A supply module for a horizontally opposed engine

Abstract

This invention discloses a supply module for a horizontally opposed engine, belonging to the field of engine technology. It employs a highly integrated design, resulting in a compact structure and rational layout, significantly saving installation space for components. The intake manifold is integrated into the front cover, resulting in a shorter intake pipe length compared to separately installed intake manifold components, thus reducing pipe resistance. The cooling channel is also integrated into the front cover, eliminating the need for connecting rubber hoses, nozzles, clamps, and other parts in the water circuit compared to existing structures, reducing the overall length of the water circuit, lowering water resistance, and reducing the required circulating water volume. The water pump housing is also integrated into the front cover, allowing the electric water pump to be directly bolted to the front cover, saving on water pump brackets, connecting rubber hoses, nozzles, clamps, and other parts, making the overall engine layout more compact. Furthermore, the oil rail is integrated into the front cover, further reducing the overall size of the engine.

Description

Technical Field

[0001] This invention belongs to the field of engine technology, specifically a supply module for a horizontally opposed engine. Background Technology

[0002] An engine comprises two core mechanical structures: the crankshaft and connecting rod mechanism and the valve train, as well as five major systems: fuel supply, cooling, lubrication, ignition, and starting. Fuel supply refers to providing the engine with an appropriate amount of fuel-air mixture. Air is distributed to each cylinder of the opposed engine through the intake manifold, while fuel is distributed to each cylinder's injector through the fuel rail. The cooling system consists of multiple water pipes that connect the water pump, thermostat, and other components in series to form a circulating water circuit.

[0003] Compared to the single-cylinder layout of an inline engine, the "dual-cylinder layout" of a horizontally opposed engine has fundamentally changed the spatial structure and functional requirements (balance between both sides). Therefore, the components that directly serve the cylinders, such as intake and cooling, must be adapted by "increasing the number (to meet the supply of both sides), optimizing the irregular shape (to adapt to space avoidance), and adding auxiliary components (to ensure balance between both sides)". On the one hand, this increases the engine manufacturing cost, and on the other hand, it increases the overall boundary size of the engine.

[0004] In particular, the complex cooling pipes and numerous parts lead to an increase in the amount of circulating water required by the engine, greater water resistance, and higher demands on the water pump. Summary of the Invention

[0005] The purpose of this invention is to provide a supply module for a horizontally opposed engine to solve at least one of the problems mentioned in the background art.

[0006] This invention provides a supply module for a horizontally opposed engine, including a front cover assembly, a crankcase, a crankcase cover, and an oil pan. The front cover assembly is fixedly installed at one end of the crankcase. The crankcase cover and the oil pan are respectively installed on two opposite sides of the crankcase. Two cylinders are respectively installed on the other two opposite sides of the crankcase. Water jackets are fitted around the cylinders. Water passages are provided on both sides of the crankcase near the front cover assembly. The inlet of the water passage is connected to the outlet of the water jacket on the corresponding side.

[0007] The front cover assembly includes a front cover. On the side of the front cover facing away from the crankcase, an intake manifold, a cooling channel, an oil rail, and a water pump housing are formed. The two ends of the intake manifold are respectively connected to the intake passages of the two cylinders. The two ends of the oil rail are respectively connected to the fuel injectors of the two cylinders. The water pump housing has a fluid channel that communicates with the cooling channel. The water pump housing is equipped with a water pump that communicates with the fluid channel. The other end of the cooling channel is divided into two paths that are respectively connected to the outlets of the two water passages. The outlet of the water pump is connected to the oil pan channel of the oil pan. The oil pan channel is divided into two paths that are respectively connected to the inlets of the two water jackets. The cooling channel also has a radiator inlet and a radiator outlet that communicate with the radiator.

[0008] As a further embodiment of the present invention: the cooling channel includes an inlet channel, a guide channel, a three-way channel, and a thermostat housing. The two ends of the inlet channel are respectively connected to two water passages. One end of the guide channel is connected to the inlet channel, and the other end is connected to the three-way channel. One port of the three-way channel is connected to one port of the thermostat housing, and the other port of the three-way channel is the radiator inlet. One port of the thermostat housing is connected to a fluid passage, and the other port is the radiator outlet.

[0009] As a further aspect of the present invention: the flow channel is also provided with a mounting base connected to the flow channel for installing a water temperature sensor, and the mounting base is located upstream of the three-way flow channel.

[0010] As a further aspect of the present invention: a thermostat is installed inside the thermostat housing, and an inlet pipe cover is installed at the radiator outlet of the thermostat housing, with a through hole provided on the inlet pipe cover.

[0011] As a further aspect of the present invention: the crankcase includes a first crankcase body and a second crankcase body that are connected in a mating manner. The first crankcase body includes an integrally formed first generator housing body, a first frame plate, a second frame plate, and a third frame plate. The first frame plate is vertically disposed at one end of the second frame plate, and the third frame plate is arranged parallel to the first frame plate. One end of the third frame plate is connected to the second frame plate, and the first generator housing body is located on the side of the first frame plate away from the third frame plate.

[0012] The second crankcase body includes an integrally formed second generator housing body, a fourth frame plate, a fifth frame plate, and a sixth frame plate. The fourth frame plate is vertically disposed at one end of the fifth frame plate, and the sixth frame plate is arranged parallel to the fourth frame plate. One end of the sixth frame plate is connected to the fifth frame plate, and the second generator housing body is located on the side of the fourth frame plate away from the sixth frame plate.

[0013] The first crankcase body and the second crankcase body are mated and connected to form the generator housing body by mating and connecting the first generator housing body and the second generator housing body. The first frame plate is mated and connected to the fourth frame plate, and the third frame plate is mated and connected to the sixth frame plate to support the crankshaft.

[0014] As a further aspect of the present invention: a first semi-circular groove is provided on the side of the first frame plate that contacts the fourth frame plate, and a fourth semi-circular groove that mates with the first semi-circular groove is provided on the side of the fourth frame plate that contacts the first frame plate, and the first semi-circular groove and the fourth semi-circular groove mate to form a second crankshaft main bearing mounting hole.

[0015] The third frame plate is provided with a second semi-circular groove and a third semi-circular groove on the side that contacts the sixth frame plate. The sixth frame plate is provided with a fifth semi-circular groove that mates with the second semi-circular groove and a sixth semi-circular groove that mates with the third semi-circular groove on the side that contacts the third frame plate. The second semi-circular groove and the fifth semi-circular groove mate to form a timing intermediate wheel mounting hole. The third semi-circular groove and the sixth semi-circular groove mate to form a first crankshaft main bearing mounting hole.

[0016] The first frame plate, the third frame plate, the fourth frame plate, and the sixth frame plate are all provided with camshaft mounting holes on the side near the crankcase cover;

[0017] Both the second and fifth frame plates are provided with cylinder mounting holes.

[0018] As a further aspect of the present invention: the side of the third frame plate that contacts the sixth frame plate is also provided with an oil pump mounting seat oil inlet, and the third frame plate is also provided with an oil pump inlet channel, which is located inside the oil pump mounting seat oil inlet.

[0019] The sixth frame plate is also provided with an oil pump mounting seat oil outlet on the side that contacts the third frame plate, and the sixth frame plate is provided with an oil pump oil outlet channel.

[0020] The fifth frame plate is provided with a twelfth oil passage that is connected to the oil pump outlet passage. The sixth frame plate is also provided with a thirteenth oil passage that is connected to the twelfth oil passage and the first crankshaft main bearing mounting hole. The fifth frame plate is also provided with an eleventh oil passage that is connected to the twelfth oil passage. The eleventh oil passage is provided with a second piston cooling nozzle mounting seat.

[0021] As a further aspect of the present invention: the fourth frame plate is provided with a ninth oil passage communicating with the eleventh oil passage, the fourth frame plate is provided with a fifth oil passage and a sixth oil passage communicating with the ninth oil passage, the fourth frame plate is also provided with an eighth oil passage communicating with the camshaft mounting hole located on the fourth frame plate and the fifth oil passage, and the fourth frame plate is also provided with a seventh oil passage communicating with the ninth oil passage and the second crankshaft main bearing mounting hole.

[0022] As a further aspect of the present invention: the first frame plate is provided with a first oil passage that connects to the fifth oil passage, a second oil passage that connects to the sixth oil passage, and a third oil passage that connects the camshaft mounting hole located in the first frame plate with the first oil passage;

[0023] The second frame plate is provided with a fourth oil passage that communicates with the second oil passage, and the fourth oil passage is provided with a first piston cooling nozzle mounting seat.

[0024] As a further aspect of the present invention: the sixth frame plate is also provided with a pressure relief valve mounting cavity, which is connected to the oil pump outlet passage.

[0025] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0026] 1. Adopting a highly integrated design, the compact structure and rational layout significantly save installation space for components. The intake manifold is integrated into the front cover, resulting in a shorter intake pipe length compared to separately installed intake manifold components, thus reducing pipe resistance. The cooling channel is also integrated into the front cover, eliminating the need for connecting rubber hoses, nozzles, clamps, and other parts in the water circuit compared to existing structures, reducing the overall length of the water circuit, lowering water resistance, and reducing the required circulating water volume. The water pump housing is also integrated into the front cover, allowing the electric water pump to be directly bolted to the front cover, saving on water pump brackets, connecting hoses, nozzles, clamps, and other parts, making the overall engine layout more compact. Furthermore, the oil rail is integrated into the front cover, reducing the overall size of the engine.

[0027] 2. A frame-type crankcase is formed by connecting the first and second crankcase bodies in a split configuration. The split structure facilitates the installation and disassembly of internal components, making maintenance and component replacement easier, as well as transportation. The frame structure optimizes the crankcase's support performance, improves the load-bearing capacity and durability of the entire system, and reduces the weight and manufacturing cost of the crankcase while providing sufficient rigidity and strength. This achieves a lightweight crankcase design, which is of great significance for energy conservation and emission reduction.

[0028] 3. By forming multiple interconnected oil passages in the frame structure of the crankcase, lubrication of the camshaft, crankshaft, piston, and rocker arm is achieved, reducing the need for lubrication steel pipes and simplifying the engine structure.

[0029] 4. When irreversible failures such as cylinder scoring occur, traditional crankcases cannot be repaired and require complete replacement, which is very costly. However, with this frame-type crankcase, if only one side of the body is damaged, only the entire body needs to be replaced, saving on maintenance costs. Attached Figure Description

[0030] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar or repeated elements are not repeatedly labeled. The elements or parts in the drawings are not necessarily drawn to scale.

[0031] Figure 1 This is a schematic diagram of a preferred embodiment of the present invention.

[0032] Figure 2This is a schematic diagram of the front cover assembly in a preferred embodiment of the present invention.

[0033] Figure 3 This is a structural schematic diagram of the front cover assembly in a preferred embodiment of the present invention from another perspective.

[0034] Figure 4 This is a schematic diagram of the crankcase in a preferred embodiment of the present invention.

[0035] Figure 5 This is a cross-sectional view of the crankcase in a preferred embodiment of the present invention.

[0036] Figure 6 This is a schematic diagram of the cooling channel in a preferred embodiment of the present invention.

[0037] Figure 7 This is a cross-sectional view of the first crankcase body in a preferred embodiment of the present invention.

[0038] Figure 8 This is a schematic diagram of the structure of the first crankcase body in a preferred embodiment of the present invention.

[0039] Figure 9 This is a cross-sectional view of the second crankcase body in a preferred embodiment of the present invention.

[0040] Figure 10 This is a schematic diagram of the structure of the second crankcase body in a preferred embodiment of the present invention.

[0041] Figure 11 This is a schematic diagram of the oil circuit according to a preferred embodiment of the present invention.

[0042] In the diagram: 1-Front end cover; 11-Intake manifold; 12-Water inlet channel; 121-First water inlet; 122-Second water inlet; 13-Guide channel; 131-Mounting base; 14-T-way channel; 141-Radiator water inlet; 15-Thermostat housing; 151-Radiator outlet; 16-Oil rail; 17-Water pump housing; 2-First crankcase body; 21-First generator housing body; 22-First frame plate; 221-First oil passage; 222-Second oil passage; 2 23-Third oil passage; 224-First semi-circular groove; 23-Second frame plate; 231-Fourth oil passage; 232-First piston cooling nozzle mounting seat; 24-Third frame plate; 241-Second semi-circular groove; 242-Third semi-circular groove; 243-Oil pump mounting seat oil inlet; 244-Oil pump inlet passage; 25-Firming plate; 26-First water passage; 261-First water passage inlet; 262-First water passage outlet; 3-Second crankcase body; 31-Second generator Casing body; 32-Fourth frame plate; 321-Fifth oil passage; 322-Sixth oil passage; 323-Fourth semi-circular groove; 324-Seventh oil passage; 325-Eighth oil passage; 326-Ninth oil passage; 33-Fifth frame plate; 332-Eleventh oil passage; 333-Second piston cooling nozzle mounting seat; 334-Twelfth oil passage; 34-Sixth frame plate; 341-Fifth semi-circular groove; 342-Sixth semi-circular groove; 343-Thirteenth oil passage; 344-Oil pump mounting seat oil outlet; 3 45-Oil pump outlet; 346-Pressure relief valve mounting cavity; 347-Fourteenth oil passage; 348-Tenth oil passage; 35-Second water passage; 351-Second water passage inlet; 352-Second water passage outlet; 4-Crankcase cover; 41-Oil-gas separator; 411-Exhaust pipe; 42-Oil dipstick mating hole; 5-Oil pan; 51-Oil pan flow channel; 6-Water pump; 7-Water inlet pipe cover; 8-Water temperature sensor; 9-Thermostat; 10-Camshaft mounting hole. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the invention and are not intended to limit the invention; that is, the described embodiments are merely some embodiments of the invention, and not all embodiments. The components of the embodiments of the invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0044] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0045] The terms "first," "second," and similar words used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. Words such as "including" or "contains" mean that the element preceding the word encompasses the element listed after it, and do not exclude the possibility of encompassing other elements as well. Terms such as "above," "below," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, this relative positional relationship may also change accordingly.

[0046] In this disclosure, when a specific device is described as being located between a first device and a second device, an intermediary device may or may not be present between the specific device and the first or second device. When a specific device is described as being connected to other devices, the specific device may be directly connected to the other devices without an intermediary device, or it may be not directly connected to the other devices but have an intermediary device.

[0047] All terms used in this disclosure (including technical or scientific terms) have the same meaning as understood by one of ordinary skill in the art to which this disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in a general dictionary, such as a dictionary, should be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not as having an idealized or highly formalized meaning, unless expressly defined herein.

[0048] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0049] Please see Figure 1 As shown, this embodiment provides a supply module for a horizontally opposed engine, including a front cover assembly, a crankcase, a crankcase cover 4, and an oil pan 5. The front cover assembly is fixedly installed at one end of the crankcase. The crankcase cover 4 and the oil pan 5 are respectively installed on two opposite sides of the crankcase. Two cylinders (not shown in the attached drawings) are respectively installed on the other two opposite sides of the crankcase. A water jacket (not shown in the attached drawings) is fitted around the cylinder. The end of the cylinder near the cylinder head is the combustion chamber. The water jacket fully covers the combustion chamber to cool it down. Water passages are opened on both sides of the end of the crankcase near the front cover assembly. The inlet of the water passage is connected to the outlet of the water jacket on the corresponding side.

[0050] Please see Figure 1 , Figure 2 , Figure 6As shown, the front cover assembly includes a front cover 1. On the side of the front cover 1 facing away from the crankcase, an intake manifold 11, a cooling channel, a fuel rail 16, and a water pump housing 17 are formed. The intake manifold 11 is sealed upstream to the engine's valve train, and its downstream ends are sealed to the intake ports of the two cylinders, distributing air to both cylinders. The fuel rail 16 is sealed upstream to the engine's high-pressure fuel pump, and its downstream ends are sealed to the fuel injectors of the two cylinders, distributing fuel to both cylinders. The water pump housing 17 has a fluid channel communicating with the cooling channel. A water pump 6 communicating with the fluid channel is installed in the water pump housing 17. The other end of the cooling channel branches into two paths, each connecting to the outlet of a water passage. The outlet of the water pump 6 communicates with the oil pan channel 51 of the oil pan 5. The oil pan channel 51 branches into two paths, each connecting to the inlet of a water jacket. The cooling channel also has a radiator inlet 141 and a radiator outlet 151 communicating with the radiator.

[0051] The design employs a highly integrated approach, resulting in a compact structure and rational layout that significantly saves installation space for components. The intake manifold 11 is integrated into the front cover 1, resulting in a shorter intake pipe length compared to separately installed intake manifold components, thus reducing pipe resistance. The cooling channel is also integrated into the front cover 1, forming a cooling water circulation loop with the oil pan channel 51, water jacket, and crankcase water passage. Compared to existing structures, this eliminates the need for connecting rubber hoses, nozzles, clamps, and other components in the water circuit, reducing the overall length of the water circuit, lowering water resistance, and reducing the required circulating water volume. The water pump housing 17 is also integrated into the front cover 1, allowing the electric water pump to be directly bolted to the front cover 1, saving on water pump brackets, connecting rubber hoses, nozzles, clamps, and other components, making the overall engine layout more compact. Furthermore, the oil rail 16 is integrated into the front cover 1, further reducing the overall size of the engine.

[0052] Preferably, please refer to Figures 3-6As shown, a first water passage 26 and a second water passage 35 are respectively provided on both sides of the crankcase near the front end cover 1. One end of the first water passage 26 is the first water passage inlet 261, which is connected to the outlet of the corresponding side water jacket. The other end of the first water passage 26 is the first water passage outlet 262. One end of the second water passage 35 is the second water passage inlet 351, which is connected to the outlet of the corresponding side water jacket. The other end of the second water passage 35 is the second water passage outlet 352. The cooling channel includes an inlet channel 12, a guide channel 13, a three-way channel 14, and a thermostat housing 15. The inlet channel 12 has a first inlet 121 and a second inlet 122 at its two ends. The first inlet 121 connects to the outlet 262 of the first water passage, and the second inlet 122 connects to the outlet 352 of the second water passage. One end of the guide channel 13 connects to the inlet channel 12, and the other end connects to the three-way channel 14. One port of the three-way channel 14 connects to the thermostat housing 15. One port of the thermostat housing 15 and the other port of the three-way flow channel 14 are radiator inlet 141. One port of the thermostat housing 15 is connected to the fluid channel, and the other port is radiator outlet 151. The radiator inlet 141 and radiator outlet 151 are connected to the radiator through rubber water pipes. The outlet of the water pump 6 is connected to the oil pan flow channel 51 of the oil pan 5. The oil pan flow channel 51 is divided into two paths, which are respectively connected to the inlets of the two water jackets to realize the cooling water circulation. The thermostat 9 is installed inside the thermostat housing 15. The radiator outlet 151 of the thermostat housing 15 is equipped with an inlet pipe cover 7 to seal the thermostat housing 15. The inlet pipe cover 7 has a through hole for installing the rubber water pipe of the superheater. The thermostat 9 divides the cooling water circuit integrated on the front cover 1 into two circulation loops. The thermostat 9 is a temperature control valve that can open or close within the design temperature range. It should be noted that all connections in the cooling circuit must be sealed to prevent leakage.

[0053] When the engine needs to warm up, the thermostat 9 closes, and the coolant performs a small circulation. The circulation process is as follows: the coolant enters the oil pan passage 51 from the water pump 6, then enters the water jackets on both sides, passes through the first water passage 26 and the second water passage 35 to enter the inlet passage 12, and then enters the guide passage 13, the three-way passage 14 and the thermostat housing 15 in sequence, and returns to the water pump 6 through the fluid passage to complete the coolant circulation.

[0054] When the engine is running under normal operating conditions, the thermostat 9 is open (not fully open), and the coolant circulation process is divided into two paths: a large circulation and a small circulation.

[0055] First path (small circulation): The water enters the oil pan flow channel 51 from the water pump 6, then enters the water jackets on both sides, passes through the first water passage 26 and the second water passage 35 to enter the inlet flow channel 12, and then enters the guide flow channel 13, the three-way flow channel 14 and the thermostat housing 15 in sequence, and returns to the water pump 6 through the fluid channel to complete the cooling water circulation.

[0056] The second path (large circulation): water enters the oil pan flow channel 51 from the water pump 6, then enters the water jackets on both sides, passes through the first water passage 26 and the second water passage 35 to enter the inlet flow channel 12, and then sequentially enters the guide flow channel 13, the three-way flow channel 14, the radiator, the inlet pipe cover 7, the thermostat 9, and the thermostat housing 15, and returns to the water pump 6 through the fluid channel to complete the cooling water circulation.

[0057] When the engine overheats, the thermostat 9 opens fully, and the coolant circulates in a large loop, efficiently dissipating heat through the radiator and keeping the coolant temperature within the normal operating range to prevent the engine from overheating.

[0058] Preferably, the guide channel 13 is further provided with a mounting base 131 communicating with the guide channel 13 for mounting the water temperature sensor 8. The mounting base 131 is located upstream of the three-way channel 14. After the cooling water from the water jackets on both sides cools the combustion chamber, it converges in the guide channel 13. The water temperature sensor 8 is installed in the converging channel to provide real-time and accurate coolant temperature feedback to the engine management system (ECU) and auxiliary systems, thereby realizing multi-dimensional dynamic control and safety protection.

[0059] In some embodiments, please refer to Figure 7-10 As shown, the crankcase includes a first crankcase body 2 and a second crankcase body 3 that are connected to each other. The first crankcase body 2 includes an integrally formed first generator housing body 21, a first frame plate 22, a second frame plate 23, and a third frame plate 24. The first frame plate 22 is vertically disposed at one end of the second frame plate 23, and the third frame plate 24 is arranged parallel to the first frame plate 22. One end of the third frame plate 24 is connected to the second frame plate 23. The first generator housing body 21 is located on the side of the first frame plate 22 away from the third frame plate 24.

[0060] The second crankcase body 3 includes an integrally formed second generator housing body 31, a fourth frame plate 32, a fifth frame plate 33, and a sixth frame plate 34. The fourth frame plate 32 is vertically disposed at one end of the fifth frame plate 33, and the sixth frame plate 34 is arranged parallel to the fourth frame plate 32. One end of the sixth frame plate 34 is connected to the fifth frame plate 33. The second generator housing body 31 is located on the side of the fourth frame plate 32 away from the sixth frame plate 34.

[0061] The first crankcase body 2 and the second crankcase body 3 are connected to form the generator housing body 21 and the second generator housing body 31, and the first frame plate 22 is connected to the fourth frame plate 32 and the third frame plate 24 is connected to the sixth frame plate 34 to support the crankshaft.

[0062] The first frame plate 22 and the fourth frame plate 32 are mated together to form one end support of the crankshaft, and the third frame plate 24 and the sixth frame plate 34 are mated together to form the other end support of the crankshaft. The second frame plate 23 and the fifth frame plate 33 are used to install and assemble the cylinders for connecting rod pistons. The first crankcase body 2 and the second crankcase body 3 are mated together to form a frame-type crankcase, providing stable support for moving parts. The generator housing is integrated on the outside of the crankcase, facilitating generator installation. The structure is compact, reducing the size of the engine. The first crankcase body 2 and the second crankcase body 3 are each made of metal and are individually formed. Several mutually mating bolt holes are formed in the first crankcase body 2 and the second crankcase body 3. Bolts are installed in the corresponding bolt holes to fasten the first crankcase body 2 and the second crankcase body 3 together. The crankcase adopts a split structure, which is conducive to the installation and disassembly of internal components and facilitates maintenance and replacement of parts. Preferably, the first crankcase body 2 and the second crankcase body 3 can be made of aluminum alloy by high-pressure casting. While providing sufficient rigidity and strength, the weight of the crankcase is reduced. The frame structure optimizes the support performance of the crankcase and improves the load-bearing capacity and durability of the entire system. The matching crankcase cover 4 and oil pan 5 can be formed by plastic injection molding, which further reduces the weight and manufacturing cost of the crankcase and realizes the lightweight design of the crankcase, which is of great significance for energy conservation and emission reduction.

[0063] The horizontally opposed engine has cylinders and water jackets positioned on opposite sides of the crankcase. The crankcase also adopts a split-type structure on both sides. The mating surfaces of the first crankcase body 2 and the second crankcase body 3 are symmetrical planes of the two combustion systems. Each side corresponds to one cylinder and one water jacket, making the single-side structure simpler and reducing many unnecessary structures, crankcase bolts, and sealing surfaces.

[0064] In some embodiments, please refer to Figure 7-10As shown, the side of the first frame plate 22 that contacts the fourth frame plate 32 is provided with a first semicircular groove 224, and the side of the fourth frame plate 32 that contacts the first frame plate 22 is provided with a fourth semicircular groove 323 that mates with the first semicircular groove 224. The first semicircular groove 224 and the fourth semicircular groove 323 mate to form a second crankshaft main bearing mounting hole; the side of the third frame plate 24 that contacts the sixth frame plate 34 is provided with a second semicircular groove 241 and a third semicircular groove 242, and the side of the sixth frame plate 34 that contacts the third frame plate 24 is provided with a fifth semicircular groove 341 that mates with the second semicircular groove 241 and a third semicircular groove 242 that mates with the third semicircular groove 242. The sixth semicircular groove 342, which mates with the circular groove 242, and the second semicircular groove 241, which mates with the fifth semicircular groove 341, form a timing intermediate pulley mounting hole. The third semicircular groove 242, which mates with the sixth semicircular groove 342, form a first crankshaft main bearing mounting hole. The first frame plate 22, the third frame plate 24, the fourth frame plate 32, and the sixth frame plate 34 are all provided with camshaft mounting holes on the side near the crankcase cover 4. The second frame plate 23 and the fifth frame plate 33 are all provided with cylinder mounting holes, which is conducive to the reasonable installation of the crankshaft, camshaft, timing system, combustion chamber, etc. on the crankcase frame structure, resulting in a compact structure.

[0065] The front cover 1 also serves as a timing cover. Bolt holes for bolting the crankcase cover 4, oil pan 5, and front cover 1 are formed on the first crankcase body 2 and the second crankcase body 3. Corresponding bolt holes are also formed on the crankcase cover 4, oil pan 5, and front cover 1. The first crankcase body 2 and the second crankcase body 3 are bolted together as a whole. The crankcase cover 4 is bolted to the first crankcase body 2 and the second crankcase body 3. The oil pan 5 is bolted to the first crankcase body 2 and the second crankcase body 3. The front cover 1 is bolted to the first crankcase body 2, the second crankcase body 3, the crankcase cover 4, and the oil pan 5. The front cover 1, the first crankcase body 2, the second crankcase body 3, the crankcase cover 4, and the oil pan 5 together form a closed crankcase. A cylinder is installed in the cylinder mounting hole. The pistons on the connecting rods on both sides are assembled into the cylinder, aligning with the first crankcase body 2 and the second crankcase body 3, so that the crankshaft is mounted in the first crankshaft main bearing mounting hole and the second crankshaft main bearing mounting hole. The central shaft of the intermediate wheel of the timing system is installed in the timing intermediate wheel mounting hole. One camshaft is mounted in the camshaft mounting hole 10 of the first frame plate 22 and the third frame plate 24, and the other camshaft is mounted in the camshaft mounting hole 10 of the fourth frame plate 32 and the sixth frame plate 34. The entire assembly process is convenient and quick, and the layout of each component is reasonable.

[0066] In some embodiments, please refer to Figure 7-11As shown, the side of the third frame plate 24 that contacts the sixth frame plate 34 is also provided with an oil pump mounting seat oil inlet 243, and the third frame plate 24 is also provided with an oil pump inlet passage 244, which is located inside the oil pump mounting seat oil inlet 243; the side of the sixth frame plate 34 that contacts the third frame plate 24 is also provided with an oil pump mounting seat oil outlet 344, and the sixth frame plate 34 is provided with an oil pump outlet passage 345; the fifth frame plate 33 is provided with a twelfth oil passage 334 that communicates with the oil pump outlet passage 345, the sixth frame plate 34 is also provided with a thirteenth oil passage 343 that communicates with the twelfth oil passage 334 and the first crankshaft main bearing mounting hole, the sixth frame plate 34 is also provided with a fourteenth oil passage 347 that communicates with the thirteenth oil passage 343 and a tenth oil passage 348 that communicates with the oil pump outlet passage 345. The fifth frame plate 33 is also provided with an eleventh oil passage 332 that is connected to the twelfth oil passage 334, and the eleventh oil passage 332 is provided with a second piston cooling nozzle mounting seat 333.

[0067] The oil pump mounting base has an oil inlet 243 and an oil pump mounting base outlet 344, which together constitute the oil pump mounting base for mounting the oil pump. The oil pump inlet is connected to the oil pump inlet passage 244, and the oil pump outlet is connected to the oil pump outlet passage 345. An oil pan 5 is installed on the opposite side of the crankcase cover 4. One end of the oil pump inlet passage 244 extends into the oil pan 5 to draw the lubricating oil stored in the oil pan 5, which is then pumped into the oil pump outlet passage 345 by the oil pump. The twelfth oil passage 334 introduces the lubricating oil in the oil pump outlet passage 345 into the first crankshaft main bearing mounting hole through the thirteenth oil passage 343 to lubricate and cool one end of the crankshaft and its bearing. The second piston cooling nozzle mounting seat 333 is equipped with a nozzle. The eleventh oil passage 332 introduces lubricating oil from the oil pump outlet 345 into the nozzle to lubricate and cool one side of the piston, preventing piston jamming and burning, while reducing wear and extending component life. The fourteenth oil passage 347 is used to lubricate the timing system located outside the crankcase. The tenth oil passage 348 is used to install a pressure sensor to detect the oil pressure in the oil passage.

[0068] The fourth frame plate 32 is provided with a ninth oil passage 326 that communicates with the eleventh oil passage 332. The fourth frame plate 32 is provided with a fifth oil passage 321 and a sixth oil passage 322 that communicate with the ninth oil passage 326. The fourth frame plate 32 is also provided with an eighth oil passage 325 that communicates with the camshaft mounting hole located in the fourth frame plate 32 and the fifth oil passage 321. The eighth oil passage 325 is used to lubricate and cool one side of the camshaft. The fourth frame plate 32 is also provided with a seventh oil passage 324 that communicates with the ninth oil passage 326 and the second crankshaft main bearing mounting hole. The seventh oil passage 324 is used to lubricate and cool the other end of the crankshaft.

[0069] The first frame plate 22 is provided with a first oil passage 221 that connects to the fifth oil passage 321, a second oil passage 222 that connects to the sixth oil passage 322, and a third oil passage 223 that connects the camshaft mounting hole located in the first frame plate 22 with the first oil passage 221. Through the connection of the first oil passage 221 and the fifth oil passage 321, and the connection of the second oil passage 222 and the sixth oil passage 322, lubricating oil is guided from the second crankcase body 3 into the first crankcase body 2, and lubricates and cools the camshaft on the other side.

[0070] The second frame plate 23 is provided with a fourth oil passage 231 that communicates with the second oil passage 222. The fourth oil passage 231 is provided with a first piston cooling nozzle mounting seat 232, and a nozzle is installed on the first piston cooling nozzle mounting seat 232. The fourth oil passage 231 introduces lubricating oil from the second oil passage 222 into the nozzle to lubricate and cool the piston on the other side, so as to prevent the piston from jamming or burning, and at the same time reduce wear and extend the service life of the component.

[0071] The sixth frame plate 34 is also provided with a pressure relief valve mounting cavity 346, which is connected to the oil pump outlet passage 345. A pressure relief valve is installed in the pressure relief valve mounting cavity 346 and is connected to the oil pump outlet passage 345. The pressure relief valve can stabilize the oil (lubricating oil) pressure. When the oil pressure is too high, the oil will push open the pressure relief valve and open the pressure relief port, and the oil will flow directly back to the oil pan, thereby relieving the pressure and avoiding the oil passage rupture, filter damage, etc. caused by excessive oil pressure. It can also reduce mechanical losses. When the oil pressure returns to a safe level, the pressure relief valve will automatically close.

[0072] The lubrication passages for the camshaft, crankshaft, and pistons are all integrated into the crankcase frame structure, reducing the need for lubrication steel pipes and simplifying the engine structure. To prevent lubrication leakage at the passage joints, sealing rings are installed, and the preload is adjusted using the connecting bolts of the first crankcase body 2 and the second crankcase body 3 to achieve a good seal.

[0073] In some embodiments, please refer to Figure 8 As shown, the second frame plate 23 is also provided with a stiffening rib 25, which is triangular in shape. One side of the stiffening rib 25 is connected to the third frame plate 24, and the other side is connected to the second frame plate 23, thereby strengthening the structural performance of the first crankcase body 2. Correspondingly, the same or similar stiffening ribs are also provided between the fifth frame plate 33 and the sixth frame plate 34 to strengthen the structural performance of the second crankcase body 3.

[0074] In some embodiments, please refer to Figure 1As shown, the crankcase cover 4 is equipped with an oil-gas separator 41 and an oil dipstick fitting hole 42. The oil return pipe of the oil-gas separator 41 connects to the inside of the crankcase, and the separated lubricating oil returns to the oil pan 5 and is pumped back into the crankcase oil passage by the oil pump. The oil-gas separator 41 is also equipped with an exhaust pipe 411 connected to the intake manifold 11 to send the separated clean gas into the combustion chamber. An oil dipstick is installed in the oil dipstick fitting hole 42 to measure the oil level and oil quantity in the crankcase, and to determine whether the oil level is within the safe range specified by the manufacturer.

[0075] The above description is merely an example and illustration of the structure of the present invention. Those skilled in the art can make various modifications or additions to the specific embodiments described, or use similar methods to replace them, as long as they do not deviate from the structure of the invention or exceed the scope defined in the claims, all of which should fall within the protection scope of the present invention.

Claims

1. A supply module for a horizontally opposed engine, characterized in that, The crankcase includes a front cover assembly, a crankcase, a crankcase cover, and an oil pan. The front cover assembly is fixedly installed at one end of the crankcase. The crankcase cover and oil pan are respectively installed on two opposite sides of the crankcase. Two cylinders are respectively installed on the other two opposite sides of the crankcase. Water jackets are fitted around the cylinders. Water passages are opened on both sides of the crankcase near the front cover assembly. The inlet of the water passage is connected to the outlet of the water jacket on the corresponding side. The front cover assembly includes a front cover. On the side of the front cover facing away from the crankcase, an intake manifold, cooling channel, oil rail, and water pump housing are formed. The intake manifold, cooling channel, oil rail, and water pump housing are integrated on the front cover. The two ends of the intake manifold are respectively connected to the intake ports of the two cylinders. The two ends of the oil rail are respectively connected to the fuel injectors of the two cylinders. The water pump housing has a fluid channel that communicates with the cooling channel. The water pump housing is equipped with a water pump that communicates with the fluid channel. The other end of the cooling channel is divided into two paths that are respectively connected to the outlets of the two water passages. The outlet of the water pump is connected to the oil pan channel of the oil pan. The oil pan channel is divided into two paths that are respectively connected to the inlets of the two water jackets. The cooling channel also has a radiator inlet and a radiator outlet that communicate with the radiator.

2. The supply module for a horizontally opposed engine according to claim 1, characterized in that, The cooling channel includes an inlet channel, a guide channel, a three-way channel, and a thermostat housing. The inlet channel is connected to two water passages at both ends. One end of the guide channel is connected to the inlet channel, and the other end is connected to the three-way channel. One port of the three-way channel is connected to one port of the thermostat housing, and the other port of the three-way channel is the radiator inlet. One port of the thermostat housing is connected to the fluid passage, and the other port is the radiator outlet.

3. The supply module for a horizontally opposed engine according to claim 2, characterized in that, The guide channel is also equipped with a mounting base connected to the guide channel for installing a water temperature sensor. The mounting base is located upstream of the three-way channel.

4. The supply module for a horizontally opposed engine according to claim 2, characterized in that, The thermostat is installed inside the thermostat housing, and the radiator outlet of the thermostat housing is equipped with an inlet pipe cover, which has a through hole.

5. The supply module for a horizontally opposed engine according to claim 1, characterized in that, The crankcase includes a first crankcase body and a second crankcase body that are connected together. The first crankcase body includes an integrally formed first generator housing body, a first frame plate, a second frame plate, and a third frame plate. The first frame plate is vertically disposed at one end of the second frame plate, and the third frame plate is arranged parallel to the first frame plate. One end of the third frame plate is connected to the second frame plate, and the first generator housing body is located on the side of the first frame plate away from the third frame plate. The second crankcase body includes an integrally formed second generator housing body, a fourth frame plate, a fifth frame plate, and a sixth frame plate. The fourth frame plate is vertically disposed at one end of the fifth frame plate, and the sixth frame plate is arranged parallel to the fourth frame plate. One end of the sixth frame plate is connected to the fifth frame plate, and the second generator housing body is located on the side of the fourth frame plate away from the sixth frame plate. The first crankcase body and the second crankcase body are mated and connected to form the generator housing body by mating and connecting the first generator housing body and the second generator housing body. The first frame plate is mated and connected to the fourth frame plate, and the third frame plate is mated and connected to the sixth frame plate to support the crankshaft.

6. The supply module for a horizontally opposed engine according to claim 5, characterized in that, The first frame plate is provided with a first semi-circular groove on the side that contacts the fourth frame plate, and the fourth frame plate is provided with a fourth semi-circular groove that mates with the first semi-circular groove on the side that contacts the first frame plate. The first semi-circular groove and the fourth semi-circular groove mate to form a second crankshaft main bearing mounting hole. The third frame plate is provided with a second semi-circular groove and a third semi-circular groove on the side that contacts the sixth frame plate. The sixth frame plate is provided with a fifth semi-circular groove that mates with the second semi-circular groove and a sixth semi-circular groove that mates with the third semi-circular groove on the side that contacts the third frame plate. The second semi-circular groove and the fifth semi-circular groove mate to form a timing intermediate wheel mounting hole. The third semi-circular groove and the sixth semi-circular groove mate to form a first crankshaft main bearing mounting hole. The first frame plate, the third frame plate, the fourth frame plate, and the sixth frame plate are all provided with camshaft mounting holes on the side near the crankcase cover; Both the second and fifth frame plates are provided with cylinder mounting holes.

7. The supply module for a horizontally opposed engine according to claim 6, characterized in that, The third frame plate is also provided with an oil pump mounting seat oil inlet on the side that contacts the sixth frame plate. The third frame plate is also provided with an oil pump inlet channel, which is located inside the oil pump mounting seat oil inlet. The sixth frame plate is also provided with an oil pump mounting seat oil outlet on the side that contacts the third frame plate, and the sixth frame plate is provided with an oil pump oil outlet channel. The fifth frame plate is provided with a twelfth oil passage that is connected to the oil pump outlet passage. The sixth frame plate is also provided with a thirteenth oil passage that is connected to the twelfth oil passage and the first crankshaft main bearing mounting hole. The fifth frame plate is also provided with an eleventh oil passage that is connected to the twelfth oil passage. The eleventh oil passage is provided with a second piston cooling nozzle mounting seat.

8. The supply module for a horizontally opposed engine according to claim 7, characterized in that, The fourth frame plate is provided with a ninth oil passage that communicates with the eleventh oil passage, a fifth oil passage and a sixth oil passage that communicate with the ninth oil passage, an eighth oil passage that communicates with the camshaft mounting hole located on the fourth frame plate and the fifth oil passage, and a seventh oil passage that communicates with the ninth oil passage and the second crankshaft main bearing mounting hole.

9. The supply module for a horizontally opposed engine according to claim 8, characterized in that, The first frame plate is provided with a first oil passage that connects to the fifth oil passage, a second oil passage that connects to the sixth oil passage, and a third oil passage that connects the camshaft mounting hole located in the first frame plate with the first oil passage; The second frame plate is provided with a fourth oil passage that communicates with the second oil passage, and the fourth oil passage is provided with a first piston cooling nozzle mounting seat.

10. The supply module for a horizontally opposed engine according to claim 7, characterized in that, The sixth frame plate is also provided with a pressure relief valve mounting cavity, which is connected to the oil pump outlet passage.

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