Engine gas removal system

Abstract

The utility model discloses an engine degassing system, including cylinder cover, water intake main pipe, EGR cooler, thermostat component and degassing main pipe, wherein, the water intake main pipe inside integrated has main water inlet channel and independent vice degassing channel, the vice degassing channel is equipped with a plurality of entrances, respectively corresponding to connect to the degassing port of every cylinder on cylinder cover, the degassing branch from cylinder cover, EGR cooler, thermostat component and water intake main pipe is connected in all up to degassing main pipe and is finally through an engine degassing system total interface and leads to expansion water tank. By this, the utility model discloses an engine degassing system, and through the integration design and source real -time degassing, single interface is matched, and the problem of air resistance is solved completely, and the engine cooling reliability is improved greatly.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, and in particular to an engine degassing system. Background Technology

[0002] Key application scenarios for medium and heavy-duty commercial vehicles include: logistics and transportation, primarily long-haul trunk logistics (transportation of resources such as minerals and steel); secondly, time-sensitive cross-regional transportation (express delivery, green channel transportation, etc.); and finally, transportation in special fields (cold chain logistics, hazardous chemical transportation, etc.). In the engineering and construction sector, vehicles such as dump trucks and concrete mixer trucks require engines to maintain reliable operation for extended periods. In summary, an engine's B10 lifespan often exceeds 1.2 million kilometers, while also needing to achieve key performance indicators such as high power, high torque, low energy consumption, low emissions, and low maintenance costs.

[0003] For the degassing design of a certain parallel engine local cooling system, such as Figure 1 As shown:

[0004] The main water inlet pipe branches into two paths, flowing into the EGR cooler and cylinder head, and then continuing to pass through (subsequent branches are not described in detail): the main pipe, as the highest point of the water circuit, is positioned alongside the EGR cooler in a "C" location, designed with two venting points; the thermostat, as the confluence of the two water circuits and the point of highest water temperature, is designed with a separate venting point. In other words, the existing engine block is designed with three venting points, and customers need to provide three independent connection interfaces to ensure compatibility.

[0005] Deficiencies in the layout of existing degassing systems:

[0006] 1. Three interfaces are required: Customers need to provide three independent connection interfaces for the entire vehicle, which makes matching difficult and the system complex;

[0007] 2. Degassing in the cylinder head is delayed: The cylinder head water jacket is designed as a "one-cylinder-one-jacket, not interconnected" system, meaning each branch is cooled separately before flowing into the cylinder block water jacket. Under special operating conditions, abnormally high temperatures can occur in certain areas of the cylinder head water jacket, posing a risk of coolant boiling and bubble formation. Some of these bubbles mix with the coolant and flow into the thermostat assembly, where degassing is completed through the degassing branch. This branch has a long route and a top-down water circuit layout, resulting in limited degassing effectiveness and a tendency to create air resistance, further increasing system resistance, reducing pump capacity, and decreasing heat dissipation. This leads to increased bubble production and a vicious cycle. Some bubbles gradually accumulate into gas and rise to the degassing branch of the inlet manifold. Because the water flow is in the inflow direction, the gas converges in the opposite direction, creating a reverse flow. This causes gas accumulation in certain areas of the inlet manifold, significantly increasing inlet resistance and causing severe cavitation in the inlet manifold components. Furthermore, the combination of high inlet resistance and gas accumulation leads to an exponential increase in the cooling system's heat dissipation capacity, ultimately increasing the risk of serious failures such as cylinder head cracking.

[0008] 3. This degassing system is only suitable for engines that are idling or operating at low speed and low torque for extended periods, and for road conditions that are mostly provincial highways with speeds not exceeding 100 km / h. It is poorly adapted to logistics transportation scenarios with long-term high-speed, high-torque, and full-load conditions, and cannot meet the needs of customers with ultra-long operating mileage.

[0009] The information disclosed in this background section is intended only to enhance the understanding of the overall background of this utility model and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Utility Model Content

[0010] The purpose of this invention is to provide an engine degassing system that, through integrated design and real-time degassing at the source, and with a single interface, completely solves the air resistance problem and significantly improves the reliability of engine cooling.

[0011] To achieve the above objectives, this utility model provides an engine degassing system, including a cylinder head, a water inlet manifold, an EGR cooler, a thermostat component, and a degassing manifold. The water inlet manifold integrates a main water inlet channel and an independent secondary degassing channel. The secondary degassing channel has multiple inlets, each corresponding to a degassing port on the cylinder head. The degassing manifold connects to the degassing branches from the cylinder head, the EGR cooler, the thermostat component, and the water inlet manifold, and ultimately leads to the expansion tank through a main engine degassing system interface.

[0012] In one or more embodiments, each cylinder on the cylinder head is provided with a water inlet and a degassing port, and the degassing port of each cylinder is positioned higher than its corresponding water inlet.

[0013] In one or more embodiments, the secondary degassing channel of the main water inlet pipe includes a plurality of degassing inlets and a plurality of degassing outlets connected thereto. The degassing inlets are sealed to the degassing ports of each cylinder on the cylinder head via metal gaskets, and the degassing outlets are connected to the main degassing pipe via a first connecting hose.

[0014] In one or more embodiments, multiple degassing branches from the cylinder head first converge into a cylinder head degassing pipe, and then are connected to the main degassing pipe via a second connecting hose.

[0015] In one or more embodiments, the degassing port of the EGR cooler is connected to the degassing main pipe via the EGR cooler degassing connection port and the first connecting hose.

[0016] In one or more embodiments, the thermostat degassing port of the thermostat component is connected to the degassing main pipe via a thermostat degassing connection port and a third connecting hose.

[0017] In one or more embodiments, the outlet of the degassing port of the main water inlet pipe is connected to the degassing pipe of the main water inlet pipe through the degassing connection port of the main water inlet pipe. After the degassing pipe of the main water inlet pipe merges with the degassing connection port of the EGR cooler, it is connected to the degassing main pipe through the first connecting hose.

[0018] In one or more embodiments, the degassing manifold is fixed to the water inlet manifold by a first degassing manifold bracket and to the engine lift lug by a second degassing manifold bracket.

[0019] In one or more embodiments, the connections between each degassing branch and the degassing main pipe, as well as between each degassing branch and each component, are all secured with ring clamps.

[0020] In one or more embodiments, the arrangement paths of the degassing manifold, the cylinder head degassing manifold, and the water inlet manifold degassing manifold all ensure that the degassing channels extend upwards from low to high, eventually converging at the engine degassing system main interface.

[0021] Compared with the prior art, the engine degassing system according to this utility model has the following beneficial effects:

[0022] 1. By consolidating multiple degassing interfaces on the engine end into a single main interface, the integration and layout by vehicle manufacturers are greatly facilitated, and the cost and complexity of supporting components are reduced.

[0023] 2. By integrating an independent secondary degassing channel into the main water inlet pipe, a direct degassing path is provided for each cylinder, realizing "real-time degassing" of the cylinder head water jacket and preventing gas accumulation from the source;

[0024] 3. The efficient and short-path degassing design reduces the risk of gas forming air resistance in the cooling system, ensuring the pumping efficiency of the water pump and the circulation flow of the coolant, thereby improving the heat dissipation capacity and operational reliability of the entire cooling system and avoiding serious failures such as cylinder head cracking caused by overheating and cavitation.

[0025] 4. The integrated piping design makes the engine top surface layout neater, more compact, and more orderly (industrial aesthetics), reducing scattered supports and intersecting pipes, and facilitating maintenance;

[0026] 5. Optimized degassing capacity enables the engine to better adapt to harsh operating conditions such as long-distance high-speed driving and high torque full load, meeting the needs of commercial vehicles for high reliability and ultra-long mileage.

[0027] 6. By optimizing the pressure distribution in the degassing main pipe through CFD fluid simulation analysis, the pressure balance and smooth airflow of each degassing branch are ensured, reducing the risk of problems such as "high temperature backflow" caused by unreasonable design and increasing the probability of successful design on the first attempt. Attached Figure Description

[0028] Figure 1 This is a wireframe schematic diagram of an existing parallel engine local cooling system.

[0029] Figure 2 This is a wireframe schematic diagram of an engine degassing system according to an embodiment of the present invention.

[0030] Figure 3 This is a top view of an engine degassing system according to an embodiment of the present invention.

[0031] Figure 4 This is a front view structural schematic diagram of the cylinder head component of an engine degassing system according to an embodiment of the present invention.

[0032] Figure 5 This is a front view structural schematic diagram of a six-cylinder water jacket of an engine degassing system according to an embodiment of the present invention.

[0033] Figure 6 This is a top view of the six-cylinder water jacket of the engine degassing system according to an embodiment of the present invention.

[0034] Figure 7 This is a rear view structural schematic diagram of the water inlet manifold of the engine degassing system according to an embodiment of the present invention.

[0035] Figure 8 yes Figure 7 A schematic diagram of the cross-sectional structure at point AA.

[0036] Figure 9 This is a front view structural schematic diagram of the water inlet manifold of the engine degassing system according to an embodiment of the present invention.

[0037] Figure 10 This is a top view of an engine degassing system according to an embodiment of the present invention.

[0038] Figure 11 This is a left-side structural schematic diagram of an engine degassing system according to an embodiment of the present invention.

[0039] Figure 12 This is a front view structural schematic diagram of the EGR water outlet pipe of an engine degassing system according to an embodiment of the present invention.

[0040] Figure 13This is a three-dimensional structural diagram of the oil cooler of the engine degassing system according to an embodiment of the present invention.

[0041] Figure 14 This is a three-dimensional structural schematic diagram of the thermostat component of an engine degassing system according to an embodiment of the present invention.

[0042] Explanation of key figure labels:

[0043] 1-Cylinder head; 11-Cylinder 1 inlet; 12-Cylinder 1 squeegee port; 13-Cylinder 2 inlet; 14-Cylinder 2 squeegee port; 15-Cylinder 3 inlet; 16-Cylinder 3 squeegee port; 17-Cylinder 4 inlet; 18-Cylinder 4 squeegee port; 19-Cylinder 5 inlet; 110-Cylinder 5 squeegee port; 111-Cylinder 6 inlet; 112-Cylinder 6 squeegee port; 2-Main inlet pipe; 21-Cylinder 1 squeegee port inlet; 22-Cylinder 1 squeegee port outlet; 23-Cylinder 2 squeegee port inlet; 24-Cylinder 2 squeegee port outlet; 25-Cylinder 3 squeegee port inlet. 26 - Cylinder 3 scavenging port outlet, 27 - Cylinder 4 scavenging port inlet, 28 - Cylinder 4 scavenging port outlet, 29 - Cylinder 5 scavenging port inlet, 210 - Cylinder 5 scavenging port outlet, 211 - Cylinder 6 scavenging port inlet, 212 - Cylinder 6 scavenging port outlet, 213 - Main inlet manifold scavenging port outlet, 220 - Cylinder 1 water inlet, 221 - Cylinder 2 water inlet, 222 - Cylinder 3 water inlet, 223 - Cylinder 4 water inlet, 224 - Cylinder 5 water inlet, 225 - Cylinder 6 water inlet, 2100 - Water inlet pipe inlet, 2 101-EGR cooler inlet, 3-Engine degassing system, 31-Cylinder 1 degassing connection, 32-Cylinder 2 degassing connection, 33-Cylinder 3 degassing connection, 34-Cylinder 4 degassing connection, 35-Cylinder 5 degassing connection, 36-Cylinder 6 degassing connection, 37-Cylinder head degassing pipe, 38-First degassing main pipe bracket, 39-Water inlet main pipe degassing pipe, 310-First connecting hose, 311-Second degassing main pipe bracket, 312-Degassing main pipe, 313-Engine degassing system main interface, 314-Degassing main pipe liner Set, 315-Degassing main pipe clamp, 316-Second connecting hose, 317-Thermostat degassing connection port, 318-Third connecting hose, 319-EGR cooler degassing connection port, 320-Inlet degassing connection port, 321-Lifting lug, 4-EGR water outlet pipe, 41-EGR cooler degassing port, 5-Oil cooler, 51-EGR cooler water outlet interface, 52-Cylinder block water outlet interface, 53-Thermostat water inlet interface, 54-Thermostat water outlet interface, 6-Thermostat component, 61-Thermostat degassing port. Detailed Implementation

[0044] The specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. However, it should be understood that the scope of protection of this utility model is not limited to the specific embodiments.

[0045] Unless otherwise expressly stated, throughout the specification and claims, the term "comprising" or its variations such as "including" or "comprises" shall be understood to include the stated elements or components without excluding other elements or other components.

[0046] Figure 1 This is a wireframe schematic diagram of an existing parallel engine local cooling system. Figure 2 This is a wireframe schematic diagram of an engine degassing system according to an embodiment of the present invention. Figure 3 This is a top view of an engine degassing system according to an embodiment of the present invention. Figure 4 This is a front view structural schematic diagram of the cylinder head component of an engine degassing system according to an embodiment of the present invention. Figure 5 This is a front view structural schematic diagram of a six-cylinder water jacket of an engine degassing system according to an embodiment of the present invention. Figure 6 This is a top view of the six-cylinder water jacket of the engine degassing system according to an embodiment of the present invention. Figure 7 This is a rear view structural schematic diagram of the water inlet manifold of the engine degassing system according to an embodiment of the present invention. Figure 8 yes Figure 7 A schematic diagram of the cross-sectional structure at point AA. Figure 9 This is a front view structural schematic diagram of the water inlet manifold of the engine degassing system according to an embodiment of the present invention. Figure 10 This is a top view of an engine degassing system according to an embodiment of the present invention. Figure 11 This is a left-side structural schematic diagram of an engine degassing system according to an embodiment of the present invention. Figure 12 This is a front view structural schematic diagram of the EGR water outlet pipe 4 of the engine degassing system according to an embodiment of the present invention. Figure 13 This is a three-dimensional structural diagram of the oil cooler 5 of the engine degassing system according to an embodiment of the present invention. Figure 14 This is a three-dimensional structural schematic diagram of the thermostat component of an engine degassing system according to an embodiment of the present invention.

[0047] like Figures 1 to 14As shown, an engine degassing system according to an embodiment of the present invention includes a cylinder head 1, a water inlet manifold 2, an EGR cooler, a thermostat component 6, and a degassing manifold 312. The water inlet manifold 2 integrates a main water inlet channel and an independent secondary degassing channel. The secondary degassing channel has multiple inlets, which are respectively connected to the degassing ports of each cylinder on the cylinder head 1. The degassing manifold 312 connects the degassing branches from the cylinder head 1, the EGR cooler, the thermostat component 6, and the water inlet manifold 2, and finally leads to the expansion tank through an engine degassing system main interface 313.

[0048] In one or more embodiments, each cylinder on the cylinder head 1 is provided with a water inlet and a degassing port, and the degassing port of each cylinder is positioned higher than its corresponding water inlet.

[0049] In one or more embodiments, the secondary degassing channel of the water inlet manifold 2 includes a plurality of degassing port inlets and a plurality of degassing port outlets connected thereto. The degassing port inlets are sealed to the degassing ports of each cylinder on the cylinder head 1 by means of metal gaskets, and the degassing port outlets are connected to the degassing manifold 312 by means of a first connecting hose 310.

[0050] In one or more embodiments, multiple degassing branches from the cylinder head 1 first converge into a cylinder head degassing pipe 37, and then are connected to the main degassing pipe 312 via a second connecting hose 316.

[0051] In one or more embodiments, the degassing port of the EGR cooler is connected to the degassing main pipe 312 via the EGR cooler degassing connection port 319 and the first connecting hose 310.

[0052] In one or more embodiments, the thermostat degassing port 61 of the thermostat component 6 is connected to the degassing main pipe 312 via the thermostat degassing connection port 317 and the third connecting hose 318.

[0053] In one or more embodiments, the degassing outlet 213 of the main water inlet pipe 2 is connected to the degassing pipe 39 of the main water inlet pipe through the degassing connection port 320 of the main water inlet pipe. The degassing pipe 39 of the main water inlet pipe is then connected to the degassing connection port 319 of the EGR cooler through the first connecting hose 310 and then connected to the degassing main pipe 312.

[0054] In one or more embodiments, the degassing manifold 312 is fixed to the water inlet manifold 2 by a first degassing manifold 312 bracket 38, and fixed to the engine hanger 321 by a second degassing manifold 312 bracket 311.

[0055] In one or more embodiments, the connections between each of the degassing branches and the degassing main pipe 312, as well as between each of the degassing branches and each component, are all secured with ring clamps.

[0056] In one or more embodiments, the arrangement paths of the degassing manifold 312, the cylinder head degassing manifold 37, and the water inlet manifold degassing manifold 39 all ensure that the degassing channel extends upward from low to high, eventually converging at the engine degassing system main interface 313.

[0057] In practical applications, the engine degassing system of this utility model utilizes the existing cooling system as the overall frame, but achieves iterative upgrades through partial redesign and development. Specifically, a degassing channel for each cylinder is embedded in the main water inlet pipe 2 to ensure real-time degassing by the water jacket of the cylinder head 1. The main water inlet pipe 2 is modularly designed and developed, with the main channel completing water inlet flow and the secondary channel completing heat generation degassing of the cylinder head 1. This high level of integration results in excellent degassing effect of the cylinder head 1 and significantly improves the overall reliability of the engine.

[0058] The degassing system, originally consisting of three separate degassing points, has been redesigned into a single degassing manifold (312). Firstly, this design results in a compact and orderly engine layout, combining aesthetics and reliability (industrial aesthetics). The centralized degassing system eliminates the need to individually fix each branch; only the main degassing trunk is fixed, saving on the number of supports and avoiding the cluttered appearance of crisscrossing pipes on the engine's top surface. Secondly, the centralized degassing design considers the ventilation pressure of each branch. CFD fluid dynamics simulation analysis clarifies the pressure distribution at four locations: cylinder head 1, EGR cooler, water inlet manifold 2, and thermostat assembly, ensuring smooth degassing from high to low pressure. This guarantees a high success rate for the first design and effectively avoids the negative impacts of an unreasonable vehicle layout on the engine degassing system (e.g., high-temperature backflow). Finally, the centralized degassing system ensures that the degassing channel extends upwards from the engine end, eliminating obstructions such as backflow or bypass, resulting in superior degassing efficiency.

[0059] Engine coolant flow process: The coolant flows into the main inlet pipe 2 through the inlet pipe inlet 2100. The main inlet pipe 2 contains an inlet channel and a cylinder head 1 degassing channel, which are separate and flow separately. After being collected by the main inlet pipe 2, the coolant is divided into two separate channels.

[0060] Branch 1: The coolant flows into the EGR cooler through the EGR cooler inlet 2101. The EGR cooler completes the cooling, causing the coolant temperature to rise. It flows out through the EGR outlet pipe 4, connects to the EGR cooler outlet interface 51, and flows into the collection channel of the oil cooler 5. Finally, it flows into the thermostat component 6 through the thermostat inlet interface 53. The thermostat outlet interface 54 is located next to the thermostat inlet interface 53.

[0061] Branch 2: The coolant flows through six branch interfaces: cylinder 1 inlet 220 connects to cylinder 1 inlet 11, cylinder 2 inlet 221 connects to cylinder 2 inlet 13, cylinder 3 inlet 222 connects to cylinder 3 inlet 15, cylinder 4 inlet 223 connects to cylinder 4 inlet 17, cylinder 5 inlet 224 connects to cylinder 5 inlet 19, and cylinder 6 inlet 225 connects to cylinder 6 inlet 111. The connection is sealed with a metal gasket (pre-applied adhesive). The coolant flows into the cylinder head 1 water jacket through the six branches and is cooled. The coolant will heat up rapidly in some parts of the cylinder head 1 water jacket, causing local boiling and generating gas, which needs to be removed in time. The coolant flows into the cylinder block through the flow channel with the cylinder block water jacket. The cylinder block water jacket is the main heat source, and the coolant temperature rises again. The coolant mixed with some gas flows into the thermostat component 6 through the cylinder block water outlet 52.

[0062] Operating modes of the degassing system:

[0063] Branch 1: The heat source is the exhaust gas flowing in the EGR. The coolant absorbs heat around it, and there is an abnormal temperature rise in some areas, which causes the coolant to boil. The gas flows through the EGR cooler degassing port 41 to the EGR cooler degassing connection port 319, and then flows into the degassing main pipe 312. This branch is connected by the first connecting hose 310 and is fastened with a ring clamp.

[0064] Branch 2: The heat source is the combustion chamber composed of cylinder head 1 and cylinder block. The main output is power from fuel combustion, and the main heat dissipation is through heat transfer from the cylinder walls. The water jacket of cylinder head 1 has localized heat accumulation points, causing small-scale coolant boiling. Each cylinder has a separate degassing branch: Cylinder 1 degassing port 12 connects to cylinder 1 degassing port inlet 21 and flows into cylinder 1 degassing connection port 31 via cylinder 1 degassing port outlet 22; Cylinder 2 degassing port 14 connects to cylinder 2 degassing port inlet 23 and flows into cylinder 2 degassing connection port 32 via cylinder 2 degassing port outlet 24; Cylinder 3 degassing port 16 connects to cylinder 3 degassing port inlet 25 and... The gas flows from the outlet 26 of the three-cylinder scavenging port into the three-cylinder scavenging connection port 33; the four-cylinder scavenging port 18 connects to the inlet 27 of the four-cylinder scavenging port and flows through the outlet 28 of the four-cylinder scavenging port into the four-cylinder scavenging connection port 34; the five-cylinder scavenging port 110 connects to the inlet 29 of the five-cylinder scavenging port and flows through the outlet 210 of the five-cylinder scavenging port into the five-cylinder scavenging connection port 35; the six-cylinder scavenging port 112 connects to the inlet 211 of the six-cylinder scavenging port and flows through the outlet 212 of the six-cylinder scavenging port into the six-cylinder scavenging connection port 36 (each branch is sealed with a pre-applied adhesive metal gasket (no sealing rings or other sealing structures are used to avoid high-temperature failure)). The six-cylinder scavenging system merges into the cylinder head scavenging pipe 37 (this pipe is only locked by the water-passing bolts of each branch and sealed with a composite sealing gasket, without any additional fixed support structure, making it compact and aesthetically pleasing (braided flexible hoses are used to connect each branch to avoid the risk of stress concentration and cracking)), its port is connected to the scavenging main pipe 312 through the second connecting hose 316 and secured with a ring clamp.

[0065] Branch 3: The coolant containing the mixed air bubbles flows into the thermostat component 6 through the cylinder water jacket. This gas needs to be removed before entering the thermostat to avoid cavitation inside the thermostat assembly. Therefore, the thermostat degassing port 61 is designed in the thermostat component 6 to connect with the thermostat degassing connection port 317. The connection is completed by a venting connector. The connector is connected to the degassing main pipe 312 through the third connecting hose 318 and fastened with a ring clamp.

[0066] Branch 4: As the highest point of the water circuit, the main inlet pipe 2 presents an extreme special situation: the water pump itself generates too many bubbles when stirring the coolant, which do not completely dissipate as they flow into the water circuit system; the cylinder head 1 overheats locally, generating too many bubbles. Because the water jacket is connected to the water inlet, some of the gas is not removed in time and flows back up to the main inlet pipe 2, accumulating at a high position, causing a sharp increase in system resistance and a further decrease in water flow, forming a vicious cycle that ultimately leads to engine high-temperature failure. The design connects the main inlet pipe degassing outlet 213 to the main inlet degassing connection port 320, and the water flowing into the main inlet degassing pipe 39 first merges with the EGR cooler degassing connection port 319. Here, a water-passing bolt is used for connection and fastening, and a composite sealing gasket is used for sealing.

[0067] Degassing system connection relationships: Each branch of the degassing system independently handles the degassing needs of its directly connected components, namely: cylinder head degassing pipe 37, inlet main degassing pipe 39, and degassing main pipe 312. Cylinder head degassing pipe 37 and degassing main pipe 312 are connected via a second connecting hose 316 and secured with a clamp. Degassing main pipe 312 itself has a degassing main pipe bushing 314 and a degassing main pipe clamp 315, which are bolted to the second degassing main pipe 312 bracket 311. This bracket is stacked on the lifting lug 321 for a compact design. Furthermore, degassing main pipe 312 is connected to thermostat degassing connection port 317 (this interface is secured to thermostat component 6 using a degassing connector) via a third connecting hose 318 and secured with a clamp. It is connected to inlet main degassing pipe 39 (this degassing pipe is integrated with the EGR cooler degassing pipe) via a first connecting hose 310 and secured with a clamp.

[0068] Simultaneously, the first degassing manifold 312 is fixed to the water inlet manifold 2 using bracket 38. Ultimately, all branches converge at the engine degassing system main interface 313, flowing to the expansion tank for final degassing. A pressure cap is installed inside the expansion tank: this ensures positive pressure at the cooling system water pump inlet to prevent pump failure, and stabilizes system pressure to avoid a vicious cycle of rapidly increasing system pressure due to high-temperature boiling, which could lead to a decrease in cooling capacity. When the pressure is too high, the pressure cap opens to release pressure, ensuring the system remains within its normal operating range and the engine operates stably and efficiently. The degassed coolant flows back to the water pump inlet via the water replenishment pipe, maintaining the hydraulic balance of the cooling system.

[0069] The foregoing description of specific exemplary embodiments of the present invention is for illustrative and explanatory purposes. These descriptions are not intended to limit the present invention to the precise forms disclosed, and it will be apparent that many changes and variations can be made in accordance with the foregoing teachings. The exemplary embodiments were chosen and described in order to explain the specific principles of the present invention and its practical application, thereby enabling those skilled in the art to implement and utilize various different exemplary embodiments of the present invention, as well as various different choices and variations. The scope of the present invention is intended to be defined by the claims and their equivalents.

Claims

1. An engine degassing system, comprising a cylinder head, a coolant inlet manifold, an EGR cooler, a thermostat assembly, and a degassing manifold, characterized in that, The main water inlet pipe integrates a main water inlet channel and an independent secondary degassing channel. The auxiliary degassing channel is provided with multiple inlets, which are respectively connected to the degassing port of each cylinder on the cylinder head; The main degassing manifold connects to the degassing branches from the cylinder head, the EGR cooler, the thermostat components, and the water inlet manifold, and ultimately leads to the expansion tank through a main engine degassing system interface.

2. The engine degassing system as described in claim 1, characterized in that, Each cylinder on the cylinder head is provided with a water inlet and a degassing port, and the degassing port of each cylinder is positioned higher than its corresponding water inlet.

3. The engine degassing system as described in claim 2, characterized in that, The secondary degassing channel of the main water inlet pipe includes multiple degassing inlets and multiple degassing outlets connected thereto. The degassing inlets are sealed to the degassing ports of each cylinder on the cylinder head through metal gaskets, and the degassing outlets are connected to the main degassing pipe through a first connecting hose.

4. The engine degassing system as described in claim 3, characterized in that, Multiple degassing branches from the cylinder head first converge into a cylinder head degassing pipe, and then are connected to the main degassing pipe via a second connecting hose.

5. An engine degassing system as described in claim 4, characterized in that, The degassing port of the EGR cooler is connected to the main degassing pipe through the EGR cooler degassing connection port and the first connecting hose.

6. The engine degassing system as described in claim 1, characterized in that, The thermostat degassing port of the thermostat component is connected to the degassing main pipe through the thermostat degassing connection port and the third connecting hose.

7. An engine degassing system as described in claim 5, characterized in that, The outlet of the degassing port of the main water inlet pipe is connected to the degassing pipe of the main water inlet pipe through the degassing connection port of the water inlet pipe. The degassing pipe of the main water inlet pipe then merges with the degassing connection port of the EGR cooler and is connected to the degassing main pipe through the first connecting hose.

8. An engine degassing system as described in claim 1, characterized in that, The degassing main pipe is fixed to the water inlet main pipe by the first degassing main pipe bracket, and fixed to the engine lifting lug by the second degassing main pipe bracket.

9. An engine degassing system as described in claim 1, characterized in that, All connections between the degassing branch and the degassing main pipe, as well as between the degassing branch and each component, are secured with ring clamps.

10. An engine degassing system as described in claim 7, characterized in that, The arrangement paths of the degassing main pipe, the cylinder head degassing pipe, and the water inlet main pipe degassing pipe all ensure that the degassing channel extends upwards from low to high, eventually converging at the engine degassing system main interface.

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