Engine, powertrain and vehicle

Abstract

A vehicle, comprising a powertrain. The powertrain comprises an engine (100). The engine (100) comprises: a first cylinder block (110) having a first cylinder block cooling flow path; a second cylinder block (120) having a second cylinder block cooling flow path; and an intake pipe assembly (130) having an intake flow path, wherein the intake flow path introduces a cooling medium into both the first cylinder block cooling flow path and the second cylinder block cooling flow path. The pressure at the junction where the intake flow path is connected to the first cylinder block cooling flow path is defined as a first pressure, and the pressure at the junction where the intake flow path is connected to the second cylinder block cooling flow path is defined as a second pressure; the ratio of the first pressure to the second pressure ranges from 0.8 to 1.2.

Description

Engine, power assembly and vehicle

[0001] The present application claims priority to the Chinese patent publication with the publication number 202411351771.5, the title of which is "Engine, power assembly and vehicle", filed on September 25, 2024, in the China Patent Office, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to, but is not limited to, the technical field of engines, and in particular to an engine, a power assembly and a vehicle. BACKGROUND

[0003] The engine of a vehicle needs to be provided with a corresponding cooling flow path so that the cooling working medium (such as water) can cool the cylinder body and other parts of the engine.

[0004] For engines such as horizontally opposed engines, the cooling flow path has various branches in order to be able to cool different cylinder bodies, and in the cylinder body, different pistons have different cylinder sleeves, so the cooling flow path will have more branches.

[0005] In the related art, the pressure of the cooling working medium is increased so that each branch of the cooling flow path can obtain sufficient cooling working medium for cooling, but there is still a problem of uneven distribution of the cooling working medium, which leads to the problem of excessive local temperature of the engine. SUMMARY

[0006] The embodiments of the present application provide an engine, a power assembly and a vehicle, which improve the uniformity of the flow of the cooling working medium to at least partially solve the above technical problems.

[0007] In order to achieve the above-mentioned purpose, according to a first aspect of the present application, an engine is provided, comprising: a first cylinder body having a first cylinder body cooling flow path;

[0008] a second cylinder body having a second cylinder body cooling flow path;

[0009] an introduction pipe group formed with an introduction flow path, the introduction flow path introducing the cooling medium into the first cylinder body cooling flow path and the second cylinder body cooling flow path, respectively;

[0010] wherein the pressure at the interface between the introduction flow path and the first cylinder body cooling flow path is defined as a first pressure; the pressure at the interface between the introduction flow path and the second cylinder body cooling flow path is defined as a second pressure; the ratio of the first pressure to the second pressure is in the range of 0.8 to 1.2.

[0011] In some embodiments of the present application, the introduction pipe group comprises:

[0012] a main flow pipe formed with a main flow path;

[0013] a first shunt pipe forming a first branch flow path;

[0014] a second shunt pipe forming a second branch flow path;

[0015] wherein the main flow pipe is in communication with the first shunt pipe and the second shunt pipe to connect the main flow path to the first branch flow path and the second branch flow path, respectively; the first branch flow path is connected to the first cylinder cooling flow path; and the second branch flow path is connected to the second cylinder cooling flow path.

[0016] In some embodiments of the present application, the first shunt pipe and the second shunt pipe have different maximum cross-sectional areas.

[0017] In some embodiments of the present application, the first shunt pipe and the second shunt pipe have different minimum cross-sectional areas.

[0018] In some embodiments of the present application, the main flow pipe and the first shunt pipe have different maximum cross-sectional areas and / or minimum cross-sectional areas.

[0019] In some embodiments of the present application, the main flow pipe and the second shunt pipe have different maximum cross-sectional areas and / or minimum cross-sectional areas.

[0020] In some embodiments of the present application, the first branch flow path is connected to an upstream flow path of the main flow path; and the second branch flow path is connected to a downstream flow path of the main flow path.

[0021] In some embodiments of the present application, the minimum cross-sectional area of the first shunt pipe is smaller than the minimum cross-sectional area of the second shunt pipe.

[0022] In some embodiments of the present application, the cross-sectional area of the main flow pipe gradually decreases from the upstream flow path to the downstream flow path.

[0023] In some embodiments of the present application, the first cylinder cooling flow path comprises:

[0024] a first long-range flow path having a first long-range flow path length;

[0025] a first short-range flow path having a second long-range flow path length;

[0026] wherein the first long-range flow path and the first short-range flow path respectively surround the cylinder bore of the first cylinder, and the ratio of the flow rate of the first long-range flow path to the flow rate of the first short-range flow path is in the range of 0.8 to 1.2.

[0027] In some embodiments of the present application, a flow restriction structure is arranged in the first short-range flow path to make the flow rate of the first long-range flow path greater than the flow rate of the first short-range flow path.

[0028] In some embodiments of the present application, the second cylinder cooling flow path comprises:

[0029] a second long-range flow path having a second long-range flow path length;

[0030] a second short-range flow path having a second long-range flow path length;

[0031] wherein the second long-range flow path and the second short-range flow path respectively surround the cylinder bore of the second cylinder; and the ratio of the flow rate of the second long-range flow path to the flow rate of the second short-range flow path ranges from 0.8 to 1.2.

[0032] In some embodiments of the present application, a flow restriction structure is arranged in the second short-range flow path to make the flow rate of the second long-range flow path greater than the flow rate of the second short-range flow path.

[0033] In some embodiments of the present application, the engine comprises:

[0034] a first cylinder head having a first cylinder head cooling flow path;

[0035] a second cylinder head having a second cylinder head cooling flow path;

[0036] wherein the first cylinder head is connected to the first cylinder block, and the second cylinder head is connected to the second cylinder block;

[0037] the interface between the introduction flow path and the first cylinder cooling flow path is defined as a first liquid inlet, and the interface between the introduction flow path and the second cylinder cooling flow path is defined as a second liquid inlet; the first cylinder head cooling flow path is in communication with the first liquid inlet, and the second cylinder head cooling flow path is in communication with the second liquid inlet.

[0038] In some embodiments of the present application, the first cylinder head cooling flow path has:

[0039] a plurality of first upper liquid inlets, each in communication with the first liquid inlet through a portion of the first cylinder cooling flow path; and / or

[0040] the second cylinder head cooling flow path has:

[0041] a plurality of second upper liquid inlets, each in communication with the second liquid inlet through a portion of the second cylinder cooling flow path.

[0042] In some embodiments of the present application, the plurality of first upper liquid inlets have different upper water cross-sectional areas; and / or

[0043] Some of the second upper liquid ports have different upper water cross-sectional areas.

[0044] In some embodiments of the present application, the first cylinder head cooling flow path further has:

[0045] A first return liquid port, and each of the first upper liquid ports is communicated to the first return liquid port.

[0046] Wherein, the first return liquid port is communicated with a part of the first cylinder block cooling flow path; and / or

[0047] The second cylinder head cooling flow path further has:

[0048] A second return liquid port, and each of the second upper liquid ports is communicated to the second return liquid port.

[0049] Wherein, the second return liquid port is communicated with a part of the second cylinder block cooling flow path.

[0050] In some embodiments of the present application, the engine further comprises:

[0051] A temperature regulator for adjusting the flow rate of at least the first cylinder block cooling flow path and the second cylinder block cooling flow path;

[0052] Wherein, the first cylinder block cooling flow path and the second cylinder block cooling flow path are respectively communicated to the temperature regulator.

[0053] In some embodiments of the present application, the engine comprises:

[0054] An extraction pipe group formed with an extraction flow path, which extracts the cooling medium in the first cylinder block cooling flow path and the second cylinder block cooling flow path to the temperature regulator respectively;

[0055] The flow rate at the interface between the extraction flow path and the first cylinder block cooling flow path is defined as the third flow rate, and the flow rate at the interface between the extraction flow path and the second cylinder block cooling flow path is defined as the fourth flow rate; the ratio of the third flow rate to the fourth flow rate is in the range of 0.8 to 1.2.

[0056] In some embodiments of the present application, the extraction pipe group comprises:

[0057] A first liquid outlet pipe forming a first liquid outlet flow path communicated to the first cylinder block cooling flow path;

[0058] A second liquid outlet pipe forming a second liquid outlet flow path communicated to the second cylinder block cooling flow path;

[0059] Wherein, the first liquid outlet pipe and the second liquid outlet pipe are respectively connected to the temperature regulator.

[0060] In some embodiments of the present application, the first liquid outlet pipe and the second liquid outlet pipe have different maximum cross-sectional areas and / or minimum cross-sectional areas.

[0061] In some embodiments of the present application, the first liquid outlet pipe and the second liquid outlet pipe have the same maximum cross-sectional area and / or minimum cross-sectional area.

[0062] The outlet pipe group further comprises:

[0063] A liquid return pipe, one end of which is connected to the first liquid outlet pipe or the second liquid outlet pipe, and the other end of which is connected to a water cooling system.

[0064] According to a second aspect of the present application, a power assembly is further provided, comprising the engine as described above.

[0065] According to a third aspect of the present application, a vehicle is further provided, comprising the engine as described above or the power assembly as described above.

[0066] The present application has the advantage of providing an engine, a power assembly and a vehicle, which can configure the flow according to the specific conditions of each cooling flow path, so as to obtain a more balanced heat dissipation.

[0067] More specifically, some embodiments of the present application can have the following specific advantages:

[0068] The differential configuration of the flow path outside the engine cylinder body can balance the cooling effect between different cylinder bodies.

[0069] The differential configuration of the flow path inside the engine cylinder body can balance the cooling effect at different positions in the cylinder body.

[0070] Other features and advantages of the present application will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0071] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiment description. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0072] In order to more completely understand the present application and its advantages, the following will be described in conjunction with the drawings, wherein the same reference numerals in the following description represent the same parts.

[0073] Fig. 1 is a schematic diagram of the overall structure of an engine provided in an exemplary embodiment of the present application;

[0074] Fig. 2 is a front view of an engine provided in an exemplary embodiment of the present application;

[0075] Fig. 3 is a schematic view of an internal structure of a cylinder provided in an exemplary embodiment of the present application;

[0076] Fig. 4 is another schematic view of an internal structure of a cylinder provided in an exemplary embodiment of the present application;

[0077] Fig. 5 is a side view of a cylinder and a cylinder head provided in an exemplary embodiment of the present application;

[0078] Fig. 6 is an enlarged view of a portion of Fig. 5;

[0079] Fig. 7 is a side view of a cylinder and a cylinder head provided in an exemplary embodiment of the present application, from another perspective;

[0080] Fig. 8 is a schematic view of a vehicle provided in an exemplary embodiment of the present application.

[0081] BRIEF DESCRIPTION OF THE DRAWINGS 100, engine; 100a, cylinder bore; 110, first cylinder block; 111, first liquid inlet; 112, first liquid outlet; 120, second cylinder block; 121, second liquid inlet; 122, second liquid outlet; 130, intake pipe group; 131, first shunt pipe; 132, second shunt pipe; 133, main flow pipe; 134, main flow inlet; 140, water jacket cavity; 141, first water jacket flow path; 142, second water jacket flow path; 143, third water jacket flow path; 144, first transition cavity; 145, second transition cavity; 146, flow resistance rib; 147, flow resistance protrusion; 150a, first cylinder head; 150b, second cylinder head; 151, first upper liquid port; 152, first return liquid port; 160, discharge pipe group; 161, first liquid outlet pipe; 162, second liquid outlet pipe; 163, return liquid pipe; 170, thermostat; 10, vehicle. DETAILED DESCRIPTION

[0082] The technical solutions in the embodiments of the present application will be apparently and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by a person skilled in the art without any creative effort belong to the protection scope of the present application.

[0083] Referring to Figs. 1 to 4, the engine 100 of the present application includes a first cylinder block 110 and a second cylinder block 120.

[0084] The first cylinder body 110 has a first cylinder body cooling flow path; the second cylinder body 120 has a second cylinder body cooling flow path; the introduction pipe group 130 is formed with an introduction flow path that introduces the cooling medium into the first cylinder body cooling flow path and the second cylinder body cooling flow path respectively; wherein the pressure at the joint of the introduction flow path and the first cylinder body cooling flow path is defined as the first pressure; the pressure at the joint of the introduction flow path and the second cylinder body cooling flow path is defined as the second pressure; the ratio of the first pressure to the second pressure is in the range of 0.8 to 1.2.

[0085] By limiting the relationship between the first pressure and the second pressure, the specific arrangement of the first cylinder body cooling flow path and the second cylinder body cooling flow path is adapted, thereby improving the flow uniformity of the cooling medium in the first cylinder body cooling flow path and the second cylinder body cooling flow path, and the engine obtains a more balanced heat dissipation.

[0086] Optionally, the ratio of the first pressure to the second pressure can be in the range of 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0087] As a preferred scheme, the ratio of the first pressure to the second pressure is in the range of 0.9 to 1.05.

[0088] Exemplarily, when the cooling medium inlet of the engine 100 is arranged close to the first cylinder body 110 side, the flow resistance of the cooling medium entering the first cylinder body cooling flow path from the inlet is smaller than that entering the second cylinder body cooling flow path, in order to compensate for the difference, the first pressure is controlled to be smaller than the second pressure, thereby improving the flow uniformity of the cooling medium in the first cylinder body cooling flow path and the second cylinder body cooling flow path.

[0089] As an optional scheme, the flow rate at the joint of the introduction flow path and the first cylinder body cooling flow path (such as the first liquid inlet 111) is defined as the first flow rate; the flow rate at the joint of the introduction flow path and the second cylinder body cooling flow path (such as the second liquid inlet 121) is defined as the second flow rate; the ratio of the first flow rate to the second flow rate is in the range of 0.8 to 1.2.

[0090] By limiting the flow distribution at the first liquid inlet 111 and the second liquid inlet 121, the engine cylinders obtain a more balanced heat dissipation effect.

[0091] Optionally, the ratio of the first flow rate to the second flow rate can be in the range of 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0092] As a preferred scheme, the ratio of the first flow rate to the second flow rate is in the range of 0.9 to 1.05.

[0093] As another preferred solution, the first flow rate is equal to the second flow rate, so that the flow distribution of the first cylinder and the second cylinder is consistent.

[0094] Optionally, the flow distribution of the first cylinder cooling flow path and the second cylinder cooling flow path can be adjusted by differentiating the cross-sectional area at the first liquid inlet 111 and the second liquid inlet 121, or by setting a flow control valve at the first liquid inlet 111 and the second liquid inlet 121.

[0095] As a specific solution, the cross-sectional area at the interface between the introduction pipe group 130 and the first cylinder 110 (such as the first liquid inlet 111) is defined as the first cross-sectional area; the cross-sectional area at the interface between the introduction pipe group 130 and the second cylinder 120 (such as the second liquid inlet 121) is defined as the second cross-sectional area; the ratio of the first cross-sectional area to the second cross-sectional area is in the range of 0.8 to 1.2.

[0096] With such a solution, by adjusting the difference between the cross-sectional area at the interface between the introduction pipe group 130 and the first cylinder 110 and the cross-sectional area at the interface between the introduction pipe group 130 and the second cylinder 120, the flow distribution of the first cylinder and the second cylinder is controlled.

[0097] Optionally, the ratio of the first cross-sectional area to the second cross-sectional area can be in the range of 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0098] As a preferred solution, the ratio of the first cross-sectional area to the second cross-sectional area is in the range of 0.9 to 1.05.

[0099] Illustratively, when the cooling working medium inlet of the engine 100 is arranged close to the first cylinder 110 side, the flow resistance of the first cylinder cooling flow path from the inlet is smaller than that of the second cylinder cooling flow path, in order to compensate for this difference, the first cross-sectional area at the first liquid inlet 111 is controlled to be smaller than the second cross-sectional area at the second liquid inlet 121, so as to balance the flow of the first cylinder cooling flow path and the second cylinder cooling flow path.

[0100] In some embodiments of the present application, the introduction pipe group 130 includes: a main flow pipe 133, a first branch flow pipe 131, and a second branch flow pipe 132.

[0101] The main flow pipe 133 is formed with a main flow path and a main flow inlet 134; the first branch flow pipe 131 forms a first branch flow path; and the second branch flow pipe 132 forms a second branch flow path.

[0102] The main flow pipe 133 is in communication with the first branch flow pipe 131 and the second branch flow pipe 132 respectively, so that the main flow path is connected to the first branch flow path and the second branch flow path respectively; the first branch flow path is connected to the first cylinder body cooling flow path; and the second branch flow path is connected to the second cylinder body cooling flow path.

[0103] It can be understood that the main flow inlet 134 is in communication with the cooling working medium inlet of the engine, or the main flow inlet 134 can be used as the cooling working medium inlet of the engine.

[0104] As an extended solution, more branch flow paths can be provided to branch the cooling working medium from the main flow pipe 133.

[0105] In some embodiments of the present application, the first branch flow pipe 131 and the second branch flow pipe 132 have different maximum pipe cross-sectional areas.

[0106] It can be understood that when the first branch flow pipe 131 and the second branch flow pipe 132 have equal pipe cross-sectional areas in their respective extension directions, the pipe cross-sectional areas can be considered as maximum pipe cross-sectional areas; when the first branch flow pipe 131 and the second branch flow pipe 132 have variable pipe cross-sectional areas in their respective extension directions (for example, a tapered pipe), the first branch flow pipe 131 and the second branch flow pipe 132 have maximum pipe cross-sectional areas respectively.

[0107] By limiting the first branch flow pipe 131 and the second branch flow pipe 132 to have different maximum pipe cross-sectional areas, the flow distribution of the first branch flow pipe 131 and the second branch flow pipe 132 is realized, so as to ensure the flow uniformity of the first cylinder body and the second cylinder body.

[0108] In some embodiments of the present application, the first branch flow pipe 131 and the second branch flow pipe 132 have different minimum pipe cross-sectional areas.

[0109] It can be understood that when the first branch flow pipe 131 and the second branch flow pipe 132 have equal pipe cross-sectional areas in their respective extension directions, the pipe cross-sectional areas can be considered as minimum pipe cross-sectional areas; when the first branch flow pipe 131 and the second branch flow pipe 132 have variable pipe cross-sectional areas in their respective extension directions (for example, a tapered pipe), the first branch flow pipe 131 and the second branch flow pipe 132 have minimum pipe cross-sectional areas respectively.

[0110] By limiting the first branch flow pipe 131 and the second branch flow pipe 132 to have different minimum pipe cross-sectional areas, the flow distribution of the first branch flow pipe 131 and the second branch flow pipe 132 is realized, so as to ensure the flow uniformity of the first cylinder body and the second cylinder body.

[0111] Alternatively, the main flow pipe 133 and the second branch flow pipe 132 have different maximum pipe cross-sectional areas and / or minimum pipe cross-sectional areas.

[0112] Alternatively, the main flow pipe 133 and the second branch flow pipe 132 have different maximum pipe cross-sectional areas and / or minimum pipe cross-sectional areas.

[0113] By limiting the relationship between the pipe cross-sectional areas of the main flow pipe 133 and the first branch flow pipe 131 and the second branch flow pipe 132, the flow distribution of the main flow pipe to the first branch flow pipe 131 and the second branch flow pipe 132 is achieved, meeting the heat dissipation flow requirements of the first cylinder and the second cylinder.

[0114] In summary, the configuration scheme of the pipe cross-sectional areas of the main flow pipe 133, the first branch flow pipe 131 and the second branch flow pipe 132 can configure the pressure, flow and cross-sectional area of the flow according to the length of the flow path and the flow requirement at the corresponding position, so as to realize that the flow resistance at each position in the overall flow path is approximately the same, thereby realizing that the cooling working medium flows through each position relatively evenly.

[0115] Specifically, the first branch flow path is connected to the upstream flow path of the main flow path; and the second branch flow path is connected to the downstream flow path of the main flow path.

[0116] The minimum pipe cross-sectional area of the first branch flow pipe 131 is smaller than the minimum pipe cross-sectional area of the second branch flow pipe 132; and the pipe cross-sectional area of the main flow pipe 133 gradually decreases from the upstream flow path to the downstream flow path.

[0117] Referring to FIGS. 3 and 4, in some embodiments of the present application, a water jacket cavity 140 is formed inside the first cylinder 110 or the second cylinder 120 as the first cylinder cooling flow path or the second cylinder cooling flow path.

[0118] The water jacket cavity 140 surrounds the piston cavity (not labeled in the figure) to form a first water jacket flow path 141, a second water jacket flow path 142 and a third water jacket flow path 143. That is, the flow path represented by the DEF path in FIG. 3, the flow path represented by the DGHF path and the flow path represented by the DGF path. The flow path length of the third water jacket flow path 143 is longer, and if the cross-sectional areas of the first water jacket flow path 141, the second water jacket flow path 142 and the third water jacket flow path 143 are the same, the cooling working medium of the third water jacket flow path 143 will have lower flow due to flow resistance, thereby affecting the cooling effect.

[0119] Referring to FIG. 3, the first water jacket flow path 141 is provided with a flow resistance rib 146, and the second water jacket flow path 142 is formed with a flow resistance protrusion 147 to reduce the cross-sectional area of the flow path. In this way, the flow resistance of the first water jacket flow path 141 and the second water jacket flow path 142 is relatively increased, so that the flow resistance of the first water jacket flow path 141, the second water jacket flow path 142 and the third water jacket flow path 143 is balanced, and similar flow rates are obtained to ensure balanced cooling effects.

[0120] That is, the first cylinder cooling flow path includes a first long-range flow path (such as the third water jacket flow path 143) and a first short-range flow path (at least one of the first water jacket flow path 141 and the second water jacket flow path 142).

[0121] The first long-range flow path has a first long-range flow path length, and the first short-range flow path has a second long-range flow path length. The first long-range flow path and the first short-range flow path respectively surround the cylinder bore 100a of the first cylinder.

[0122] It can be understood that, with reference to FIGS. 1, 3 and 4, the first long-range flow path can surround the cylinder bore 100a in a full circle, or surround the cylinder bore 100a on a partial circumference (such as the third water jacket flow path 143). The first short-range flow path can surround the cylinder bore 100a in a full circle, or surround the cylinder bore 100a on a partial circumference (such as the first water jacket flow path 141), or be located between two cylinder bores (such as the second water jacket flow path 142).

[0123] In some embodiments of the present application, the ratio of the flow rate of the first long-range flow path to the flow rate of the first short-range flow path is in the range of 0.8 to 1.2.

[0124] Alternatively, the ratio of the flow rate of the first long-range flow path to the flow rate of the first short-range flow path can be in the range of 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0125] As a preferred scheme, the ratio of the flow rate of the first long-range flow path to the flow rate of the first short-range flow path is in the range of 0.9 to 1.05.

[0126] As a preferred scheme, the first short-range flow path is provided with a flow resistance structure (such as the flow resistance rib 146) to make the flow rate of the first long-range flow path greater than the flow rate of the first short-range flow path. In this way, the flow resistance difference between the first long-range flow path and the first short-range flow path can be reduced.

[0127] Similarly, in some embodiments of the present application, the second cylinder cooling flow path includes a second long-range flow path and a second short-range flow path. Since the structure of the second cylinder is similar to that of the first cylinder, the second long-range flow path and the second short-range flow path are not shown.

[0128] The second long-range flow path has a second long-range flow path length; the second short-range flow path has a second long-range flow path length; and the second long-range flow path and the second short-range flow path respectively surround the cylinder bore 100a of the second cylinder block.

[0129] In some embodiments of the present application, the ratio of the flow rate of the second long-range flow path to the flow rate of the second short-range flow path is in the range of 0.8 to 1.2.

[0130] Optionally, the ratio of the flow rate of the second long-range flow path to the flow rate of the second short-range flow path can be in the range of 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0131] As a preferred solution, the ratio of the flow rate of the second long-range flow path to the flow rate of the second short-range flow path is in the range of 0.9 to 1.05.

[0132] As a preferred solution, a flow limiting structure is arranged in the second short-range flow path to make the flow rate of the second long-range flow path greater than the flow rate of the second short-range flow path. In this way, the flow resistance difference between the second long-range flow path and the second short-range flow path can be reduced.

[0133] In some embodiments of the present application, referring to FIGS. 1 and 2, the engine 100 comprises a first cylinder head 150a and a second cylinder head 150b.

[0134] The first cylinder head 150a has a first cylinder head cooling flow path; the second cylinder head 150b has a second cylinder head cooling flow path; the first cylinder head 150a is connected to the first cylinder block 110, and the second cylinder head 150b is connected to the second cylinder block 120.

[0135] The joint between the introduction flow path and the first cylinder block cooling flow path is defined as a first liquid inlet 111, and the joint between the introduction flow path and the second cylinder block cooling flow path is defined as a second liquid inlet 121; the first cylinder head cooling flow path is in communication with the first liquid inlet 111, and the second cylinder head cooling flow path is in communication with the second liquid inlet 121.

[0136] By distributing part of the cooling liquid entering the first cylinder block 110 to the first cylinder head 150a and distributing part of the cooling liquid entering the second cylinder block 120 to the second cylinder head 150b, the same water inlet can simultaneously cool the entire cylinder block and cylinder head connected thereto.

[0137] In some embodiments of the present application, referring to FIGS. 4 to 6, the first cylinder head cooling flow path has a plurality of first upper liquid outlets 151, and each of the plurality of first upper liquid outlets 151 is in communication with the first liquid inlet 111 through a part of the first cylinder block cooling flow path.

[0138] Similarly, the second cylinder head cooling flow path has a plurality of second upper liquid outlets (not shown) respectively communicated with the second liquid inlet 121 through a part of the second cylinder body cooling flow path.

[0139] Exemplarily, the first cylinder body cooling flow path and the second cylinder body cooling flow path respectively include a first transition cavity 144. Taking the first cylinder body 110 as an example, the first transition cavity 144 is respectively communicated with the first liquid inlet 111 and the plurality of first upper liquid outlets 151.

[0140] The plurality of upper liquid outlets of the same cylinder head cooling flow path have different upper water cross-sectional areas.

[0141] It can be understood that the plurality of first upper liquid outlets 151 have different upper water cross-sectional areas; and the plurality of second upper liquid outlets have different upper water cross-sectional areas.

[0142] Exemplarily, taking the first cylinder body 110 as an example, the upper water cross-sectional area of the first upper liquid outlet 151 far away from the first liquid inlet 111 is greater than the upper water cross-sectional area of the first upper liquid outlet 151 close to the first liquid inlet 111, so as to optimize the flow uniformity of the left and right sides of the cylinder head.

[0143] By controlling the upper water cross-sectional area, the flow distribution between the first cylinder body 110 and the first cylinder head 150a and the flow distribution between the second cylinder body 120 and the second cylinder head 150b are adjusted, so that the engine 100 is always at an optimal temperature at each position of the cylinder body and the cylinder head during operation.

[0144] In some embodiments of the present application, referring to FIGS. 4 and 7, the first cylinder head cooling flow path further has a first liquid return outlet 152. The plurality of first upper liquid outlets 151 are respectively communicated to the first liquid return outlet 152; and the first liquid return outlet 152 is communicated with a part of the first cylinder body cooling flow path.

[0145] It can be understood that the cooling liquid entering the first cylinder head through the first upper liquid outlet 151 flows out through the same first liquid return outlet 152.

[0146] Exemplarily, the first cylinder body cooling flow path and the second cylinder body cooling flow path respectively include a first transition cavity 145 and a liquid outlet. Taking the first cylinder body 110 as an example, the first transition cavity 145 is communicated with the first liquid return outlet 152.

[0147] Similarly, the second cylinder head cooling flow path further has a second liquid return outlet. The plurality of second upper liquid outlets are respectively communicated to the second liquid return outlet; and the second liquid return outlet is communicated with a part of the second cylinder body cooling flow path.

[0148] In some embodiments of the present application, referring to FIGS. 1 and 2, the engine further includes a temperature regulator 170.

[0149] The temperature regulator 170 is configured to regulate the flow rate of the first cylinder cooling flow path and the second cylinder cooling flow path; the first cylinder cooling flow path and the second cylinder cooling flow path are respectively communicated to the temperature regulator 170.

[0150] In some embodiments of the present application, referring to FIG. 1 and FIG. 2, the engine 100 comprises a lead-out pipe set 160.

[0151] The lead-out pipe set 160 is formed with a lead-out flow path, which leads out the cooling medium in the first cylinder cooling flow path and the second cylinder cooling flow path to the temperature regulator 170, respectively.

[0152] The flow rate of the lead-out flow path at the interface with the first cylinder cooling flow path (such as the first liquid outlet 112) is defined as the third flow rate; the flow rate of the lead-out flow path at the interface with the second cylinder cooling flow path (such as the second liquid outlet 122) is defined as the fourth flow rate; the ratio of the third flow rate to the fourth flow rate ranges from 0.8 to 1.2.

[0153] Exemplarily, taking the first cylinder 110 as an example, the first liquid outlet 112 is communicated with the first transition cavity 145, so that the cooling liquid in the first transition cavity 145 flows out. Correspondingly, the second liquid outlet 122 of the second cylinder 120 is also communicated with the first transition cavity 145 thereof.

[0154] Optionally, the ratio of the third flow rate to the fourth flow rate can range from 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0155] As a preferred solution, the ratio of the third flow rate to the fourth flow rate ranges from 0.9 to 1.05.

[0156] In some embodiments of the present application, referring to FIG. 1 and FIG. 2, the lead-out pipe set 160 comprises a first liquid outlet pipe 161 and a second liquid outlet pipe 162.

[0157] The first liquid outlet pipe 161 forms a first liquid outlet flow path communicated to the first cylinder cooling flow path; the second liquid outlet pipe 162 forms a second liquid outlet flow path communicated to the second cylinder cooling flow path. The first liquid outlet pipe 161 and the second liquid outlet pipe 162 are respectively connected to the temperature regulator 170.

[0158] As an optional solution, the first liquid outlet pipe 161 and the first liquid outlet pipe 161 have different maximum inner cross-sectional areas and / or minimum inner cross-sectional areas. In this way, by controlling the maximum inner cross-sectional areas or the minimum inner cross-sectional areas of the first liquid outlet pipe 161 and the first liquid outlet pipe 161, the consistency of the flow rate of the cooling liquid in the first liquid outlet pipe 161 and the second liquid outlet pipe 162 into the temperature regulator 170 is improved.

[0159] As another alternative, referring to FIG. 1 and FIG. 2, the first flow divider pipe 131 and the second flow divider pipe 132 have the same maximum pipe cross-sectional area and the same minimum pipe cross-sectional area. The pipe group 160 further includes a return pipe 163. The return pipe 163 is connected at one end to the first outlet pipe 161 or the second outlet pipe 162 and at the other end to the water cooling system.

[0160] Exemplarily, the first outlet port 112 is farther from the thermostat 170 than the second outlet port 122, the first outlet port 112 has the same area as the second outlet port 122, the first outlet pipe 161 has the same cross-sectional area as the second outlet pipe 162, and a return pipe 163 is connected to the first outlet pipe 161 to increase the flow resistance of the first outlet pipe 161 by increasing the flow rate of the first outlet pipe 161 to compensate for the smaller flow resistance of the second outlet pipe 162.

[0161] In this way, the flow resistance of the side with lower flow resistance is increased by connecting a return pipe to one of the first outlet pipe 161 and the second outlet pipe 162 to increase the flow rate, taking into account the pressure loss along the first outlet pipe 161 or the second outlet pipe 162, to ensure that the flow distribution of the two cylinders is consistent.

[0162] Based on the above scheme, the application can also provide an engine 100, which has a long-range flow path or a short-range flow path. The long-range flow path can include the cooling flow path inside the cylinder and the external flow path formed by the intake pipe group 130.

[0163] The long-range flow path has a longer flow path length, and the short-range flow path has a shorter flow path length. The ratio of the flow resistance of the long-range flow path to the flow resistance of the short-range flow path is in the range of 0.8 to 1.2.

[0164] Alternatively, the ratio of the flow resistance of the long-range flow path to the flow resistance of the short-range flow path can be in the range of 0.8 to 0.9, 0.9 to 1.05, or 1.05 to 1.2.

[0165] As a preferred scheme, the ratio of the flow resistance of the long-range flow path to the flow resistance of the short-range flow path is in the range of 0.9 to 1.05.

[0166] According to a second aspect of the application, a powertrain is provided, which includes the engine 100 described above. The powertrain can be a power generation assembly or a drive assembly.

[0167] Referring to FIG. 8, according to a third aspect of the application, a vehicle 10 is provided, which includes the engine 100 described above or the powertrain described above.

[0168] In the description of the application, the terms "first", "second", etc. are used only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more features. In the description of the application, the meaning of "multiple" is two or more, unless otherwise specifically limited.

[0169] In the above embodiments, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0170] The embodiments, implementation manners and related technical features of the present application can be combined or replaced with each other without conflict.

[0171] The above is only the preferred embodiment of the present application, and does not limit the present application in any form. Any simple modification, equivalent change and modification made to the above embodiment in accordance with the technical essence of the present application without departing from the technical solution content of the present application still falls within the scope of the technical solution of the present application.

Claims

1. An engine (100) comprising: a first cylinder block (110) having a first cylinder block cooling flow path; a second cylinder block (120) having a second cylinder block cooling flow path; an intake pipe set (130) formed with an intake flow path that respectively introduces a cooling medium into the first cylinder block cooling flow path and the second cylinder block cooling flow path; wherein a pressure at an interface of the intake flow path with the first cylinder block cooling flow path is defined as a first pressure; a pressure at an interface of the intake flow path with the second cylinder block cooling flow path is defined as a second pressure; a ratio of the first pressure to the second pressure is in a range of 0.8 to 1.

2.

2. The engine (100) of claim 1, wherein, the intake pipe set (130) comprises: a main flow pipe (133) formed with a main flow path; a first branch flow pipe (131) formed with a first branch flow path; a second branch flow pipe (132) formed with a second branch flow path; wherein the main flow pipe (133) is in communication with the first branch flow pipe (131) and the second branch flow pipe (132) to connect the main flow path to the first branch flow path and the second branch flow path, respectively; the first branch flow path is connected to the first cylinder block cooling flow path; the second branch flow path is connected to the second cylinder block cooling flow path.

3. The engine (100) of claim 2, wherein, the first branch flow pipe (131) and the second branch flow pipe (132) have different maximum cross-sectional areas.

4. The engine (100) of claim 2 or 3, wherein, the first branch flow pipe (131) and the second branch flow pipe (132) have different minimum cross-sectional areas.

5. The engine (100) according to any one of claims 2 to 4, wherein, the main flow pipe (133) and the first branch flow pipe (131) have different maximum cross-sectional areas and / or different minimum cross-sectional areas.

6. The engine (100) according to any one of claims 2 to 5, wherein the main flow pipe (133) and the second branch flow pipe (132) have different maximum cross-sectional areas and / or different minimum cross-sectional areas.

7. The engine (100) according to any one of claims 2 to 6, wherein the first branch flow path is connected to an upstream flow path of the main flow path; the second branch flow path is connected to a downstream flow path of the main flow path.

8. The engine (100) of claim 7, wherein, a minimum cross-sectional area of the first branch flow pipe (131) is smaller than a minimum cross-sectional area of the second branch flow pipe (132).

9. The engine (100) of claim 7 or 8, wherein, a cross-sectional area of the main flow pipe (133) gradually decreases from the upstream flow path to the downstream flow path.

10. The engine (100) according to any one of claims 1 to 9, wherein, the first cylinder block (110) cooling flow path comprises: a first long-range flow path having a first long-range flow path length; and a first short-range flow path having a first short-range flow path length; wherein the first long-range flow path and the first short-range flow path respectively surround a cylinder bore (100a) of the first cylinder block (110), and a ratio of a flow rate of the first long-range flow path to a flow rate of the first short-range flow path is in a range of 0.8 to 1.

2.

11. The engine (100) of claim 10, wherein, a flow restriction structure is provided in the first short-range flow path to make the flow rate of the first long-range flow path greater than the flow rate of the first short-range flow path.

12. The engine (100) according to any one of claims 1 to 9, wherein, the second cylinder block cooling flow path comprises: a second long-range flow path having a second long-range flow path length; a second short-range flow path having a second short-range flow path length; The second long-range flow path and the second short-range flow path respectively surround the cylinder bore (100a) of the second cylinder body (120); and the ratio of the flow rate of the second long-range flow path to the flow rate of the second short-range flow path ranges from 0.8 to 1.

2.

13. The engine (100) of claim 12, wherein, The second short-range flow path is provided with a flow limiting structure to make the flow rate of the second long-range flow path greater than the flow rate of the second short-range flow path.

14. The engine (100) according to any one of claims 1 to 9, wherein, The engine (100) comprises: a first cylinder head (150a) having a first cylinder head cooling flow path; a second cylinder head (150b) having a second cylinder head cooling flow path; The first cylinder head (150a) is connected to the first cylinder body (110), and the second cylinder head (150b) is connected to the second cylinder body (120). The interface of the introduction flow path and the first cylinder body cooling flow path is defined as a first liquid inlet (111), and the interface of the introduction flow path and the second cylinder body cooling flow path is defined as a second liquid inlet (121); the first cylinder head cooling flow path is in communication with the first liquid inlet (111), and the second cylinder head cooling flow path is in communication with the second liquid inlet (121).

15. The engine (100) of claim 14, wherein, The first cylinder head (150a) cooling flow path has: a plurality of first liquid outlets (151) respectively in communication with the first liquid inlet (111) through a part of the first cylinder body cooling flow path; and / or The second cylinder head (150b) cooling flow path has: a plurality of second liquid outlets respectively in communication with the second liquid inlet (121) through a part of the second cylinder body cooling flow path.

16. The engine (100) of claim 15, wherein, The plurality of first liquid outlets (151) have different upper water cross-sectional areas; and / or The plurality of second liquid outlets have different upper water cross-sectional areas.

17. The engine (100) of claim 16, wherein, The first cylinder head cooling flow path further has: a first liquid return port (152) to which the plurality of first liquid outlets (151) are respectively connected; The first liquid return port (152) is in communication with a part of the first cylinder body cooling flow path; and / or The second cylinder head cooling flow path further has: a second liquid return port to which the plurality of second liquid outlets are respectively connected; The second liquid return port is in communication with a part of the second cylinder body cooling flow path.

18. The engine (100) of any one of claims 1 to 17, wherein, The engine (100) further comprises: a temperature regulator (170) for adjusting the flow rates of the first cylinder body cooling flow path and the second cylinder body cooling flow path; The first cylinder body cooling flow path and the second cylinder body cooling flow path are respectively connected to the temperature regulator (170).

19. The engine (100) of claim 18, wherein, The engine (100) comprises: an outlet pipe group (160) formed with an outlet flow path, the outlet flow path leading the cooling medium in the first cylinder body cooling flow path and the second cylinder body cooling flow path to the temperature regulator (170) respectively; The flow rate of the interface of the outlet flow path and the first cylinder body cooling flow path is defined as a third flow rate, and the flow rate of the interface of the outlet flow path and the second cylinder body cooling flow path is defined as a fourth flow rate; the ratio of the third flow rate to the fourth flow rate ranges from 0.8 to 1.

2.

20. The engine (100) of claim 19, wherein, The outlet pipe group (160) comprises: a first outlet pipe (161) forming a first outlet flow path communicating with the first cylinder cooling flow path; a second outlet pipe (162) forming a second outlet flow path communicating with the second cylinder cooling flow path; wherein the first outlet pipe (161) and the second outlet pipe (162) are connected to the temperature regulator (170) respectively.

21. The engine (100) of claim 20, wherein, the first outlet pipe (161) and the second outlet pipe (162) have different maximum cross-sectional areas and / or minimum cross-sectional areas; 22. The engine (100) of claim 20 or 21, wherein, the first outlet pipe (161) and the second outlet pipe (162) have the same maximum cross-sectional areas and / or minimum cross-sectional areas; the outlet pipe group (160) further comprises: a return pipe (163) having one end connected to the first outlet pipe (161) or the second outlet pipe (162) and the other end connected to the water cooling system.

23. A powertrain comprising: the engine (100) according to any one of claims 1 to 22.

24. A vehicle (10) comprising: the engine (100) according to any one of claims 1 to 22 or the powertrain according to claim 23.

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