Engine lubricating system, engine and vehicle

Abstract

The invention provides an engine lubricating system, an engine and a vehicle, and relates to the technical field of engines. The crankcase has a negative pressure working condition and a positive pressure working condition, and is isolated from the oil pool box under the negative pressure working condition so as to perform negative pressure defoaming on lubricating oil in the crankcase; the oil pump is communicated with the oil pool tank under the positive pressure working condition so as to accelerate discharge of lubricating oil in the oil pump to the oil pool tank; the defoaming system utilizes the negative pressure working condition and the positive pressure working condition to conduct defoaming treatment on bubbles in the crankcase, the content of the bubbles in lubricating oil is reduced, and the service life of an engine is prolonged.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engines, and in particular to an engine lubrication system, an engine and a vehicle. BACKGROUND

[0002] When the engine is running at high speed, the lubricating oil inside the engine is agitated by various internal parts, causing the gas content in the lubricating oil to increase sharply. The high-gas-content lubricating oil is sucked into the lubrication system by the oil pump and supplied to various parts, causing wear and cavitation problems, which seriously reduces the reliability of the engine. SUMMARY

[0003] In view of the above, the purpose of the present application is to provide an engine lubrication system, an engine and a vehicle to solve the problem of high gas content in the lubricating oil in the engine causing wear and cavitation of the parts.

[0004] To achieve the above purpose, the present application provides an engine lubrication system, comprising: an oil pool tank; a crankcase having a negative pressure condition and a positive pressure condition, and being isolated from the oil pool tank in the negative pressure condition to perform negative pressure defoaming on the lubricating oil therein; and being in communication with the oil pool tank in the positive pressure condition to accelerate the discharge of the lubricating oil therein to the oil pool tank.

[0005] Optionally, the oil pool tank is configured to set a transmission shaft, the transmission shaft is connected with a transmission shaft transmission mechanism, the crankcase is configured to set a crankshaft, and the crankshaft is connected with a crankshaft transmission mechanism; The system further comprises a transmission box configured to set a transmission shaft transmission mechanism and a crankshaft transmission mechanism, the transmission box is in communication with the oil pool tank, and the oil pool tank is provided with a defoaming mechanism for defoaming the lubricating oil from the crankcase, the transmission box and the oil pool tank.

[0006] Optionally, the defoaming mechanism comprises an oil return pump and a defoaming oil guide rib, the oil suction port of the oil return pump is in communication with the transmission box, and the oil outlet thereof is opposite to the defoaming oil guide rib to spray the lubricating oil from the transmission box on the defoaming oil guide rib to form a laminar flow.

[0007] Optionally, the defoaming oil guide rib comprises at least two deflector plates arranged in a staggered manner in the height direction of the oil pool tank, the deflector plate close to the oil return pump is arranged opposite to the oil outlet of the oil return pump, and the flow direction of one deflector plate is opposite to that of the adjacent deflector plate.

[0008] Optionally, the defoaming mechanism comprises a defoaming hole plate, the defoaming hole plate is arranged at the lower part of the oil pool tank, and a plurality of defoaming holes extending in the height direction of the oil pool tank are arranged on the defoaming hole plate.

[0009] Optionally, the defoaming orifice plate is provided with an oil blocking protruding edge extending along the height direction of the oil sump tank and away from one side of the bottom wall of the oil sump tank.

[0010] Optionally, the oil sump tank is provided with an oil pump, and a circumferential oil guide cover is arranged at the oil suction port of the oil pump, the oil guide cover comprising an inner edge close to the oil suction port and an outer edge away from the oil suction port, the outer edge being arranged higher than the inner edge in the height direction of the oil sump tank.

[0011] Optionally, the oil guide cover comprises: a main body portion comprising a recessed area and a transition ring groove located at the periphery of the recessed area, the recessed area being provided with an oil guide port; an oil guide edge plate located at the periphery of the main body portion and comprising an inner edge connected to the transition ring groove and an outer edge away from the main body portion, the outer edge being arranged higher than the inner edge to allow the oil to enter the transition ring groove and the oil guide port via the oil guide edge plate (12).

[0012] Optionally, a one-way valve is arranged at the communication position between the crankcase and the oil sump tank, the one-way valve being closed under the negative pressure condition and opened under the positive pressure condition, and a oil distribution plate is arranged between the crankshaft and the one-way valve, the oil distribution plate extending along the tangential direction of the crankshaft.

[0013] Optionally, the oil distribution plate comprises a plate body comprising a first edge and a second edge arranged opposite to each other along a first direction, and a first side and a second side arranged opposite to each other along a second direction, the first edge being arranged higher than the second edge, and the first direction being perpendicular to the second direction; an oil guide groove recessed from the first side to the second side of the plate body, the oil guide groove comprising an oil guide hole penetrating through the first side and the second side to guide the oil thrown to the first side during the rotation of the crankshaft out of the oil guide hole.

[0014] Optionally, the crankcase comprises at least two sub-tank bodies connected in sequence, and at least one of the sub-tank bodies is isolated from the oil sump tank under the negative pressure condition and communicated with the oil sump tank under the positive pressure condition.

[0015] Based on the same inventive concept, the disclosure further provides an engine comprising the defoaming system and a piston, a connecting rod and a crankshaft connected in sequence in the crankcase, the negative pressure condition being a negative pressure state formed when the piston is away from the crankshaft, and the positive pressure condition being a positive pressure state formed when the piston is close to the crankshaft.

[0016] Based on the same inventive concept, the disclosure further provides a vehicle comprising the engine.

[0017] From the above, it can be seen that the present application provides a defoaming system including an oil pool box and a crankcase, internal parts of the crankcase agitate lubricating oil to generate a large amount of bubbles during operation, in order to defoam the lubricating oil in the crankcase, the crankcase is isolated from the oil pool box under negative pressure conditions to form a closed space, the bubbles in the lubricating oil are precipitated and broken due to the pressure difference between the inside and outside by using the negative pressure environment, and the gas content in the lubricating oil in the crankcase is effectively reduced. Under positive pressure conditions, the crankcase is communicated with the oil pool box, the lubricating oil in the crankcase is accelerated to be discharged to the oil pool box by means of the positive pressure thrust, the oil pressure is reduced while the lubricating oil is accelerated, the internal dissolved gas is precipitated, the defoaming effect is further played, the high-gas lubricating oil is avoided to enter the lubricating system, the wear of parts caused by the discontinuous oil film is reduced, the cavitation phenomenon is inhibited, and the service life of the parts is prolonged. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present application or the related art, the drawings needed to be used in the embodiments or the related art description will be briefly introduced. Obviously, the drawings in the following description are only embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0019] Figure 1 The schematic diagram of the transmission box is shown in the embodiment of the present application. Figure 2 The schematic diagram of the crankcase is shown in the embodiment of the present application. Figure 3 The schematic diagram of the defoaming hole plate is shown in the embodiment. Figure 4 The schematic diagram of the defoaming hole plate position is shown in the embodiment. Figure 5 The schematic diagram of the sub-box body is shown in the embodiment of the present application. Figure 6 The schematic diagram of the internal structure of the sub-box body is shown in the embodiment of the present application. Figure 7 The schematic diagram of the oil distribution plate is shown in the embodiment of the present application. Figure 8 The sectional view of the oil guide cover is shown in the embodiment of the present application. Reference signs: 01, transmission shaft; 02, transmission shaft transmission mechanism; 031, crankshaft; 032, piston; 033, connecting rod; 04, crankshaft transmission mechanism; 05, clutch; 06, oil pump; 061, collector; 1, oil sump tank; 11, check valve; 2, crankcase; 21, sub-tank; 22, oil distribution plate; 221, plate body; 2211, first edge; 2212, second edge; 2213, first side; 2214, second side; 222, oil guide groove; 2221, oil guide hole; 223, shaft passing groove; 224, oil guide groove; 3, transmission case; 4, defoaming mechanism; 41, oil return pump; 42, defoaming oil guide rib; 421, deflector; 43, defoaming hole plate; 431, defoaming hole; 432, oil blocking convex edge; 5, oil guide cover; 51, main body; 511, recessed area; 5111, oil guide port; 5112, filter screen; 512, transition ring groove; 52, oil guide edge plate; 521, inner edge; 522, outer edge. DETAILED DESCRIPTION

[0020] To make the objects, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the embodiments and the accompanying drawings.

[0021] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be understood as the common meanings understood by those with ordinary skills in the art to which the present application belongs. The terms "first", "second" and similar terms used in the embodiments of the present application do not represent any order, number or importance, but are only used to distinguish different components. The terms "include" or "contain" and similar terms mean that the elements or objects before the terms cover the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms "up", "down", "left", "right" and the like are only used to represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships may also change accordingly.

[0022] Based on the background, in today's rapid development of engine technology, high power density and high speed have become the core direction to improve the power performance. However, this also makes the working environment of lubricating oil more severe. When the engine speed breaks through 4000r / min, especially in the turbocharged engine type reaches 6000r / min or more, the dynamic characteristics of the internal mechanical system change qualitatively: the crankshaft needs to complete nearly 100 rotations per second, the connecting point of connecting rod and crankshaft makes circular motion with a linear speed of more than 20m / s, and the instantaneous impact force at the gear meshing place can reach several thousand newtons. Under such extreme working conditions, lubricating oil is no longer a simple lubricating medium. Research data shows that when the speed increases from 3000r / min to 6000r / min, the agitation intensity of lubricating oil increases by more than 4 times, and the amount of air involved in unit volume can reach 8-10 times of the normal state, forming a large number of bubbles with diameters from microns to millimeters, among which the proportion of micro-bubbles with diameters of 50-500μm exceeds 70%. These bubbles are difficult to float out autonomously due to the combined action of surface tension and oil viscosity, and gradually form a stable gas-liquid mixture in the oil.

[0023] More attention should be paid to the fact that the bubbles in the lubricating oil are not static, but will undergo complex physical changes during the circulation process. In the oil suction area of the oil pump, the bubbles will shrink and burst sharply within a few tenths of a second, not only damaging the continuity of the oil film, but also causing a series of chain reactions: at the mating surface of the piston and the cylinder wall, the original continuous oil film will be broken if there are bubbles, resulting in direct contact of the metal surface and causing wear. Actual measurement shows that such wear will shorten the service life of the cylinder liner by more than 30%. At the same time, the instantaneous high temperature generated when the bubbles burst can reach 300-500℃, and the local pressure impact exceeds 100MPa. This effect will erode the alloy layer on the bearing surface, forming a large number of small pits, which will gradually expand and connect into patches over time, eventually leading to bearing failure.

[0024] Under long-term operation, the damage caused by gas-containing lubricating oil is cumulative and diffusive. The contact area between the valve tappet and the camshaft will have abnormal wear due to the instability of the oil film, resulting in an increase in valve clearance and an increase in engine idle noise; the response speed of the hydraulic tappet will be affected by the bubbles inside, causing the valve timing deviation, reducing the fuel combustion efficiency, and thus increasing the fuel consumption. More seriously, when the bubbles enter the bearing cavity of the turbocharger, the high-speed rotating turbine shaft will cause local overheating due to poor lubrication, accelerate the aging of the bearing seal, cause oil leakage, and even cause the turbine to stall. Statistical data shows that about 40% of the early failures of engines caused by gas-containing lubricating oil are power decline, 25% are abnormal wear, and 15% are sudden mechanical failure. These failures not only increase the maintenance cost, but also pose a serious threat to vehicle operation safety.

[0025] Traditional lubrication systems are often helpless in this regard: the static sedimentation design of the oil sump cannot cope with the violent agitation at high speeds and is almost ineffective against microbubbles. While adding chemical defoamers can reduce foaming in the short term, their effectiveness gradually diminishes over time and may affect the oxidation resistance and viscosity stability of the lubricating oil. Therefore, how to reduce bubble formation at the source and efficiently eliminate existing bubbles through mechanical structural design has become a key issue in solving the bottleneck of engine lubrication systems.

[0026] To address the aforementioned problems, this application provides an engine lubricating oil defoaming mechanism.

[0027] The following is in conjunction with the appendix Figures 1-8 The embodiments of this application will be described in detail below.

[0028] like Figure 1 and Figure 2 As shown, an engine lubrication system includes: Oil tank 1; The crankcase 2 has a negative pressure condition and a positive pressure condition. Under the negative pressure condition, it is isolated from the oil sump 1 to defoam the lubricating oil inside. Under the positive pressure condition, it is connected to the oil sump 1 to accelerate the discharge of the lubricating oil inside to the oil sump 1.

[0029] In addition, a one-way valve 11 is provided at the connection between the crankcase 2 and the oil sump 1. The one-way valve 11 is closed under negative pressure and opened under positive pressure. An oil distribution plate 22 is provided between the crankshaft 031 and the one-way valve 11. The oil distribution plate 22 extends along the tangential direction of the crankshaft 031.

[0030] For example, the oil sump 1 includes an oil pan and a transmission shaft housing. The oil pan, as the storage tank for lubricating oil, is the oil reserve center of the entire lubrication system. Its design not only concerns the lubricating oil storage capacity but also directly affects the defoaming efficiency and system stability. Its volume is designed according to the engine displacement. For example, for small-displacement family car engines of 1.0-1.5L, a volume of 8-9L can meet the intermittent lubrication needs of urban commuting and avoid frequent oil replenishment; medium-displacement engines of 2.0-3.0L (such as SUVs and commercial vehicles) require a volume of 10-11L to cope with the lubricating oil consumption under continuous high-load conditions such as high-speed driving and climbing; while large-displacement engines of 3.0L and above (such as off-road vehicles and commercial vehicles) require a volume of 11-12L to provide sufficient oil reserves for turbocharging systems and multi-cylinder structures, ensuring that the lubrication system maintains a stable oil level during long-term high-speed operation.

[0031] In material selection, for example, the oil pool box 1 is made of high-strength aluminum alloy by integral casting. After aging treatment, the tensile strength of this material can reach more than 310 MPa, and the yield strength can exceed 276 MPa. It can easily withstand internal pressure fluctuations of 0.5-1.0 MPa. Whether it is the oil impact of the crankcase 2 under positive pressure working condition or the inertial load when the vehicle is jolted, it will not cause the box to deform or crack. To enhance corrosion resistance, the inside of the box is treated by anodic oxidation to form a dense oxide film. This film can effectively block the corrosion of acidic substances (such as carboxylic acid generated by oxidation) in the lubricating oil to the metal, ensuring that it still maintains good sealing after long-term use.

[0032] In structural details, the bottom of the oil pool box 1 can be designed as a conical oil collecting groove. This design can make the lubricating oil naturally converge under the action of gravity, reducing the oil storage dead angle in the corners of the box. The top of the box is provided with a pressure balance valve. When the internal pressure exceeds the preset threshold due to the increase of oil temperature, the valve automatically opens to release the pressure, preventing the box from deforming due to overpressure. In addition, the box wall also reserves interfaces for liquid level sensors and temperature sensors. The former monitors the oil level in real time through a float type structure and triggers an alarm when the oil level is below the warning value. The latter uses PT100 platinum resistance to accurately measure the oil temperature in the range of -40℃-150℃, providing data support for ECU to adjust the flow of oil pump 06, ensuring that the lubricating oil works in the best viscosity range, taking into account the fluidity and oil film strength.

[0033] The oil pool box 1 is provided with a communication port connected with the crankcase 2. The diameter of the communication port can be designed as 20-25 mm, and the edge is transitioned with a round corner to reduce the turbulent disturbance of the lubricating oil when flowing. This reduces the resistance of the oil flowing through, avoiding the re-entrainment of air due to local vortex.

[0034] A one-way valve 11 is provided at the communication port. The one-way valve 11 only opens to the direction of the oil pool box 1 under different working conditions to realize the communication and isolation control of the crankcase 2 and the oil pool box 1, thereby ensuring that the defoamed lubricating oil in the crankcase 2 can flow smoothly into the oil pool box 1 under suitable working conditions. When the crankcase 2 is in a negative pressure working condition, the one-way valve 11 is closed, and the crankcase 2 forms a closed space. Under the action of negative pressure, larger diameter bubbles in the lubricating oil in the crankcase 2 will quickly break, and smaller bubbles will float to the oil surface under the action of buoyancy and then break, thereby achieving the defoaming effect. For example, when the pressure in the crankcase 2 is less than 12 kPa, the one-way valve 11 will completely cover the communication port, so that the crankcase 2 becomes an independent negative pressure cavity, and the internal pressure can be reduced to -5 kPa to -15 kPa. In this negative pressure environment, the bubbles with a diameter of ≥0.5 mm in the lubricating oil will rapidly expand and break within 0.1-0.3 seconds due to the internal and external pressure difference, while the small bubbles with a diameter of 0.1-0.5 mm will float to the oil surface at a speed of 0.05-0.1 m / s under the action of buoyancy and then break due to the sudden change of surface tension.

[0035] When the crankcase 2 is in positive pressure condition, the one-way valve 11 is opened under pressure, at this time the crankcase 2 and the oil pool tank 1 are in communication, so that the defoamed lubricating oil flows into the oil pool tank 1 quickly, when the lubricating oil flows quickly, the internal pressure decreases, and the internal dissolved bubbles are precipitated, so as to realize further defoaming of the lubricating oil. Specifically, this flow process itself is the key link of secondary defoaming: according to Bernoulli's principle, when the flow rate of fluid increases, its static pressure will decrease accordingly. When the lubricating oil flows at high speed, the flow rate increases, which leads to a significant decrease in oil static pressure. The sharp drop in pressure significantly reduces the solubility of air dissolved in the oil. According to Henry's law, the equilibrium concentration of dissolved gas is proportional to the pressure, so a large number of small dissolved gas bubbles will quickly precipitate and coalesce into larger bubbles. These bubbles will quickly float to the surface and break after entering the oil pool tank 1 due to the action of buoyancy, further reducing the gas content.

[0036] In addition, the crankshaft 031 and the one-way valve 11 are provided with a oil distribution plate 22, the oil distribution plate 22 is an arc-shaped thin plate structure as a whole, extending along the tangent direction of the crankshaft 031, the oil distribution plate 22 can block and guide the lubricating oil splashed from the edge of the crankshaft 031, avoiding the lubricating oil directly impacting the wall surface of the crankcase 2 to form new bubbles. The oil distribution plate 22 is arranged between the crankshaft 031 and the communication port, the minimum distance between the inner side edge of the oil distribution plate 22 and the rotation track of the crankshaft 031 is controlled within a preset value, so as to ensure that the oil distribution plate 22 does not interfere with the high-speed rotation of the crankshaft 031, and can effectively intercept the lubricating oil splashed from the big end of the crankshaft 031. The oil distribution plate 22 is arranged between the crankshaft 031 and the communication port, so that the lubricating oil on the oil distribution plate 22 can directly fall into the oil pool tank 1 through the communication port, improving the discharge rate.

[0037] As Figure 2As shown, the crankcase 2 is provided with a piston 032, a connecting rod 033 and a crankshaft 031 connected in sequence, the negative pressure working condition is a negative pressure state formed when the piston 032 moves away from the crankshaft 031, and the positive pressure working condition is a positive pressure state formed when the piston 032 moves close to the crankshaft 031. Specifically, in the negative pressure working condition, when the piston 032 moves away from the crankshaft 031 (i.e. moves from the bottom dead center to the top dead center), the connecting point of the connecting rod 033 and the crankshaft 031 gradually swings outward with the rotation of the crankshaft 031, and the piston 032 moves upward along the cylinder wall under the pulling of the connecting rod 033. At this time, the space in the crankcase 2 is significantly increased due to the moving away of the piston 032. Since the duration of this process is extremely short, the gas in the crankcase 2 cannot be supplemented in time from the outside, resulting in that the internal gas pressure is rapidly reduced to below the atmospheric pressure, forming a negative pressure. At this time, the one-way valve 11 is automatically closed due to the pressure difference between the two sides, and the crankcase 2 becomes a closed space. In the positive pressure working condition, when the piston 032 moves close to the crankshaft 031 (i.e. moves from the top dead center to the bottom dead center), the connecting rod 033 swings inward under the pushing of the crankshaft 031, and the piston 032 is pressed towards the bottom of the cylinder. The space in the crankcase 2 is rapidly reduced with the downward movement of the piston 032, and the internal gas is rapidly compressed. The gas pressure in the crankcase 2 is rapidly increased to be higher than the atmospheric pressure, forming a positive pressure. The positive pressure pushes the one-way valve 11 to open, so that the crankcase 2 is communicated with the oil pool box 1.

[0038] In the present embodiment, the internal parts of the crankcase 2 agitate the lubricating oil to generate a large amount of bubbles during operation. In order to defoam the lubricating oil in the crankcase 2, the crankcase 2 is isolated from the oil pool box 1 in the negative pressure working condition to form a closed space. The bubbles in the lubricating oil are precipitated and broken due to the pressure difference between the inside and outside under the negative pressure environment, effectively reducing the gas content in the lubricating oil in the crankcase 2. In the positive pressure working condition, the crankcase 2 is communicated with the oil pool box 1, and the lubricating oil in the crankcase 2 is accelerated to be discharged to the oil pool box 1 by the positive pressure thrust. The lubricating oil is accelerated at the same time, and the internal pressure of the lubricating oil is reduced, so that the internal dissolved gas is precipitated, further playing a defoaming role, avoiding the high-gas lubricating oil from entering the lubricating system, reducing the wear of the parts caused by the discontinuous oil film, and inhibiting the cavitation phenomenon, prolonging the service life of the parts.

[0039] In some embodiments, as shown in Figure 1 the oil pool box 1 is used to set a transmission shaft 01, the transmission shaft 01 is connected with a transmission shaft transmission mechanism 02, the crankcase 2 is used to set a crankshaft 031, and the crankshaft 031 is connected with a crankshaft transmission mechanism 04; The system further comprises a transmission box 3 used to set the transmission shaft transmission mechanism 02 and the crankshaft transmission mechanism 04, the transmission box 3 is communicated with the oil pool box 1, and the oil pool box 1 is provided with a defoaming mechanism 4 for defoaming the lubricating oil from the crankcase 2, the transmission box 3 and the oil pool box 1.

[0040] Specifically, the transmission as the transmission hub of vehicle power transmission, its direct decision through the precise matching of transmission shaft 01 and transmission shaft transmission mechanism 02 determines the power transmission efficiency and shift smoothness. For example, the transmission shaft 01 is usually made of 20CrMnTi alloy steel material treated by carburizing quenching, the surface hardness reaches HRC58-62, and the core keeps enough toughness (≥900MPa tensile strength) to withstand the alternating load when the gear is engaged. Transmission shaft transmission mechanism 02 is composed of 3-5 groups of gears with different teeth, which are connected with transmission shaft 01 through involute spline, the spline modulus is usually 2.5-3.0, the number of teeth is 18-24, the centering way adopts small diameter centering, and the fit clearance is controlled in 0.02-0.05mm, which not only ensures the no-slip characteristics of power transmission, but also provides enough precision for the axial sliding of gear. The transmission ratio of each gear pair is accurately calculated, and the axial movement of the shift fork realizes the switching of the gear engagement state. The shift fork can be forged from 45 steel, and the end is embedded with polytetrafluoroethylene wear-resistant block. When cooperating with the annular groove on the gear hub, the sliding friction force is ≤50N, which ensures the smooth shift process and avoids the impact noise when the gears are engaged.

[0041] The power output by the transmission shaft 01 needs to be transmitted through multiple stages to finally reach the driving wheel, and this process relies on high-precision mechanical connection: the end of the transmission shaft 01 is rigidly connected with the universal joint through a flange, the flange can be cast from 16Mn steel, and the bolt hole is fitted with a hinged hole to ensure that the coaxiality with the universal joint fork is ≤0.03mm; the universal joint is usually a cross shaft type, the surface of the cross shaft neck is treated by nitriding (hardness HRC60-65), and the needle bearing (for example: needle diameter 3-5mm, number 12-16) is used to realize low friction rotation, allowing the transmission angle to change within ±15° range, adapting to the suspension bounce during vehicle driving. The transmission shaft as an intermediate carrier of power transmission is welded from seamless steel pipe (outer diameter 50-80mm, wall thickness 3-5mm), and the universal joint fork is welded at both ends, and the dynamic balance precision is within 20g・cm to avoid vibration at high speed. The power is transmitted to the main reducer of the drive axle through the transmission shaft, the main reducer realizes 90° turning and speed reduction of the power through a pair of bevel gears, and finally the torque is distributed to the left and right drive wheels by the differential, the meshing clearance between the differential planetary gear and the half shaft gear is controlled in 0.1-0.2mm, which ensures the uniform distribution of power during straight driving and eliminates the wheel speed difference through the differential rotation of the planetary gear during turning. The total efficiency of the whole transmission link is between 85%-92%, which is the key guarantee of vehicle power output.

[0042] Crankshaft 031 is the core rotating component of the engine, responsible for converting the reciprocating linear motion of piston 032 into rotational motion. The process of transmitting power from piston 032 to crankshaft 031 relies on the precise fit of connecting rod 033 and crankshaft 031. For example, the large end of connecting rod 033 is connected to the journal of connecting rod 033 through a bearing, which uses a steel back and Babbitt alloy (or aluminum-based alloy) composite structure. The alloy layer is 0.3-0.5mm thick, the surface roughness is Ra≤0.2μm, and the fit clearance is controlled within 0.03-0.08mm, which ensures the formation of a lubricating oil film and reduces impact vibration. When piston 032 moves from the dead point under the push of gas pressure (up to 10MPa or more), connecting rod 033 swings around connecting rod 033 journal at an angular velocity of 20-30° / ms, converting linear motion into rotational motion of crankshaft 031. The instantaneous torque fluctuation is smoothed by the inertia mass of crankshaft 031, and the output torque fluctuation rate is controlled within 5%.

[0043] Crankshaft transmission mechanism 04 is connected to crankshaft 031, which transmits power to crankshaft transmission mechanism 04. The front end of crankshaft transmission mechanism 04 usually integrates multiple transmission components: timing gear (module 2.0-3.0, number of teeth 40-60) is rigidly connected to crankshaft 031 through involute spline, engages with camshaft gear (transmission ratio 2:1) to control valve opening and closing phase, and the engagement side gap is 0.1-0.2mm to ensure that the accuracy of valve timing is ≤1° crankshaft 031 rotation angle; pulley (diameter 120-180mm) is press-fitted on the front end of crankshaft 031 through interference fit (interference amount 0.02-0.05mm), and the belt tensioning force is controlled within 500-800N to avoid slipping or excessive wear; some engines use chain transmission, in which case a sprocket (pitch 9.525-12.7mm) is installed on the front end of crankshaft 031 to engage with the timing chain, achieving high transmission efficiency and long service life.

[0044] Clutch 05 is located between crankshaft transmission mechanism 04 and transmission shaft transmission mechanism 02, and is the switch for power transmission between the two. The driving part (such as clutch plate) of clutch 05 is rigidly connected to crankshaft transmission mechanism 04 and rotates with crankshaft 031; the driven part is connected to the input shaft of transmission shaft transmission mechanism 02. When clutch 05 is engaged, power is transmitted from crankshaft transmission mechanism 04 to transmission shaft transmission mechanism 02 through clutch 05 to drive the vehicle; when it is separated, the power transmission is interrupted, facilitating gear shifting or parking.

[0045] Specifically, the clutch 05 as the power switch between the engine and the transmission, its structure design directly affects the smoothness and response speed of power transmission, the core is to realize the accurate control of power through the combination and separation of friction pair. The driving part of the clutch 05 is composed of a flywheel, a pressure plate and a clutch cover: the flywheel is rigidly connected with the rear end of the crankshaft 031 through bolts (bolt pre-tightening torque 80-120 N·m), the end face thereof is precisely ground (flatness ≤0.05 mm) as the driving friction surface of the clutch plate, and a gear ring is usually integrated on the edge of the flywheel to provide a meshing point for the starting motor; the pressure plate is cast from gray cast iron (HT300) and is sprayed with a molybdenum-based wear-resistant coating (thickness 0.05-0.1 mm) on the surface, and the roughness Ra of the friction surface in contact with the clutch plate is ≤1.6 μm to ensure uniform and stable friction force when combined; the clutch cover is connected with the pressure plate through a spring, and the built-in diaphragm spring (thickness 3-4 mm) generates a pressing force of 3-5 kN in the free state to tightly press the clutch plate between the flywheel and the pressure plate, thereby realizing rigid transmission of power.

[0046] The core of the driven part is the clutch plate (driven disc), the steel sheet of which is punched from 08F low-carbon steel (thickness 1.5-2 mm), and friction linings are riveted on both sides of the steel sheet, the linings are made of asbestos fiber or metal powder as the base material and mixed with a resin binder and pressed, the friction coefficient is stable at 0.3-0.4 (when the working temperature is 200-300℃), and the heat-resistant temperature can reach above 400℃ to ensure that there is no ablation when combined frequently. The clutch plate is connected with the transmission input shaft through a spline hub, and the spline fit clearance is 0.02-0.05 mm, which not only ensures smooth axial sliding, but also can transmit the maximum torque (up to 200-500 Nm according to the vehicle model). When the driver steps on the clutch pedal, the push rod pushes the separating bearing (using a double-row angular contact ball bearing, the rotating speed can reach 8000 r / min) to press against the inner end of the diaphragm spring, so that the spring is deformed and drives the pressure plate to move backward, and a gap of 0.5-1 mm is generated between the friction pairs, and the power transmission is interrupted, at this time the shift fork can easily switch the gear meshing state; when the pedal is released, the diaphragm spring returns to its original position, the pressure plate re-presses the clutch plate, and the friction force gradually increases from 0 to the rated value, thereby realizing smooth engagement of power, and the response time of the whole separation and combination process is controlled within 0.3-0.5 seconds to avoid the feeling of jerk caused by too long power interruption.

[0047] To optimize performance, the clutch 05 can be integrated with a damping mechanism: a circumferentially distributed damping spring (diameter 4-6 mm, number 6-8) is provided in the driven disc, when the engine output torque fluctuates, the spring absorbs impact energy through elastic deformation, so that the torque fluctuation attenuation rate reaches 30%-50%; some models can also be equipped with a dual clutch structure, which realizes power interruption-free gear shifting through the alternating combination of two groups of friction pairs, the gear shifting time is shortened to less than 0.1 seconds, significantly improving the driving smoothness. The service life of the clutch 05 is usually related to the wear of the friction lining, and under normal use conditions, it can withstand 50-80 thousand combination cycles, equivalent to 100-150 thousand kilometers of vehicle driving.

[0048] The transmission case 3 is used to set the transmission shaft transmission mechanism 02, the crankshaft transmission mechanism 04 and the clutch 05, these components are in high-speed operation state, and there are frequent meshing, friction and other actions between them. The high-speed meshing of the gears in the transmission shaft transmission mechanism 02 will agitate the lubricating oil violently, so that a large amount of air is entrained in the oil; the rotating parts (such as timing gears, belt pulleys, etc.) of the crankshaft transmission mechanism 04 will also impact the oil when they are running, further entraining air; in the process of combination and separation of the clutch 05, the relative movement between the friction plates will also agitate the oil, promoting the formation of bubbles. In addition, the heat generated by the operation of each component will increase the temperature of the oil, reduce the viscosity of the oil, and also exacerbate the generation and retention of bubbles, causing the oil in the transmission case 3 to easily have a large number of bubbles.

[0049] Specifically, the transmission case 3 serves as an integrated hub of engine power transmission, and the transmission shaft transmission mechanism 02, the crankshaft transmission mechanism 04 and the clutch 05, three core components, are concentrated in the transmission case 3. The complex mechanical environment formed in high-speed operation of these components makes the lubricating oil extremely easy to be entrained with air and generate a large number of air bubbles. From the dynamic characteristics, the linear speed of the tooth surface contact point of the gear pair of the transmission shaft transmission mechanism 02 can reach 15-20 m / s when meshing. This high-speed impact can form a vortex zone with a diameter of 50-100 mm on the surface of the oil, and hundreds of air bubbles can be entrained into the oil per second. The rotating components of the crankshaft transmission mechanism 04 exacerbate the air bubble problem through another mechanism: the meshing gap (0.1-0.2 mm) between the timing gear and the camshaft gear generates high-frequency hydraulic impact, causing the oil in the gap to form a transient high pressure (2-3 MPa), and then suddenly drop to low pressure due to volume change. This pressure pulse can cause the dissolved air in the oil to precipitate, forming air bubbles with a diameter of 0.1-0.5 mm; the rotation of the pulley or chain wheel can drive the surrounding oil to form a circular flow, and when the circular flow speed exceeds 1 m / s, the surface of the oil will appear wave-like undulations, increasing the contact area with air by more than 30%, further accelerating the entrainment of air. The combination and separation process of the clutch 05 is also an important source of air bubbles: the relative sliding speed between the friction plates can reach 5-8 m / s, and this high-speed friction can form a local vacuum area on the contact surface, sucking in air and mixing with the oil to form foam, especially in the semi-linked state, the alternating slipping of the friction plates can make the thickness of the foam layer reach 5-10 mm, and the stability of the foam is significantly improved.

[0050] More importantly, the temperature environment in the transmission case 3 can amplify the harm of air bubbles. The heat generated by the operation of the three components stabilizes the oil temperature at 90-120℃, at which the kinematic viscosity of the lubricating oil decreases from 100 cSt at 40℃ to 20-30 cSt, the air bubble floating resistance is greatly reduced, but the surface tension also decreases, causing the air bubbles to more easily aggregate to form large-diameter foam (1-5 mm). These foams not only reduce the cooling efficiency of the lubricating oil (the heat dissipation capacity decreases by 20%-30%), but also enter the bearings, gears and other key parts with the oil circulation, causing wear and cavitation.

[0051] Concentrating the three in one transmission case 3 facilitates the centralized defoaming treatment of the high-gas-content lubricating oil generated during the operation of the three. Specifically, the transmission case 3 is in communication with the oil pool case 1, and the lubricating oil with a large number of air bubbles in the transmission case 3 will flow into the oil pool case 1. The defoaming mechanism 4 in the oil pool case 1 can process these air bubble-containing lubricating oils, which can effectively reduce the gas content in the lubricating oil, avoid the entry of lubricating oil containing a large number of air bubbles into the crankcase 2, the transmission case 3 and other parts, ensure that each component is well lubricated, reduce wear, cavitation and other problems caused by air bubbles, and improve the reliability and service life of the entire system.

[0052] The crankcase 2 is arranged above the oil sump tank 1 in the height direction, and the oil sump tank 1 stores lubricating oil at the bottom, which provides lubricating oil for the components in the crankcase 2 and the transmission case 3, and receives the lubricating oil discharged from the crankcase 2 and the transmission case 3. The bottom of the oil sump tank 1 can be designed in a stepped manner as a core for storing lubricating oil: the lowest part (200-250 mm deep) is the main oil storage area, which can store 6-8 L of lubricating oil to meet the basic lubrication requirements; the surrounding is provided with a 50 mm high oil retaining weir to form an auxiliary oil storage area, which can prevent excessive shaking of the lubricating oil when the vehicle is accelerated or decelerated suddenly or tilted, and ensure that the oil suction port of the oil pump 06 is always immersed in the oil (the oil immersion depth is ≥50 mm). The transmission shaft 01 is transversely arranged in the oil sump tank 1 and can be partially immersed in the lubricating oil to ensure sufficient lubrication during operation. The transmission case 3 is arranged on one side of the oil sump tank 1 and the crankcase 2, which facilitates the smooth and compact power transmission path formed by the transmission mechanism in the transmission case 3 and the components in the oil sump tank 1 and the crankcase 2, reduces the path loss and space occupation in the power transmission process, and improves the cooperation accuracy and efficiency of the transmission components in the power transmission link. In the embodiment, the oil sump tank 1 is provided with the transmission shaft 01, and the crankcase 2 is provided with the crankshaft 031, and the two are connected by the transmission shaft transmission mechanism 02 and the crankshaft transmission mechanism 04 respectively to realize power connection in the transmission case 3, forming a compact and orderly power transmission path. The transmission mechanism in the transmission case 3 causes a large amount of bubbles in the lubricating oil during operation, and the defoaming mechanism 4 in the oil sump tank 1 uniformly defoams the lubricating oil from the transmission case 3, avoiding problems such as unstable oil film and cavitation caused by air-containing lubricating oil entering the lubricating system, and prolonging the service life of the engine and related components.

[0053] In some embodiments, as shown in Figure 1 the defoaming mechanism 4 includes an oil return pump 41 and a defoaming oil guide rib 42, the oil suction port of the oil return pump 41 is communicated with the transmission case 3, and the oil outlet thereof is opposite to the defoaming oil guide rib 42 to spray the lubricating oil from the transmission case 3 on the defoaming oil guide rib 42 to form a laminar flow.

[0054] In addition, the defoaming oil guide rib 42 includes at least two deflector plates 421 arranged in the height direction of the oil sump tank 1, the deflector plate 421 close to the oil return pump 41 is arranged opposite to the oil outlet of the oil return pump 41, and the deflection direction of one deflector plate 421 is opposite to the arrangement of the adjacent other deflector plate 421.

[0055] Exemplarily, the oil return pump 41 is located on the top of the oil tank 1, and the oil return pump 41 can be fixed on the preset mounting seat on the inner wall of the top of the oil tank 1 by four bolts. The mounting seat is connected with the inner wall of the oil tank 1 by welding. Exemplarily, the mounting seat of the oil return pump 41 is cut and formed from a Q235 steel plate with a thickness of 10 mm, and the welding between the mounting seat and the inner wall of the oil tank 1 adopts an argon arc welding process with a welding leg height of 8 mm. After welding, the mounting seat needs to be tempered at 200°C to eliminate stress, so as to ensure that the flatness error of the mounting seat is less than or equal to 0.1 mm / m. This rigid fixing method can avoid resonance of the pump body at a working speed of 1500 r / min, and control the vibration amplitude within 0.05 mm, thereby reducing noise (less than or equal to 65 dB) and preventing the oil pipe joint from being loosened due to vibration. The four fixing bolts are selected to be high-strength bolts (M8x30 mm) of grade 8.8, the bolt holes are matched by reaming holes (tolerance H7 / js6), the bolts are tightened by cross-symmetrical sequence, the pre-tightening torque is controlled to be 25-30 N.m, and the gap between the fitting surface of the pump body and the mounting seat is less than or equal to 0.03 mm.

[0056] It should be noted that the mounting position of the oil return pump 41 avoids the movement track of the transmission shaft 01, and the minimum distance between the edge of the oil return pump 41 and the transmission shaft 01 is 150 mm, so as to ensure that the oil return pump 41 does not interfere with the transmission shaft 01 during working. The oil return pump 41 can adopt a gear pump structure, the oil suction port of the oil return pump 41 is communicated with the oil collecting groove at the bottom of the transmission case 3 through an oil pipe with an inner diameter of 15 mm, the oil collecting groove is in a funnel shape, and can gather the lubricating oil in the transmission case 3, so as to facilitate the oil return pump 41 to suck in. A nozzle is arranged at the oil outlet of the oil return pump 41, and the distance between the oil outlet and the guide plate 421 close to the nozzle in the defoaming guide rib 42 is 200 mm. Such a distance setting can ensure that the lubricating oil sprayed from the oil outlet falls on the guide plate 421 at a suitable speed and range.

[0057] When the oil return pump 41 works, the suction force is generated by the meshing rotation of the gears to suck the lubricating oil with a large amount of bubbles in the transmission case 3 into the pump body. After being pressurized by the pump body, the lubricating oil is sprayed from the fan-shaped nozzle of the oil outlet at a speed of 3 m / s, and directly sprayed on the guide plate 421 opposite to the nozzle, so that the lubricating oil forms a laminar flow after impacting the guide plate 421 (the flow path of the lubricating oil is as shown in the figure). Figure 1Further, the oil liquid generated by the impact will flow along the inclined surface of the flow guide plate 421, and the flow resistance of the oil liquid is greatly reduced due to the polished surface (Ra≤0.4 μm) and the polytetrafluoroethylene drag-reducing coating (friction coefficient≤0.05) of the flow guide plate 421, and gradually changes from turbulent flow to stable laminar flow (Reynolds number≤2000). In the laminar flow state, the internal flow rate of the oil liquid is uniform (about 0.5 m / s), avoiding secondary air entrainment, and the remaining small bubbles (diameter 0.1-0.5 mm) will slowly float to the surface of the oil liquid under the action of buoyancy, and part of the bubbles will naturally break during the flow process. It is worth noting that the impact point of the jet flow with the flow guide plate 421 always remains in the upper region of the flow guide plate 421, which benefits from the precise positioning of the oil return pump 41 and the flow guide plate 421 to ensure that every drop of oil liquid can experience the complete process of impact to form laminar flow, providing high-quality pretreated oil liquid for subsequent multi-stage processing of the defoaming oil guide rib 42.

[0058] The defoaming oil guide rib 42 is composed of at least two flow guide plates 421, which can be welded on the inner wall of the oil pool box 1 and form an avoidance with the transmission shaft 01. These flow guide plates 421 can be made of stainless steel plates with a thickness of 5 mm, and the surface is polished to reduce the resistance of the lubricating oil during flow. In the height direction of the oil pool box 1, the two flow guide plates 421 are arranged in a staggered manner, and the upper and lower spacing can be set to 100 mm. The flow guide plate 421 close to the oil return pump 41 is inclined at a certain angle with the horizontal direction, for example, the inclination angle is 30°, and the flow direction is to the right and down, and the other adjacent flow guide plate 421 can also be inclined at 30° with the horizontal direction, and the flow direction is to the left and down, i.e. the flow directions of the two adjacent flow guide plates 421 are opposite. When the lubricating oil sprayed from the oil outlet of the oil return pump 41 impacts on the first flow guide plate 421, due to the inclination angle and smooth surface of the flow guide plate 421, the lubricating oil will form a laminar flow along the surface of the flow guide plate 421, and part of the bubbles will break due to the collision with the surface of the flow guide plate 421 during the flow process. Subsequently, the lubricating oil flows to the end of the first flow guide plate 421 according to the flow direction of the first flow guide plate 421, and then drops on the other adjacent flow guide plate 421. Since the flow directions of the two flow guide plates 421 are opposite, the flow direction of the lubricating oil changes when it drops on the second flow guide plate 421, and a laminar flow is formed again, and the remaining bubbles are further broken due to the change of the flow direction and the collision with the second flow guide plate 421.

[0059] In the present embodiment, the oil return pump 41 sprays the lubricating oil with a large number of bubbles at a certain pressure and speed onto the guide plate 421, and uses the impact force to make part of the bubbles instantaneously broken. The staggered arrangement of the guide plates 421 in the defoaming guide rib 42 and the opposite guide directions of the adjacent guide plates 421 make the lubricating oil change direction during the flow process, increase the flow path of the lubricating oil and the contact opportunity with the guide plates 421, and make the bubbles have more opportunities to be broken. The oil return pump 41 sprays the lubricating oil onto the guide plate 421 to form a laminar flow, avoiding the lubricating oil from being re-rolled into air during the flow process to generate new bubbles. The cooperation of the above-mentioned oil return pump 41 and the defoaming guide rib has a high defoaming effect, reduces the adverse effects of the air-containing lubricating oil on the lubricating system, and reduces the probability of damage of parts due to cavitation and unstable oil film.

[0060] In some embodiments, as shown in Figure 3 and Figure 4 The defoaming mechanism 4 includes a defoaming hole plate 43 arranged in the lower part of the oil pool box 1, and a plurality of defoaming holes 431 extending in the height direction of the oil pool box 1 are arranged on the defoaming hole plate 43.

[0061] For example, the defoaming hole plate 43 is located in the lower part of the oil pool box and is located on the side of the oil pump 06 close to the bottom wall of the oil pool box 1. The defoaming hole plate 43 can be made of a low-carbon steel plate with a thickness of 8 mm, which can not only withstand the instantaneous pressure generated by the impact of the oil, but also ensure the flatness error ≤0.5 mm / m through the whole stamping forming process, avoiding uneven oil flow caused by plate warping. The surface of the plate is phosphatized and then sprayed with an epoxy resin coating (thickness 60-80 μm), which not only enhances oil resistance (no peeling after 1000 hours of lubricating oil immersion), but also reduces the surface roughness to Ra≤1.6 μm, reducing the turbulent disturbance of the oil flow.

[0062] The shape and size of the defoaming hole plate 43 are strictly matched with the contour of the bottom of the oil pool box 1: for a rectangular oil pool box 1, the hole plate adopts a 45° chamfer design (round corner radius 20 mm) to avoid the formation of oil retention area at the corners; for a circular oil pool box 1, a circular hole plate concentric with the bottom of the box is used, and the diameter is 50 mm smaller than the bottom of the box, leaving a lubricating oil circulation channel.

[0063] The defoaming hole plate 43 is a certain distance away from the lubricating oil surface and is located below the transmission shaft 01. On the one hand, it is convenient for the lubricating oil flowing out of the transmission box 3 and the crankcase 2 to fall on the defoaming hole plate 43 to play a defoaming role, and on the other hand, it provides a certain buffer space for the oil to shake, preventing the oil from shaking violently.

[0064] The defoaming hole plate 43 is provided with a plurality of defoaming holes 431 extending in the height direction of the oil sump tank 1. For example, the defoaming holes 431 are arranged in a matrix with 3 mm and 5 mm aperture diameters alternating (hole spacing 25 mm x 25 mm), forming a hierarchical bubble breaking mechanism: the 3 mm aperture channels have a cutting efficiency of 90% for bubbles with a diameter of 1-3 mm, and the 0.5 mm radius of the hole edge design can reduce the flow resistance of the oil. The 5 mm aperture is for large bubbles with a diameter of 3-10 mm, and the shear force generated by the difference between the flow rate in the hole (1.2-1.5 m / s) and the flow rate outside the hole (0.5-0.8 m / s) causes the internal and external pressure of the bubble to be unbalanced and broken, while ensuring that the flow rate per square meter of the hole plate is ≥80 L / min. The inner wall of the channel is drilled and then honed (Ra≤0.8 μm) to avoid local vortex caused by burrs and further improve the bubble breaking efficiency. This design makes the comprehensive bubble breaking rate of the defoaming hole plate 43 more than 75%, while reducing the oil sloshing amplitude by 40%, reducing the risk of secondary foaming from the source, and providing low gas content lubricating oil for the subsequent oil pump 06. In the present embodiment, the defoaming hole plate 43 is arranged at the bottom of the oil sump tank 1 and above the oil surface. When the lubricating oil from the crankcase 2 and the transmission case 3 flows into the oil sump tank 1, it will fall under the action of gravity to the defoaming hole plate 43. At this time, the surface of the defoaming hole plate 43 will directly physically extrude the foam on the surface of the lubricating oil, causing some larger bubbles (diameter more than 10 mm) to break on the spot; at the same time, the lubricating oil passes through the defoaming holes 431 on the hole plate in continuous flow, and these channels will have a dual effect on the bubbles: for bubbles with a diameter close to the aperture diameter, the hole edge will cut them into small bubbles like a knife; for bubbles with a diameter smaller than the aperture diameter, the shear force generated by the higher flow rate inside the hole than outside the hole will cause the internal and external pressure of the bubble to be unbalanced and broken. The through arrangement of the defoaming holes can also ensure the smooth passage of the lubricating oil and will not hinder its circulation in the oil sump tank 1. In addition, when the vehicle bounces or the engine vibrates, causing the lubricating oil to slosh, the defoaming hole plate 43 will come into contact with the sloshing lubricating oil, reducing the lubricating oil sloshing amplitude and reducing the probability of new bubbles being generated by the violent churning of the lubricating oil with air, thereby reducing the risk of secondary foaming from the source. In some embodiments, the defoaming hole plate 43 is provided with an oil blocking convex edge 432 extending in the height direction of the oil sump tank 1 away from the bottom wall of the oil sump tank 1.

[0065] Specifically, the oil-blocking flange 432 is located on the side of the defoaming perforated plate 43 away from the bottom wall of the oil sump 1, specifically at the upper surface edge of the defoaming perforated plate 43, and extends along the height direction of the oil sump 1. The oil-blocking flange 432 and the defoaming perforated plate 43 can be manufactured using an integral molding process, resulting in a stable overall structure without the need for additional assembly. Reinforcing ribs are provided between the oil-blocking flange 432 and the defoaming perforated plate 43 to enhance the strength of the oil-blocking flange 432. When the engine is running, as the oil from the crankcase 2 and transmission case 3 falls back to above the defoaming perforated plate 43, the oil-blocking flange 432 prevents the oil from overflowing directly into the oil sump 1 from the edge of the defoaming perforated plate 43 without being defoamed by the defoaming holes 431, ensuring that most of the oil is confined within the area enclosed by the flange, thus improving the overall defoaming efficiency.

[0066] In some embodiments, such as Figure 1 As shown, the oil tank 1 is equipped with an oil pump 06, and the oil pump 06 has an oil guide cover 5 circumferentially arranged at the oil suction port. The oil guide cover 5 includes an inner edge 521 near the oil suction port and an outer edge 522 away from the oil suction port. Figure 8 In the height direction of the oil tank 1, the outer edge 522 is set higher than the inner edge 521.

[0067] Specifically, the oil pump 06 in the oil sump 1 typically adopts a gear pump or rotary pump structure. The two mainstream structures, gear pump and rotary pump, each have their own suitable scenarios: Gear pumps, with their advantages of simple structure and low cost, are widely used in small displacement engines (1.0-2.0L). The module of their driving gear and driven gear is mostly 2.0-2.5, the tooth width is 20-30mm, and the flow rate can reach 50-80L / min at 3000r / min speed, with a stable volumetric efficiency of 90%-95%. Rotary pumps, on the other hand, are more suitable for mid-to-high-end large displacement engines due to their small flow pulsation and low noise (3-5dB lower than gear pumps). The eccentricity of their inner and outer rotors is controlled at 2-3mm, and the tooth profile adopts a cycloidal design, which can provide a more stable pressure output at the same speed (fluctuation amplitude ≤0.05MPa), especially suitable for the high oil pressure requirements of turbocharged engines (0.6-0.8MPa).

[0068] The fixed support of the oil pump 06 is integrally die-cast from cast aluminum material (ZL109), and the support is connected to the inner wall of the oil pool box 1 by welding. The collector 061, as the connection hub of the oil suction port and the bottom of the oil pool box 1, is bent from a seamless steel pipe (material 20# steel), the pipe diameter is designed to be 25-32 mm according to the pump flow, and the inner wall is pickled and phosphated (roughness Ra≤1.6 μm). The collection end of the collector 061 is 45° beveled, the notch faces the lowest part of the oil pool box 1, and six auxiliary oil suction holes with a diameter of 5 mm are evenly distributed on the inclined surface, forming a double oil suction structure of main suction and auxiliary suction. The main notch is responsible for collecting the main flow of oil, and the auxiliary hole can absorb the lubricating oil in the corner area, so that the oil suction range is expanded, and the local oil suction is avoided to form a vortex. The welding of the collector 061 and the oil suction port adopts argon arc welding process, and the inside of the welding port is smoothly transitioned to eliminate the turbulence inducement.

[0069] The distance between the oil suction port of the collector 061 and the bottom wall of the oil pool box 1 is 15-20 mm, which can prevent the suction of metal debris (average particle size 5-10 μm) and oil sludge deposited at the bottom, and eliminate the suction empty phenomenon. A filter device can be provided at the oil suction port of the collector 061, usually integrated with a 200-mesh stainless steel filter screen (wire diameter 0.08 mm, hole diameter 0.075 mm), the filter screen is in a cup-shaped structure (depth 30 mm), the surface area is increased by 3 times compared with a flat filter screen, which not only ensures the filtering accuracy (intercept ≥75 μm particles), but also reduces the flow resistance (pressure drop ≤0.02 MPa). The connection between the filter screen and the oil suction port adopts a buckle structure, and the replacement period is synchronized with the oil change (5000-10000 km). The outer edge 522 of the oil guide cover 5 is higher than the inner edge 521 in the height direction of the oil pool box 1, forming a tapered structure, and the bottom of the tapered structure is the oil suction port of the oil pump 06.

[0070] In the embodiment, when the oil pump 06 works, the oil suction port generates negative pressure, which can attract the surrounding lubricating oil to flow thereto. At this time, the oil guide cover 5 plays a guiding and converging role: the lubricating oil in the oil pool box 1 moves to the oil suction port under the action of negative pressure, at this time, the gas bubbles in the lubricating oil will float upwards along the bottom of the circumferential slope of the inlet of the collector 061 under the action of buoyancy, thereby effectively removing the gas bubbles.

[0071] In some embodiments, as shown in Figure 5 and Figure 6 The crankcase 2 includes at least two sub-boxes 21 which are sequentially communicated, and at least one of the sub-boxes 21 is isolated from the oil pool box 1 in the negative pressure working condition and communicated with the oil pool box 1 in the positive pressure working condition.

[0072] Specifically, the crankcase 2 is composed of at least two sub-cases 21 connected in sequence (two sub-cases 21 are taken as an example, denoted as sub-case A and sub-case B, and the two sub-cases 21 (sub-case A and sub-case B) of the crankcase 2 are arranged side by side in the horizontal direction. Each sub-case 21 is independently provided with a set of crankshaft connecting rod mechanisms, including a crankshaft 031, a connecting rod 033 and a piston 032. The sub-case A is close to the transmission case 3, and the front end of the crankshaft 031 in the sub-case A is connected with the crankshaft transmission mechanism 04 through a shaft coupling. The crankshaft 031 in the sub-case B can rotate synchronously with the crankshaft 031 in the sub-case A through a transmission component, and the transmission ratio is 1:1, which ensures that the working rhythm of the two sub-cases 21 is consistent. The bottom of the sub-case B is provided with a communication port, and a one-way valve 11 is arranged at the communication port. When the sub-case A and the sub-case B are in a positive pressure working condition, the one-way valve 11 is opened to accelerate the flow of lubricating oil in the sub-case A and the sub-case B into the transmission case 3. When the sub-case A and the sub-case B are in a negative pressure working condition, the one-way valve 11 is closed to perform defoaming operation on the lubricating oil in the crankcase 2.

[0073] Further, when the engine is in the suction stroke, the pistons 032 in the two sub-cases 21 move upward (away from the crankshaft 031), and the space in the sub-case A and the sub-case B simultaneously increases to form a negative pressure. At this time, the one-way valve 11 at the bottom of the sub-case B is closed due to the negative pressure, and the crankcase 2 forms two independent but related closed spaces through the communication channel. The bubbles in the lubricating oil are continuously broken under the action of negative pressure, thereby realizing defoaming.

[0074] When the engine is in the exhaust stroke, the pistons 032 in the two sub-cases 21 move downward (close to the crankshaft 031), and the space in the sub-case A and the sub-case B decreases to form a positive pressure. At this time, the one-way valve 11 connected between the sub-case B and the oil tank 1 is opened, and the lubricating oil in the sub-case A and the sub-case B is discharged into the oil tank 1 through the one-way valve 11 under the action of positive pressure, thereby further performing defoaming treatment.

[0075] In the embodiment, a set of crankshaft connecting rod mechanisms is independently arranged in each sub-case 21, and multiple sets of crankshaft connecting rod mechanisms work cooperatively to share the power output load of the engine. In addition, when multiple sets of mechanisms in a single case move synchronously, it is easy to form disordered turbulent flow of the lubricating oil, which not only easily rolls in a large amount of air to generate new bubbles, but also causes the broken bubbles to re-agglomerate. In the embodiment, multiple independent sub-cases 21 are arranged, and a set of crankshaft connecting rod mechanisms is arranged in each sub-case 21, so as to avoid the synchronous operation of multiple sets of mechanisms to increase the gas content of the lubricating oil and reduce the bubbling rate. The multiple sub-cases 21 are connected in sequence to prolong the flow path of the lubricating oil, thereby prolonging the defoaming time of the lubricating oil and further reducing the defoaming rate.

[0076] As shown in FIGS. Figure 2 and Figure 7 In some embodiments, a distribution plate 22 includes: The plate body 221 includes a first edge 2211 and a second edge 2212 disposed opposite to each other along a first direction, and a first side surface 2213 and a second side surface 2214 disposed opposite to each other along a second direction. The first edge 2211 is higher than the second edge 2212, and the first direction and the second direction are perpendicular. The oil guide groove 222 is formed by the recess of the first side 2213 of the plate body 221 toward the second side 2214. The oil guide groove 222 includes an oil guide hole 2221 for passing through the first side 2213 and the second side 2214, so as to guide the oil that is thrown to the first side 2213 during the rotation of the crankshaft 031 through the oil guide hole 2221.

[0077] Specifically, the oil distributor 22 is installed inside the crankcase 2, which has a communication port connecting to the oil sump 1. The oil distributor 22 is located between the crankshaft 031 and the communication port. The oil distributor 22 is positioned along the first direction ( Figure 7 The first edge 2211 and the second edge 2212, distributed in the X direction, form a height difference and are set at an angle. The second edge 2212 is connected to the inner wall of the crankcase 2 to mount the oil separator 22 on the inner wall of the crankcase 2. The first edge 2211 faces the crankshaft 031, so that the plate body 221 is tilted towards the crankshaft 031. This tilted setting of the oil separator 22 is suitable for the internal space layout of the crankcase 2 and can guide the oil to flow naturally to the connecting port by gravity, and then flow into the crankcase 2. When the oil splashed by the crankshaft 031 or the air-filled oil splashed in the crankcase 2 falls on the oil separator 22, the large air bubbles in the oil burst, and the small air bubbles in the oil gradually float to the surface of the plate body 221 with the flow of oil. They detach from the main body of oil and burst naturally after contact with air, thereby achieving the defoaming effect. The oil separator 22 can directly intercept the oil thrown out by the crankshaft 031 during high-speed rotation and the oil splashed around in the crankcase 2, preventing the oil from spreading disorderly or lingering in unnecessary areas for a long time, thus improving the oil circulation efficiency. Furthermore, the oil separator 22, through its tilt, provides a directional flow path for the defoamed oil, allowing it to fall into the connecting port and eventually flow smoothly into the oil sump 1, completing the lubricating oil recycling cycle. A guide ramp is provided at the first edge 2211 to quickly guide the oil down to the connecting port, improving the oil circulation efficiency.

[0078] Along the second direction perpendicular to the first direction ( Figure 7Among the first side 2213 and the second side 2214 arranged in the Y direction, the first side 2213 is taken as the main oil-facing surface, directly facing the rotating area of the crankshaft 031, and can efficiently receive the oil droplets and oil mist thrown by the high-speed rotating crankshaft 031. The oil guide groove 222 is recessed from the first side 2213 to the second side 2214, and the inner wall of the groove is designed with a smooth transition arc shape, which can reduce the flow resistance of the oil and avoid the formation of turbulent flow or stagnation of the oil in the groove; the oil guide hole 2221 penetrates the groove wall of the oil guide groove 222, and the edge of the hole is rounded to ensure the smoothness of the oil passing through.

[0079] In actual work, the oil thrown by the rotating crankshaft 031 is first blocked by the first side 2213 of the plate body 221, avoiding direct impact on the inner wall of the crankcase 2. The blocked oil flows along the first side 2213 to the oil guide groove 222 under the guidance of the inclination angle of the plate body 221, and is smoothly guided out through the oil guide hole 2221; the oil guide groove 222 and the oil guide hole 2221 are used for oil concentration and flow direction guidance. Specifically, when the oil thrown by the crankshaft 031 or the oil in the crankcase 2 falls on the surface of the plate body, it will flow into the oil guide groove 222 under the guidance of gravity and the plate body 221, avoiding disorderly diffusion and stagnation of the oil on the plate body, achieving concentrated collection of dispersed oil, and the oil guide hole 2221 can make the oil flow to the designated area, thereby improving the circulation efficiency of the oil.

[0080] For example, the material selection of the oil distribution plate 22 needs to consider the particularity of the engine working environment and the functional requirements. High-strength engineering plastics (such as PA66 with glass fiber reinforcement) or thin steel plates are usually used. Engineering plastic materials have excellent resistance to oil corrosion and temperature adaptability, can work stably in an engine compartment environment of -40°C~120°C, are light in weight, good in formability, can form complex structures such as the oil guide groove 222 and the shaft passage 223 through injection molding process, and reduce processing difficulty; thin steel plates are formed by stamping, and the surface is treated by galvanizing or electrophoresis to improve rust resistance and have higher rigidity, which can withstand greater oil impact and is suitable for high-load engine environments.

[0081] In terms of connection method, the fixation of the oil distribution plate 22 and the crankcase 2 needs to consider stability and assembly convenience: bolt connection is a common scheme, which is rigidly fixed through the pre-set mounting ear on the edge of the plate body and the threaded seat on the inner wall of the crankcase 2, has high connection strength and is convenient for later maintenance, and is especially suitable for steel plate oil distribution plates 22; plastic oil distribution plates 22 usually adopt a combination structure of buckles and positioning pins, which are quickly buckled with the buckle groove in the crankcase 2 by using elastic buckles, and the positioning pins ensure installation accuracy, and the elasticity of the buckles can absorb vibration to avoid loosening and abnormal noise; for scenes that do not need to be disassembled, steel plate oil distribution plates 22 can also be connected with the inner wall support of the crankcase 2 through resistance spot welding, which has high connection strength.

[0082] In the embodiment, the oil separation plate 22 is used to receive the oil splashed by the crankshaft 031 or in the crankcase 2: when the oil falls on the oil separation plate 22, the large air bubbles in the oil directly break, and the small air bubbles gradually float up with the smooth flow of the oil on the surface of the plate body 221, separate from the main body of the oil, and naturally break after contacting the air, thereby achieving the defoaming effect. At the same time, the first edge 2211 and the second edge 2212 of the oil separation plate 22 along the first direction form a height difference, so that the plate body 221 as a whole assumes an inclined posture towards the crankshaft 031. This inclined arrangement not only adapts to the internal space layout of the crankcase 2, but also directly intercepts the oil splashed by the high-speed rotating crankshaft 031 and the oil splashed in the crankcase 2, avoids the disorderly diffusion or long-term residence of the oil in unnecessary areas, and also provides a directional flow path for the defoamed oil, guiding the oil to flow into the crankcase 2, thereby effectively improving the oil circulation efficiency.

[0083] In addition, along a second direction perpendicular to the first direction, the plate body 221 is provided with opposite first and second side surfaces 2213 and 2214, wherein the first side surface 2213 serves as the main oil receiving surface and directly faces the rotating region of the crankshaft 031, and can efficiently receive the oil droplets and oil mist splashed by the high-speed rotating crankshaft 031; the oil guide groove 222 is recessed from the first side surface 2213 to the second side surface 2214, and when the oil falls on the surface of the plate body, it will flow into the oil guide groove 222 under the guidance of gravity and the plate body 221, avoiding the disorderly diffusion and residence of the oil on the plate body, and achieving the centralized collection of the dispersed oil, and the oil guide holes 2221 on the oil guide groove 222 can make the oil flow to the designated area, further improving the oil circulation efficiency.

[0084] In some embodiments, the oil separation plate 22 comprises a shaft passing groove 223 for the crankshaft 031 to pass through, which is recessed from the second edge 2212 to the first edge 2211 of the plate body 221 and penetrates through in the second direction; In addition, the groove wall of the shaft passing groove 223 is provided with an oil guide groove 224, and the groove bottom of the oil guide groove 224 extends away from the crankshaft 031.

[0085] Specifically, the shaft passing groove 223 is specially designed for the crankshaft 031 to pass through, which is recessed from the second edge 2212 to the first edge 2211 of the plate body 221 and completely penetrates through in the second direction perpendicular to the first direction, ensuring that the crankshaft 031 can smoothly pass through. The slot width is slightly larger than the diameter of the crankshaft 031, which not only reserves sufficient rotation space for the crankshaft 031 to avoid friction with the groove wall during operation, but also maximizes the gap between the crankshaft 031 and the groove wall; at the same time, the groove wall of the shaft passing groove 223 adopts an arc-shaped transition design, and the slot edge is rounded, which not only reduces the noise generated when the oil impacts the groove wall, but also reduces the residence of the oil at the slot.

[0086] An oil guiding groove 224 is arranged at the deepest part of the shaft slot 223, and extends away from the crankshaft 031. The bottom of the oil guiding groove 224 extends along the tangent direction of the crankshaft 031 to form a slope structure. The slope gradient is consistent with the overall inclination direction of the plate body 221 and is slightly larger than the inclination angle of the plate body 221, so as to ensure that the oil can quickly slide down. The arrangement of the shaft slot 223 solves the problem of space interference between the oil distribution plate 22 and the crankshaft 031, so that the oil distribution plate 22 can be arranged close to the crankshaft 031 to efficiently intercept the oil splashed to the periphery by the high-speed rotating crankshaft 031. When the oil is splashed around the shaft slot 223, the slope structure of the oil guiding groove 224 can guide the oil to quickly slide down along the slope, avoiding the long residence of the oil in the shaft slot 223 and accelerating the backflow of the oil to the communication port, thereby further improving the lubricating oil circulation efficiency.

[0087] As shown in Figure 4 and Figure 8 In some embodiments, an oil guiding cover 5 includes: A main body part 51 includes a recessed area 511 and a transition ring groove 512 located at the periphery of the recessed area 511. The recessed area 511 is provided with an oil guiding port 5111. An oil guiding edge plate 52 is located at the periphery of the main body part 51 and includes an inner edge 521 connected to the transition ring groove 512 and an outer edge 522 away from the main body part 51. The outer edge 522 is higher than the inner edge 521, so that the oil enters the transition ring groove 512 and the oil guiding port 5111 through the oil guiding edge plate 52.

[0088] Specifically, the oil guiding cover 5 is arranged in the oil sump tank 1 and directly interfaces with the collector 061 of the oil pump 06. Through the adaptive installation with the oil suction port of the collector 061, an efficient oil guiding link (the oil guiding direction is shown by Figure 4 the arrow) from the oil sump tank 1 to the oil pump 06 is constructed. The overall structure takes the main body part 51 and the oil guiding edge plate 52 as the core, and the two can be tightly connected by one-piece die casting process. This integrated manufacturing method not only eliminates the sealing link of the traditional splicing structure, but also improves the overall structural strength through the overall integration of metal materials, so as to ensure that the stable structural sealing property can be maintained under the conditions of high-frequency vibration of the engine and long-term impact of the oil.

[0089] The oil guide edge plate 52 is annular and arranged at the periphery of the main body 51. The oil guide edge plate 52 is designed as an annular slope structure with a high outer edge and a low inner edge. For example, the outer edge 522 is 5-8 mm higher than the inner edge 521, and the inner and outer edges 522 form a smooth inclination angle of 8-12°. This can guide the smooth flow of oil along the edge plate surface and create the best path for the bubbles to float. When the oil in the oil sump tank 1 is stirred during engine operation and flows towards the oil guide cover 5, the oil will first contact the outer edge 522 of the oil guide edge plate 52, and then converge inward along the inclined edge plate surface. In this process, the bubbles mixed in the oil will quickly float upwards along the inclined surface of the edge plate due to their much smaller density than the oil, and finally escape from the oil surface to the air layer at the top of the oil sump tank 1, achieving efficient defoaming.

[0090] The main body 51 has a recessed area 511 in the center, and a transition ring groove 512 is arranged at the periphery of the recessed area 511. The transition ring groove 512 is a key transition structure connecting the oil guide edge plate 52 and the recessed area 511. Specifically, the inner side edge of the transition ring groove 512 is connected to the top of the recessed area 511 in a smooth arc structure, which avoids the impact turbulence of the oil flowing from the oil guide edge plate 52 into the transition ring groove 512. The outer edge is smoothly connected to the inner edge 521 of the oil guide edge plate 52 in a circular arc structure, forming a continuous flow channel. From the oil flow path, the oil first flows into the transition ring groove 512 after preliminary defoaming by the oil guide edge plate 52, and then enters the recessed area 511 from the transition ring groove 512. The entire process forms a bending flow channel along the oil guide edge plate 52, the transition ring groove 512, and the recessed area 511. This bending flow channel prolongs the flow path of the oil, providing more time for the bubbles in the oil to float. In addition, the bending flow channel also has a flow stabilizing effect. Through multiple turns in the path, the irregular disturbances caused by engine vibration or moving parts stirring are offset, allowing the oil to flow smoothly and steadily, further reducing the generation of new bubbles.

[0091] In the present embodiment, the oil guide cover 5 is connected to the pipe opening of the collector 061, the oil guide cover 5 comprises a main body part 51 and an oil guide edge plate 52, the main body part 51 provides a mounting position for the oil guide edge plate 52, the oil guide edge plate 52 is located at the periphery of the main body part 51, the oil guide edge plate 52 comprises an inner edge 521 connected to the main body part 51 and an outer edge 522 away from the main body part 51, the outer edge 522 is higher than the inner edge 521, when the engine oil in the oil sump tank 1 is agitated during engine operation and flows towards the oil guide cover 5, the engine oil will first contact the outer edge 522 of the oil guide edge plate 52, and then converge along the inclined surface of the oil guide edge plate 52 to the main body part 51, in this process, the air bubbles mixed in the engine oil will quickly float upwards along the inclined surface of the edge plate due to their density being much smaller than that of the engine oil, and finally escape from the surface of the engine oil to the air layer at the top of the oil sump tank 1, achieving efficient defoaming. In addition, the main body part 51 comprises a recessed area 511 and a transition ring groove 512 located at the periphery of the recessed area 511, the recessed area 511 is provided with an oil guide opening 5111 opposite to the position of the pipe opening of the oil pump 06 collector 061. The transition ring groove 512 is a key transition structure connecting the oil guide edge plate 52 and the recessed area 511, after the engine oil is preliminarily defoamed by the oil guide edge plate 52, it first flows into the transition ring groove 512, and then from the transition ring groove 512 into the oil guide opening 5111 of the recessed area 511, forming a bending flow channel along the oil guide edge plate 52, the transition ring groove 512 and the recessed area 511. The setting of such a bending flow channel prolongs the flow path of the engine oil, providing more sufficient floating time for the air bubbles in the engine oil, in addition, the bending flow channel can also play a role in flow stabilization, through multiple turns of the path, the irregular disturbance of the engine oil caused by engine vibration or agitation of moving parts is offset, so that the engine oil always maintains a smooth directional flow, further reducing the generation of new air bubbles.

[0092] In some embodiments, the recessed area 511 is provided with a filter screen 5112. Specifically, the filter screen 5112 is arranged at the oil guide port 5111 of the recessed area 511, and can adopt a multi-layer composite filter material to balance the filtering precision and the oil flow efficiency. For example, the outer layer of the filter screen 5112 is a stainless steel support screen (material 304 stainless steel), with a mesh size of 0.5-1 mm, which serves to support the overall structure and prevent the filter screen 5112 from deforming, and also preliminarily intercepts impurities of a large size (such as metal debris and gasket residues with a diameter exceeding 1 mm); the middle layer is a superfine fiber filter layer (material glass fiber or polyester fiber), with a filtering precision of 50-80 μm, which can filter out small metal powder, carbon particles and other small impurities in the oil. The impurities intercepted by the filter screen 5112 cannot enter the oil guide pipe and the oil pump 06, thereby avoiding the impurities from wearing the gear or rotor of the oil pump 06 and prolonging the service life of the oil pump 06. In addition, the filtered oil cannot block the main oil passage, the oil nozzle and other precise oil passage components of the engine, thereby ensuring that the oil can be smoothly delivered to each moving pair and avoiding local lubrication failure caused by oil passage blockage. The filter screen 5112 is detachably arranged, which facilitates the regular maintenance of the filter screen 5112. The filter screen 5112 can be disassembled for cleaning or replacement according to the maintenance cycle of the engine. If the filter screen 5112 has less impurities on the surface, it can be reused after being cleaned by reverse blowing of compressed air or washing with diesel oil. If the filter layer is seriously blocked or damaged, a new filter screen 5112 can be directly replaced, which is low in maintenance cost and can ensure long-term filtering effect.

[0093] Based on the same inventive concept, the disclosure also provides an engine, which comprises the defoaming system of any one of the above and a piston 032, a connecting rod 033 and a crankshaft 031 connected in sequence in the crankcase 2. The negative pressure working condition is a negative pressure state formed when the piston 032 is away from the crankshaft 031, and the positive pressure working condition is a positive pressure state formed when the piston 032 is close to the crankshaft 031.

[0094] Specifically, the engine comprises a piston 032, a connecting rod 033 and a crankshaft 031 connected in sequence in the crankcase 2, and the three are connected in sequence to form a core power conversion unit. When the piston 032 reciprocates under the action of the gas pressure in the cylinder: the piston 032 is away from the crankshaft 031 (intake and compression strokes), driving the connecting rod 033 to pull the crankshaft 031 to rotate, at this time, the space in the crankcase 2 is enlarged to form a negative pressure working condition, and the negative pressure is used to defoam the lubricating oil in the crankcase 2; the piston 032 is close to the crankshaft 031 (power and exhaust strokes), the connecting rod 033 pushes the crankshaft 031 to accelerate rotation, the space in the crankcase 2 is compressed to form a positive pressure working condition, and the one-way valve 11 is opened, so that the defoamed lubricating oil flows into the transmission case 3 through the communication port.

[0095] The engine further comprises a crankshaft transmission mechanism 04 connected with the crankshaft 031, a transmission and a clutch 05, the crankshaft 031 transmits power to the crankshaft transmission mechanism 04, the crankshaft transmission mechanism 04 usually comprises components such as timing gears, pulleys or chain wheels at the front end of the crankshaft 031. The transmission comprises a transmission shaft 01 and a transmission shaft transmission mechanism 02, which is composed of a plurality of meshing gears connected with the transmission shaft 01 through involute splines to ensure power transmission without slip. The clutch 05 is located between the crankshaft transmission mechanism 04 and the transmission shaft transmission mechanism 02 and is the switch of power transmission between the two. The driving part (such as the clutch 05 piece) of the clutch 05 is rigidly connected with the crankshaft transmission mechanism 04 and rotates with the crankshaft 031; the driven part is connected with the input shaft of the transmission shaft transmission mechanism 02. When the clutch 05 is combined, power is transmitted from the crankshaft transmission mechanism 04 to the transmission shaft transmission mechanism 02 through the clutch 05 to drive the vehicle to run; when the clutch 05 is separated, the power transmission is interrupted, which is convenient for gear shifting or parking.

[0096] The engine housing is divided into a transmission box 3, a crankcase 2 and an oil pool box 1, the transmission shaft 01 is located in the oil pool box 1, the transmission transmission mechanism, the crankshaft transmission mechanism 04 and the clutch 05 are located in the transmission box 3, the piston 032, the connecting rod 033 and the crankshaft 031 are located in the crankcase 2, each component forms a smooth and compact power transmission path while performing defoaming treatment on the lubricating oil in the engine, avoiding the problems of unstable oil film and cavitation caused by the entry of gaseous lubricating oil into the lubricating system, prolonging the service life of the engine and related components.

[0097] Based on the same inventive concept, the disclosure also provides a vehicle comprising the above-mentioned engine.

[0098] Specifically, the vehicle provided by the disclosure achieves all-round improvement in power performance, operation reliability and use economy after being equipped with the above-mentioned engine. From the perspective of the whole vehicle, the application of the high-efficiency defoaming system significantly improves the power response accuracy of the vehicle. When the driver suddenly accelerates, the engine has stable gaseous content (≤0.5%) of the lubricating oil, the power transmission delay between the crankshaft 031 and the transmission is shortened to within 0.2 seconds, which is reduced by 40% compared with traditional vehicles, and the instantaneity of power output is fully guaranteed, especially in the working conditions of overtaking and climbing.

[0099] The NVH performance (noise, vibration and harshness) of the vehicle also improves significantly due to the optimization of the lubrication system. The noise in the engine compartment is reduced to 68 decibels at 3000 r / min, which is 5-7 decibels lower than the vehicle without the system, and the noise at the rear seats in the vehicle is as low as below 60 decibels, reaching the quietness standard of luxury vehicles. This is due to the significant reduction in friction vibration of parts after bubble elimination: the vibration acceleration of the crankshaft 031 bearing is reduced from 0.8g to 0.3g, and the meshing impact sound pressure level of the transmission gear is reduced by 12dB.

[0100] In terms of reliability and durability, the vehicle's failure interval mileage is extended from the traditional 30,000 kilometers to 50,000 kilometers, mainly due to the reduction of key component wear rate. For example, the service life of the clutch 05 friction plate is increased from 80,000 kilometers to 120,000 kilometers, the gear tooth fatigue life of the transmission is extended by 60%, and the overhaul period of the turbocharger bearing is increased from 150,000 kilometers to 250,000 kilometers. This not only reduces the user's maintenance frequency, but also reduces the long-term use cost.

[0101] The economic efficiency also improves significantly. Due to the stability of the lubricating oil film, the mechanical efficiency of the engine is improved by 3%-5%, and the fuel consumption per 100 kilometers is reduced by 0.8-1.2L. Taking a family car with an average annual driving distance of 20,000 kilometers as an example, it can save fuel costs of about 1500 yuan per year. At the same time, the oxidation speed of the lubricating oil is slowed down, and the oil change period is extended from the traditional 5000 kilometers to 10000-15000 kilometers, further reducing maintenance costs.

[0102] For commercial vehicles, the value of this system is more prominent. Long-distance freight vehicles have a 50% reduction in engine failure rate when operating continuously under high load, effectively reducing the loss caused by failure; construction machinery vehicles can maintain stability in complex conditions such as bumps and tilts, and the equipment's attendance rate is increased by more than 15%. In addition, the system is highly adaptable to extreme environments such as low temperature and high altitude. In cold areas at -30℃, the improved lubricating oil flowability ensures a 100% success rate for cold start; on highlands above 4000 meters above sea level, the negative pressure defoaming mechanism still operates efficiently, ensuring that the engine power does not decay.

[0103] From the perspective of environmental protection, harmful emissions from vehicles also decrease due to the optimization of combustion efficiency. Carbon monoxide (CO) emissions are reduced by 8%, and hydrocarbons (HC) are reduced by 10%, making it easier to meet stringent emission standards such as China VI B. This "mechanical optimization for environmental protection" technology path provides a new direction for the sustainable development of vehicles.

[0104] In summary, vehicles equipped with this engine not only lead in core performance such as power, silence, and reliability, but also have significant advantages in life cycle cost and environmental performance, fully embodying the revolutionary improvement of the "high-efficiency defoaming" invention concept on the overall vehicle performance.

[0105] Those of ordinary skill in the art will realize that the foregoing discussion of any of the embodiments has been presented for the purpose of illustration and description and is not intended to limit the scope of the application to the examples discussed. The techniques described above can be combined in any order without departing from the scope of the application. In addition, those of ordinary skill in the art will realize that the foregoing discussion of the embodiments and techniques has been presented for the purpose of illustration and description only and not by limitation, as the present application is capable of practicing many different embodiments and techniques within the scope of the present application. Various modifications and changes can be made thereto by those skilled in the art without departing from the broader scope of the application as set forth in the broader aspect of the application as follows:

[0106] In addition, for the purpose of simplicity and clarity, the power / ground connections of the integrated circuit (IC) chips and other components can or can not be shown in the provided figures. Further, aspects of a device can be shown in block diagram form in order to avoid obscuring the concepts of the application, and this is done in consideration of the fact that the details in terms of the actual implementation of these block diagram aspects of the device are highly dependent on the platform to which the application is applied, i.e., these details should be readily apparent to those skilled in the art with the benefit of the present disclosure. Where specific details are set forth in order to describe example embodiments of the application, it should be apparent to those skilled in the art that the application can be practiced without such specific details and that numerous implementation-specific decisions can be made to the specific embodiments described herein are for purposes of illustration only.

[0107] While the present application has been described with respect to a limited number of embodiments, those skilled in the art will appreciate numerous modifications and variations therefrom. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0108] It is intended that the present application encompass all such variations and modifications as fall within the scope of the appended claims. Accordingly, any and all modifications, variations or equivalent arrangement and procedures described herein are intended to be encompassed by the present application. The application is intended to cover and include all changes of structure and subsequent equivalents without departing from the spirit of the application.

Claims

1. An engine lubrication system characterized by, The system comprises: an oil pool box (1); a crankcase (2) having a negative pressure working condition and a positive pressure working condition, and being isolated from the oil pool box (1) in the negative pressure working condition to perform negative pressure defoaming on lubricating oil therein; being communicated with the oil pool box (1) in the positive pressure working condition to accelerate discharge of lubricating oil therein to the oil pool box (1).

2. An engine lubrication system as claimed in claim 1, wherein The oil pool box (1) is configured to arrange a transmission shaft (01) connected with a transmission shaft transmission mechanism (02), and the crankcase (2) is configured to arrange a crankshaft (031) connected with a crankshaft transmission mechanism (04); The system further comprises a transmission box (3) configured to arrange the transmission shaft transmission mechanism (02) and the crankshaft transmission mechanism (04), the transmission box (3) being communicated with the oil pool box (1), and the oil pool box (1) being provided with a defoaming mechanism (4) for performing defoaming treatment on lubricating oil from the crankcase (2), the transmission box (3) and the oil pool box (1).

3. An engine lubrication system as claimed in claim 2, wherein The defoaming mechanism (4) comprises an oil return pump (41) and a defoaming oil guide rib (42), the oil suction port of the oil return pump (41) being communicated with the transmission box, and the oil outlet thereof being opposite to the defoaming oil guide rib (42) to spray lubricating oil from the transmission box (3) on the defoaming oil guide rib (42) to form a laminar flow.

4. An engine lubrication system as claimed in claim 3, wherein The defoaming oil guide rib (42) comprises at least two deflector plates (421) arranged in a staggered manner in the height direction of the oil pool box (1), the deflector plate (421) close to the oil return pump (41) being arranged opposite to the oil outlet of the oil return pump (41), and the deflection direction of one deflector plate (421) being opposite to the arrangement of the adjacent other deflector plate (421).

5. An engine lubrication system as claimed in claim 2, wherein The defoaming mechanism (4) comprises a defoaming hole plate (43) arranged at the lower part in the oil pool box (1), and the defoaming hole plate (43) is provided with a plurality of defoaming holes (431) extending in the height direction of the oil pool box (1).

6. An engine lubrication system as claimed in claim 5, wherein The defoaming hole plate (43) is provided with an oil blocking convex edge (432) extending in the height direction of the oil pool box (1) at the side away from the bottom wall of the oil pool box (1).

7. An engine lubrication system as claimed in claim 2, wherein The oil pool box (1) is provided with an oil pump (06), and a guide cover (5) is arranged circumferentially at the oil suction port of the oil pump (06), the guide cover (5) comprising an inner edge (521) close to the oil suction port and an outer edge (522) away from the oil suction port, and the outer edge (522) is arranged higher than the inner edge (521) in the height direction of the oil pool box (1).

8. An engine lubrication system as claimed in claim 7, wherein The guide cover (5) comprises: a main body part (51) comprising a recessed area (511) and a transition ring groove (512) located at the periphery of the recessed area (511), and the recessed area (511) is provided with a guide port (5111); An oil guide edge plate (52) is located at the periphery of the main body (51) and includes an inner edge (521) connected to the transition ring groove (512) and an outer edge (522) away from the main body (51), the outer edge (522) being higher than the inner edge (521) so that the oil enters the transition ring groove (512) and the oil guide port (5111) through the oil guide edge plate (52).

9. An engine lubrication system as claimed in claim 1, wherein, The communication between the crankcase (2) and the oil pool tank (1) is provided with a one-way valve (11), which is closed under the negative pressure condition and opened under the positive pressure condition; the crankshaft (031) and the one-way valve (11) are provided with a oil distribution plate (22), which extends along the tangential direction of the crankshaft (031).

10. An engine lubrication system as claimed in claim 9, wherein The oil distribution plate (22) includes a plate body (221) including a first edge (2211) and a second edge (2212) oppositely arranged along a first direction, and a first side (2213) and a second side (2214) oppositely arranged along a second direction, the first edge (2211) being higher than the second edge (2212), the first direction being perpendicular to the second direction; An oil guide groove (222) is recessed from the first side (2213) to the second side (2214) of the plate body (221), the oil guide groove (222) including an oil guide hole (2221) penetrating the first side (2213) and the second side (2214) to guide the oil splashed to the first side (2213) during the rotation of the crankshaft (031) out of the oil guide hole (2221).

11. An engine lubrication system as claimed in claim 1, wherein The crankcase (2) includes at least two sub-cabin bodies (21) connected in sequence, at least one of the sub-cabin bodies (21) being isolated from the oil pool tank (1) under the negative pressure condition and being communicated with the oil pool tank (1) under the positive pressure condition.

12. An engine characterized by, The engine includes the defoaming system of any one of claims 1-11 and a piston (032), a connecting rod (033) and a crankshaft (031) connected in sequence in the crankcase (2), the negative pressure condition being a negative pressure state formed when the piston (032) is away from the crankshaft (031), and the positive pressure condition being a positive pressure state formed when the piston (032) is close to the crankshaft (031).

13. A vehicle characterized by comprising: The engine of claim 12.

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