Thermal barrier structure for v-type engine, v-type engine, and vehicle

Abstract

The utility model provides a kind of heat insulation structure for V-type engine, V-type engine and vehicle, belong to engine exhaust heat insulation technical field, V-type engine includes two cylinder heads, the gas outlet end surface of each cylinder head is connected with exhaust manifold, exhaust manifold connects turbocharger, turbocharger connects catalytic converter. Heat insulation structure includes front heat shield and two rear heat shields. Front heat shield is surrounded between two gas outlet end surfaces, and surrounds two exhaust manifolds and two turbochargers;Two rear heat shields are one-to-one corresponding cover and set in the periphery of two catalytic converters, and extend to the lower of front heat shield. Front heat shield and two rear heat shields are surrounded to form ventilation air duct, the front end of front heat shield forms air inlet, and the lower end of each rear heat shield forms air outlet. The utility model forms complete packaging structure, not only reduces the heat loss through radiation gap, also makes the air flow around high-temperature component become orderly controllable.

Description

Technical Field

[0001] This utility model belongs to the field of engine exhaust heat insulation technology, and more specifically, it relates to a heat insulation structure for a V-type engine, a V-type engine, and a vehicle. Background Technology

[0002] To reduce the overall size of the engine and facilitate the arrangement of more complex chassis and aerodynamic components, the exhaust manifold and turbocharger in some V-type engines are located on top of the engine. To ensure rapid catalytic converter ignition, the hot end of the exhaust manifold is positioned close to the turbocharger, resulting in extremely high exhaust temperatures at the engine-transmission junction, typically reaching around 800°C. Even with heat shields covering the exhaust manifold and catalytic converter, the outer surface temperature of the catalytic converter still remains around 500°C.

[0003] The top of the transmission houses components such as the drive motor interface, wiring harness, and cooling water pipes. These components have low temperature resistance, typically below 150°C. Furthermore, the engine compartment contains numerous pipes and sensors, which are highly sensitive to ambient temperatures, also generally below 150°C. Therefore, the layout of the exhaust manifold and turbocharger in the aforementioned V-type engine results in severe heat damage to the engine compartment and the surrounding powertrain area. Utility Model Content

[0004] The purpose of this utility model is to provide a heat insulation structure for a V-type engine, a V-type engine and a vehicle, in order to solve the technical problem in the prior art that the application of a V-type engine causes heat damage to the engine compartment and the surrounding area of ​​the powertrain.

[0005] To achieve the above objectives, in a first aspect, this utility model provides a heat insulation structure for a V-type engine, applied to a V-type engine, wherein the V-type engine includes two cylinder heads arranged in an inverted V shape, the outlet faces of the two cylinder heads are arranged facing each other, and there is a receiving space between the two outlet faces; each outlet face is connected to an exhaust manifold, the exhaust manifold is connected to a turbocharger, and the turbocharger is connected to a catalytic converter; both exhaust manifolds and both turbochargers are located in the receiving space; the heat insulation structure for the V-type engine includes: A front heat shield, covering the receiving space and surrounding the two exhaust manifolds and the two turbochargers; and Two rear heat shields are respectively installed around the two catalysts and extend below the front heat shield; the upper half of each rear heat shield is connected to the rear end of the front heat shield. The front heat shield and the two rear heat shields form a ventilation duct, and the ventilation path of the ventilation duct is from front to back and from top to bottom. The front end of the front heat shield forms an air inlet, and the lower end of each rear heat shield forms an air outlet.

[0006] The beneficial effects of the heat insulation structure for V-type engines provided by this utility model are as follows: Compared with the prior art, the heat insulation structure for V-type engines of this utility model has a front heat insulation cover between the exhaust end faces of the two cylinder heads and a rear heat insulation cover around the two catalytic converters. The front heat insulation cover and the two rear heat insulation covers together form a composite heat insulation barrier, which wraps the high-temperature exhaust manifold and turbocharger, and blocks the direct heat radiation of high-temperature components to the front and top of the transmission.

[0007] Furthermore, the front heat shield and the two rear heat shields enclose a ventilation duct. When the vehicle is in motion, cooling air from the front is drawn into the duct through the air intake. This airflow flows backward and downward, closely following the outer wall of the high-temperature exhaust manifold, and finally exits from the air outlet at the lower end of the rear heat shield. The continuous airflow carries away the heat absorbed from the high-temperature components, preventing the heat shield itself from being overheated and becoming a secondary heat source.

[0008] The heat insulation structure of this invention forms a complete encapsulation structure, which not only reduces heat leakage through radiation gaps but also makes the airflow around high-temperature components more orderly and controllable. The ambient temperature of metal components such as the transmission housing and mounting brackets is significantly reduced due to airflow circulation, thereby reducing heat conduction through solids at the source. This ensures that the surface temperature of components such as the drive motor interface, high-voltage wiring harness, sensors, and cooling water pipes remains stable below their temperature resistance limit (150°C), solving the reliability and safety problems caused by heat damage.

[0009] In one possible implementation, the front heat shield includes: The base plate connects the lower edges of the two air outlet faces; and The upper cover connects the upper edges of the two air outlet faces and protrudes upwards from the cylinder head.

[0010] The bottom plate seals the bottom opening between the two cylinder head exhaust surfaces, preventing the high-temperature heat from the turbocharger and exhaust manifold from radiating directly downwards, thus protecting critical components such as the oil pan and engine block sides. The top cover covers the top and sides of the high-temperature area, completely isolating it from intense heat radiation upwards and to the sides of the engine compartment.

[0011] In some embodiments, the upper cover includes: Two side plates are connected one-to-one to the upper edges of the two air outlet faces and extend upwards towards the cylinder head; the two side plates are arranged in a V-shape; and The top plate is connected to the upper edges of the two side plates at both ends.

[0012] The side panels are directly anchored to the engine's most robust cylinder head, ensuring a reliable seal between the front heat shield and the high-temperature heat source, preventing disorderly leakage of hot airflow. The top panel connects the upper edges of the two side panels, covering the V-shaped passage to prevent cooling air from escaping from the top, ensuring that all intake air is forced to flow through the entire high-temperature area, improving airflow utilization and sweeping efficiency.

[0013] In some embodiments, the front edge of the base plate is provided with an upwardly bent air guide plate, and the middle part of the air guide plate is provided with a notch.

[0014] The upward-bending air deflector can more effectively capture the horizontal airflow from the front and smoothly guide it upward into the air duct inlet section formed by the bottom plate, side plate and top plate to improve air intake efficiency.

[0015] In one possible implementation, the rear heat shield includes: A front splicing cover surrounds the front half of the catalyst, with its upper edge connected to the rear edge of the front heat shield; The rear splicing cover surrounds the rear half of the catalyst and is connected to the front splicing cover. The upper half of the rear splicing cover is also connected to the rear edge of the front heat shield. The two rear splicing covers seal the rear end of the front heat shield.

[0016] The front splicing cover provides direct and effective primary thermal insulation protection for the hottest front end of the catalyst, preventing its heat from dissipating prematurely. The rear splicing cover further guides the airflow from the front splicing cover, directing it downwards along the rear half of the catalyst surface, and finally directionally and controllably discharging the airflow carrying waste heat from the bottom outlet to a predetermined area.

[0017] The front and rear exhaust covers adopt a split structure, which is assembled from the front and rear respectively after the catalytic converter is installed in place. This simplifies the assembly process on the production line and reduces assembly difficulty and time costs. During maintenance, it also facilitates individual disassembly for inspection or replacement of specific parts without having to dismantle the entire exhaust system.

[0018] In some embodiments, the front splicing cover includes: A front surround plate surrounds the front half of the catalyst, and the upper edge is provided with a first flange that folds forward. The first flange is connected to the rear edge of the front heat shield. The inner connecting edge is formed on the inner edge of the front surround panel and folds away from the front surround panel; and The outer connecting edge is formed on the outer edge of the front bumper and folds away from the front bumper.

[0019] The front bulkhead directly and physically encloses the high-temperature front half of the catalyst, isolating it from heat radiation. The first flange is used to achieve a sealed connection with the rear edge of the front heat shield. The inner and outer connecting edges are the interfaces for connecting with the rear splicing cover. This separate inner and outer connection design essentially establishes two independent connection and sealing paths for the front and rear splicing covers, forming a frame-like reinforced structure that enhances the overall rigidity and deformation resistance of the joint.

[0020] In some embodiments, the rear splice cover includes: A rear surround plate surrounds the rear half of the catalyst; An outer overlapping edge is formed on the outer edge of the rear surround panel and folded away from the rear surround panel; the outer overlapping edge is connected to the outer connecting edge; and An inner baffle is formed on the inner edge of the rear surround panel and folded away from the rear surround panel; the inner baffle is connected to the inner connecting edge and the rear edge of the front heat insulation cover; wherein the inner edges of the two inner baffles overlap front and back.

[0021] The rear bumper protects the rear half of the catalytic converter and forms the final downward airflow channel. The outer overlapping edge and the outer connecting edge of the front hood achieve the main structural connection and external seal. The connection between the outer overlapping edge and the outer connecting edge constitutes the first external seal, blocking most of the hot airflow and external debris. The inner baffle constructs a multi-layered sealing wall, completely sealing off the path for hot airflow to leak from the inside of the engine.

[0022] The first flange, the outer overlapping edge, and the inner baffle form a three-dimensional sealing system that ensures that all cooling airflow is strictly confined within the designed ventilation duct.

[0023] In some embodiments, the lower rear edge of the front heat shield is connected to a second folded-down flange; the inner edge of the rear splicing shield, the inner edge of the front splicing shield, and the second folded-down flange are sequentially superimposed and connected.

[0024] The second flange provides a stable and flat reference surface for the overlapping connection of the inner connecting edge and the inner baffle. Part of the inner baffle, part of the inner connecting edge, and the second flange are stacked and connected sequentially from back to front, forming two physical seals. Even if a small gap appears in one of the joints due to thermal deformation, the other joint can still effectively block it, achieving absolute airtight sealing of the rear end of the front heat shield and ensuring that all cooling airflow must be discharged from the air outlet.

[0025] Secondly, this utility model also provides a V-type engine, comprising: The two cylinder heads are arranged in an inverted V shape; the exhaust ends of the two cylinder heads face each other. Two exhaust manifolds are connected one-to-one to the two outlet faces; the exhaust manifolds are connected to the turbocharger, and the turbocharger is connected to the catalytic converter; and The aforementioned heat insulation structure for a V-type engine; wherein the two exhaust manifolds and the two turbochargers are located within the front heat shield, and the two catalytic converters are at least partially located within the corresponding rear heat shield.

[0026] Thirdly, this utility model also provides a vehicle including the aforementioned V-type engine.

[0027] The V-type engine and vehicle provided by this utility model, by adopting the above-mentioned heat insulation structure for V-type engines, reduce the direct heat radiation from the exhaust manifold and turbocharger to the front and top of the transmission by using a front heat shield and two rear heat shields, and absorb cooling air by using ventilation ducts to wash the surfaces of the turbocharger and exhaust manifold to dissipate heat from both, thereby reducing the temperature of the engine compartment and ensuring that the surface temperature of components such as the drive motor interface, high-voltage wiring harness, sensors and cooling water pipes remains stable below their temperature resistance limit, thus solving the problem of heat damage. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 Schematic diagram of the heat insulation structure for a V-type engine provided in this embodiment of the utility model Figure 1 ; Figure 2 Schematic diagram of the heat insulation structure for a V-type engine provided in this embodiment of the utility model Figure 2 ; Figure 3 An exploded structural diagram of the heat insulation structure for a V-type engine provided in this embodiment of the present invention; Figure 4 A schematic diagram showing the connection relationship between the rear heat shield and the front heat shield of the V-type engine heat insulation structure provided in this embodiment of the utility model.

[0030] In the picture: 1. Front heat shield; 11. Base plate; 111. Air guide plate; 112. Notch; 12. Upper cover; 121. Side plate; 122. Top plate; 2. Rear heat insulation cover; 21. Front splicing cover; 211. Front surround panel; 212. Inner connecting edge; 213. Outer connecting edge; 214. First flange; 22. Rear splicing cover; 221. Rear surround panel; 222. Inner partition plate; 223. Outer overlapping edge; 23. Second flange; 3. Cylinder head; 31. Exhaust end face; 4. Catalyst. Detailed Implementation

[0031] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0032] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model 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 utility model.

[0033] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a number" means two or more, unless otherwise explicitly specified.

[0034] It should be noted that the directions or positional relationships indicated by "front", "rear", "inner", "outer", "up", and "down" in this embodiment are based on the vehicle's own orientation. The front of the vehicle represents "front", the rear of the vehicle represents "rear", the top of the vehicle represents "up", the bottom of the vehicle represents "down", the "inner" side refers to the side facing the driver's cab, and the "outer" side refers to the side facing the driver's cab.

[0035] In addition, the front-rear direction of the vehicle body defined in the embodiments of this utility model refers to the front-rear direction of the vehicle's forward direction during driving; the left-right direction of the vehicle body defined refers to the left-right direction of the vehicle's forward direction during driving; and the up-down direction of the vehicle body defined refers to the up-down direction of the vehicle's forward direction during driving.

[0036] To reduce the overall size of the engine and facilitate the arrangement of more complex chassis and aerodynamic components, some V-type engines typically have their exhaust manifold and turbocharger located in the V-shaped angle region of the cylinder head. The exhaust manifold outlet is directly fastened to the turbocharger's turbine intake via a flange and bolts. Alternatively, the exhaust manifold and turbocharger turbine housing are cast as a single piece. The turbocharger is sandwiched directly above the V-type engine and the transmission. More precisely, it is located within the V-angle at the rear of the V-type engine, with its hot turbine housing behind it facing the front housing of the transmission.

[0037] To achieve rapid catalytic converter ignition to meet stringent emission regulations, a tight-coupled design is employed, meaning the exhaust manifold is extremely short and the catalytic converter is positioned close to the turbine's exhaust outlet. This results in extremely high exhaust temperatures at the engine-transmission connection, typically reaching around 800°C. The high-temperature turbocharger and catalytic converter housings, like miniature suns, continuously emit infrared radiation in all directions (especially upwards and backwards). This high temperature is also directly conducted to the transmission housing through mounting brackets, bolts, and other metal connectors, creating a hot space in front of the transmission. The heated air in the engine compartment rises, forming a localized hot air mass that envelops the entire upper part of the powertrain.

[0038] Because the drive motor interface, wiring harness, cooling water pipes, and other components are located on top of the transmission, and these components have low temperature resistance, typically below 150°C, and the engine compartment contains a large number of pipelines and sensors that are sensitive to ambient temperatures, also typically below 150°C, the aforementioned V-type engine layout leads to severe heat damage problems in the engine compartment and the surrounding powertrain area.

[0039] To resolve the above issues, please refer to the following: Figures 1 to 4 The present invention will now describe the heat insulation structure for a V-type engine. The heat insulation structure for a V-type engine is applied to a V-type engine, which includes two cylinder heads 3 arranged in an inverted V shape. The outlet end faces 31 of the two cylinder heads 3 face each other, and there is a space between the two outlet end faces 31. Each outlet end face 31 is connected to an exhaust manifold, which is connected to a turbocharger, and the turbocharger is connected to a catalytic converter 4. Both exhaust manifolds and both turbochargers are located within the aforementioned space.

[0040] The heat shield structure for the V-type engine includes a front heat shield 1 and two rear heat shields 2. The front heat shield 1 covers the housing space and surrounds the two exhaust manifolds and two turbochargers; the two rear heat shields 2 are correspondingly covered around the two catalytic converters 4 and extend below the front heat shield 1; the upper half of each rear heat shield 2 is connected to the rear end of the front heat shield 1.

[0041] The front heat shield 1 and the two rear heat shields 2 form a ventilation duct, and the ventilation path of the ventilation duct is from front to back and from top to bottom. The front end of the front heat shield 1 forms an air inlet, and the lower end of each rear heat shield 2 forms an air outlet.

[0042] A V-type engine has more than four cylinders, and the cylinders are divided into two groups, symmetrically distributed. Specifically, the two cylinder heads 3 are arranged in an inverted V shape, that is, in a figure-eight shape. The top surface of the cylinder head 3 is the exhaust end face 31, and the two exhaust end faces 31 are arranged facing each other.

[0043] The exhaust manifold of the V-type engine is connected to the outlet end face 31. The exhaust manifold can be a common type of compact V-type engine exhaust manifold in the prior art, typically including multiple branch pipes and a main pipe. The multiple branch pipes are connected to the outlet end face 31, and the intake end of the main pipe is connected to the outlet end of the multiple branch pipes. The outlet end of the main pipe is connected to the turbocharger, and one outlet end of the turbocharger is connected to the catalytic converter 4.

[0044] The exhaust manifold and turbocharger are located between two outlet faces 31. The outlet end of the exhaust manifold is directly fastened to the turbine inlet of the turbocharger via a flange and bolts. Alternatively, the exhaust manifold and the turbocharger turbine housing are cast as a single integral part. The turbocharger compressor is also connected to the engine's intake manifold.

[0045] The high-temperature exhaust gas from the exhaust manifold first drives the turbine side of the turbocharger to rotate. This exhaust gas then enters the exhaust pipe and is eventually discharged into the atmosphere, without being directly recirculated back into the engine. Simultaneously, the compressor, rotating coaxially with the turbine side, compresses outside fresh air and sends it into the engine intake manifold, achieving boost pressure. A small amount of exhaust gas is diverted from the exhaust manifold or the exhaust pipe behind the catalytic converter, cooled by a cooler, and then precisely controlled by the EGR valve. This cooled exhaust gas is then reintroduced into the intake manifold, mixed with fresh air, and enters the cylinders for combustion, thus achieving exhaust gas recirculation that reduces nitrogen oxide emissions.

[0046] The front heat shield 1 is positioned between the two exhaust end faces 31 and surrounds the two exhaust manifolds and two turbochargers, directly and physically isolating the two exhaust manifolds and two turbochargers. This effectively blocks the intense heat radiation and convection from the core heat source in the forward (e.g., radiator, fan module) and laterally (e.g., engine compartment wiring harness, accessories), preventing surrounding components from failing or aging due to overheating. As a single unit, the front heat shield 1 also provides a unified protective shell for multiple dispersed high-temperature components. This not only simplifies the structure but also, to a certain extent, constrains the vibration of the exhaust system.

[0047] The rear heat shield 2 is installed around the corresponding catalytic converter 4 to prevent the catalytic converter 4 from overheating during vehicle operation, and to prevent the heat of the catalytic converter 4 from spreading to the surroundings, thus protecting nearby components such as the oxygen sensor and the vehicle floor. Furthermore, during the cold start phase, it helps the catalytic converter 4 to quickly warm up to its operating temperature, reducing emissions.

[0048] Furthermore, the front heat shield 1 and the two rear heat shields 2 enclose a ventilation duct. The air intake formed at the front end of the front heat shield 1 effectively collects the cooling air (driving ram air or fan airflow) coming from the front and guides it into the high-temperature core area, allowing the airflow to systematically wash the surface of the turbocharger and exhaust manifold surrounded by it. The rear heat shields 2 receive the heated airflow from the front heat shield 1 and guide it to continue flowing over the surface of the catalytic converter 4 to exchange heat with the catalytic converter 4. Finally, the exhaust gas carrying heat is orderly discharged from the lower air outlet to the bottom of the engine compartment or outside the vehicle, completing the entire heat dissipation cycle.

[0049] The encapsulation structure formed by the front heat shield 1 and the two rear heat shields 2 transforms the most difficult-to-manage heat island on the top of the engine into a forced-cooling air duct, ensuring the continuity, controllability and efficiency of the cooling airflow path, and avoiding airflow dispersion or heat accumulation.

[0050] The heat insulation structure for V-type engines provided by this utility model, compared with the prior art, features a front heat shield 1 surrounding the outlet end faces 31 of the two cylinder heads 3, and a rear heat shield 2 surrounding the two catalytic converters 4. The front heat shield 1 and the two rear heat shields 2 together form a complete encapsulation structure, which not only reduces heat leakage through radiation gaps but also makes the airflow around high-temperature components more orderly and controllable. The ambient temperature of metal components such as the transmission housing and mounting brackets is significantly reduced due to airflow circulation, thereby weakening the heat conducted through solids at the source. This ensures that the surface temperature of components such as the drive motor interface, high-voltage wiring harness, sensors, and cooling water pipes remains stable below their temperature resistance limit (150°C), solving the reliability and safety problems caused by heat damage.

[0051] In some embodiments, the aforementioned front heat shield 1 may be adopted as follows: Figure 1 and Figure 3 The structure shown is described in the following document. Figure 1 and Figure 3 The front heat shield 1 includes a base plate 11 and an upper cover 12. The base plate 11 is connected to the lower edge of the two air outlet end faces 31; the upper cover 12 is connected to the upper edge of the two air outlet end faces 31 and protrudes upwards towards the cylinder head 3.

[0052] The base plate 11 serves as the bottom component of the front heat shield 1, forming the "floor" and structural foundation of the sealed heat shield cavity. The base plate 11 connects to the lower edges of the exhaust end faces 31 of the two cylinder heads 3, effectively sealing the bottom opening of the U-shaped area enclosed by the two exhaust end faces 31 and the base plate 11. This prevents the high-temperature heat from the turbocharger and exhaust manifold from radiating directly downwards, protecting critical components such as the oil pan and engine block sides. Furthermore, the base plate 11 provides the lower mounting base and structural support for the entire front heat shield 1, enhancing its overall rigidity.

[0053] The upper cover 12 is the top of the front heat shield 1, covering the top and sides of the high-temperature area and completely isolating the intense heat radiation that flows upward and to the sides of the engine compartment.

[0054] The top-mounted turbocharger is quite tall, and a traditional flat cover cannot accommodate it. The upper cover 12 protrudes upwards, artificially creating an additional aerodynamic space above the cylinder head 3 to house the turbocharger and provide the necessary clearance for cooling airflow. The protruding structure of the upper cover 12, together with the base plate 11, creates a streamlined ventilation duct with an increased cross-section, reducing throttling losses and turbulence caused by the narrow space, allowing a large amount of cooling air to pass through efficiently with low resistance.

[0055] In addition, the protruding design of the upper cover 12 increases the effective contact area between high-temperature components (especially the top of the turbine housing and the upper part of the exhaust manifold) and the cooling air. The airflow can more fully wash the surface of the components, transforming the front heat shield 1 from a simple heat insulation barrel into a highly efficient air dissipation duct.

[0056] In some embodiments, the upper cover 12 may be adopted as follows: Figure 1 and Figure 3 The structure shown is described in the following document. Figure 1 and Figure 3 The upper cover 12 includes two side plates 121 and a top plate 122. The two side plates 121 are connected one-to-one to the upper edges of the two air outlet end faces 31 and extend upwards towards the cylinder head 3; the two side plates 121 are arranged in a V-shape; the two ends of the top plate 122 are respectively connected to the upper edges of the two side plates 121.

[0057] The side plates 121 are connected one-to-one to the upper edges of the two exhaust end faces 31, which is equivalent to directly anchoring the load-bearing and sealing foundation of the entire heat shield to the engine's most robust cylinder head 3. This direct connection ensures a reliable seal between the front heat shield 1 and the high-temperature heat source (exhaust manifold), preventing disorderly leakage of hot airflow. At the same time, it directly transfers the weight of the shield and possible vibration loads to the engine body, making the structure the most stable.

[0058] The two side plates 121 are arranged in a V-shape, and make full use of the space between the two air outlet end faces 31 to form a smooth airflow guide wall on both sides, ensuring that the airflow can flow backward close to the outer surface of the high-temperature exhaust manifold with minimal resistance and turbulence, thus achieving efficient heat exchange.

[0059] Preferably, the side plate 121 is provided with reinforcing protrusions to increase the support strength.

[0060] The top plate 122 connects to the upper edge of the two side plates 121, covering the V-shaped channel to prevent cooling air from escaping from the top, ensuring that all intake air is forced to flow through the entire high-temperature area, thus improving airflow utilization and sweeping efficiency.

[0061] Since the turbocharger is the highest protruding component in the overhead layout, the top plate 122 is positioned to cover its top, providing direct top heat insulation protection and preventing its extremely high temperature from directly radiating to the hood. At the same time, space is reserved between the top plate 122 and the top of the turbocharger to allow airflow and effectively cool the turbocharger housing.

[0062] In this embodiment, the upper cover 12 is divided into two V-shaped side plates 121 and a top plate 122. Firstly, the side plates 121 are directly connected to the high-temperature exhaust end face, where the temperature is very high and thermal expansion is significant; while the middle part of the top plate 122 is mainly subjected to heat radiation, where the temperature is relatively low, resulting in different expansion amounts. If it were a one-piece structure, huge thermal stress would be generated at the connection points, which could easily lead to fatigue cracking over time. The split structure allows the connection points (such as bolted connections or specific welds) to be designed as stress relief points or to allow for slight sliding, effectively absorbing the difference in thermal expansion and contraction, and improving the reliability of long-term use.

[0063] Secondly, the engine cylinder head 3 has tolerances in its manufacturing and installation, and the absolute positions of the two exhaust end faces are not perfect. The split structure provides the necessary adjustment tolerance during final assembly. Installers can fine-tune the position of the top plate 122 or use the flexible design of the joints to accommodate minor dimensional changes, ensuring the sealing and appearance quality of the final assembly.

[0064] Thirdly, the split structure also reduces manufacturing difficulty and cost. The top plate 122 and the side plate 121 can be produced by conventional processes such as stamping and bending, and then connected by welding or bolts.

[0065] In some embodiments, the base plate 11 may also adopt the following: Figure 1 and Figure 3 The structure shown is described in the following document. Figure 1 and Figure 3 The front edge of the base plate 11 is provided with an upwardly bent air guide plate 111, and the middle part of the air guide plate 111 is provided with a notch 112.

[0066] When the vehicle is in motion or the fan is operating, the cooling airflow primarily flows in from the front of the engine compartment. A flat leading edge of the bottom plate 11 can easily cause airflow separation at the edge, with some airflow slipping away from below, resulting in a reduction in the effective flow rate into the ventilation duct. The upwardly curved air guide plate 111 forms a shovel that can more effectively capture the horizontal airflow from the front and smoothly guide it upward into the air duct inlet section enclosed by the bottom plate 11, side plates 121, and top plate 122, thereby improving intake efficiency and increasing the core airflow for cooling the turbocharger and exhaust manifold.

[0067] The upward-bending structure of the air guide plate 111 can also pre-compress and guide the airflow, allowing it to transition more smoothly into the ventilation duct. This reduces eddies and flow separation caused by abrupt changes in cross-section, lowers the flow resistance at the ventilation duct inlet, and enables the fan (or driving airflow) to drive more air with less energy consumption, thereby improving the energy efficiency ratio of the entire cooling system.

[0068] A notch 112 is also provided in the middle of the air guide plate 111, which changes the flow distribution of the ventilation duct inlet section. The air gap in the middle causes the airflow guided by the air guide plates 111 on both sides to be more inclined to wash over the exhaust manifolds on both sides of the V-shape, while the airflow of the airflow through the middle notch 112 directly hits the core.

[0069] In some embodiments, the aforementioned rear heat shield 2 may be adopted as follows: Figure 3 and Figure 4 The structure shown is described in the following document. Figure 3 and Figure 4 The rear heat shield 2 includes a front splicing shield 21 and a rear splicing shield 22. The front splicing shield 21 surrounds the front half of the catalyst 4, and its upper edge is connected to the rear edge of the front heat shield 1. The rear splicing shield 22 surrounds the rear half of the catalyst 4 and is connected to the front splicing shield 21. The upper half of the rear splicing shield 22 is also connected to the rear edge of the front heat shield 1. The two rear splicing shields 22 seal the rear end of the front heat shield 1.

[0070] The front and rear splicing covers 21 and 22 are spliced ​​together to form a top-to-bottom ventilation path in the ventilation duct. The upper edge of the front splicing cover 21 is directly connected to the rear edge of the front heat shield 1, ensuring that the horizontal main air duct constructed by the front heat shield 1 can extend uninterruptedly and leak-free to the catalytic converter 4 area. The front splicing cover 21 surrounds the front half of the catalytic converter 4, which is close to the turbocharger outlet and is the hottest area of ​​the catalytic converter 4. It provides direct and effective primary heat insulation protection for the hottest front end of the catalytic converter 4, preventing its heat from dissipating prematurely. At the same time, by connecting with the robust front heat shield 1, it provides a stable mounting base for the front end of the entire rear heat shield 2 system.

[0071] The rear cover 22 encloses the rear half of the catalyst 4 and docks with the front cover 21. It further guides the airflow from the front cover 21, causing it to flow downwards along the surface of the rear half of the catalyst 4, and finally directs the airflow carrying waste heat to a predetermined area (such as under the vehicle) from the bottom air outlet in a directional and controllable manner.

[0072] The two rear splicing covers 22 block the rear end of the front heat shield 1, sealing off the rear opening of the cavity enclosed by the front heat shield 1 and the front splicing cover 21. This ensures that all cooling airflow passing through the high-temperature zone must be discharged from the designed bottom air outlet, forming a complete flow field. This prevents hot airflow from flowing back to the gearbox, firewall, and other areas, and also directly blocks the high temperature at the rear of the catalytic converter 4 from radiating heat and baking the adjacent oxygen sensor, gearbox housing, and other components.

[0073] The front and rear hoods 21 and 22 adopt a split structure. After the catalytic converter 4 is installed, they are assembled from the front and rear respectively, greatly simplifying the assembly process on the production line and reducing assembly difficulty and time costs. During maintenance, it is also convenient to disassemble and inspect or replace a specific part without dismantling the entire exhaust system.

[0074] In some embodiments, the aforementioned front splicing cover 21 and rear splicing cover 22 can be adopted as follows: Figure 3 and Figure 4 The structure shown is described in the following document. Figure 3 and Figure 4 The front panel 21 includes a front bulkhead, an inner connecting edge 212, and an outer connecting edge 213. The front bulkhead 211 surrounds the front half of the catalyst 4, and its upper edge is provided with a first flange 214 that folds forward. The first flange 214 is connected to the rear edge of the front heat shield 1. The inner connecting edge 212 is formed on the inner edge of the front bulkhead 211 and folds away from the front bulkhead 211. The outer connecting edge 213 is formed on the outer edge of the front bulkhead 211 and folds away from the front bulkhead 211.

[0075] The rear panel 22 includes a rear surround plate 221, an outer overlapping edge 223, and an inner baffle 222. The rear surround plate 221 surrounds the rear half of the catalyst 4; the outer overlapping edge 223 is formed on the outer edge of the rear surround plate 221 and folded away from the rear surround plate 221; the outer overlapping edge 223 is connected to the outer connecting edge 213; the inner baffle 222 is formed on the inner edge of the rear surround plate 221 and folded away from the rear surround plate 221; the inner baffle 222 is connected to the inner connecting edge 212 and the rear edge of the front heat shield 1; wherein the inner edges of the two inner baffles 222 overlap front and rear.

[0076] The front bulkhead is the main structure of the front splicing cover 21. It is responsible for protecting the front half of the catalyst 4 and shaping the initial form of the airflow channel. It directly and physically envelops the high-temperature front half of the catalyst 4, isolating it from heat radiation. The front bulkhead is preferably an arc-shaped plate, adapted to the shape of the catalyst 4. The front bulkhead initially guides the airflow from the horizontal direction to be close to the surface of the catalyst 4, preparing space for the airflow to change from horizontal to downward, reducing flow separation and energy loss.

[0077] The first flange 214 is used to achieve a sealed connection with the rear edge of the front heat shield 1. The first flange 214 is folded forward, making the connecting surface more compatible with the direction of the rear edge of the front heat shield 1, resulting in a seamless transition after connection. This prevents airflow leakage or turbulence at key turning points, ensuring the airtightness and streamline of the main air duct. Moreover, the folded structure itself provides a larger welding or bolting area, making the connection more robust and able to withstand vibration and thermal stress.

[0078] The inner connecting edge 212 is located on the inner side and serves as the interface for connecting to the inner partition plate 222 of the rear splicing cover 22. The outer connecting edge 213 is located on the outer side and serves as the interface for connecting to the outer overlapping edge 223 of the rear splicing cover 22. This separate inner and outer connection design essentially establishes two independent connection and sealing paths for the front splicing cover 21 and the rear splicing cover 22, forming a frame-like reinforced structure that greatly enhances the overall rigidity and deformation resistance of the joint.

[0079] It should be noted that the terms "inner" and "outer" refer to the arrangement of the two cylinder heads 3. The axis of symmetry of the two cylinder heads 3 is defined as the central axis, the side of the front bumper 211 / rear bumper 221 closer to the central axis is the inner side, and the side farther from the central axis is the outer side.

[0080] The rear surround plate 221 serves as the main body of the rear splicing cover 22, protecting the rear half of the catalyst 4 and forming the final downward airflow channel. Preferably, the rear surround plate 221 is an arc-shaped plate, adapted to the shape of the catalyst 4. The rear surround plate 221 is used to protect the rear half of the catalyst 4 and nearby components such as the oxygen sensor. Its downward-extending shape forces the airflow to descend, ultimately discharging it from the bottom air outlet.

[0081] The outer overlapping edge 223 and the outer connecting edge 213 of the front splicing cover 21 achieve the main structural connection and external sealing. The connection between the outer overlapping edge 223 and the outer connecting edge 213 forms the first external seal, blocking most of the hot airflow and external debris.

[0082] The inner baffle 222 is connected to both the inner connecting edge 212 of the front splicing cover 21 and the rear edge of the front heat shield 1. This means that at the critical hot airflow convergence point at the innermost part of the V-shaped angle, it constructs a multi-layered sealing wall, completely blocking the path of hot airflow leakage from the inside of the engine.

[0083] The first flange 214, the outer overlapping edge 223, and the inner baffle 222 form a three-dimensional sealing system, ensuring that all cooling airflow is strictly confined within the designed ventilation duct. Moreover, the inner connecting edge 212 and the inner baffle 222, and the outer connecting edge 213 and the outer overlapping edge 223 form a box-shaped frame structure, making the originally weak docking area a rigid reinforcement, effectively resisting vibration and thermal stress.

[0084] In some embodiments, the rear splicing cover 22 and the front splicing cover 21 may also be connected by a method such as Figure 3 and Figure 4 The structure shown is described in the following document. Figure 3 and Figure 4 The lower rear edge of the front heat insulation cover 1 is connected to a second flange 23 that folds downward; the inner edge of the rear splicing cover 22, the inner edge of the front splicing cover 21, and the second flange 23 are sequentially superimposed and connected.

[0085] Specifically, the lower rear edge of the base plate 11 is connected to a second flange 23, a portion of the first flange 214 is mounted on the upper surface of the second flange 23, and a portion of the inner partition plate 222, a portion of the inner connecting edge 212 and the second flange 23 are sequentially stacked and connected from back to front.

[0086] The second flange 23 folds downwards, forming a vertical or near-vertical facade. This facade provides a stable and flat reference surface for the subsequent overlapping and connection of all components (inner connecting edge 212, inner baffle 222). The folded structure itself also acts as a reinforcing rib, greatly enhancing the bending stiffness of the rear edge of the bottom plate 11 of the front heat insulation cover 1, preventing it from curling or deforming under high temperature and vibration, and ensuring the stability of the bottom profile of the air duct.

[0087] Part of the inner baffle 222, part of the inner connecting edge 212, and the second flange 23 are stacked and connected sequentially from back to front, forming at least two physical seals. The first seal is the joint between the inner baffle 222 and the inner connecting edge 212, and the second seal is the joint between the inner connecting edge 212 and the second flange 23. Even if one joint has a small gap due to thermal deformation, the other joint can still effectively block it, achieving absolute airtight sealing of the rear end of the front heat shield 1, ensuring that all cooling airflow must be discharged from the designed air outlet.

[0088] Furthermore, from an assembly perspective, stacked connections allow for a certain degree of relative sliding or deformation space between components in the planar direction (especially the front-to-back direction). While bolts or rivets generate friction when clamping multilayer boards, micro-slippage can still occur under sufficiently high thermal stress, thus absorbing and releasing thermal stress and preventing stress concentration at a single weld or connection point. It also facilitates assembly operations.

[0089] Finally, in terms of structural strength, the stacking of multiple steel plates and their connection with high-strength fasteners creates a very thick and extremely strong node in a localized area. This node efficiently and smoothly distributes the vibration load, gravity load, and assembly stress from the rear splicing cover 22 to the more robust main structure through the inner baffle 222, inner connecting edge 212, second flange 23, and front heat insulation cover 1, avoiding stress concentration at the thin plate edges and significantly enhancing the structural integrity and fatigue life of the entire heat insulation structure under harsh vibration environments.

[0090] Based on the same inventive concept, this application also provides a V-type engine, including two cylinder heads 3, two exhaust manifolds, and the aforementioned heat insulation structure for the V-type engine. The two cylinder heads 3 are arranged in an inverted V shape; the exhaust end faces 31 of the two cylinder heads 3 are arranged facing each other; the two exhaust manifolds are connected one-to-one to the two exhaust end faces 31; the exhaust manifolds are connected to turbochargers, and the turbochargers are connected to catalytic converters 4; wherein, the two exhaust manifolds and the two turbochargers are located inside the front heat shield 1, and the two catalytic converters 4 are at least partially located inside the corresponding rear heat shield 2.

[0091] This utility model also provides a vehicle including the aforementioned V-type engine.

[0092] The V-type engine and vehicle provided by this utility model, by adopting the above-mentioned heat insulation structure for V-type engines, reduce the direct heat radiation from the exhaust manifold and turbocharger to the front and top of the transmission by using the front heat shield 1 and two rear heat shields 2, and absorb cooling air by using ventilation ducts to wash the surface of the turbocharger and exhaust manifold to dissipate heat from both, thereby reducing the temperature of the engine compartment and ensuring that the surface temperature of components such as drive motor interface, high voltage wiring harness, sensors and cooling water pipes is kept below their temperature resistance limit, thus solving the problem of heat damage.

[0093] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A heat insulation structure for a V-type engine, characterized in that, When applied to a V-type engine, the V-type engine includes two cylinder heads (3) arranged in an inverted V shape, with the exhaust end faces (31) of the two cylinder heads (3) facing each other and a receiving space between the two exhaust end faces (31); each exhaust end face (31) is connected to an exhaust manifold, the exhaust manifold is connected to a turbocharger, and the turbocharger is connected to a catalytic converter (4); both exhaust manifolds and both turbochargers are located in the receiving space; The heat insulation structure for the V-type engine includes: A front heat shield (1) is provided over the receiving space and surrounds the two exhaust manifolds and the two turbochargers; and Two rear heat shields (2) are respectively installed around the two catalysts (4) and extend below the front heat shield (1); the upper half of each rear heat shield (2) is connected to the rear end of the front heat shield (1). The front heat shield (1) and the two rear heat shields (2) form a ventilation duct, and the ventilation path of the ventilation duct is from front to back and from top to bottom. The front end of the front heat shield (1) forms an air inlet, and the lower end of each rear heat shield (2) forms an air outlet.

2. The heat insulation structure for a V-type engine as described in claim 1, characterized in that, The front heat shield (1) includes: The base plate (11) connects the lower edges of the two air outlet faces (31); and The upper cover (12) connects the upper edges of the two air outlet end faces (31) and protrudes upwards from the cylinder head (3).

3. The heat insulation structure for a V-type engine as described in claim 2, characterized in that, The upper cover (12) includes: Two side plates (121) are connected one-to-one to the upper edges of the two air outlet faces (31) and extend upwards towards the cylinder head (3); the two side plates (121) are arranged in a V-shape; and The top plate (122) is connected at both ends to the upper edges of the two side plates (121).

4. The heat insulation structure for a V-type engine as described in claim 2, characterized in that, The front edge of the base plate (11) is provided with an upwardly bent air guide plate (111), and the middle part of the air guide plate (111) is provided with a notch (112).

5. The heat insulation structure for a V-type engine as described in claim 1, characterized in that, The rear heat shield (2) includes: The front splicing cover (21) surrounds the front half of the catalyst (4), and its upper edge is connected to the rear edge of the front heat shield (1); The rear splicing cover (22) surrounds the rear half of the catalyst (4) and is connected to the front splicing cover (21) at the front and rear. The upper half of the rear splicing cover (22) is also connected to the rear edge of the front heat shield (1). The two rear splicing covers (22) seal the rear end of the front heat shield (1).

6. The heat insulation structure for a V-type engine as described in claim 5, characterized in that, The front splicing cover (21) includes: A front surround plate (211) surrounds the front half of the catalyst (4), and a first flange (214) is provided on the upper edge, which is folded forward. The first flange (214) is connected to the rear edge of the front heat shield (1). The inner connecting edge (212) is formed on the inner edge of the front surround plate (211) and folds away from the front surround plate (211); and The outer connecting edge (213) is formed on the outer edge of the front surround plate (211) and folded away from the front surround plate (211).

7. The heat insulation structure for a V-type engine as described in claim 6, characterized in that, The rear splicing cover (22) includes: A rear surround plate (221) surrounds the rear half of the catalyst (4); An outer overlapping edge (223) is formed on the outer edge of the rear surround panel (221) and folded away from the rear surround panel (221); the outer overlapping edge (223) is connected to the outer connecting edge (213); and An inner baffle (222) is formed on the inner edge of the rear surround plate (221) and folded away from the rear surround plate (221); the inner baffle (222) is connected to the inner connecting edge (212) and the rear edge of the front heat shield (1); wherein the inner edges of the two inner baffles (222) overlap front and back.

8. The heat insulation structure for a V-type engine as described in claim 5, characterized in that, The lower rear edge of the front heat insulation cover (1) is connected to a second folded edge (23); the inner edge of the rear splicing cover (22), the inner edge of the front splicing cover (21), and the second folded edge (23) are sequentially superimposed and connected.

9. A V-type engine, characterized in that, include: Two cylinder heads (3) are arranged in an inverted V shape; the exhaust end faces (31) of the two cylinder heads (3) are facing each other; Two exhaust manifolds are connected one-to-one to the two exhaust end faces (31); the exhaust manifolds are connected to the turbocharger, and the turbocharger is connected to the catalytic converter (4); as well as The heat insulation structure for a V-type engine according to any one of claims 1-8; wherein the two exhaust manifolds and the two turbochargers are located inside the front heat shield (1), and the two catalysts (4) are at least partially located inside the corresponding rear heat shield (2).

10. A vehicle, characterized in that, Including the V-type engine as described in claim 9.

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