JP2009243450A - Engine heat dissipating structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a heat dissipating structure of an engine capable of solving the problem of uneven heat dispersion of a cylinder head and a cylinder body of the engine. <P>SOLUTION: This invention is about the heat dissipating structure of the engine wherein a plurality of heat dissipating pieces spaced from each other are provided for circumferential edges of the cylinder head and the cylinder body of the engine. The thickness of the heat dissipating pieces of a cylinder head and that of the cylinder body are different and the closer to a combustion chamber, the thicker the heat dissipating pieces becomes and thus thermal deformation ratio near the combustion chamber of the engine is lowered and shortcomings of uneven heat dispersion of the engine cylinder head and the cylinder body are improved, a cooling and heat dissipating effect of the engine is enhanced, a heat radiation effect of the whole cylinder head is attained and deformation of elements caused by unevenness of heat dissipating temperature is prevented. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a heat dissipating structure of an engine, and more particularly to a heat dissipating structure in which the thickness of a heat dissipating piece between a cylinder head and a cylinder body near the engine combustion chamber is increased.

The operation of a general vehicle, for example, a motorcycle or a vehicle, mixes fresh air and fuel introduced from the outside world and burns it with an engine to generate power, and the reciprocating motion of the piston drives the transmission mechanism with the crank. To transmit.

  There are two types of high-temperature generated during vehicle engine operation: an air-cooled engine and a water-cooled engine. As shown in FIGS. 1 and 2, a general air-cooled engine mainly includes an engine power system and a cooling wind cover of the engine power system. The engine power system 1 includes a crank 11, a crankshaft 12 connected to the crank 11, a cylinder body 13 on the crank 11, a piston 14 in the cylinder body 13, a cylinder head 15 on the cylinder body 13, and a cooling wind cover. The system 1 comprises a cylinder 13 on the periphery of the system 1 and an air guide cover 16 provided on the cylinder head 15. A cooling air inlet 161 is formed at a lower portion of the air guide cover 16, and a cooling air outlet 162 is formed on one side of the air guide cover 16. The output end of the crankshaft 12 directly drives the cooling fan 17, and the cooling fan 17 corresponds to the cooling air inlet 161 of the air guide cover 16. When the crankshaft 12 drives the cooling fan 17 to operate, the cooling air enters from the inlet 161 and passes through the cooling air passage between the air guide cover 16, the cylinder body 13, and the cylinder head 15. The amount of heat on the heat dissipating pieces 131 and 151 on the main body 13 and the cylinder head 15 is taken away, the cooling purpose of the cylinder 13 and the cylinder head 15 is achieved, the engine power system 1 can be operated at a normal temperature, and finally the cooling is performed. The air is discharged from the air outlet 162.

  As shown in FIG. 2, the cylinder body 13 and the cylinder head 15 increase the heat dissipation area, so that the heat dissipation pieces 131 and 151 are arranged on the cylinder body 13 and the cylinder head 15 at a plurality of intervals. Is installed. After the oil enters the combustion chamber 19, the spark plug 18 ignites and explodes, and the expanded gas pressure generates thrust, and the piston 14 reciprocates up and down. When the piston 14 descends, the intake valve is opened, and the mixed oil is introduced into the combustion chamber 19 to be combusted. The exhausted air after combustion is quickly discharged by the exhaust valve, and from the exhaust port 153 to the exhaust pipe. It is discharged (not shown). When the vehicle travels, the cooling air flows around the cylinder body 13 and the cylinder head 15, takes the amount of heat (hot air) on the heat dissipating pieces 131, 151, and discharges it from the outlet of the air guide cover 16.

  Since the heat is dissipated by the known cylinder head 15 and the heat dissipating pieces 151 and 131 installed on the periphery of the cylinder body, the combustion chamber 19 is the place where the temperature is highest in the engine. The length of the heat dissipation pieces 151 and 131 of the head 15 or the cylinder body 13 is long, and the length of the heat dissipation pieces 151 and 131 far from the combustion chamber is reduced, thereby achieving the purpose of engine heat dissipation. However, the temperature of the combustion chamber is the highest, the temperature of the joint surface position between the cylinder head 15 and the cylinder body 13 is also the highest, and the thickness of the known heat dissipating pieces 151 and 131 is uniform. When the temperature difference of the cylinder body 13 is excessive, the heat dissipation becomes non-uniform, and once the temperature difference becomes excessive, the following drawbacks occur.

  The cylinder body 13 and the cylinder head 15 have a high thermal deformation rate. As can be seen from the thermal deformation rate curve L as shown in FIG. 3, the temperature of the combustion chamber 19 is considerably high, and the cylinder head 15 and the cylinder body 13 The thermal deformation rate close to the combustion chamber 19 is higher than the thermal deformation rate far from the combustion chamber 19, and this thermal deformation causes deformation of the element or wear, resulting in poor roundness of the operation of the piston 14, The fitting with the cylinder body 13 is also poor, and the cylinder wall is worn away, and the life of the engine is shortened. Further, when the piston 14 and the piston ring move in the cylinder main body 13, due to non-uniform thermal deformation of the cylinder main body 13, sealing failure is caused, oiliness is deteriorated, and oil in the cylinder main body 13 is consumed. Blow-by gas increases, oil is volatilized by combustion, and black smoke is discharged from the vehicle, resulting in environmental pollution.

It is an object of the present invention to provide an engine heat dissipation structure and to remedy the above problems.

The heat dissipating structure of the engine of the present invention is mainly provided with a plurality of heat dissipating pieces arranged at intervals on the periphery of the cylinder head and cylinder body of the engine, and the thicknesses of the heat dissipating pieces of the cylinder head and cylinder body are different. The heat dissipating piece near the combustion chamber is thick and the heat dissipating piece far from the combustion chamber is thin, which reduces the thermal deformation rate near the combustion chamber of the engine and causes the problem of non-uniform heat distribution between the engine cylinder head and cylinder body. Resolve.

  The thickness of the heat dissipating piece of the present invention is such that the heat dissipating piece close to the combustion chamber is thick and the heat dissipating piece far from the combustion chamber is thin, so that the thermal deformation rate near the combustion chamber of the engine is reduced, and the cylinder head and cylinder body of the engine The problem of uneven heat dissipation can be solved.

  The engine heat dissipation structure of the present invention is mainly composed of an engine power system and a cooling wind cover that passes through the engine power system.

  As shown in FIG. 4, a plurality of heat dissipating pieces 21 are installed on the periphery of the cylinder head 2 of the present invention. The cylinder head 2 has a combustion chamber 22, and the heat dissipating pieces 21 are installed in parallel on the outer peripheral edge of the cylinder head 2. A plurality of heat dissipating pieces 31 are installed on the periphery of the cylinder body 3, and a piston 32 is installed in the cylinder body 3. The heat dissipating pieces 21 and 31 of the cylinder head 2 and the cylinder body 3 are of unequal thickness, and the heat dissipating pieces 21 and 31 are dissipated from the combustion chamber 22 with the thickness of the heat dissipating pieces 21A and 31A close to the combustion chamber 22. It is thicker than the pieces 21B and 31B, and the thickness of the heat dissipation pieces 21 and 31 gradually changes.

  Next, referring to FIG. 5, when the present invention is implemented, the heat dissipation pieces 21, 31 of the cylinder head 2 and the cylinder body 3 are more than half of the total number of the heat dissipation pieces 21 </ b> A, 31 </ b> A close to the combustion chamber 22. It is thicker than the thickness of the heat dissipating pieces 21B and 31B far from 22. By increasing the thickness of the heat dissipating pieces 21A and 31A, the heat dissipating surface area of the heat dissipating pieces 21A and 31A is increased, so that the positions near the combustion chamber 22 of the cylinder head 2 and the cylinder body 3 can obtain uniform heat dissipating. Thus, the heat dissipation effect of the cylinder head 2 and the entire cylinder body 3 is increased.

  Referring to FIG. 6, when the present invention is carried out, the front three pieces of the heat dissipating pieces 21A and 31A close to the combustion chamber 22 of the cylinder head 2 and the cylinder main body 3, or one of the heat dissipating pieces 21A in the front three pieces. , 31A is farther than the thickness of the heat dissipating pieces 21B, 31B far from the combustion chamber 22, whereby the cylinder head 2 and the cylinder body 3 can obtain uniform heat dissipating.

  The effect of the present invention is that the heat dissipating pieces 21A and 31A near the combustion chamber 22 of the cylinder head 2 and the cylinder body 3 are thicker than the heat dissipating pieces 21B and 31B farther from the combustion chamber 22, thereby As the surface area and the heat equivalent increase, the thermal deformation rate of the cylinder head 2 and the cylinder body 3 decreases, and as can be seen from the thermal deformation curve L1, as shown in FIG. Since the heat dissipating pieces 21A and 31A near the combustion chamber 22 are thick, the thermal deformation rate of the cylinder head 2 and the cylinder body 3 near the combustion chamber 22 does not change greatly, and the thermal deformation of the cylinder head 2 and the cylinder body 3 Avoids generation, prevents element deformation and wear, and extends engine life. The amount of heat generated in the combustion chamber 22 is dissipated by the heat dissipating pieces 21A and 31A, and the temperature close to the combustion chamber 22 is rapidly cooled, and the temperatures of the cylinder head 2 and the cylinder body 3 become uniform, resulting in uneven heat deformation. Blow-by gas prevents incomplete sealing between the cylinder and piston ring, reduces oil consumption in the cylinder body 3, prevents oil combustion and volatilization, prevents vehicle black smoke emission, and does not pollute the environment. Does not increase.

  Further, as shown in FIG. 8, when the present invention is implemented, the engine installs a cooling air channel 24 on the cylinder head 2 along the periphery of the spark plug 23, and a part of the cooling air is provided by the cooling air channel 24. The cooling air channel 24 is provided with a cooling air outlet 241, and a plurality of fixing holes 25 are provided on the cylinder head 2. The fixing holes 25 are formed by screwing elements. Then, the cylinder head 2 is chained onto the cylinder body 3. The fixing hole 25 of the cooling air outlet 241 shifts to the other side of the cooling air outlet 241, thereby increasing the cooling air outlet 241, and the cylinder head quickly when the cooling air passes through the cooling air channel 24. The cylinder head 2 effectively drops in temperature.

  As shown in FIGS. 9 to 11, when the present invention is implemented, the wind guide cover 4 is installed on the cylinder head 2 and the cylinder body 3 of the engine, and the cooling wind outlet 42 is provided on the wind guide cover 4. The cover piece 4a covering the intake port 26 side of the cylinder head 2 opens an intake perforation 43 through which an intake pipe (not shown) penetrates, and the cover piece 4b covering the exhaust port 27 of the cylinder head 2 is exhausted. An exhaust perforation 44 that penetrates a tube (not shown) is opened. The air guide cover 4 covers the cover piece 4 b on the exhaust port 27 side of the cylinder head 2, and the air guide mechanism 5 having an inclined surface is provided between the exhaust hole 4 and the cooling air inlet 41. The inclined surface of the air guiding mechanism 5 is inclined from the cooling air inlet 41 to the exhaust perforation 44, and the second air guiding mechanism 6 having the inclined surface is projected on the side cover surface 45 opposite to the cooling air outlet 42. The cross section of the second air guiding mechanism 6 is triangular or arcuate. The inclined surface of the second air guiding mechanism 6 is inclined rearward from the cooling air inlet 41, and the second air guiding mechanism 6 is adjacent to the air guiding mechanism 5, thereby the second air guiding mechanism 6 and the air guiding mechanism 5. Is an installation in a state where the adjacent side corresponds.

  When the crankshaft 33 operates the cooling fan 34, the external cooling air enters the air guide cover 4 from the cooling air inlet 41 of the fan cover 46, and the space between the air guide cover 4, the cylinder body 3, and the cylinder head 2. Passing through the heat dissipating pieces 31, 21, a part of the external cooling air is guided to the air guide mechanism 5 and directly blown to the exhaust port 27 of the cylinder head 2, and the exhaust gas next to the combustion chamber 22 at the highest temperature of the engine. The temperature of the port 27 is effectively lowered. The second wind guide mechanism 6 introduces cooling air directly into the cooling air channel 24 of the cylinder head 2 so that the cylinder head 2 at the highest temperature of the engine obtains a preferable heat dissipation effect. The temperature of the entire engine is effectively lowered due to the thermal equilibrium effect of the engine, and the other cooling air from the outside simultaneously takes away the amount of heat on the heat dissipating pieces 31 and 21 on the cylinder body 3 and the cylinder head 2, and the cylinder body 3 And the purpose of the cylinder head 2 is achieved.

It is a figure which shows a well-known air-cooled engine. It is local sectional drawing of a well-known air-cooled engine. It is a figure which shows the thermal deformation rate of a well-known cylinder head and a cylinder main body. It is a figure which shows the cylinder head and cylinder main body of this invention. It is a figure which shows another Example of this invention. It is a figure which shows another Example of this invention. It is a figure which shows the thermal deformation rate of the cylinder head of this invention, and a cylinder main body. It is a figure which shows the cylinder head cooling air channel of this invention. It is a figure which shows the wind guide cover of this invention. It is a figure which shows the cooling operation | movement of this invention. It is a figure which shows the Example of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine power system 11 Crank 12 Crankshaft 13 Cylinder main body 131,151 Heat-dissipating piece 14 Piston 15 Cylinder head 16 Air guide cover 161 Cooling air inlet 162 Cooling air outlet 17 Cooling fan 18 Spark plug 19 Combustion chamber 2 Cylinder head 3 Cylinder body 4 Cover piece 5 Air guide mechanism 6 Second air guide mechanism 21, 31 Heat dissipating piece 22 Combustion chamber 24 Cooling air channel 25 Fixed hole 26 Intake port 27 Exhaust port 241 Cooling air outlet 31 Heat dissipating piece 32 Piston 43 Intake perforation 44 Exhaust perforation 45 side Cover surface

Claims (17)

A heat dissipating structure of the engine, the engine having a combustion chamber in a cylinder head of the engine, and a plurality of heat dissipating pieces installed at intervals on the periphery of the cylinder head. The heat-dissipating structure for an engine is characterized in that the thickness of the heat-dissipating piece of the head is unequal, and the thickness of the heat-dissipating piece near the combustion chamber is thicker than other heat-dissipating pieces far from the combustion chamber. The engine heat dissipation structure according to claim 1, wherein the thickness of the heat dissipation piece changes gradually. 2. The engine heat dissipation structure according to claim 1, wherein the total number of the heat dissipation pieces is more than half that of the other heat dissipation pieces. 2. The engine heat dissipation structure according to claim 1, wherein the thickness of the front three pieces of the heat dissipation piece close to the combustion chamber is thicker than the other heat dissipation pieces. 2. The engine heat dissipating structure according to claim 1, wherein a thickness of the first heat dissipating piece near the combustion chamber is thicker than other heat dissipating pieces. 2. The engine heat dissipating structure according to claim 1, wherein a thickness of the second heat dissipating piece near the combustion chamber is thicker than other heat dissipating pieces. 2. The engine heat dissipation structure according to claim 1, wherein a thickness of the third heat dissipation piece near the combustion chamber is thicker than other heat dissipation pieces. An engine heat dissipation structure, wherein the engine has a cylinder head and a cylinder body, the cylinder head has a combustion chamber, and a peripheral edge of the cylinder body is provided with a plurality of heat dissipation pieces spaced apart from each other, The engine is characterized in that the thickness of the heat dissipating piece of the cylinder head is unequal, and the thickness of the heat dissipating piece near the combustion chamber is thicker than other heat dissipating pieces far from the combustion chamber. The engine heat dissipation structure according to claim 8, wherein the thickness of the heat dissipation piece changes gradually. 9. The heat dissipation structure for an engine according to claim 8, wherein the total number of the heat dissipation pieces is more than half that of the other heat dissipation pieces. 9. The engine heat dissipation structure according to claim 8, wherein a thickness of the front three pieces of the heat dissipating piece near the combustion chamber is thicker than other heat dissipating pieces. The engine heat dissipating structure according to claim 8, wherein a thickness of the first heat dissipating piece near the combustion chamber is thicker than other heat dissipating pieces. 9. The engine heat dissipation structure according to claim 8, wherein a thickness of the second heat dissipation piece close to the combustion chamber is thicker than other heat dissipation pieces. 9. The engine heat dissipation structure according to claim 8, wherein a thickness of the third heat dissipation piece close to the combustion chamber is thicker than other heat dissipation pieces. The engine heat dissipating structure according to claim 1, wherein the engine is provided with a wind guide cover. The engine heat dissipation structure according to claim 15, wherein an air guide mechanism is installed in the air guide cover. 9. The engine heat dissipation structure according to claim 1, wherein the cylinder head is provided with a cooling air channel, and a fixing hole is shifted to one side at a cooling air outlet of the cooling air channel. .

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