CN213450575U - Auxiliary cooling structure, engine and motorcycle - Google Patents

Abstract

The utility model relates to an auxiliary cooling structure, engine and motorcycle, in the locomotive driving process, the air current can strike on the water conservancy diversion piece to under the guide of water conservancy diversion piece, water conservancy diversion to the engine body on. The air flow impacting on the flow guide piece is divided into at least two air flows, and one air flow flows to the first radiating fin on the top of the engine body under the guidance of the first flow guide part; and one air flow flows to the second heat radiating fin on the side surface of the engine body under the guidance of the second flow guide part. Therefore, the heat convection coefficient between the airflow and the radiating fins is increased, and the heat load of the engine is effectively reduced, so that the thermal deformation of parts is reduced, and the friction loss of the engine is favorably reduced; meanwhile, conditions are created for adopting the lean combustion technology. Therefore, the auxiliary cooling structure is arranged above the engine body, and the problems of oil consumption and emission of the engine can be fundamentally and effectively solved.

Description

Auxiliary cooling structure, engine and motorcycle

Technical Field

The utility model relates to an engine cooling technical field especially relates to auxiliary cooling structure, engine and motorcycle.

Background

When the motorcycle runs, the engine cooling fins mainly cool the engine by capturing the windward airflow to carry out convective heat transfer, so that the engine is ensured to work at a reasonable temperature. Otherwise, if the thermal load of the engine is high, the engine can not only cause the mechanical property reduction of parts and components due to overheating, but also cause unstable work after the thermal deformation is too large; it also causes a reduction in the lubrication performance due to excessive engine oil temperatures, which leads to increased engine friction losses and ultimately to increased fuel consumption and emissions.

To reduce fuel consumption and emissions, two approaches are generally used: firstly, the engine is miniaturized to reduce oil consumption and emission, but the miniaturized design needs to limit that the radiating fins cannot be too large and the power requirement is strong, so that the risk of high thermal load of the engine is increased; secondly, the fuel consumption and the emission are reduced by adopting a lean combustion mode, but one of the constraint conditions for restricting the lean combustion is high thermal load of an engine. Therefore, the high thermal load caused by the conventional scheme finally increases the oil consumption and the emission in turn, and the problem of the oil consumption and the emission of the engine cannot be solved fundamentally and effectively.

SUMMERY OF THE UTILITY MODEL

Based on this, it is necessary to provide an auxiliary cooling structure, an engine and a motorcycle, which can enhance the convection heat dissipation of the engine and reduce the heat load of the engine, thereby fundamentally and effectively reducing the oil consumption and the emission of the engine.

An auxiliary cooling structure, comprising: a mounting member; the flow guide piece is connected to the mounting piece, the flow guide piece includes first water conservancy diversion portion and connects at least one second water conservancy diversion portion of first water conservancy diversion portion one side, first water conservancy diversion portion is used for guiding the air current to the first fin on the engine body top, second water conservancy diversion portion is used for with the air current water conservancy diversion extremely on the second fin on the engine body side.

In the auxiliary cooling structure, the auxiliary cooling structure is mounted above the engine body in the assembling process. When the locomotive runs, the airflow impacts the flow guide piece and is guided to the engine body under the guidance of the flow guide piece. The air flow impacting on the flow guide piece is divided into at least two air flows, and one air flow flows to the first radiating fin on the top of the engine body under the guidance of the first flow guide part; and one air flow flows to the second heat radiating fin on the side surface of the engine body under the guidance of the second flow guide part. Therefore, the airflow above the engine body is fully contacted with the radiating fins, the convective heat transfer coefficient between the airflow and the radiating fins is increased, and the heat load of the engine is effectively reduced, so that the thermal deformation of parts is reduced, and the friction loss of the engine is favorably reduced; meanwhile, conditions are created for adopting the lean combustion technology. Therefore, the auxiliary cooling structure is arranged above the engine body, and the problems of oil consumption and emission of the engine can be fundamentally and effectively solved. In addition, through this auxiliary cooling structure, the air current with engine body top is guided to the top and the side of engine body respectively, increases the convection current scope of air current at the engine body for temperature gradient distribution inhomogeneity on the engine is effectively improved.

In one embodiment, the first flow guiding part comprises a first connecting section and a first flow guiding section, the first flow guiding section is connected to the mounting part through the first connecting section, and the first flow guiding section is obliquely arranged relative to the mounting part.

In one embodiment, the second flow guiding portion comprises a second connecting section connected to one side of the first connecting section and a second flow guiding section connected to one side of the first flow guiding section, the second flow guiding section is connected to the mounting member through the second connecting section, and the second flow guiding section is arranged obliquely relative to the mounting member.

In one embodiment, the first connecting section and the second connecting section are both circular arc sections, and the circular arc curvature of the first connecting section is smaller than that of the second connecting section.

In one embodiment, the flow guide member is configured to be located above the top of the engine body, an extension line of the first flow guide section along the flow guide direction of the air flow and tangent to the top of the engine body is a first limit line, an extension line of the second flow guide section along the flow guide direction of the air flow and tangent to the side surface of the engine body is a second limit line, the first limit line and the second limit line intersect at a flow guide angle θ, and the extension lines of the first flow guide section and the second flow guide section are both within the flow guide angle θ.

In one embodiment, the number of the second flow guide portions is two, and the two second flow guide portions are respectively connected to two opposite sides of the first flow guide portion.

In one embodiment, the flow guide element further comprises two lateral parts, the lateral parts are connected to one side of the second flow guide part far away from the first flow guide part, and the mounting part, the first flow guide part, the second flow guide part and the lateral parts form a flow guide groove in a surrounding mode.

In one embodiment, the mounting member, the first flow guide portion and the second flow guide portion are of an integrated structure.

An engine comprises an engine body and the auxiliary cooling structure, wherein the auxiliary cooling structure is located above the engine body, a first cooling fin is arranged at the top of the engine body, and a second cooling fin is arranged on the side face of the engine body.

In the engine described above, the auxiliary cooling structure is mounted above the engine body. When the locomotive runs, the airflow impacts the flow guide piece and is guided to the engine body under the guidance of the flow guide piece. The air flow impacting on the flow guide piece is divided into at least two air flows, and one air flow flows to the first radiating fin on the top of the engine body under the guidance of the first flow guide part; and one air flow flows to the second heat radiating fin on the side surface of the engine body under the guidance of the second flow guide part. Therefore, the airflow above the engine body is fully contacted with the radiating fins, the convective heat transfer coefficient between the airflow and the radiating fins is increased, and the heat load of the engine is effectively reduced, so that the thermal deformation of parts is reduced, and the friction loss of the engine is favorably reduced; meanwhile, conditions are created for adopting the lean combustion technology. Therefore, the auxiliary cooling structure is arranged above the engine body, and the problems of oil consumption and emission of the engine can be fundamentally and effectively solved. In addition, through this auxiliary cooling structure, the air current with engine body top is guided to the top and the side of engine body respectively, increases the convection current scope of air current at the engine body for temperature gradient distribution inhomogeneity on the engine is effectively improved.

In one embodiment, the first cooling fin extends along an axis of the engine body, and the second cooling fin extends along an axis perpendicular to the engine body.

In one embodiment, the engine block further comprises a cylinder head and a cylinder block, and the cylinder head is mounted on the cylinder block.

A motorcycle comprises an air filter and the engine, wherein the air filter is positioned above an engine body, and the mounting piece is mounted on the air filter.

In the motorcycle, the auxiliary cooling structure is mounted above the engine body. When the locomotive runs, the airflow impacts the flow guide piece and is guided to the engine body under the guidance of the flow guide piece. The air flow impacting on the flow guide piece is divided into at least two air flows, and one air flow flows to the first radiating fin on the top of the engine body under the guidance of the first flow guide part; and one air flow flows to the second heat radiating fin on the side surface of the engine body under the guidance of the second flow guide part. Therefore, the airflow above the engine body is fully contacted with the radiating fins, the convective heat transfer coefficient between the airflow and the radiating fins is increased, and the heat load of the engine is effectively reduced, so that the thermal deformation of parts is reduced, and the friction loss of the engine is favorably reduced; meanwhile, conditions are created for adopting the lean combustion technology. Therefore, the auxiliary cooling structure is arranged above the engine body, and the problems of oil consumption and emission of the engine can be fundamentally and effectively solved. In addition, through this auxiliary cooling structure, the air current with engine body top is guided to the top and the side of engine body respectively, increases the convection current scope of air current at the engine body for temperature gradient distribution inhomogeneity on the engine is effectively improved.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification.

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in 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 invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

FIG. 1 is a schematic exhaust side configuration of an engine according to one embodiment;

FIG. 2 is a schematic diagram of an intake side structure of the engine according to one embodiment;

FIG. 3 is a cross-sectional view of the engine shown in FIG. 2 taken along line A-A;

FIG. 4 is a schematic chain side structure of the engine in one embodiment;

FIG. 5 is a schematic diagram of a spark plug side structure of the engine according to one embodiment;

FIG. 6 is a schematic view of a motorcycle side external flow field simulation according to an embodiment;

FIG. 7 is a schematic view of a simulation of an external flow field on the other side of the motorcycle in one embodiment;

100. an auxiliary cooling structure; 110. a mounting member; 120. a flow guide member; 121. a first flow guide part; 1211. a first connection section; 1212. a first flow guide section; 122. a second flow guide part; 1221. a second connection section; 1222. a second flow guide section; 123. a lateral portion; 130. a diversion trench; 140. a first limit line; 150. a second limit line; 200. an engine body; 210. a cylinder head; 220. a cylinder body; 230. a first heat sink; 240. a second heat sink; 300. and (4) an air filter.

Detailed Description

In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein, as those skilled in the art will be able to make similar modifications without departing from the spirit and scope of the present invention.

In an embodiment, referring to fig. 1 and fig. 2, an auxiliary cooling structure 100, the auxiliary cooling structure 100 includes: a mounting member 110 and a flow guide member 120. The flow guide member 120 is connected to the mounting member 110, and the flow guide member 120 includes a first flow guide portion 121 and at least one second flow guide portion 122 connected to one side of the first flow guide portion 121. The first guide portion 121 serves to guide the airflow to the first heat sink 230 on the top of the engine body 200. The second guide portion 122 is used to guide the airflow to the second heat sink 240 on the side of the engine body 200.

In the auxiliary cooling structure 100, the auxiliary cooling structure 100 is mounted above the engine body 200 during assembly. When the locomotive is running, the airflow will impact on the diversion element 120 and be guided to the engine body 200 by the diversion element 120. Since the flow guide member 120 has the first flow guide portion 121 and the at least one second flow guide portion 122, the air flow impinging on the flow guide member 120 is divided into at least two air flows, one of which flows toward the first heat sink 230 on the top of the engine body 200 under the guidance of the first flow guide portion 121; an air flow is directed by the second guide portion 122 to the second fin 240 on the side of the engine body 200. Therefore, the airflow above the engine body 200 is fully contacted with the radiating fins, the heat convection coefficient between the airflow and the radiating fins is increased, and the heat load of the engine is effectively reduced, so that the thermal deformation of parts is reduced, and the friction loss of the engine is favorably reduced; meanwhile, conditions are created for adopting the lean combustion technology. It can be seen that the provision of the auxiliary cooling structure 100 above the engine body 200 can fundamentally and effectively solve the problems of oil consumption and emission of the engine. In addition, with the present auxiliary cooling structure 100, the airflow above the engine body 200 is guided to the top and the side of the engine body 200, respectively, increasing the convection range of the airflow at the engine body 200, so that the temperature gradient distribution unevenness on the engine is effectively improved.

It should be noted that the auxiliary cooling structure 100 located above the engine block 200 is understood as follows: the auxiliary cooling structure 100 is located in a space above the top of the engine block 200 during use of the motorcycle. Here, the upper side is not limited to the upper and lower spatial relationship, but with respect to the engine body 200, if the engine body 200 is placed obliquely, the auxiliary cooling structure 100 is arranged obliquely with respect to the top of the engine body 200 at a distance; when the engine body 200 is inverted, the auxiliary cooling structure 100 is disposed in an inverted manner at a distance from the top of the engine body 200. Meanwhile, the installation position of the auxiliary cooling structure 100 is not specifically limited in this embodiment, and it is only necessary to be located above the top of the engine body 200, for example: the mounting member 110 is mounted on an air cleaner 300 of a locomotive; can also be arranged on the frame of the locomotive; or, alternatively, to a cover member of a motorcycle.

It should be noted that, referring to fig. 2, the present embodiment does not limit the specific shapes of the first heat sink 230 and the second heat sink 240, and only needs to satisfy that the first heat sink 230 is distributed on the top of the engine body 200; the second fins 240 may be distributed on the side surface of the engine body 200.

Specifically, referring to fig. 2, the first cooling fins 230 extend along the axis L of the engine body 200, i.e., are vertical rib structures. The second fins 240 extend along an axis L perpendicular to the engine block 200, i.e., are arranged in a transverse rib structure.

Further, referring to fig. 3, the first flow guiding portion 121 includes a first connecting section 1211 and a first flow guiding section 1212. The first flow guiding section 1212 is connected to the mounting member 110 by a first connection section 1211, and the first flow guiding section 1212 is inclined with respect to the mounting member 110. When the mounting member 110 is installed above the engine body 200, the first flow guiding section 1212 is inclined with respect to the airflow flowing direction, so as to effectively change the airflow flowing direction, so that more airflow flows to the top of the engine body 200 under the guidance of the first flow guiding section 1212. Of course, in other embodiments, the first flow guide portion 121 may be entirely configured as a circular arc curved surface.

It should be noted that the first connecting section 1211 may be a circular arc section or an inclined straight section.

Specifically, referring to fig. 3, the first connecting section 1211 is a circular arc section, the mounting member 110 and the first flow guiding section 1212 are straight sections, and the first flow guiding section 1212 is smoothly transited and connected to the mounting member 110 through the first connecting end.

Further, referring to fig. 3, the second flow guiding portion 122 includes a second connecting section 1221 connected to a side of the first connecting section 1211, and a second flow guiding section 1222 connected to a side of the first flow guiding section 1212. The second flow guiding section 1222 is connected to the mounting member 110 by a second connecting section 1221, and the second flow guiding section 1222 is disposed obliquely to the mounting member 110. It can be seen that the first flow guiding section 1212 and the second flow guiding section 1222 of the present embodiment are both disposed obliquely with respect to the mounting member 110, so that the airflow can better change the flow direction and respectively flow to the top and the side of the engine body 200, and the convection heat transfer coefficients of the first heat sink 230 and the second heat sink 240 are further increased.

It should be noted that, referring to fig. 3, the second connecting section 1221 may be a circular arc section or an inclined straight section.

Specifically, referring to fig. 3, the second connection section 1221 is a circular arc section, the mounting member 110 and the second flow guiding section 1222 are both straight line sections, and the second flow guiding section 1222 is connected to the mounting member 110 through the second connection end in a smooth transition manner.

In one embodiment, referring to fig. 3, the first connection section 1211 and the second connection section 1221 are both circular arc sections. The arc curvature of the first connection section 1211 is smaller than that of the second connection section 1221. Accordingly, the bending angle of the first connection section 1211 is smaller than that of the second connection section 1221. When the first heat sink 230 is extended along the axis of the engine body 200, i.e. the vertical rib structure, and the second heat sink 240 is extended along the axis perpendicular to the engine body 200, i.e. the horizontal rib structure, the bending angle of the first connection 1211 is designed to be relatively small, so that the windward airflow direction in the driving direction is matched with the original vertical heat sink, and the resistance to airflow is reduced. Meanwhile, the bending angle of the second connection section 1221 is designed to be relatively large, so that the air flow in the front-rear direction of the vehicle is changed into the air flow in the up-down direction, so as to better wash the transverse radiating fins. Therefore, the curvature of the circular arcs of the first and second connection sections 1211 and 1221 is correspondingly adjusted according to the arrangement of the target cooling fins, so that the convective heat transfer coefficient of the first and second cooling fins 230 and 240 is larger.

It should be noted that the curvature of the circular arc is understood as: the rotation rate of the tangent direction angle of a certain point of the arc line on the arc line to the arc length is the numerical value of the bending degree of the arc line on the arc line at a certain point, and the larger the curvature is, the larger the bending degree or the bending angle of the curve is.

In other embodiments, if the first heat dissipation fins 230 extend along an axis perpendicular to the engine body 200, i.e., the transverse rib structure, and the second heat dissipation fins 240 extend along an axis of the engine body 200, i.e., the longitudinal rib structure, the arc curvature of the first connection section 1211 is greater than that of the second connection section 1221.

In one embodiment, referring to FIG. 3, the baffle 120 is adapted to be positioned above the top of the engine block 200. One extension line of the first flow guiding section 1212 along the flow guiding direction of the airflow and tangent to the top of the engine body 200 is the first limit line 140. One extension line of the second flow guiding section 1222 along the flow guiding direction of the air flow and tangent to the side of the engine body 200 is the second limit line 150. The first limit line 140 intersects the second limit line 150 at a diversion angle θ. The extension lines of the first flow guiding section 1212 and the second flow guiding section 1222 are within the flow guiding angle θ. Therefore, extension lines of the first flow guiding section 1212 and the second flow guiding section 1222 are reasonably controlled within the flow guiding angle θ, so that both the airflow on the first flow guiding section 1212 and the airflow on the second flow guiding section 1222 can act on the engine body 200, and the engine body 200 and the airflow can perform sufficient heat convection.

It should be noted that the direction of the flow of the air flow is understood as: when the airflow flows onto the flow guide member 120, the airflow flows along the surface of the flow guide member 120, and the flow direction is the flow guide direction of the airflow. In this embodiment, the inclination angles of the first flow guiding section 1212 and the second flow guiding section 1222 are mainly adjusted, so that the airflows on the first flow guiding section 1212 and the second flow guiding section 1222 both act on the engine body 200, and the convection coefficient of the airflow is improved.

It should be noted that, referring to fig. 6 and 7, fig. 6 and 7 are schematic diagrams illustrating simulation of two side outer flow fields of a motorcycle, respectively. As can be seen from fig. 6 and 7, the auxiliary cooling structure 100 of the present embodiment is added between the air filter 300 and the engine body 200, so that a large amount of air flow above the engine body 200 can be guided to the top surface and the side surfaces of the engine body 200, thereby effectively improving the flow distribution of the air flow above the engine body 200, enhancing the convection coefficient of the air flow on the engine body 200, and improving the cooling effect of the engine body 200.

In one embodiment, please refer to fig. 2, the number of the second flow guiding portions 122 is two. The two second flow guide portions 122 are respectively connected on opposite sides of the first flow guide portion 121, so that the air flows respectively to the chain side and the ignition plug side of the engine body 200 through the two second flow guide portions 122.

In one embodiment, referring to fig. 1, the flow guiding element 120 further includes two lateral portions 123. The lateral portion 123 is connected to a side of the second flow guide portion 122 away from the first flow guide portion 121. The mounting member 110, the first flow guiding portion 121, the second flow guiding portion 122 and the lateral portion 123 enclose a flow guiding groove 130, so that the flow guiding groove 130 is formed on the flow guiding member 120 through the lateral portion 123, thereby preventing the air flow from flowing out from two sides of the flow guiding member 120 in the guiding process, and ensuring that the air flow is fully guided to the engine body 200.

In one embodiment, referring to fig. 1, the mounting member 110, the first flow guiding portion 121 and the second flow guiding portion 122 are an integrated structure. Specifically, in the present embodiment, the two lateral portions 123, the mounting member 110, the first flow guiding portion 121, and the two second flow guiding portions 122 are integrated.

In one embodiment, please refer to fig. 1, an engine includes an engine body 200 and the auxiliary cooling structure 100 of any of the above embodiments. The auxiliary cooling structure 100 is located above the engine block 200. The engine body 200 is provided at the top thereof with first cooling fins 230, and the engine body 200 is provided at the side thereof with second cooling fins 240.

In the engine, the auxiliary cooling structure 100 is mounted above the engine body 200. When the locomotive is running, the airflow will impact on the diversion element 120 and be guided to the engine body 200 by the diversion element 120. Since the flow guide member 120 has the first flow guide portion 121 and the at least one second flow guide portion 122, the air flow impinging on the flow guide member 120 is divided into at least two air flows, one of which flows toward the first heat sink 230 on the top of the engine body 200 under the guidance of the first flow guide portion 121; an air flow is directed by the second guide portion 122 to the second fin 240 on the side of the engine body 200. Therefore, the airflow above the engine body 200 is fully contacted with the radiating fins, the heat convection coefficient between the airflow and the radiating fins is increased, and the heat load of the engine is effectively reduced, so that the thermal deformation of parts is reduced, and the friction loss of the engine is favorably reduced; meanwhile, conditions are created for adopting the lean combustion technology. It can be seen that the provision of the auxiliary cooling structure 100 above the engine body 200 can fundamentally and effectively solve the problems of oil consumption and emission of the engine. In addition, with the present auxiliary cooling structure 100, the airflow above the engine body 200 is guided to the top and the side of the engine body 200, respectively, increasing the convection range of the airflow at the engine body 200, so that the temperature gradient distribution unevenness on the engine is effectively improved.

Further, referring to fig. 2, the first cooling fins 230 extend along the axis L of the engine body 200, and the second cooling fins 240 extend along the axis L perpendicular to the engine body 200. Therefore, the first heat dissipation fins 230 have a longitudinal rib structure, and the second heat dissipation fins 240 have a transverse rib structure.

In one embodiment, referring to fig. 4 and 5, the engine block 200 further includes a cylinder head 210 and a cylinder block 220. The cylinder head 210 is mounted on the cylinder block 220.

In one embodiment, referring to fig. 1 and 2, a motorcycle includes an air cleaner 300 and an engine as above. The air cleaner 300 is located above the engine body 200. The mounting member 110 is mounted on the air cleaner 300.

In the motorcycle, the auxiliary cooling structure 100 is mounted above the engine body 200. When the locomotive is running, the airflow will impact on the diversion element 120 and be guided to the engine body 200 by the diversion element 120. Since the flow guide member 120 has the first flow guide portion 121 and the at least one second flow guide portion 122, the air flow impinging on the flow guide member 120 is divided into at least two air flows, one of which flows toward the first heat sink 230 on the top of the engine body 200 under the guidance of the first flow guide portion 121; an air flow is directed by the second guide portion 122 to the second fin 240 on the side of the engine body 200. Therefore, the airflow above the engine body 200 is fully contacted with the radiating fins, the heat convection coefficient between the airflow and the radiating fins is increased, and the heat load of the engine is effectively reduced, so that the thermal deformation of parts is reduced, and the friction loss of the engine is favorably reduced; meanwhile, conditions are created for adopting the lean combustion technology. It can be seen that the provision of the auxiliary cooling structure 100 above the engine body 200 can fundamentally and effectively solve the problems of oil consumption and emission of the engine. In addition, with the present auxiliary cooling structure 100, the airflow above the engine body 200 is guided to the top and the side of the engine body 200, respectively, increasing the convection range of the airflow at the engine body 200, so that the temperature gradient distribution unevenness on the engine is effectively improved.

Alternatively, the mounting means of the mounting member 110 on the air cleaner 300 may be a bolt connection, a snap connection, a binding, a riveting, or the like. Meanwhile, the present embodiment does not specifically define the surface shape of the mounting member 110, and the surface shape thereof may be specifically designed according to the bottom of the air cleaner 300 in order to improve compactness between the mounting member 110 and the air cleaner 300.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" 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 defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

Claims (10)

1. An auxiliary cooling structure, characterized in that the auxiliary cooling structure comprises:

a mounting member;

the flow guide piece is connected to the mounting piece, the flow guide piece includes first water conservancy diversion portion and connects at least one second water conservancy diversion portion of first water conservancy diversion portion one side, first water conservancy diversion portion is used for guiding the air current to the first fin on the engine body top, second water conservancy diversion portion is used for with the air current water conservancy diversion extremely on the second fin on the engine body side.

2. The auxiliary cooling structure according to claim 1, wherein the first flow guide portion includes a first connecting section and a first flow guide section, the first flow guide section is connected to the mounting member through the first connecting section, and the first flow guide section is disposed obliquely with respect to the mounting member.

3. The auxiliary cooling structure according to claim 2, wherein the second guide portion includes a second connection section connected to a side of the first connection section, and a second guide section connected to a side of the first guide section, the second guide section being connected to the mounting member through the second connection section, the second guide section being disposed to be inclined with respect to the mounting member.

4. The auxiliary cooling structure according to claim 3, wherein the first connection section and the second connection section are both circular arc sections, and the circular arc curvature of the first connection section is smaller than the circular arc curvature of the second connection section.

5. The auxiliary cooling structure according to claim 3, wherein the flow guide member is configured to be located above the top of the engine body, the first flow guide section is configured to be along a flow guide direction of the air flow, and an extension line tangent to the top of the engine body is a first limit line, the second flow guide section is configured to be along a flow guide direction of the air flow, and an extension line tangent to a side surface of the engine body is a second limit line, the first limit line and the second limit line intersect at a flow guide angle θ, and extension lines of the first flow guide section and the second flow guide section are both within the flow guide angle θ.

6. The auxiliary cooling structure according to any one of claims 1 to 5, wherein the second flow guide portions are two, and the two second flow guide portions are connected to opposite sides of the first flow guide portion, respectively.

7. An auxiliary cooling structure according to claim 6, wherein the flow guide member further comprises two lateral portions connected to the second flow guide portion on a side thereof remote from the first flow guide portion, the mounting member, the first flow guide portion, the second flow guide portion and the lateral portions enclosing a flow guide groove; and/or the presence of a gas in the gas,

the mounting piece, the first flow guide part and the second flow guide part are of an integrated structure.

8. An engine comprising an engine body and the auxiliary cooling structure of any one of claims 1 to 7, wherein the auxiliary cooling structure is located above the engine body, the top of the engine body is provided with a first cooling fin, and the side of the engine body is provided with a second cooling fin.

9. The engine of claim 8, wherein the first fins extend along an axis of the engine block and the second fins extend perpendicular to the axis of the engine block; and/or the presence of a gas in the gas,

the engine body further comprises a cylinder head and a cylinder body, and the cylinder head is arranged on the cylinder body.

10. A motorcycle comprising an air cleaner and the engine of claim 8 or 9, wherein the air cleaner is located above an engine body, and the mounting member is attached to the air cleaner.

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