CN122040407A - Engine, power assembly and vehicle - Google Patents

Abstract

This invention discloses an engine, powertrain, and vehicle, relating to the field of vehicle technology, and aims to solve the problem of thermal damage to surrounding components caused by the exhaust manifold. The engine includes a main heat loss assembly, an exhaust manifold, and multiple heat insulation components. The heat loss assembly is located on the main body. The exhaust manifold assembly is connected to the main body. Multiple heat insulation components are located between the exhaust manifold and the heat loss assembly for heat insulation of the heat loss assembly.

Description

Engine, power assembly and vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to an engine, a power assembly and a vehicle.

Background

In the use process of the vehicle, the highest temperature of high-temperature exhaust gas discharged by the engine can reach 500-600 ℃, and an exhaust manifold for guiding the high-temperature exhaust gas to be discharged inevitably has higher temperature when the engine works, and at the moment, stronger heat radiation effect can be generated on parts in a certain range around the exhaust manifold, so that heat damage is generated on surrounding parts, and the service life of the parts is influenced.

Disclosure of Invention

The invention aims to provide an engine, a power assembly and a vehicle, and aims to solve the problem that an exhaust manifold generates thermal damage to surrounding parts.

In order to achieve the above purpose, the invention adopts the following technical scheme:

In a first aspect of the invention, an engine is provided that includes a main body heat loss assembly, an exhaust manifold, and a plurality of thermal shields. The heat loss component is arranged on the main body. The scheduling component is connected with the main body. The plurality of heat insulators are arranged between the exhaust manifold and the heat loss assembly and are used for insulating the heat loss assembly.

With the above arrangement, the first heat insulator 31 can insulate the cooling duct 1111, avoiding heat loss of the cooling duct 1111 by the heat of the exhaust manifold 20, thereby extending the service life of the cooling duct 1111.

In some embodiments, the heat loss assembly includes a cooling pack including cooling ducts disposed above the body.

The heat loss assembly includes a first thermal shield disposed between the cooling conduit and the exhaust manifold.

In some embodiments, the heat loss assembly further comprises a supercharger coupled to the outlet of the exhaust manifold, the supercharger being located on one side of the body in the first direction. The plurality of heat insulators includes a second heat insulator covering a top surface of the supercharger and a side surface of the supercharger facing the exhaust manifold.

In some embodiments, the shape of the second thermal shield is adapted to the shape of the outer peripheral surface of the supercharger.

In some embodiments, the heat loss assembly further comprises a generator located on one side of the body in the first direction. The plurality of insulation elements includes a third insulation element covering at least a side of the generator and a bottom surface of the generator facing the exhaust manifold.

In some embodiments, the shape of the third insulation is adapted to the shape of the outer circumferential surface of the generator.

In some embodiments, the exhaust manifold includes at least one branch pipe provided with an air inlet and a manifold provided with an air outlet, the air inlet and the air outlet communicating. The plurality of heat insulating pieces are arranged on the peripheral wall of the exhaust manifold and comprise a plurality of heat insulating parts which are arranged in a split mode, and the plurality of heat insulating parts correspond to the branch pipes and the collecting pipes respectively.

In a second aspect of the invention, a powertrain is provided comprising an engine as described above.

In some embodiments, the powertrain further includes an electric drive assembly and a generator. The electric drive assembly is used for driving the vehicle. The generator is for converting a driving force of at least the engine into electrical energy, and for supplying power to the electric drive assembly.

In a third aspect of the present invention, there is provided a vehicle comprising a body and the powertrain described above, the powertrain being coupled to the body.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic view of an external structure of a vehicle according to an embodiment of the present application;

FIG. 2 is a schematic diagram of a cylinder head assembly according to an embodiment of the present application;

FIG. 3 is a second schematic diagram of a cylinder head assembly according to an embodiment of the present application;

FIG. 4 is a schematic view of the structure of an air flow channel and a cooling fluid channel of a cylinder head assembly according to an embodiment of the present application;

FIG. 5 is a schematic view of a coolant passage of a cylinder head assembly according to an embodiment of the present application;

FIG. 6 is a second schematic view of a coolant passage of a cylinder head assembly according to an embodiment of the present application;

FIG. 7 is a third schematic view of a coolant passage of a cylinder head assembly according to an embodiment of the present application;

FIG. 8 is a schematic diagram of a coolant passage of a cylinder head assembly according to an embodiment of the present application;

FIG. 9 is a schematic diagram of a coolant passage of a cylinder head assembly according to an embodiment of the present application;

FIG. 10 is a schematic view of a first coolant passage of a cylinder head assembly according to an embodiment of the present application;

FIG. 11 is a schematic view of a second coolant passage of a cylinder head assembly according to an embodiment of the present application;

FIG. 12 is one of the cross-sectional views of a coolant passage of a cylinder head assembly provided in accordance with an embodiment of the present application;

FIG. 13 is a second cross-sectional view of a coolant passage of a cylinder head assembly according to an embodiment of the present application;

FIG. 14 is a third cross-sectional view of a coolant passage of a cylinder head assembly according to an embodiment of the present application;

Fig. 15 is a schematic view of a cylinder head structure according to an embodiment of the present application;

FIG. 16 is a schematic view along direction A of FIG. 15 in accordance with an embodiment of the present application;

FIG. 17 is a schematic cross-sectional view taken along the direction B-B of FIG. 15 in accordance with an embodiment of the present application;

FIG. 18 is a schematic view along direction C of FIG. 15 in accordance with an embodiment of the present application;

FIG. 19 is an enlarged partial schematic view of the position I in FIG. 18 in accordance with an embodiment of the application;

FIG. 20 is a schematic illustration of an engine according to an embodiment of the present disclosure;

FIG. 21 is a top view of an engine according to an embodiment of the present invention;

FIG. 22 is a schematic view of an assembly of an exhaust manifold, cooling package and first thermal shield of an engine according to an embodiment of the present invention;

FIG. 23 is a schematic view of an assembly of an exhaust manifold, supercharger and second thermal shield of an engine according to an embodiment of the present invention;

FIG. 24 is a schematic view showing the external structure of a third heat insulator provided in an embodiment of the present application;

FIG. 25 is a schematic view of an assembled configuration of a third insulation and a generator;

FIG. 26 is a schematic view of the installation location of the third insulation;

FIG. 27 is a schematic view of an exploded construction of the third insulator and three-way catalyst of FIG. 26;

FIG. 28 is a schematic view showing the external structure of a fourth heat insulating member provided in the embodiment of the present application;

FIG. 29 is a schematic view of the installation location of the fourth insulation;

FIG. 30 is a schematic view of the outer structure of the baffle;

FIG. 31 is a schematic view of an assembled construction of a fifth thermal shield;

FIG. 32 is a schematic view of an exterior configuration of a fifth insulation element;

FIG. 33 is a schematic view of another external construction of a fifth insulation;

FIG. 34 is a cross-sectional view of an exhaust manifold of an engine according to an embodiment of the present invention;

FIG. 35 is a schematic illustration of an exhaust manifold assembly according to certain embodiments of the present application;

FIG. 36 is an exploded view of the exhaust manifold assembly of FIG. 35;

FIG. 37 is a schematic view of a portion of the structure of the exhaust manifold assembly of FIG. 35;

FIG. 38 is a schematic cross-sectional view of a portion of the structure of the exhaust manifold assembly shown in FIG. 35;

FIG. 39 is a schematic view of an external configuration of an exhaust manifold and an outlet flange;

FIG. 40 is a schematic view of another external configuration of an exhaust manifold and an outlet flange;

FIG. 41 is a schematic view of the exterior configuration of an air outlet flange;

FIG. 42 is a schematic cross-sectional view of an air outlet flange;

FIG. 43 is a schematic cross-sectional view of an exhaust manifold and an outlet flange.

Reference numerals 1000, engine, 100, body, 1, intake valve seat hole, 2, mounting seat hole, 3, exhaust valve seat hole, 4, cooling liquid channel, 41, water inlet, 42, water outlet, 43, intake valve cooling section, 431, first channel, 432, second channel, 433, third channel, 44, combustion chamber cooling section, 441, first dive portion, 45, exhaust valve cooling section, 451, fourth channel, 452, fifth channel, 453, sixth channel, 454, second dive portion, 455, protruding structure, 46, first cooling liquid channel, 47, second cooling liquid channel, 48, water inlet communication hole, 49, water return communication hole, 410, throttle rib, 5, air flow channel, 51, air inlet, 52, exhaust port;

12a, a first runner, 12b, a second runner, 12c, a third runner, 12d, a fourth runner, 121, a first sub runner, 122, a second sub runner, 13, a pressure loss adjusting part, 131, and an extension protrusion;

10. main body, 11 heat loss component, 111, cooling group, 1111, cooling pipeline;

1112. an engine oil cooler, 1113, a thermostat, 112, a supercharger;

20. an exhaust manifold, 21, a first body layer, 22, a second body layer, 23, a heat insulating layer;

30. 31, a first heat insulating piece, 311, a first flanging, 32, a second heat insulating piece;

33. Third heat insulating piece 34, fourth heat insulating piece 341, baffle plate 342, first connecting plate 343, second connecting plate 344, connecting sub-plate 345, avoiding recess 35, fifth heat insulating piece 351, second flanging, 352, notch 353, third flanging;

210. A heat insulation part; 211, a first sub-part, 212, a second sub-part, 215, a first heat insulation part, 216, a second heat insulation part, 217, a third heat insulation part, 23, a heat insulation layer, 25, a mounting layer;

20. exhaust manifold, 110, branch pipe, 113, first branch pipe, 115, second branch pipe, 130, collecting pipe;

60. the device comprises a generator, a three-way catalyst, 603, a generator oil supply pump, 604, a connecting hole, 605 and an exhaust pipe;

70. the device comprises an electric control assembly 701, an air outlet flange 702, a water pump water outlet pipe 704, a temperature regulator 705, a plate body 706, a mounting hole 707, a first hole section 708, a second hole section 709, an outer layer pipe body 710 and an inner layer pipe body;

S1, an unexpected flow direction, S2, an expected flow direction, A, an upper side, B, a lower side, C, a first side, D, a second side, X, a vertical direction and Y, and a first direction.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

In the description of the present invention, it should be understood that the terms "upper", "lower", "left", "right", "front", "rear", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or relative positional relationships shown in the drawings, are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Unless otherwise specified, the above description of the azimuth may be flexibly set in the course of practical application in the case where the relative positional relationship shown in the drawings is satisfied.

The terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present invention, it should be noted that, unless explicitly stated and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected. Can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.

In embodiments of the present invention, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one does not exclude the presence of other like elements in a process, article or apparatus that comprises the element.

In embodiments of the invention, words such as "exemplary" or "such as" are used to mean serving as an example, instance, or illustration. Any embodiment or design described herein as "exemplary" or "e.g." in an embodiment of the present invention is not to be taken as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "such as" is intended to present related concepts in a concrete fashion.

In the description of the present specification, a particular feature, structure, material, or characteristic may be combined in any suitable manner in one or more embodiments or examples.

The present application provides a vehicle, as shown in fig. 1, the vehicle 1010 includes a powertrain and a vehicle body 200, the powertrain being connected to the vehicle body 200 for providing power to the vehicle 1010 so that the vehicle 1010 can run normally.

The engine provided by the embodiment of the application can be suitable for hybrid power cars, hybrid power off-road vehicles, sport utility vehicles and the like. The motor is a horizontally opposed motor, the whole Z-direction height of the motor is low, the motor is particularly suitable for being installed in a front cabin of a car with the whole Z-direction height low, and because the whole Z-direction height of the motor is low, an electric drive assembly can be integrated in the front cabin of the car, the electric drive assembly can comprise a motor, the power of the motor is distributed into two front wheels through a differential mechanism, the electric drive assembly can also comprise two motors, and the two motors respectively drive the two front wheels. In the front compartment of a car, the engine may be stacked above the drive assembly.

As shown in fig. 1, the powertrain includes an engine 1000. Specifically, the power assembly further includes a generator, and the generator is configured to convert the driving force of at least the engine 1000 into electric energy, so as to supply power to the electric drive assembly, and the specific working mode thereof adopts the existing principle and is not described again.

Engine 1000 includes a cylinder head assembly. Referring to fig. 2 to 14, there is shown a cylinder head assembly provided in an embodiment of the present application, and for ease of understanding, fig. 12 schematically separates an intake valve cooling section 43, a combustion chamber cooling section 44, and an exhaust valve cooling section 45 with dashed lines.

Because the engine 1000 provided in the embodiment of the application is stacked above the driving assembly, in order to avoid the exhaust heat damage affecting the driving assembly, in the engine 1000 provided in the embodiment of the application, the engine 1000 includes the exhaust manifold 20, the exhaust manifold 20 is located above the engine body, and the intake manifold is located below the engine body, i.e. the intake manifold is located between the engine body and the driving assembly.

On the basis, in order to ensure the cooling effect of the engine, as shown in fig. 2 to 4, the application provides a cylinder head assembly which is applied to a horizontally opposed engine, wherein the cylinder head assembly comprises a body 100, an airflow channel 5 and a cooling liquid channel 4 are arranged in the body 100, the body 100 comprises two sides which are arranged in a deviating way along a vertical direction X, in the application, a lower side B and an upper side A which are shown in fig. 2 and 4 are taken as two sides which are arranged in a deviating way along the vertical direction X for illustration, the airflow channel 5 comprises an air inlet 51 and an air outlet 52, the air inlet 51 is arranged on the lower side B, the air outlet 52 is arranged on the upper side A, the cooling liquid channel 4 surrounds at least part of the airflow channel 5, the cooling liquid channel 4 comprises an air inlet 41 and an air outlet 42, the air inlet 41 is arranged on the lower side B, and the water outlet 42 is arranged on the upper side A.

In the embodiment of the present application, since the air flow channel 5 and the cooling liquid channel 4 are provided, and the air inlet 51 of the air flow channel 5 and the water inlet 41 of the cooling liquid channel 4 are both provided on the lower side B, and the air outlet 52 of the air flow channel 5 and the water outlet 42 of the cooling liquid channel 4 are both provided on the upper side a. In this way, during the use of the horizontally opposed engine, the gas enters from the gas inlet 51 located at the lower side B of the body 100, the high-temperature gas generated after combustion is discharged from the gas outlet 52 located at the upper side a of the body 100, and at the same time, the coolant enters from the water inlet 41 located at the lower side B of the body 100, exchanges heat with the gas flow passage 5, the body 100, and the like, and then flows out from the water outlet 42 located at the upper side a of the body 100, thereby realizing cooling of the cylinder head assembly. In this process, on one hand, because the temperature of the air flow channel 5 near the air inlet 51 is lower, and the temperature of the air flow channel 5 near the air outlet 52 is higher, i.e. most of the air bubbles are generated in the cooling liquid channel 4 at the upper part of the body 100, the cooling liquid flows out of the water outlet 42 at the upper side A of the body 100 after entering from the water inlet 41 at the lower side B of the body 100, so that the influence of the movement of the air bubbles on the flow of the cooling liquid can be reduced, which is beneficial to improving the cooling effect, and on the other hand, because the movement direction of the air bubbles and the flow direction of the cooling liquid are upward, the air bubbles can be discharged along with the cooling liquid from the water outlet 42 at the upper side A of the body 100, thereby effectively avoiding the accumulation of the air bubbles in the cooling liquid channel 4, and being beneficial to further improving the cooling effect.

It should be noted that, in the embodiment of the present application, the number and positions of the water inlets 41 and the water outlets 42 are not limited, and may be adjusted according to actual needs by those skilled in the art. In one of the embodiments, as shown in fig. 5 to 6, taking a cylinder head assembly adapted to two cylinders as an example, the body 100 is provided with one coolant passage 4 at a position corresponding to each cylinder. Specifically, two cooling liquid channels 4 are arranged, two cooling liquid channels 4 are adjacently arranged along the arrangement direction of the two cylinders, two water inlets 41 are arranged at intervals along the arrangement direction of the two cylinders, one water inlet 41 corresponds to one cooling liquid channel 4, one water outlet 42 is arranged, and the water outlet 42 is arranged between the two cooling liquid channels 4 and corresponds to the two cooling liquid channels 4. I.e. two coolant channels 4 are each provided with a water inlet 41, while two coolant channels 4 share a water outlet 42. In this case, by providing two water inlets 41, the uniformity of the flow of the coolant in the body 100 can be improved, which is advantageous for improving the cooling uniformity of the cylinder head assembly, and by sharing one water outlet 42, the number of water outlets 42 can be reduced, and the structure of the cylinder head assembly can be further simplified without affecting the circulation of the coolant.

In some alternative embodiments of the present application, as shown in fig. 5 to 14, the horizontally opposed engine includes a plurality of cylinders, the body 100 is provided with an intake valve seat hole 1, a mount seat hole 2 and an exhaust valve seat hole 3 in communication with the air flow passage 5 in order from a lower side B to an upper side a at corresponding positions of each cylinder, the cooling liquid passage 4 includes an intake valve cooling section 43, a combustion chamber cooling section 44 and an exhaust valve cooling section 45 distributed in order from the lower side B to the upper side a, the intake valve cooling section 43 is in communication with the water inlet 41, the exhaust valve cooling section 45 is in communication with the water outlet 42, wherein the intake valve cooling section 43 is for cooling an area around the intake valve seat hole 1, the combustion chamber cooling section 44 is for cooling an area around the mount seat hole 2, and the exhaust valve cooling section 45 is for cooling an area around the exhaust valve seat hole 3. That is, the intake valve seat hole 1, the mounting seat hole 2 and the exhaust valve seat hole 3 are all in the cooling range of the cooling liquid channel 4, and the cooling liquid channel 4 can sequentially cool the areas around the intake valve seat hole 1, the mounting seat hole 2 and the exhaust valve seat hole 3, so that the overall cooling effect of the cylinder head assembly is improved.

In some alternative embodiments of the application, as shown in FIG. 13, the body 100 includes a first side C and a second side D disposed away from each other in a direction perpendicular to the vertical direction X, the first side C being adjacent to the cylinder, the second side D being adjacent to the cylinder head cover, the first side C circumscribing the cylinder to form a combustion chamber, the second side D circumscribing the cylinder head cover to form a mounting chamber for camshaft mounting, and the combustion chamber cooling section 44 includes a first dive 441 extending from the second side D toward the first side C to vary the flow direction and/or velocity of the cooling fluid.

In practical applications, when the cylinder head assembly is assembled with the cylinder, a combustion chamber is formed between the cylinder head assembly and the cylinder, and the combustion chamber approximately corresponds to the combustion chamber cooling area of the cooling liquid channel 4. Based on this, when the first nose 441 is provided in the combustion chamber cooling section 44, and the first nose 441 extends from the second side D (i.e., the side away from the combustion chamber) toward the first side C (i.e., the side closer to the combustion chamber), the cooling liquid can be nose toward the direction closer to the wall surface of the combustion chamber, and the flow rate of the cooling liquid in the combustion chamber cooling section 44 can be increased, which is advantageous in improving the cooling effect of the wall surface of the combustion chamber, i.e., the portion of the main body 100 corresponding to the combustion chamber.

In some alternative embodiments of the present application, as shown in fig. 12, two intake valve seat holes 1 are provided, two intake valve seat holes 1 are spaced apart, the intake valve cooling section 43 includes a first channel 431, a second channel 432 and a third channel 433 that are communicated with the water inlet 41, the second channel 432 is located between the two intake valve seat holes 1, and the first channel 431 and the third channel 433 are located at sides of the two intake valve seat holes 1 facing away from each other, respectively.

In the embodiment of the application, by arranging the first channel 431, the second channel 432 and the third channel 433, the areas around the two intake valve seat holes 1 can be fully cooled, which is beneficial to improving the cooling uniformity of the cylinder head assembly.

In some alternative embodiments of the present application, the flow rates of the first channel 431, the second channel 432 and the third channel 433 are Q1, Q2 and Q3, respectively, which satisfies q2=0.8 to 1.3 (q1+q3).

In the embodiment of the application, the flow rate of the second channel 432 in the middle is 0.8-1.3 times of the sum of the flow rates of the first channel 431 and the third channel 433 in the two sides, namely, the flow rate passing through the nose bridge area (namely, the nose bridge area between the two air inlet valve seat holes 1) is larger, and the cooling liquid can fully exchange heat with the nose bridge area, so that the temperature of the nose bridge area can be effectively reduced, and the integral cooling effect of the cylinder cover assembly is improved. It should be noted that the flow rate of the channel is affected by a plurality of factors, such as the cross-sectional area of the channel, the position distribution of the water inlet and the water outlet, and the like.

In some alternative embodiments of the present application, as shown in fig. 12, two exhaust valve seat holes 3 are provided, and two exhaust valve seat holes 3 are spaced apart, and the exhaust valve cooling section 45 includes a fourth channel 451, a fifth channel 452, and a sixth channel 453 communicating with the water outlet 42, the fifth channel 452 being located between the two exhaust valve seat holes 3, and the fourth channel 451, the sixth channel 453 being located on sides of the two exhaust valve seat holes 3 facing away from each other, respectively.

In the embodiment of the present application, by providing the fourth channel 451, the fifth channel 452 and the sixth channel 453, the areas around the two exhaust valve seat holes 3 can be fully cooled, which is beneficial to improving the cooling uniformity of the cylinder head assembly.

In some alternative embodiments of the present application, the flow rates of the fourth channel 451, the fifth channel 452 and the sixth channel 453 are Q4, Q5 and Q6, respectively, which satisfies q5=0.8 to 1.3 (q4+q6).

In practical application, as shown in fig. 12, a flow-restricting rib 410 is further disposed in the cooling liquid channel 4 according to the embodiment of the present application, where the flow-restricting rib 410 is used to change the flow direction and/or flow rate of the cooling liquid. Specifically, the throttle rib 410 may be a protrusion formed on the inner wall of the coolant passage 4, and on the one hand, the protrusion may reduce the sectional area of the corresponding passage, thereby reducing the flow rate of the coolant passing therethrough. On the other hand, the flow rate of the coolant may be changed by the arrangement position or the outer shape of the convex portion, and the coolant may be guided to flow in a desired direction.

In some alternative embodiments of the present application, as shown in fig. 10 and 14, the body 100 includes a first side C and a second side D disposed away from each other in a direction perpendicular to the vertical direction X, the first side C being adjacent to the cylinder, the second side D being adjacent to the cylinder head cover, the first side C defining a combustion chamber with the cylinder, the second side D defining a mounting chamber for camshaft mounting with the cylinder head cover, at least one of the fourth channel 451, the fifth channel 452, and the sixth channel 453 including a second dive 454 extending from the second side D in a direction toward the first side C to change a flow direction and/or a flow rate of the coolant.

In some alternative embodiments of the application, as shown in fig. 14, the exhaust valve cooling section 45 has a first side wall adjacent to the first side C, which is provided with a protruding structure 455. The protruding structure 455 is located downstream of the second dive 454 and protrudes in the direction of the second side D, the protruding structure 455 being used to change the flow direction and/or flow rate of the cooling liquid.

In practical use, since the exhaust valve cooling section 45 has a large dimension in the first direction Y, i.e., the horizontal direction, the coolant flows out in the undesired direction S1, and in this process, the coolant is difficult to contact with the airflow passage 5, so that the cooling effect of the airflow passage 5 is poor. Based on this, by providing the protrusion structure 455 downstream of the second nose-down portion 454, and the protrusion structure 455 protrudes toward the second side D (i.e., the side near the air flow passage 5), the flow direction of the cooling liquid can be changed so that the cooling liquid flows out in the desired flow direction S2, and in this process, the cooling liquid can sufficiently exchange heat with the air flow passage 5, which is advantageous for improving the cooling effect of the air flow passage 5.

In some alternative embodiments of the present application, as shown in fig. 9 to 11, the body 100 has a first direction Y perpendicular to the vertical direction X, and the cooling liquid channel 4 includes a first cooling liquid channel 46 and a second cooling liquid channel 47, the first cooling liquid channel 46 and the second cooling liquid channel 47 being disposed on both sides of the air flow channel 5 in the first direction Y, respectively, and communicating with each other.

In the embodiment of the present application, by providing the first cooling liquid passage 46 and the second cooling liquid passage 47, the first cooling liquid passage 46 and the second cooling liquid passage 47 are provided on both sides of the airflow passage 5 in the first direction Y, respectively. In this way, the area around the air flow passage 5 can be sufficiently cooled, which is beneficial to improving the cooling uniformity and cooling effect of the cylinder head assembly. It should be noted that, the first direction Y in the embodiment of the present application refers to a horizontal direction, that is, a thickness direction of the body 100.

In some alternative embodiments of the application, as shown in fig. 4, the air flow channel 5 comprises an air inlet section and an air outlet section, which are arranged in succession in the vertical direction X, the air inlet section being adjacent to the lower side B, a first cooling liquid channel 46 being arranged around at least part of the air inlet section and the air outlet section, and a second cooling liquid channel 47 being arranged around at least part of the air outlet section. I.e. in a plane perpendicular to the first direction Y along the first direction Y, the projection of the first cooling liquid channel 46 covers at least part of the inlet section and the exhaust section, and the projection of the second cooling liquid channel 47 covers at least part of the exhaust section.

In practical applications, the cooling requirement of the exhaust section is higher because the temperature of the intake section is lower than the height of the exhaust section. Based on this, when the first coolant passage 46 surrounds at least part of the intake section and the exhaust section, the second coolant passage 47 is provided around at least part of the exhaust section, that is, the intake section having a lower temperature is cooled by only the first coolant passage 46, and the exhaust section having a higher temperature is cooled by both the first coolant passage 46 and the second coolant passage 47. Through such reasonable arrangement of the first cooling liquid channel 46 and the second cooling liquid channel 47, the effective cooling of the air inlet section and the air outlet section can be realized while the structure of the body 100 is simplified, and the cooling uniformity and the cooling effect of the cylinder head assembly are improved.

In some alternative embodiments of the present application, as shown in fig. 8 and 12, the body 100 further includes a water inflow communication hole 48 and a water return communication hole 49, the water inflow communication hole 48, the water return communication hole 49 being disposed between the first coolant passage 46 and the second coolant passage 47 to communicate the first coolant passage 46 and the second coolant passage 47, wherein the water inflow communication hole 48 is disposed near the lower side B, and the water return communication hole 49 is disposed near the upper side a.

In the embodiment of the present application, by providing the water inlet communication hole 48 and the water return communication hole 49, the flow of the coolant in the second coolant passage 47 can be realized, which is advantageous for improving the cooling performance of the second coolant passage. Since the water intake communication hole 48 is provided near the lower side B, the water return communication hole 49 is provided near the upper side a, i.e., the flow direction of the water flow of the second coolant passage 47 is from bottom to top. Thus, when the cooling liquid in the second cooling passage generates bubbles due to high temperature, the bubbles can enter the first cooling liquid passage 46 from the water return communication hole 49 along with the cooling liquid and be discharged from the water outlet 42, so that the accumulation of the bubbles in the second cooling passage can be effectively avoided, and the cooling effect can be further improved.

In some alternative embodiments of the present application, the second coolant passage 47 has an upper side area in the vertical direction X, and the water return communication hole 49 is provided in the upper side area. By providing the water return communication hole 49 in the upper region in this way, air bubbles generated in the second coolant passage 47 can be caused to flow to the first coolant passage 46 through the water return communication hole 49 with the coolant and be discharged from the water outlet 42, so that air bubbles can be effectively prevented from accumulating in the second coolant passage 47, which is advantageous in improving the cooling performance of the second coolant passage 47.

In some embodiments, the cylinder head assembly further includes a pressure loss adjusting portion 13, the second cooling fluid passage 47 is divided into a first sub-passage 121 and a second sub-passage 122 by the exhaust valve seat hole 3, and the pressure loss adjusting portion 13 is located on one of the sub-passages and adapted to balance the pressure loss of the cooling fluid in the first sub-passage 121 and the second sub-passage 122.

Specifically, as shown in fig. 15 to 18, the pressure loss and the flow rate in the two sub-flow paths are different due to the difference in the two sub-flow path installation positions and the cooling liquid flow paths. The pressure loss adjusting portion 13 may be integrally formed or separately connected to the body 100, and may be configured in a bar shape, an arc shape, or other irregular polygonal shape, which is not limited in this embodiment. The pressure loss adjusting portion 13 may take the form of, but not limited to, a flow restriction pipe, a flow restriction orifice plate, or a pressure loss adjusting rib. Wherein, the flow limiting pipe or the flow limiting orifice plate can be formed by being processed separately with the body 100, when the cooling liquid in one of the sub-flow channels passes through the flow limiting pipe or the flow limiting orifice plate, the cross-sectional area of the flowing changes, the flow rate changes, and then the pressure loss in the sub-flow channel is adjusted. The pressure loss adjusting portion 13 of the present embodiment is a pressure loss adjusting rib, is integrally formed with the body 100, has a certain strength and rigidity, and can withstand the impact from the coolant. The installation position of the pressure loss adjusting portion 13 varies depending on the flow path length between the first and second sub-passages 121, 122 and the water return communication hole 49. The pressure loss adjusting portion 13 is provided in the second sub-flow passage 122 when the flow path length of the first sub-flow passage 121 is longer than that of the second sub-flow passage 122, and the pressure loss adjusting portion 13 is provided in the first sub-flow passage 121 when the flow path length of the first sub-flow passage 121 is shorter than that of the second sub-flow passage 122. The pressure loss adjusting portion 13 is configured to increase the flow resistance and the flow path length of the cooling liquid in the second sub-flow passage, and the flow path of the sub-flow passage is changed from a straight line or a gentle curve to an irregular line with a larger rotation angle due to the blocking of the pressure loss adjusting portion 13, so as to increase the flow path length. Therefore, the pressure loss adjusting portion 13 serves to increase the pressure loss of the coolant flowing in the sub-flow passage, and further, the flow rates in the first sub-flow passage 121 and the second sub-flow passage 122 are made equal, that is, the flow rates at both sides of the exhaust valve seat hole 3 are balanced, and the cooling effect at different positions of the exhaust valve seat hole 3 is uniform.

By adopting the cylinder cover provided by the embodiment of the application, the pressure loss adjusting part is positioned on one of the sub-runners, so that the flow resistance and the flow path of the cooling liquid in the sub-runner can be increased, the effect of increasing the pressure loss in the sub-runner is achieved, the flow rate of the cooling liquid in the sub-runner of the conduit Kong Liangce is balanced, the cooling effect on two sides of the conduit hole is consistent, the risk of eccentric wear of the cylinder cover is reduced, and the running reliability of the cylinder cover and the engine 1000 is improved.

Specifically, when a single cylinder engine is used, there are two valve guides, i.e., two exhaust valve seat holes 3 are provided on the body 100.

As shown in fig. 18, this embodiment adopts a two-cylinder engine, two exhaust valve seat holes 3 are provided on each cylinder on each side, and four exhaust valve seat holes 3 are provided in total. Taking the example in which the second coolant passage 47 includes the first flow passage 12a, the second flow passage 12b, the third flow passage 12c, and the fourth flow passage 12d, each of the flow passages passes through one of the exhaust valve seat holes 3.

As shown in fig. 17 and 18, the body 100 includes three water intake communication holes 48, the first water intake communication hole 48 being located between the second flow passage 12b and the third flow passage 12c, the second water intake communication hole 48 being located on a side of the first flow passage 12a facing away from the second flow passage 12b, and the third water intake communication hole 48 being located on a side of the fourth flow passage 12d facing away from the third flow passage 12 c.

The coolant flowing through the first water inlet communication hole 48 located at the intermediate position enters the second flow channel 12b and the third flow channel 12c, respectively, the coolant flowing through the second water inlet communication hole 48 enters the first flow channel 12a, and the coolant flowing through the third water inlet communication hole 48 enters the fourth flow channel 12 d. The four channels are arranged in parallel without mutual influence, so that the cooling effect of different exhaust valve seat holes 3 is kept balanced. The different exhaust sections are in heat exchange with the cooling liquid in the respective flow channels, so that the working temperature of the exhaust sections is effectively reduced, the abrasion and performance reduction caused by high temperature are reduced, and the service life of the exhaust sections is prolonged, thereby protecting the normal operation of the engine 1000.

When the number of cylinders of the engine 1000 increases, the number of the first water inlet communication holes 48 positioned at the middle position can be increased, so that the cooling liquid is introduced into the plurality of sub-runners, the cooling effect of the different exhaust valve seat holes 3 can be kept balanced, and the normal operation of the engine 1000 can be protected.

Referring to FIG. 18, the body 100 is provided with a water return communication hole 49, and a plurality of sub-channels merge into the water return communication hole 49. Of the sub-passages, the flow path length between the first sub-passage 121 and the water return communication hole 49 is L1, the flow path length between the second sub-passage 122 and the water return communication hole 49 is L2, L1> L2, and the pressure loss adjusting portion 13 is located on the second sub-passage 122.

Specifically, as shown in fig. 18, the flow path length between the first sub-flow passage 121 and the water return communication hole 49 is L1, and the flow path length between the second sub-flow passage 122 and the water return communication hole 49 is L2, L1> L2, that is, the path of the coolant flowing in the first sub-flow passage 121 to the water return communication hole 49 is longer than that of the second sub-flow passage 122. In other words, the first sub-runner 121 is located on the side of the exhaust valve seat hole 3 away from the water return communication hole 49, and the second sub-runner 122 is located on the side of the exhaust valve seat hole 3 close to the water return communication hole 49. That is, the second sub-runner 122 is closer to the water return communication hole 49 than the first sub-runner 121, and the path of the second sub-runner 122 flowing to the water return communication hole 49 is also shorter. The pressure loss adjusting part 13 is located on the second sub-runner 122 to increase the flow path length and flow resistance of the cooling liquid in the second sub-runner 122, and plays a role of increasing the pressure loss in the second sub-runner 122 to balance the flow of the cooling liquid in the sub-runners at two sides of the exhaust valve seat hole 3, so that the cooling effect at two sides of the exhaust valve seat hole 3 is consistent.

Referring to fig. 18 and 19, the pressure loss adjusting portion 13 has an extension protrusion 131, and the extension protrusion 131 is located between the exhaust valve seat hole 3 and the water return communication hole 49. The distance between the central axis of the exhaust valve seat hole 3 along the flowing direction of the cooling liquid and the extension bulge 131 is a which is less than or equal to 8mm.

Specifically, referring to fig. 18 and 19, the coolant flows along a curved path, but the coolant flows along the Y-direction, the central axis of the exhaust valve seat hole 3 along the Y-direction, and the distance a between the exhaust valve seat hole and the extension boss 131 is a, a is 8mm or less, so that the effectiveness of the pressure loss adjustment portion 13 for adjusting the pressure loss of the coolant in the second sub-flow passage 122 is ensured. If the distance a is greater than 8mm, the distance between the end of the pressure loss adjusting portion 13 and the exhaust valve seat hole 3 becomes too large, and the blocking effect of the pressure loss adjusting portion 13 against the coolant in the second sub-flow passage 122 decreases, so that the pressure loss of the coolant in the second sub-flow passage 122 cannot be effectively increased. In some embodiments, the distance a is set to a value of 5mm, 6mm, 7mm, 8mm, or other values consistent with the interval described above.

Alternatively, referring to fig. 18 and 19, the distance between the central axis of at least one sub-runner along the direction of coolant flow and the central axis of the exhaust valve seat hole 3 along the direction of coolant flow is b≤8 mm.

Specifically, referring to fig. 18 and 19, the distance between the central axis of the exhaust valve seat hole 3 along the Y direction and the central axis of the sub-flow passage along the Y direction is b, b is less than or equal to 8mm, so as to ensure that the flow passage sectional areas of the two sides of the exhaust valve seat hole 3 are close, thereby ensuring that the flow rates of the two sides of the exhaust valve seat hole 3 are close, and the cooling effect is consistent. If the distance b is greater than 8mm, the difference in cross-sectional area between the second coolant passages 47 on both sides of the exhaust valve seat hole 3 is excessively large, resulting in uneven flow rate. In some embodiments, the distance b is set to a value of 5mm, 6mm, 7mm, 8mm, or other value consistent with the interval described above. Further, the axis of the sub flow passage may be any direction of the circumference of the exhaust valve seat hole 3.

Alternatively, referring to FIG. 18, the cross-sectional area of the first sub-flow passage 121 passing through the exhaust valve seat hole 3 is S1, the cross-sectional area of the second sub-flow passage 122 passing through the exhaust valve seat hole 3 is S2, and the ratio between S1-S2 and S1 or S2 is m≤20%.

Specifically, as shown in fig. 18, the cross-sectional area of the first sub-flow passage 121 passing through one side of the exhaust valve seat hole 3 is S1, and the cross-sectional area of the second sub-flow passage 122 passing through the other side of the exhaust valve seat hole 3 is S2. S1-S2/S1 is less than or equal to 20%, or S1-S2/S2 is less than or equal to 20%. In other words, the difference in value between the sectional area S1 of the first sub-flow passage 121 and the sectional area S2 of the second sub-flow passage 122 is 20% or less. Illustratively, when S1 has a value of 10mm ², S2 may have a value of 8mm ²、9mm²、10mm²、11mm²、12mm² or other values consistent with the interval described above. Due to the error of the assembly process, certain difference exists in the sectional areas of the flow channels at the two sides of the air exhaust valve seat hole 3, but when the numerical difference is within 20%, the numerical values representing the S1 and the S2 are relatively close to each other, so that the flow rates of the flow channels at the two sides of the air exhaust valve seat hole 3 are ensured to be close, and the cooling effects at the two sides of the air exhaust valve seat hole 3 are consistent.

In the engine provided by the embodiment of the application, the exhaust manifold 20 is positioned above the engine body, and the intake manifold is positioned below the engine body, so that the heat damage risk of the exhaust manifold 20 to other components needs to be solved.

To address the risk of thermal injury, in some embodiments, as shown in fig. 20, engine 1000 further includes a body 10 and a plurality of insulation members 30.

The main body 10 is connected with a heat loss component 11, the exhaust manifold 20 is arranged above the main body 10, at least part of the exhaust manifold 20 is opposite to the heat loss component 11, and at least one heat insulating member 30 is arranged between the exhaust manifold 20 and the heat loss component 11.

It should be noted that, the components around the exhaust manifold 20 face a poor thermal environment, and the components are vulnerable to damage in the thermal environment, and the components that are vulnerable to damage may be referred to as the thermal assembly 11 in the present application.

Through the arrangement, the heat insulation member 30 can shield the heat radiation of the heat loss assembly 11 in the heat environment, reduce the heating capacity of the heat loss assembly 11, and avoid the heat damage risk of the heat loss assembly 11, so that the heat loss assembly 11 can be normally used for a long time, and the service life of the engine 1000 is prolonged. In addition, the position setting of thermal-insulated piece 30 is reasonable, and thermal-insulated piece 30 can shield and protect heat loss subassembly 11, has improved thermal-insulated effect to further thermal-insulated protection, further avoided heat loss subassembly 11 to damage.

This allows the heat loss assembly 11 to be used normally for a long period of time, extending the service life of the engine 1000. In addition, the position setting of the heat insulating piece 30 is reasonable, the heat insulating effect is improved, and the damage to the heat loss assembly 11 is further avoided.

Referring to fig. 21 and 22, the heat loss assembly 11 includes a cooling block 111, the cooling block 111 including cooling pipes 1111, the cooling pipes 1111 being located above the main body 10, the cooling pipes 1111 being spaced apart from the exhaust manifold 20. The plurality of heat insulators 30 include a first heat insulator 31, the first heat insulator 31 being provided between the exhaust manifold 20 and the cooling duct 1111, the shape of the first heat insulator 31 being adapted to the shape of the outer peripheral surface of the cooling duct 1111. For example, in the examples of fig. 21 and 22, the cooling duct 1111 is arranged at intervals in a first direction (left-right direction as viewed in fig. 21) from the exhaust manifold 20, the exhaust manifold 20 extends in a second direction (front-rear direction as viewed in fig. 21), and the cooling duct 1111 is located between the exhaust manifold 20 and the main body 10.

So configured, the first heat shield 31 can insulate the cooling duct 1111, avoiding heat loss from the cooling duct 1111 by the heat of the exhaust manifold 20, thereby extending the service life of the cooling duct 1111. In addition, the shape of the first heat insulating member 31 is adapted to the shape of the outer circumferential surface of the cooling duct 1111, so that the first heat insulating member 31 and the cooling duct 1111 are compactly arranged together, thereby reducing the space occupied by the first heat insulating member 31 and facilitating the arrangement of the first heat insulating member 31. Moreover, the shielding effect of the first heat insulator 31 on the cooling duct 1111 is also improved, the heat source and the heat damage risk area are effectively shielded, and the heat insulating effect is improved, thereby improving the protection effect on the cooling group 111 and avoiding damage to the cooling group 111. In addition, the first heat insulating member 31 is compact and beautiful, and is convenient for design and installation. The cooling unit 111 further includes an oil cooler 1112 and a thermostat 1113, the cooling pipe 1111 is located between the oil cooler 1112 and the thermostat 1113, the oil cooler 1112 is connected to a front end of the cooling pipe 1111, and the thermostat 1113 is connected to a rear end of the cooling pipe 1111. Thus, the cooling pipe 1111, the oil cooler 1112, and the thermostat 1113 cooperate with each other, and cooling of the engine 1000 can be achieved. It should be noted that, when the minimum distance between the cooling group 111 and the exhaust manifold 20 is smaller than 10mm, for example, the minimum distance is 5mm, there is a thermal risk, and there is a risk that the cooling water temperature of the cooling pipe 1111 will be too high and the surface material will fail.

According to some embodiments of the present invention, referring to fig. 21 and 22, the side edge of the first heat insulating member 31 remote from the main body 10 has a first burring 311, and the free end of the first burring 311 is bent to extend in a direction away from the cooling duct 1111. For example, in the example of fig. 21 and 22, the upper end (i.e., the free end) of the first flange 311 is bent upward to extend. So configured, the first flange 311 may conceal the oil cooler 1112 and the thermostat 1113, and reduce heat loss generated by heat from the exhaust manifold 20 to the cooling pipe 1111, the oil cooler 1112 and the thermostat 1113, thereby prolonging the service life of the cooling unit 111. In addition, the convection air can be flown away along the bottom or top of the first heat insulating member 31, so that the formation of a flow dead zone on the envelope surface is avoided, thereby facilitating smooth discharge of heat along with the air and reducing the heat in the engine 1000. As shown in fig. 20, the direction indicated by the arrow a is the direction in which air flows.

According to some embodiments of the invention, a first insulation 31 is connected to the body 10. So set up, strengthened the connection stability of first thermal-insulated piece 31, avoided first thermal-insulated piece 31 to take place to rock to the vibration condition of first thermal-insulated piece 31 has been reduced. The first heat insulator 31 may be connected to the main body 10, or may be indirectly connected to the main body via another member. The first heat insulating member 31 has a plurality of connection points with the main body 10, thereby further improving the stability of the first heat insulating member 31.

According to some embodiments of the present invention, referring to fig. 20 and 23, the heat loss assembly 11 includes a supercharger 112, the supercharger 112 being connected to an outlet of the exhaust manifold 20, the supercharger 112 being located at one side of the body 10 in a first direction (left-right direction as viewed in fig. 20). The plurality of thermal shields 30 includes a second thermal shield 32, the second thermal shield 32 covering a top surface of the supercharger 112 and a side surface of the supercharger 112 facing the exhaust manifold 20. For example, in the examples of fig. 20 and 23, the inlet of the supercharger 112 is connected to the outlet of the exhaust manifold 20, and the supercharger 112 is located on the left side of the main body 10. So configured, the second thermal shield 32 can insulate the supercharger 112 from heat from the heat of the exhaust manifold 20, thereby extending the service life of the supercharger 112. Moreover, the second heat insulator 32 can also shield and protect the supercharger 112, and the heat insulation effect is remarkable, so that the supercharger 112 is prevented from being damaged.

It should be noted that, the supercharger 112 includes two parts, one part is a turbine part connected with the outlet of the exhaust manifold 20, the other part is a compressed air part connected with the air inlet system, and the two parts are connected by the same shaft, and the working principle is that the exhaust of the exhaust manifold 20 enters the turbine part to drive the turbine in the turbine part to rotate, drive the shaft to rotate, and then drive the blades in the compressed air part to rotate, so as to compress the air entering the air inlet system, thereby realizing the purpose of air inlet supercharging. The turbine part is in direct contact with the high-temperature exhaust gas, and is not a part of the heat loss component 11, but one of the components generating heat damage risk, while the compressed air part is not in direct contact with the high-temperature exhaust gas, and is a part of the heat loss component 11, namely one of the components needing to avoid the heat damage risk. The second heat insulator 32 mainly separates the air compressor, which is part of the heat loss assembly 11, from the exhaust manifold 20, and prevents the air compressor from being thermally damaged by the exhaust manifold 20.

According to some embodiments of the present invention, referring to fig. 23, the shape of the second heat insulator 32 is adapted to the shape of the outer circumferential surface of the supercharger 112. Thereby, the second heat insulating member 32 is facilitated to be compactly arranged with the supercharger 112, thereby reducing the occupied space of the second heat insulating member 32, and facilitating the arrangement of the second heat insulating member 32. Moreover, the second heat insulation member 32 is designed along the volute shape of the supercharger 112, so that complete shielding of the supercharger 112 assembly can be realized, a heat source and a heat damage risk area are effectively shielded, the heat insulation effect is good, the protection effect on the supercharger 112 is further improved, and the risk of heat damage of the supercharger 112 is further avoided. In addition, the second heat insulating member 32 is compact and beautiful, and is convenient for design and installation. Wherein the second heat insulating member 32 is connected to the supercharger 112, and a plurality of connection points of the second heat insulating member 32 and the supercharger 112 are provided, thereby reducing vibration of the second heat insulating member 32.

According to further embodiments of the present invention, referring to fig. 24-27, the heat loss assembly 11 further includes a generator 60, the generator 60 being located at one side of the body 10 in the first direction. The plurality of insulation members 30 includes a third insulation member 33, and the third insulation member 33 covers at least a side surface of the generator 60 and a bottom surface of the generator 60 toward the exhaust manifold 20. Specifically, the generator 60 includes a supercharger 112, a three-way catalyst 602, and an oil pump of the generator 60, the supercharger 112 is disposed on a side surface of the generator 60, and the three-way catalyst 602 is disposed on a side surface of the generator 60. So configured, the third heat shield 33 can insulate the generator 60 from heat generated by the heat of the exhaust manifold 20 to the generator 60, thereby prolonging the service life of the generator 60. Moreover, the third heat insulator 33 can also shield and protect the generator 60, and the heat insulation effect is remarkable, so that the generator 60 is prevented from being damaged.

In addition, the third heat insulator 33 also covers the side of the generator 60 facing the supercharger 112 and the three-way catalyst 602, and the third heat insulator 33 can also avoid heat of the turbine portion of the supercharger 112 and heat of the three-way catalyst 602 from generating heat loss to the generator 60.

As described above, the turbine section of the supercharger 112 is one of the components that generate heat damage risk, and the three-way catalyst 602, which is connected to the turbine section and processes the exhaust gas passing through the turbine section so that the exhaust gas meets the emission standard, is also one of the components that generate heat damage risk. Therefore, the third heat insulator 33 also needs to separate the generator 60 and the turbine section, and separate the generator 60 and the three-way catalyst 602.

On the basis, as shown in fig. 26, the engine further includes an exhaust pipe 605, and the exhaust pipe 605 is connected to an outlet of the three-way catalyst 602, and is configured to exhaust the exhaust gas treated by the three-way catalyst 602. The exhaust pipe 605 is located on the side of the third heat insulator 33 facing away from the generator 60. This can prevent heat from the exhaust pipe 605 from generating heat to the generator 60.

According to some embodiments of the present invention, referring to fig. 27, the shape of the third heat insulator 33 is adapted to the shape of the outer circumferential surface of the generator 60. Therefore, the third heat insulating member 33 and the generator 60 are compactly arranged together, so that the occupied space of the third heat insulating member 33 is reduced, the third heat insulating member 33 is conveniently arranged, and meanwhile, the heat insulating area of the third heat insulating member 33 can be enlarged due to the compact arrangement of the third heat insulating member 33 and the generator 60, so that the heat insulating requirement of the generator oil supply pump 603 arranged on the generator 60 is met.

Moreover, the shape of the third heat insulating piece 33 is matched with the shape of the outer peripheral surface of the generator 60, so that the complete shielding of the generator 60 can be realized, the heat source and the heat damage risk area are effectively shielded, the heat insulating effect is good, the protection effect on the generator 60 is further improved, and the risk of heat damage to the generator 60 is further avoided.

In addition, the third heat insulator 33 is compact and beautiful, and is convenient for design and installation. Wherein the connection point of the third heat insulating member 33 to the generator 60 is provided in plurality, thereby reducing vibration of the third heat insulating member 33. In some examples, the third thermal shield 33 is secured with the generator 60 by a plurality of bolts.

In some examples, as shown in fig. 26, the third thermal insulator 33 is provided with a plurality of connection holes 604, and the third thermal insulator 33 is connected to the generator 60 through the plurality of connection holes 604.

In some examples, the side of the third thermal shield 33 is a smooth arcuate outer surface, which can direct heat from the supercharger 112, thereby reducing the temperature of the supercharger 112 and ensuring proper operation of the supercharger 112.

According to further embodiments of the present invention, referring to fig. 28 and 29, the heat loss assembly 11 further includes an electronic control assembly 70, the electronic control assembly 70 being connected to the body 10 and located at one side of the exhaust manifold 20. The plurality of thermal shields 30 further includes a fourth thermal shield 34, the fourth thermal shield 34 being disposed between the exhaust manifold 20 and the electronic control assembly 70, and a projection of the electronic control assembly 70 onto the fourth thermal shield 34 being at least partially positioned on the fourth thermal shield 34 along an alignment direction of the exhaust manifold 20 and the electronic control assembly 70. So configured, the fourth thermal shield 34 can insulate the electronic control assembly 70 from heat generated by the exhaust manifold 20 to the electronic control assembly 70, thereby extending the service life of the electronic control assembly 70.

According to some embodiments of the present invention, referring to fig. 28, the fourth insulation 34 includes a baffle 341, a first connection plate 342, and a second connection plate 343.

The thickness direction of the first baffle 341 is perpendicular to the arrangement direction of the exhaust manifold 20 and the electronic control assembly 70. The first connecting plate 342 is connected to the upper end of the baffle 341, and is partially located at the upper end of the electronic control assembly 70, and the first connecting plate 342 is connected to the electronic control assembly 70. The second connection plate 343 is connected to the lower end of the baffle 341 and is connected to the main body 10.

Engine 1000 also includes an outlet flange 701, through which outlet flange 701 exhaust manifold 20 is connected to body 10. The second connection plate 343 is at the same level as the outlet flange 701.

In this way, through the arrangement of the first connecting plate 342 and the second connecting plate 343, the complete shielding of the electric control assembly 70 can be ensured, thereby ensuring the heat insulation effect on the electric control assembly 70 and ensuring the normal operation of the electric control assembly 70.

The connection point of the first connection plate 342 to the electronic control unit 70 is provided in plurality, thereby reducing vibration of the fourth heat insulating member 34. In some examples, first connecting plate 342 is secured with electrical control assembly 70 by a plurality of bolts.

The second connection plate 343 is provided in plural at the connection point with the main body 10, so that the vibration of the fourth heat insulator 34 can be further reduced.

In some embodiments, the baffle 341 is an arcuate plate. This can increase the structural strength of the fourth heat insulator 34 as a whole. And at the same time, the heat exchange area of the fourth heat insulating member 34 can be increased, so that the heat of the electric control assembly 70 is guided.

As shown in fig. 28 and 30, the first connection board 342 includes a plurality of connection sub-boards 344, the baffle 341 is provided with a plurality of avoidance recesses 345, and at least one avoidance recess 345 is provided between two adjacent connection sub-boards 344. With the arrangement, the fourth heat insulating member 34 can provide a space for avoiding the installation of the electronic control assembly 70, thereby facilitating the arrangement of the bolts and other components on the electronic control assembly 70.

In some examples, the fourth insulating surface is treated with electrophoresis, which can reduce the effect of radiant heat exchange on the fourth insulating member 34.

In some embodiments, as shown in fig. 31 and 32, the heat loss assembly 11 further includes a water pump outlet pipe 702, and the water pump outlet pipe 702 is disposed on one side of the exhaust manifold 20 in the horizontal direction. The plurality of heat insulators 30 further includes a fifth heat insulator 35, the fifth heat insulator 35 is disposed between the exhaust manifold 20 and the water pump outlet pipe 702, and a projection of the water pump outlet pipe 702 on the fifth heat insulator 35 is at least located on the fifth heat insulator 35 along an arrangement direction of the exhaust manifold 20 and the water pump outlet pipe 702. So configured, the fifth thermal shield 35 can insulate the electrical control assembly 70 from heat from the exhaust manifold 20 and from heat loss from the water pump outlet pipe 702.

In some embodiments, the fifth insulation 35 is connected to the first insulation 33 and forms an insulation assembly, with the thermostat 1112, the outlet pipe 702, and the cooling group 111 being located on one side of the insulation assembly and the exhaust manifold 20 being located on the opposite side of the insulation assembly.

In some examples, the fifth insulation 35 is integrally formed with the first insulation 33.

In some embodiments, heat rejection assembly 11 further includes a thermostat 704, with oil cooler 1112 and thermostat 704 each being disposed on a side of fifth insulation 35 opposite exhaust manifold 20 and on the same side of exhaust manifold 20 as water pump outlet pipe 702. So configured, the fifth insulator 35 can insulate the oil cooler 1112 and the thermostat 704 from heat from the exhaust manifold 20, which can cause heat loss to the oil cooler 1112 and the thermostat 704.

In some embodiments, the fifth heat shield 35 is spaced from the exhaust manifold 20, so that the fifth heat shield is prevented from being in collision with the parts of the oil cooler 1112, the thermostat 704, the water pump outlet pipe 702, and the like, and losing heat insulation due to vibration during operation of the engine 1000.

In some embodiments, the fifth insulation 35 is formed with a second flange 351, the second flange 351 facing the oil cooler 1112 and being located on an upper side of the oil cooler 1112.

In this way, the fifth heat insulator 35 can more completely shield the oil cooler 1112, thereby improving the heat insulating effect of the fifth heat insulator 35 on the oil cooler 1112 and ensuring the normal function of the oil cooler 1112. And, the second flange 351 can guide the heat radiated from the exhaust manifold 20, thereby further improving the heat insulating effect of the fifth heat insulating member 35.

In some embodiments, as shown in fig. 32 and 33, the fifth heat insulating member 35 is provided with a notch 352, and a third flange 353 is formed at the notch 352, and the third flange 353 faces the exhaust manifold 20.

Engine 1000 also includes a fan disposed on a side of fifth insulator 35 opposite exhaust manifold 20 and facing gap 352.

Through the arrangement, in the working process of the fan, the fan can blow air at the positions of the oil cooler 1112, the temperature regulator 704 and the water pump water outlet pipe 702 to one side of the fifth heat insulation piece 35, which faces the exhaust manifold 20, through the notch 352, so that the overhigh temperature at the positions of the oil cooler 1112, the temperature regulator 704 and the water pump water outlet pipe 702 can be avoided, and the normal functions of the oil cooler 1112, the temperature regulator 704 and the water pump water outlet pipe 702 are ensured.

In addition, by providing the third flange 353, air can be guided, and the air is prevented from forming a vortex on the side of the fifth heat insulator 35 facing away from the exhaust manifold 20, so that the normal flow of air is ensured.

According to some embodiments of the present invention, referring to fig. 34, the heat insulator 30 includes a first body layer 21 and a second body layer 22 arranged at intervals in a radial direction of the exhaust manifold 20, the second body layer 22 being provided on an outer peripheral side of the first body layer 21. For example, in the example of fig. 34, the second body layer 22 wraps around the first body layer 21. By the arrangement, the exhaust manifold 20 can perform heat insulation effect, namely, heat is insulated from a heat source, so that the heat insulation effect is obvious, the heat generated by the exhaust manifold 20 to the surrounding environment is weakened, and the heat damage is reduced. In addition, the first body layer 21 and the second body layer 22 are consistent with the configuration of the exhaust manifold 20 itself, and the exhaust manifold 20 is compact in structure and convenient to install without additional space and installation while reducing the radiation temperature of the outer surface of the exhaust manifold 20, thereby improving the installation efficiency of the exhaust manifold 20. Furthermore, the arrangement of the first body layer 21 and the second body layer 22 also provides the exhaust manifold 20 with good sound insulation and vibration isolation, improving the service performance of the exhaust manifold 20.

Further, referring to fig. 34, a heat insulating layer 23 is provided between the first body layer 21 and the second body layer 22. For example, in the example of fig. 34, the thermal shield 30 is in a sandwich-like thermal shield configuration. So configured, the thermal insulation layer 23 has a thermal insulation effect, thereby further improving the thermal insulation effect of the exhaust manifold 20 itself, reducing the heat damage of the exhaust manifold 20 to the heat loss component 11, and further improving the service life of the engine 1000. In addition, the heat insulating layer 23 further improves the sound insulation and vibration isolation effects, and further improves the service performance of the exhaust manifold 20. The insulating layer 23 may be a hydrogel member or a glass fiber material member, but is not limited thereto. It should be noted that the thicknesses of the first body layer 21, the second body layer 22, and the insulating layer 23 may be determined according to space and performance requirements.

According to some embodiments of the invention, the first body layer 21 and/or the second body layer 22 are metal pieces. For example, the arrangement of the first body layer 21 and the second body layer 22 includes the case where the first body layer 21 is a metal piece. Second, the second body layer 22 is a metal piece. Third, the first body layer 21 and the second body layer 22 are metal pieces. By the arrangement, the metal piece has good mechanical properties, so that the structural strength of the first body layer 21 and the second body layer 22 is improved, the deformation of the first body layer 21 and the second body layer 22 is avoided, and the service life of the exhaust manifold 20 is prolonged.

According to some embodiments of the present invention, the outer peripheral surface of the second body layer 22 is coated with a thermal barrier coating (not shown). Thereby, the thermal barrier coating further enhances the thermal barrier effect of the exhaust manifold 20 itself, i.e., further reduces the temperature around the exhaust manifold 20, thereby improving the thermal environment of the thermal loss assembly 11 and reducing the thermal damage of the thermal loss assembly 11. The heat damage risk is determined by combining the temperature of the exhaust manifold 20, the temperature resistance requirement of the heat waste component 11 and the distance between the two, the heat damage point is designed by adopting a single heat insulation component 30 matched with the outline of the heat waste component 11, a plurality of connection points are uniformly arranged along with the shape of the heat insulation component 30 and the heat waste component 11, the heat insulation is stable and efficient, and the air circulation is facilitated without forming a flow dead zone to cause heat accumulation.

In other embodiments, referring to fig. 35 and 36, the exhaust manifold 20 includes at least one branch pipe 110 and a collecting pipe 130, the branch pipe 110 is provided with an air inlet, the collecting pipe 130 is provided with an air outlet, and the air inlet is communicated with the air outlet. The heat insulator 30 is provided on the outer peripheral wall of the exhaust manifold 20, and includes a plurality of heat insulating portions 210 provided separately, and the plurality of heat insulating portions 210 correspond to the branch pipes 110 and the collecting pipes 130, respectively.

Thus, the heat insulation member 30 can fully wrap the exhaust manifold 20, thereby improving heat insulation performance, reducing heat damage of the exhaust manifold 20 to surrounding parts, ensuring working stability and reliability of the surrounding parts, and prolonging service life of the surrounding parts.

Alternatively, the number relationship between the heat insulating parts 210 and the branch pipes 110 may be one-to-one, that is, one heat insulating part 210 corresponds to one branch pipe 110.

Alternatively, the number relationship between the heat insulating parts 210 and the branch pipes 110 may be one-to-many, that is, one heat insulating part 210 corresponds to a plurality of branch pipes 110. Illustratively, as shown in fig. 36, one heat insulating portion 210 corresponds to two branch pipes 110, so that the number of parts of the heat insulating member 30 can be reduced, which is beneficial to improving the assembly efficiency of the heat insulating member 30.

In some embodiments, the plurality of heat insulation portions 210 are separately disposed, so that the number of fixing points of the heat insulation member 30 is increased compared to the structure in which the heat insulation member 30 is integrated, and resonance between the heat insulation member 30 and the exhaust manifold 20 can be effectively suppressed, so that the overall mode of the heat insulation member 30 can be improved, the possibility of vibration damage of the heat insulation member 30 is reduced, and the service life of the heat insulation member 30 is prolonged. In addition, when the heat insulator 30 is vibrated, the interaction between the plurality of heat insulating portions 210 can cancel out part of the vibration, so that the overall mode of the heat insulator 30 can be improved.

The plurality of heat insulation parts 210 which are arranged in a split manner can prevent the overall size of the heat insulation part 30 from being oversized, effectively inhibit resonance between the heat insulation part 30 and the exhaust manifold 20, so that the overall mode of the heat insulation part 30 can be improved, the possibility of vibration damage of the heat insulation part 30 is reduced, and the service life of the heat insulation part 30 is prolonged.

In addition, the separate arrangement of the plurality of heat insulating portions 210 also facilitates the installation of the heat insulating portions 210 on the exhaust manifold 20, as compared to the integral structure of the heat insulating member 30.

Referring to fig. 36, in some embodiments, the heat insulating portion 210 includes a first sub-portion 211 and a second sub-portion 212 that meet in a direction perpendicular to a central axis of the exhaust manifold 20, and the profile shapes of the first sub-portion 211 and the second sub-portion 212 are the same as the profile shape of the exhaust manifold 20.

Specifically, in certain embodiments, the central axis of exhaust manifold 20 includes the central axis of branch pipe 110 and the central axis of manifold 130, and both the central axis of branch pipe 110 and the central axis of manifold 130 may be curved. The arrangement of the first sub-portion 211 and the second sub-portion 212 can facilitate the installation of the heat insulation portion 210 on the exhaust manifold 20, so as to improve the assembly efficiency of the exhaust manifold 20 and the heat insulation member 30, and prevent the heat insulation member 30 from having a large planar structure, so as to inhibit resonance between the heat insulation member 30 and the exhaust manifold 20, further improve the overall mode of the heat insulation member 30, reduce the possibility of vibration damage of the heat insulation member 30, and prolong the service life of the heat insulation member 30.

In some embodiments, the first sub-portion 211 and the second sub-portion 212 may be coupled together using a removable connection, including, but not limited to, a threaded connection, a snap-fit connection, or the like. In other embodiments, the first sub-portion 211 and the second sub-portion 212 may be joined together using a non-detachable connection, including, but not limited to, welding or adhesive, etc.

Referring to fig. 37, in one embodiment of the present application, the heat insulator 30 includes three heat insulating portions 210 (hereinafter referred to as a first heat insulating portion 2105, a second heat insulating portion 2106, and a third heat insulating portion 2107) provided separately, and the three heat insulating portions 210 correspond to the branch pipes 110 and the collecting pipes 130, respectively. The first heat insulating portion 2105 corresponds to an integral branch pipe (hereinafter referred to as a first branch pipe 113) formed by two branch pipes 110, the second heat insulating portion 2106 corresponds to an integral branch pipe (hereinafter referred to as a second branch pipe 115) formed by two branch pipes 110, and the third heat insulating portion 2107 corresponds to the collecting pipe 130.

Specifically, each of the first heat insulating portion 2105, the second heat insulating portion 2106, and the third heat insulating portion 2107 includes a first sub-portion 211 and a second sub-portion 212 that are in contact with each other. The first and second sub-portions 211 and 212 of the first heat insulating portion 2105 have the same contour as the first branch pipe 113, the first and second sub-portions 211 and 212 of the second heat insulating portion 2106 have the same contour as the second branch pipe 115, and the first and second sub-portions 211 and 212 of the third heat insulating portion 2107 have the same contour as the collecting pipe 130.

Referring to fig. 36 and 38, in some embodiments, the heat insulating member 30 includes a mounting layer 25 and a heat insulating layer 23, the mounting layer 25 is disposed around the outer peripheral wall of the exhaust manifold 20, and the heat insulating layer 23 is disposed on the opposite side of the mounting layer 25 from the exhaust manifold 20.

Specifically, in some embodiments, the profile shape of the mounting layer 25 is the same or substantially the same as the profile shape of the exhaust manifold 20, and in the case where the mounting layer 25 is disposed on the outer peripheral wall of the exhaust manifold 20, the spacing between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 can reduce vibration transmission, reduce the possibility of damage to the thermal insulation member 30 due to vibration, and extend the service life of the thermal insulation member 30.

Further, in some embodiments, the mounting layer 25 is made of a metallic material. This improves the rigidity of the mounting layer 25, reduces the possibility of damage (e.g., deformation or breakage) to the heat insulator 30 when vibrated, and prolongs the service life of the heat insulator 30. It should be noted that in some embodiments, the metal material includes, but is not limited to, steel, iron, aluminum, stainless steel, and the like.

In some embodiments, the insulating layer 23 is made of an insulating material. Specifically, in certain embodiments, the insulating material comprises at least one of ceramic fibers, glass wool, rock wool, and aerogel.

Illustratively, in certain embodiments of the present application, the insulating material may be glass wool, i.e., the insulating layer 23 is made of glass wool. Therefore, in the long-time running process of the engine 10000, the arrangement of the heat insulation material can prevent the installation layer 25 from colliding with the exhaust manifold 20, so that on one hand, the radiation noise generated when the exhaust manifold 20 vibrates can be effectively reduced, the NVH (Noise, vibration, harshness, noise, vibration and harshness) performance of the engine 10000 is improved, on the other hand, the damage to the heat insulation piece 30 caused by long-time vibration fatigue can be avoided, and the heat insulation effect of the heat insulation piece 30 is ensured.

Referring to fig. 36 and 38, in some embodiments, the mounting layer 25 is spaced from the peripheral wall of the exhaust manifold 20 by a distance L of greater than 5mm. Specifically, in some embodiments, the separation distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is any one of or any value between any two of values greater than 5mm, such as 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, 11mm, 12mm, 13mm, 14mm, and 15 mm.

If the distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is smaller than 5mm, the installation space of the heat insulating material is small, so that the heat insulating material cannot suppress the collision between the mounting layer 25 and the exhaust manifold 20, thereby affecting the NVH performance of the engine 10000. In some embodiments of the present application, the distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is greater than 5mm, so that the installation space of the heat insulating material can be ensured, and the collision between the mounting layer 25 and the exhaust manifold 20 can be effectively suppressed, so that the radiation noise when the exhaust manifold 20 vibrates can be effectively reduced, and the NVH performance of the engine 10000 can be improved.

Further, in certain embodiments, the separation distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is greater than 5mm and less than 15mm. Specifically, in some embodiments, the separation distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is any one value or any value between any two values of 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, 11mm, 12mm, 13mm, 14mm, and 15mm.

If the distance L between the mounting layer 25 and the outer circumferential wall of the exhaust manifold 20 is less than 5mm, the installation space of the heat insulating material is small, so that the heat insulating material cannot restrain the collision between the mounting layer 25 and the exhaust manifold 20, thereby affecting the NVH performance of the engine 10000, and if the distance L between the mounting layer 25 and the outer circumferential wall of the exhaust manifold 20 is greater than 15mm, the size of the heat insulating material 30 is large, thereby causing the heat insulating material 30 to easily interfere with the parts around the exhaust manifold 20, thereby affecting the normal assembly of the heat insulating material 30. In some embodiments of the present application, the spacing distance L between the mounting layer 25 and the outer peripheral wall of the exhaust manifold 20 is greater than 5mm and less than 15mm, so that on one hand, radiation noise generated when the exhaust manifold 20 vibrates can be effectively reduced, NVH performance of the engine 10000 can be improved, and on the other hand, interference between the heat insulating member 30 and parts around the exhaust manifold 20 can be prevented, thereby ensuring normal assembly of the heat insulating member 30.

In some embodiments, referring to fig. 39 to 42, the air outlet flange 701 includes a plate body 705, where the plate body 705 is connected to the body 1, and a mounting hole 706 is provided on the plate body 705, and the mounting hole 706 includes a first hole section 707 and a second hole section 708, and the first hole section 707 and the second hole section 708 are sequentially arranged along the thickness direction of the plate body 705.

Referring to fig. 43, the exhaust manifold 20 includes an outer pipe 709 and an inner pipe 710, the outer pipe 709 is sleeved outside the inner pipe 710, and an air chamber is formed between the inner pipe 710 and the outer pipe 709.

The outer tubular body 709 extends into the first bore section 707 and the inner tubular body 710 extends through the first bore section 707 and into the second bore section 708.

Through the above arrangement, the outer pipe 709 is located outside the second hole section 708, so that the length of the exhaust manifold 20 extending into the plate body 705 can be reduced, thereby reducing the volume of the mounting hole 706, and further reducing the size of the gasket or the sealing band for sealing the exhaust manifold 20, so that the volume of the engine 1000 can be reduced, thereby facilitating the space arrangement of the engine 1000.

In some examples, inner tube 710 is welded to plate 705 such that exhaust manifold 20 is stably coupled to outlet flange 701, thereby improving the overall structural strength of engine 1000.

In some embodiments, as shown in fig. 42, 43, the radial dimension of the first bore section 707 gradually decreases in the direction of the first bore section 707 toward the second bore section 708.

In this way, the first hole section 707 can guide the outer layer pipe 709 and the inner layer pipe 710 when the exhaust manifold 20 is coupled to the plate body 705, thereby facilitating coupling of the exhaust manifold 20 and the plate body 705. Meanwhile, the outer layer pipe 709 and the inner wall surface of the first hole section 707 can be more closely abutted together to reduce the vibration of the exhaust manifold 20.

In some examples, exhaust manifold 20 includes a plurality of branches 110, plate body 705 has a plurality of mounting holes 706, and one branch 110 is coupled within one mounting hole 706.

The foregoing is merely illustrative embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think about variations or substitutions within the technical scope of the present invention, and the invention should be covered. Therefore, the protection scope of the invention is subject to the protection scope of the claims.

Claims (10)

1. An engine, comprising:

a main body;

the heat loss component is arranged on the main body;

An exhaust manifold, the scheduling assembly being connected to the main body;

and the heat insulators are arranged between the exhaust manifold and the heat loss assembly and used for insulating the heat loss assembly.

2. The engine of claim 1, wherein the heat loss assembly comprises a cooling stack comprising a cooling duct disposed above the main body;

the heat loss assembly includes a first thermal shield disposed between the cooling duct and the exhaust manifold.

3. The engine of claim 1, wherein the heat loss assembly further comprises a supercharger coupled to the outlet of the exhaust manifold, the supercharger being located on a side of the body in a first direction, the plurality of thermal shields comprising a second thermal shield covering a top surface of the supercharger and a side surface of the supercharger facing the exhaust manifold.

4. The engine according to claim 3, wherein the shape of the second heat insulating member is adapted to the shape of the outer peripheral surface of the supercharger.

5. The engine of claim 1, wherein the heat loss assembly further comprises a generator located on a side of the body in the first direction, and wherein the plurality of thermal shields comprises a third thermal shield covering at least a side of the generator and a bottom surface of the generator facing the exhaust manifold.

6. The engine of claim 5, wherein the third heat shield has a shape that matches the shape of the outer peripheral surface of the generator.

7. The engine of claim 1, wherein the exhaust manifold includes at least one branch pipe provided with an air inlet and a manifold provided with an air outlet, the air inlet and the air outlet being communicated, and the plurality of heat insulating members are provided on an outer peripheral wall of the exhaust manifold and include a plurality of heat insulating portions provided separately, the plurality of heat insulating portions corresponding to the branch pipe and the manifold, respectively.

8. A power assembly, which comprises a main body and a plurality of auxiliary bodies, characterized by comprising the following steps:

an engine as claimed in any one of claims 1 to 7.

9. The locomotion assembly of claim 8, further comprising:

an electric drive assembly for driving a vehicle;

A generator for converting at least part of the driving force of the engine into electrical energy, the generator further being for powering the electric drive assembly.

10. A vehicle, characterized by comprising:

A vehicle body;

The powertrain of claim 8 or 9, connected to the vehicle body.