Engine lubricating system, engine assembly and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses an engine lubricating system, an engine assembly and a vehicle. The engine lubricating system comprises an engine oil collector, an oil pump, an engine oil filter and an oil duct assembly; the engine oil collector, the oil pump, the engine oil filter and the oil duct assembly are sequentially connected, the engine oil collector is used for conveying engine oil in the oil pan to the oil pump, the oil pump comprises a first oil conveying pipeline, and an oil inlet of the engine oil filter communicates with the first oil conveying pipeline through a second oil conveying pipeline. The included angle between the axis of the first oil conveying pipeline and the axis of the second oil conveying pipeline is larger than 90 degrees. The oil duct assembly is used for conveying engine oil to at least one of the main crankshaft, the piston and the supercharger. According to the engine lubricating system, the pressure loss of the system is low, and the overall energy consumption of the engine can be reduced while the lubricating effect is guaranteed.

Description

TECHNICAL FIELD

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

[0002] The main function of the engine lubrication system is to deliver lubricating oil to the required parts of the engine, lubricate the surface of the parts, reduce the wear and tear of the moving parts; at the same time, cool and clean the surface of the parts; prevent corrosion and sealing of some parts (such as the gap between the piston and the cylinder wall, the gap between the piston ring and the ring, to prevent the leakage of mixed gas and exhaust gas); in addition, the lubricating oil contains substances that can neutralize the acidic substances in the combustion products, prevent the oxidation and chemical corrosion of the surface of the parts. In short, the function of the lubrication system is to continuously deliver a sufficient amount of clean oil at an appropriate temperature to the friction surfaces of all transmission parts and form an oil film between the friction surfaces to achieve liquid friction, thereby reducing friction resistance, power consumption and part wear, to improve the reliability and durability of the engine.

[0003] The existing engine lubrication system has high system pressure loss, and the lubricating oil may not smoothly reach the surface of each friction pair of the engine, and the overall energy consumption of the engine may be increased. SUMMARY

[0004] Therefore, the present application provides an engine lubrication system, an engine assembly and a vehicle, which has low system pressure loss, can reduce the overall energy consumption of the engine while ensuring lubrication effect.

[0005] Specifically, the present application includes the following technical solutions:

[0006] The first aspect of the present application provides an engine lubrication system, which comprises an oil collector, an oil pump, an oil filter and an oil passage assembly;

[0007] The oil collector, the oil pump, the oil filter and the oil passage assembly are connected in sequence, the oil collector is used to deliver the oil in the oil sump to the oil pump, the oil pump comprises a first oil delivery pipeline, an oil inlet of the oil filter is communicated with the first oil delivery pipeline through a second oil delivery pipeline, and an angle between an axis of the first oil delivery pipeline and an axis of the second oil delivery pipeline is greater than 90°.

[0008] The oil passage assembly is used to deliver the oil to at least one of a main crankshaft, a piston and a supercharger.

[0009] In an embodiment of the present application, the angle between the axis of the first oil delivery pipeline and the axis of the second oil delivery pipeline is 120°.

[0010] In an embodiment of the present application, the first oil pipeline has a cross-sectional area larger than that of the second oil pipeline.

[0011] In an embodiment of the present application, the depth direction of the oil filter is parallel to the axis of the second oil pipeline.

[0012] In an embodiment of the present application, the oil filter further comprises a third oil pipeline, a first end of the third oil pipeline is connected with the oil outlet of the oil filter;

[0013] The engine lubrication system further comprises an oil cooler, the oil cooler is connected with a second end of the third oil pipeline through a fourth oil pipeline, an angle between the axis of the third oil pipeline and the axis of the fourth oil pipeline is greater than 90°, and the first end is opposite to the second end.

[0014] In an embodiment of the present application, the oil passage assembly comprises a main oil pipeline and a secondary oil pipeline connected with each other;

[0015] The secondary oil pipeline is connected with an oil outlet of the oil cooler, and a plurality of first branch pipes are arranged on the secondary oil pipeline in sequence and at intervals along the axial direction of the secondary oil pipeline, the oil enters the plurality of first branch pipes via the oil cooler and the secondary oil pipeline, and is used for lubricating the secondary crankshaft;

[0016] A plurality of second branch pipes are arranged on the main oil pipeline in sequence and at intervals along the axial direction of the main oil pipeline, the oil enters the plurality of second branch pipes via the secondary oil pipeline and the main oil pipeline, and is used for lubricating the main crankshaft;

[0017] Preferably, the main oil pipeline is parallel to the secondary oil pipeline;

[0018] Preferably, the oil passage assembly further comprises a first cylinder head oil passage and a second cylinder head oil passage, the first cylinder head oil passage and the second cylinder head oil passage are both connected with the main oil pipeline through a first adapter pipeline;

[0019] Preferably, the oil passage assembly further comprises a supercharger oil passage, an oil inlet of the supercharger oil passage is connected with the first adapter pipeline.

[0020] In an embodiment of the present application, the oil passage assembly further comprises a first VVT oil passage, an oil inlet of the first VVT oil passage is connected with the main oil pipeline through a second adapter pipeline, an oil outlet of the first VVT oil passage is connected with a first VVT, wherein the first adapter pipeline and the second adapter pipeline are communicated, and a first throttle valve is arranged at one end of the first cylinder head oil passage close to the first adapter pipeline; and / or,

[0021] The oil passage assembly also includes a second VVT oil passage, an oil inlet of the second VVT oil passage is connected to the main oil passage through a third adapter pipe, and an oil outlet of the second VVT oil passage is connected to the second VVT, wherein the third adapter pipe is communicated with the first adapter pipe, and a second throttle valve is provided at one end of the second cylinder head oil passage close to the first adapter pipe.

[0022] In one embodiment of the present application, the oil pipe assembly further comprises a piston cooling oil passage and at least one nozzle, and the engine lubrication system further comprises a control assembly;

[0023] The piston cooling oil passage is connected to the main oil pipeline and the first transfer pipeline respectively. At least one nozzle is provided on the piston cooling oil passage. The control component is connected to the at least one nozzle and is used to control the nozzle to be opened or closed.

[0024] Preferably, the control assembly comprises a normally open PCJ valve.

[0025] A second aspect of the present application provides an engine assembly, which includes the above-mentioned engine lubrication system.

[0026] A third aspect of the present application provides a vehicle, which includes the above-mentioned engine lubrication system, or includes the above-mentioned engine assembly.

[0027] The beneficial effects of the technical solutions provided by the embodiments of the present application include at least:

[0028] In the engine lubrication system, engine assembly, and vehicle provided by the embodiments of the present application, an oil pump extracts oil from the engine's oil pan through an oil collector, and then delivers the oil to an oil filter for filtration. The filtered oil is then delivered to the surfaces of components such as the main crankshaft, piston, and supercharger through an oil channel assembly under the pressure of the oil pump, lubricating them to improve the engine's operating reliability and durability. Furthermore, the angle between the axis of the first oil pipeline and the axis of the second oil pipeline is greater than 90°, which makes the change in flow direction of the oil smoother when turning, and the fluid flow state more stable. This can avoid energy loss caused by eddy currents resulting from drastic changes in the direction of the oil movement, and reduce energy loss caused by friction between the fluid and the pipe wall, thereby reducing system pressure loss and, in turn, reducing the overall energy consumption of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in 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.

[0030] Figure 1 A schematic structural diagram of an engine lubrication system provided in an embodiment of the present application is shown;

[0031] Figure 2 A bottom schematic diagram of an engine assembly provided in an embodiment of the present application is shown;

[0032] Figure 3 for Figure 2 Cross-section view in the AA direction;

[0033] Figure 4 shows a flow diagram of engine oil in an engine assembly provided by an embodiment of the present application;

[0034] Figure 5 The diagram shows the flow direction of the engine oil in the cylinder head part of the engine assembly provided by the embodiment of the present application. Description of the drawings:

[0036] 1. Oil collector;

[0037] 2. Oil pump; 21. First oil pipeline;

[0038] 3. Oil filter; 31. Second oil pipeline; 32. Third oil pipeline;

[0039] 4. Oil channel assembly; 40. Supercharger oil channel; 41. Main oil channel; 411. Second branch channel; 42. Auxiliary oil channel; 421. First branch channel; 43. First cylinder head oil channel; 431. Second cylinder head oil channel; 44. First VVT oil channel; 45. Second VVT oil channel; 46. First transfer channel; 47. Second transfer channel; 48. Piston cooling oil channel; 49. Third transfer channel;

[0040] 5. Oil cooler; 51. Fourth oil pipeline;

[0041] 6. Nozzle.

[0042] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0043] 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 described embodiments are 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 work are within the scope of protection of this application. In order to make the technical solutions and advantages of this application clearer, 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 described embodiments are 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 work are within the scope of protection of this application. Figures 1 to 5 The engine lubrication system, engine assembly and vehicle are described in detail.

[0044] The present application embodiment provides an engine lubrication system, such as Figures 1 to 4 As shown, the engine lubrication system includes an oil collector 1, an oil pump 2, an oil filter 3 and an oil channel assembly 4; the oil collector 1, the oil pump 2, the oil filter 3 and the oil channel assembly 4 are connected in sequence, the oil collector 1 is used to transport the oil in the oil pan to the oil pump 2, the oil pump 2 includes a first oil pipeline 21, the oil inlet of the oil filter 3 is connected to the first oil pipeline 21 through a second oil pipeline 31, wherein the angle between the axis of the first oil pipeline 21 and the axis of the second oil pipeline 31 is greater than 90°; the oil channel assembly 4 is used to transport the oil to at least one of the main crankshaft, the piston and the supercharger.

[0045] It should be noted that in the engine lubrication system, when the two oil pipelines form a 90° angle, the system pressure loss will increase significantly due to eddy current loss caused by the sudden change in the direction of fluid movement and increased pipeline friction.

[0046] In the engine lubrication system provided in the embodiment of the present application, the oil pump 2 extracts the oil from the oil pan of the engine through the oil collector 1, and then delivers the oil to the oil filter 3 for filtering. The filtered oil is delivered to the surfaces of components such as the main crankshaft, piston and supercharger through the oil channel assembly 4 under the pressure of the oil pump 2 to lubricate them, thereby improving the working reliability and durability of the engine. In addition, the angle between the axis of the first oil pipeline 21 and the axis of the second oil pipeline 31 is greater than 90°, so that the change in the flow direction of the oil when turning is smoother, the fluid flow state is more stable, and the energy loss caused by the vortex caused by the drastic change in the direction of the oil movement can be avoided, as well as the energy loss caused by the friction between the fluid and the pipe wall, thereby reducing the system pressure loss and thus reducing the overall energy consumption of the engine.

[0047] It should be noted that the angle between the axis of the first oil pipeline 21 and the axis of the second oil pipeline 31 is Figure 1 The angle α in .

[0048] Optionally, the oil pump 2 is a fully variable oil pump 2 and is provided with a feedback oil channel, which is respectively connected to the oil pump 2 and the main oil pipeline 41. Through the feedback arrangement of the main oil pipeline 41, the problem of excessive pressure loss of the oil filter 3 and the oil cooler 5 being affected by temperature is reduced, and the system oil pressure control is more accurate.

[0049] In one embodiment of the present application, the angle between the axis of the first oil pipeline 21 and the axis of the second oil pipeline 31 is 120°. The inventors have determined through extensive experimental testing that when the angle between the first oil pipeline 21 and the second oil pipeline 31 is 120°, energy losses due to changes in the direction of oil flow and friction are minimized, and the impact on system pressure loss is also minimized.

[0050] In one embodiment, as shown in the figure, the oil collector 1 can be integrated into the oil pump 2 to shorten the oil delivery path and improve the oil supply efficiency. In addition, it can also simplify the overall structure and reduce space occupation.

[0051] In one embodiment, the oil collector 1 is fixedly mounted on a mounting surface inside the oil pump 2 , and the first oil pipeline 21 passes through the oil outlet of the oil pump 2 and is connected to the oil collector 1 .

[0052] Optionally, the oil pump 2 is mounted on the inner surface of the engine's oil pan, which includes an inclined surface. This inclined surface allows the axis of the first oil pipeline 21 to be parallel to the inclined surface, i.e., the first oil pipeline 21 is tilted such that the angle between the first oil pipeline 21 and the second oil pipeline 31 is greater than 90°, thereby reducing system pressure loss.

[0053] In one embodiment of the present application, the cross-sectional area of ​​the first oil pipeline 21 is greater than the cross-sectional area of ​​the second oil pipeline 31. That is, the cross-sectional area of ​​the oil outlet pipeline of the oil pump 2 (the first oil pipeline 21) is greater than the cross-sectional area of ​​the oil inlet pipeline of the oil filter 3 (the second oil pipeline 31). When the cross-sectional area of ​​the first oil pipeline 21 is larger, the flow rate of the oil in the pipeline is slower, the pressure loss is smaller, and the oil can be delivered to the oil filter 3 more smoothly. The smaller cross-sectional area of ​​the second oil pipeline 31 will appropriately increase the flow rate of the oil entering the oil filter 3. In addition, due to the "buffering" effect of the upstream pipeline (the first oil pipeline 21), the oil filter 3 can be prevented from being overloaded due to the instantaneous high pressure of the oil pump 2, thereby extending the service life of the filter. In addition, in the engine lubrication system, the oil output of the oil pump 2 needs to match the needs of the entire system. The cross-sectional area of ​​the oil inlet pipe (second oil pipeline 31) of the oil filter 3 is relatively small, which can control the oil flow entering the oil filter 3 to a certain extent, so that it matches the filtering capacity of the oil filter 3, avoiding the reduction of the filtering effect due to excessive flow, and at the same time balancing the pressure distribution of the entire engine lubrication system.

[0054] In one embodiment of the present application, the depth of the oil filter 3 is parallel to the axis of the second oil pipeline 31. When the oil inlet direction of the oil filter 3 (the axis of the second oil pipeline 31) is parallel to the depth of the oil filter 3, the oil can directly enter the filter element along the depth direction of the oil filter 3, resulting in smoother flow and avoiding local eddies and turbulence caused by sudden changes in direction (such as right-angle turns during vertical oil inlet), thereby reducing system pressure loss.

[0055] In one embodiment, the joint of the oil filter 3 is a hollow bolt, and the oil filter 3 is screwed to the upper oil pan via the hollow bolt, which saves space for the oil circuit layout and also plays a role in tightening and fixing. While ensuring reliability, it also saves extra bolts.

[0056] It should be noted that the lubricating effect of engine oil is closely related to its viscosity, which varies significantly with temperature. Furthermore, at high temperatures, engine oil may also deteriorate through oxidation and acidification.

[0057] In this regard, in one embodiment of the present application, the oil filter 3 also includes a third oil pipeline 32, and the first end of the third oil pipeline 32 is connected to the oil outlet of the oil filter 3; the engine lubrication system also includes an oil cooler 5, and the oil cooler 5 is connected to the second end of the third oil pipeline 32 through a fourth oil pipeline 51. The angle between the axis of the third oil pipeline 32 and the axis of the fourth oil pipeline 51 is greater than 90°, and the first end is opposite to the second end.

[0058] In this embodiment, an oil cooler 5 is installed between the oil filter 3 and the oil passage assembly 4 to cool the oil flowing through it, ensuring lubrication while preventing oil deterioration due to high temperatures. Furthermore, a third oil pipeline 32 and a fourth oil pipeline 51 are connected between the oil cooler 5 and the oil filter 3. The angle between these two pipelines is also greater than 90°, which prevents energy loss caused by eddy currents due to sudden changes in the direction of oil flow and reduces energy loss caused by friction between the fluid and the pipe wall, thereby reducing system pressure drop.

[0059] It should be noted that the angle between the third oil pipeline 32 and the fourth oil pipeline 51 is Figure 1 The angle β in .

[0060] Optionally, the angle between the third oil pipeline 32 and the fourth oil pipeline 51 is 120°.

[0061] In one embodiment of the present application, the oil channel assembly 4 includes a main oil pipeline 41 and a subsidiary oil pipeline 42 connected to each other; the subsidiary oil pipeline 42 is connected to the oil outlet of the oil cooler 5, and a plurality of first branches 421 are arranged in sequence along the axial direction of the subsidiary oil pipeline 42 on the subsidiary oil pipeline 42. After passing through the oil cooler 5 and the subsidiary oil pipeline 42, the engine oil enters the plurality of first branches 421 and is used to lubricate the subsidiary crankshaft; a plurality of second branches 411 are arranged in sequence along the axial direction of the main oil pipeline 41. After passing through the subsidiary oil pipeline 42 and the main oil pipeline 41, the engine oil enters the plurality of second branches 411 and is used to lubricate the main crankshaft.

[0062] In this embodiment, the oil channel assembly 4 may include a main oil pipeline 41 and a subsidiary oil pipeline 42. After the oil in the oil pan passes through the oil collector 1, oil pump 2, oil filter 3, and oil cooler 5, a portion of the oil enters the subsidiary oil pipeline 42 and then flows into a plurality of first branches 421. The oil is then delivered to the secondary crankshaft through the plurality of first branches 421 to lubricate the secondary crankshaft. A portion of the oil passes through the subsidiary oil pipeline 42 and enters the main oil pipeline 41. The oil then flows into a plurality of second branches 411, which are then delivered to the primary crankshaft through the plurality of second branches 411 to lubricate the primary crankshaft.

[0063] Optionally, each end of the first branch 421 may be connected to a secondary crankshaft bearing, which is sleeved on the secondary crankshaft, and engine oil may be delivered to the surface of the secondary crankshaft bearing for lubrication. Each end of the second branch 411 may be connected to a primary crankshaft bearing, which is sleeved on the primary crankshaft, and engine oil may be delivered to the surface of the primary crankshaft bearing for lubrication.

[0064] Optionally, the main oil pipeline 41 is parallel to the auxiliary oil pipeline 42. The main crankshaft and the auxiliary crankshaft are parallel to each other. The corresponding oil passages are designed to be parallel to each other, which can better fit the component layout, reduce the bends of the oil passages, avoid long detours, and thus ensure the lubrication effect.

[0065] In one embodiment of the present application, the oil passage assembly 4 may further include a first cylinder head oil passage 43 and a second cylinder head oil passage 431, both of which are connected to the main oil passage 41 via a first adapter pipe 46. The first cylinder head oil passage 43 and the second cylinder head oil passage 431 connect the main oil passage with the cylinder head components. The engine oil is transported from the main oil passage 41 through the first adapter pipe 46 to the first cylinder head oil passage 43 and the second cylinder head oil passage 431, respectively. The oil is then fed through the first cylinder head oil passage 43 and the second cylinder head oil passage 431 to various friction pairs and key components within the cylinder head, ensuring that these components operate normally under high temperature and high pressure.

[0066] In one embodiment of the present application, the oil channel assembly 4 also includes a supercharger oil channel 40, and the oil inlet of the supercharger oil channel 40 is connected to the first adapter pipe 46. The components of the turbocharger, such as the turbine impeller, compressor impeller and rotor shaft, rotate at high speed when the engine is working. The supercharger oil channel 40 introduces the oil delivered by the engine oil pump 2 into the supercharger, forming an oil film on the surface of these moving parts. This can reduce friction between components and reduce wear. In addition, the supercharger oil channel 40 is directly connected to the first adapter pipe 46, that is, it is closer to the turbocharger than the main oil pipeline 41, so that the pipeline length of the supercharger oil channel 40 is effectively reduced, the oil channel pressure loss is small, and the system layout is also simpler.

[0067] In one embodiment of the present application, the oil channel assembly 4 also includes a first VVT oil channel 44, the oil inlet of the first VVT oil channel 44 is connected to the main oil channel 41 through a second adapter pipe 47, and the oil outlet of the first VVT oil channel 44 is connected to the first VVT, wherein the first adapter pipe 46 and the second adapter pipe 47 are communicated, and the first cylinder head oil channel 43 is provided with a first throttle valve at one end near the first adapter pipe 46; and / or, the oil channel assembly 4 also includes a second VVT oil channel 45, the oil inlet of the second VVT oil channel 45 is connected to the main oil channel 41 through a third adapter pipe 49, and the oil outlet of the second VVT oil channel 45 is connected to the second VVT, wherein the third adapter pipe 49 and the first adapter pipe 46 are communicated, and the second cylinder head oil channel 431 is provided with a second throttle valve at one end near the first adapter pipe 46.

[0068] It should be noted that VVT (Variable Valve Timing) is a key energy-saving and performance-optimizing technology in the automotive engine field. Its core principle is to adjust the opening and closing times of the engine valves to achieve optimal intake efficiency at different engine speeds and loads, thereby improving power output, reducing fuel consumption, and lowering emissions. For example, the VVT ​​in the embodiments of this application may be a vane-type VVT, which uses the oil pressure generated by the engine oil in the chamber to open or close the engine valves.

[0069] In this embodiment, the first VVT can be the intake-side VVT, and the second VVT can be the exhaust-side VVT. The first VVT is connected to the main oil pipeline 41 via a second adapter pipe 47. Since the first VVT requires a large amount of oil, it can draw oil directly from the main oil gallery through the second adapter pipe 47. The first cylinder head oil gallery 43, on the other hand, requires a smaller amount of oil. Therefore, a first throttle valve (not shown) can be provided in the first cylinder head oil gallery 43 to control the flow rate. Specifically, the first adapter pipe 46 is connected to the second adapter pipe 47 and the first cylinder head oil gallery 43, respectively. Most of the oil delivered from the main oil pipeline 41 to the first adapter pipe 46 is directly delivered to the first VVT via the second adapter pipe 47, while a small portion of the oil enters the first cylinder head oil gallery 43 directly. Similarly, the second VVT is connected to the first adapter pipe 46, which is connected to the third adapter pipe 49 and the second cylinder head oil gallery 431. Most of the oil delivered from the main oil pipe 41 to the first adapter pipe 46 is directly delivered to the second VVT via the third adapter pipe 49, while a small amount of oil flows directly into the second cylinder head oil gallery 431. Specifically, first and second throttle valves (not shown) are provided in the first and second cylinder head oil galleries 43, 431 to control the amount of oil flowing into the first and second cylinder head oil galleries 43, 431, ensuring sufficient oil supply to the first and second VVTs. Furthermore, the first and second VVTs draw oil directly from the second main bearing cap, with the oil galleries originating from the main oil pipe 41, maximizing the availability of VVT oil.

[0070] In one embodiment of the present application, the oil pipe assembly also includes a piston cooling oil channel 48 and at least one nozzle 6, and the engine lubrication system also includes a control component; the piston cooling oil channel 48 is respectively connected to the main oil pipeline 41 and the first transfer pipeline 46, and at least one nozzle 6 is provided on the piston cooling oil channel 48. The control component is connected to the at least one nozzle 6 and is used to control the nozzle 6 to be opened or closed. In this embodiment, by providing the piston cooling oil channel 48, the engine oil can be sprayed onto the piston through the nozzle 6 on the piston cooling oil channel 48 to cool and lubricate the piston. In addition, a control component is provided to control the nozzle 6 to be closed when the engine is at low speed and low load, and to control the nozzle 6 to be opened when the engine is at high speed or high load, thereby achieving on-demand oil supply.

[0071] Optionally, the control assembly includes a normally open PCJ valve. Normally open means the valve opens when power is off and closes when power is on. This arrangement ensures that the piston head remains cool in the event of a power outage, preventing failure and potentially overheating of the piston head.

[0072] The present application also provides an engine assembly, which includes the above-mentioned engine lubrication system.

[0073] As shown in Figure 4 The engine assembly provided by the embodiment of the present application comprises an oil pan, a cylinder block and a cylinder head, and an engine lubricating system is arranged in the engine assembly, wherein the arrow indicates the flow direction of the oil. Specifically, the oil is sequentially conveyed to the VVT oil passage and the cylinder head oil passage through the oil pump 2, the oil filter 3, the oil cooler 5, the auxiliary oil pipeline 42, the main oil pipeline 41 and the piston cooling oil passage 48.

[0074] As shown in Figure 5 The flow directions of the oil in the first cylinder head oil passage 43, the second cylinder head oil passage 431, the first VVT oil passage 44 and the second VVT oil passage 45 on the cylinder head are shown. The solid arrow indicates the flow direction of the oil in the first cylinder head oil passage 43 and the second cylinder head oil passage 431, and the dashed arrow indicates the flow direction of the oil in the first VVT oil passage 44 and the second VVT oil passage 45. Specifically, the oil passes through the first switching pipeline 46, and a part of the oil is conveyed into the first cylinder head oil passage 43 and the second cylinder head oil passage 431, respectively. A part of the oil passes through the second switching pipeline 47 and the third switching pipeline 49 and is conveyed into the first VVT oil passage 44 and the second VVT oil passage 45, respectively.

[0075] The present application also provides a vehicle comprising the engine lubricating system or the engine assembly described above.

[0076] In the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. The term "a plurality of" refers to two or more, unless otherwise explicitly limited.

[0077] Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. It is intended that the present application cover any and all variations of the application that come within the scope of the general inventive concepts described herein and including all such variations that are within the scope of the present application. It is intended that the specification and examples be considered exemplary only, with the true scope of the application being indicated only by the appended claims.

[0078] It should be understood that the present application is not limited to the precise construction that has been described above and shown in the accompanying drawings, and that various modifications and changes can be made by those skilled in the art without departing from the scope of the present application. The scope of the present application is limited only by the appended claims.

Claims

1. An engine lubrication system, characterized in that: The engine lubrication system comprises an oil collector (1), an oil pump (2), an oil filter (3) and an oil channel assembly (4); The oil collector (1), the oil pump (2), the oil filter (3) and the oil channel assembly (4) are connected in sequence. The oil collector (1) is used to transport the oil in the oil pan to the oil pump (2). The oil pump (2) comprises a first oil pipeline (21). The oil inlet of the oil filter (3) is connected to the first oil pipeline (21) through a second oil pipeline (31). The angle between the axis of the first oil pipeline (21) and the axis of the second oil pipeline (31) is greater than 90°. The oil passage assembly (4) is used to deliver the engine oil to at least one of a main crankshaft, a piston and a supercharger.

2. The engine lubrication system according to claim 1, characterized in that: The angle between the axis of the first oil pipeline (21) and the axis of the second oil pipeline (31) is 120°.

3. The engine lubrication system according to claim 1 or 2, characterized in that: The cross-sectional area of ​​the first oil pipeline (21) is greater than the cross-sectional area of ​​the second oil pipeline (31).

4. The engine lubrication system according to claim 1 or 2, characterized in that: The depth direction of the oil filter (3) is parallel to the axis of the second oil pipeline (31).

5. The engine lubrication system according to claim 1, characterized in that: The oil filter (3) further comprises a third oil pipeline (32), a first end of the third oil pipeline (32) being connected to the oil outlet of the oil filter (3); The engine lubrication system further comprises an oil cooler (5), the oil cooler (5) being connected to the second end of the third oil pipeline (32) via a fourth oil pipeline (51), the angle between the axis of the third oil pipeline (32) and the axis of the fourth oil pipeline (51) being greater than 90°, and the first end being opposite to the second end.

6. The engine lubrication system according to claim 5, characterized in that: The oil channel assembly (4) includes a main oil pipeline (41) and a secondary oil pipeline (42) connected to each other; The auxiliary oil pipeline (42) is connected to the oil outlet of the oil cooler (5), and a plurality of first branches (421) are sequentially arranged along the axial direction of the auxiliary oil pipeline (42) at intervals. The oil passes through the oil cooler (5) and the auxiliary oil pipeline (42) and then enters the plurality of first branches (421) to lubricate the auxiliary crankshaft. A plurality of second branches (411) are sequentially arranged along the axial direction of the main oil pipeline (41) at intervals. The engine oil flows through the auxiliary oil pipeline (42) and the main oil pipeline (41) and then enters the plurality of second branches (411) to lubricate the main crankshaft. Preferably, the main oil pipeline (41) is parallel to the auxiliary oil pipeline (42); Preferably, the oil passage assembly (4) further comprises a first cylinder head oil passage (43) and a second cylinder head oil passage (431), wherein the first cylinder head oil passage (43) and the second cylinder head oil passage (431) are both connected to the main oil pipeline (41) via a first adapter pipeline (46); Preferably, the oil channel assembly (4) further comprises a supercharger oil channel (40), and the oil inlet of the supercharger oil channel (40) is connected to the first adapter pipe (46).

7. The engine lubrication system according to claim 6, characterized in that: The oil passage assembly (4) further comprises a first VVT oil passage (44), an oil inlet of the first VVT oil passage (44) being connected to the main oil passage (41) via a second adapter pipe (47), an oil outlet of the first VVT oil passage (44) being connected to the first VVT, wherein the first adapter pipe (46) and the second adapter pipe (47) are in communication, and a first throttle valve is provided at one end of the first cylinder head oil passage (43) close to the first adapter pipe (46); and / or, The oil passage assembly (4) further comprises a second VVT oil passage (45), an oil inlet of the second VVT oil passage (45) being connected to the main oil passage (41) via a third adapter pipe (49), and an oil outlet of the second VVT oil passage (45) being connected to the second VVT, wherein the third adapter pipe (49) is in communication with the first adapter pipe (46), and a second throttle valve is provided at one end of the second cylinder head oil passage (431) close to the first adapter pipe (46).

8. The engine lubrication system according to claim 6, characterized in that: The oil pipe assembly further includes a piston cooling oil passage (48) and at least one nozzle (6), and the engine lubrication system further includes a control assembly; The piston cooling oil passage (48) is connected to the main oil pipeline (41) and the first transfer pipeline (46) respectively. At least one nozzle (6) is provided on the piston cooling oil passage (48). The control component is connected to the at least one nozzle (6) and is used to control the opening or closing of the nozzle (6). Preferably, the control assembly comprises a normally open PCJ valve.

9. An engine assembly, characterized in that: The engine assembly comprises the engine lubrication system according to any one of claims 1 to 8.

10. A vehicle, characterized in that: The vehicle comprises the engine lubrication system according to any one of claims 1 to 8, or comprises the engine assembly according to claim 9.

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