CN114263523B - Engine water jacket, cooling system and vehicle - Google Patents
Engine water jacket, cooling system and vehicle Download PDFInfo
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- CN114263523B CN114263523B CN202010974868.7A CN202010974868A CN114263523B CN 114263523 B CN114263523 B CN 114263523B CN 202010974868 A CN202010974868 A CN 202010974868A CN 114263523 B CN114263523 B CN 114263523B
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Abstract
The present disclosure relates to an engine water jacket, a cooling system, and a vehicle, wherein the engine water jacket includes a block water jacket and a head water jacket, the head water jacket includes a combustion chamber water jacket and an integrated exhaust manifold water jacket that are in communication, the block water jacket is in communication with the integrated exhaust manifold water jacket on an exhaust side such that the engine water jacket has a first flow passage formed by the communication of the combustion chamber water jacket and the integrated exhaust manifold water jacket, and a second flow passage formed by the communication of the block water jacket and the integrated exhaust manifold water jacket. Through the technical scheme, the cooling requirement of the engine under the larger heat load can be met, the system pressure loss caused by the fact that the flow of the increased part passes through the combustion chamber water jacket with the narrow channel can be avoided, and further the lift of the water pump is reduced, so that the oil consumption is reduced.
Description
Technical Field
The disclosure relates to the technical field of vehicles, in particular to an engine water jacket, a cooling system and a vehicle.
Background
The engine is a key component of a vehicle power system, and if the engine is in a working environment with heavy heat load for a long time, the service life of the engine is seriously affected. Cooling systems are typically employed to maintain the engine in an optimal operating environment. The cooling system in the related art cools the engine by allowing the cooling water to enter the block water jacket and the head water jacket, respectively. This way of passing the cooling water through the block water jacket and the head water jacket, respectively, can still meet the cooling demand under the condition of smaller heat dissipation capacity, but when the heat load increases greatly, the flow rate of the head, particularly the Integrated Exhaust Manifold (IEM), portion increases. This increased flow needs to pass through the intake side and then to the IEM, resulting in a dramatic increase in head pressure loss, further resulting in an increase in water pump power consumption to compensate for the lost pressure, and also being susceptible to erosion due to too fast head water jacket flow rates.
Disclosure of Invention
A first object of the present disclosure is to provide an engine water jacket capable of improving cooling performance and reducing fuel consumption.
In order to achieve the above object, the present disclosure provides an engine water jacket including a block water jacket and a head water jacket, the head water jacket including a combustion chamber water jacket and an integrated exhaust manifold water jacket that are communicated, the block water jacket being communicated with the integrated exhaust manifold water jacket on an exhaust side such that the engine water jacket has a first flow passage formed by the communication of the combustion chamber water jacket and the integrated exhaust manifold water jacket, and a second flow passage formed by the communication of the block water jacket and the integrated exhaust manifold water jacket.
Optionally, the engine water jacket further comprises a connecting water jacket for introducing cooling water to the cylinder water jacket and the cylinder head water jacket, respectively, the connecting water jacket being disposed on an intake side of the cylinder water jacket and communicating with the cylinder water jacket and the cylinder head water jacket, respectively.
Optionally, a third flow passage is further formed on the head water jacket for communicating with the block water jacket, so that cooling water for cooling the block can flow out of the head water jacket through the third flow passage.
A second object of the present disclosure is to provide a cooling system including a water pump, an engine water jacket, a first thermostat, and a radiator, wherein the engine water jacket is the engine water pump described above, and the first thermostat is disposed at a water outlet of the engine water jacket, for selectively flowing cooling water through the radiator according to a temperature of the cooling water flowing out of the engine water jacket.
Optionally, the first thermostat is an electronic thermostat.
Optionally, the cooling system further comprises a supercharger in communication with the engine water jacket, and cooling water flowing out of the supercharger is recirculated back to the pre-pump cycle.
Optionally, the cooling system further comprises an engine oil cooler in communication with the engine water jacket, and cooling water flowing out of the engine oil cooler is recirculated back to the pre-pump cycle.
Optionally, the cooling system further comprises a control valve, a gearbox oil cooler and a warm air system, wherein the control valve is used for switching on and off a loop where the gearbox oil cooler and/or the warm air system are located.
Optionally, the gearbox oil cooler and the warm air system are arranged in series.
Optionally, the gearbox oil cooler and the warm air system are arranged in parallel, and the cooling system further comprises a second temperature regulator for selectively switching on and off a loop where the gearbox oil cooler is located.
A third object of the present disclosure is to provide a vehicle including the engine water jacket or cooling system described above.
By the technical scheme, part of cooling water flow increased to meet the cooling requirement can enter the integrated exhaust manifold water jacket through the cylinder body water jacket. Because the flow area of the cylinder body water jacket is larger than that of the combustion chamber water jacket, the cooling requirement under larger heat load is met, and the system pressure loss caused by the fact that the flow of the increased part passes through the narrower combustion chamber water jacket can be avoided, so that the lift of the water pump is reduced, and the oil consumption is reduced.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:
FIG. 1 is a side view of an engine water jacket provided by an exemplary embodiment of the present disclosure;
FIG. 2 is a top view of the engine water jacket of FIG. 1;
FIG. 3 is a schematic diagram of a cooling system provided by an exemplary embodiment of the present disclosure;
fig. 4 is a schematic diagram of another cooling system provided by exemplary embodiments of the present disclosure.
Description of the reference numerals
1-engine water jacket, 11-cylinder water jacket, 111-water passing hole, 12-cylinder cover water jacket, 121-combustion chamber water jacket, 122-integrated exhaust manifold water jacket, 123-third runner, 13-connecting water jacket, 14-water pump volute, 2-water pump, 3-first temperature regulator, 4-radiator, 5-booster, 6-engine oil cooler, 7-control valve, 8-gearbox oil cooler, 9-warm air system, 10-second temperature regulator.
Detailed Description
Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.
In the present disclosure, unless otherwise indicated, terms of orientation such as "upper, lower, left, right" and the like are generally defined with reference to the drawings of the corresponding drawings. "inner" and "outer" refer to the inner and outer of the corresponding component profiles. The terms "first," "second," and the like, herein are used for distinguishing one element from another and not necessarily for describing a sequential or chronological order. In addition, when the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements unless otherwise indicated.
As shown in fig. 1 and 2, the present disclosure provides an engine water jacket 1, the engine water jacket 1 including a block water jacket 11 and a head water jacket 12. The cylinder cover water jacket 12 is integrated with the exhaust manifold water jacket 122, namely, the cylinder cover water jacket 12 comprises two parts of a communicated combustion chamber water jacket 121 and the integrated exhaust manifold water jacket 122. Under conditions that may result in an increase in head flow, such as when the engine is under a heavier thermal load, for the purpose of increasing the integrated exhaust manifold water jacket (IEM) flow without increasing the flow of the combustion chamber water jacket 121 (which would result in a greater pressure loss when the flow is greater), the block water jacket 11 communicates with the integrated exhaust manifold water jacket 122 on the exhaust side (right side in fig. 2) such that the engine water jacket 1 has a first flow passage (solid arrow in fig. 2) formed by the communication of the combustion chamber water jacket 121 and the integrated exhaust manifold water jacket 122, and a second flow passage (dashed arrow in fig. 2) formed by the communication of the block water jacket 11 and the integrated exhaust manifold water jacket 122.
Specifically, water passing holes 111 may be added to the cylinder head gasket to realize communication between the cylinder block water jacket 11 and the integrated exhaust manifold water jacket 122. When the engine is under heavier heat load conditions, the cooling water flow increases, and an increased portion of the cooling water flow will pass through the second flow passage, directly from the exhaust side via the block water jacket 11, to the integrated exhaust manifold water jacket 122, while another portion of the cooling water flow still passes through the first flow passage, via the combustion chamber water jacket 121, to the integrated exhaust manifold water jacket 122.
The engine water jacket 1 provided by the present disclosure enables a portion of the cooling water flow rate increased to meet the cooling demand to enter the integrated exhaust manifold water jacket 122 via the block water jacket 11, compared to the manner in which the cooling water separately circulates in the block water jacket and the head water jacket in the related art. Because the flow area of the cylinder body water jacket 11 is larger than that of the combustion chamber water jacket 121, the cooling requirement under a larger heat load is met, and the system pressure loss caused by that part of flow is increased to pass through the combustion chamber water jacket 121 with a narrow passage can be avoided, so that the lift (power) of the water pump is reduced, and the oil consumption is reduced.
Further, the engine water jacket 1 of the present disclosure may further include a connecting water jacket 13, as shown in fig. 1 and 2, the connecting water jacket 13 being installed at an intake side (left side in fig. 2) of the block water jacket 11, the connecting water jacket 13 having a water inlet for communicating with the water pump volute 14 and two water outlets for communicating with the block water jacket 11 and the combustion chamber water jacket 121, respectively, and likewise, the connecting water jacket 13 may be made to communicate with the head water jacket 12 by adding water passing holes 111 to the head gasket. In this way, by adding one connecting water jacket 13, the cooling water can be respectively introduced into the cylinder body water jacket 11 and the cylinder cover water jacket 12, so that the purpose of introducing the large flow of the cooling water into the integrated exhaust manifold water jacket 122 through the first flow passage and the second flow passage respectively with smaller pressure loss is realized.
With continued reference to fig. 1, the rear end of the head water jacket 12 may also be formed with a third flow passage 123, the third flow passage 123 communicating with the block water jacket 11. Unlike the second flow passage, the cooling water flowing into the third flow passage 123 is used to cool the cylinder, and the cooling water cools the intake side and the exhaust side of the cylinder, and then enters the third flow passage 123 formed on the head jacket 12 from the rear end of the cylinder, and then flows out through the third flow passage 123 into the circulation of the cooling system.
The present disclosure also provides a cooling system including a water pump 2, an engine water jacket 1, a first thermostat 3, and a radiator 4, as shown in fig. 3 and 4. The engine water jacket 1 is the engine water jacket, and the cooling system using the engine water jacket 1 has all the beneficial effects thereof, and is not described herein. The thermostat is a valve capable of automatically adjusting a cooling water flow path according to temperature. The first thermostat 3 is provided at a water outlet of the engine water jacket 1 for selectively flowing cooling water through the radiator 4 according to a temperature of the cooling water flowing out of the engine water jacket 1. A thermostat used in the present disclosure, for example, the first thermostat 3 and a second thermostat 10 to be mentioned later, may employ an electronic thermostat. The electronic thermostat has a large adjusting range, and when the engine needs to exert economic advantages at high temperature, the engine can still quickly reach the required temperature, the advantages of energy conservation and emission reduction are exerted, and the reliability is ensured without sacrificing the fuel economy under common working conditions.
The cooling system may further include a supercharger 5, the supercharger 5 being in communication with the engine water jacket 1 such that cooling water can be used to cool the supercharger 5, the cooling water after exiting the supercharger 5 being recirculated back to the pre-pump. The cooling system may further include an engine oil cooler 6, the engine oil cooler 6 being in communication with the engine water jacket 1 such that cooling water can be used to cool the engine oil cooler 6. Likewise, the cooling water after exiting the engine oil cooler 6 is returned to the pre-pump cycle.
Furthermore, the cooling system may comprise a control valve 7, a gearbox oil cooler 8 and a warm air system 9. In the embodiment shown in fig. 3, the gearbox oil cooler 8 and the warm air system 9 are arranged in parallel, and the cooling system further comprises a second thermostat 10 for selectively switching on and off the circuit in which the gearbox oil cooler 8 is located, i.e. the function of the second thermostat 10 is to regulate whether cooling water flows through the circuit in which the gearbox oil cooler 8 is located. At this time, the control valve 7 is used to selectively switch on and off the circuit in which the warm air system 9 is located.
Since the warm air system 9 is not required to be heated or defrosted for many times, the transmission oil cooler 8 is not required to be cooled in many conditions, and additional cooling is required only in some severe conditions, the transmission oil cooler 8 may be provided in series with the warm air system 9 in the embodiment shown in fig. 4. Compared with the mode of arranging the gearbox oil cooler 8 and the warm air system 9 in parallel as shown in fig. 3, the mode of arranging the gearbox oil cooler 8 and the warm air system 9 in series does not need to additionally arrange the second temperature regulator 10, but the on-off of a loop where the gearbox oil cooler 8 and the warm air system 9 are positioned can be controlled through the control valve 7.
The working principle of the cooling system provided by the present disclosure and the beneficial effects that can be brought about are described in detail below with reference to fig. 1 to 4.
Cooling water enters the connecting water jacket 13 from the water pump volute 14, one path of cooling water enters the combustion chamber water jacket 121 through the cylinder head gasket upper water hole 111 on the air inlet side, and the part of cooling water directly enters the combustion chamber water jacket 121 and then enters the integrated exhaust manifold water jacket 122 (a first runner) without passing through the cylinder body water jacket 11; the other path directly enters the cylinder water jacket 11. The part of the cooling water entering the cylinder water jacket 11 is divided into three paths: the first path enters the supercharger 5 from the bottom of the water jacket on the exhaust side after entering the block water jacket 11; the second path enters the integrated exhaust manifold water jacket 122 (second flow passage) through the head gasket upper water hole 111 on the exhaust side, merges with the cooling water from the combustion chamber water jacket 121, and flows out from the head water jacket 12; the third path flows out from the rear end of the cylinder block into the independent third flow passage 123 at the rear end of the cylinder head after cooling the intake and exhaust sides respectively.
When the engine has not reached the optimum operating temperature, for example, when the vehicle has just started, the temperature of the engine is low. In order to achieve rapid warm-up, the flow of cooling water in the engine should be reduced as much as possible, so that the engine is rapidly raised to an optimal working temperature, friction work is reduced, oil consumption is reduced, combustion and catalyst efficiency are improved, and emission of harmful substances is reduced.
At this time, the first thermostat 3 is turned off, and the cooling water does not pass through the radiator 4, so that the cooling water can circulate inside the engine, and the temperature of the cooling water and the temperature of the lubricating oil can be rapidly raised. Because the water temperature rising speed is larger than the rising speed of the lubricating oil, the cooling water exchanges heat with the engine oil through the engine oil cooler 6 under the working condition, and heats the engine oil, so that the viscosity of the engine oil is reduced, and the effect of reducing friction work and reducing the oil consumption of the engine is achieved.
When the warm air system 9 has no heating and defrosting requirements, the control valve 7 can be regulated by a whole vehicle controller (ECU) or a separately arranged controller to close the loop so as to further reduce the flow of the cooling system, thereby achieving the purpose of reducing the warming-up time; if heating and defrosting are required, a command is issued by the controller to open the control valve 7. The second thermostat 10 can keep cooling water from entering the gearbox oil cooler 8 during the rapid warm-up phase to further reduce the cooling water circulation within the cooling system.
The running speed and the load range of the engine are wider, and the optimal temperatures under different working conditions are different, so that the optimal working temperatures are needed under different working conditions, and different water temperatures can be controlled through the opening degree of the first temperature regulator 3 to ensure that the engine works at the optimal temperatures. For example, in high speed and heavy load conditions, lower operating temperatures are required to ensure engine mechanical performance and reliability, while in part load conditions, higher water temperatures are required to achieve better fuel consumption levels. Through mechanical development, such as simulation or test, the temperature of the lowest oil consumption and the lowest harmful substance emission of the engine is found on the premise of ensuring the reliability of the engine, and detailed data obtained through development are input into the ECU. When the engine works under different working conditions, the ECU controls the opening degree and the opening time of the first temperature regulator 3 according to the mechanical development data so that the engine can quickly reach the optimal working temperature.
The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure.
In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations are not described further in this disclosure in order to avoid unnecessary repetition.
Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.
Claims (10)
1. An engine water jacket comprising a block water jacket (11), a head water jacket (12) and a connecting water jacket (13), characterized in that the head water jacket (12) comprises a combustion chamber water jacket (121) and an integrated exhaust manifold water jacket (122) in communication, the block water jacket (11) being in communication with the integrated exhaust manifold water jacket (122) on the exhaust side, such that the engine water jacket (1) has: a first flow passage for allowing cooling water to enter the integrated exhaust manifold water jacket (122) via the combustion chamber water jacket (121), and a second flow passage for allowing cooling water to directly enter the integrated exhaust manifold water jacket (122) from an exhaust side via the cylinder water jacket (11), the connecting water jacket (13) being provided on an intake side of the cylinder water jacket (11) and connected with the cylinder water jacket (11) and the cylinder head water jacket (12), respectively, for introducing cooling water into the cylinder water jacket (11) and the cylinder head water jacket (12), respectively.
2. The engine water jacket according to claim 1, characterized in that a third flow passage (123) for communicating with the block water jacket (11) is further formed on the head water jacket (12) so that cooling water for cooling a block can flow out of the head water jacket (12) through the third flow passage (123).
3. A cooling system, characterized by comprising a water pump (2), an engine water jacket (1), a first thermostat (3) and a radiator (4), wherein the engine water jacket is an engine water jacket according to any one of claims 1-2, and the first thermostat (3) is arranged at a water outlet of the engine water jacket (1) for selectively flowing cooling water through the radiator (4) according to a temperature of the cooling water flowing out of the engine water jacket (1).
4. A cooling system according to claim 3, characterized in that the first thermostat (3) is an electronic thermostat.
5. A cooling system according to claim 3, further comprising a supercharger (5) in communication with the engine water jacket (1), cooling water exiting the supercharger (5) being recirculated back to the pre-pump.
6. A cooling system according to claim 3, further comprising an engine oil cooler (6) in communication with the engine water jacket (1), cooling water exiting the engine oil cooler (6) being recirculated back to the pre-pump cycle.
7. A cooling system according to claim 3, further comprising a control valve (7), a gearbox oil cooler (8) and a warm air system (9), said control valve (7) being arranged to switch on and off a circuit in which said gearbox oil cooler (8) and/or said warm air system (9) are located.
8. The cooling system according to claim 7, characterized in that the gearbox oil cooler (8) and the warm air system (9) are arranged in series.
9. The cooling system according to claim 7, characterized in that the gearbox oil cooler (8) and the warm air system (9) are arranged in parallel, the cooling system further comprising a second thermostat (10) for selectively switching on and off the circuit in which the gearbox oil cooler (8) is located.
10. A vehicle comprising the engine water jacket according to any one of claims 1-2, or comprising the cooling system according to any one of claims 3-9.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010974868.7A CN114263523B (en) | 2020-09-16 | 2020-09-16 | Engine water jacket, cooling system and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010974868.7A CN114263523B (en) | 2020-09-16 | 2020-09-16 | Engine water jacket, cooling system and vehicle |
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| CN114263523A CN114263523A (en) | 2022-04-01 |
| CN114263523B true CN114263523B (en) | 2023-10-13 |
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| CN114893316A (en) * | 2022-06-07 | 2022-08-12 | 哈尔滨东安汽车动力股份有限公司 | Arrangement scheme of efficient natural air suction engine cooling system |
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| JP2010229878A (en) * | 2009-03-26 | 2010-10-14 | Toyota Motor Corp | Cooling system of internal combustion engine |
| CN107905882A (en) * | 2017-11-28 | 2018-04-13 | 东风商用车有限公司 | Reverse-flow cooling system of engine |
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