CN213627768U

CN213627768U - Device, engine and vehicle

Info

Publication number: CN213627768U
Application number: CN202022763678.9U
Authority: CN
Inventors: 刘兴龙; 温璐
Original assignee: Sany Automobile Hoisting Machinery Co Ltd
Current assignee: Sany Automobile Hoisting Machinery Co Ltd
Priority date: 2020-11-25
Filing date: 2020-11-25
Publication date: 2021-07-06
Anticipated expiration: 2030-11-25

Abstract

The utility model provides a device, engine and vehicle, concretely relates to vehicle engine technical field. The device is used for an engine, and comprises: the water inlet pipe is used for communicating the water outlet end of the engine with the water inlet end of the retarder; the water outlet pipe is used for communicating the water inlet end of the engine with the water outlet end of the retarder; and the valve is arranged at the water inlet pipe or the water outlet pipe. Therefore, the vehicle can be smoothly and comfortably started and operated in winter in cold areas. Thereby solving the problem that the prior vehicle is inconvenient to use and operate in the starting process of the cold area.

Description

Device, engine and vehicle

Technical Field

The utility model relates to a vehicle engine technical field particularly, relates to a device, engine and vehicle.

Background

The engine is the power core of many vehicles and engineering equipment, and plays an important role. In cold regions, such as winter in northeast China, corresponding vehicles or engineering equipment need to be started at low temperature to complete corresponding engineering progress. In these cases, it is necessary to enable the engine to start smoothly and to operate the corresponding auxiliary equipment as well, for example, urea for reducing the exhaust emission of the engine needs to be defrosted or the cab needs to be heated.

And because the water temperature is very low, the urea can not be thawed in a short time by vehicles or engineering equipment, and a cab can not be heated in a short time, so that the problems of torque limitation caused by over standard discharge of the vehicles or the engineering equipment, reduction of driving comfort and the like are caused.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving present vehicle and engineering equipment to a certain extent and use and operate inconveniently in cold district start-up process, especially vehicle or engineering equipment can't accomplish the urea in short time and unfreeze, and the driver's cabin can't heat in the short time and reduce at least one aspect of driving the travelling comfort scheduling problem.

In order to solve the above problem, the present invention provides a device for the engine, including:

the water inlet pipe is used for communicating a water outlet end of the engine with a water inlet end of the retarder;

the water outlet pipe is used for communicating a water inlet end of the engine with a water outlet end of the retarder; and

the valve is arranged at the water inlet pipe or the water outlet pipe and is suitable for opening or closing;

wherein a drive pump in the engine drives a cooling medium to flow through the retarder through the water inlet pipe and the water outlet pipe.

In the utility model, the valve is arranged at the water inlet pipe or the water outlet pipe, and the water inlet pipe, the water outlet pipe, the engine and the retarder are suitable for forming a complete loop, so that the loop formed by the water inlet pipe, the water outlet pipe, the engine and the retarder is in a closed state by opening and closing the valve, especially under the low temperature condition, such as under zero centigrade degree, the valve is controlled to be closed, so that the loop formed by the water inlet pipe, the water outlet pipe, the engine and the retarder can not provide cooling medium for the retarder, thereby preventing the water temperature of the circulating water in the engine from rapidly dropping, using the stored heat for satisfying the urea thawing and heating a cab, thereby enabling the urea to filter the tail gas exhausted by the engine, enabling the tail gas exhausted by the engine to meet the standard, and preventing the occurrence of torque limitation, and the cab can be rapidly heated. So that the vehicle can be smoothly and comfortably started and operated in winter in cold regions. Thereby solving the problem that the prior vehicle is inconvenient to use and operate in the starting process of the cold area.

Further, the valve is a solenoid valve.

So set up, the solenoid valve has convenient to use, easy to maintain to the advantage of mature, low price, easy purchase of technique, consequently adopt the solenoid valve to be convenient for the maintenance of device.

Further, the valve is arranged on the water inlet pipe, and the valve is arranged close to the water outlet end of the engine.

With the arrangement, when the temperature is too low and the cooling circulation between the engine and the retarder needs to be closed, the heat loss of the cooling circulation water of the engine can be fully reduced by firstly preventing the water outlet end of the engine from dissipating heat outwards through the water inlet pipe.

Furthermore, at least one of the connection between the water outlet end of the engine and the water inlet pipe, the connection between the water inlet end of the retarder and the water inlet pipe, the connection between the water outlet end of the retarder and the water outlet pipe, and the connection between the water outlet end of the engine and the water outlet pipe is connected through a first connecting structure;

the first connecting structure is a rubber pipe connecting structure, a flange connecting structure or a threaded connecting structure.

The rubber tube connection is preferably used here because the rubber tube is soft and can act as a cushion and prevent frost cracking. Under the zero degree centigrade of the engine in cold region, water can freeze and expand in volume, which causes deformation and crack at the joint of the water inlet pipe and the water outlet pipe, thus causing the circulation cooling water leakage of the engine and causing the engine and the retarder to be incapable of normal operation, thus, the frost crack prevention is very important, and the rubber pipe, especially the frost crack prevention rubber pipe can just play the role.

In addition, the rubber tube has good sealing performance and is convenient to install.

The flange connection is also a common pipeline connection mode, and is high in universality and convenient to maintain.

The threaded connection structure is also a common pipeline connection mode, has strong universality and is convenient to maintain.

Further, the valve is connected with the water inlet pipe or the water outlet pipe through a second connecting structure, and the second connecting structure is a rubber pipe connecting structure or a flange connecting structure or a threaded connecting structure.

Furthermore, the water inlet pipe is a steel pipe, or/and the water outlet pipe is a steel pipe.

Further, the apparatus further includes a first temperature detection device for detecting a temperature in a urea tank of a vehicle, and the valve is opened or closed based on the temperature in the urea tank.

Further, a second temperature detection means for detecting an in-cab temperature of the vehicle is included, and the valve is opened or closed based on the in-cab temperature.

The temperature in the urea box of the vehicle and the temperature in the cab are detected by the first temperature detection device and the second temperature detection device respectively, so that the valve is linked with the temperatures of the urea box of the vehicle and the temperature in the cab respectively, and the valve can be closed automatically and timely.

Here, the valve may be opened or closed based on the temperature in the cabin or the temperature in the urea tank, or may be opened or closed based on both the temperature in the cabin and the temperature in the urea tank reaching a uniform set value. May be determined according to the specific use of the vehicle. Therefore, a plurality of different automatic control methods can be realized through the first temperature detection device and the second temperature detection device, and different use requirements can be met.

In addition, the utility model also provides an engine, including as above the device.

The engine is provided with the device. The corresponding technical effects achieved by the engine are the same as those of the device described and therefore will not be explained here.

Furthermore, the water outlet end of the engine is the output end of the cooling liquid of the engine, and the water inlet end of the engine is the input end of the cooling liquid of the engine.

For heavy vehicles, the cooling effect of the coolant is better than that of gaseous coolant, and therefore the coolant is used as a heat transfer medium in the engine of the heavy vehicle.

Additionally, the utility model also provides a vehicle, include as above the engine.

The vehicle is equipped with the engine, and the corresponding technical effects achieved by the vehicle are the same as those of the engine, so the explanation is not repeated here.

Drawings

FIG. 1 is a schematic block diagram of the apparatus and the engine according to an embodiment of the present invention;

fig. 2 is a schematic logic diagram of a control system of the device according to an embodiment of the present invention.

Description of reference numerals:

100-an engine, 210-a water inlet pipe, 220-a water outlet pipe, 230-a valve, 240-a first connecting structure, 250-a second connecting structure, 260-a first temperature detection device, 270-a second temperature detection device, 280-a controller, 290-a retarder control device and 300-a retarder.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention more comprehensible, embodiments accompanied with figures are described in detail below.

In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "rear", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention.

Also, in the drawings, the Z-axis represents a vertical, i.e., up-down position, and a positive direction of the Z-axis (i.e., an arrow direction of the Z-axis) represents up, and a negative direction of the Z-axis (i.e., a direction opposite to the positive direction of the Z-axis) represents down;

in the drawings, the Y-axis represents the horizontal direction and is designated as the left-right position, and the positive direction of the Y-axis (i.e., the arrow direction of the Y-axis) represents the right side and the negative direction of the Y-axis (i.e., the direction opposite to the positive direction of the Y-axis) represents the left side;

in the drawings, the X-axis indicates the front-rear position, and the positive direction of the X-axis (i.e., the arrow direction of the X-axis) indicates the front side, and the negative direction of the X-axis (i.e., the direction opposite to the positive direction of the X-axis) indicates the rear side;

it should also be noted that the foregoing Z-axis, Y-axis, and X-axis representations are merely intended to facilitate the description of the invention and to simplify the description, and are not intended to indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and are not to be construed as limiting the invention.

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 order to make the description of the present embodiment clear and brief, the vehicles and the construction machinery apparatuses mentioned in the present invention are collectively referred to as vehicles, and therefore the vehicles mentioned in the present embodiment include not only various vehicles such as trucks, cars, and buses, but also various construction machinery apparatuses such as excavators, graders, scrapers, and loaders.

As shown in fig. 1, the inventor of the present invention has found that the problem of inconvenient use and operation of the vehicle during the winter start in the cold region is that the temperature of the circulating water in the engine 100 is slowly increased, so that the vehicle cannot finish the thawing of urea in a short time, and the cab needs a long time to be heated.

The inventor of the present invention finds that, in the further analysis process, the main reason for the slow temperature rise of the circulating water in the engine 100 is that the circulating cooling pipe connecting the engine 100 and the retarder 300 is long; under the action of heat conduction, heat generated by the engine 100 in the circulating cooling pipe is rapidly dissipated in cold conditions, so that the temperature of water in circulating water in the engine 100 is slowly increased.

As shown in fig. 1, the inventor of the present invention has then devised, based on this series of findings, an apparatus of the present embodiment, or an apparatus for engine warm-up, and the present embodiment provides an apparatus for the engine 100, including: a water inlet pipe 210, a water outlet pipe 220 and a valve 230.

The water inlet pipe 210 is used for communicating the water outlet end of the engine 100 with the water inlet end of the retarder 300; the water outlet pipe 220 is used for communicating a water inlet end of the engine 100 with a water outlet end of the retarder 300; the valve 230 is installed at the water inlet pipe 210 or the water outlet pipe 220, and the valve 230 is adapted to be opened or closed.

Wherein a driving pump in the engine drives a cooling medium to flow through the retarder 300 via the water inlet pipe 210 and the water outlet pipe 220.

Note that arrows at the water inlet pipe 210 and the water outlet pipe 220 in fig. 1 indicate the flow direction of the cooling liquid or the cooling gas. The cooling medium may be a cooling liquid or a cooling gas as long as heat transfer and cold transfer can be achieved.

It should be noted that the retarder 300 may be a hydrodynamic retarder 300, and the hydrodynamic retarder 300 may be a retarder that reduces the speed of the vehicle during driving through hydrodynamic devices.

In the engine in this embodiment, the driving pump is connected in parallel with two sets of pipelines, one of the pipelines is used for cooling or heating the engine, and the other pipeline is a pipeline for dissipating heat of the retarder, which is formed by the water inlet pipe 210, the water outlet pipe 220 and the valve 230. After the valve 230 is closed, the driving pump can only be used for cooling or heating the engine, and the pipeline formed by the water inlet pipe 210, the water outlet pipe 220 and the valve 230 and used for heat dissipation of the retarder is closed, so that cooling or heating water cannot flow in the other set of pipeline, and heat dissipation of water flow is avoided. Of course, the water in the pipe formed by the inlet pipe 210, the outlet pipe 220 and the valve 230 in this embodiment will lose part of the heat, but it is negligible with respect to the water circulating in the driving pump and the two aforementioned pipes.

In addition, it should be noted that, in this embodiment, the valve 230 may be used for controlling the opening and closing of the water inlet pipe 210 or the water outlet pipe 220, or the valve 230 may be used for controlling the flow rate of the water inlet pipe 210 or the water outlet pipe 220. As long as the valve 230 can function to prevent or limit the heat transfer medium of the engine from transferring heat to the retarder.

As shown in fig. 1, in the present embodiment, the water inlet pipe 210 and the water outlet pipe 220 may be a cooling liquid, a cooling gas, or a gas-liquid mixture, as long as the cooling liquid, the cooling gas, or the gas-liquid mixture can transport cooling energy between the engine 100 and the retarder 300.

In addition, the valve 230 in this embodiment may be an electrically controlled valve 230, such as a solenoid valve; the valve 230 may be manually controlled, as long as on-off control of the water inlet pipe 210 or the water outlet pipe 220 can be achieved.

In the present embodiment, as shown in fig. 1, the valve 230 is disposed at the water inlet pipe 210 or the water outlet pipe 220, and the water inlet pipe 210, the water outlet pipe 220, the engine 100 and the retarder 300 form a complete loop, so that the loop formed by the water inlet pipe 210, the water outlet pipe 220, the engine 100 and the retarder 300 is in a closed state by controlling the valve 230 to close, especially in a low temperature condition, such as below zero degrees centigrade, so that the circulating cooling pipe of the engine 100 cannot provide a cooling medium to the retarder 300, thereby preventing the water temperature of the circulating water in the engine 100 from rapidly dropping, thereby using the stored heat to meet the defrosting of urea, and the cab heating, thereby enabling the urea to filter the exhaust gas discharged from the engine 100, the exhaust gas discharged by the engine 100 meets the standard, and the occurrence of torque limitation is prevented; and enables the cab to be rapidly heated. Therefore, the vehicle can be smoothly and comfortably started and operated in winter in cold areas. Thereby solving the problem that the prior vehicle is inconvenient to use and operate in the starting process of the cold area.

As shown in fig. 1, the valve 230 is preferably a solenoid valve.

The electromagnetic valve has the advantages of convenient use, easy maintenance, mature technology, low price and easy purchase. The use of the solenoid valve for the valve 230 thus facilitates maintenance of the device.

As shown in fig. 1, the solenoid valve may be a water cut-off solenoid valve, and may be normally kept in a normally open state to ensure that the retarder 300 can normally operate. Generally, the retarder 300 needs to be cooled by using the circulating cooling water of the engine 100 during operation. Therefore, the water cut-off solenoid valve is normally kept in a normally open state to ensure that the retarder 300 can normally operate quickly and timely, so that the engine 100 is slowed down and decelerated, and the running safety of the vehicle is ensured.

As shown in fig. 1, the valve 230 is preferably disposed on the water inlet pipe 210, and the valve 230 is disposed near the water outlet end of the engine 100.

As shown in FIG. 1, when the temperature is too low and it is necessary to shut down the cooling cycle between the engine 100 and the retarder 300, the water outlet end of the engine 100 can be prevented from dissipating heat outwards through the water inlet pipe 210, so as to substantially reduce the heat dissipation of the cooling cycle water of the engine 100.

As shown in fig. 1, preferably, at least one of the connection between the water outlet end of the engine 100 and the water inlet pipe 210, the connection between the water inlet end of the retarder 300 and the water inlet pipe 210, the connection between the water outlet end of the retarder 300 and the water outlet pipe 220, and the connection between the water outlet end of the engine 100 and the water outlet pipe 220 is connected through a first connecting structure 240;

the first connection structure 240 is a rubber tube connection structure, a flange connection structure, or a threaded connection structure.

The rubber tube connection is preferably used here because the rubber tube is soft and can act as a cushion and prevent frost cracking. Below zero degrees centigrade of the motive power in cold regions, water freezes and expands in volume, so that deformation cracks occur at the joint of the water inlet pipe 210 and the water outlet pipe 220, circulating cooling water of the engine 100 leaks, and the engine 100 and the retarder 300 cannot normally operate, so that frost crack prevention is particularly important, and the rubber pipe, especially the frost crack prevention rubber pipe, can just play a role.

The threaded connection structure may be such that the connection ends of the pipes are connected by means of a threaded connection.

As shown in fig. 1, preferably, the valve 230 is connected to the water inlet pipe 210 or the water outlet pipe 220 through a second connection structure 250, and the second connection structure 250 is a rubber pipe connection structure, a flange connection structure, or a threaded connection structure.

As shown in fig. 1, the second connection structure 250 herein has the same function and effect as the first connection structure 240 as the rubber tube connection structure, and thus will not be explained again.

The function and effect of the second connection structure 250 as the flange connection structure herein are the same as those of the first connection structure 240 as the flange connection structure, and thus will not be explained.

The function and effect of the second connection structure 250 as the screw connection structure herein are the same as those of the first connection structure 240 as the screw connection structure, and thus will not be explained.

As shown in fig. 1, preferably, the water inlet pipe 210 is a steel pipe, and/or the water outlet pipe 220 is a steel pipe.

Here "or/and" includes:

in the first case, the water inlet pipe 210 and the water outlet pipe 220 are both steel pipes.

In the second case, the water inlet pipe 210 or the water outlet pipe 220 is a steel pipe.

As shown in fig. 2, it is preferable that the apparatus further includes a first temperature detecting device 260, the first temperature detecting device 260 being for detecting a temperature in the urea tank of the vehicle, the valve 230 being opened or closed based on the temperature in the urea tank.

As shown in fig. 2, it is preferable that the apparatus further includes a second temperature detecting means 270, the second temperature detecting means 270 being for detecting the cabin temperature of the vehicle, the valve 230 being opened or closed based on the cabin temperature.

As shown in fig. 2, it should be noted that the first temperature detecting device 260 and the second temperature detecting device 270 may be temperature sensors for detecting temperature.

The temperatures in the urea tank and the cab of the vehicle are respectively detected by the first temperature detection device 260 and the second temperature detection device 270, so that the valve 230 is linked with the temperatures in the urea tank and the cab of the vehicle, respectively, and the valve 230 can be automatically and timely closed.

Here, the valve 230 may be opened or closed based on the temperature in the cabin or the temperature in the urea tank, or the valve 230 may be opened or closed based on both the temperature in the cabin and the temperature in the urea tank reaching a uniform set value. May be determined according to the specific use of the vehicle. So that a plurality of different automatic control methods can be implemented by the first temperature sensing device 260 and the second temperature sensing device 270. Can meet different use requirements.

As shown in fig. 1, the present embodiment further provides an engine 100 including the device of the present embodiment. Since the technical problems solved by the engine 100 and the technical effects obtained are the same, the engine 100 will not be explained again.

Preferably, the water outlet end of the engine 100 is an output end of the coolant of the engine 100, and the water inlet end of the engine 100 is an input end of the coolant of the engine 100.

For heavy vehicles, such as trucks, trailers, cement mixers, dumpers, etc., the coolant cools more efficiently than gaseous coolant, so the water outlet end of the engine 100 is the outlet end of the coolant of the engine 100, and the water inlet end of the engine 100 is the inlet end of the coolant of the engine 100.

In addition, the present embodiment also provides a vehicle including the engine 100 of the foregoing embodiment, as shown in fig. 1. Since the technical problems solved by the vehicle are the same as the technical effects achieved, the vehicle will not be explained again.

In this embodiment, the opening and closing of the valve 230 is linked with the temperature in the urea tank or the temperature in the cab, so that when the temperature of the engine 100 in winter in a cold region is too low, the output of the cooling circulation liquid of the retarder 300 can be stopped, thereby preventing the dissipation of heat generated by the engine 100, and the heat generated by the engine 100 is used to heat the urea tank or the cab, thereby completing the thawing of urea in a short time and enabling the vehicle emission to reach the standard without torque limitation. In addition, the cab can be heated in a short time to meet the requirement, so that the problem that the existing vehicles and engineering equipment are inconvenient to use and operate in the starting process of a cold region is solved.

If the temperature in the urea box is lower than a first set temperature, closing the valve 230;

if the temperature in the urea tank is higher than the first set temperature, the valve 230 is opened.

Here, the first set temperature may be 0 ℃ to 5 ℃.

By using the first set temperature as a reference for judging whether the temperature in the urea box is too low, the opening and closing of the valve 230 can be accurately controlled, so that the accurate judgment on whether the valve 230 is opened is improved.

If the temperature in the cab is lower than a second set temperature, the valve 230 is closed;

if the temperature in the cab is higher than a second set temperature, the valve 230 is opened.

By using the second set temperature as a reference for judging whether the temperature in the cab is too low, the opening and closing of the valve 230 can be accurately controlled, so that the accurate judgment on whether the valve 230 is opened is improved.

Here, the second set temperature may be 10 ℃ to 15 ℃.

In this embodiment, if the retarder 300 is turned on, the valve 230 is turned on.

Since the retarder 300 is an important means for decelerating the engine 100, it is very important for the safety of the vehicle. Although the inventors of the present invention found that the cooling circulation pipe between the engine 100 and the retarder 300 is an important cause of heat loss of the engine 100 in the cold region in winter. However, the safety of the vehicle is more important, and therefore, it is guaranteed that the normal use of the retarder 300 should be placed at the top. So if the retarder 300 is opened, the valve 230 is opened. To ensure a proper operation of the retarder 300.

Preferably, the valve 230 is kept open, i.e. normally open, before the temperature in the urea tank and/or the temperature in the cab of the vehicle is detected.

As mentioned above, the normal use of the retarder 300 is very important and should be placed in the first place; the valve 230 is normally kept normally open to ensure that the retarder 300 can be used normally. Thereby ensuring the safety of the vehicle.

Preferably, before the detecting the temperature in the urea tank and/or the temperature in the cab of the vehicle, if the retarder 300 is opened, the valve 230 is kept in an open state.

As mentioned above, the driving safety of the vehicle is the primary priority, and the retarder 300 is an important device for decelerating the engine 100, so it is very important whether the retarder 300 can operate normally, so the priority of the normal operation of the retarder 300 is higher than that of the urea tank temperature, which is higher than that of the opening and closing of the valve 230. Thus, before the temperature in the urea tank or in the cabin of the vehicle is detected; if the retarder 300 is opened, whether the temperature in the urea box is too low or not is not considered any more, whether the temperature in the cab is too low or not is not considered any more, and only whether the opening and closing of the valve 230 affects the normal operation of the retarder 300 is considered, so that the valve 230 is kept in an open state at this time.

The use process of the device provided by the embodiment can be as follows: first, the valve 230 is kept open; then, if the retarder 300 is opened, the valve 230 is kept in an open state; then, detecting the temperature in the urea box and/or the temperature in the cab of the vehicle; then, the valve 230 is opened or closed based on the temperature in the urea tank and/or the temperature in the cab; then, if the temperature in the urea box is lower than a first set temperature, the valve 230 is closed; if the temperature in the urea tank is higher than the first set temperature, the valve 230 is opened. Then, if the temperature in the cab is lower than a second set temperature, the valve 230 is closed; if the temperature in the cab is higher than a second set temperature, the valve 230 is opened. Finally, if the retarder 300 is opened, the valve 230 is opened. Here, the priority of opening and closing the valve 230 by the temperature in the urea tank is higher than the priority of opening and closing the valve 230 by the temperature in the cab.

As shown in fig. 2, the above-mentioned usage process may be set in the corresponding controller 280, such that the controller 280 is connected to the first temperature detecting device 260 and the second temperature detecting device 270, respectively, and the controller 280 is connected to the valve.

In addition, usually, the retarder is installed with a retarder control device, or the retarder is connected with a traveling computer (ECU), and whether the retarder is turned on is known through the traveling computer, so that the description of the embodiment is convenient, the retarder control device and the traveling computer are collectively referred to as the retarder control device, and the retarder control device 290 is used for knowing whether the retarder is turned on.

The driving computer can be a special microcomputer controller of the vehicle, the driving computer can read data of the vehicle, the driving computer can monitor whether tail gas of the vehicle exceeds the standard or not at any time according to the running condition of the engine, and once the tail gas exceeds the standard, the driving computer can immediately send out a warning through a corresponding alarm or a man-machine dialog box. I.e. the "torque limit" phenomenon described above occurs. Therefore, the traveling computer can know whether the retarder is started or not.

As shown in fig. 2, the controller 280 is thus connected to the retarder control means 290. Such that the controller 280, the retarder control means 290, the first temperature detection means 260, the second temperature detection means 270 are connected and the valve constitutes a complete control system for the method of increasing the engine warm-up speed. The controller 280 controls the valve to perform corresponding opening and closing operations according to the aforementioned use process by respectively combining the first temperature detection device 260, the second temperature detection device 270, and the retarder control device 290. The temperatures detected by the first temperature detection device 260 and the second temperature detection device 270 are always kept above the first set temperature and the second set temperature, so that the engine continues to run smoothly in the process of starting the engine of the vehicle, and the vehicle performs corresponding normal work.

As shown in fig. 1, in the present embodiment, the retarder may be disposed on the left side or the right side of the engine, and the water inlet pipe and the water outlet pipe may be horizontally disposed. And the valve can be vertically arranged in the water inlet pipe or the water outlet pipe. In addition, the water inlet pipe and the water outlet pipe can be arranged on the front side or the rear side of the engine at the same time, or the water inlet pipe can be arranged on the front side of the engine and the water outlet pipe can be arranged on the rear side of the engine.

In addition, the water inlet pipe 210 may be composed of multiple segments, the water inlet pipe 210 may include a first water inlet pipe segment and a second water inlet pipe segment, the first water inlet pipe segment may be an L-shaped pipe, one end of the first water inlet pipe segment is connected to the water inlet end of the valve 230, the other end of the first water inlet pipe segment is connected to the water outlet end of the engine 100, the water outlet end of the valve 230 is connected to one end of the second water inlet pipe segment, the other end of the second water inlet pipe segment is communicated with the water inlet end of the retarder 300, the second water inlet pipe segment may be a pipe bent from a straight pipe structure into a V-shaped structure, one end of the first water inlet pipe segment is communicated with the other end of the first water inlet pipe segment, and one end of the second water inlet pipe segment is communicated with the other end of the second water inlet pipe segment.

The outlet pipe 220 can be formed by the multistage, the outlet pipe 220 can include first play water pipe section and second play water pipe section, first play water pipe section can be the straight tube structure, the both ends of first outlet pipe communicate each other, the second goes out the water pipe section and can be buckled into the pipe of Z shape structure by the straight tube structure, the both ends of second play water pipe section communicate each other, the one end of first play water pipe section with the play water end intercommunication of retarber 300, the other end of first play water pipe section with the one end of second play water pipe section is passed through flange joint structure perhaps rubber tube joint structure perhaps threaded connection structure is connected, and the other end of second play water pipe section with the end connection that intakes of engine 100.

Although the present disclosure has been described above, the scope of the present disclosure is not limited thereto. Without departing from the spirit and scope of the present disclosure, those skilled in the art can make various changes and modifications, which will fall into the scope of the present disclosure.

Claims

1. An apparatus for an engine, comprising:

the water inlet pipe is used for communicating a water outlet end of the engine with a water inlet end of a retarder of a vehicle;

the valve is arranged at the water inlet pipe or the water outlet pipe;

2. The apparatus of claim 1, wherein the valve is a solenoid valve.

3. The device of claim 1, wherein the valve is disposed in the inlet tube, the valve being disposed proximate an outlet end of the engine.

4. The device according to any one of claims 1 to 3,

at least one of the joint of the water outlet end of the engine and the water inlet pipe, the joint of the water inlet end of the retarder and the water inlet pipe, the joint of the water outlet end of the retarder and the water outlet pipe, and the joint of the water outlet end of the engine and the water outlet pipe is connected through a first connecting structure;

wherein, first connection structure is rubber tube connection structure, flange connection structure or threaded connection structure.

5. The apparatus of any one of claims 1 to 3, wherein the valve is connected to the inlet pipe or the outlet pipe by a second connection structure, the second connection structure being a rubber tube connection structure, a flange connection structure or a threaded connection structure.

6. The apparatus according to any one of claims 1 to 3, further comprising first temperature detection means for detecting a temperature in a urea tank of a vehicle, the valve being adapted to be opened or closed based on the temperature in the urea tank.

7. The apparatus according to any one of claims 1 to 3, further comprising second temperature detection means for detecting an in-cab temperature of the vehicle, the valve being adapted to be opened or closed based on the in-cab temperature.

8. An engine comprising the device of any one of claims 1 to 7.

9. The engine of claim 8, wherein the water outlet end of the engine is an outlet end of the coolant of the engine and the water inlet end of the engine is an inlet end of the coolant of the engine.

10. A vehicle characterized by comprising the engine of claim 8 or 9.