Engine, hybrid power assembly and vehicle

Abstract

The invention discloses an engine, a hybrid assembly and a vehicle, relates to the technical field of vehicles, and aims to solve the problem of abnormal sound at the initial starting stage of the engine. The engine comprises an engine body, an oil pan, an oil can, a pump assembly and an auxiliary device, the engine body is provided with an oil duct, and the oil duct comprises an inlet end and an outlet end; the oil pan is provided with an accommodating cavity communicated with the oil duct; the pump assembly is used for pumping oil in the oil can into the inlet end of an oil duct of the machine body and used for pumping media in the outlet end of the oil duct and the containing cavity into the oil can, the end, connected with the outlet end, of the pump assembly is a first end, and the end, connected with the containing cavity, of the pump assembly is a second end. And the auxiliary device is used for supplying oil liquid to the first end, supplying gas to the second end or discharging the oil liquid in the containing cavity within a first preset time period after the pump assembly is started to work, so that the first end and the second end pump the oil liquid or the gas into the oil can at the same time.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an engine, a hybrid assembly, and a vehicle. Background Art

[0002] Currently, conventional engine lubrication systems utilize either a wet sump or a dry sump. The wet sump's oil pump is located inside the engine, drawing oil directly from the sump. After lubrication, the oil returns to the sump under gravity. Because the wet sump is located at the bottom of the engine, this inevitably limits the vehicle's Z-axis (i.e., height) clearance.

[0003] In a dry sump design, the dry sump located at the bottom of the engine does not store engine oil. Instead, the oil is stored in an attached oil reservoir. The oil sump is typically located at the bottom of the engine block. After lubrication, the lubricating oil in the cylinder returns to the sump under gravity. The lubricating oil in the cylinder head sump and cylinder head is returned to the oil reservoir via a pump assembly. Summary of the Invention

[0004] The purpose of this application is to provide an engine, a hybrid assembly and a vehicle, aiming to solve the problem of abnormal noise in the early stage of engine startup.

[0005] In the first aspect, an engine is provided, comprising an engine body, an oil pan, an oil pot, a pump assembly and an auxiliary device, the engine body having an oil passage, the oil passage comprising an inlet end and an outlet end; the oil pan having a accommodating chamber connected to the oil passage; the pump assembly being used to pump the oil in the oil pot into the inlet end of the oil passage of the engine body, and being used to pump the medium in the outlet end of the oil passage and the accommodating chamber into the oil pot, the end of the pump assembly connected to the outlet end being the first end, and the end of the pump assembly connected to the accommodating chamber being the second end; the auxiliary device being used to supply oil to the first end, supply gas to the second end or discharge the oil in the accommodating chamber within a first preset time period after the pump assembly is started, so that the first end and the second end simultaneously pump oil or gas into the oil pot.

[0006] It is understandable that when the engine is in operation, the pump assembly can pump the oil in the accommodating chamber to the oil pot, and can simultaneously pump the oil at the outlet end to the oil pot. Since the outlet of the pump assembly is connected, the oil from different areas (i.e., the accommodating chamber and the outlet end) will converge. In the early stage when the engine enters the operating state, since there is no oil at the outlet end, and some oil remains in the accommodating chamber, the first end sucks air and the second end sucks oil, thereby causing the oil and air to mix and produce a violent abnormal noise. In this regard, the auxiliary device of the present application can supply oil to the first end, supply gas to the second end, or discharge the oil from the accommodating chamber, so that the first end and the second end can simultaneously suck oil or gas.

[0007] Exemplarily, when the auxiliary device supplies oil to the first end, the first end can suck the oil, and the second end can also suck the residual oil in the accommodating chamber. In this case, the first and second ends suck the oil simultaneously. Exemplarily, when the auxiliary device supplies gas to the second end, the second end can suck the gas, and the first end can also suck the gas. In this case, the first and second ends suck the gas simultaneously. Exemplarily, when the auxiliary device discharges the oil from the accommodating chamber, the second end can suck the gas, and the first end can also suck the gas. In this way, oil and gas mixing can be avoided, thereby resolving the problem of abnormal noise caused by oil and gas mixing in the early stage of engine startup.

[0008] Optionally, the auxiliary device includes an oil delivery device, which is connected to the outlet end of the oil channel. The oil delivery device is used to deliver oil to the outlet end within a first preset time period after the pump assembly starts working, so that the second end and the first end pump oil into the oil tank at the same time.

[0009] Optionally, the oil delivery device includes an oil delivery pump, which is connected to the outlet end. The oil delivery pump is used to supply oil to the outlet end within a first preset time period after the pump assembly starts working, so that the second end and the first end pump oil into the oil pot at the same time.

[0010] Optionally, an oil delivery pump is connected between the oil pot and the outlet end, and the oil delivery pump is used to deliver the oil in the oil pot to the outlet end.

[0011] Optionally, the pump assembly includes an oil supply pump, which is connected between the oil pot and the oil channel of the machine body, and the oil supply pump pumps the oil in the oil pot into the inlet end of the oil channel; the oil supply pump is also connected between the oil pot and the outlet end, and the oil supply pump is used to transport the oil in the oil pot to the outlet end, and the oil supply pump forms an oil transfer pump.

[0012] Optionally, the oil delivery device includes an oil supply source and a first switching valve, and the oil supply source is connected to the outlet end through the first switching valve; the first switching valve can switch between an open state and a closed state. When the first switching valve is in the open state, the oil supply source is connected to the outlet end, and the oil of the oil supply source can enter the outlet end through the first switching valve. When the first switching valve is in the closed state, the oil supply source is disconnected from the outlet end.

[0013] Optionally, the oil supply source and the oil pot are of the same structure.

[0014] Optionally, the first switch valve is a solenoid valve, and the auxiliary device further includes a first control unit, which is connected to the first switch valve and is used to control the first switch valve to switch between an open state and a closed state.

[0015] Optionally, the auxiliary device includes an air supply device connected to the second end, and the air supply device is used to deliver gas to the second end within a first preset time period after the pump assembly starts working, so that the second end and the first end pump gas into the oil pot at the same time.

[0016] Optionally, the air supply device includes an air supply valve, which has an air inlet and an exhaust port, the air inlet is connected to the air source, and the exhaust port is connected to the second end; the air supply valve can switch between an open state and a closed state, when the air supply valve is in the open state, the air inlet is connected to the exhaust port to allow gas to enter the second end, and when the air supply valve is in the closed state, the air inlet is disconnected from the exhaust port.

[0017] Optionally, the air intake is in communication with an external air space of the engine.

[0018] Optionally, the air supply valve is a solenoid valve, and the auxiliary device further includes a second control unit, which is connected to the air supply valve and controls the air supply valve to switch between an open state and a closed state.

[0019] Optionally, the air supply valve is a mechanical valve.

[0020] Optionally, the pump assembly also includes an oil return pump assembly, which includes an inlet and an outlet, the inlet being connected to the outlet end of the oil channel and the accommodating chamber, and the outlet being connected to the oil pot, and the oil return pump assembly being used to pump the medium in the outlet end of the oil channel and the accommodating chamber into the oil pot; the outlet of the oil return pump assembly is also connected to the air supply valve, and the medium discharged from the outlet of the oil return pump assembly can also drive the air supply valve to switch between an open state and a closed state.

[0021] Optionally, the auxiliary device includes an oil drainage device, which is connected to the accommodating chamber. The oil drainage device is used to discharge the oil in the accommodating chamber within a first preset time period after the pump assembly starts working, so that the second end and the first end pump gas into the oil pot at the same time.

[0022] Optionally, the oil discharge device includes an oil discharge pump connected to the accommodating chamber, and the oil discharge pump is used to extract the oil in the accommodating chamber so that the second end and the first end simultaneously pump gas into the oil pot.

[0023] Optionally, an oil drain pump is connected between the accommodating chamber and the oil pot, and the oil drain pump is used to pump the oil in the accommodating chamber into the oil pot within a first preset time period after the pump assembly starts working.

[0024] Optionally, the oil discharge device includes a second switching valve and an oil storage device. The oil storage device is connected to the accommodating chamber by means of the second switching valve. The second switching valve can switch between an open state and a closed state. When the second switching valve is in an open state, the oil in the accommodating chamber can flow into the oil storage device through the second switching valve. When the second switching valve is in a closed state, the oil storage device is disconnected from the accommodating chamber.

[0025] Optionally, the second switching valve is a one-way valve.

[0026] Optionally, the engine body includes a cylinder body and a cylinder head connected to the cylinder body, and the outlet end of the oil channel is arranged on the cylinder head.

[0027] Optionally, there are multiple cylinder heads, including a first cylinder head and a second cylinder head, which are respectively arranged at opposite ends of the cylinder body, and there are multiple outlet ends of the oil channel, including a first outlet end and a second outlet end, the first outlet end is arranged at the first cylinder head, and the second outlet end is arranged at the second cylinder head.

[0028] Optionally, the engine body is a horizontally opposed engine.

[0029] Optionally, the pump assembly includes a linkage shaft, an oil supply pump and an oil return pump assembly, the oil return pump assembly includes multiple oil return pumps, and the oil supply pump and the multiple oil return pumps are all transmission-connected to the linkage shaft.

[0030] Optionally, the oil return pump assembly includes a first type of oil return pump, which is connected to the outlet end and to the oil pot, and is suitable for transporting the oil flowing from the oil channel to the outlet end to the oil pot.

[0031] Optionally, the oil return pump assembly further includes a second type of oil return pump, which is connected to the accommodating cavity and to the oil pot, and is suitable for transporting the oil in the accommodating cavity of the oil pan to the oil pot.

[0032] Optionally, the engine includes: an output shaft, which is drivingly connected to the linkage shaft.

[0033] In a second aspect, a hybrid assembly is also provided, comprising the engine described in the first aspect above.

[0034] In a third aspect, a vehicle is provided, comprising the engine described in the first aspect or the hybrid assembly described in the second aspect.

[0035] It should be noted that the technical effects brought about by the implementation methods of the second to third aspects can be referred to the technical effects brought about by the corresponding implementation methods in the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0037] Figure 1 A schematic structural diagram of a vehicle provided in an embodiment of the present application;

[0038] Figure 2 A schematic diagram of a partial three-dimensional structure of an engine provided in an embodiment of the present application;

[0039] Figure 3 This is one of the connection diagrams of an engine provided in an embodiment of the present application;

[0040] Figure 4 This is a second connection diagram of an engine provided in an embodiment of the present application;

[0041] Figure 5 This is a third connection diagram of an engine provided in an embodiment of the present application;

[0042] Figure 6 This is a fourth connection diagram of an engine provided in an embodiment of the present application;

[0043] Figure 7 This is a fifth connection diagram of an engine provided in an embodiment of the present application;

[0044] Figure 8 Provided in the embodiments of this application Figure 7 A cross-sectional view of a mechanical valve in FIG.

[0045] Figure 9 This is a sixth connection diagram of an engine provided in an embodiment of the present application;

[0046] Figure 10 This is the seventh connection diagram of an engine provided in an embodiment of the present application.

[0047] Reference numerals:

[0048] 1000-vehicles;

[0049] 100-Engine;

[0050] 10 - engine body; 101 - oil channel; 101A - inlet port; 101B - outlet port; 101B1 - first outlet port; 101B2 - second outlet port; 1011 - first oil channel; 1012 - second oil channel; 11 - cylinder block; 11A - cylinder block oil inlet port; 111 - first cylinder block; 112 - second cylinder block; 12 - cylinder head; 12A - cylinder head oil return port; 121 - first cylinder head; 122 - second cylinder head;

[0051] 20-Oil pan; 21-Oil return port of pan;

[0052] 30-oil pot;

[0053] 40 - pump assembly; 41 - oil supply pump; 411 - oil supply pump inlet; 412 - oil supply pump outlet; 42 - oil return pump assembly; 42A - first oil return pump; 42A1 - first oil return pump; 42A2 - second oil return pump; 42B - second oil return pump; 42B1 - third oil return pump; 42B2 - fourth oil return pump; 421 - outlet; 43 - linkage shaft;

[0054] 50-auxiliary device; 51-oil delivery device; 511-oil delivery pump; 512-first switch valve; 52-first valve; 53-first control unit; 54-air supply device; 541-air supply valve; 542-mechanical valve; 5421-connecting channel; 5422-valve core; 5423-first area; 5424-second area; 5425-first valve port; 5426-second valve port; 5427-third valve port; 5428-elastic member; 55-second control unit; 56-oil discharge device; 561-oil discharge pump; 562-second switch valve; 563-oil storage device; 57-third control unit. DETAILED DESCRIPTION

[0055] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0056] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0057] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. Throughout this application, unless otherwise specified, "plurality" means two or more.

[0058] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "connected" and "connect" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "connected" used in this application have the meaning of conducting electricity. The specific meanings need to be understood in the context.

[0059] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0060] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0061] See also Figure 1 The present application provides a vehicle 1000 , which may be a pure electric vehicle 1000 , a hybrid electric vehicle 1000 , a plug-in hybrid electric vehicle 1000 , a fuel vehicle, etc. The vehicle 1000 may also be a car, a van, a bus, a truck, a trailer, etc.

[0062] The vehicle 1000 may include a body and wheels. The body is used for passengers to sit and carry objects, and the wheels are installed under the body to support the body and can roll on the road to enable the vehicle 1000 to travel.

[0063] In some embodiments, the vehicle 1000 may further include a hybrid powertrain assembly disposed on the vehicle body.

[0064] In one possible structural design, the hybrid assembly may be a drive assembly, which is used to convert electrical energy or thermal energy into mechanical energy and transmit the mechanical energy to wheels to drive the wheels of vehicle 1000 to rotate, so that vehicle 1000 can move.

[0065] In another possible structural design, the hybrid assembly can also be a power generation assembly, which is used to convert other forms of energy (such as fuel combustion) into electrical energy. The power generation assembly can transmit the electrical energy to the drive assembly, so that the drive assembly drives the wheels to rotate.

[0066] In a possible structural design, the hybrid assembly may include an engine, which is an energy conversion device that can convert heat energy or other forms of energy generated by fuel combustion into mechanical energy to drive the wheels to rotate.

[0067] The engine may be an internal combustion engine, an external combustion engine, a jet engine, etc., and this application does not limit this.

[0068] In another possible structural design, the hybrid assembly may include an electric motor for converting electrical energy into mechanical energy to drive the wheels to rotate.

[0069] In another possible structural design, the vehicle 1000 is a hybrid vehicle 1000 , and the hybrid assembly may include an engine and a motor.

[0070] It should be noted that the relative positions of the engine and motor in hybrid vehicle 1000 may be affected by the power transmission path of the hybrid powertrain. To simplify the power transmission system, reduce energy loss, or improve transmission efficiency, the engine can be positioned above the motor.

[0071] An engine provided in embodiments of the present application is suitable for hybrid sedans, hybrid off-road vehicles, sport utility vehicles, and the like. The engine is a horizontally opposed engine with a relatively low overall Z-height, making it particularly suitable for installation in the front cabin of a sedan, where the overall Z-height is relatively low. Due to the engine's relatively low overall Z-height, an electric drive assembly can also be integrated into the front cabin of the sedan. The electric drive assembly can include a single motor, whose power is distributed to the two front wheels via a differential, or two motors, each driving one front wheel. Within the front cabin of the sedan, the engine can be stacked above the drive assembly.

[0072] Understandably, when an engine is operating, the piston reciprocates at high speed within the cylinder, and components like the crankshaft and camshaft operate continuously, generating intense friction between component surfaces. This can exacerbate wear and generate significant heat, impacting engine performance and life. To address these issues, the engine lubrication system plays a crucial role. It delivers lubricating oil (also known as fluid) to the surfaces of moving parts through an oil pump, forming an oil film that reduces friction, removes heat, and removes impurities, ensuring the normal operation of all engine components. It is a critical system for maintaining reliable engine operation.

[0073] Currently, conventional engine lubrication systems utilize either a wet sump or a dry sump. In a wet sump, the oil pump is located inside the engine, drawing oil directly from the sump and returning the lubricating oil to the sump by gravity after lubrication. Because the wet sump is located at the bottom of the engine, this inevitably limits the space available in the Z direction (i.e., the height of the vehicle 1000).

[0074] In a dry sump design, the dry sump, located at the bottom of the engine, does not store oil; instead, the oil is stored in an attached oil reservoir. This reduces the oil sump's Z-axis dimension, freeing up space for other components of the vehicle 1000. This facilitates the installation of complex electrical systems, optimizes exhaust routing, and improves interior space utilization. It also helps lower the center of gravity of the vehicle 1000, enhancing driving stability and handling, and reducing roll during cornering.

[0075] The dry sump is typically located at the bottom of the engine block, where the lubricating oil in the cylinder returns to the sump under gravity after lubrication. The lubricating oil in the sump and cylinder head is pumped into the oil tank via a pump assembly.

[0076] It should be noted that when the engine stops, the pump assembly also stops, and the residual oil in the cylinder will gradually drip into the oil pan. This means that during the initial stages of the next engine startup, there will be residual oil in the oil pan. The oil passage structure in the cylinder head is long, and the pressure buildup at the end of the cylinder head is slow. This results in the pump assembly pumping a different medium at the end of the cylinder head than it does from the oil pan during the initial engine startup. In other words, during the initial engine startup, the pump assembly will pump air from the end of the cylinder head and the residual oil in the oil pan. This will cause the pumped oil to mix with the air, generating a loud noise and affecting the NVH performance of Vehicle 1000.

[0077] To resolve this technical issue, see Figure 2 and Figure 3 The embodiment of the present application provides an engine 100, comprising: an engine body 10, an oil pan 20, an oil pot 30, a pump assembly 40 and an auxiliary device 50 ( Figure 2 and Figure 3 Not shown yet).

[0078] In one possible structural design, the engine body 10 may include a cylinder block 11 and a cylinder head 12. The cylinder head 12 is connected to the cylinder block 11, and the connection between the cylinder head 12 and the cylinder block 11 may include, but is not limited to, threaded connection or snap connection. The cylinder head 12 is mounted on one side of the cylinder block 11, sealing the cylinder block 11 to form a sealed combustion chamber. Within this combustion chamber, the piston of the engine 100 can normally compress the fuel and mixed gas to generate power.

[0079] Furthermore, the engine body 10 includes an oil passage 101, which includes an inlet end 101A and an outlet end 101B. In one possible structural design, the oil passage 101 may include a first oil passage 1011 and a second oil passage 1012, wherein the inlet end 101A is the inlet end 101A of the first oil passage 1011, and the outlet end 101B is the outlet end 101B of the second oil passage 1012.

[0080] A first oil passage 1011 may be provided within the cylinder body 11. This first oil passage 1011 can be used to lubricate one or more of the various components within the cylinder body 11, including the piston, piston rings, cylinder wall, connecting rod bearings, and crankshaft bearings. The oil pan 20 may be connected to the first oil passage 1011 to recover lubricating oil within the first oil passage 1011. The cylinder body 11 may be provided with a cylinder oil inlet 11A connected to the first oil passage 1011. This cylinder oil inlet 11A is referred to as the inlet port 101A. The cylinder body 11 may also be provided with a cylinder oil return port connected to the first oil passage 1011. The orthographic projection of this cylinder oil return port on the plane of the oil pan 20 is located within the oil pan 20. This allows the oil (i.e., lubricating oil) to flow out of the cylinder oil return port through the first oil passage 1011 and then return to the oil pan 20 under the action of gravity.

[0081] A second oil passage 1012 may be provided within the cylinder head 12, and this second oil passage 1012 can be used to lubricate one or more of the cylinder head valves, camshaft, and other components. The cylinder head 12 is provided with a cylinder head oil return port 12A that communicates with the second oil passage 1012. This cylinder head oil return port 12A is the outlet port 101B. The first oil passage 1011 is connected to the second oil passage 1012, and the cylinder head oil return port 12A is adapted to communicate with the pump assembly 40. Thus, lubricating oil can enter the second oil passage 1012 to lubricate the inner cavity of the cylinder head 12. The oil in the second oil passage 1012 then flows through the cylinder head oil return port 12A to the pump assembly 40, and under the action of the pump assembly 40, it flows back to the oil pot 30 to achieve oil return.

[0082] The oil pan 20 is provided with a storage chamber, and a sump oil return port 21 is provided on the oil pan 20, communicating with the storage chamber. The storage chamber is used to store oil. Furthermore, the oil pot 30 is externally mounted, meaning it is located outside the engine 100, making it easier to install. This also reduces the Z-axis dimension of the engine 100, improving interior space utilization and lowering the center of gravity of the vehicle 1000.

[0083] In addition, the pump assembly 40 is used to pump the oil in the oil pot 30 into the inlet end 101A of the oil passage 101 of the engine body 10. That is, the pump assembly 40 is connected to the oil pot 30 and the cylinder oil inlet 11A, and the pump assembly 40 can pump the oil in the oil pot 30 into the cylinder oil inlet 11A. The pump assembly 40 is also used to pump the medium in the outlet end 101B of the oil passage 101 and the accommodating chamber into the oil pot 30. The end of the pump assembly 40 connected to the outlet end 101B is referred to as the first end, and the end of the pump assembly 40 connected to the accommodating chamber is referred to as the second end. That is, the first end of the pump assembly 40 is connected to the cylinder head oil return port 12A, and the second end of the pump assembly 40 is connected to the sump oil return port 21. In this way, the pump assembly 40 can simultaneously draw oil from the cylinder head 12 and the oil sump 20 into the oil pot 30.

[0084] In addition, the auxiliary device 50 is configured to supply oil to the first end, supply gas to the second end, or discharge oil from the accommodating chamber within a first preset time period after the pump assembly 40 is started, so that the first end and the second end simultaneously pump oil or gas into the oil pot 30. Exemplarily, when the auxiliary device 50 supplies oil to the first end, the first end can draw oil, while the second end can also draw residual oil from the accommodating chamber. Thus, the first end and the second end simultaneously draw oil. Exemplarily, when the auxiliary device 50 supplies gas to the second end, the second end can draw gas, while the first end can also draw gas. Thus, the first end and the second end simultaneously draw gas. Exemplarily, when the auxiliary device 50 discharges oil from the accommodating chamber, the second end can draw gas, while the first end can also draw gas. Thus, the first end and the second end simultaneously draw gas.

[0085] Among them, the first preset time period can be a pre-set time end, for example, it can be 10 seconds, 5 seconds or 3 seconds, etc., and the embodiment of the present application does not limit this.

[0086] It should be noted that the time from when the engine 100 enters the operating state until the first end of the pump assembly 40 is able to draw in oil is generally short, typically 5-60 seconds, and for most engines 100, typically 10-20 seconds. The specific time varies depending on the capacity of the pump assembly 40 for supplying oil into the second oil passage 1012. For example, the greater the power of the pump assembly 40 pumping oil into the second oil passage 1012, the shorter the time from when the engine 100 enters the operating state until the first end of the pump assembly 40 is able to draw in oil.

[0087] It is understandable that when the engine 100 is in operation, the pump assembly 40 can pump the oil in the accommodating chamber to the oil pot 30, and can simultaneously pump the oil at the outlet end 101B to the oil pot 30. Since the outlet of the pump assembly 40 is connected, the oil from different areas (i.e., the accommodating chamber and the outlet end 101B) will converge. In the early stage when the engine 100 enters the operating state, since there is no oil at the outlet end 101B, and some oil remains in the accommodating chamber, the first end sucks air and the second end sucks oil, thereby causing the oil and air to mix and produce a violent abnormal noise. In this regard, the auxiliary device 50 of the present application can supply oil to the first end, supply gas to the second end, or discharge the oil from the accommodating chamber, so that the first end and the second end can simultaneously pump oil or gas. In this way, the mixing of oil and gas can be avoided, so as to solve the abnormal noise problem caused by the mixing of oil and gas at the initial start-up of the engine 100.

[0088] In some embodiments of the present application, the auxiliary device 50 is used to supply oil to the first end within a first preset time period after the pump assembly 40 starts working, so that the first end and the second end pump oil into the oil pot 30 at the same time.

[0089] Specifically, in some embodiments, see Figure 4 The auxiliary device 50 includes an oil delivery device 51, which is connected to the outlet end 101B of the oil passage 101, that is, the oil delivery device 51 is connected to the cylinder head oil return port 12A. The oil delivery device 51 is used to deliver oil to the outlet end 101B within a first preset time period after the pump assembly 40 is activated, so that the second end and the first end simultaneously pump oil into the oil tank 30. In this way, after the oil delivery device 51 inputs oil to the outlet end 101B, the first end of the pump assembly 40 can suck the oil from the outlet end 101B, while the second end of the pump assembly 40 can suck the residual oil in the oil pan 20. In this way, the pump assembly 40 sucks oil from different locations and mixes them, thereby avoiding the problem of abnormal noise caused by oil-gas mixing and improving the NVH performance of the vehicle 1000.

[0090] In a possible structural design, the oil delivery device 51 includes an oil delivery pump 511, and the oil delivery pump 511 is connected to the outlet port 101B. That is, the oil delivery pump 511 is connected to the cylinder head oil return port 12A. The oil delivery pump 511 is used to supply oil to the outlet port 101B within the first preset time period after the pump assembly 40 starts working, so that the second end and the first end simultaneously pump oil into the oil pot 30. Optionally, the oil delivery pump 511 can be a gear pump, a rotor pump, a vane oil pump or a plunger oil pump, etc., which is not limited in the embodiment of the present application. In this way, by setting the oil delivery pump 511, oil can be input to the outlet port 101B, thereby ensuring that the first end of the pump assembly 40 can also pump oil in the initial stage of operation of the engine 100.

[0091] Optionally, the oil transfer pump 511 can be connected between the oil pot 30 and the outlet port 101B to transfer the oil in the oil pot 30 to the outlet port 101B. In this way, the oil transfer pump 511 can transfer the oil in the oil pot 30 to the outlet port 101B, ensuring that the first end of the pump assembly 40 can also pump oil during the initial operation of the engine 100.

[0092] The pump assembly 40 further includes an oil supply pump 41 connected between the oil pot 30 and the oil passage 101 of the engine body 10. Specifically, the inlet 411 of the oil supply pump 41 can be connected to the oil pot 30, and the outlet 412 of the oil supply pump 41 is connected to the cylinder oil inlet 11A. In this way, the oil supply pump 41 can pump the oil from the oil pot 30 into the oil passage 101 of the engine body 10, providing power for the circulation of the oil.

[0093] In one possible structural design, the oil supply pump 41 is further connected between the oil pot 30 and the outlet port 101B, that is, between the oil pot 30 and the cylinder head oil return port 12A, and the oil supply pump 41 forms an oil delivery pump 511. In other words, the oil pumped by the oil supply pump 41 can be split into two paths, one of which is directly input into the oil passage 101 of the engine body 10, and the other is delivered to the cylinder head oil return port 12A.

[0094] The auxiliary device 50 further includes an auxiliary oil circuit 50A, which connects the oil supply pump 41 to the outlet port 101B. This allows the oil supply pump 41 to deliver oil to the outlet port 101B without requiring an additional pump body, thereby reducing the production cost of the engine 100 and improving its production efficiency.

[0095] It is understood that after the oil passage 101 at the end of the cylinder head 12 has built up pressure, the oil in the first oil passage 1011 can flow to the cylinder head oil return port 12A through the second oil passage 1012. At this time, the oil supply pump 41 continues to pump oil to the cylinder head oil return port 12A, which will reduce the cooling and lubrication performance of the engine 100. Therefore, in some embodiments of the present application, a first valve 52 can be further provided on the oil line connecting the oil supply pump 41 and the outlet port 101B. The first valve 52 can control the on-off connection between the oil supply pump 41 and the outlet port 101B. The first valve 52 can be a regulating valve or a shut-off valve, etc., which is not limited in the embodiments of the present application.

[0096] Thus, during the initial operation of the engine 100, the first valve 52 can be opened to allow the oil pumped by the oil supply pump 41 to be diverted into two paths: one path is directly fed into the oil passage 101 of the engine body 10, and the other path is delivered to the cylinder head oil return port 12A. This ensures that the first end of the pump assembly 40 can also pump oil during the initial operation of the engine 100. Once the oil passage 101 at the end of the cylinder head 12 has built pressure, the first valve 52 can be controlled to close, allowing all the oil pumped by the oil supply pump 41 to flow into the oil passage 101 of the engine body 10, ensuring excellent cooling and lubrication performance of the engine 100.

[0097] In other embodiments, see Figure 3 and Figure 5 The oil delivery device 51 includes an oil supply source and a first on-off valve 512. The oil supply source is connected to the outlet port 101B via the first on-off valve 512. Specifically, the oil supply source is connected to the cylinder head oil return port 12A via the first on-off valve 512. The first on-off valve 512 can be switched between an open state and a closed state. When the first on-off valve 512 is open, the oil supply source is connected to the outlet port 101B, and oil from the oil supply source can enter the outlet port 101B through the first on-off valve 512. When the first on-off valve 512 is closed, the oil supply source is disconnected from the outlet port 101B.

[0098] Among them, the first switch valve 512 can be an electric switch valve, a pneumatic switch valve, a hydraulic switch valve or an electromagnetic switch valve, etc., which is not limited in the embodiment of the present application.

[0099] In this way, during the initial operation of the engine 100, the first on-off valve 512 can be opened to connect the oil supply source to the outlet port 101B. The oil in the oil supply source can then flow through the first on-off valve 512 into the outlet port 101B, thereby ensuring that the first end of the pump assembly 40 can draw oil. This prevents oil-air mixing and resolves the problem of abnormal noise caused by oil-air mixing during the initial startup of the engine 100.

[0100] In one possible structural design, the oil supply source and the oil pot 30 are identical. This eliminates the need for a separate oil supply source, reducing the overall size of the engine 100 and, consequently, the space occupied by the engine 100 on the vehicle, facilitating the installation of other components. In another possible structural design, the oil supply source can be another structure containing oil in addition to the oil pot 30, although this is not a limitation in the present embodiment.

[0101] In some embodiments of the present application, the first switch valve 512 is a solenoid valve, and the auxiliary device 50 further includes a first control unit 53. The first control unit 53 can be an engine 100 control unit (ECU) or a vehicle control unit, which is not limited in the present embodiment.

[0102] In addition, the first control unit 53 is connected to the first switch valve 512 , and the first control unit 53 is used to control the first switch valve 512 to switch between an open state and a closed state.

[0103] For example, when the engine 100 is started, the first control unit 53 controls the first on-off valve 512 to open, allowing the oil in the oil supply source to flow through the first on-off valve 512 to the outlet port 101B, thereby ensuring that the first end of the pump assembly 40 can absorb the oil. When the engine 100 startup time reaches the first preset time period, the first control unit 53 controls the first on-off valve 512 to close. At this time, the oil passage 101 at the end of the cylinder head 12 has completed pressure buildup, and the oil in the first oil passage 1011 can flow through the second oil passage 1012 to the cylinder head oil return port 12A (i.e., the outlet port 101B). In this way, by providing the first control unit 53, automatic control of the first on-off valve 512 can be achieved, thereby improving the intelligence level of the vehicle 1000.

[0104] In other embodiments of the present application, the auxiliary device 50 is used to supply gas to the second end within a first preset time period after the pump assembly 40 starts working so that the first end and the second end simultaneously pump gas into the oil pot 30.

[0105] In some embodiments, as Figure 6 As shown, the auxiliary device 50 includes an air supply device 54 , which is connected to the second end, that is, the air supply device 54 is connected to the accommodating cavity in the oil pan 20 .

[0106] In addition, the air supply device 54 is used to deliver gas to the second end within the first preset time period after the pump assembly 40 starts working, that is, the air supply device 54 can deliver gas to the accommodating cavity so that the second end and the first end can pump gas into the oil pot 30 at the same time.

[0107] It should be noted that after the gas is delivered to the accommodating chamber, the residual oil at the bottom of the oil pan 20 may still flow back to the oil return port 21 of the pan, causing the second end of the pump assembly 40 to pump oil. Then, after the pump assembly 40 mixes the oil pumped by the second end and the air pumped by the first end, abnormal noise will undoubtedly occur.

[0108] Therefore, in some embodiments of the present application, a three-way valve can be provided at the oil return port 21 of the bottom shell, and the three-way valve includes: a first valve hole, a second valve hole and a third valve hole. The first valve hole can be switchably connected to the second valve hole or one of the third valve hole, and the second valve hole can be switchably connected to one of the third valve hole and the first valve hole.

[0109] In addition, the first valve hole is connected to the oil return port 21 of the bottom shell, the second valve hole is connected to the air supply device 54, and the third valve hole is connected to the second end of the pump assembly 40. In this way, within the first preset time period after the pump assembly 40 starts working, the second valve hole of the three-way valve is connected to the third valve hole. In this way, the air supply device 54 can provide gas to the second end, ensuring that the medium inhaled by the second end and the first end is consistent. In this way, the problem of abnormal noise caused by different inhaled media can be avoided. After the first preset time period after the pump assembly 40 starts working, the first valve hole of the three-way valve can be connected to the third valve hole. At this time, the oil channel 101 at the end of the cylinder head 12 has completed pressure building, and the oil in the first oil channel 1011 can flow to the cylinder head oil return port 12A (i.e., outlet end 101B) through the second oil channel 1012. In this way, both the first end and the second end can inhale oil. In this way, the medium inhaled by the second end and the first end is consistent, thereby avoiding the problem of abnormal noise caused by different inhaled media.

[0110] In one possible structural design, the air supply device 54 includes an air supply valve 541, which has an air inlet and an exhaust port. The air inlet is connected to the air source, and the exhaust port is connected to the second end. In other words, the exhaust port can be connected to the second valve hole of the three-way valve. The air supply valve 541 can switch between an open state and a closed state. When the air supply valve 541 is in the open state, the air inlet and the exhaust port are connected to allow gas to enter the second end. When the air supply valve 541 is in the closed state, the air inlet and the exhaust port are disconnected. Exemplarily, the air source can be the external gas space of the engine, that is, the air inlet can be connected to the external gas space of the engine 100.

[0111] In this way, during the first preset period of time after the pump assembly 40 is started, the air supply valve 541 can be opened to allow air to enter the second end, ensuring that both the second end and the first end can pump air. Furthermore, after the first preset period of time after the pump assembly 40 is started, the air supply valve 541 can be closed to allow oil to enter the second end, ensuring that both the second end and the first end can pump oil.

[0112] Optional, please continue to Figure 6 The air supply valve 541 is a solenoid valve. The auxiliary device 50 also includes a second control unit 55. The second control unit 55 is connected to the air supply valve 541. The second control unit 55 controls the air supply valve 541 to switch between an open state and a closed state. The second control unit 55 can be an engine 100 control unit (ECU) or a vehicle control unit, and this embodiment of the application does not limit this. In this way, by providing the second control unit 55, automatic control of the second switch valve can be achieved, thereby improving the intelligence level of the vehicle 1000.

[0113] Optional, see Figure 7The air supply valve 541 can also be a mechanical valve 542. The pump assembly 40 further includes an oil return pump assembly 42, which includes an inlet and an outlet 421. The inlet is connected to the outlet end 101B of the oil passage 101 and the accommodating chamber, and the outlet 421 is connected to the oil pot 30. The oil return pump assembly 42 is used to pump the medium in the outlet end 101B of the oil passage 101 and the accommodating chamber into the oil pot 30. The outlet 421 of the oil return pump assembly 42 is also connected to the air supply valve 541. The medium discharged from the outlet 421 of the oil return pump assembly 42 can also drive the air supply valve 541 to switch between an open state and a closed state.

[0114] For details, please refer to Figure 8 The mechanical valve 542 has a communication channel 5421 and includes a valve core 5422 disposed within the communication channel 5421. The valve core 5422 divides the communication channel 5421 into a first region 5423 and a second region 5424. The first region 5423 is provided with a first valve port 5425 and a second valve port 5426, the first valve port 5425 communicating with the air source and the second valve port 5426 communicating with the accommodating chamber. The second region 5424 is provided with a third valve port 5427 communicating with the outlet 421 of the oil return pump assembly 42. The valve core 5422 is elastically connected to the inner wall of the first region 5423 via an elastic member 5428 (e.g., a spring). The valve core 5422 can compress the elastic member 5428 in response to a pressure differential between the first region 5423 and the second region 5424, thereby moving the valve core 5422 to a second position. When there is no pressure difference or a low pressure difference between the first region 5423 and the second region 5424, the valve core 5422 moves to the first position under the restoring force of the elastic member 5428. When the valve core 5422 is in the first position, the first valve port 5425 and the second valve port 5426 are connected through the first region 5423; when the valve core 5422 is in the second position, the first valve port 5425 and the second valve port 5426 are disconnected.

[0115] In this way, at the initial stage when the engine 100 enters the working state, the valve core 5422 is in the first position, the first valve port 5425 and the second valve port 5426 are connected, and air can enter the first area 5423 through the first valve port 5425 and flow to the second end of the pump assembly 40 through the second valve port 5426, so that the second end of the pump assembly 40 can suck air; when the outlet 421 of the return oil pump assembly 42 sucks in the engine oil, the engine oil at the outlet 421 enters the second area 5424 through the third valve port 5427, pushing the valve core 5422 to switch from the first position to the second position, so that the first valve port 5425 and the second valve port 5426 are disconnected, thereby, the first end and the second end of the pump assembly 40 can both suck oil.

[0116] In this way, the communication relationship between the accommodating chamber and the gas source can be automatically adjusted through the mechanical valve 542, which is lower in cost and does not require additional control strategies.

[0117] In some other embodiments of the present application, the auxiliary device 50 is used to discharge the oil in the accommodating chamber within a first preset time period after the pump assembly 40 starts working, so that the first end and the second end simultaneously pump gas into the oil pot 30.

[0118] In some embodiments, see Figure 9 The auxiliary device 50 includes an oil discharge device 56 connected to the accommodating chamber. The oil discharge device 56 is used to discharge the oil in the accommodating chamber within a first preset time period after the pump assembly 40 is started, so that the second end and the first end simultaneously pump gas into the oil pot 30. In this way, the oil in the accommodating chamber is discharged within the first preset time period after the pump assembly 40 is started. This ensures that the first end and the second end simultaneously pump gas into the oil pot 30. Therefore, the first end and the second end pump the same medium, thereby avoiding abnormal noise caused by different media (for example, gas and oil) pumped into the first end and the second end.

[0119] In some embodiments, the oil drainage device 56 includes an oil drainage pump 561 connected to the receiving chamber. The oil drainage pump 561 is configured to drain the oil from the receiving chamber within a first predetermined period of time after the pump assembly 40 is activated, thereby allowing the second end and the first end to simultaneously pump gas into the oil pot 30. In this manner, the oil drainage pump 561 can drain the oil from the receiving chamber, thereby ensuring that the same medium is pumped into the first and second ends.

[0120] In a possible structural design, the oil drain pump 561 is connected between the accommodating chamber and the oil pot 30. That is, the oil drain pump 561 is connected between the oil return port 21 of the bottom shell and the oil pot 30. The oil drain pump 561 is used to pump the oil in the accommodating chamber into the oil pot 30.

[0121] For example, before the engine 100 is started, for example, at a predetermined time after the last stop of the engine 100, the oil drain pump 561 is started to pump the oil in the receiving chamber into the oil pot 30. In this way, the oil drain pump 561 can drain the oil into the oil pot 30, eliminating the need for an additional space for receiving the oil, thereby reducing the overall volume of the engine 100.

[0122] In another possible structural design, see Figure 10 The oil discharge device 56 includes a second switch valve 562 and an oil storage device 563. The oil storage device 563 is connected to the accommodating chamber via the second switch valve 562. That is, the oil storage device 563 is connected to the oil return port 21 of the bottom shell via the second switch valve 562.

[0123] In addition, the second switch valve 562 can switch between an open state and a closed state. When the second switch valve 562 is in an open state, the oil in the accommodating chamber can flow into the oil storage device 563 through the second switch valve 562. When the second switch valve 562 is in a closed state, the oil storage device 563 is disconnected from the accommodating chamber.

[0124] Furthermore, the oil storage device 563 can be disposed at the bottom of the oil pan 20. Thus, when the second on-off valve 562 is open, the residual oil in the oil pan 20 can flow through the second on-off valve 562 under the action of gravity, eliminating the need for an additional pump to transport the residual oil. This helps reduce energy consumption and the number of parts in the engine 100, thereby improving production efficiency and reducing production costs.

[0125] In addition, the auxiliary device 50 also includes a third control unit 57, which is connected to the second switch valve 562 and controls the switching of the second switch valve 562 between an open state and a closed state. The third control unit 57 can be the engine 100 control unit (ECU / EMS) or the vehicle control unit, and this embodiment of the application is not limited to this. In this way, by providing the third control unit 57, automatic control of the second switch valve 562 can be achieved, thereby improving the intelligence level of the vehicle 1000.

[0126] Optionally, the second on-off valve 562 may be a one-way valve, allowing the oil in the oil pan 20 to flow into the oil storage device 563 through the oil pan return port 21 and the one-way valve. In this manner, before the engine 100 is started, the third control unit 57 controls the one-way valve to open, allowing residual oil in the oil pan 20 to drain into the oil storage device 563. After the engine 100 is started, the third control unit 57 controls the one-way valve to close, disconnecting the receiving chamber from the oil storage device 563. In this manner, when there is no residual oil in the oil pan 20, both the first and second ends of the pump assembly 40 pump air, thereby improving the NVH performance of the vehicle 1000.

[0127] Optionally, the second switch valve 562 may also be an electric switch valve, a pneumatic switch valve, or a hydraulic switch valve, etc., which is not limited in the embodiment of the present application.

[0128] In some embodiments of the present application, there are multiple cylinders 11, which may include a first cylinder 111 and a second cylinder 112. The first cylinder 111 and the second cylinder 112 are arranged left and right (ie, along the width direction of the vehicle body).

[0129] The first cylinder body 111 and the second cylinder body 112 may both be disposed above the oil pan 20. Furthermore, a first oil passage 1011 may be disposed in each of the first cylinder body 111 and the second cylinder body 112. The first oil passage 1011 may be used to lubricate one or more of the components within the cylinder body 11, such as the piston, piston ring, cylinder wall, connecting rod bearing, and crankshaft bearing, and the like. This application does not limit this.

[0130] Among them, the orthographic projections of the first oil passages 1011 of the first cylinder 111 and the second cylinder 112 on the plane where the oil pan 20 is located can be located inside the oil pan 20. In this way, it can be ensured that the lubricating oil in the first cylinder 111 and the second cylinder 112 can fully flow back to the oil pan 20 under the action of gravity for continuous use of the engine 100.

[0131] Exemplarily, the engine 100 may be a horizontally opposed engine 100 , and the first cylinder block 111 and the second cylinder block 112 are arranged in a horizontal direction.

[0132] Because the design of the horizontally opposed engine 100 requires that the first cylinder 111 and the second cylinder 112 be arranged relative to each other at a 180-degree angle, this layout allows the pistons of the first cylinder 111 and the second cylinder 112 to reciprocate horizontally. If the two cylinders 11 were configured as a single unit, the design and manufacturing complexity would be greatly increased. Therefore, in order to ensure that the first cylinder 111 and the second cylinder 112 are aligned at a precise position and angle, while ensuring a tight fit and sealing between the various components, the first cylinder 111 and the second cylinder 112 can be a split structure, and the first cylinder 111 and the second cylinder 112 can be connected by a connector.

[0133] In contrast, there are multiple cylinder heads 12, including a first cylinder head 121 and a second cylinder head 122, which are respectively disposed at opposite ends of the cylinder block 11. Similarly, there are multiple outlet ports 101B of the oil passage 101, including a first outlet port 101B1 and a second outlet port 101B2, with the first outlet port 101B1 disposed on the first cylinder head 121 and the second outlet port 101B2 disposed on the second cylinder head 122. The first end of the pump assembly 40 is connected to both the first outlet port 101B1 and the second outlet port 101B2.

[0134] The cylinder head 12 can include a first cylinder head 121 and a second cylinder head 122. The first cylinder head 121 is located on the left side of the first cylinder body 111, and the second cylinder head 122 is located on the right side of the second cylinder body 112. In other words, the first cylinder head 121 is located on the side of the first cylinder body 111 facing away from the second cylinder body 112, and the second cylinder head 122 is located on the side of the second cylinder body 112 facing away from the first cylinder body 111. The first cylinder head 121 is used to enclose the first cylinder body 111, thereby forming a sealed combustion chamber. The second cylinder head 122 is also used to enclose the second cylinder body 112, thereby forming a sealed combustion chamber.

[0135] Among them, a second oil channel 1012 can be provided in the first cylinder head 121 and the second cylinder head 122. The second oil channel 1012 can be used to lubricate one or more of the multiple components such as the valves and camshafts provided in the cylinder head 12. This application does not limit this.

[0136] It is understood that when engine 100 is a horizontally opposed engine 100, since the cylinders of the horizontally opposed engine 100 are arranged horizontally relative to each other, this layout reduces the overall height and length of engine 100, thereby alleviating the problem of limited space design of vehicle 1000. At the same time, the center of gravity of the entire vehicle is also lowered, thereby enhancing the driving stability of vehicle 1000.

[0137] In some embodiments of the present application, the pump assembly 40 further includes a scavenge oil pump assembly 42. The scavenge oil pump assembly 42 may include multiple scavenge oil pumps, wherein the multiple scavenge oil pumps may include a first type scavenge oil pump 42A and a second type scavenge oil pump 42B. The first type scavenge oil pump 42A is connected to the outlet port 101B and to the oil pot 30, and is adapted to deliver oil flowing from the oil passage 101 to the outlet port 101B to the oil pot 30. The second type scavenge oil pump 40B is connected to the receiving chamber and to the oil pot 30, and is adapted to deliver oil within the receiving chamber of the oil pan 20 to the oil pot 30.

[0138] The inlet of the first type oil return pump 42A is connected to the cylinder head oil return port 12A of the cylinder head 12 . One or more first type oil return pumps 42A may be provided, which is not limited in the embodiment of the present application.

[0139] Exemplarily, two first-type oil return pumps 42A may be provided, namely a first oil return pump 42A1 and a second oil return pump 42A2. The first oil return pump 42A1 is connected to the cylinder head oil return port 12A of the first cylinder head 121, and the second oil return pump 42A2 is connected to the cylinder head oil return port 12A of the second cylinder head 122.

[0140] In addition, the inlet of the second-type oil return pump 42B is connected to the sump oil return port 21 of the oil pan 20. Multiple second-type oil return pumps 42B may be provided. For example, the bottom wall of the oil pan 20 may be provided with two sump oil return ports 21. Two second-type oil return pumps 42B may be provided, namely a third oil return pump 42B1 and a fourth oil return pump 42B2. The inlets of the third and fourth oil return pumps 42B1 and 42B2 are connected to the two sump oil return ports 21 in a one-to-one correspondence, and the outlets of the third and fourth oil return pumps 42B1 and 42B2 may both be connected to the oil pot 30.

[0141] In this way, respectively providing the first type oil return pump 42A and the second type oil return pump 42B can ensure that the oil in the accommodating cavity of the oil pan 20 and the outlet end 101B of the oil channel 101 can be recovered in time, thereby forming an oil circuit circulation.

[0142] In some embodiments of the present application, the pump assembly 40 includes a linkage shaft 43 and an oil supply pump 41 , wherein the oil supply pump 41 and the plurality of oil return pumps are all connected to the linkage shaft 43 . That is, the oil supply pump 41 and the plurality of oil return pumps are all driven by the linkage shaft 43 .

[0143] Engine 100 also includes a crankshaft and an output shaft for outputting power. The crankshaft, connected to the piston via a connecting rod, converts the piston's reciprocating linear motion within the cylinder (thrust generated by combustion) into its own rotational motion, serving as the power source for engine 100. Rotation of the crankshaft generates torque and speed, serving as the initial output of power for engine 100. The output shaft is in driving connection with the crankshaft and transmits the rotational power (via a flywheel) to a gearbox, drivetrain, or other equipment (such as a generator or hydraulic pump).

[0144] In the embodiment of the present application, the output shaft of the engine 100 can be transmission-connected to the linkage shaft 43. For example, the output shaft can be fixedly connected to the linkage shaft 43 so that the output shaft is transmission-connected to the linkage shaft 43. For example, the output shaft can also be transmission-connected to the linkage shaft 43 through a connecting member such as a gear, a keyway belt drive, etc., which is not limited in the embodiment of the present application.

[0145] Because the linkage shaft 43 is drivingly connected to the output shaft of the engine 100, and the linkage shaft 43 is drivingly connected to the oil supply pump 41 and the multiple oil return pumps, the multiple oil return pumps and the oil supply pump 41 are started and stopped synchronously with the engine 100. The multiple oil return pumps and the oil supply pump 41 operate synchronously and are powered by the engine 100, eliminating the need for an additional power source, making the structure more streamlined and reliable.

[0146] In the description of the embodiments of the present application, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0147] The above are only specific embodiments of the present application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. An engine, characterized in that: include: The engine body (10) has an oil passage (101), wherein the oil passage (101) includes an inlet end (101A) and an outlet end (101B); An oil pan (20) having a receiving cavity communicating with the oil passage (101); Oil can (30); A pump assembly (40) is used to pump the oil in the oil pot (30) into the inlet end (101A) of the oil passage (101) of the machine body (10), and to pump the outlet end (101B) of the oil passage (101) and the medium in the accommodating chamber into the oil pot (30), wherein the end of the pump assembly (40) connected to the outlet end (101B) is the first end, and the end of the pump assembly (40) connected to the accommodating chamber is the second end; An auxiliary device (50) is used to supply oil to the first end, supply gas to the second end, or discharge oil from the accommodating chamber within a first preset time period after the pump assembly (40) starts working, so that the first end and the second end simultaneously pump oil or gas into the oil pot (30).

2. The engine according to claim 1, characterized in that The auxiliary device (50) comprises an oil delivery device (51), the oil delivery device (51) being connected to the outlet end (101B) of the oil passage (101), and the oil delivery device (51) being used to deliver oil to the outlet end (101B) within a first preset time period after the pump assembly (40) starts working, so that the second end and the first end simultaneously pump oil into the oil pot (30).

3. The engine according to claim 2, characterized in that The oil delivery device (51) comprises an oil delivery pump (511), the oil delivery pump (511) being connected to the outlet end (101B). The oil delivery pump (511) is used to supply oil to the outlet end (101B) within a first preset time period after the pump assembly (40) starts working, so that the second end and the first end simultaneously pump oil into the oil pot (30).

4. The engine according to claim 3, characterized in that The oil delivery pump (511) is connected between the oil pot (30) and the outlet end (101B), and the oil delivery pump (511) is used to deliver the oil in the oil pot (30) to the outlet end (101B).

5. The engine according to claim 4, characterized in that The pump assembly (40) includes an oil supply pump (41), which is connected between the oil pot (30) and the oil passage (101) of the machine body (10), and the oil supply pump (41) pumps the oil in the oil pot (30) into the inlet end (101A) of the oil passage (101); The oil supply pump (41) is also connected between the oil pot (30) and the outlet end (101B). The oil supply pump (41) is used to transport the oil in the oil pot (30) to the outlet end (101B). The oil supply pump (41) forms the oil delivery pump (511).

6. The engine according to claim 2, characterized in that The oil delivery device (51) comprises an oil supply source and a first switch valve (512), and the oil supply source is connected to the outlet end (101B) via the first switch valve (512); The first switch valve (512) can be switched between an open state and a closed state. When the first switch valve (512) is in the open state, the oil supply source is connected to the outlet end (101B), and the oil from the oil supply source can enter the outlet end (101B) through the first switch valve (512). When the first switch valve (512) is in the closed state, the oil supply source is disconnected from the outlet end (101B).

7. The engine according to claim 6, characterized in that The oil supply source and the oil pot (30) are of the same structure.

8. The engine according to claim 6, characterized in that The first switch valve (512) is a solenoid valve. The auxiliary device (50) further includes a first control unit (53). The first control unit (53) is connected to the first switch valve (512). The first control unit (53) is used to control the first switch valve (512) to switch between the open state and the closed state.

9. The engine according to claim 1, characterized in that The auxiliary device (50) includes an air supply device (54) connected to the second end. The air supply device (54) is used to deliver air to the second end within a first preset time period after the pump assembly (40) starts working, so that the second end and the first end simultaneously pump air into the oil pot (30).

10. The engine according to claim 9, characterized in that The air supply device (54) comprises an air supply valve (541), the air supply valve (541) having an air inlet and an air outlet, the air inlet being connected to an air source, and the air outlet being connected to the second end; The air supply valve (541) is capable of switching between an open state and a closed state. When the air supply valve (541) is in the open state, the air inlet is connected to the exhaust port to allow gas to enter the second end. When the air supply valve (541) is in the closed state, the air inlet is disconnected from the exhaust port.

11. The engine according to claim 10, characterized in that The air intake is in communication with an external air space of the engine.

12. The engine according to claim 10, characterized in that The air supply valve (541) is a solenoid valve. The auxiliary device (50) further includes a second control unit (55). The second control unit (55) is connected to the air supply valve (541). The second control unit (55) controls the air supply valve (541) to switch between the open state and the closed state.

13. The engine according to claim 10, characterized in that The air supply valve (541) is a mechanical valve (542).

14. The engine according to claim 10, characterized in that The pump assembly (40) further includes an oil return pump assembly (42), the oil return pump assembly (42) including an inlet and an outlet (421), the inlet being connected to the outlet end (101B) of the oil passage (101) and the accommodating chamber, the outlet (421) being connected to the oil pot (30), and the oil return pump assembly (42) being used to pump the medium in the outlet end (101B) of the oil passage (101) and the accommodating chamber into the oil pot (30); The outlet (421) of the oil return pump assembly (42) is also connected to the air supply valve (541), and the medium discharged from the outlet (421) of the oil return pump assembly (42) can also drive the air supply valve (541) to switch between the open state and the closed state.

15. The engine according to claim 1, characterized in that The auxiliary device (50) includes an oil discharge device (56), which is connected to the accommodating chamber. The oil discharge device (56) is used to discharge the oil in the accommodating chamber within a first preset time period after the pump assembly (40) starts working, so that the second end and the first end simultaneously pump gas into the oil pot (30).

16. The engine according to claim 15, characterized in that The oil discharge device (56) comprises an oil discharge pump (561), which is connected to the accommodating chamber and is used to extract the oil in the accommodating chamber so that the second end and the first end simultaneously pump gas into the oil pot (30).

17. The engine according to claim 16, characterized in that The oil discharge pump (561) is connected between the accommodating chamber and the oil pot (30), and the oil discharge pump (561) is used to pump the oil in the accommodating chamber into the oil pot (30).

18. The engine according to claim 15, characterized in that The oil discharge device (56) comprises a second switch valve (562) and an oil storage device (563). The oil storage device (563) is connected to the accommodating chamber via the second switch valve (562). The second switch valve (562) can be switched between an open state and a closed state. When the second switch valve (562) is in the open state, the oil in the accommodating chamber can flow into the oil storage device (563) via the second switch valve (562). When the second switch valve (562) is in the closed state, the oil storage device (563) is disconnected from the accommodating chamber.

19. The engine according to claim 18, characterized in that The second switch valve (562) is a one-way valve.

20. The engine according to claim 1, characterized in that The engine body (10) comprises a cylinder body (11) and a cylinder head (12) connected to the cylinder body (11); the outlet end (101B) of the oil passage (101) is provided on the cylinder head (12).

21. The engine according to claim 20, characterized in that There are multiple cylinder heads (12), and the multiple cylinder heads (12) include a first cylinder head (121) and a second cylinder head (122). The first cylinder head (121) and the second cylinder head (122) are respectively arranged at opposite ends of the cylinder body (11). There are multiple outlet ends (101B) of the oil passage (101), and the multiple outlet ends (101B) include a first outlet end (101B1) and a second outlet end (101B2). The first outlet end (101B1) is arranged on the first cylinder head (121), and the second outlet end (101B2) is arranged on the second cylinder head (122).

22. The engine according to claim 1, characterized in that The engine body (10) is a horizontally opposed engine.

23. The engine according to claim 1, characterized in that The pump assembly (40) comprises a linkage shaft (43), an oil supply pump (41) and an oil return pump assembly (42); the oil return pump assembly (42) comprises a plurality of oil return pumps; the oil supply pump (41) and the plurality of oil return pumps are both transmission-connected to the linkage shaft (43).

24. The engine according to claim 24, characterized in that The oil return pump assembly (42) includes a first type of oil return pump (42A), which is connected to the outlet end (101B) and the oil pot (30) and is suitable for delivering the oil flowing from the oil channel (101) to the outlet end (101B) to the oil pot (30).

25. The engine according to claim 24, characterized in that The oil return pump assembly (42) further includes a second type of oil return pump (42B), which is connected to the accommodating cavity and the oil pot (30) and is suitable for transporting the oil in the accommodating cavity of the oil pan (20) to the oil pot (30).

26. The engine according to claim 23, characterized in that The engine comprises an output shaft, and the output shaft is in transmission connection with the linkage shaft (43).

27. A hybrid assembly, characterized in that: An engine (100) comprising any one of claims 1-26.

28. A vehicle, characterized in that: Comprising the engine (100) according to any one of claims 1 to 26 or the hybrid assembly according to claim 27.

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