Engine and vehicle comprising same

Abstract

An engine and a vehicle comprising same. The engine comprises a main cylinder body (10), end covers (30), a timing cover (50), and an oil pan (60), wherein a left cylinder body (101) and a right cylinder body (102) of the main cylinder body are arranged in the left-right direction; the left cylinder body and the right cylinder body define a crankshaft cavity (20); the left cylinder body and the right cylinder body are each provided with a combustion chamber (11) extending in the horizontal direction; the end covers comprise a left cylinder cover (301) provided on the left side of the left cylinder body and a right cylinder cover (302) provided on the right side of the right cylinder body; the timing cover is located on one side of the main cylinder body and is fixed to at least one of the left cylinder body, the right cylinder body, the left cylinder cover and the right cylinder cover; the oil pan is arranged on the lower portion of the main cylinder body and is communicated with the crankshaft cavity.

Description

Engine and vehicle having the same

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese patent application No. 2023117600558, filed on December 19, 2023, entitled “Engine and Vehicle Having Same,” the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present application relates to the technical field of engines, and in particular to an engine and a vehicle having the same. Background Art

[0004] In the related art, the engine has a large size in the height direction of the vehicle, which results in a high center of gravity of the engine. This affects the driving stability of the vehicle when the vehicle is driving.

[0005] Summary of the Invention

[0006] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present application is to provide an engine with a lower overall height and a shorter length, thereby lowering the center of gravity of the engine to improve the driving stability of the vehicle.

[0007] The present application further proposes a vehicle having the above engine.

[0008] The engine according to the present application includes: a main cylinder block, an end cover, a timing cover and an oil pan, the main cylinder block includes a left cylinder block and a right cylinder block, the left cylinder block and the right cylinder block are arranged along the left and right sides, the left cylinder block and the right cylinder block define a crankshaft cavity, the left cylinder block and the right cylinder block are both provided with a combustion chamber, and the combustion chamber extends in a horizontal direction, the end cover includes a left cylinder head and a right cylinder head, the left cylinder head is arranged on the left side of the left cylinder block, and the right cylinder head is arranged on the right side of the right cylinder block, the left cylinder head and the right cylinder head are both provided with a first chamber and a second chamber connected to the corresponding combustion chamber, the first chamber is used to place an injector, and the second chamber is used to place a spark plug, the timing cover is located on one side of the main cylinder block and is fixed to the left cylinder block, the right cylinder block, the left cylinder head and the right cylinder head, and the oil pan is arranged at the lower part of the main cylinder block and is connected to the crankshaft cavity.

[0009] According to the engine of the present application, the left cylinder block and the right cylinder block are arranged along the left and right sides to define a crankshaft cavity between the left cylinder block and the right cylinder block. In this way, the left cylinder block and the right cylinder block are distributed on both sides of the crankshaft in the horizontal direction, so that the engine is formed into a horizontally opposed engine, thereby making the overall height of the engine lower and the length shorter, and thus making the center of gravity of the engine lower, so as to improve the driving stability of the vehicle during driving.

[0010] The vehicle according to the present application includes the engine described in any one of the above embodiments.

[0011] The advantages of the vehicle and the above-mentioned engine over the prior art are the same and will not be repeated here.

[0012] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] FIG1 is a schematic diagram of an engine according to some embodiments of the present application;

[0014] FIG2 is a schematic diagram of the engine shown in FIG1 from another perspective;

[0015] FIG3 is a front view of the engine shown in FIG1 ;

[0016] FIG4 is a rear view of the engine shown in FIG1 ;

[0017] FIG5 is a top view of the engine shown in FIG1 ;

[0018] FIG6 is a bottom view of the engine shown in FIG1;

[0019] FIG7 is a left side view of the engine shown in FIG1;

[0020] FIG8 is a right side view of the engine shown in FIG1;

[0021] FIG9 is a schematic diagram of a cylinder block of the engine shown in FIG1 ;

[0022] FIG10 is a schematic diagram of the cylinder shown in FIG1 from another perspective;

[0023] FIG11 is a schematic diagram of the cylinder shown in FIG1 from another perspective;

[0024] FIG12 is a front view of the cylinder shown in FIG1;

[0025] FIG13 is a top view of the cylinder shown in FIG1 ;

[0026] FIG14 is a rear view of the cylinder shown in FIG1;

[0027] FIG15 is a left side view of the cylinder shown in FIG1;

[0028] Figure 16 is a bottom view of the cylinder shown in Figure 1;

[0029] FIG17 is a right side view of the cylinder shown in FIG1;

[0030] FIG18 is a cross-sectional view taken at AA in FIG12;

[0031] FIG19 is a cross-sectional view at BB in FIG13;

[0032] FIG20 is a cross-sectional view of CC in FIG15;

[0033] FIG21 is a schematic diagram of the left cylinder head of the engine shown in FIG1 ;

[0034] FIG22 is a right side view of the left cylinder head shown in FIG21;

[0035] FIG23 is a left side view of the left cylinder head shown in FIG21;

[0036] FIG24 is a cross-sectional view at DD in FIG23;

[0037] FIG25 is a cross-sectional view of a point EE in FIG23;

[0038] FIG26 is a cross-sectional view at FF in FIG23;

[0039] FIG27 is a schematic diagram of the right cylinder head of the engine shown in FIG1 ;

[0040] FIG28 is a left side view of the right cylinder head shown in FIG27;

[0041] FIG29 is an assembly diagram of the water jacket and the upper exhaust passage of the right cylinder head shown in FIG28;

[0042] FIG30 is a schematic diagram of the water jacket and the upper exhaust channel shown in FIG29 from another perspective;

[0043] FIG31 is a schematic diagram of the water jacket and the upper exhaust passage shown in FIG29 from another perspective;

[0044] FIG32 is a schematic diagram of the water jacket shown in FIG29;

[0045] FIG33 is a schematic diagram of the upper water jacket shown in FIG32;

[0046] FIG34 is a schematic diagram of the lower water jacket shown in FIG32;

[0047] FIG35 is a right side view of the right cylinder head shown in FIG27;

[0048] FIG36 is a cross-sectional view of a portion GG in FIG31;

[0049] FIG37 is a cross-sectional view at point HH in FIG31;

[0050] FIG38 is a cross-sectional view of point II in FIG31;

[0051] FIG39 is a schematic diagram of the timing cover shown in FIG1;

[0052] FIG40 is a front view of the timing cover shown in FIG39;

[0053] FIG41 is a side view of the timing cover shown in FIG39;

[0054] FIG42 is a schematic diagram of the oil pan shown in FIG1 ;

[0055] FIG43 is a schematic diagram showing the connection between the cylinder block lubricating oil passage and the cylinder head lubricating oil passage of the engine according to an embodiment of the present application;

[0056] FIG44 is a schematic diagram of the lubrication system principle of an engine according to an embodiment of the present application;

[0057] FIG45 is a schematic diagram of the oil sump oil return principle of the engine according to an embodiment of the present application;

[0058] Figure 46 is a schematic diagram of a vehicle according to an embodiment of the present application.

[0059] Reference Signs: Vehicle 1000; Engine 100; Left-Right Direction X; Fore-Front Direction Y; Up-Down Direction Z; Main Cylinder 10; Left Cylinder 101; Left Cylinder First Oil Return Port 1011; Left Cylinder Second Oil Return Port 1012; Right Cylinder 102; Right Cylinder First Oil Return Port 1021; Right Cylinder Second Oil Return Port 1022; Combustion Chamber 11; Cylinder Cooling Water Channel 12; First Converging Chamber 121; Second Converging Chamber 122; Branch Flow Channel 123; Connecting Channel 1231; Engine Water Inlet 13; Cylinder Water Inlet 14; Cylinder Water Outlet 15; Cylinder Lubricating Oil Passage 16; Cylinder Oil Inlet 160; Oil Inlet Passage 161; Oil Filter Inlet 1611; Oil Filter Outlet 1612; Connecting oil passage 162; first port 1621; second port 1622; oil cooler oil inlet 1623; oil cooler oil outlet 1624; cylinder main oil passage 163; third port 1631; crankshaft bore oil groove 164; nozzle oil passage 165; oil guide passage 166; tensioner oil passage 167; cylinder oil inlet 17; first oil passage 18; connecting hole 19; crankshaft chamber 20; end cover 30; left cylinder head 301; right cylinder head 302; first chamber 31; second chamber 32; lower intake passage 33; intake valve 331; intake oil passage 332; upper exhaust passage 34; exhaust valve 341; exhaust oil passage 342; cylinder head cooling water channel 35; upper water jacket 35a; lower water jacket 35b; cylinder head water inlet 351; cylinder head water outlet 352; Cylinder head oil hole 36; cylinder head oil passage 360; cylinder head blowby hole 361, cylinder head oil return port 362; cylinder head oil return port 3011 located on the front side of the left cylinder head; cylinder head oil return port 3012 located on the rear side of the left cylinder head; cylinder head oil return port 3021 located on the front side of the right cylinder head; cylinder head oil return port 3022 located on the rear side of the right cylinder head; bolt hole 37; injector 41; spark plug 42; timing cover 50; fixing hole 501; reinforcement rib 502; second oil passage 51; third oil passage 52; oil pan 60, water inlet channel 61; water outlet port 611; pan oil return port 62; pan oil return port 621 located on the front side of the oil pan; pan oil return port 622 located on the rear side of the oil pan; Main oil pump 80; first return oil pump 81; second return oil pump 82; third return oil pump 83; fourth return oil pump 84; oil pot 91; centrifugal separation mechanism 911; oil filter 92; oil cooler 93; variable valve timing system 94; supercharger 95; tensioner 96. DETAILED DESCRIPTION

[0060] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application.

[0061] The engine 100 according to some embodiments of the present application includes a main cylinder 10 .

[0062] The main cylinder body 10 includes a left cylinder body 101 and a right cylinder body 102, which are arranged along the left and right sides. The left cylinder body 101 and the right cylinder body 102 define a crankshaft cavity 20. The left cylinder body 101 and the right cylinder body 102 are both provided with a combustion chamber 11, which extends in the horizontal direction.

[0063] As shown in Figures 9 to 17, the main cylinder body 10 includes a left cylinder body 101 and a right cylinder body 102. The left cylinder body 101 and the right cylinder body 102 are arranged in the left-right direction, and a crankshaft chamber 20 is defined between the left cylinder body 101 and the right cylinder body 102. In some embodiments, the fixing method of the left cylinder body 101 and the right cylinder body 102 includes but is not limited to welding, bolt connection, or clamping.

[0064] The crankshaft is rotatably mounted in the crankshaft cavity 20, and both the left cylinder block 101 and the right cylinder block 102 are provided with a combustion chamber 11. There may be multiple combustion chambers 11. For example, the left cylinder block 110 is provided with two combustion chambers 11, and the right cylinder block 102 is provided with two combustion chambers 11. The four combustion chambers 11 are spaced apart and distributed along the axial direction of the crankshaft, and each combustion chamber 11 extends in a horizontal direction. In some embodiments, a piston is respectively provided in each combustion chamber 11, and the piston is connected to the crankshaft through a connecting rod. In this way, the piston can move along the extension direction of the combustion chamber 11 to drive the crankshaft to rotate.

[0065] In some embodiments, as shown in FIG17 , both the left cylinder block 101 and the right cylinder block 102 are provided with a cylinder block cooling water path 12 .

[0066] Therefore, by providing the cylinder cooling water channel 12, the cooling water can exchange heat with the cylinder when flowing through the cylinder cooling water channel 12, thereby taking away the heat of the cylinder, thereby ensuring that the temperature of the working environment of the cylinder is more stable.

[0067] In some embodiments, as shown in FIG. 15 and FIG. 17 , the cylinder cooling water channel 12 is disposed around the combustion chamber 11 .

[0068] Therefore, by setting the cylinder cooling water channel 12 around the combustion chamber 11, the cooling water can exchange heat with the combustion chamber 11 when flowing through the cylinder cooling water channel 12, thereby taking away the heat of the combustion chamber 11, so that the combustion chamber 11 can be cooled down quickly to avoid safety hazards caused by excessive temperature of the combustion chamber 11.

[0069] In some embodiments, as shown in FIG. 15 and FIG. 17 , the left cylinder 101 and the right cylinder 102 are both provided with a plurality of combustion chambers 11 , and the cylinder cooling water path 12 includes a first confluence cavity 121 , a second confluence cavity 122 and a plurality of diversion branches 123 .

[0070] The first confluence chamber 121 is located below the multiple combustion chambers 11, and the second confluence chamber 122 is located above the multiple combustion chambers 11. The bottom wall of the first confluence chamber 121 is provided with an engine water inlet 13, and the top wall of the first confluence chamber 121 is provided with multiple cylinder water inlets 14 (as shown in Figure 17). The multiple cylinder water inlets 14 are respectively connected to multiple diversion branches 123, each diversion branch 123 is arranged around the corresponding combustion chamber 11, and each diversion branch 123 is connected to the second confluence chamber 122. The second confluence chamber 122 is provided with a cylinder water outlet 15 (as shown in Figures 13 and 17).

[0071] In some embodiments, as shown in Figure 17, the dotted line with an arrow in the figure indicates the flow direction of the cooling water. The cooling water can enter the first confluence chamber 121 through the engine water inlet 13 and be temporarily stored in the first confluence chamber 121. Then, the cooling water in the first confluence chamber 121 enters the multiple diversion branches 123 through the multiple cylinder water inlets 14 respectively, so as to exchange heat with the corresponding multiple combustion chambers 11 through the multiple diversion branches 123. Then, the cooling water in the multiple diversion branches 123 flows to the second confluence chamber 122 and flows out of the cylinder through the cylinder water outlet 15. In this way, heat exchange of the cylinder can be achieved.

[0072] In some embodiments, as shown in FIG17 , when two combustion chambers 11 are provided on the cylinder 102 , the first two combustion chambers 11 are respectively provided with a cylinder water inlet 14 and a cylinder water outlet 15 .

[0073] In some embodiments, the flow directions of the two cylinder water inlets 14 form an angle, and the flow directions of the two cylinder water inlets 14 are generally directed toward the central axis of the combustion chamber 11. Simultaneously, the flow directions of the two cylinder water outlets 15 also form an angle, and the opposite extension lines of the flow directions of the two cylinder water inlets 14 are generally directed toward the central axis of the combustion chamber 11.

[0074] It should be noted that the multiple cylinder water inlets 14 of the first confluence chamber 121 are respectively connected to the multiple diversion branches 123, that is, the multiple diversion branches 123 are connected in parallel between the first confluence chamber 121 and the second confluence chamber 122, so as to simplify the difficulty of arranging the branches, and facilitate the cooling water in the first confluence chamber 121 to flow to the multiple diversion branches 123 at the same time to cool the multiple combustion chambers 11 at the same time, thereby improving the cooling efficiency.

[0075] In some embodiments, the first confluence chamber 121 is located below the multiple combustion chambers 11, and the second confluence chamber 122 is located above the multiple combustion chambers 11, so that the cooling water can enter the first confluence chamber 121 through the engine water inlet 13 and then flow upward (overcoming the direction of gravity) to flow to the second confluence chamber 122 and then flow out from the cylinder water outlet 15. That is, the flow direction of the cooling water is opposite to the direction of gravity, so that the flow speed of the cooling water is slower so that the cooling water in the diversion branch 123 can fully exchange heat with the combustion chamber 11, thereby improving the heat exchange efficiency of the cylinder.

[0076] In some embodiments, as shown in FIG17 , the right cylinder body 102 is provided with a mounting hole for connecting and fixing with the right cylinder head 302. For example, when the right cylinder body 102 and the right cylinder head 302 are connected by bolts, the bolts can be passed through the mounting hole. In this way, the integration of the two can be improved. Similarly, the left cylinder body 101 is also provided with a fixed mounting hole for connecting with the left cylinder head 301, which will not be repeated here.

[0077] In some embodiments, as shown in FIG17 , a connecting channel 1231 is provided between two adjacent diversion branches 123 , so that the two adjacent diversion branches 123 can be connected through the connecting channel 1231 , and heat exchange in the area between the two adjacent diversion branches 123 can be achieved, thereby improving the heat exchange effect.

[0078] In any of the above embodiments, as shown in Figures 9 to 16, 42 and 44, the left cylinder body 101 and the right cylinder body 102 are both provided with a cylinder lubricating oil passage 16, and the cylinder lubricating oil passage 16 is provided with a cylinder oil inlet 160, and the cylinder oil inlet 160 is suitable for being connected to the main oil pump 80, and the cylinder lubricating oil passage 16 is connected to the oil pan 60 so that the oil pan 60 recovers the lubricating oil.

[0079] In some embodiments, as shown in FIG. 9 to FIG. 17 and FIG. 43 , the cylinder lubricating oil passage 16 includes: an oil inlet passage 161 , a connecting oil passage 162 , a cylinder main oil passage 163 and a crankshaft hole oil groove 164 .

[0080] One end of the oil inlet passage 161 is adapted to connect to the main oil pump 80, and the other end is adapted to connect to the oil filter inlet 1611. The connecting oil passage 162 is provided with a first port 1621 and a second port 1622. The first port 1621 is connected to the oil filter outlet 1612, and the second port 1622 is connected to the oil cooler inlet 1623. The main oil passage 163 is provided with a third port 1631, which is connected to the oil cooler outlet 1624. A crankshaft bore oil groove 164 surrounds the crankshaft cavity 20 and communicates with the main oil passage 163 and the crankshaft cavity 20, respectively.

[0081] In some embodiments, the main oil pump 80 pumps the lubricating oil into the oil inlet channel 161, and then the lubricating oil flows along the oil inlet channel 161 and enters the inlet of the oil filter. After being filtered by the oil filter, the lubricating oil enters the first interface 1621 of the connecting oil channel 162 through the oil outlet of the oil filter and flows along the connecting oil channel 162 and enters the oil cooler through the second interface 1622. After being cooled by the oil cooler, the lubricating oil enters the third interface 1631 through the oil cooler oil outlet 1624 and flows along the cylinder main oil channel 163. Then, the lubricating oil in the cylinder main oil channel 163 enters the crankshaft hole oil groove 164 and falls into the crankshaft cavity 20 from the crankshaft hole oil groove 164 to achieve lubrication of the crankshaft.

[0082] As a result, the lubricating oil can be filtered and cooled by the oil filter and the oil cooler in sequence and then enter the crank chamber 20 to lubricate the crankshaft, thereby ensuring the lubricating effect of the lubricating oil.

[0083] In some embodiments, as shown in FIG. 43 , the crankshaft hole oil grooves 164 are multiple and are arranged at intervals along the axial direction of the crankshaft chamber 20 .

[0084] Thus, the lubricating oil can fall on different positions of the crankshaft in its axial direction through the multiple crankshaft hole oil grooves 164, thereby increasing the lubrication area of ​​the crankshaft and further improving the lubrication effect of the crankshaft.

[0085] In some embodiments, the cylinder lubricating oil passage 16 further includes a nozzle oil passage 165 for lubricating the oil injector 41 , and the nozzle oil passage 165 is in communication with the crankshaft hole oil groove 164 .

[0086] Therefore, by providing the nozzle oil passage 165 , lubricating oil is injected toward the oil injector 41 through the nozzle oil passage 165 , thereby achieving lubrication of the oil injector 41 .

[0087] In some embodiments, as shown in FIG. 43 , the cylinder lubricating oil passage 16 further includes an oil guide passage 166 , and the cylinder main oil passage 163 is connected to the cylinder head lubricating oil passage through the oil guide passage 166 .

[0088] Therefore, by setting up the oil guide oil channel 166, the cylinder main oil channel 163 and the cylinder head lubricating oil channel are connected through the oil guide oil channel 166, so that the cylinder lubricating oil channel 16 and the cylinder head lubricating oil channel on the same side are connected, so that the cylinder head lubricating oil channel is connected in parallel with the crankshaft hole oil groove 164, so that the crankshaft and the inner cavity of the cylinder head are lubricated synchronously, thereby improving the lubrication efficiency.

[0089] In some embodiments, as shown in FIG. 43 , the cylinder lubricating oil passage 16 further includes a tensioner oil passage 167 . The tensioner oil passage 167 is configured to communicate with the tensioner 96 in the timing cover 50 .

[0090] Therefore, by providing tensioner oil passage 167, high-pressure lubricating oil is injected into tensioner 96 through tensioner oil passage 167, thereby enabling the piston within tensioner 96 to move, thereby tensioning the timing chain. It will be appreciated that the timing chain cooperates with the crankshaft, intake shaft, and exhaust shaft to achieve synchronous rotation. The piston of tensioner 96 moves under the action of the high-pressure lubricating oil to tension the timing chain. The lubricating oil within tensioner 96 can also flow into the oil pan 60 for oil return. In this embodiment, tensioner 96 can also be used to tension the chain between the crankshaft and the oil pump assembly.

[0091] The engine 100 according to some embodiments of the present application includes an end cover 30 .

[0092] The end cover 30 includes a left cylinder head 301 and a right cylinder head 302. The left cylinder head 301 is arranged on the left side of the left cylinder body 101, and the right cylinder head 302 is arranged on the right side of the right cylinder body 102. As shown in Figure 26, the left cylinder head 301 and the right cylinder head 302 are both provided with a first chamber 31 and a second chamber 32 connected to the corresponding combustion chamber 11. The first chamber 31 is used to place the injector 41, and the second chamber 32 is used to place the spark plug 42.

[0093] The left cylinder head 301 is arranged on the left side of the left cylinder body 101 (the side of the left cylinder body 101 facing away from the right cylinder body 102) to block the combustion chamber 11 of the left cylinder body 101 on the side of the left cylinder body 101 facing away from the right cylinder body 102. The right cylinder head 302 is arranged on the right side of the right cylinder body 102 (the side of the right cylinder body 102 facing away from the left cylinder body 101) to block the combustion chamber 11 of the right cylinder body 102 on the side of the right cylinder body 102 facing away from the left cylinder body 101.

[0094] In some embodiments, as shown in Figures 26 and 31, the left cylinder head 301 and the right cylinder head 302 are both provided with a first chamber 31 and a second chamber 32 connected to the corresponding combustion chamber 11. The first chamber 31 is used to place the injector 41, and the second chamber 32 is used to place the spark plug 42. The injector 41 is used to spray oil into the combustion chamber 11, and the spark plug 42 is used to ignite the combustible mixture in the combustion chamber 11, so that the combustible mixture burns to drive the piston movement, thereby realizing the rotation of the crankshaft.

[0095] In some embodiments, as shown in Figures 25 and 36, the left cylinder head 301 and the right cylinder head 302 are both provided with a lower intake channel 33 and an upper exhaust channel 34. The upper exhaust channel 34 is located above the lower intake channel 33. The upper exhaust channel 34 and the lower intake channel 33 are respectively connected to the combustion chamber 11.

[0096] As a result, fresh air from the outside can easily enter the combustion chamber 11 through the lower intake passage 33 to make the combustion of the combustible mixture more complete, thereby improving the efficiency of the engine 100, and the exhaust gas formed after the combustible mixture is burned in the combustion chamber 11 can be discharged through the upper exhaust passage 34. In this way, the intake and exhaust of the combustion chamber 11 can be realized, thereby ensuring that the combustible mixture can circulate and burn in the combustion chamber 11, thereby ensuring the reciprocating motion of the piston.

[0097] In some embodiments, since the temperature of the exhaust gas formed after combustion in the combustion chamber 11 is relatively high, the upper exhaust passage 34 is provided above the lower intake passage 33 to facilitate faster exhaust.

[0098] At the same time, the upper exhaust passage 34 is disposed on the upper side of the cylinder head, and the higher-temperature exhaust gas is discharged from the upper side of the cylinder head, so that heat damage to the engine 100 mainly occurs on the upper side of the engine 100. When assembling a vehicle, compared to the method of disposing the exhaust gas on the lower side of the cylinder head, it is easier to dispose a heat insulation device to isolate the heat of the exhaust gas, thereby avoiding heat damage. In some embodiments, when heat damage mainly occurs on the upper side of the engine 100, it can protect the components below the engine 100 and prevent the components below the engine 100 from suffering heat damage. In addition, in the engine 100 of the embodiment of the present application, the oil pan 60 is disposed at the lower portion of the main cylinder body 10, and the oil pan 60 is entirely located on the lower side of the middle portion of the engine 100. When the exhaust gas is disposed on the upper side of the cylinder head, it can more easily avoid other components such as the oil pan 60, and the exhaust gas from the left cylinder head 301 and the right cylinder head 302 can be merged in the middle and then discharged.

[0099] For example, in the same cylinder head, that is, the left cylinder head 301 or the right cylinder head 30, two lower intake passages 33 and two upper exhaust passages 34 may be provided corresponding to the number of combustion chambers 11. The two upper exhaust passages 34 are located above the two lower intake passages 33. This facilitates improving the intake and exhaust efficiency of the combustion chambers 11. Optionally, an intake valve 331 and an intake shaft may be provided in the lower intake passage 33. An eccentric wheel is provided on the intake shaft for pushing the intake valve 331 to move to open or close the lower intake passage 33, thereby controlling the connection or disconnection between the lower intake passage 33 and the combustion chamber 11. An exhaust valve 341 and an exhaust shaft may be provided in the upper exhaust passage 34. An eccentric wheel is provided on the exhaust shaft for pushing the exhaust valve 341 to move to open or close the upper exhaust passage 34, thereby controlling the connection or disconnection between the upper exhaust passage 34 and the combustion chamber 11.

[0100] In some embodiments, as shown in FIG. 29 and FIG. 30 , both the left cylinder head 301 and the right cylinder head 302 are provided with a cylinder head cooling water path 35 , and the cylinder head cooling water path 35 at least wraps around the upper exhaust passage 34 .

[0101] Therefore, by setting up the cylinder head cooling water channel 35, the cooling medium can exchange heat with the cylinder head when flowing through the cylinder head cooling water channel 35, thereby taking away the heat of the cylinder head, so as to ensure that the temperature of the working environment of the cylinder head is more stable. In particular, the cylinder head cooling water channel 35 at least wraps the upper exhaust channel 34, so that the cylinder head cooling water channel 35 can exchange heat with the inner wall of the upper exhaust channel 34, thereby achieving the cooling of the exhaust gas discharged from the upper exhaust channel 34, and then reducing the exhaust temperature of the exhaust gas for subsequent recycling.

[0102] In some embodiments, the cooling medium may be cooling water or other cooling liquids, which are not limited herein.

[0103] As shown in Figure 31, the cylinder head cooling water circuit 35 is also provided with a cylinder head water inlet 351. In some embodiments, as shown in Figure 32, the cylinder head cooling water circuit 35 can be defined by an upper water jacket 35a (as shown in Figure 33) and a lower water jacket 35b (as shown in Figure 34) to reduce the difficulty of setting up the cylinder head cooling water circuit 35.

[0104] In some embodiments, as shown in Figures 24 and 38, both the left cylinder head 301 and the right cylinder head 302 are provided with bolt holes 37 for connection to the cylinder block. The left cylinder head 301 is fixed to the left cylinder block 101 by bolts passing through the bolt holes 37 and fixed to the left cylinder block 101, and the right cylinder head 302 is fixed to the right cylinder block 102 by bolts passing through the bolt holes 37 and fixed to the right cylinder block 102, thereby simplifying the fixing method between the end cover 3 and the main cylinder block 1.

[0105] In some embodiments, as shown in FIG. 22 and FIG. 28 , the cylinder head cooling water channel 35 has a cylinder head water inlet 351 located at the bottom and a cylinder head water outlet 352 located at the top.

[0106] Therefore, the cooling water can enter the cylinder head cooling water path 35 from the cylinder head water inlet 351 and flow out from the cylinder head water outlet 352. Since the cylinder head water inlet 351 is located below the cylinder head water outlet 352, the cooling water flows upward after entering the cylinder head cooling water path 35 to flow toward the cylinder head water outlet 352, that is, the flow direction of the cooling water is opposite to the direction of gravity, so that the flow speed of the cooling water is slower to fully exchange heat with the cylinder head, thereby improving the heat exchange efficiency of the cylinder head.

[0107] In any of the above embodiments, as shown in Figures 9 to 16, 42 and 44, the cylinder lubricating oil passage 16 is connected to the oil pan 60 so that the oil pan 60 recovers the lubricating oil, and the cylinder head lubricating oil passage is provided with a cylinder head upper oil passage 360 ​​and a cylinder head oil return port 362 (as shown in Figure 22), the cylinder head upper oil passage 360 ​​is connected to the cylinder lubricating oil passage 16, the cylinder head oil return port 362 is suitable for connecting to the oil return pump, and the oil pan 60 is provided with a bottom shell oil return port 62, and the bottom shell oil return port 62 is suitable for connecting to the oil return pump.

[0108] As shown in Figure 22, the left cylinder head 301 is provided with an oil hole 36 on the cylinder head and a cylinder head blowby hole 361, so as to facilitate the supply of oil to the cylinder head lubricating oil channel through the oil hole 16 on the cylinder head, and the cylinder head blowby hole 361 is used to replenish the blowby gas in the left cylinder body 101 to the intake system, mix with the fresh air and enter the combustion chamber 11 for combustion. The same design is also provided in the right cylinder head 302, which will not be elaborated here.

[0109] Thus, the lubricating oil can enter the oil passage 360 ​​on the cylinder head to lubricate the inner cavity of the cylinder head, and then the lubricating oil in the oil passage 360 ​​on the cylinder head flows to the oil return pump through the cylinder head oil return port 362 to realize oil return.

[0110] The engine 100 according to some embodiments of the present application includes a timing cover 50 .

[0111] The timing cover 50 is located on one side of the main cylinder block 10, for example, the timing cover 50 is located on the front side of the main cylinder block 10 to protect the tensioner 96, timing gear, timing chain or belt and other components of the engine 100, and the timing cover 50 is fixed to at least one of the left cylinder block 101, the right cylinder block 102, the left cylinder head 301 and the right cylinder head 302 to enhance the structural stability of the timing cover 50.

[0112] In some embodiments, the fixing method of the timing cover 50 includes but is not limited to welding, bolt connection, or clamping.

[0113] In some embodiments, as shown in Figures 39 and 41, the timing cover 50 is provided with a second oil passage 51 and a third oil passage 52, and the two ends of the second oil passage 51 are respectively suitable for being connected to the outlet of the oil pot 91 and the inlet of the main oil pump 80, and the two ends of the third oil passage 52 are respectively suitable for being connected to the inlet of the oil pot 91 and the outlet of the return oil pump.

[0114] In some embodiments, the lubricating oil in the oil pot 91 flows from the outlet of the oil pot 91 to the second oil passage 51, and then through the second oil passage 51 to the inlet of the main oil pump 80. Then, it flows through the main oil pump 80 and into the cylinder lubricating oil passage 16 and the cylinder head lubricating oil passage via the cylinder oil inlet 160. The oil return port 62 of the sump and the cylinder head oil return port 362 are then connected to one end of the third oil passage 52 via the oil return pump, and the other end of the third oil passage 52 is connected to the inlet of the oil pot 91. In this way, the lubricating oil in the oil pot 91 can be fully circulated through the second and third oil passages 51, 52, thereby improving the efficiency of lubricating oil recovery.

[0115] In some implementations, as shown in FIG. 40 , a plurality of reinforcing ribs are provided on the timing cover 50 to enhance the structural strength of the timing cover 50 .

[0116] The engine 100 according to some embodiments of the present application includes an oil pan 60 .

[0117] The oil pan 60 is located at the bottom of the main cylinder 10 and communicates with the crank chamber 20. This seals the crank chamber 20 at its lower portion, preventing the ingress of impurities. The oil pan 60 also serves to temporarily collect and store lubricating oil that flows back from various engine locations requiring lubrication, such as the crankshaft surface, the intake VVT, and the exhaust VVT, enabling lubricating oil recycling. It is understood that the oil pan 60 can also collect lubricating oil that flows back from other locations, and this is not a limitation here.

[0118] In some embodiments, as shown in Figure 42, the oil pan 60 is provided with a water inlet channel 61, one end of the water inlet channel 61 is suitable for being connected to a water pump, and the water inlet channel 61 is provided with multiple water outlet interfaces 611, and the multiple water outlet interfaces 611 are connected to the cylinder cooling water circuit 12 of the left cylinder body 101 and the right cylinder body 102.

[0119] Therefore, the water inlet channel 61 is connected to the engine water inlet 13 of the left cylinder body 101 and the engine water inlet 13 of the right cylinder body 102 through multiple water outlet interfaces 611, so that the cylinder cooling water path 12 of the left cylinder body 101 and the cylinder cooling water path 12 of the right cylinder body 102 share a water pump and a water inlet channel 61.

[0120] In some embodiments, at least one oil return port 62 is provided on the front side of the oil pan 60 and at least one oil return port 62 is provided on the rear side of the oil pan 60 . Each oil return port 62 is suitable for connecting to an oil return pump.

[0121] As a result, at least one sump oil return port 62 is provided on both the front and rear sides of the oil sump 60. Thus, the lubricating oil on both the front and rear sides of the oil sump 60 can be returned via the oil return pump. This improves the efficiency of lubricating oil recovery in the oil sump 60, thereby forming the oil sump 60 as a dry sump. Furthermore, by providing the sump oil return ports 62 on both the rear and front sides of the oil sump 60, the lubricating oil in the oil sump can be pumped out by the oil return pump for return regardless of the vehicle's operating condition (e.g., climbing or descending a slope).

[0122] The engine 100 according to an embodiment of the present application will be described below with reference to FIG. 1 to FIG. 46 .

[0123] As shown in FIG. 1 to FIG. 8 , the engine 100 according to the embodiment of the present application includes: a main cylinder block 10 , an end cover 30 , a timing cover 50 and an oil pan 60 .

[0124] As shown in Figures 1 to 8, the main cylinder body 10 includes a left cylinder body 101 and a right cylinder body 102. The left cylinder body 101 and the right cylinder body 102 are arranged along the left and right sides. The left cylinder body 101 and the right cylinder body 102 define a crank chamber 20. The left cylinder body 101 and the right cylinder body 102 are both provided with a combustion chamber 11. The combustion chamber 11 extends in the horizontal direction. The end cover 30 includes a left cylinder head 301 and a right cylinder head 302. The left cylinder head 301 is provided on the left side of the left cylinder body 101, and the right cylinder head 302 is provided on the right side of the right cylinder body 102. On the right side, as shown in Figure 26, the left cylinder head 301 and the right cylinder head 302 are both provided with a first chamber 31 and a second chamber 32 connected to the corresponding combustion chamber 11. The first chamber 31 is used to place the injector 41, and the second chamber 32 is used to place the spark plug 42. The timing cover 50 is located on one side of the main cylinder block 10 and is fixed to at least one of the left cylinder block 101, the right cylinder block 102, the left cylinder head 301 and the right cylinder head 302. The oil pan 60 is provided at the lower part of the main cylinder block 10 and is connected to the crankshaft chamber 20.

[0125] As a result, the left cylinder block 101 and the right cylinder block 102 are horizontally distributed on both sides of the crankshaft, so that the engine 100 is formed into a horizontally opposed engine 100, thereby making the overall height and length of the engine 100 lower, and further making the center of gravity of the engine 100 lower, so as to improve the driving stability of the vehicle 1000 during driving.

[0126] For example, the engine 100 includes a main cylinder block 10 , an end cover 30 , a timing cover 50 , and an oil pan 60 .

[0127] As shown in Figures 9 to 17, the main cylinder body 10 includes a left cylinder body 101 and a right cylinder body 102. The left cylinder body 101 and the right cylinder body 102 are arranged in the left-right direction, and a crankshaft chamber 20 is defined between the left cylinder body 101 and the right cylinder body 102. In some embodiments, the fixing method of the left cylinder body 101 and the right cylinder body 102 includes but is not limited to welding, bolt connection, or clamping.

[0128] The crankshaft is rotatably mounted in the crankshaft cavity 20, and both the left cylinder block 101 and the right cylinder block 102 are provided with a combustion chamber 11. There may be multiple combustion chambers 11. For example, the left cylinder block 110 is provided with two combustion chambers 11, and the right cylinder block 102 is provided with two combustion chambers 11. The four combustion chambers 11 are spaced apart and distributed along the axial direction of the crankshaft, and each combustion chamber 11 extends in a horizontal direction. In some embodiments, a piston is respectively provided in each combustion chamber 11, and the piston is connected to the crankshaft through a connecting rod. In this way, the piston can move along the extension direction of the combustion chamber 11 to drive the crankshaft to rotate.

[0129] The left cylinder head 301 is arranged on the left side of the left cylinder body 101 (the side of the left cylinder body 101 facing away from the right cylinder body 102) to block the combustion chamber 11 of the left cylinder body 101 on the side of the left cylinder body 101 facing away from the right cylinder body 102. The right cylinder head 302 is arranged on the right side of the right cylinder body 102 (the side of the right cylinder body 102 facing away from the left cylinder body 101) to block the combustion chamber 11 of the right cylinder body 102 on the side of the right cylinder body 102 facing away from the left cylinder body 101.

[0130] In some embodiments, as shown in Figures 26 and 31, the left cylinder head 301 and the right cylinder head 302 are both provided with a first chamber 31 and a second chamber 32 connected to the corresponding combustion chamber 11. The first chamber 31 is used to place the injector 41, and the second chamber 32 is used to place the spark plug 42. The injector 41 is used to spray oil into the combustion chamber 11, and the spark plug 42 is used to ignite the combustible mixture in the combustion chamber 11, so that the combustible mixture burns to drive the piston movement, thereby realizing the rotation of the crankshaft.

[0131] Since the combustion chamber 11 extends in the horizontal direction, the piston moves in the horizontal direction. In this way, the space occupied by the combustion chamber 11 and the piston in the up and down directions can be reduced, thereby making the overall height and length of the engine 100 lower, and thus making the center of gravity of the engine 100 lower, so as to improve the driving stability of the vehicle 1000 during driving.

[0132] The timing cover 50 is located on one side of the main cylinder block 10, for example, the timing cover 50 is located on the front side of the main cylinder block 10 to protect the tensioner 96, timing gear, timing chain or belt and other components of the engine 100, and the timing cover 50 is fixed to at least one of the left cylinder block 101, the right cylinder block 102, the left cylinder head 301 and the right cylinder head 302 to enhance the structural stability of the timing cover 50.

[0133] In some embodiments, the fixing method of the timing cover 50 includes but is not limited to welding, bolt connection, or clamping.

[0134] In some examples of the present application, the timing cover 50 is fixed to the left cylinder block 101, the right cylinder block 102, the left cylinder head 301, and the right cylinder head 302 respectively by bolts. As shown in FIG34 , in the vertical direction, the top, middle, and bottom of the timing cover 50 are each provided with a plurality of fixing holes 501 for fixing the timing cover 50. The number of the fixing holes 501 at the top and the number of the fixing holes 501 at the bottom are both greater than the number of the fixing holes 501 at the middle.

[0135] The oil pan 60 is located at the bottom of the main cylinder 10 and communicates with the crank chamber 20. This seals the crank chamber 20 at its lower portion, preventing the ingress of impurities. The oil pan 60 also serves to temporarily collect and store lubricating oil that flows back from various engine locations requiring lubrication, such as the crankshaft surface, the intake VVT, and the exhaust VVT, enabling lubricating oil recycling. It is understood that the oil pan 60 can also collect lubricating oil that flows back from other locations, and this is not a limitation here.

[0136] According to the engine 100 of the embodiment of the present application, its left cylinder block 101 and the right cylinder block 102 are arranged along the left and right sides to define a crankshaft chamber 20 between the left cylinder block 101 and the right cylinder block 102. In this way, the left cylinder block 101 and the right cylinder block 102 are distributed on both sides of the crankshaft in the horizontal direction, so that the engine 100 is formed into a horizontally opposed engine 100, thereby making the overall height of the engine 100 lower and the length shorter, and further making the center of gravity of the engine 100 lower, so as to improve the driving stability of the vehicle 1000 during driving.

[0137] In some embodiments, as shown in Figures 25 and 36, the left cylinder head 301 and the right cylinder head 302 are both provided with a lower intake channel 33 and an upper exhaust channel 34. The upper exhaust channel 34 is located above the lower intake channel 33. The upper exhaust channel 34 and the lower intake channel 33 are respectively connected to the combustion chamber 11.

[0138] As a result, fresh air from the outside can easily enter the combustion chamber 11 through the lower intake passage 33 to make the combustion of the combustible mixture more complete, thereby improving the efficiency of the engine 100, and the exhaust gas formed after the combustible mixture is burned in the combustion chamber 11 can be discharged through the upper exhaust passage 34. In this way, the intake and exhaust of the combustion chamber 11 can be realized, thereby ensuring that the combustible mixture can circulate and burn in the combustion chamber 11, thereby ensuring the reciprocating motion of the piston.

[0139] In some embodiments, since the temperature of the exhaust gas formed after combustion in the combustion chamber 11 is relatively high, the upper exhaust passage 34 is provided above the lower intake passage 33 to facilitate faster exhaust.

[0140] At the same time, the upper exhaust passage 34 is disposed on the upper side of the cylinder head, and the higher-temperature exhaust gas is discharged from the upper side of the cylinder head, so that heat damage to the engine 100 mainly occurs on the upper side of the engine 100. When assembling a vehicle, compared to the method of disposing the exhaust gas on the lower side of the cylinder head, it is easier to dispose a heat insulation device to isolate the heat of the exhaust gas, thereby avoiding heat damage. In some embodiments, when heat damage mainly occurs on the upper side of the engine 100, it can protect the components below the engine 100 and prevent the components below the engine 100 from suffering heat damage. In addition, in the engine 100 of the embodiment of the present application, the oil pan 60 is disposed at the lower portion of the main cylinder body 10, and the oil pan 60 is entirely located on the lower side of the middle portion of the engine 100. When the exhaust gas is disposed on the upper side of the cylinder head, it can more easily avoid other components such as the oil pan 60, and the exhaust gas from the left cylinder head 301 and the right cylinder head 302 can be merged in the middle and then discharged.

[0141] For example, in the same cylinder head, that is, the left cylinder head 301 or the right cylinder head 30, two lower intake passages 33 and two upper exhaust passages 34 may be provided corresponding to the number of combustion chambers 11. The two upper exhaust passages 34 are located above the two lower intake passages 33. This facilitates improving the intake and exhaust efficiency of the combustion chambers 11. Optionally, an intake valve 331 and an intake shaft may be provided in the lower intake passage 33. An eccentric wheel is provided on the intake shaft for pushing the intake valve 331 to move to open or close the lower intake passage 33, thereby controlling the connection or disconnection between the lower intake passage 33 and the combustion chamber 11. An exhaust valve 341 and an exhaust shaft may be provided in the upper exhaust passage 34. An eccentric wheel is provided on the exhaust shaft for pushing the exhaust valve 341 to move to open or close the upper exhaust passage 34, thereby controlling the connection or disconnection between the upper exhaust passage 34 and the combustion chamber 11.

[0142] In some embodiments, as shown in FIG. 29 and FIG. 30 , both the left cylinder head 301 and the right cylinder head 302 are provided with a cylinder head cooling water path 35 , and the cylinder head cooling water path 35 at least wraps around the upper exhaust passage 34 .

[0143] Therefore, by setting up the cylinder head cooling water channel 35, the cooling medium can exchange heat with the cylinder head when flowing through the cylinder head cooling water channel 35, thereby taking away the heat of the cylinder head, so as to ensure that the temperature of the working environment of the cylinder head is more stable. In particular, the cylinder head cooling water channel 35 at least wraps the upper exhaust channel 34, so that the cylinder head cooling water channel 35 can exchange heat with the inner wall of the upper exhaust channel 34, thereby achieving the cooling of the exhaust gas discharged from the upper exhaust channel 34, and then reducing the exhaust temperature of the exhaust gas for subsequent recycling.

[0144] In some embodiments, the cooling medium may be cooling water or other cooling liquids, which are not limited herein.

[0145] As shown in Figure 31, the cylinder head cooling water circuit 35 is also provided with a cylinder head water inlet 351. In some embodiments, as shown in Figure 32, the cylinder head cooling water circuit 35 can be defined by an upper water jacket 35a (as shown in Figure 33) and a lower water jacket 35b (as shown in Figure 34) to reduce the difficulty of setting up the cylinder head cooling water circuit 35.

[0146] In some embodiments, as shown in Figures 24 and 38, both the left cylinder head 301 and the right cylinder head 302 are provided with bolt holes 37 for connection to the cylinder block. The left cylinder head 301 is fixed to the left cylinder block 101 by bolts passing through the bolt holes 37 and fixed to the left cylinder block 101, and the right cylinder head 302 is fixed to the right cylinder block 102 by bolts passing through the bolt holes 37 and fixed to the right cylinder block 102, thereby simplifying the fixing method between the end cover 3 and the main cylinder block 1.

[0147] In some embodiments, as shown in FIG. 22 and FIG. 28 , the cylinder head cooling water channel 35 has a cylinder head water inlet 351 located at the bottom and a cylinder head water outlet 352 located at the top.

[0148] Therefore, the cooling water can enter the cylinder head cooling water path 35 from the cylinder head water inlet 351 and flow out from the cylinder head water outlet 352. Since the cylinder head water inlet 351 is located below the cylinder head water outlet 352, the cooling water flows upward after entering the cylinder head cooling water path 35 to flow toward the cylinder head water outlet 352, that is, the flow direction of the cooling water is opposite to the direction of gravity, so that the flow speed of the cooling water is slower to fully exchange heat with the cylinder head, thereby improving the heat exchange efficiency of the cylinder head.

[0149] In some embodiments, as shown in FIG17 , both the left cylinder block 101 and the right cylinder block 102 are provided with a cylinder block cooling water path 12 , and the cylinder head water inlet 351 of the cylinder head cooling water path 35 is connected to the cylinder block cooling water path 12 on the same side.

[0150] Therefore, by providing the cylinder cooling water channel 12, the cooling water can exchange heat with the cylinder when flowing through the cylinder cooling water channel 12, thereby taking away the heat of the cylinder, thereby ensuring that the temperature of the working environment of the cylinder is more stable.

[0151] In particular, the cylinder cooling water path 12 is connected in series with the cylinder head cooling water path 35 located on the same side. For example, the cylinder head cooling water path 35 of the left cylinder head 301 is connected to the cylinder cooling water path 12 of the left cylinder block 101, and the cylinder head cooling water path 35 of the right cylinder head 302 is connected to the cylinder cooling water path 12 of the right cylinder block 102. This simplifies the layout of the cooling water flow path, thereby reducing the difficulty and cost of the installation. In some examples of the present application, the cylinder cooling water path 12 is connected to an external water pump to drive the cooling water to flow through the cylinder cooling water path 12 and the cylinder head cooling water path 35.

[0152] In some embodiments, as shown in FIG. 15 and FIG. 17 , the cylinder cooling water channel 12 is disposed around the combustion chamber 11 .

[0153] Therefore, by setting the cylinder cooling water channel 12 around the combustion chamber 11, the cooling water can exchange heat with the combustion chamber 11 when flowing through the cylinder cooling water channel 12, thereby taking away the heat of the combustion chamber 11, so that the combustion chamber 11 can be cooled down quickly to avoid safety hazards caused by excessive temperature of the combustion chamber 11.

[0154] In some embodiments, as shown in FIG. 15 and FIG. 17 , the left cylinder 101 and the right cylinder 102 are both provided with a plurality of combustion chambers 11 , and the cylinder cooling water path 12 includes a first confluence cavity 121 , a second confluence cavity 122 and a plurality of diversion branches 123 .

[0155] The first confluence chamber 121 is located below the multiple combustion chambers 11, and the second confluence chamber 122 is located above the multiple combustion chambers 11. The bottom wall of the first confluence chamber 121 is provided with an engine water inlet 13, and the top wall of the first confluence chamber 121 is provided with multiple cylinder water inlets 14 (as shown in Figure 17). The multiple cylinder water inlets 14 are respectively connected to multiple diversion branches 123, each diversion branch 123 is arranged around the corresponding combustion chamber 11, and each diversion branch 123 is connected to the second confluence chamber 122. The second confluence chamber 122 is provided with a cylinder water outlet 15 (as shown in Figures 13 and 17).

[0156] In some embodiments, as shown in Figure 17, the dotted line with an arrow in the figure indicates the flow direction of the cooling water. The cooling water can enter the first confluence chamber 121 through the engine water inlet 13 and be temporarily stored in the first confluence chamber 121. Then, the cooling water in the first confluence chamber 121 enters the multiple diversion branches 123 through the multiple cylinder water inlets 14 respectively, so as to exchange heat with the corresponding multiple combustion chambers 11 through the multiple diversion branches 123. Then, the cooling water in the multiple diversion branches 123 flows to the second confluence chamber 122 and flows out of the cylinder through the cylinder water outlet 15. In this way, heat exchange of the cylinder can be achieved.

[0157] In some embodiments, as shown in FIG17 , when two combustion chambers 11 are provided on the cylinder body 102, the first two combustion chambers 11 are respectively provided with a cylinder water inlet 14 and a cylinder water outlet 15. In some embodiments, the flow directions of the two cylinder water inlets 14 form an angle, and the flow directions of the two cylinder water inlets 14 are generally directed toward the central axis of the combustion chamber 11. Simultaneously, the flow directions of the two cylinder water outlets 15 are also angled, and the extension lines in the opposite directions of the flow directions of the two cylinder water inlets 14 are generally directed toward the central axis of the combustion chamber 11.

[0158] It should be noted that the multiple cylinder water inlets 14 of the first confluence chamber 121 are respectively connected to the multiple diversion branches 123, that is, the multiple diversion branches 123 are connected in parallel between the first confluence chamber 121 and the second confluence chamber 122, so as to simplify the difficulty of arranging the branches, and facilitate the cooling water in the first confluence chamber 121 to flow to the multiple diversion branches 123 at the same time to cool the multiple combustion chambers 11 at the same time, thereby improving the cooling efficiency.

[0159] In some embodiments, the first confluence chamber 121 is located below the multiple combustion chambers 11, and the second confluence chamber 122 is located above the multiple combustion chambers 11, so that the cooling water can enter the first confluence chamber 121 through the engine water inlet 13 and then flow upward (overcoming the direction of gravity) to flow to the second confluence chamber 122 and then flow out from the cylinder water outlet 15. That is, the flow direction of the cooling water is opposite to the direction of gravity, so that the flow speed of the cooling water is slower so that the cooling water in the diversion branch 123 can fully exchange heat with the combustion chamber 11, thereby improving the heat exchange efficiency of the cylinder.

[0160] In some embodiments, as shown in FIG17 , the right cylinder body 102 is provided with a mounting hole for connecting and fixing with the right cylinder head 302. For example, when the right cylinder body 102 and the right cylinder head 302 are connected by bolts, the bolts can be passed through the mounting hole. In this way, the integration of the two can be improved. Similarly, the left cylinder body 101 is also provided with a fixed mounting hole for connecting with the left cylinder head 301, which will not be repeated here.

[0161] In some embodiments, as shown in FIG17 , a connecting channel 1231 is provided between two adjacent diversion branches 123 , so that the two adjacent diversion branches 123 can be connected through the connecting channel 1231 , and heat exchange in the area between the two adjacent diversion branches 123 can be achieved, thereby improving the heat exchange effect.

[0162] In some embodiments, the left cylinder head 301 is connected to the left cylinder block 101 to close the cylinder cooling water path 12 of the left cylinder block 101 on the left side of the left cylinder block 101, and the right cylinder head 302 is connected to the right cylinder block 102 to close the cylinder cooling water path 12 of the right cylinder block 102 on the right side of the right cylinder block 102.

[0163] In some embodiments, the cylinder head water inlet 351 of the cylinder head cooling water path 35 is communicated with the first confluence cavity 121 on the same side, and the cylinder head water outlet 352 of the cylinder head cooling water path 35 is communicated with the second confluence cavity 122 on the same side.

[0164] In some embodiments, the cylinder head water inlet 351 of the left cylinder head 301 is connected to the first confluence chamber 121 of the cylinder cooling water circuit 12 of the left cylinder body 101, and the cylinder head water outlet 352 of the left cylinder head 301 is connected to the second confluence chamber 122 of the cylinder cooling water circuit 12 of the left cylinder body 101; the cylinder head water inlet 351 of the right cylinder head 302 is connected to the first confluence chamber 121 of the cylinder cooling water circuit 12 of the right cylinder body 102, and the cylinder head water outlet 352 of the right cylinder head 302 is connected to the second confluence chamber 122 of the cylinder cooling water circuit 12 of the right cylinder body 102.

[0165] In this way, the cylinder head cooling water channel 35 is connected in parallel with the cylinder block cooling water channel 12 on the same side, thereby simplifying the layout of the cooling water channels, reducing the difficulty of installation and reducing costs.

[0166] In some embodiments, as shown in Figure 42, the oil pan 60 is provided with a water inlet channel 61, one end of the water inlet channel 61 is suitable for being connected to a water pump, and the water inlet channel 61 is provided with multiple water outlet interfaces 611, and the multiple water outlet interfaces 611 are connected to the cylinder cooling water circuit 12 of the left cylinder body 101 and the right cylinder body 102.

[0167] Therefore, the water inlet channel 61 is connected to the engine water inlet 13 of the left cylinder body 101 and the engine water inlet 13 of the right cylinder body 102 through multiple water outlet interfaces 611, so that the cylinder cooling water path 12 of the left cylinder body 101 and the cylinder cooling water path 12 of the right cylinder body 102 share a water pump and a water inlet channel 61.

[0168] In some embodiments, the cooling water flow path is:

[0169] After the water pump pumps the cooling water into the water inlet channel 61, the cooling water can flow along the multiple water outlet interfaces 611 to the cylinder cooling water paths 12 of the left cylinder 101 and the right cylinder 102, that is, the cylinder cooling water path 12 of the left cylinder 101 and the cylinder cooling water path 12 of the right cylinder 102 are connected in parallel, so that the left cylinder 101 and the right cylinder 102 can be cooled at the same time. Then, the cooling water entering the cylinder cooling water path 12 of the left cylinder 101 first enters the first confluence cavity 121, and then the cooling water enters the first confluence cavity 121. Part of the cooling water enters the cylinder head cooling water path 35 of the left cylinder head 301 through the cylinder head water inlet 351 of the left cylinder head 301 and flows out of the cylinder head water outlet 352 of the left cylinder head 301 to the second confluence chamber 122. Another part of the cooling water enters the multiple branch paths 123 through the cylinder water inlet 14 (as shown in Figure 17) to exchange heat with the combustion chamber 11 and then flows out of the second confluence chamber 122. The cooling water in the second confluence chamber 122 then flows out of the cylinder through the cylinder water outlet 15. In this way, heat exchange can be achieved between the main cylinder 10 and the end cover 30, which helps to ensure temperature balance of the entire structure of the engine 100.

[0170] In any of the above embodiments, as shown in Figures 9 to 16, 42 and 44, the left cylinder block 101 and the right cylinder block 102 are both provided with a cylinder lubricating oil passage 16, the left cylinder head 301 and the right cylinder head 302 are both provided with a cylinder head lubricating oil passage, the cylinder lubricating oil passage 16 is provided with a cylinder oil inlet 160, the cylinder oil inlet 160 is suitable for being connected to the main oil pump 80, the cylinder lubricating oil passage 16 is connected to the oil pan 60 so that the oil pan 60 recovers the lubricating oil, the cylinder head lubricating oil passage is provided with a cylinder head upper oil passage 360 ​​and a cylinder head oil return port 362 (as shown in Figure 22), the cylinder head upper oil passage 360 ​​is connected to the cylinder lubricating oil passage 16, the cylinder head oil return port 362 is suitable for being connected to the oil return pump, the oil pan 60 is provided with a bottom shell oil return port 62, and the bottom shell oil return port 62 is suitable for being connected to the oil return pump.

[0171] As shown in Figure 22, the left cylinder head 301 is provided with an oil hole 36 on the cylinder head and a cylinder head blowby hole 361, so as to facilitate the supply of oil to the cylinder head lubricating oil channel through the oil hole 16 on the cylinder head, and the cylinder head blowby hole 361 is used to replenish the blowby gas in the left cylinder body 101 to the intake system, mix with the fresh air and enter the combustion chamber 11 for combustion. The same design is also provided in the right cylinder head 302, which will not be elaborated here.

[0172] In this way, the lubricating oil in the cylinder lubricating oil passage 16 can enter the crankshaft cavity 20 to lubricate the crankshaft, and the lubricating oil is recovered by the oil pan 60. The lubricating oil recovered by the oil pan 60 can enter the return oil pump through the oil pan return port 62 to reduce the lubricating oil at the oil pan 60 and reduce the splashing of the lubricating oil. At the same time, the lubricating oil in the cylinder lubricating oil passage 16 can enter the oil passage 360 ​​on the cylinder head to lubricate the inner cavity of the cylinder head, and then the lubricating oil in the oil passage 360 ​​on the cylinder head flows to the return oil pump through the cylinder head oil return port 362 to realize oil return.

[0173] In some embodiments, lubricating oil enters the cylinder lubricating oil passage 16 through the cylinder oil inlet 160. A portion of the lubricating oil in the cylinder lubricating oil passage 16 then flows to the cylinder head upper oil passage 360 ​​and a portion flows into the crankshaft cavity 20. The portion of lubricating oil that enters the crankshaft cavity 20 then lubricates the crankshaft and falls into the oil sump 60. The portion of lubricating oil that enters the crankshaft cavity 20 then enters the oil sump 60 and enters the oil return pump via the sump oil return port 62. This reduces the amount of lubricating oil in the oil sump 60, thereby forming a dry sump 60. This reduces the problem of lubricating oil splashing in the oil sump 60. Furthermore, the portion of lubricating oil that enters the cylinder head upper oil passage 360 ​​then enters the oil return pump via the cylinder head oil return port 362. It is worth noting that the oil sump 60 may also be configured as a wet sump 60 (i.e., a sump containing a larger amount of lubricating oil). This is not limited to this embodiment.

[0174] In some examples of the present application, the return oil pump is connected to the oil inlet of the oil pot 91 so that the engine's lubricating oil is drawn into the oil pot 91 through the return oil pump, and the oil outlet of the oil pot 91 is connected to the main oil pump 80. In this way, the lubricating oil recovered by the return oil pump enters the oil pot 91, and then can enter the cylinder lubricating oil channel 16 again through the main oil pump 80 to realize the circulation of the lubricating oil. In this way, the lubricating oil can be recycled to reduce the cost of using the lubricating oil.

[0175] In some examples of the present application, the oil pot 91 is formed as an external oil pot, that is, the oil pot 91 is placed outside the engine, thereby facilitating the installation of the oil pot 91.

[0176] In some embodiments, both the left cylinder body 101 and the right cylinder body 102 are provided with a first oil passage 18, as shown in Figure 44, one end of the first oil passage 18 is connected to the cylinder head oil return port 362 on the same side, and the other end of the first oil passage 18 is suitable for being connected to the oil return pump.

[0177] Thus, the lubricating oil at the cylinder head oil return port 362 can flow to the oil return pump via the first oil passage 18 , thereby reducing the difficulty of connecting the cylinder head oil return port 362 with the oil return pump.

[0178] In some embodiments, at least one oil return port 62 is provided on the front side of the oil pan 60 and at least one oil return port 62 is provided on the rear side of the oil pan 60 . Each oil return port 62 is suitable for connecting to an oil return pump.

[0179] As a result, at least one sump oil return port 62 is provided on both the front and rear sides of the oil sump 60. Thus, the lubricating oil on both the front and rear sides of the oil sump 60 can be returned via the oil return pump. This improves the efficiency of lubricating oil recovery in the oil sump 60, thereby forming the oil sump 60 as a dry sump. Furthermore, by providing the sump oil return ports 62 on both the rear and front sides of the oil sump 60, the lubricating oil in the oil sump can be pumped out by the oil return pump for return regardless of the vehicle's operating condition (e.g., climbing or descending a slope).

[0180] In some embodiments, as shown in FIG. 9 to FIG. 17 and FIG. 43 , the cylinder lubricating oil passage 16 includes: an oil inlet passage 161 , a connecting oil passage 162 , a cylinder main oil passage 163 and a crankshaft hole oil groove 164 .

[0181] One end of the oil inlet passage 161 is adapted to connect to the main oil pump 80, and the other end is adapted to connect to the oil filter inlet 1611. The connecting oil passage 162 is provided with a first port 1621 and a second port 1622. The first port 1621 is connected to the oil filter outlet 1612, and the second port 1622 is connected to the oil cooler inlet 1623. The main oil passage 163 is provided with a third port 1631, which is connected to the oil cooler outlet 1624. A crankshaft bore oil groove 164 surrounds the crankshaft cavity 20 and communicates with the main oil passage 163 and the crankshaft cavity 20, respectively.

[0182] In some embodiments, the main oil pump 80 pumps the lubricating oil into the oil inlet channel 161, and then the lubricating oil flows along the oil inlet channel 161 and enters the inlet of the oil filter. After being filtered by the oil filter, the lubricating oil enters the first interface 1621 of the connecting oil channel 162 through the oil outlet of the oil filter and flows along the connecting oil channel 162 and enters the oil cooler through the second interface 1622. After being cooled by the oil cooler, the lubricating oil enters the third interface 1631 through the oil cooler oil outlet 1624 and flows along the cylinder main oil channel 163. Then, the lubricating oil in the cylinder main oil channel 163 enters the crankshaft hole oil groove 164 and falls into the crankshaft cavity 20 from the crankshaft hole oil groove 164 to achieve lubrication of the crankshaft.

[0183] As a result, the lubricating oil can be filtered and cooled by the oil filter and the oil cooler in sequence and then enter the crank chamber 20 to lubricate the crankshaft, thereby ensuring the lubricating effect of the lubricating oil.

[0184] In some embodiments, as shown in FIG. 43 , the crankshaft hole oil grooves 164 are multiple and are arranged at intervals along the axial direction of the crankshaft chamber 20 .

[0185] Thus, the lubricating oil can fall on different positions of the crankshaft in its axial direction through the multiple crankshaft hole oil grooves 164, thereby increasing the lubrication area of ​​the crankshaft and further improving the lubrication effect of the crankshaft.

[0186] In some embodiments, the cylinder lubricating oil passage 16 further includes a nozzle oil passage 165 for lubricating the oil injector 41 , and the nozzle oil passage 165 is in communication with the crankshaft hole oil groove 164 .

[0187] Therefore, by providing the nozzle oil passage 165 , lubricating oil is injected toward the oil injector 41 through the nozzle oil passage 165 , thereby achieving lubrication of the oil injector 41 .

[0188] In some embodiments, as shown in FIG. 43 , the cylinder lubricating oil passage 16 further includes an oil guide passage 166 , and the cylinder main oil passage 163 is connected to the cylinder head lubricating oil passage through the oil guide passage 166 .

[0189] Therefore, by setting up the oil guide oil channel 166, the cylinder main oil channel 163 and the cylinder head lubricating oil channel are connected through the oil guide oil channel 166, so that the cylinder lubricating oil channel 16 and the cylinder head lubricating oil channel on the same side are connected, so that the cylinder head lubricating oil channel is connected in parallel with the crankshaft hole oil groove 164, so that the crankshaft and the inner cavity of the cylinder head are lubricated synchronously, thereby improving the lubrication efficiency.

[0190] In some embodiments, as shown in FIG. 43 , the cylinder lubricating oil passage 16 further includes a tensioner oil passage 167 . The tensioner oil passage 167 is configured to communicate with the tensioner 96 in the timing cover 50 .

[0191] Therefore, by providing tensioner oil passage 167, high-pressure lubricating oil is injected into tensioner 96 through tensioner oil passage 167, thereby enabling the piston within tensioner 96 to move, thereby tensioning the timing chain. It will be appreciated that the timing chain cooperates with the crankshaft, intake shaft, and exhaust shaft to achieve synchronous rotation. The piston of tensioner 96 moves under the action of the high-pressure lubricating oil to tension the timing chain. The lubricating oil within tensioner 96 can also flow into the oil pan 60 for oil return. In this embodiment, tensioner 96 can also be used to tension the chain between the crankshaft and the oil pump assembly.

[0192] In some embodiments, as shown in Figures 39 and 41, the timing cover 50 is provided with a second oil passage 51 and a third oil passage 52, and the two ends of the second oil passage 51 are respectively suitable for being connected to the outlet of the oil pot 91 and the inlet of the main oil pump 80, and the two ends of the third oil passage 52 are respectively suitable for being connected to the inlet of the oil pot 91 and the outlet of the return oil pump.

[0193] In some embodiments, the lubricating oil in the oil pot 91 flows from the outlet of the oil pot 91 to the second oil passage 51, and then through the second oil passage 51 to the inlet of the main oil pump 80. Then, it flows through the main oil pump 80 and into the cylinder lubricating oil passage 16 and the cylinder head lubricating oil passage via the cylinder oil inlet 160. The oil return port 62 of the sump and the cylinder head oil return port 362 are then connected to one end of the third oil passage 52 via the oil return pump, and the other end of the third oil passage 52 is connected to the inlet of the oil pot 91. In this way, the lubricating oil in the oil pot 91 can be fully circulated through the second and third oil passages 51, 52, thereby improving the efficiency of lubricating oil recovery.

[0194] In some implementations, as shown in FIG. 40 , a plurality of reinforcing ribs are provided on the timing cover 50 to enhance the structural strength of the timing cover 50 .

[0195] The principle of the lubrication system of the engine 100 according to the embodiment of the present application will be described below with reference to FIG44 and FIG45 :

[0196] In some embodiments, the arrows indicate the flow direction of the lubricating oil. As can be seen from the figure, the lubricating oil in the oil pot 91 flows to the main oil pump 80 through the second oil passage 51. The main oil pump 80 pumps the lubricating oil into the oil filter, flows through the oil inlet passage 161 into the oil cooler and flows out to the cylinder main oil passage 163. Then part of the lubricating oil flows to the crankshaft hole oil groove 164, the nozzle oil passage 165 and the tensioner oil passage 167 to lubricate the crankshaft, the injector 41 and the tensioner 96 respectively, and the lubricated lubricating oil falls to the bottom shell return oil port 621 located on the front side of the oil pan and the bottom shell return oil port 622 located on the rear side of the oil pan, and is sucked back by the fourth return oil pump 84 and the first return oil pump 81 respectively.

[0197] At the same time, another part of the lubricating oil flows to the intake side oil channel 332 and the exhaust side oil channel 342 of the left cylinder head 301 and the intake side oil channel 332 and the exhaust side oil channel 342 of the right cylinder head 302, so as to lubricate the intake shaft and the exhaust shaft of the left cylinder head 301 respectively, and then flows to the cylinder head lubricating oil channel through the supercharger 95 or the variable valve timing system 94.

[0198] In the left cylinder head 301, the lubricating oil falls to the cylinder head oil return port 3011 located on the front side of the left cylinder head and the cylinder head oil return port 3012 located on the rear side of the left cylinder head, and respectively enters the first oil return port 1011 of the left cylinder body and the second oil return port of the left cylinder body through the first oil passage 18 and is sucked back by the second oil return pump 82 and the third oil return pump 83 respectively.

[0199] In the right cylinder head 302, the lubricating oil falls to the cylinder head return oil port 3021 located on the front side of the right cylinder head and the cylinder head return oil port 3022 located on the rear side of the right cylinder head, and respectively enters the first oil return port 1021 of the right cylinder body and the second oil return port 1022 of the right cylinder body through the first oil passage 18 and is sucked back by the third oil return pump 83 and the second oil return pump 82 respectively.

[0200] The first, second, third, and fourth oil return pumps 81, 82, 83, and 84 are connected to the third oil passage 52 via a common oil return port, allowing the lubricating oil to flow back to the oil pot 91. This circulation of lubricating oil allows lubrication of the cylinder block and cylinder head.

[0201] In some embodiments, a centrifugal separation mechanism 911 is provided in the oil pot 91 to separate the oil and gas in the lubricating oil.

[0202] It should be noted that in the present application, the first oil return pump 81, the second oil return pump 82, the third oil return pump 83 and the fourth oil return pump 84 are arranged in series with the main oil pump 80, and are driven by sprockets and provided with driving force by the same drive shaft to simplify their layout structure.

[0203] In some examples of the present application, the cylinder head oil return port 3021 on the front side of the left cylinder head and the cylinder head oil return port 3021 on the rear side of the right cylinder head share an oil return pump, and the cylinder head oil return port 3021 on the rear side of the left cylinder head and the cylinder head oil return port 3021 on the front side of the right cylinder head share an oil return pump, thereby achieving oil return of the left cylinder head 301 and the right cylinder head 302 under any working conditions (such as left leaning, climbing, downhill, etc.).

[0204] The present application also discloses a vehicle 1000 .

[0205] As shown in FIG46 , a vehicle 1000 according to an embodiment of the present application includes the engine 100 described in any one of the above embodiments.

[0206] When the engine 100 of the embodiment of the present application is installed on a vehicle, the left and right direction of the vehicle is consistent with the left and right direction X referred to in the embodiment of the present application, the front and rear direction of the vehicle is consistent with the front and rear direction Y referred to in the embodiment of the present application, and the up and down direction of the vehicle is consistent with the up and down direction Z referred to in the embodiment of the present application.

[0207] According to the vehicle 1000 of the embodiment of the present application, the left cylinder block 101 and the right cylinder block 102 of its engine 100 are arranged along the left and right sides to define a crankshaft chamber 20 between the left cylinder block 101 and the right cylinder block 102. In this way, the left cylinder block 101 and the right cylinder block 102 are distributed on both sides of the crankshaft in the horizontal direction, so that the engine 100 is formed into a horizontally opposed engine 100, thereby making the overall height of the engine 100 lower and the length shorter, and further making the center of gravity of the engine 100 lower, so as to improve the driving stability of the vehicle 1000 during driving.

[0208] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0209] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. An engine (100), characterized in that: include: A main cylinder body (10), the main cylinder body (10) comprising a left cylinder body (101) and a right cylinder body (102), the left cylinder body (101) and the right cylinder body (102) being arranged in a left-right direction, the left cylinder body (101) and the right cylinder body (102) defining a crankshaft chamber (20), the left cylinder body (101) and the right cylinder body (102) both being provided with a combustion chamber (11), the combustion chamber (11) extending in a horizontal direction; An end cover (30), the end cover (30) comprising a left cylinder cover (301) and a right cylinder cover (302), the left cylinder cover (301) being arranged on the left side of the left cylinder body (101), the right cylinder cover (302) being arranged on the right side of the right cylinder body (102), the left cylinder cover (301) and the right cylinder cover (302) both being provided with a first chamber (31) and a second chamber (32) communicating with a corresponding combustion chamber (11), the first chamber (31) being used for accommodating an injector (41), and the second chamber (32) being used for accommodating a spark plug (42); a timing cover (50), the timing cover (50) being located at one side of the master cylinder body (10) and being fixed to at least one of the left cylinder body (101), the right cylinder body (102), the left cylinder head (301) and the right cylinder head (302); An oil pan (60) is disposed at the lower portion of the main cylinder (10) and is communicated with the crank chamber (20).

2. The engine (100) according to claim 1, characterized in that: The left cylinder head (301) and the right cylinder head (302) are both provided with a lower air intake channel (33) and an upper exhaust channel (34); the upper exhaust channel (34) is located above the lower air intake channel (33); and the upper exhaust channel (34) and the lower air intake channel (33) are respectively connected to the combustion chamber (11).

3. The engine (100) according to claim 2, characterized in that: The left cylinder head (301) and the right cylinder head (302) are both provided with a cylinder head cooling water path (35), and the cylinder head cooling water path (35) at least wraps around the upper exhaust passage (34).

4. The engine (100) according to claim 3, characterized in that: The cylinder head cooling water circuit (35) comprises a cylinder head water inlet (351) located at the bottom and a cylinder head water outlet (352) located at the top.

5. The engine (100) according to claim 3 or 4, characterized in that: The left cylinder body (101) and the right cylinder body (102) are both provided with a cylinder body cooling water circuit (12), and a cylinder head water inlet (351) of the cylinder head cooling water circuit (35) is connected to the cylinder body cooling water circuit (12) on the same side.

6. The engine (100) according to claim 5, characterized in that The cylinder cooling water channel (12) is arranged around the combustion chamber (11).

7. The engine (100) according to claim 5 or 6, characterized in that: The left cylinder block (101) and the right cylinder block (102) are both provided with a plurality of combustion chambers (11); the cylinder block cooling water circuit (12) comprises a first confluence cavity (121), a second confluence cavity (122) and a plurality of flow branches (123); The first confluence chamber (121) is located below the plurality of combustion chambers (11), and the second confluence chamber (122) is located above the plurality of combustion chambers (11). The bottom wall of the first confluence chamber (121) is provided with an engine water inlet (13), and the top wall of the first confluence chamber (121) is provided with a plurality of cylinder water inlets (14). The plurality of cylinder water inlets (14) are respectively connected to the plurality of flow diversion branches (123). Each of the flow diversion branches (123) is arranged around the corresponding combustion chamber (11), and each of the flow diversion branches (123) is connected to the second confluence chamber (122). The second confluence chamber (122) is provided with a cylinder water outlet (15).

8. The engine (100) according to any one of claims 5 to 7, characterized in that: The oil pan (60) is provided with a water inlet channel (61), one end of which is suitable for being connected to a water pump, and the water inlet channel (61) is provided with a plurality of water outlet interfaces (611), and the plurality of water outlet interfaces (611) are in communication with the cylinder cooling water circuits (12) of the left cylinder body (101) and the right cylinder body (102).

9. The engine (100) according to any one of claims 1 to 8, characterized in that: The left cylinder block (101) and the right cylinder block (102) are both provided with a cylinder block lubricating oil passage (16), the left cylinder head (301) and the right cylinder head (302) are both provided with a cylinder head lubricating oil passage, the cylinder block lubricating oil passage (16) is provided with a cylinder block oil inlet (160), the cylinder block oil inlet (160) is suitable for being connected to a main oil pump (80), the cylinder block lubricating oil passage (16) is communicated with the oil pan (60) so that the oil pan (60) can recover lubricating oil, the cylinder head lubricating oil passage is provided with a cylinder head upper oil passage (360) and a cylinder head oil return port (362), the cylinder head upper oil passage (360) is communicated with the cylinder block lubricating oil passage (16), and the cylinder head oil return port (362) is suitable for being connected to an oil return pump; The oil pan (60) is provided with a pan oil return port (62), and the pan oil return port (62) is suitable for being connected to an oil return pump.

10. A vehicle (1000), characterized in that: Comprising an engine (100) according to any one of claims 1-9.

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