. The timing cover 2 also has an intake channel 201, and the exhaust side of the intake channel 201 is connected to the exhaust channel 101, allowing gas in the intake channel 201 to flow into the exhaust channel 101 and then be discharged. This airflow carries away contaminants (such as dust and impurities) in the exhaust channel 101, preventing contaminants from accumulating in the exhaust channel 101 and reducing the risk of contaminants adhering to the oil seal structure between the crankshaft pulley 1 and the timing cover 2. This helps reduce sludge formation at the oil seal structure and improves the oil leakage prevention effect at the oil seal structure.

[0028] Furthermore, the exhaust ring 3 in the protective mechanism 100 is located at the air inlet channel 201, and the exhaust ring 3 has an exhaust hole 301. The exhaust hole 301 is used to guide the gas in the air inlet channel 201 to the exhaust channel 101, so that the airflow flows into the exhaust channel 101 after being guided by the exhaust ring 3, thereby forming a pressurized airflow that is transported in a ring shape. The airflow can increase the difficulty of pollutants remaining in the exhaust channel 101 and improve the protective effect.

[0029] It should be noted that the timing cover 2 has an air intake channel 201, which has an air intake port. The air intake port can be connected and cooperated with equipment in the power system (such as a turbocharger) to realize the air intake function at the air intake channel 201.

[0030] Reference Figure 1 As shown, when the crankshaft pulley 1 and timing cover 2 are installed and fitted, the intake channel 201 and the exhaust channel 101 on the timing cover 2 are connected and fitted. The gas in the intake channel 201 is discharged to the exhaust channel 101 through the exhaust hole 301 of the exhaust ring 3, so that airflow can be continuously delivered into the exhaust channel. A continuous annular pressurized airflow is formed between the crankshaft pulley 1 and the timing cover 2, so that the pollutants in the exhaust channel 101 can be discharged from the exhaust channel 101 under the action of the airflow, thereby improving the dust prevention effect at the exhaust channel 101.

[0031] Taking the connection between the intake passage 201 of the timing cover 2 and the supercharger as an example, the absolute pressure of the boosted air drawn from the exhaust branch of the supercharger is generally 200kPa-300kPa. After being reduced by various resistances such as the air passage structure, the pressure at the exhaust port of the intake passage 201 is about 1.8 to 2.8 times the atmospheric pressure. The airflow within this pressure range can blow out the dust, impurities and a small amount of oil sludge in the exhaust passage 101. Furthermore, during vehicle operation, the continuous boost pressure can form an annular airflow protection ring, making it difficult for external pollutants to enter the exhaust passage 101, thus improving the dustproof effect of the exhaust passage 101.

[0032] According to the engine protection mechanism 100 of this application embodiment, an air intake passage 201 is formed at the timing cover 2. The air intake passage 201, in cooperation with the exhaust ring 3, delivers gas to one side of the exhaust passage 101 to blow out dust, impurities and a small amount of oil sludge in the exhaust passage 101. During vehicle operation, an annular airflow protection ring can be formed at the exhaust passage 101, making it difficult for external pollutants to enter the exhaust passage 101 and improving the dustproof effect at the exhaust passage 101.

[0033] Combination Figure 1 and Figure 2 As shown, in a further embodiment of this application, the crankshaft pulley 1 includes a pulley body 11 and a crankshaft assembly 12. The pulley body 11 and the timing cover 2 are disposed opposite each other in the axial direction, and the exhaust channel 101 is located between the pulley body 11 and the timing cover 2, so that the exhaust channel 101 is formed by the pulley body 11 and the timing cover 2.

[0034] Furthermore, the crankshaft assembly 12 is connected to the pulley body 11, and the crankshaft assembly 12 protrudes towards the pulley body 11 on the first side in the axial direction, and the crankshaft assembly 12 can be fitted with the timing cover 2.

[0035] The timing cover 2 has a through hole structure for the crankshaft mounting part to pass through. The crankshaft mounting part can be installed through the timing cover 2 through the through hole structure. The pulley body 11 is arranged opposite to the timing cover 2 in the axial direction. The exhaust passage 101 is formed by the pulley body 11 and the timing cover 2, which together form an exhaust passage 101 that extends radially from the inside (i.e. the side closer to the crankshaft mounting part) to the outside (i.e. the side away from the crankshaft mounting part).

[0036] like Figure 2 As shown, in some embodiments of this application, after the timing cover 2 is installed and fitted with the crankshaft pulley 1, an installation cavity 203 is formed between the timing cover 2 and the crankshaft pulley 1. The installation cavity 203 is used to arrange an oil seal structure (not shown in the figure) to improve the sealing effect between the timing cover 2 and the crankshaft pulley 1 through the oil seal structure.

[0037] Reference Figure 2 As shown, the crankshaft assembly 12 protrudes from the pulley body 11 in the axial direction. When the timing cover 2 is placed on the crankshaft pulley 1, the timing cover 2 forms a mounting cavity 203 surrounding the crankshaft assembly 12 in the adjacent corner area between the crankshaft assembly 12 and the pulley body 11. This allows the oil seal structure to be arranged in the annular mounting cavity 203, thereby achieving radial sealing between the timing cover 2 and the crankshaft assembly.

[0038] The mounting cavity 203 is connected and cooperates with the air intake channel 201, so that the airflow flowing in the air outlet channel 101 can also act on the oil seal structure, causing the airflow in the area where the oil seal structure is located to flow. Furthermore, the airflow in the area where the oil seal structure is located can flow outward under the influence of the airflow in the air outlet channel 101, thereby forming an annular airflow protection ring at the oil seal structure and improving the protection effect at the oil seal structure.

[0039] Reference Figure 2 As shown, the mounting cavity 203 is formed radially inside the area where the exhaust passage 101 and the intake passage 201 connect and cooperate. By designing the exhaust passage 101 to form a labyrinth structure, it is difficult for dust and other pollutants to enter the oil seal structure through the exhaust passage 101. Furthermore, the exhaust ring 3 can send air to one side of the exhaust passage 101 to form an airflow protection ring composed of pressurized airflow on the circumferential outer side of the oil seal structure (which is also the radial outer side of the mounting cavity 203). This improves the dustproof effect of the protection mechanism 100 on the oil seal structure arrangement area, ensures the stability and reliability of engine operation, and meets the driving needs of vehicles passing through areas with a lot of wind, sand, and dust.

[0040] Combination Figure 1 and Figure 2 As shown, in some embodiments of this application, the air intake channel 201 includes: a first radial extension section 2011, an axial extension section 2012, and a second radial extension section 2013. The first radial extension section 2011 extends along the radial direction of the timing cover 2, and one end of the first radial extension section 2011 forms an air intake port for communication and cooperation with an air supply device (such as a turbocharger). The axial extension section 2012 extends along the axial direction of the timing cover 2, and one end of the axial extension section 2012 is connected to the other end of the first radial extension section 2011. The second radial extension section 2013 is annularly arranged and extends along the radial direction of the timing cover 2. The radial inner end of the second radial extension section 2013 is connected to the other end of the axial extension section 2012. An air outlet ring 3 is disposed at the second radial extension section 2013.

[0041] Combination Figure 1 and Figure 2 The intake channel 201 is integrated on the timing cover 2, and the intake channel 201 is composed of three interconnected air passages. Specifically, the first radial extension section 2011 is used to connect and cooperate with the air supply equipment, so that gas can enter the first radial extension section 2011 through the intake port, and the gas can flow into the axial extension section 2012 after flowing through the first radial extension section 2011. After the gas flows further along the axial direction of the timing cover 2 through the axial extension section 2012, it flows into the second radial extension section 2013. The airflow in the second radial extension section 2013 is diverted by the outlet ring 3 and guided to the outlet channel 101, so as to realize the supply of gas from the intake channel 201 to the outlet channel 101.

[0042] It is understandable that in the timing cover 2, the air intake port and the air outlet port of the air intake channel 201 are offset in the axial direction, and the air intake port and the air outlet port are formed on the circumferential side wall of the timing cover 2, so that the air intake port is set in an area that is easy to expose, which can reduce the difficulty of connecting the air intake port and the air supply equipment. The air outlet port is formed in the area corresponding to the air outlet channel 101, which makes it easy to arrange the air outlet ring 3 in correspondence with the air outlet channel 101.

[0043] Combination Figure 2 and Figure 3 As shown, the exhaust ring 3 is constructed in a ring shape, and the shape of the exhaust ring 3 is adapted to the shape of the second radial extension section 2013. The exhaust ring 3 can be arranged in the second radial extension section 2013 in a ring-shaped manner by embedding.

[0044] In some optional embodiments of this application, the exhaust ring 3 can be integrated on the timing cover 2, such as by integrally molding the exhaust ring 3 and the timing cover 2, or by interference fit between the exhaust ring 3 and the wall of the second radial extension 2013, so as to improve the reliability of the fit between the exhaust ring 3 and the timing cover 2.

[0045] Combination Figure 1 and Figure 2 It is understood that the intake passage 201 consists of three sections: a first radial extension section 2011, an axial extension section 2012, and a second radial extension section 2013. The first radial extension section 2011 and the axial extension section 2012 are L-shaped, and the L-shaped passage connects and cooperates with the annular second radial extension section 2013. This simplifies the structure of the intake passage 201, reducing the difficulty of machining the intake passage 201 onto the timing cover 2.

[0046] Reference Figure 1 and Figure 2 As shown, in the timing cover 2, the first radial extension section 2011 extends along the radial direction of the timing cover 2, and an air intake port is formed at the radial outer end of the first radial extension section 2011, so that a hole structure can be formed on the timing cover 2 in the radial direction, so that the first radial extension section 2011 is formed by surrounding the wall of the hole structure.

[0047] Similarly, the second radial extension 2013 extends along the radial direction of the timing cover 2, and the radial outer end of the second radial extension 2013 forms an air outlet port, so that an annular groove can be formed on the timing cover 2 in the radial direction to enclose and form the second radial extension 2013.

[0048] Furthermore, the first radial extension segment 2011 and the second radial extension segment 2013 are connected and fitted through the axial extension segment 2012, thereby allowing a hole structure with one end open to be machined along the axial direction on one side wall of the timing cover 2 (e.g., the surface opposite to the pulley body 11 of the timing cover 2, or the surface opposite to the pulley body 11 of the timing cover 2). The hole structure connects the first radial extension segment 2011 and the second radial extension segment 2013, and the open end of the hole structure can be closed by the sealing part 21, so that the hole structure... The axial extension section 2012 described above can be enclosed and formed. The two ends of the axial extension section 2012 are respectively connected to the first radial extension section 2011 and the second radial extension section 2013. By setting the sealing part 21, the air intake channel 201 (e.g., the connection and cooperation position between the first radial extension section 2011 and the axial extension section 2012, and the connection and cooperation position between the second radial extension section 2013 and the axial extension section 2012) is sealed to prevent air leakage and other problems from occurring in the air intake channel 201 and to ensure the gas delivery effect of the air intake channel 201.

[0049] Combination Figure 1 and Figure 2 As shown in a further embodiment of this application, the pulley body 11 is provided with a first annular protrusion 111 that is raised towards the timing cover 2. The timing cover 2 is formed with a first annular recess 202. The first annular recess 202 is recessed from the side surface of the timing cover 2 that is opposite to the pulley body 11 towards the side away from the pulley body 11. Moreover, the first annular protrusion 111 is placed in the first annular recess 202. Thus, the first annular protrusion 111 and the first annular recess 202 can cooperate to form a labyrinth structure between the crankshaft pulley 1 and the timing cover 2, so as to improve the dustproof effect of the protective mechanism 100 at the air outlet channel 101.

[0050] It is understandable that a groove structure is formed on the timing cover 2 that opens to the pulley body 11. The groove structure is arranged in a ring and is used to insert and cooperate with the first annular protrusion 111, so that part of the first annular protrusion 111 extends into the groove structure, thereby forming a U-shaped air passage section at the joint of the first annular protrusion 111 and the first annular recess 202. This can increase the difficulty for external pollutants to enter the oil seal structure through the air passage 101.

[0051] Combination Figure 1 and Figure 2 As shown, in some embodiments of this application, the second radial extension 2013 is located radially inside the first annular protrusion 111, and the second radial extension 2013 is arranged opposite to the first annular protrusion 111 in the radial direction, so that the airflow discharged through the air outlet channel 101 can blow towards the inner peripheral wall of the first annular protrusion 111, thereby forming a continuous annular pressurized airflow (i.e., airflow protection ring) on ​​the circumferential inner side of the first annular protrusion 111. The airflow can carry pollutants (dust, etc.) to the outside of the air outlet channel 101, and the airflow protection ring can form an airflow protection ring between the air outlet channel and the connection position of the mounting cavity 203, further increasing the difficulty for pollutants to enter the oil seal structure.

[0052] The outlet port of the second radial extension 2013 is formed on the radial inner peripheral wall of the first annular recess 202, that is, on the side surface of the inner peripheral wall of the first annular recess 202 and the first annular protrusion 111 that are opposite each other in the radial direction.

[0053] In some optional embodiments of this application, a notch is provided at the first annular protrusion 111, which increases the flow cross-section of the air outlet channel at the notch, allowing the airflow to be discharged outward through the notch more effectively, and facilitating the directional discharge of pollutants by the airflow.

[0054] Combination Figure 2 , Figure 3 and Figure 4 As shown, in some embodiments of this application, the annularly arranged air outlet ring 3 is at least partially placed within the second radial extension section 2013. The air outlet ring 3 is fixedly connected to the timing cover 2, and the air outlet ring 3 forms a plurality of air outlet holes 301. The plurality of air outlet holes 301 are evenly spaced along the circumferential direction of the air outlet ring 3, so that the gas in the air intake channel 201 can be evenly transported to the second radial extension section 2013 through the air outlet holes 301, thereby making the airflow flowing into the second radial extension section 2013 evenly distributed, which facilitates the formation of a stable annular pressurized airflow in the air outlet channel 101.

[0055] Reference Figure 3 The air outlet ring 3 is provided with multiple air outlet holes 301. Each air outlet hole 301 has the same shape and size. The radial inner end of the air outlet hole 301 is used to communicate and cooperate with the second radial extension section 2013, and the radial outer end of the air outlet hole 301 is used to discharge gas so as to blow the gas toward the air outlet channel 101, thereby realizing the blowing of air toward one side of the air outlet channel 101.

[0056] In some embodiments of this application, the vent 301 extends radially along the vent ring 3, so that the gas discharged through the vent 301 can be blown directly toward the first annular protrusion 111, so as to achieve uniform discharge of gas to the outside of the vent channel 101.

[0057] In some optional embodiments of this application, the cross-sectional dimensions of the air outlet 301 gradually decrease from the inside to the outside in the radial direction, so as to improve the airflow velocity and enhance the gas delivery effect by constructing the air outlet 301 as a hole structure with a gradually narrowing cross-section.

[0058] The vent 301 can also be configured to have a uniform cross-sectional size at any position along the radial direction.

[0059] In some embodiments of this application, the diameter of the air intake channel 201 is D, and satisfies the relationship: 2mm≤D≤8mm.

[0060] It should be noted that the intake passage 201 is used to supply gas inflow. Taking the gas supply equipment connected to the intake passage 201 as a turbocharger as an example, the diameter of the air passage in the intake passage 201 needs to be designed to ensure the gas supply effect of the turbocharger to the intake passage 201 while reducing the impact on engine performance.

[0061] In the embodiments of this application, the diameter of the air passage is preferably set in the range of 2mm-8mm. According to the calculation formula of pressure and flow rate, the outgoing gas flow rate can be roughly calculated to be about 0.003kg / s-0.012kg / s. That is to say, the gas flow rate diverted from the turbocharger on the outlet side is less than one millionth of the engine intake air flow rate. Thus, by diverting the gas flow on the outlet side of the turbocharger, the air supply at the intake passage 201 has no impact on the engine performance.

[0062] It should be further noted that, in the specific implementation of the above-mentioned protective mechanism 100, the diameter of the air duct at the air intake channel 201 can be tested according to NVH performance to confirm the specific air duct diameter, and the selection of the air duct diameter can also be designed according to the size of the timing cover 2 and structural strength factors.

[0063] The engine protection mechanism 100 according to the embodiments of this application has at least the following advantages over the prior art: The timing cover 2 has an intake passage 201. Through the intake passage 201, gas can be blown towards the exhaust passage 101 formed between the timing cover 2 and the crankshaft pulley 1, so as to form a pressurized airflow arranged in a ring on the outer side of the oil seal structure. The airflow can form an airflow protection ring on the outer side of the oil seal structure, which can prevent external pollutants from the engine from entering the oil seal structure through the exhaust passage 101, thereby achieving a dustproof effect. In addition, during the process of the airflow being discharged through the exhaust passage 101 (e.g., when the engine is not running), it can carry away dust and other impurities attached to the working surface of the oil seal structure.

[0064] Furthermore, the airflow can reduce the humidity at the oil seal structure (e.g., the working surface of the oil seal structure), thereby reducing the likelihood of dust and other contaminants adhering to the working surface of the oil seal structure and forming sludge.

[0065] According to the embodiment of this application, the engine includes the above-mentioned protective mechanism 100. Through the cooperation of the timing cover 2, the crankshaft pulley 1 and the exhaust ring 3, a gas passage (including the above-mentioned intake passage 201 and exhaust passage 101) can be formed on the circumferential outer side of the oil seal structure, and the oil seal structure is protected against dust by supplying gas into the gas passage.

[0066] In a further embodiment of this application, the engine includes a turbocharger, and the exhaust side of the turbocharger is connected to an exhaust branch (not shown in the figure). The exhaust branch is connected and cooperates with the intake port of the intake passage 201 to guide the gas of the turbocharger to the timing cover 2 through the exhaust branch, thereby supplying gas to the intake passage 201.

[0067] It should be noted that the exhaust branch can be formed by a flexible tube. The flexible tube has a certain degree of deformation performance, which facilitates the routing of the exhaust branch at the engine, thereby better connecting the flexible tube between the turbocharger and the timing cover 2.

[0068] According to an embodiment of this application, the vehicle includes the engine described above.

[0069] The vehicle and the aforementioned engine have the same advantages over existing technologies, which will not be repeated here.

[0070] 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.

[0071] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0072] In the description of this application, "multiple" means two or more.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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. A protective mechanism for an engine, characterized in that, The protective mechanism includes: Crankshaft pulley (1); A timing cover (2) is provided on one axial side of the crankshaft pulley, and the timing cover (2) and the crankshaft pulley (1) enclose an exhaust channel (101) arranged in the radial direction of the crankshaft pulley (1). The timing cover (2) has an intake channel (201), and the exhaust side of the intake channel (201) is connected to the exhaust channel (101). An exhaust ring (3) is provided at the air inlet channel (201), and the exhaust ring (3) has an exhaust hole (301) for guiding the gas in the air inlet channel (201) to the exhaust channel (101).

2. The protective mechanism for an engine according to claim 1, characterized in that, The crankshaft pulley (1) includes: The pulley body (11) and the timing cover (2) are arranged opposite each other in the axial direction, and the air outlet channel (101) is located between the pulley body (11) and the timing cover (2); The crankshaft assembly (12) is connected to the pulley body (11), and the crankshaft assembly (12) protrudes from the pulley body (11) on the first side in the axial direction. The crankshaft assembly (12) can be fitted with the timing cover (2).

3. The protective mechanism for an engine according to claim 2, characterized in that, The air intake passage (201) includes: A first radial extension section (2011) is provided to extend in the radial direction of the timing cover (2), and one end of the first radial extension section (2011) forms an air intake port. An axial extension section (2012) extends along the axial direction of the timing cover (2), and one end of the axial extension section (2012) is connected to the other end of the first radial extension section (2011). The second radial extension section (2013) is arranged in a ring and extends along the radial direction of the timing cover (2). The inner radial end of the second radial extension section (2013) is connected to the other end of the axial extension section (2012). The air outlet ring (3) is located at the second radial extension section (2013).

4. The protective mechanism for an engine according to claim 3, characterized in that, The pulley body (11) is provided with a first annular protrusion (111) that is raised towards the timing cover (2). The timing cover (2) has a first annular recess (202), which is recessed from the side surface of the timing cover (2) opposite to the pulley body to the side away from the pulley body (11), and the first annular protrusion (111) is placed in the first annular recess (202).

5. The protective mechanism for an engine according to claim 4, characterized in that, The second radial extension (2013) is located radially inside the first annular protrusion (111) and is disposed opposite to the first annular protrusion (111) in the radial direction.

6. The protective mechanism for an engine according to claim 3, characterized in that, The air vent ring (3) arranged in a ring shape is at least partially placed inside the second radial extension section (2013). The air vent ring (3) is fixedly connected to the timing cover (2), and the air vent ring (3) forms a plurality of air vent holes (301). The plurality of air vent holes (301) are evenly spaced along the circumferential direction of the air vent ring (3).

7. The protective mechanism for an engine according to claim 1, characterized in that, The diameter of the air intake channel (201) is D, and it satisfies the relationship: 2mm≤D≤8mm.

8. An engine, characterized in that, Includes the protective mechanism according to any one of claims 1-7.

9. The engine according to claim 8, characterized in that, The engine includes a turbocharger, and the exhaust side of the turbocharger is connected to an exhaust branch, which is connected and cooperates with the intake port of the intake passage (201).

10. A vehicle, characterized in that, Includes the engine as described in claim 8 or 9.

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