Engine lubrication system, engine assembly, and vehicle

Abstract

The application 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 oil collector, an oil pump, an oil filter and an oil passage assembly. The oil collector, the oil pump, the oil filter and the oil passage assembly are sequentially connected. The oil collector is used for conveying engine oil in an oil pan to the oil pump. The oil pump comprises a first oil conveying pipeline. An oil inlet of the oil filter is communicated with the first oil conveying pipeline through a second oil conveying pipeline. An included angle between an axis of the first oil conveying pipeline and an axis of the second oil conveying pipeline is greater than 90 DEG. The oil passage assembly is used for conveying the engine oil to at least one of a main crankshaft, a piston and a supercharger. The engine lubricating system provided by the application has low system pressure loss. While the lubricating effect is ensured, the overall energy consumption of the engine can be reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to an engine lubrication system, an engine assembly, and a vehicle. Background Technology

[0002] The main function of the engine lubrication system is to deliver lubricating oil to all necessary parts of the engine, lubricate the surfaces of components, and reduce wear on moving parts; it also cools and cleans component surfaces; and it provides corrosion protection and sealing for certain components (such as internal machined areas and untreated parts) (e.g., the gap between the piston and cylinder wall, the gap between piston rings, preventing leakage of air-fuel mixture and exhaust gases). Additionally, the lubricating oil contains acidic substances that neutralize combustion products, preventing oxidation and chemical corrosion of component surfaces. Simply put, the lubrication system continuously delivers a sufficient quantity of clean engine oil at the appropriate temperature to all friction surfaces of the transmission components during engine operation, forming an oil film between these surfaces to achieve fluid friction. This reduces frictional resistance, lowers power consumption, and lessens wear on components, thereby improving engine reliability and durability.

[0003] Existing engine lubrication systems have high system pressure loss, which may prevent lubricating oil from reaching the various friction surfaces of the engine smoothly, and may increase the overall energy consumption of the engine. Summary of the Invention

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

[0005] Specifically, this application includes the following technical solutions: The first aspect of this application provides an engine lubrication system, which includes an oil collector, an oil pump, an oil filter, and an oil passage assembly; The oil collector, oil pump, oil filter, and oil passage assembly are connected in sequence. The oil collector is used to transport the oil in the oil pan to the oil pump. The oil pump includes a first oil delivery pipe. The oil inlet of the oil filter is connected to the first oil delivery pipe through a second oil delivery pipe. The angle between the axis of the first oil delivery pipe and the axis of the second oil delivery pipe is greater than 90°. The oil passage assembly is used to deliver the engine oil to at least one of the main crankshaft, piston, and turbocharger.

[0006] In one embodiment of this application, the angle between the axis of the first oil pipeline and the axis of the second oil pipeline is 120°.

[0007] In one embodiment of this application, the cross-sectional area of ​​the first oil pipeline is larger than the cross-sectional area of ​​the second oil pipeline.

[0008] In one embodiment of this application, the depth direction of the oil filter is parallel to the axis of the second oil delivery pipe.

[0009] In one embodiment of this application, the oil filter further includes a third oil delivery pipe, the first end of which is connected to the oil outlet of the oil filter; The engine lubrication system also includes an oil cooler, which is connected to the second end of the third oil pipe via a fourth oil pipe. The angle between the axis of the third oil pipe and the axis of the fourth oil pipe is greater than 90°, and the first end is opposite to the second end.

[0010] In one embodiment of this application, the oil passage assembly includes a main oil passage and a secondary oil passage connected together; The auxiliary oil pipe is connected to the oil outlet of the oil cooler, and multiple first branches are arranged sequentially at intervals along the axial direction of the auxiliary oil pipe. The oil enters the multiple first branches after passing through the oil cooler and the auxiliary oil pipe, and is used to lubricate the auxiliary crankshaft. Multiple second branches are arranged sequentially at intervals along the axial direction of the main oil pipe. The engine oil enters the multiple second branches after passing through the auxiliary oil pipe and the main oil pipe, and is used to lubricate the main crankshaft. Preferably, the main oil pipeline is parallel to the auxiliary oil pipeline; Preferably, the oil passage assembly further includes a first cylinder head oil passage and a second cylinder head oil passage, both of which are connected to the main oil passage via a first transfer pipe. Preferably, the oil passage assembly further includes a turbocharger oil passage, the inlet of which is connected to the first adapter pipe.

[0011] In one embodiment of this application, the oil passage assembly further includes a first VVT oil passage, the inlet of which is connected to the main oil passage via a second adapter pipe, and the outlet of which is connected to the first VVT. The first adapter pipe and the second adapter pipe are connected, and a first throttle valve is provided at one end of the first cylinder head oil passage near the first adapter pipe; and / or, The oil passage assembly also includes a second VVT oil passage. The inlet of the second VVT oil passage is connected to the main oil passage through a third transfer pipe, and the outlet of the second VVT oil passage is connected to the second VVT. The third transfer pipe is connected to the first transfer pipe, and a second throttle valve is provided at the end of the second cylinder head oil passage near the first transfer pipe.

[0012] In one embodiment of this application, the oil passage assembly further includes a piston cooling oil passage and at least one nozzle, and the engine lubrication system further includes a control component; The piston cooling oil passage is connected to the main oil pipe and the first transfer pipe 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 opening or closing of the nozzle. Preferably, the control component includes a normally open PCJ valve.

[0013] A second aspect of this application provides an engine assembly including the engine lubrication system described above.

[0014] A third aspect of this application provides a vehicle that includes the engine lubrication system described above, or includes the engine assembly described above.

[0015] The beneficial effects of the technical solutions provided in this application include at least the following: In the engine lubrication system, engine assembly, and vehicle provided in this application embodiment, the oil pump draws engine oil from the engine oil pan through an oil collector and then delivers the oil to an oil filter for filtration. The filtered oil, under the pressure of the oil pump, is delivered through an oil passage assembly to the surfaces of components such as the main crankshaft, pistons, and turbocharger for lubrication, thereby improving the engine's reliability and durability. Furthermore, the angle between the axes of the first and second oil delivery pipes is greater than 90°, resulting in a smoother change in oil flow direction during turns and a more stable fluid flow. This avoids energy loss caused by turbulence resulting from drastic changes in oil movement direction, reduces energy loss due to friction between the fluid and pipe walls, lowers system pressure loss, and ultimately reduces the engine's overall energy consumption. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1A schematic diagram of the engine lubrication system provided in an embodiment of this application is shown; Figure 2 A bottom schematic diagram of the engine assembly provided in an embodiment of this application is shown; Figure 3 for Figure 2 Cross-sectional view along the AA direction; Figure 4 This paper shows a diagram illustrating the flow direction of engine oil in an engine assembly provided in an embodiment of this application. Figure 5 This paper shows a diagram illustrating the flow direction of engine oil in the cylinder head portion of an engine assembly provided in an embodiment of this application.

[0018] Explanation of reference numerals in the attached figures: 1. Oil collector; 2. Oil pump; 21. First oil pipeline; 3. Oil filter; 31. Second oil supply pipe; 32. Third oil supply pipe; 4. Oil passage assembly; 40. Turbocharger oil passage; 41. Main oil passage; 411. Second branch; 42. Auxiliary oil passage; 421. First branch; 43. First cylinder head oil passage; 431. Second cylinder head oil passage; 44. First VVT oil passage; 45. Second VVT oil passage; 46. First transfer pipe; 47. Second transfer pipe; 48. Piston cooling oil passage; 49. Third transfer pipe; 5. Oil cooler; 51. Fourth oil delivery pipeline; 6. Nozzle.

[0019] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0020] The technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. To make the technical solutions and advantages of this application clearer, the following will be described with reference to the accompanying drawings. Figures 1 to 5 The engine lubrication system, engine assembly, and vehicle are described in detail.

[0021] This application provides an engine lubrication system, such as... Figures 1 to 4As shown, the engine lubrication system includes an oil collector 1, an oil pump 2, an oil filter 3, and an oil passage assembly 4. The oil collector 1, oil pump 2, oil filter 3, and oil passage 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 delivery pipe 21. The oil inlet of the oil filter 3 is connected to the first oil delivery pipe 21 through a second oil delivery pipe 31. The angle between the axis of the first oil delivery pipe 21 and the axis of the second oil delivery pipe 31 is greater than 90°. The oil passage assembly 4 is used to transport the oil to at least one of the main crankshaft, piston, and turbocharger.

[0022] It should be noted that in an engine lubrication system, when two oil supply pipes form a 90° angle, the system pressure loss will increase significantly due to eddy current losses caused by the sudden change in the direction of fluid movement and increased pipe friction.

[0023] In the engine lubrication system provided in this embodiment, the oil pump 2 draws engine oil from the engine oil pan through the oil collector 1, and then delivers the oil to the oil filter 3 for filtration. The filtered oil, under the pressure of the oil pump 2, is delivered through the oil passage assembly 4 to the surfaces of components such as the crankshaft, pistons, and turbocharger for lubrication, thereby improving the engine's reliability and durability. Furthermore, the angle between the axis of the first oil pipe 21 and the axis of the second oil pipe 31 is greater than 90°, making the change in oil flow direction during turns smoother and the fluid flow more stable. This avoids energy loss caused by turbulence due to drastic changes in oil movement direction, reduces energy loss from friction between the fluid and the pipe walls, lowers system pressure loss, and ultimately reduces the engine's overall energy consumption.

[0024] 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 refers to... Figure 1 Angle α in the equation.

[0025] Optionally, the oil pump 2 is a fully variable oil pump 2, and is equipped with a feedback oil passage. The feedback oil passage is connected to the oil pump 2 and the main oil pipeline 41 respectively. The arrangement of feedback through the main oil pipeline 41 reduces the problem of excessive pressure loss of the oil filter 3 and oil cooler 5 being affected by temperature, and the system oil pressure control is more accurate.

[0026] In one embodiment of this 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 numerous experiments that when the angle between the first oil pipeline 21 and the second oil pipeline 31 is 120°, the change in the direction of oil movement and the energy loss caused by friction are minimized, and the impact on system pressure loss is also minimized.

[0027] In one embodiment, as shown in the figure, the oil collector 1 can be integrated into the oil pump 2, which can shorten the oil delivery path and improve oil supply efficiency. Furthermore, it can simplify the overall structure and reduce space occupation.

[0028] In one embodiment, the oil collector 1 is fixedly installed on the mounting surface inside the oil pump 2, and the first oil delivery pipe 21 passes through the oil outlet of the oil pump 2 and is connected to the oil collector 1.

[0029] Optionally, the oil pump 2 is installed on the inner surface of the engine's oil pan, and the inner surface of the oil pan includes an inclined surface. By setting the inclined surface, the axis of the first oil supply pipe 21 is parallel to the inclined surface, that is, the first oil supply pipe 21 is inclined, and the angle between it and the second oil supply pipe 31 is greater than 90°, thereby reducing system pressure loss.

[0030] In one embodiment of this application, the cross-sectional area of ​​the first oil delivery pipe 21 is larger than that of the second oil delivery pipe 31. That is, the cross-sectional area of ​​the oil pump 2's outlet pipe (first oil delivery pipe 21) is larger than the cross-sectional area of ​​the oil filter 3's inlet pipe (second oil delivery pipe 31). When the first oil delivery pipe 21 has a larger cross-sectional area, the oil flow rate within the pipe is slower, resulting in less pressure loss and a more stable delivery of oil to the oil filter 3. The second oil delivery pipe 31 has a smaller cross-sectional area, which appropriately increases the oil flow rate entering the oil filter 3. Furthermore, due to the "buffering" effect of the upstream pipe (first oil delivery pipe 21), excessive load on the oil filter 3 caused by instantaneous high pressure from the oil pump 2 can be avoided, extending the filter's service life. Additionally, in the engine lubrication system, the oil output of the oil pump 2 needs to match the needs of the entire system. The oil inlet pipe (second oil supply pipe 31) of the oil filter 3 has a small cross-sectional area, which can control the flow rate of oil entering the oil filter 3 to a certain extent, so as to match the filtration capacity of the oil filter 3, avoid reducing the filtration effect due to excessive flow, and at the same time balance the pressure distribution of the entire engine lubrication system.

[0031] In one embodiment of this application, the depth direction of the oil filter 3 is parallel to the axis of the second oil supply pipe 31. When the oil inlet direction of the oil filter 3 (the axial direction of the second oil supply pipe 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 when vertically inlet oil), thereby reducing system pressure loss.

[0032] In one embodiment, the connector of the oil filter 3 uses a hollow bolt. The oil filter 3 is tightened onto the upper oil pan by the hollow bolt, saving space for the oil passage layout and also serving the purpose of tightening and fixing. While ensuring reliability, it also saves on additional bolts.

[0033] It should be noted that the lubricating effect of engine oil is closely related to its viscosity, which changes significantly with temperature. Furthermore, at high temperatures, engine oil may also undergo oxidation, acidification, and other deterioration phenomena.

[0034] In one embodiment of this application, the oil filter 3 further includes a third oil supply pipe 32, the first end of which is connected to the oil outlet of the oil filter 3; the engine lubrication system further includes an oil cooler 5, which is connected to the second end of the third oil supply pipe 32 via a fourth oil supply pipe 51, the angle between the axis of the third oil supply pipe 32 and the axis of the fourth oil supply pipe 51 is greater than 90°, and the first end is opposite to the second end.

[0035] In this embodiment, an oil cooler 5 is installed between the oil filter 3 and the oil passage assembly 4 to cool the flowing oil, ensuring lubrication while preventing oil deterioration due to high temperatures. Furthermore, a third oil delivery pipe 32 and a fourth oil delivery pipe 51 are connected between the oil cooler 5 and the oil filter 3, with an angle greater than 90° between the two pipes. This avoids energy loss caused by eddies resulting from drastic changes in the oil's flow direction, reduces energy loss due to friction between the fluid and the pipe walls, and lowers system pressure loss.

[0036] 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 the equation.

[0037] Optionally, the included angle between the third oil pipeline 32 and the fourth oil pipeline 51 is 120°.

[0038] In one embodiment of this application, the oil passage assembly 4 includes a main oil pipe 41 and a secondary oil pipe 42 connected together. The secondary oil pipe 42 is connected to the oil outlet of the oil cooler 5, and a plurality of first branches 421 are arranged sequentially at intervals along the axial direction of the secondary oil pipe 42. After passing through the oil cooler 5 and the secondary oil pipe 42, the oil enters the plurality of first branches 421 and is used to lubricate the secondary crankshaft. A plurality of second branches 411 are arranged sequentially at intervals along the axial direction of the main oil pipe 41. After passing through the secondary oil pipe 42 and the main oil pipe 41, the oil enters the plurality of second branches 411 and is used to lubricate the main crankshaft.

[0039] In this embodiment, the oil passage assembly 4 may include a main oil passage 41 and an auxiliary oil passage 42. The engine oil in the oil pan passes sequentially through the oil collector 1, oil pump 2, oil filter 3, and oil cooler 5. A portion of the oil then enters the auxiliary oil passage 42 and sequentially flows into multiple first branch passages 421, which deliver the oil to the auxiliary crankshaft for lubrication. A portion of the oil, after passing through the auxiliary oil passage 42, enters the main oil passage 41 and sequentially flows into multiple second branch passages 411, which deliver the oil to the main crankshaft for lubrication.

[0040] Optionally, each first branch 421 may be connected to a secondary crankshaft bearing at its end. The secondary crankshaft bearing is fitted onto the secondary crankshaft, and engine oil can be delivered to the surface of the secondary crankshaft bearing for lubrication. Each second branch 411 may be connected to a main crankshaft bearing at its end. The main crankshaft bearing is fitted onto the main crankshaft, and engine oil can be delivered to the surface of the main crankshaft bearing for lubrication.

[0041] Optionally, the main oil pipe 41 and the auxiliary oil pipe 42 are parallel. The main crankshaft and the auxiliary crankshaft are parallel to each other. The parallel design of the corresponding oil passages can better fit the component layout, reduce the bends in the oil passages, avoid long-distance detours, and thus ensure the lubrication effect.

[0042] In one embodiment of this 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 transfer pipe 46. The first cylinder head oil passage 43 and the second cylinder head oil passage 431 connect the main oil passage and the cylinder head components. Engine oil is transported from the main oil passage 41 to the first cylinder head oil passage 43 and the second cylinder head oil passage 431 via the first transfer pipe 46, and is then input into various friction pairs and key components within the cylinder head via the first cylinder head oil passage 43 and the second cylinder head oil passage 431, ensuring that these components operate normally under high temperature and high pressure environments.

[0043] In one embodiment of this application, the oil passage assembly 4 further includes a turbocharger oil passage 40, the oil inlet of which is connected to the first transfer pipe 46. The turbine impeller, compressor impeller, and rotor shaft of the turbocharger rotate at high speed during engine operation. The turbocharger oil passage 40 introduces engine oil from the engine oil pump 2 into the turbocharger, forming an oil film on the surfaces of these moving parts. This reduces friction between components and lowers wear. Furthermore, the turbocharger oil passage 40 is directly connected to the first transfer pipe 46, meaning it is closer to the turbocharger than the main oil pipe 41. This effectively reduces the length of the turbocharger oil passage 40, minimizes pressure loss, and simplifies the system layout.

[0044] In one embodiment of this application, the oil passage assembly 4 further includes a first VVT oil passage 44, the inlet of which is connected to the main oil passage 41 via a second adapter pipe 47, and the outlet of which is connected to the first VVT. The first adapter pipe 46 and the second adapter pipe 47 are connected, and a first throttle valve is provided at one end of the first cylinder head oil passage 43 near the first adapter pipe 46. Alternatively, the oil passage assembly 4 further includes a second VVT oil passage 45, the inlet of which is connected to the main oil passage 41 via a third adapter pipe 49, and the outlet of which is connected to the second VVT. The third adapter pipe 49 and the first adapter pipe 46 are connected, and a second throttle valve is provided at one end of the second cylinder head oil passage 431 near the first adapter pipe 46.

[0045] It should be noted that VVT (Variable Valve Timing) is an important energy-saving and performance optimization technology in the field of automotive engines. Its core principle is to adjust the opening and closing times of the engine valves to achieve optimal intake efficiency under different speeds and loads, thereby improving power output, reducing fuel consumption, and decreasing emissions. For example, the VVT ​​in this embodiment can be a vane-type VVT, which uses the oil pressure generated by the oil in the chamber to open or close the engine valves.

[0046] In this embodiment, the first VVT can be an intake-side VVT, and the second VVT can be an exhaust-side VVT. The first VVT is connected to the main oil passage 41 via a second transfer pipe 47. Since the first VVT consumes a large amount of oil, it can directly draw oil from the main oil passage through the second transfer pipe 47. The first cylinder head oil passage 43 requires a smaller amount of oil, so a first throttle valve (not shown in the figure) can be installed on the first cylinder head oil passage 43 to control the flow rate. That is, the first transfer pipe 46 is connected to both the second transfer pipe 47 and the first cylinder head oil passage 43. Most of the oil delivered from the main oil passage 41 to the first transfer pipe 46 is directly delivered to the first VVT through the second transfer pipe 47, while a small portion of the oil directly enters the first cylinder head oil passage 43. Similarly, for the second VVT, the first transfer pipe 46 is connected to the third transfer pipe 49 and the second cylinder head oil passage 431. Most of the engine oil delivered from the main oil pipe 41 to the first transfer pipe 46 is directly delivered to the second VVT through the third transfer pipe 49, while a small portion of the engine oil directly enters the second cylinder head oil passage 431. That is, a first throttle valve and a second throttle valve (not shown in the figure) are installed on the first cylinder head oil passage 43 and the second cylinder head oil passage 431 to control the amount of engine oil flowing into the first cylinder head oil passage 43 and the second cylinder head oil passage 431, ensuring sufficient oil supply to both the first and second VVTs. Furthermore, both the first and second VVTs draw oil directly from the second main bearing cap, with the oil passage originating from the main oil pipe 41, maximizing the adequacy of the VVT ​​oil supply.

[0047] In one embodiment of this application, the oil passage assembly further includes a piston cooling oil passage 48 and at least one nozzle 6, and the engine lubrication system further includes a control component. The piston cooling oil passage 48 is connected to the main oil pipe 41 and the first transfer pipe 46, respectively. At least one nozzle 6 is provided on the piston cooling oil passage 48, and the control component is connected to at least one nozzle 6 and is used to control the opening or closing of the nozzle 6. In this embodiment, by providing the piston cooling oil passage 48, engine oil can be sprayed to the piston through the nozzle 6 on the piston cooling oil passage 48 to cool and lubricate the piston. Furthermore, the control component is provided so that the nozzle 6 can be closed when the engine is at low speed and low load, and opened when the engine is at high speed or high load, thereby achieving on-demand oil supply.

[0048] Optionally, the control component includes a normally open PCJ valve. Normally open means that the PCJ valve opens when power is off and closes when power is on. This configuration ensures that the piston head remains cooled and does not fail even when the engine fails due to power failure, thus preventing high-temperature failure of the engine piston head.

[0049] This application also provides an engine assembly that includes the engine lubrication system described above.

[0050] like Figure 4 As shown, the engine assembly provided in this embodiment includes an oil pan, a cylinder block, and a cylinder head. The engine lubrication system is located within the engine assembly, and the arrows indicate the direction of oil flow. Specifically, the oil passes sequentially through the oil pump 2, oil filter 3, oil cooler 5, auxiliary oil pipe 42, main oil pipe 41, and piston cooling oil passage 48 before being delivered to the VVT ​​oil passage and cylinder head oil passage.

[0051] like Figure 5 The diagram illustrates the flow direction of engine 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. Solid arrows indicate the flow direction of some engine oil in the first cylinder head oil passage 43 and the second cylinder head oil passage 431, while dashed arrows indicate the flow direction of some engine oil in the first VVT oil passage 44 and the second VVT oil passage 45. Specifically, engine oil is transported to the first cylinder head oil passage 43 and the second cylinder head oil passage 431 via the first transfer pipe 46. A portion of the engine oil is transported to the first VVT oil passage 44 and the second VVT oil passage 45 via the second transfer pipe 47 and the third transfer pipe 49, respectively.

[0052] This application also provides a vehicle that includes the engine lubrication system described above, or that includes the engine assembly described above.

[0053] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "multiple" refers to two or more unless otherwise expressly defined.

[0054] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.

[0055] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. An engine lubrication system, characterized in that, The engine lubrication system includes an oil collector, an oil pump, an oil filter, and an oil passage assembly connected in sequence. The oil collector is used to transport the oil in the oil pan to the oil pump. The oil pump includes a first oil delivery pipe. The oil inlet of the oil filter is connected to the first oil delivery pipe through a second oil delivery pipe. The angle between the axis of the first oil delivery pipe and the axis of the second oil delivery pipe is greater than 90°. The oil passage assembly is used to deliver the engine oil to at least one of the main crankshaft, piston, and turbocharger; The cross-sectional area of ​​the first oil pipeline is larger than that of the second oil pipeline; The depth direction of the oil filter is parallel to the axis of the second oil delivery pipe; The oil filter also includes a third oil delivery pipe with its first end connected to the oil outlet of the oil filter; The engine lubrication system further includes an oil cooler connected to the second end of the third oil pipeline via a fourth oil pipeline, wherein the 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; The oil passage assembly includes a main oil pipe and a secondary oil pipe that are connected and parallel to each other. The auxiliary oil pipe is connected to the oil outlet of the oil cooler, and multiple first branches are arranged sequentially at intervals along the axial direction of the auxiliary oil pipe. The oil enters the multiple first branches after passing through the oil cooler and the auxiliary oil pipe, and is used to lubricate the auxiliary crankshaft. Multiple second branches are arranged sequentially at intervals along the axial direction of the main oil pipe. The engine oil enters the multiple second branches after passing through the auxiliary oil pipe and the main oil pipe, and is used to lubricate the main crankshaft.

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

3. The engine lubrication system according to claim 1, characterized in that, The oil passage assembly also includes a first cylinder head oil passage and a second cylinder head oil passage, both of which are connected to the main oil passage via a first transfer pipe.

4. The engine lubrication system according to claim 3, characterized in that, The oil passage assembly also includes a turbocharger oil passage, the inlet of which is connected to the first adapter pipe.

5. The engine lubrication system according to claim 3 or 4, characterized in that, The oil passage assembly further includes a first VVT oil passage, the inlet of which is connected to the main oil passage via a second adapter pipe, and the outlet of which is connected to the first VVT. The first adapter pipe and the second adapter pipe are connected, and a first throttle valve is provided at one end of the first cylinder head oil passage near the first adapter pipe; and / or, The oil passage assembly also includes a second VVT oil passage. The inlet of the second VVT oil passage is connected to the main oil passage through a third transfer pipe, and the outlet of the second VVT oil passage is connected to the second VVT. The third transfer pipe is connected to the first transfer pipe, and a second throttle valve is provided at the end of the second cylinder head oil passage near the first transfer pipe.

6. The engine lubrication system according to claim 3, characterized in that, The oil passage assembly also includes a piston cooling oil passage and at least one nozzle, and the engine lubrication system also includes a control assembly; The piston cooling oil passage is connected to the main oil pipe and the first transfer pipe respectively. The piston cooling oil passage is provided with at least one nozzle. The control component is connected to the at least one nozzle and is used to control the opening or closing of the nozzle.

7. The engine lubrication system according to claim 6, characterized in that, The control component includes a normally open PCJ valve.

8. An engine assembly, characterized in that, The engine assembly includes the engine lubrication system as described in any one of claims 1 to 7.

9. A vehicle, characterized in that, The vehicle includes the engine lubrication system according to any one of claims 1 to 7, or includes the engine assembly according to claim 8.

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