Engine assembly, power assembly and vehicle

Abstract

The invention discloses an engine assembly, a power assembly and a vehicle, relates to the technical field of vehicles, and aims to solve the problem that the arrangement of all parts in an engine compartment is not facilitated due to the fact that the space occupied by the engine assembly in the engine compartment is relatively large. The engine assembly comprises a cylinder cover and an oil pan, wherein the oil pan is provided with an oil storage tank; an oil return groove communicated with the oil pan is formed in the side, facing the oil pan, of the air cylinder cover, and the oil return groove is formed in the side, back to the cylinder body, of the air cylinder cover. The cylinder cover is further provided with an oil return channel which is communicated with the oil return groove and the oil storage groove.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to engine assemblies, powertrains, and vehicles. Background Technology

[0002] The engine assembly is the core component of a vehicle's powertrain and is typically located in the engine compartment. An engine assembly usually includes the cylinder block, cylinder head, crankshaft, pistons, cooling system, lubrication system, and ignition system. The engine assembly has a complex structure and numerous components. In related technologies, each component of the engine assembly is individually designed and then assembled together. This results in a large engine assembly size, occupying a significant amount of space in the engine compartment and hindering the arrangement of other components within the compartment. Summary of the Invention

[0003] The purpose of this invention is to provide an engine assembly and a vehicle, aiming to solve the problem that the engine assembly occupies a large space in the engine compartment, which is not conducive to the arrangement of various components in the engine compartment.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] In a first aspect, the present invention provides an engine assembly, the engine assembly including a cylinder head and an oil pan, the oil pan having an oil reservoir; the cylinder head having an oil return groove communicating with the oil pan on the side facing the oil pan, and the oil return groove being located on the side of the cylinder head opposite to the cylinder block; the cylinder head also having an oil return passage communicating with the oil return groove and the oil reservoir.

[0006] The engine assembly provided in this application embodiment has an oil return groove connected to the oil pan at one end of the cylinder head facing the oil pan, and an integrated oil return channel in the cylinder head that is connected to the oil return groove. This allows the lubricating oil in the cylinder head to collect in the oil return groove and then flow back to the oil reservoir in the oil pan. This avoids the lubricating oil return path occupying too much space in the engine assembly, thereby reducing the size of the engine assembly and facilitating the arrangement of various components in the engine compartment.

[0007] In some embodiments, the engine assembly further includes a cylinder block, a cylinder head connected to one side of the cylinder block in the width direction of the vehicle, and an oil pan connected to the lower side of the cylinder block.

[0008] In some embodiments, the engine assembly further includes a timing cover, which is connected to the cylinder block and cylinder head on one side in the vehicle length direction, and has an oil return hole; the lubricating oil in the timing cover can enter the oil return groove through the oil return hole.

[0009] In some embodiments, the cylinder block further includes a shaft cavity; the engine assembly further includes a crankshaft disposed in the shaft cavity and rotatably connected to the cylinder block; the cylinder block further includes a plurality of bearing seats for supporting bearings, the bearings being connected to the crankshaft; the plurality of bearing seats include a first type of bearing seat and a second type of bearing seat, the first type of bearing seat having a first type of bearing seat width along the extension direction of the crankshaft; the second type of bearing seat having a second type of bearing seat width along the extension direction of the crankshaft; wherein the seat width of the first type of bearing seat and the seat width of the second type of bearing seat are different.

[0010] In some embodiments, the cylinder block is further provided with a cylinder bore for fuel combustion; an oil groove is defined between the bearing housing and the bearing; the cylinder block is further provided with an injection channel, the inlet of the injection channel is connected to the oil groove, and the outlet of the injection channel is connected to the cylinder bore; the cylinder block is further provided with an injector, the injector is located at the outlet of the injection channel, and is used to inject oil into the cylinder bore.

[0011] In some embodiments, the width of the first type of bearing housing is greater than the width of the second type of bearing housing, and the oil injection channel is provided on the first type of bearing housing.

[0012] In some embodiments, there are multiple fuel injection channels, and one fuel sump is connected to the inlet of at least one fuel injection channel.

[0013] In some embodiments, the device further includes a shock absorber assembly connected to the crankshaft; the shock absorber assembly includes a shock absorber wheel, the shock absorber wheel includes a hub, an inertia ring and a rubber ring, the inertia ring is disposed on the outer periphery of the hub and extends circumferentially along the hub; the rubber ring is disposed between the inertia ring and the hub.

[0014] In a second aspect, the present invention provides a powertrain comprising an engine assembly.

[0015] In a third aspect, the present invention provides a vehicle comprising a powertrain and a body, the powertrain being disposed within the body.

[0016] It should be noted that the technical effects of the second and third aspects can be found in the technical effects of the corresponding implementation methods in the first aspect, and will not be repeated here. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the 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.

[0018] Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application;

[0019] Figure 2 for Figure 1 The diagram shows the structure of the powertrain in the vehicle shown.

[0020] Figure 3 for Figure 2 The diagram shows the overall structure of the powertrain and the vehicle body.

[0021] Figure 4 for Figure 3 The diagram shows the structure of the timing cowl in the engine assembly.

[0022] Figure 5 for Figure 4 Schematic diagram of the AA cross-section structure;

[0023] Figure 6 for Figure 2 A schematic diagram showing the relationship between the timing cover and oil pan of the engine assembly in the powertrain shown.

[0024] Figure 7 for Figure 6 Schematic diagram of the cross-sectional structure of the middle BB section;

[0025] Figure 8 for Figure 2 A schematic diagram of the engine assembly in the powertrain shown;

[0026] Figure 9 for Figure 8 A cross-sectional view of the engine assembly shown.

[0027] Figure 10 for Figure 8 A cross-sectional view of the cylinder block in the engine assembly shown.

[0028] Figure 11 for Figure 8 The diagram shows the structure of the crankshaft in the engine assembly.

[0029] Figure 12 for Figure 11 A schematic cross-sectional view of the crankshaft shown.

[0030] Figure 13 for Figure 8 The diagram shows the structure of the cylinder block in the engine assembly.

[0031] Figure 14 for Figure 13 Schematic diagram of the CC section structure;

[0032] Figure 15 for Figure 13 Schematic diagram of the cross-sectional structure of the middle DD section;

[0033] Figure 16 for Figure 15Enlarged schematic diagram of the structure at point F;

[0034] Figure 17 for Figure 13 Schematic diagram of the cross-sectional structure of the middle EE;

[0035] Figure 18 for Figure 8 A schematic diagram of the lubrication oil circuit of the engine assembly shown.

[0036] Figure 19 for Figure 18 A schematic diagram of the lubrication channel from another perspective;

[0037] Figure 20 for Figure 18 The diagram shows a right-side view of the lubrication channel.

[0038] Figure 21 for Figure 19 A top view of the lubrication channel structure shown.

[0039] Figure 22 This is a schematic diagram of the timing cover provided in an embodiment of this application;

[0040] Figure 23 for Figure 22 The diagram shows the relationship between the timing cover and the oil reservoir;

[0041] Figure 24 for Figure 22 A partial structural schematic diagram of the timing cover is shown below;

[0042] Figure 25 for Figure 22 Schematic diagram of the cross-sectional structure of the GG section;

[0043] Figure 26 for Figure 22 Schematic diagram of the cross-sectional structure of the middle HH section;

[0044] Figure 27 This is a schematic diagram of the cylinder head structure provided in an embodiment of this application;

[0045] Figure 28 for Figure 27 A three-dimensional structural diagram of the cylinder head is shown.

[0046] Figure 29 for Figure 28 Schematic diagram of the MM cross-section structure;

[0047] Figure 30 for Figure 28 Schematic diagram of the NN cross-section structure;

[0048] Figure 31 for Figure 28 Schematic diagram of the cross-sectional structure of the WW section;

[0049] Figure 32 A top view of another engine assembly provided in an embodiment of this application;

[0050] Figure 33 for Figure 2 A schematic diagram showing the relationship between the intake and exhaust systems of the engine assembly in the powertrain shown.

[0051] Figure 34 for Figure 2 The diagram shows the connection relationship between the cylinder block, cylinder head, and intake and exhaust systems of the engine assembly in the powertrain.

[0052] Figure 35 for Figure 34 The diagram shows the structure of the exhaust manifold in the intake and exhaust system.

[0053] Figure 36 for Figure 34 The diagram shows the structure of the turbocharger in the intake and exhaust system.

[0054] Figure 37 for Figure 36 The diagram shows the left-side structural schematic of the turbocharger.

[0055] Figure 38 for Figure 36 The diagram shows the structure of the impeller of the booster.

[0056] Figure 39 This is a schematic diagram of the overall principle of the powertrain provided in the embodiments of this application;

[0057] Figure 40 A left view of the powertrain provided in an embodiment of this application;

[0058] Figure 41 for Figure 40 The diagram shows the powertrain structure after removing the cylinder block.

[0059] Figure 42 for Figure 41 Enlarged schematic diagram of the structure at point K;

[0060] Figure 43 for Figure 40 The diagram shows the structure of the intercooler in the powertrain.

[0061] Figure 44 for Figure 40 A bottom view of the engine assembly in the powertrain shown;

[0062] Figure 45 for Figure 2 A schematic diagram showing the location of the temperature controller in the engine assembly of the powertrain.

[0063] Figure 46 for Figure 45 The diagram shows the structure of the thermostat.

[0064] Figure 47 for Figure 2 A schematic diagram showing the positional relationship between the cylinder block, oil pan, and drive motor in the powertrain shown;

[0065] Figure 48 for Figure 47 The diagram shows the structure of the cylinder block;

[0066] Figure 49 for Figure 47 The diagram shows the structure of the oil pan.

[0067] Figure 50 for Figure 49 The diagram shows the structure of the oil pan from a relative perspective.

[0068] Figure 51 for Figure 47 The diagram shows the exploded structure of the cylinder block and oil pan.

[0069] Figure 52 for Figure 49 A schematic cross-sectional view of the oil pan shown.

[0070] Figure 53 This is a schematic diagram of another oil pan structure provided in the embodiments of this application;

[0071] Figure 54 for Figure 53 A schematic cross-sectional view of the oil pan shown.

[0072] Figure 55 for Figure 53 The diagram shows the connection relationship of the channels in the oil pan.

[0073] Figure 56 A schematic diagram showing the location of the fastening holes in the cylinder block of the engine assembly provided in this application embodiment;

[0074] Figure 57 for Figure 56 A cross-sectional view of the engine assembly described herein;

[0075] Figure 58 for Figure 56 The diagram shows the positional relationship between the water jacket and the second sealing component.

[0076] Figure 59 for Figure 56 The diagram shows the structure of the second sealing component;

[0077] Figure 60 for Figure 56A schematic diagram showing the connection relationship between the sealing component and the first fastener;

[0078] Figure 61 A three-dimensional structural diagram of the cylinder block of the engine assembly provided in an embodiment of this application;

[0079] Figure 62 for Figure 61 A top view of the cylinder block;

[0080] Figure 63 for Figure 61 A cross-sectional view of the cylinder block shown.

[0081] Figure 64 for Figure 61 Enlarged schematic diagram of the structure at point Q;

[0082] Figure 65 A schematic diagram showing the location of the cylinder head connection hole in the cylinder block of the engine assembly provided in this application embodiment;

[0083] Figure 66 This is a schematic diagram of the cylinder head structure provided in an embodiment of this application;

[0084] Figure 67 for Figure 66 Schematic diagram of the SS cross-section structure;

[0085] Figure 68 for Figure 66 Schematic diagram of the cross-sectional structure of the middle TT section;

[0086] Figure 69 A schematic diagram showing the positions of the spark plug and fuel injector on the cylinder head according to an embodiment of this application;

[0087] Figure 70 A cross-sectional view of the cylinder head cover assembly provided in an embodiment of this application;

[0088] Figure 71 for Figure 70 The diagram shows the positional relationship between the cylinder head cover assembly and the camshaft.

[0089] Figure 72 for Figure 70 The diagram shows the positional relationship between the cylinder head cover assembly and the first signal disc on the camshaft.

[0090] Figure 73 for Figure 70 A schematic diagram of the structure of the first phase sensor in the cylinder head cover assembly shown;

[0091] Figure 74 for Figure 73 The diagram shows the left-side view of the structure of the first phase sensor.

[0092] Figure 75 A cross-sectional view of the crankshaft damper assembly provided in an embodiment of this application;

[0093] Figure 76 for Figure 75 A schematic diagram of the structure of the second signal disk in the shock absorber assembly shown;

[0094] Figure 77 for Figure 75 A cross-sectional view of the inertia ring in the shock absorber assembly shown.

[0095] Figure 78 for Figure 75 The diagram shows the structure of the wheel hub in the shock absorber assembly.

[0096] Figure label:

[0097] 1000, vehicle; 100, body; 100A, frame; 200, powertrain; 300, wheel;

[0098] 10. Engine assembly; 20. Drive motor; 30. Generator; 40. Mounting structure;

[0099] 10A, Engine body; 101A, Camshaft bearing housing; 102A, Connector; 1011A, Upper camshaft bearing housing; 1012A, Lower camshaft bearing housing; 103A, Injector; 104A, Spark plug; 10B, Cylinder head cover assembly; 101B, Cylinder head cover; 1011B, First end; 1012B, Second end; 1013B, Mounting through hole; 1014B, Inner side; 1015B, Outer side; 1016B, Sealing bottom surface; 1017B, First highest top surface; 1018B, Second highest top surface; 1019B, Side; 110B, Ignition coil mounting position; 120B, Screw hole;

[0100] 102B, First phase sensor; 1021B, Probe head; 1022B, Connector; 1023B, Socket; 1024B, Socket slot; 1025B, Conductive pin; 1026B, Mounting plate; 1027B, Mounting hole; 1028B, Anti-loosening protrusion; 1029B, Reinforcing rib; 10C, Camshaft; 10D, Threaded connector 10D;

[0101] 10E, Shock absorber assembly; 101E, Shock absorber wheel; 1011E, Wheel hub; 1012E, Rubber ring; 1013E, Inertia ring; 1014E, Clearance groove; 1015E, First ring portion; 1016E, Second ring portion; 102E, Second signal disc; 1021E, Disc body; 1022E, Signal protrusion; 1023E, First positioning hole;

[0102] 1. Cylinder block; 11. Shaft cavity; 12. Bearing; 13. Bearing housing; 131. First bearing housing; 132. Second bearing housing; 133. Third bearing housing; 134. Fourth bearing housing; 135. Fifth bearing housing; 14. Cylinder bore; 15. Piston; 16. Oil groove; 17. Injection channel; 18. Injector nozzle; 19. Main oil inlet channel; 110. Oil inlet hole; 1A. First oil passage; 1B. Second oil passage; 11B. First section; 12B. Second section; 13B. Transfer oil groove; 1C. Inspection oil passage; 1D. First cylinder block; 11D. Mounting groove; 12D. Fastening hole; 121D. Fastening section; 122D. Countersunk section; 1221D. Reception section; 1222D. Outlet section; 13D. First coolant inlet section; 14D. First coolant outlet section;

[0103] 1E, Second cylinder block; 1F, First cooling channel; 1G, Second cooling channel; 1H, Water jacket baffle; 11H, Guide plate; 111H, First guide end; 112H, Second guide end; 1G, Water jacket; 1K, First fastener; 1L, Second sealing component; 11L, Cavity; 12L, Fixing part; 121L, Snap-fit ​​groove; 122L, Opening; 13L, Adjustment part; 131L, Adjustment column; 1M, Cylinder head connection hole; 11M, First cylinder head connection hole; 12M, Second cylinder head connection hole; 13M, Third cylinder head connection hole; 14M, Fourth cylinder head connection hole; 15M, Fifth cylinder head connection hole; 16M, Sixth cylinder head connection hole; 17M, Seventh cylinder head connection hole; 18M, Eighth cylinder head connection hole;

[0104] 2. Oil pan; 21. Oil reservoir; 22. Coolant passage; 221. First passage; 222. Second passage; 23. Outlet; 231. First outlet; 232. Second outlet; 24. Inlet; 241. Diversion zone; 2A. Bottom wall; 2B. First side wall; 2C. Second side wall; 2D. Third side wall; 2E. Fourth side wall; 25. Process hole; 26. Cover;

[0105] 3. Timing cover; 31. Piping channel; 311. Proximal port; 312. Distal port; 32. First sealing element; 33. Suction pipe; 34. Suction pump; 35. Oil delivery port; 351. Oil return port; 352. Oil outlet port; 353. First oil delivery pipeline; 354. Second oil delivery pipeline; 355. Third oil delivery pipeline; 356. Fourth oil delivery pipeline; 357. First guide section; 3571. First inner wall surface; 358. Second guide section; 3581. Second inner wall surface; 359. Delivery section; 3591. Third inner wall surface;

[0106] 4. Crankshaft; 41. Main journal; 411. First main journal; 412. Second main journal; 413. Third main journal; 414. Fourth main journal; 415. Fifth main journal; 416. Oil inlet;

[0107] 42. Crank arm; 421. First crank arm; 422. Second crank arm; 423. Third crank arm; 424. Fourth crank arm; 425. Fifth crank arm; 426. Sixth crank arm; 427. Seventh crank arm; 428. Eighth crank arm; 429. Second oil outlet;

[0108] 43. Connecting rod journal; 431. First connecting rod journal; 432. Second connecting rod journal; 433. Third connecting rod journal; 434. Fourth connecting rod journal; 435. First oil outlet;

[0109] 44. Oil passage;

[0110] 51. Oil pump; 52. Oil outlet pipe; 53. Oil filter; 54. Oil cooler; 55. Pressure and temperature sensor; 56. First lubricating oil passage; 57. Second lubricating oil passage; 58. Oil reservoir; 59. Return oil pump; 5A. Thermostat; 51A. Base; 52A. Thermostat body; 53A. Cylinder block water outlet pipe; 54A. Degassing pipe; 55A. First interface pipe; 56A. Second interface pipe; 57A. Third structural pipe;

[0111] 6. Air distribution system; 61. First chain tensioner; 62. Second chain tensioner;

[0112] 7. Cylinder head; 71. Oil return groove; 72. Oil return through hole; 73. Oil return passage; 731. First oil return passage; 732. Second oil return passage; 733. Third oil return passage; 734. Connecting passage; 74. First cylinder head; 75. Second cylinder head; 76. First connecting hole; 77. Second connecting hole; 7A. First side; 7B. Second side; 78. Connecting hole group; 79. Second mounting part; 791. First mounting area; 792. Second mounting area; 7C. First mounting hole; 71C. Straight hole; 72C. Angled hole;

[0113] 8. Intake and exhaust system; 81. Air filter; 82. Turbocharger; 821. Compressor; 822. Turbine; 823. Intermediate body; 824. Actuator; 825. Retaining ring; 826. Blade; 83. Intercooler; 831. First mounting part; 832. Intake end; 833. Outlet end; 84. Intake manifold; 841. Intake section; 8411. First type of connection structure; 842. Split pipe section; 8421. Second type of connection structure;

[0114] 85. Exhaust manifold; 851. First exhaust pipe; 8511. First exhaust branch pipe; 8512. Second exhaust branch pipe; 8513. First merging pipe; 852. Second exhaust pipe; 8521. Third exhaust branch pipe; 8522. Fourth exhaust branch pipe; 8523. Second merging pipe; 853. Main exhaust pipe; 854. First flange; 855. Second flange; 856. Mounting bracket; 86. Catalytic converter; 87. Throttle valve; 88. Intake pipe; 881. First clamp; 882. Second clamp;

[0115] X, first direction; Y, second direction; Z, third direction. Detailed Implementation

[0116] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0117] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0118] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0119] This application provides a vehicle 1000. The vehicle 1000 can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a range-extended electric vehicle, a gasoline-powered vehicle, etc. The vehicle 1000 can also be a sedan, truck, bus, lorry, trailer, etc.

[0120] Please see Figure 1 , Figure 1 This is a structural schematic diagram of a vehicle 1000 provided in an embodiment of this application. The vehicle 1000 includes a body 100 and a powertrain 200. The body 100 has an engine compartment, and the powertrain 200 is located within the engine compartment.

[0121] The vehicle 1000 also includes wheels 300. The wheels 300 are mounted under the body 100 to support the body 100 and are able to roll on the road surface to enable the vehicle 1000 to move. The powertrain 200 is connected to the wheels 300 to drive the wheels 300 to rotate, thereby enabling the vehicle 1000 to move.

[0122] In some embodiments, please refer to Figure 2 , Figure 2 for Figure 1 The diagram shows the structure of the powertrain 200 in the vehicle 1000. The powertrain 200 includes an engine assembly 10 and a drive motor 20.

[0123] The drive motor 20 is used to convert electrical energy into driving force output. Its specific operating principle is based on existing principles and will not be elaborated further. The engine assembly 10 is located in the second direction (i.e., the height direction of the vehicle 1000, such as...). Figure 2 The projection of the drive motor 20 in the direction Y shown in the figure at least partially overlaps with the projection of the drive motor 20 in the second direction.

[0124] This application provides an engine suitable for hybrid passenger cars, hybrid SUVs, and sport utility vehicles. The engine is a horizontally opposed engine with a low overall Z-axis height, making it particularly suitable for installation in the front compartment of passenger cars with a low overall Z-axis height. Due to the low overall Z-axis height, an electric drive assembly can also be integrated into the front compartment. The electric drive assembly may include one motor, whose power is distributed to the two front wheels via a differential. Alternatively, the electric drive assembly may include two motors, each driving one of the two front wheels. The engine can be stacked above the drive assembly in the front compartment of the passenger car.

[0125] In some embodiments, please continue reading Figure 2 The powertrain 200 also includes a generator 30.

[0126] The generator 30 is used to convert at least a portion of the driving force of the engine assembly 10 into electrical energy. Its specific operating principle is based on existing principles and will not be elaborated further. The generator 30 and the engine assembly 10 are connected in the first direction (i.e., the length direction of the vehicle 1000, such as...). Figure 2 Arranged in the direction X shown, the generator 30 is connected to the engine assembly 10. The projection of the generator 30 in the second direction (i.e., the height direction of the vehicle 1000) at least partially overlaps with the projection of the drive motor 20 in the second direction. This arrangement enables a high degree of integration of the powertrain 200.

[0127] In some embodiments, please refer to Figure 3 , Figure 3 for Figure 2 The diagram shows the overall structure of the powertrain 200 and the vehicle body 100. The vehicle body 100 includes components in a third direction (i.e., the width direction of the vehicle 1000, such as...). Figure 3 The frame 100A is arranged in the direction Z shown in the figure, and the powertrain 200 is mounted to the engine compartment of the body 100 via the frame 100A.

[0128] The powertrain 200 can be mounted on the frame 100A via a mounting structure on the engine assembly 10 and / or the drive motor 20.

[0129] In order to house the powertrain, including the engine assembly 10 and the drive motor 20, within the vehicle's engine compartment, the engine assembly 10 needs to be highly integrated to reduce its space occupation. This inevitably leads to smaller distances between the components of the engine assembly 10, affecting subsequent engine maintenance. Therefore, this application embodiment first provides an engine that facilitates subsequent maintenance to meet the requirement of high integration of the engine assembly 10.

[0130] In some embodiments, the engine assembly 10 includes a cylinder block 1 and an oil pan 2. The cylinder block 1 is positioned above the drive motor 20, and the oil pan 2 is located between the cylinder block 1 and the drive motor 20. The oil pan 2 has an oil reservoir 21 for collecting and storing lubricating oil. The cylinder block 1 has a lubrication flow channel and a return flow channel, both of which communicate with the oil reservoir 21 of the oil pan 2. When the engine assembly 10 is started, the oil pump draws lubricating oil from the oil pan 2 and delivers it through the lubrication flow channel to various components of the engine assembly 10 to cool and lubricate them, ensuring the normal operation of the engine assembly 10. After cooling and lubricating the various components, the lubricating oil flows to the return flow channel under gravity and returns to the oil pan 2 for recycling.

[0131] After a period of use, the lubricating oil needs to be drained from the oil pan 2 and replaced with new lubricating oil to ensure better cooling and lubrication. However, since the oil pan 2 is located between the driven motor 20 and the cylinder 1, the location of the drain hole in the oil pan 2 is limited, making it inconvenient to replace the lubricating oil in the oil pan 2.

[0132] Based on this, please refer to Figure 3 and Figure 4 , Figure 4 for Figure 3 The diagram shows the structure of the timing cover in the engine assembly 10. The engine assembly 10 also includes a timing cover 3. The timing cover 3 is connected to one side of the cylinder block 1 in a first direction (i.e., the length direction of the vehicle 1000). The timing cover 3 is used to protect at least the first timing chain, the second timing chain, the first chain tensioner, and the second chain tensioner of the engine assembly 10.

[0133] The timing cover 3 is provided with a pipe passage 31. The pipe passage 31 connects to the oil reservoir 21, thereby connecting the oil reservoir 21 to the outside. In this way, by providing a pipe passage 31 in the timing cover 3 of the engine assembly 10, which connects to the oil reservoir 21 of the oil pan 2, when performing an oil draining operation, an oil suction pipe (soft hose or rigid pipe) can be inserted into the oil reservoir 21 through the pipe passage 31 to remove the lubricating oil in the oil pan 2. This makes the oil draining operation unaffected by the spatial position of the oil pan 2, and the operation is convenient.

[0134] In some embodiments, please refer to Figure 5 , Figure 5 for Figure 4 Schematic diagram of the cross-sectional structure of the middle AA section. At least a portion of the pipeline passage 31 extends along the second direction. That is, at least a portion of the pipeline passage 31 extends along the depth direction of the oil storage tank 21.

[0135] Understandably, the pipeline channel 31 has a proximal port 311 and a distal port 312. The proximal port 311 communicates with the oil storage tank 21, while the distal port 312 opens the pipeline channel 31 to the outside. The distance between the distal port 312 of the pipeline channel 31 and the oil storage tank 21 in the second direction is greater than the distance between the proximal port 311 of the pipeline channel 31 and the oil storage tank 21 in the second direction. The second direction is consistent with the depth direction of the oil storage tank 21.

[0136] By extending at least part of the pipeline channel 31 along the depth direction of the oil storage tank 21, the distal pipe port 312 can be set away from the oil storage tank 21, reducing the influence of the spatial position of the distal pipe port 312 on the spatial position of the oil pan 2, thus making the setting of the distal pipe port 312 more flexible. At the same time, the distal pipe port 312 can be set at a higher position, with a large operating space and convenient oil pumping operation.

[0137] Furthermore, by placing the engine assembly 10 above the drive motor 20, the engine assembly 10 can be positioned at a higher level in the engine compartment, which in turn positions the distal port 312 at a higher level in the engine compartment, facilitating oil draining operations during maintenance.

[0138] Please see Figure 6 and Figure 7 , Figure 6 for Figure 2 The diagram shows the relationship between the timing cover 3 and the oil pan 2 of the engine assembly 10 in the powertrain 200. Figure 7 for Figure 6 Schematic diagram of the cross-sectional structure of BB. At least part of the pipeline channel 31 is projected along the second direction inside the oil storage tank 21 along the second direction.

[0139] It is understandable that the pipeline passage 31 is directly opposite the oil reservoir 21 in the height direction of the vehicle 1000, thereby reducing the extension path of the pipeline passage 31.

[0140] In this way, by limiting the position of the pipeline channel 31, the number of bends and the length of insertion of the oil extraction pipe in the pipeline channel 31 are reduced, which is conducive to the oil extraction pipe entering the oil storage tank 21 and facilitates operation.

[0141] In some embodiments, please continue reading Figure 7 The proximal end of the pipeline channel 31, 311, is connected to the deepest part of the oil reservoir 21 (e.g., Figure 7 The corresponding setting is shown in position A1.

[0142] It is understandable that the deepest point of the oil reservoir 21 is the lowest point of the oil reservoir 21 in the height direction of the vehicle 1000.

[0143] In this way, by setting the proximal port 311 to correspond to the deepest part of the oil storage tank 21, the oil extraction pipeline can extend into the lowest point of the oil storage tank 21, ensuring that the lubricating oil in the oil pan 2 can be completely extracted.

[0144] At least a portion of the cross-sectional profile of the pipeline channel 31 perpendicular to the second direction is formed by circular arcs. This arrangement facilitates the insertion of the oil pumping pipeline and reduces resistance to the oil pumping pipeline.

[0145] It is understandable that the cross-sectional profile of the pipeline channel 31 is one of the following: circular, semi-circular, or fan-shaped. The specific design can be based on the structure of the timing cover 3.

[0146] In these examples, the cross-sectional profile of the pipe channel 31 is semi-circular, which facilitates the demolding of the timing cover 3 during casting.

[0147] In some embodiments, the diameter of the pipeline channel 31 ranges from 6 to 15 mm. For example, the diameter of the pipeline channel 31 can be 6 mm, 8 mm, 10 mm, 12 mm, 14 mm, 15 mm, etc. Using such diameter parameters is beneficial for inserting the oil pumping pipeline into the pipeline channel 31 while avoiding affecting the structural strength and dimensions of the timing cover 3.

[0148] In some embodiments, please continue reading Figure 7 The pipe passage 31 penetrates the timing cover 3. That is, the pipe passage 31 penetrates the timing cover 3 along the height direction of the vehicle 1000. In this way, the stiffness of the timing cover 3 can be increased and the modal performance can be improved.

[0149] In some embodiments, please continue reading Figure 5 The timing cover 3 also includes a first sealing element 32.

[0150] The first sealing element 32 is disposed at the distal port 312 of the pipeline passage 31. The first sealing element 32 is detachably connected to the timing cover 3 and is used to block the pipeline passage 31 when the engine assembly 10 is in normal use.

[0151] In some examples, the first sealing element 32 may be a screw plug, which is threadedly connected and fixed to the timing cover 3.

[0152] This disclosure exemplarily describes at least a portion of the oil draining operation of the engine assembly 10:

[0153] Please continue reading. Figure 7 During engine assembly 10 maintenance, after removing the first sealing component 32, an oil suction pipe 33 is inserted through the pipeline channel 31 to the bottom of the oil pan 2 and submerged in engine oil. The distance A between one end of the oil suction pipe 33 and the lowest point of the oil reservoir 21 is 2-6 mm. The other end of the oil suction pipe 33 is connected to an oil pump 34 to remove the lubricating oil from the oil pan 2. A can be 2 mm, 3 mm, 4 mm, 5 mm, 6 mm, etc.

[0154] In order to house the powertrain, including the engine assembly 10 and the drive motor 20, within the vehicle's engine compartment, the engine assembly 10 needs to be highly integrated to reduce its space footprint. In this regard, embodiments of the present application provide an engine assembly 10 that can achieve high integration to meet the vehicle's space requirements.

[0155] In some embodiments, please refer to Figure 8 , Figure 8 for Figure 2 The diagram shows the structure of the engine assembly 10 in the powertrain 200. The engine assembly 10 includes a cylinder block 1 and a crankshaft 4. The cylinder block 1 has a shaft cavity 11 for accommodating the crankshaft 4. The crankshaft 4 is rotatably disposed in the shaft cavity 11.

[0156] Please see Figure 9 and Figure 10 , Figure 9 for Figure 8 The diagram shows a cross-sectional view of the engine assembly 10. Figure 10 for Figure 8 The diagram shows a cross-sectional view of the cylinder block 1 in the engine assembly 10. Several bearings 12 are also fixed inside the cylinder block 1, and the bearings 12 provide direct support for the crankshaft 4.

[0157] The cylinder block 1 also has a plurality of bearing housings 13. Each bearing housing 13 is used to support a bearing 12. The plurality of bearing housings 13 includes first-type bearing housings and second-type bearing housings.

[0158] The first type of bearing housing has a first type of bearing housing width; the second type of bearing housing has a second type of bearing housing width. The first type of bearing housing and the second type of bearing housing are respectively located at different positions in the axial direction of the crankshaft 4. For example, a second type of bearing housing is disposed between any two adjacent first type of bearing housings.

[0159] The first type of bearing housing width refers to the maximum dimension of the portion of the first type of bearing housing that contacts the bearing 12 in the axial direction of the crankshaft 4.

[0160] The width of the first type of bearing housing is different from that of the second type of bearing housing. For example, the width of the first type of bearing housing is greater than that of the second type of bearing housing. Specifically, in some examples, the ratio of the width of the first type of bearing housing to the width of the second type of bearing housing ranges from 1.1 to 1.35.

[0161] By setting the seat width of the first type of bearing housing and the seat width of the second type of bearing housing to be different, the multiple bearing housings 13 can occupy less space in the axial direction of the crankshaft 4, thereby making the multiple bearing housings 13 more compact and improving the compactness of the engine assembly 10.

[0162] In some examples, please refer to [link / reference]. Figure 10 The number of bearing housings 13 can be five. The five bearing housings 13 are designated as first bearing housing 131, second bearing housing 132, third bearing housing 133, fourth bearing housing 134, and fifth bearing housing 135. These five bearing housings are arranged sequentially and at intervals along the axial direction of the crankshaft 4. Specifically, first bearing housing 131, third bearing housing 133, and fifth bearing housing 135 are type I bearing housings, while second bearing housing 132 and fourth bearing housing 134 are type II bearing housings.

[0163] In some embodiments, please refer to Figure 11 , Figure 11 for Figure 8 The diagram shows the structure of the crankshaft 4 in the engine assembly 10. The crankshaft 4 includes several main journals 41. The main journals 41 are spaced apart along the axial direction of the crankshaft 4. A bearing 12 is connected to one main journal 41 to support the crankshaft 4 by supporting the main journal 41.

[0164] For example, the plurality of main journals 41 can be a first main journal 411, a second main journal 412, a third main journal 413, a fourth main journal 414, and a fifth main journal 415.

[0165] Accordingly, the crankshaft 4 also includes a plurality of crank arms 42. For example, the plurality of crank arms 42 may be a first crank arm 421, a second crank arm 422, a third crank arm 423, a fourth crank arm 424, a fifth crank arm 425, a sixth crank arm 426, a seventh crank arm 427, and an eighth crank arm 428.

[0166] Accordingly, the crankshaft 4 also includes a plurality of connecting rod journals 43. The plurality of connecting rod journals 43 are spaced apart along the axial direction of the crankshaft 4. A connecting rod journal 43 is provided between any two adjacent main journals 41. And a crank arm 42 is connected between any two adjacent main journals 41 and connecting rod journals 43.

[0167] For example, the connecting rod journals 43 can be a first connecting rod journal 431, a second connecting rod journal 432, a third connecting rod journal 433, and a fourth connecting rod journal 434. The first connecting rod journal 431, the second connecting rod journal 432, the third connecting rod journal 433, and the fourth connecting rod journal 434 have the same width in the axial direction of the crankshaft 4.

[0168] Specifically, the main journal 41 and crank arm 42 of this application can be configured with different axial dimensions to balance the strength performance and axial dimensions of the crankshaft 4.

[0169] Please continue reading. Figure 11 In some embodiments, the crankshaft 4 includes a first type of main journal and a second type of main journal. In some examples, a second type of main journal is provided between any two adjacent first type of main journals.

[0170] The first type of main journal has a first type of main journal width; the second type of main journal has a second type of main journal width that is different from that of the first type of main journal. The first type of main journal and the second type of main journal are respectively located at different positions in the axial direction of the crankshaft 4.

[0171] In some examples, the width of the first type of main journal is greater than that of the second type of main journal. For example, the first type of main journal can be considered as the main journal 41 with the widest width in crankshaft 4 (at least one or more); in contrast, the second type of main journal can be considered as the main journal 41 with the smallest width in crankshaft 4 (at least one or more).

[0172] In some examples, the ratio of the first type of journal width to the second type of journal width ranges from 1.1 to 1.35.

[0173] In some examples, the first main journal 411, the second main journal 412, the third main journal 413, the fourth main journal 414, and the fifth main journal 415 are spaced apart along the axial direction of the crankshaft 4. The first main journal 411, the third main journal 413, and the fifth main journal 415 can be first-type main journals. The second main journal 412 and the fourth main journal 414 can be second-type main journals.

[0174] Among them, the first bearing housing 131 corresponds to the first main journal 411, the second bearing housing 132 corresponds to the second main journal 412, the third bearing housing 133 corresponds to the third main journal 413, the fourth bearing housing 134 corresponds to the fourth main journal 414, and the fifth bearing housing 135 corresponds to the fifth main journal 415.

[0175] In this way, by setting the width of the first type of main journal and the width of the second type of main journal to be different, the main journals 41 can occupy less space in the axial direction of the crankshaft 4, thereby making the main journals 41 more compact and improving the compactness of the engine assembly 10.

[0176] In some embodiments, please continue reading Figure 11 The first connecting rod journal 431 is connected between the first crank arm 421 and the second crank arm 422, and the first crank arm 421 is connected between the first main journal 411 and the first connecting rod journal 431, while the second crank arm 422 is connected between the first connecting rod journal 431 and the second main journal 412.

[0177] The second connecting rod journal 432 is connected between the third crank arm 423 and the fourth crank arm 424, and the third crank arm 423 is connected between the second main journal 412 and the second connecting rod journal 432, while the fourth crank arm 424 is connected between the second connecting rod journal 432 and the third main journal 413.

[0178] The third connecting rod journal 433 is connected between the fifth crank arm 425 and the sixth crank arm 426, and the fifth crank arm 425 is connected between the third main journal 413 and the third connecting rod journal 433, while the sixth crank arm 426 is connected between the third connecting rod journal 433 and the fourth main journal 414.

[0179] The fourth connecting rod journal 434 is connected between the seventh crank arm 427 and the eighth crank arm 428, and the seventh crank arm 427 is connected between the fourth main journal 414 and the fourth connecting rod journal 434, while the eighth crank arm 428 is connected between the fourth connecting rod journal 434 and the fifth main journal 415.

[0180] Both the main journal 41 and the connecting rod journal 43 are kinematic friction pairs and require lubrication. Therefore, lubrication must be supplied from the bearing housing 13. Please refer to [link / reference]. Figure 12 , Figure 12 for Figure 11 The diagram shows a cross-sectional view of the crankshaft 4. The crankshaft 4 also includes an oil passage 44.

[0181] The oil passage 44 is used at least to facilitate the axial transmission of lubricating oil in the crankshaft 4; the first type of main journal and / or the second type of main journal have oil inlets 416 communicating with the oil passage 44. The lubrication channels enable lubrication at different axial positions of the crankshaft 4.

[0182] In some embodiments, please continue reading Figure 11 and Figure 12 The first type of spindle journal has an oil inlet 416, which is radially open. Lubricating oil enters the oil passage 44 through the oil inlet 416 and is transported along the oil passage 44.

[0183] For example, please continue reading Figure 12 Oil inlets 416 are provided only on the first main journal 411, the third main journal 413 and the fifth main journal 415, while oil inlets 416 are not provided on the second main journal 412 and the fourth main journal 414.

[0184] Due to the oil inlet 416, the effective bearing width of the bearing surface of the first type of main journal is less than the total axial width of the first type of main journal in the crankshaft 4. Specifically, the effective bearing width of the bearing surface of the first type of main journal is the axial width of the first type of main journal excluding the oil inlet 416.

[0185] For example, please continue reading Figure 11 Taking the fifth main journal 415 as an example, the effective bearing width of the bearing surface of the fifth main journal 415 is the width of the fifth main journal 415 in the axial direction excluding the oil inlet 416, which is L1+L2 in the figure. L1+L2 is less than the total width of the fifth main journal 415 in the axial direction.

[0186] In some examples, the effective bearing width of the first type of main journal is the same as the total radial width of the second type of main journal in the crankshaft 4. For example, the effective bearing width of the first main journal 411 is the same as the total radial width of the second main journal 412. This ensures that the effective bearing surface of each main journal 41 has the same width, i.e., the same stress, thus making the bearing capacity of each main journal 41 similar, thereby ensuring the stability of the crankshaft 4 rotation.

[0187] In some embodiments, please continue reading Figure 11 and Figure 12 The crankshaft 4 also includes several connecting rod journals 43. Each connecting rod journal 43 has a first oil outlet 435; the first oil outlet 435 connects to an oil passage 44 and opens radially along the connecting rod journal 43. The first oil outlet 435 provides lubrication to the connecting rod journal 43.

[0188] In some embodiments, the crankshaft 4 further includes a plurality of crank arms 42. Each crank arm 42 has a second oil outlet 429. The second oil outlet 429 communicates with an oil passage 44 and is open at least axially in the crank arm 42. The second oil outlet 429 lubricates the outer space of the crank arm 42.

[0189] For example, please continue reading Figure 12 The fuel supply route is as follows:

[0190] The oil inlet 416 of the first main journal 411 to the first oil outlet 435 of the first connecting rod journal 431 and the second oil outlet 429 of the second crank arm 422.

[0191] The oil inlet 416 of the third main journal 413 is connected to the first oil outlet 435 of the second connecting rod journal 432 and the first oil outlet 435 of the third connecting rod journal 433, respectively. The oil inlet 416 of the third main journal 413 is connected to the second oil outlet 429 of the third crank arm 423 and the second oil outlet 429 of the sixth crank arm 426, respectively.

[0192] The oil inlet 416 of the fifth main journal 415 to the first oil outlet 435 of the fourth connecting rod journal 434 and the second oil outlet 429 of the seventh crank arm 427.

[0193] By providing an oil inlet 416 only on a portion of the main journal 41, the crankshaft axis length can be shortened, improving the engine's compactness.

[0194] In some embodiments, please refer to Figure 13 , Figure 13 for Figure 8 The diagram shows the structure of the cylinder block 1 in the engine assembly 10. The cylinder block 1 also has a cylinder bore 14. The cylinder bore 14 is used for fuel combustion.

[0195] Please see Figure 14 , Figure 14 for Figure 13 A schematic diagram of the CC cross-section structure. There can be multiple cylinder bores 14. Some of the cylinder bores 14 are located on one side of the shaft cavity 11 in the third direction, while others are located on the other side of the shaft cavity 11 in the third direction. The third direction is perpendicular to the axial direction of the crankshaft 4. That is, the engine assembly 10 is a horizontally opposed engine. The third direction can be the width direction of the vehicle 1000.

[0196] In some examples, the number of cylinder bores 14 located on the third-direction side of the crankshaft cavity 11 can be multiple, and these multiple cylinder bores 14 are spaced apart along the axial direction of the crankshaft 4. The number of cylinder bores 14 located on the other side of the crankshaft cavity 11 in the third-direction direction can also be multiple, and these multiple cylinder bores 14 are spaced apart along the axial direction of the crankshaft 4.

[0197] For example, there are four cylinder bores 14. Two of the four cylinder bores 14 are located on one side of the shaft cavity 11 in the third direction, and the other two are located on the other side of the shaft cavity 11 in the third direction.

[0198] The cylinder bore 14 is used to house the piston 15, and the piston 15 can slide within the cylinder bore 14. Specifically, one piston 15 is housed within one cylinder bore 14. One piston 15 is connected to a connecting rod journal 43 on the crankshaft 4 via a connecting rod. The combustion of fuel within the cylinder bore 14 drives the piston 15 to reciprocate within the cylinder bore 14, thereby causing the piston 15 to rotate the crankshaft 4 via the connecting rod, thus achieving power output.

[0199] Because the combustion of fuel in the cylinder bore 14 generates high temperatures, oil needs to be injected into the cylinder bore 14 to cool the piston 15. Furthermore, the piston 15 also requires oil lubrication as it slides within the cylinder bore 14.

[0200] For horizontally opposed engines, the axial arrangement of the cylinder bores 14 restricts the crankshaft 4, resulting in a smaller spacing between bearing housings 13 compared to inline engines. This means that outside the motion envelope of the crankshaft 4 and connecting rods, there is no space within the shaft cavity 11 to accommodate oil cooling nozzles. Furthermore, multiple cylinder blocks 1 require oil cooling nozzles, making it impossible to simultaneously arrange the main oil passages on both sides of the shaft cavity 11 (i.e., both sides of the shaft cavity 11 in the third direction). This makes cooling and lubrication of the pistons 15 within multiple cylinder blocks 1 inconvenient.

[0201] To address the aforementioned technical problems, please refer to some embodiments. Figure 15 and Figure 16 , Figure 15 for Figure 13 Schematic diagram of the cross-sectional structure of the middle DD section. Figure 16 for Figure 15 Enlarged schematic diagram of the structure at point F. The cylinder block 1 has a shaft cavity 11, which is used to house the crankshaft 4. A bearing 12 is installed inside the shaft cavity 11, and the bearing 12 is connected to the crankshaft 4 to support the crankshaft 4.

[0202] The cylinder block 1 also has a bearing housing 13, which is connected to the bearing 12 and defines an oil groove 16 between the bearing housing 13 and the bearing 12. The cylinder block 1 also has an injection channel 17, the inlet of which communicates with the oil groove 16 and the outlet of which communicates with the cylinder bore 14. The cylinder block 1 also has an injector 18, which is located at the outlet of the injection channel 17 and is used to inject oil into the cylinder bore 14.

[0203] In some examples, the fuel injector 18 can be fixed to the cylinder block 1 with bolts. Fixing the fuel injector 18 with bolts makes installation easier and more secure. In other examples, the fuel injector 18 can also be connected to the cylinder block 1 by snap-fit, interference fit, or other methods.

[0204] In this way, the lubricating oil in the oil groove 16 between the bearing housing 13 and the bearing 12 can enter the fuel injector 18 through the fuel injection channel 17, and be sprayed into the cylinder bore 14 through the fuel injector 18 to cool and lubricate the piston 15. Thus, the arrangement of the fuel injector 18 and the fuel injection channel 17 is relatively simple and the space utilization is relatively compact, which helps to improve the compactness of the engine assembly 10.

[0205] In some embodiments, there are multiple bearing housings 13. These multiple bearing housings 13 include a first type of bearing housing and a second type of bearing housing. The width of the first type of bearing housing is greater than the width of the second type of bearing housing. An oil groove 16 is formed between the first type of bearing housing and the bearing 12 connected thereto. An oil injection channel 17 is provided in the first type of bearing housing.

[0206] In this way, since the width of the first type of bearing housing is larger than that of the second type of bearing housing, placing the oil injection channel 17 on the first type of bearing housing does not affect the support strength of the second type of bearing housing compared to placing the oil injection channel 17 on the second type of bearing housing. This makes the support strength of the first type of bearing housing and the support strength of the second type of bearing housing close, thereby improving the support stability of the crankshaft 4 by the multiple bearing housings 13.

[0207] In some examples, there can be multiple Type I bearing housings, and there can also be multiple Type II bearing housings. A Type II bearing housing is placed between any two adjacent Type I bearing housings.

[0208] At this time, there are multiple oil reservoirs 16. There are also multiple injection channels 17 and multiple injectors 18. One oil reservoir 16 is connected to the inlet of at least one injection channel 17, and the outlet of one injection channel 17 is connected to a cylinder bore 14. One injector 18 is provided at the outlet of one injection channel 17.

[0209] Please refer to these specific examples. Figure 14 There are four cylinder bores 14: a first cylinder bore 141, a second cylinder bore 142, a third cylinder bore 143, and a fourth cylinder bore 144. The first cylinder bore 141 and the second cylinder bore 142 are located on one side of the shaft cavity 11 in a third direction, while the third cylinder bore 143 and the fourth cylinder bore 144 are located on the other side of the shaft cavity 11 in a second direction. Furthermore, along the third direction, the first cylinder bore 141 corresponds to the third cylinder bore 143, and the second cylinder bore 142 corresponds to the fourth cylinder bore 144.

[0210] There are five bearing housings 13, which are arranged sequentially along the axial direction of the crankshaft 4: first bearing housing 131, second bearing housing 132, third bearing housing 133, fourth bearing housing 134, and fifth bearing housing 135. Among them, first bearing housing 131, third bearing housing 133, and fifth bearing housing 135 are first-type bearing housings.

[0211] That is, the first bearing housing 131 and the bearing 12 connected thereto form an oil groove 16, which can be called the first oil groove, and the first bearing housing 131 is provided with an oil injection channel 17, which can be called the first oil injection channel.

[0212] The third bearing housing 133 and the bearing 12 connected thereto form an oil groove 16, which can be referred to as the third oil groove. The third bearing housing 133 is provided with two oil injection channels 17, which can be referred to as the third oil injection channel and the fourth oil injection channel. The third oil injection channel and the fourth oil injection channel are located on both sides of the third oil groove in the third direction.

[0213] The fifth bearing housing 135 and the bearing 12 connected thereto form an oil groove 16, which can be called the fifth oil groove, and the fifth bearing housing 135 is provided with an oil injection channel 17, which can be called the fifth oil injection channel.

[0214] The first oil tank is connected to the inlet of the first oil injection channel, the outlet of the first oil injection channel is connected to the first cylinder bore 141, and the oil injector 18 located in the first oil injection channel is used to inject oil into the first cylinder bore 141.

[0215] The third fuel tank is connected to the inlet of the third fuel injection channel and also to the inlet of the fourth fuel injection channel. The outlet of the third fuel injection channel is connected to the second cylinder bore 142, and the fuel injector 18 located in the third fuel injection channel is used to inject fuel into the second cylinder bore 142. The outlet of the fourth fuel injection channel is connected to the third cylinder bore 143, and the fuel injector 18 located in the fourth fuel injection channel is used to inject fuel into the third cylinder bore 143.

[0216] The third oil tank is connected to the inlet of the fifth injection channel, and the outlet of the fifth injection channel is connected to the fourth cylinder bore 144. The injector 18 located in the fifth injection channel is used to inject oil into the fourth cylinder bore 144.

[0217] In some embodiments, please continue reading Figure 15 The cylinder block 1 is also provided with a main oil inlet channel 19 and an oil inlet hole 110. The main oil inlet channel 19 extends axially along the crankshaft 4. One end of the oil inlet hole 110 is connected to the column oil inlet channel, and the other end of the oil inlet hole 110 is connected to the oil groove 16. Lubricating oil can enter the inlet hole through the main oil inlet channel 19, and thus enter the oil groove 16.

[0218] By setting the main oil inlet channel 19 and the oil inlet hole 110, the oil passage structure of the lubricating oil can be further simplified, and the compactness of the engine assembly 10 can be improved.

[0219] The oil injection channel 17, oil groove 16, main oil inlet channel 19 and oil inlet hole 110 form the lubrication flow channel of cylinder block 1.

[0220] In some examples, the oil inlet 110 can be tilted relative to the crankshaft 4.

[0221] In some examples, there may be multiple oil inlet holes 110. One oil inlet hole 110 is connected to an oil trough 16 and to the main oil inlet channel 19.

[0222] In some examples, the oil sump 16 extends circumferentially around the crankshaft 4. This facilitates the configuration of the injection channels 17 when one oil sump 16 is connected to multiple injection channels 17.

[0223] In some embodiments, please refer to Figure 17 , Figure 17 for Figure 13 Schematic diagram of the cross-sectional structure of the cylinder bore 14. The cylinder bore 14 extends along the third direction, and the oil outlet direction of the fuel injector 18 is consistent with the third direction. In this way, the lubricating oil sprayed by the fuel injector 18 can be accurately sprayed onto the exhaust side of the piston 15, thereby providing precise lubrication and cooling for the piston 15.

[0224] In some embodiments, the axis of the fuel injection channel 17 is perpendicular to the side surface of the cylinder bore 14 facing the shaft cavity 11. This makes it easier to machine the fuel injection channel 17.

[0225] In some embodiments, the oil inlet 416 on the first type of main journal is connected to the corresponding oil groove 16 (i.e., the oil groove 16 formed by the first type of bearing housing and the bearing 12 connected thereto).

[0226] For example, the oil groove 16 (i.e., the first oil groove) formed by the first bearing housing 131 and the bearing 12 connected thereto is connected to the oil inlet 416 on the first main journal 411 so as to introduce lubricating oil into the first main journal 411 through the first oil groove.

[0227] The oil groove 16 (i.e., the third oil groove) formed by the third bearing housing 133 and the bearing 12 connected thereto is connected to the oil inlet 416 on the third main journal 413 so that lubricating oil can be introduced into the third main journal 413 through the third oil groove.

[0228] The oil groove 16 (i.e., the fifth oil groove) formed by the fifth bearing housing 135 and the bearing 12 connected thereto is connected to the oil inlet 416 on the fifth main journal 415 so that lubricating oil can be introduced into the fifth main journal 415 through the fifth oil groove.

[0229] In some embodiments, please refer to Figure 18 , Figure 18 for Figure 8 The diagram shows the structure of the lubrication oil passage of the engine assembly 10. The engine assembly 10 also includes a lubrication and cooling system. The lubrication and cooling system includes an oil pan 2. The oil pan 2 is connected to one side of the cylinder block 1 in a second direction. The second direction is perpendicular to the third direction and perpendicular to the axial direction of the crankshaft 4.

[0230] Among them, the axial direction of the crankshaft 4 can be the width direction of the vehicle 1000, the third direction can be the width direction of the vehicle 1000, and the second direction can be the height direction of the vehicle 1000.

[0231] For example, the oil pan 2 is located on the lower side of the cylinder block 1. The oil pan 2 contains lubricating oil. For example, the lubricating oil is engine oil.

[0232] The lubrication and cooling system also includes an oil pump 51, an oil outlet pipe 52, an oil filter 53, and an oil cooler 54. The oil pump 51 is located inside the oil pan 2. The inlet of the oil outlet pipe 52 is connected to the outlet of the oil pump 51, the outlet of the oil outlet pipe 52 is connected to the inlet of the oil filter 53, the outlet of the oil filter 53 is connected to the inlet of the oil cooler 54, and the outlet of the oil cooler 54 is connected to the main oil inlet channel 19.

[0233] The oil pump 51 draws lubricating oil from the oil pan 2 to the oil outlet pipe 52, allowing the lubricating oil to pass through the oil outlet pipe 52 into the oil filter 53 for filtration. The filtered lubricating oil then enters the oil cooler 54 for cooling. The cooled lubricating oil enters the main oil inlet channel 19 and then through the main oil inlet channel 19 into each oil inlet hole 110, thereby entering each oil sump 16 to lubricate and cool each bearing 12. The lubricating oil entering the oil sump 16 can enter the cylinder bore 14 through the oil injection channel 17 and the oil injector 18 to lubricate and cool the piston 15. Furthermore, the lubricating oil entering the oil sump 16 can also enter the first type of main journal through the oil inlet 416, and then into the connecting rod journal 43 to lubricate and cool the crankshaft 4 and connecting rod.

[0234] In some embodiments, the upper side of the cylinder block 1 of the engine assembly 10 (i.e., the side opposite to the oil pan 2) is the exhaust side. The exhaust manifold and turbocharger are located at the rear end of the cylinder block 1 (i.e., the end of the cylinder block 1 in the third direction, that is, the end of the cylinder block 1 facing the rear of the vehicle). The surface of the oil filter 53 is coated with electrophoretic paint. Since electrophoretic paint is not resistant to high temperatures, placing the oil filter 53 in front of the oil cooler 54 can reduce the damage to the oil filter 53 caused by heat to a certain extent.

[0235] In some embodiments, along the second direction, both the oil filter 53 and the oil cooler 54 are located on the side of the cylinder block 1 opposite to the oil pan 2. That is, both the oil filter 53 and the oil cooler 54 are located on the upper side of the cylinder block 1. This allows for a more rational and compact spatial arrangement of the oil pan 2, oil pump 51, oil filter 53, and oil cooler 54, improving the compactness and integration of the engine assembly 10.

[0236] In some embodiments, each oil groove 16 corresponding to a first type of bearing housing is connected to an oil inlet 110, so that lubricating oil enters the oil groove 16 corresponding to the first type of bearing housing through the oil inlet 110 to lubricate and cool the bearing 12 corresponding to the first type of bearing housing. An oil groove 16 is also formed between each second type of bearing housing and the bearing 12 connected to it, and each oil groove 16 corresponding to the second type of bearing housing is also connected to an oil inlet 110, so that lubricating oil enters the oil groove 16 corresponding to the second type of bearing housing through the oil inlet 110 to lubricate and cool the bearing 12 corresponding to the second type of bearing housing.

[0237] In some examples, the diameter of the oil inlet hole 110 communicating with the oil groove 16 corresponding to the first type of bearing housing is larger than the diameter of the oil inlet hole 110 communicating with the oil groove 16 corresponding to the second type of bearing housing.

[0238] In some examples, among the multiple oil grooves 16 corresponding to the first type of bearing housing, the oil groove 16 connected to one oil injection channel 17 is the first type of oil groove, and the oil groove 16 connected to multiple oil injection channels 17 is the second type of oil groove. The diameter of the oil inlet hole 110 connected to the first type of oil groove is larger than the diameter of the oil inlet hole 110 connected to the second type of oil groove.

[0239] It should be noted that the oil groove 16 corresponding to the first type of bearing housing is the oil groove 16 formed by the first type of bearing housing and the bearing 12 connected to it. The oil groove 16 corresponding to the second type of bearing housing is the oil groove 16 formed by the second type of bearing housing and the bearing 12 connected to it.

[0240] In some specific examples, the first bearing housing 131, the third bearing housing 133, and the fifth bearing housing 135 are first-type bearing housings, and the second bearing housing 132 and the fourth bearing housing 134 are second-type bearing housings. The oil groove 16 corresponding to the first bearing housing 131 is the first oil groove, the oil groove 16 corresponding to the second bearing housing 132 is the second oil groove, the oil groove 16 corresponding to the third bearing housing 133 is the third oil groove, the oil groove 16 corresponding to the fourth bearing housing 134 is the fourth oil groove, and the oil groove 16 corresponding to the fifth bearing housing 135 is the fifth oil groove.

[0241] The diameters of the oil inlet holes 110 corresponding to the first oil groove, the third oil groove, and the fifth oil groove are all larger than the diameter of the oil inlet holes 110 corresponding to the second oil groove, and are all larger than the diameter of the oil inlet holes 110 corresponding to the fourth oil groove.

[0242] The first and fifth oil grooves are both connected to one injection channel 17, and the third oil groove is connected to two injection channels 17. The diameter of the oil inlet hole 110 corresponding to the third oil groove is larger than the diameter of the oil inlet hole 110 corresponding to the first oil groove, and larger than the diameter of the oil inlet hole 110 corresponding to the fifth oil groove.

[0243] For example, the diameter of the inlet hole 110 corresponding to the third oil groove is 8mm. The diameters of the inlet holes 110 corresponding to the first and fifth oil grooves are both 7mm. The diameters of the inlet holes 110 corresponding to the second and fourth oil grooves are both 6.5mm.

[0244] In this way, by setting the inlet diameters of different oil tanks 16 to be different, oil can be supplied on demand according to the lubricating oil requirements of different oil tanks 16, ensuring the lubricating oil pressure while reducing lubricating oil waste.

[0245] In some embodiments, the engine assembly 10 further includes a first cylinder head and a second cylinder head. The first cylinder head and the second cylinder head are respectively disposed on both sides of the cylinder block 1 in a third direction, for sealing the cylinder bore 14 of the cylinder block 1.

[0246] The cylinder block 1 is also provided with a first oil passage 1A. The inlet of the first oil passage 1A is connected to the main oil inlet passage 19, and the outlet of the first oil passage 1A is connected to the first cylinder head. It is used to deliver lubricating oil to the first cylinder head for cooling and lubrication. The main oil inlet passage 19 is closer to the first cylinder head than the second cylinder head.

[0247] Please see Figure 19 , Figure 20 and Figure 21 , Figure 19 for Figure 18 A schematic diagram of the lubrication channel from another perspective. Figure 20 for Figure 18 The diagram shows a right-side view of the lubrication channel. Figure 21 for Figure 19 The diagram shows a top view of the lubrication oil passage. The cylinder block 1 is also provided with a second oil passage 1B. The inlet of the second oil passage 1B is connected to the main oil inlet passage 19, and the outlet of the second oil passage 1B is connected to the second cylinder head, which is used to deliver lubricating oil to the second cylinder head for cooling and lubrication.

[0248] In some examples, the second oil passage 1B includes a first section 11B, a second section 12B, and a transfer oil groove 13B. One end of the first section 11B is connected to the main oil inlet passage 19, and the other end of the first section 11B is connected to the transfer oil groove 13B. One end of the second section 12B is connected to the transfer oil groove 13B, and the other end of the second section 12B is connected to the second cylinder head.

[0249] The first oil passage 1A and the second oil passage 1B are respectively connected to the main oil inlet passage 19 to deliver the lubricating oil in the main oil inlet passage 19 to the first cylinder head and the second cylinder head. This allows the first oil passage 1A, the second oil passage 1B and the main oil inlet passage 19 to be arranged more rationally in space, so as to make the engine assembly 10 more compact.

[0250] In some embodiments, the first cylinder head, the second cylinder head, the first cylinder block, and the second cylinder block are provided with oil return channels on the side facing the oil pan. Thus, the first oil passage 1A and the second oil passage 1B are located on the side of the engine assembly 10 away from the oil pan, while the oil return channel is located on the side facing the oil pan. Neither the first oil passage 1A nor the second oil passage 1B interferes with the oil return channel, and the oil passages are distributed in a staggered and compact manner.

[0251] In some embodiments, the lubrication and cooling system further includes a pressure and temperature sensor 55. The pressure and temperature sensor 55 is connected to the second oil passage 1B via a detection oil passage 1C and is used to detect the temperature and pressure of the lubricating oil. In some examples, the pressure and temperature sensor 55 is connected to a first segment 11B of the second oil passage 1B.

[0252] In some embodiments, the engine assembly 10 further includes a valve train system 6. The valve train system 6 includes a first camshaft and a second camshaft. The first camshaft is connected to the first cylinder head. Rotation of the first camshaft can cause the intake valve of the corresponding cylinder bore 14 of the first cylinder head to open or close, and cause the exhaust valve of the corresponding cylinder bore 14 of the first cylinder head to open or close.

[0253] The second camshaft is connected to the second cylinder head. The rotation of the second camshaft can drive the intake valve of the corresponding cylinder bore 14 of the second cylinder head to open or close, and also drive the exhaust valve of the corresponding cylinder bore 14 of the second cylinder head to open or close.

[0254] It should be noted that the cylinder bore 14 corresponding to the first cylinder head refers to the cylinder bore 14 sealed by the first cylinder head. The number of cylinder bores 14 corresponding to the first cylinder head can be one or more. When there are multiple cylinder bores 14 corresponding to the first cylinder head, each cylinder bore 14 is equipped with an intake valve and an exhaust valve.

[0255] The cylinder bore 14 corresponding to the second cylinder head refers to the cylinder bore 14 sealed by the second cylinder head. The number of cylinder bores 14 corresponding to the second cylinder head can be one or more. When there are multiple cylinder bores 14 corresponding to the second cylinder head, each cylinder bore 14 is equipped with an intake valve and an exhaust valve.

[0256] The valve train 6 also includes a first timing chain and a second timing chain. The first timing chain connects the crankshaft 4 and the first camshaft, so that the crankshaft 4 drives the first camshaft to rotate via the first timing chain. The second timing chain connects the crankshaft 4 and the second camshaft, so that the crankshaft 4 drives the second camshaft to rotate via the second timing chain.

[0257] The first timing chain and the second timing chain are located on one side of the cylinder block 1 along the axial direction of the crankshaft 4. Specifically, the first timing chain and the second timing chain can be located on the left side of the cylinder block 1.

[0258] The valve train system 6 also includes a first chain tensioner 61 and a second chain tensioner 62. The first chain tensioner 61 is connected to the first timing chain and is used to tension the first timing chain. The second chain tensioner 62 is connected to the second timing chain and is used to tension the second timing chain.

[0259] The lubrication and cooling system also includes a first lubricating oil passage 56 and a second lubricating oil passage 57. The inlet of the first lubricating oil passage 56 is connected to the detection oil passage 1C, and the outlet of the first lubricating oil passage 56 is connected to the first chain tensioner 61, for delivering lubricating oil to the first chain tensioner 61 to cool and lubricate it.

[0260] The inlet of the second lubricating oil passage 57 is connected to the second oil passage 1B, and the outlet of the second lubricating oil passage 57 is connected to the second chain tensioner 62, for delivering lubricating oil to the second chain tensioner 62 for cooling and lubrication. In some examples, the inlet of the second lubricating oil passage 57 is connected to the second section 12B of the second oil passage 1B.

[0261] In some embodiments, please refer to Figure 22 , Figure 22 The schematic diagram of the timing cover 3 provided in the embodiment of this application shows that the engine assembly 10 also includes the timing cover 3. The timing cover 3 is connected to one side of the cylinder block 1 in the axial direction of the crankshaft 4, and forms an installation space between it and the cylinder block 1. The first timing chain, the second timing chain, the first chain tensioner 61, and the second chain tensioner 62 are all disposed within the installation space.

[0262] Please see Figure 23 , Figure 23 for Figure 22 The diagram shows the relationship between the timing cover 3 and the oil reservoir. The lubrication and cooling system also includes an oil reservoir 58. The oil reservoir 58 is connected to the timing cover 3. For example, the oil reservoir 58 is located on the side of the timing cover 3 facing away from the cylinder block 1. The oil reservoir 58 is used to hold lubricating oil to share the oil outlet pressure of the oil pan 2, thereby allowing the volume of the oil pan 2 to be set smaller, reducing the space occupied by the oil pan 2 and making the engine assembly 10 more compact.

[0263] To facilitate the transfer of oil from the oil pan 2 to the oil reservoir 58, please refer to the following: Figure 23 The lubrication and cooling system also includes a return oil pump 59. The return oil pump 59 is located within the oil pan 2 and is used to deliver lubricating oil from the oil pan 2 to the oil reservoir 58. In some examples, the return oil pump 59 and the oil pump 51 form a multi-pump system. In other examples, the return oil pump 59 and the oil pump 51 are two separate pumps.

[0264] Please see Figure 24 , Figure 24 for Figure 22 The diagram shows a partial structural schematic of the timing cover 3. The timing cover 3 has two oil inlets 35. One of the oil inlets 35 is a return oil inlet 351, and the other is an outlet oil inlet 352. The outlet of the return oil pump 59 is connected to the inlet of the return oil inlet 351 via a first oil supply pipe 353. The inlet of the oil reservoir 58 is connected to the outlet of the return oil inlet 351 via a second oil supply pipe 354. The return oil pump 59 draws lubricating oil from the oil pan 2 to the first oil supply pipe 353, and then the lubricating oil sequentially passes through the return oil inlet 351 and the second oil supply pipe 354 into the oil reservoir 58.

[0265] The outlet of the oil reservoir 58 is connected to the inlet of the oil outlet 352 via the third oil supply pipe 355, and the inlet of the oil pump 51 is connected to the outlet of the oil outlet 352 via the fourth oil supply pipe 356. The oil pump 51 can draw lubricating oil from the oil reservoir 58 and deliver the lubricating oil to components that require cooling and lubrication, such as the cylinder block 1, crankshaft 4, first cylinder head, and second cylinder head.

[0266] By integrating the oil return port 351 and the oil outlet port 352 into the timing cover 3, the installation of the first oil supply pipe 353, the second oil supply pipe 354, the third oil supply pipe 355 and the fourth oil supply pipe 356 can be facilitated, further making the engine assembly 10 more compact.

[0267] In some embodiments, the inlet of the oil return port 351 is located on the side surface of the timing cover 3 facing the oil pan 2. The outlet of the oil return port is located on the side surface of the timing cover 3 facing away from the cylinder block 1. The inlet of the oil outlet is located on the side surface of the timing cover 3 facing away from the cylinder block 1, and the outlet of the oil outlet is located on the side surface of the timing cover 3 facing the oil pan 2.

[0268] In some embodiments, the oil return hole 351 and the oil outlet hole 352 are located on opposite sides of the crankshaft 4 in a third direction. The distance between the central axis of the inlet of the oil return hole 351 and the axis of the crankshaft 4 is a first distance (e.g., ...). Figure 24 The distance L1 shown. The distance between the center axis of the oil outlet 352 and the axis of the crankshaft 4 is the second distance (as shown). Figure 24 The distance L2 shown is less than or equal to 10 mm. The absolute value of the difference between the first and second spacings is less than or equal to 10 mm.

[0269] In this way, the distance between the oil return hole 351 and the crankshaft 4 is relatively small, which can make the force on both sides of the timing cover 3 relatively uniform, and can decouple the oil pump 51 oil suction pulsation frequency, thereby improving the overall NVH performance.

[0270] It should be noted that the central axis of the inlet of the oil return hole 351 is a straight line passing through the center of the inlet of the oil return hole 351 and perpendicular to the plane where the inlet of the oil return hole 351 is located. The central axis of the outlet of the oil outlet hole 352 passes through the center of the outlet of the oil outlet hole 352 and is perpendicular to the straight line where the inlet and outlet of the oil outlet hole 352 are located.

[0271] In some embodiments, please refer to Figure 25 and Figure 26 , Figure 25 for Figure 22 Schematic diagram of the cross-sectional structure of GG. Figure 26 for Figure 22 Schematic diagram of the cross-sectional structure of the HH section. The oil inlet 35 includes a first guide section 357, a second guide section 358, and a conveying section 359 connected in sequence. The first guide section 357 extends along the second direction. The conveying section 359 extends along the axial direction of the crankshaft 4.

[0272] The inner wall surface of the first guide section 357 facing the cylinder block 1 is a first inner wall surface 3571, which is inclined relative to the axis of the first guide section 357. Specifically, along the direction from the first guide section 357 to the second guide section 358, the distance between the first inner wall surface 3571 and the axis of the first guide section 357 (e.g., ...) Figure 25 The spacing L3 shown in the figure gradually decreases.

[0273] The radial dimension of the end of the first guide section 357 toward the second guide section 358 (e.g.) Figure 25 The spacing R1 shown is greater than or equal to the radial dimension of the conveyor section 359 (e.g., ...). Figure 25 The spacing R2 is shown in the figure.

[0274] The second guide section 358 has a second inner wall surface 3581, which is connected to the first inner wall surface 3571. The second inner wall surface 3581 is an arc surface, and the radius of the second inner wall surface 3581 is greater than or equal to 20 mm and less than or equal to 50 mm.

[0275] With the above configuration, when the lubricating oil flows in the oil inlet 35, it can be guided by the first guide section 357 and the second guide section 358, thereby reducing oil pressure loss, reducing the pressure and size of the return oil pump 59 and the oil pump 51, and reducing costs.

[0276] In some embodiments, the surface of the conveying section 359 facing away from the oil pan 2 is a third inner wall surface 3591. A second inner wall surface 3581 connects the first inner wall surface 3571 and the third inner wall surface 3591. Along a second direction, a portion of the second inner wall surface 3581 is located on the side of the third inner wall surface 3591 facing away from the oil pan 2. Along the second direction, the maximum distance between the portion of the second inner wall surface 3581 located on the side of the third inner wall surface 3591 facing away from the oil pan 2 and the third inner wall surface 3591 (e.g., ...) Figure 25 The spacing L4 shown is greater than or equal to 1 mm and less than or equal to 5 mm.

[0277] In this way, when machining the oil supply hole 35, the tool will not machine to the bottom of the second inner wall surface 3581, reducing the cutting amount of the tool, delaying tool wear, and reducing costs.

[0278] In some embodiments, please refer to Figure 27 and Figure 28 , Figure 27 This is a schematic diagram of the cylinder head structure provided in an embodiment of this application. Figure 28 for Figure 27 The diagram shows a three-dimensional structure of the cylinder head. The engine assembly 10 also includes a cylinder head 7. There can be two cylinder heads 7. The two cylinder heads 7 are a first cylinder head and a second cylinder head, which are respectively located on both sides of the cylinder block 1 in the third direction, and are used to block the cylinder bore 14 of the cylinder block 1.

[0279] Along the second direction, the cylinder head 7 has an oil return groove 71 at the end facing the oil pan 2. The oil return groove 71 is located at the end of the cylinder head 7 opposite to the cylinder block 1. The lubricating oil entering the cylinder head 7 can flow back to the oil return groove 71 under the action of gravity.

[0280] In some embodiments, the cylinder head 7 is further provided with an oil return passage 72 at the end facing the timing cover 3. The oil return passage connects the oil return groove 71 and the timing cover 3. The lubricating oil in the timing cover 3 can enter the oil return groove 71 through the oil return passage 72, where it merges with the lubricating oil in the cylinder head 7 and then flows back to the oil pan 2.

[0281] In this way, the positional relationship between the cylinder head 7 and the timing cover 3 can be used to reasonably arrange the return oil line of the lubricating oil, so that the arrangement of the return oil line is more reasonable, thereby making it easier to set the engine assembly 10 more compactly.

[0282] In some examples, the return oil channel is connected to the lowest position of the timing cover 3.

[0283] In some embodiments, please refer to Figure 29 and Figure 30 , Figure 29 for Figure 28 Schematic diagram of the cross-sectional structure of the MM section. Figure 30 for Figure 28 A schematic diagram of the NN cross-section structure. The cylinder head 7 is also provided with an oil return channel 73, which connects the oil return groove 71 and the oil return flow channel of the cylinder block 1. The oil return flow channel is connected to the oil pan 2. In this way, the lubricating oil in the oil return groove 71 can flow through the oil return channel 73 to the oil return flow channel, and then flow through the oil return flow channel to the oil pan 2, thereby realizing the return of lubricating oil in the cylinder head 7.

[0284] In some examples, there can be two oil return channels 73, namely a first oil return channel 731 and a second oil return channel 732. The first oil return channel 731 and the second oil return channel 732 are respectively located at opposite ends of the cylinder head 7 along the crankshaft 4. One end of the first oil return channel 731 communicates with the oil return groove 71, and the other end communicates with the oil return flow channel on the cylinder block 1. One end of the second oil return channel 732 communicates with the oil return groove 71, and the other end communicates with the oil return flow channel on the cylinder block 1. The oil return flow channel is located at the end of the cylinder block 1 facing the oil pan 2 and communicates with the oil pan 2.

[0285] By configuring the first oil return channel 731 and the second oil return channel 732, the lubricating oil in the oil return groove 71 can flow back to the oil pan 2 through multiple channels, thereby improving the oil return efficiency. Furthermore, under conditions such as pitching or rolling of the vehicle 1000, at least one of the first oil return channel 731 and the second oil return channel 732 can ensure normal oil return, thus improving the smoothness of oil return.

[0286] In some other embodiments, please refer to Figure 31 , Figure 31 for Figure 28 The schematic diagram of the cross-sectional structure of the WW shows that this embodiment also includes a third oil return channel 733 and a connecting channel 734. One end of the third oil return channel 733 is connected to the oil return channel of the cylinder block 1, and the other end of the third oil return channel 733 is connected to one end of the connecting channel 734. The other end of the connecting channel 734 is connected to one of the first oil return channel 731 and the second oil return channel 732. That is, the other end of the connecting channel 734 is connected to the first oil return channel 731, or the other end of the connecting channel 734 is connected to the second oil return channel 732.

[0287] Here, we take the example of the other end of the connecting channel 734 being connected to the first return oil channel 731 as an example for illustration.

[0288] In this way, when the first oil return passage 731 is blocked, for example, when the first oil return passage 731 is blocked by a cylinder head gasket located between the cylinder head 7 and the cylinder block 1, the lubricating oil in the oil return groove 71 can flow through the first oil return passage 731 to the connecting passage 734, and then enter the third oil return passage 733 through the connecting passage 734, thereby entering the oil return flow channel of the cylinder block 1 and flowing back to the oil pan 2. Furthermore, the lubricating oil in the oil return groove 71 can also flow back to the oil pan 2 through the second oil return passage 732. This avoids the situation where the first oil return passage 731 is blocked and oil cannot return, improving the smoothness of oil return.

[0289] In some embodiments, please refer to Figure 32 , Figure 32 This is a top view schematic diagram of another engine assembly 10 provided in an embodiment of this application. The first cylinder head of this embodiment adopts... Figures 28-30 The embodiment shown provides an oil return pipeline for oil return. Specifically, the first cylinder head has an oil return groove 71, a first oil return channel 731, and a second oil return channel 732, but does not have a third oil return channel 733 or a connecting channel 734. The second cylinder head uses... Figure 31 The embodiment shown provides an oil return pipeline for oil return. Specifically, the second cylinder head is provided with an oil return groove 71, a first oil return channel 731, a second oil return channel 732, a third oil return channel 733, and a connecting channel 734.

[0290] In some embodiments, please refer to Figure 33 , Figure 33 for Figure 2 The diagram shows the relationship between the intake and exhaust systems of the engine assembly 10 in the powertrain 200. The engine assembly 10 also includes an intake and exhaust system 8. The intake and exhaust system 8 includes an air filter 81, a turbocharger 82, an intercooler 83, an intake manifold 84, an exhaust manifold 85, and a catalytic converter 86 connected in sequence.

[0291] The outlet of the air filter 81 is connected to the first inlet of the turbocharger 82, the first outlet of the turbocharger 82 is connected to the inlet of the intercooler 83, the outlet of the intercooler 83 is connected to the inlet of the intake manifold 84, and the outlet of the intake manifold 84 is connected to the intake valve of the cylinder bore 14 through the intake passage in the cylinder head 7.

[0292] Outside air is filtered by air filter 81, then pressurized by turbocharger 82 and cooled by intercooler 83 before entering intake manifold 84. Air in intake manifold 84 enters intake valve in cylinder bore 14 through intake passage in cylinder head 7, and when the intake valve opens, it enters cylinder bore 14, where it mixes with fuel for combustion to power engine assembly 10.

[0293] The inlet of exhaust manifold 85 is connected to the exhaust valve of cylinder bore 14 through the exhaust passage inside cylinder head 7. The outlet of exhaust manifold 85 is connected to the second inlet of turbocharger 82, and the second outlet of turbocharger 82 is connected to the inlet of catalytic converter 86.

[0294] The exhaust gas produced by the combustion of fuel and air can enter the exhaust passage in the cylinder head 7 through the exhaust valve when the exhaust valve is open. After passing through the exhaust passage, it enters the exhaust manifold 85 and then enters the turbocharger 82 for pressurization. The pressurized exhaust gas enters the catalytic converter 86 for filtration and purification, and the filtered and purified exhaust gas is discharged to the outside.

[0295] In some embodiments, the intake and exhaust system 8 also includes an exhaust gas recirculation (EGR) system. The inlet of the EGR system is connected to the outlet of the catalytic converter 86, and the outlet of the EGR system is connected between the air filter 81 and the compressor. In this way, the exhaust gas filtered and purified by the catalytic converter 86 can enter the compressor through the EGR system for pressurization, and then pass through the intercooler 83, intake manifold 84, and intake valve in sequence before entering the cylinder bore 14 to mix and burn with fuel, thereby recirculating the exhaust gas and reducing exhaust pollution.

[0296] In some embodiments, please refer to Figure 34 , Figure 34 for Figure 2 The diagram shows the connection relationship between the cylinder block 1, cylinder head 7, and intake / exhaust system 8 of the engine assembly 10 in the powertrain 200. The engine assembly 10 also includes the cylinder block 1 and the cylinder head 7. The cylinder head 7 is connected to the cylinder block 1 and is used to seal the cylinder bore 14 of the cylinder block 1.

[0297] The cylinder block 1 includes a first cylinder block 1D and a second cylinder block 1E, which are arranged along a third direction. The first cylinder block 1D is connected to the second cylinder block 1E and defines a shaft cavity 11 for housing the crankshaft 4. Both the first cylinder block 1D and the second cylinder block 1E are provided with cylinder bores 14. For example, the first cylinder block 1D is provided with two cylinder bores 14, namely a first cylinder bore 141 and a second cylinder bore 142. The second cylinder block 1E is provided with two cylinder bores 14, namely a third cylinder bore 143 and a fourth cylinder bore 144.

[0298] There are two cylinder heads 7, namely a first cylinder head 74 and a second cylinder head 75. The first cylinder head 74 is connected to the side of the first cylinder block 1D opposite to the second cylinder block 1E, and is used to block the cylinder bore 14 on the first cylinder block 1D. The second cylinder head 75 is connected to the side of the second cylinder block 1E opposite to the first cylinder block 1D, and is used to block the cylinder bore 14 on the second cylinder block 1E.

[0299] The exhaust manifold 85 and the turbocharger 82 are both located on the side of the cylinder block 1 that is away from the oil pan 2. That is, the exhaust manifold 85 and the turbocharger 82 are both located on the upper side of the cylinder block 1.

[0300] It should be noted that the exhaust side of the engine assembly 10 is the upper side of the engine assembly 10. By placing the exhaust manifold 85 and the turbocharger 82 on the upper side of the cylinder block 1, the arrangement of the exhaust manifold 85 and the turbocharger 82 can be more reasonable and the structure more compact, so as to improve the compactness of the engine assembly 10.

[0301] Please see Figure 35 , Figure 35 for Figure 34 The diagram shows the structure of the exhaust manifold 85 in the intake and exhaust system 8. The exhaust manifold 85 includes a first exhaust pipe 851, a second exhaust pipe 852, and an exhaust main pipe 853. The inlet of the first exhaust pipe 851 is connected to the exhaust passage of the first cylinder head 74, and the outlet of the first exhaust pipe 851 is connected to the inlet of the exhaust main pipe 853. The first exhaust pipe 851 is used to discharge the exhaust gas in the cylinder bore 14 of the first cylinder block 1D to the exhaust main pipe 853.

[0302] The inlet of the second exhaust pipe 852 is connected to the exhaust passage of the second cylinder head 75, and the outlet of the second exhaust pipe 852 is connected to the inlet of the exhaust manifold 853. The second exhaust pipe 852 is used to discharge the exhaust gas in the cylinder bore 14 of the second cylinder block 1E to the exhaust manifold 853.

[0303] The outlet of the exhaust manifold 853 is connected to the second inlet of the turbocharger 82. In this way, by converging the exhaust gas from the first cylinder 1D and the exhaust gas from the second cylinder 1E into the exhaust manifold 853 for discharge, the exhaust manifold 85 can be more compact in structure and has good NVH performance and heat protection performance.

[0304] In some examples, the first cylinder head 74 has two exhaust passages, namely a first exhaust passage and a second exhaust passage. The first exhaust passage communicates with the first cylinder bore 141. The second exhaust passage communicates with the second cylinder bore 142.

[0305] The first exhaust pipe 851 includes a first exhaust branch pipe 8511, a second exhaust branch pipe 8512, and a first merging pipe 8513. The inlet of the first exhaust branch pipe 8511 is connected to the first exhaust passage, and the outlet of the first exhaust branch pipe 8511 is connected to the inlet of the first merging pipe 8513. The inlet of the second exhaust branch pipe 8512 is connected to the second exhaust passage, and the outlet of the second exhaust branch pipe 8512 is connected to the inlet of the first merging pipe 8513. The outlet of the first merging pipe is connected to the inlet of the exhaust main pipe 853.

[0306] In this way, the exhaust gas in the first cylinder bore 141 and the exhaust gas in the second cylinder bore 142 can converge in the first confluence pipe 8513 and then flow to the exhaust manifold 853. This further improves the compactness of the exhaust manifold 85 structure and further improves the NVH performance and heat protection performance of the exhaust pipe.

[0307] The second cylinder head 75 has two exhaust passages, namely the third exhaust passage and the fourth exhaust passage. The third exhaust passage is connected to the third cylinder bore 143. The fourth exhaust passage is connected to the fourth cylinder bore 144.

[0308] The second exhaust pipe 852 includes a third exhaust branch pipe 8521, a fourth exhaust branch pipe 8522, and a second merging pipe 8523. The inlet of the third exhaust branch pipe 8521 is connected to the third exhaust passage, and the outlet of the third exhaust branch pipe 8521 is connected to the inlet of the second merging pipe 8523. The inlet of the fourth exhaust branch pipe 8522 is connected to the fourth exhaust passage, and the outlet of the fourth exhaust branch pipe 8522 is connected to the inlet of the second merging pipe 8523. The outlet of the second merging pipe is connected to the inlet of the main exhaust pipe 853.

[0309] In this way, the exhaust gases in the second cylinder bore 142 and the fourth cylinder bore 144 can converge in the second confluence pipe 8523 and then flow to the exhaust manifold 853. This further improves the compactness of the exhaust manifold 85 structure and further improves the NVH performance and heat protection performance of the exhaust pipe.

[0310] In some embodiments, the intake and exhaust system 8 further includes a first flange 854, a second flange 855, and a fixed bracket 856. The first flange 854 is connected to the end where the inlet of the first exhaust pipe 851 is located and is fixedly connected to the first cylinder head 74. Specifically, the first flange 854 is connected to both the first exhaust branch pipe 8511 and the second exhaust branch pipe 8512.

[0311] The second flange 855 is connected to the end where the inlet of the second exhaust pipe 852 is located, and is fixedly connected to the second cylinder head 75. Specifically, the second flange 855 is connected to both the third exhaust branch pipe 8521 and the fourth exhaust branch pipe 8522.

[0312] The fixed bracket 856 is connected between the exhaust manifold 853 and the cylinder block 1. The exhaust manifold 85 can be fixed by the first flange 854, the second flange 855 and the fixed bracket 856, thereby improving the stability of the exhaust manifold 85.

[0313] In some embodiments, please refer to Figure 36 and Figure 37 , Figure 36 for Figure 34 The diagram shows the structure of the turbocharger 82 in the intake and exhaust system 8. Figure 37 for Figure 36The diagram shows a left-side view of the turbocharger 82. The turbocharger 82 includes a compressor 821, a turbine 822, and an intermediate body 823. The compressor 821 and turbine 822 are connected to opposite sides of the intermediate body 823. The first inlet and first outlet of the turbocharger 82 are the inlet and outlet of the compressor 821. The second inlet and second outlet of the turbocharger 82 are the inlet and outlet of the turbine 822.

[0314] In some examples, the supercharger 82 also includes an actuator 824. The actuator 824 is used to control the speed and direction of the impeller of the compressor 821, and to control the speed and direction of the impeller of the turbine 822.

[0315] In some examples, the impeller of the compressor 821 of the turbocharger 82 rotates in the opposite direction to the impeller of the turbine 822. That is, the turbocharger 82 is arranged in reverse rotation. In this way, compared with the forward rotation arrangement of the turbocharger 82, by changing the rotation direction of the impellers of the compressor 821 and the turbocharger 82, the position of the volute flow channel of the turbocharger 82 is reduced in the second direction (i.e., the height direction of the vehicle 1000). This makes the arrangement of the turbocharger 82 more adaptable while ensuring the performance of the turbocharger 82, which is beneficial to the structural layout.

[0316] In some examples, the supercharger 82 is a variable geometry turbocharger 82. See [link to specific examples] for details. Figure 38 , Figure 38 for Figure 36 The diagram shows the structure of the impeller of the turbocharger 82. The impeller of the turbocharger 82 (i.e., the impeller of the compressor 821 and the impeller of the turbine 822) includes a fixed ring 825 and multiple blades 826 connected to the fixed ring 825. The blades 826 are rotatable relative to the fixed ring 825 to adjust the gap between two adjacent blades 826, thereby adjusting the exhaust volume of the blades 826, that is, realizing the adjustable ventilation section of the turbocharger 82.

[0317] The actuator 824 can control the rotation of the blade 826 according to the exhaust demand, so as to adjust the gap between two adjacent blades 826.

[0318] The use of a variable geometry turbocharger 82 allows the turbocharger 82 to have a wider operating range, ensuring good low-speed performance while maintaining good high-speed performance. This not only guarantees the low-speed performance of the engine assembly 10 but also achieves good high-speed performance, making the vehicle's power configuration more diverse. It can achieve steady-state charging at low and medium speeds while also improving instantaneous output power and direct-drive the electric motor for acceleration.

[0319] In some embodiments, please refer to Figure 39 and Figure 40 , Figure 39 This is a schematic diagram of the overall principle of the powertrain 200 provided in an embodiment of this application. Figure 40 This is a left view of the powertrain 200 provided in an embodiment of this application. The intake and exhaust system 8 also includes a throttle valve 87. The throttle valve 87 is connected between the intercooler 83 and the intake manifold 84 and is used to regulate the flow rate of external gas into the intake manifold 84.

[0320] The powertrain 200 includes a drive motor 20 and an engine assembly 10. The engine assembly 10 includes an engine body 10A. The engine body 10A is located above the drive motor 20. A throttle valve 87 is mounted to the drive motor 20. The engine body 10A is formed by the cylinder block 1, cylinder head 7, piston 15, crankshaft 4, timing cover 3, first timing chain, second timing chain, first chain tensioner 61, second chain tensioner 62, and camshaft of the engine assembly 10.

[0321] In this way, by installing the throttle valve 87 to the drive motor 20, the transmission of vibration from the engine body 10A to the throttle valve 87 is reduced, and vibration of the components connected to it caused by the throttle valve 87 is avoided, thereby reducing the risk of loosening of these components and improving the stability and durability of the powertrain 200.

[0322] In some examples, to reduce the transmission of vibration from the engine body 10A to the throttle valve 87, vibration isolation measures, such as a damping structure, are provided between the drive motor 20 and the engine body 10A.

[0323] In some embodiments, please continue reading Figure 40 and combined Figure 41 and Figure 42 , Figure 41 for Figure 40 The diagram shown is a structural schematic of the powertrain 200 after removing cylinder block 1. Figure 42 for Figure 41 Enlarged schematic diagram of the structure at point K. The intercooler 83 is connected to the drive motor 20. The intercooler 83 has a first mounting part 831, and the throttle valve 87 is connected to the first mounting part 831.

[0324] With the above configuration, the throttle body 87 is installed on the intercooler 83, and the throttle body 87 and the intercooler 83 are arranged on the drive motor 20. This reduces the stress and vibration on the intake manifold 84, effectively improves the modal characteristics of the intake manifold 84, and improves noise, vibration and harshness (NVH) performance. At the same time, it can prevent the intake manifold 84 from cracking or the mounting bolts from loosening due to vibration, thus reducing the risk of air leakage.

[0325] In some embodiments, please refer to Figure 43 , Figure 43 for Figure 40The diagram shows the structure of the intercooler 83 in the powertrain 200. The first mounting part 831 is configured to have a mounting surface to which the throttle valve 87 is attached. Thus, the mounting surface facilitates the positioning and fixation of the throttle valve 87 on the intercooler 83.

[0326] For example, the intercooler 83 has an inlet end 832 and an outlet end 833. The mounting surface can be a flange face provided on the outlet end 833 of the intercooler 83. The throttle valve 87 is assembled with the flange face by bolts.

[0327] In some embodiments, the engine body 10A includes a cylinder block 1, a cylinder head 7, and a timing cover 3. The cylinder head 7 and the timing cover 3 are respectively connected to the drive motor 20 by bolts.

[0328] By adopting the above connection method, the compactness of the powertrain 200 can be improved, especially the compactness of the space in the height direction of the vehicle 1000.

[0329] Please continue reading. Figure 41 and Figure 42 The powertrain 200 also includes a mounting structure 40. The intercooler 83 is connected to the drive motor 20 through the mounting structure 40. By setting up the mounting structure 40, vibration isolation between the intercooler 83 and the drive motor 20 can be achieved, reducing the transmission of vibration from the engine body 10A to the intercooler 83 through the drive motor 20.

[0330] In some embodiments, please continue reading Figure 40 The intake and exhaust system 8 also includes an intake pipe 88. The intake pipe 88 is connected between the intake manifold 84 and the throttle valve 87.

[0331] Understandably, the intake pipe 88 is designed to be flexible, and its direction can be adjusted according to actual space requirements (such as the placement of the intake manifold 84 and throttle body 87), which greatly saves space and meets different placement needs.

[0332] In some embodiments, the intake pipe 88 is a flexible hose. This facilitates the installation of the intake pipe 88 and reduces the transmission of engine body vibration 10A to the throttle valve 87 through the intake pipe 88.

[0333] In some embodiments, please continue reading Figure 42 The intake pipe 88 is connected to the intake manifold 84 via a first clamp 881; the intake pipe 88 is connected to the throttle valve 87 via a second clamp 882. This connection method eliminates the need for pre-reserved space for bolt sleeve installation, facilitating disassembly and assembly and effectively improving assembly efficiency.

[0334] In some embodiments, please continue reading Figure 41The engine block 10A includes two opposing cylinder heads 7, namely a first cylinder head 74 and a second cylinder head 75. The two cylinder heads 7 are positioned opposite each other in a third direction (i.e., the width direction of the vehicle 1000), and a cylinder block 1 is formed between the two cylinder heads 7. Figure 41 The timing cover 3 is installed on one side of the cylinder block 1 in the first direction (i.e., the length direction of the vehicle 1000, which is also the axial direction of the crankshaft 4). Specifically, part of the timing cover 3 is located on one side of the cylinder block 1 in the first direction, and another part is located on one side of the cylinder head 7 in the first direction.

[0335] To adapt the intake distribution of the two cylinder heads 7, please refer to Figure 44 , Figure 44 for Figure 40 The diagram shows a bottom view of the engine assembly 10 in the powertrain 200. The intake manifold 84 includes an intake section 841 and a distribution manifold section 842.

[0336] The intake section 841 is connected to the throttle valve 87; the air distribution pipe section 842 is connected between the intake section 841 and the cylinder head 7 of the engine body 10A. For example, there are two air distribution pipe sections 842, with one air distribution pipe section 842 connected between one cylinder head 7 and the intake section 841.

[0337] In this embodiment, external gas first enters the intake section 841 through the throttle valve 87, and then is distributed from the intake section 841 to the two side air distribution pipe sections 842, thereby realizing the control of gas flow to the two cylinders by the same throttle valve 87.

[0338] In some embodiments, please continue reading Figure 44 The engine assembly 10 also includes an oil pan 2. At least a portion of the oil pan 2 is located between the two air distribution pipe sections 842. That is, the two air distribution pipe sections 842 bypass the oil pan 2 and connect to the cylinder heads 7 on both sides.

[0339] This arrangement improves the compactness of the intake manifold 84 and the engine layout.

[0340] In some embodiments, please continue reading Figure 44 The air intake 841 has a first type of connection structure 8411. The air intake 841 is connected to the oil pan 2 via the first type of connection structure 8411.

[0341] For example, the first type of connection structure 8411 may be a plurality of bolt holes arranged in the air intake 841 for fixing the air intake 841 to the oil pan 2. For example, the number of bolt holes in the air intake 841 may range from 2 to 4.

[0342] In some embodiments, please continue reading Figure 44The air distribution pipe section 842 has a second type of connection structure 8421. The air distribution pipe section 842 is connected to the cylinder head 7 through the second type of connection structure 8421.

[0343] For example, the second type of connection structure 8421 may be a plurality of bolt holes arranged on the two air distribution pipe sections 842 for fixing the air distribution pipe sections 842 to the cylinder heads 7 on both sides respectively. For example, the number of bolt holes in each air distribution pipe section 842 ranges from 3 to 5.

[0344] By adopting this solution, the stability of the intake manifold 84 is improved through the setting of the first type of connection structure 8411 and the second type of connection structure 8421.

[0345] In some embodiments, the engine assembly 10 includes a cylinder block 1. The cylinder block 1 has cooling channels. The lubrication and cooling system also includes a coolant tank, a coolant pump, a thermostat 5A, a radiator, and a cylinder block outlet water pipe. The inlet of the coolant pump is connected to the outlet of the coolant tank, the outlet of the coolant pump is connected to the inlet of the cooling channels in the cylinder block 1, the outlet of the cooling channels is connected to the inlet of the cylinder block outlet water pipe, the outlet of the cylinder block outlet water pipe is connected to the inlet of the thermostat 5A, the outlet of the thermostat 5A is connected to the inlet of the radiator, and the outlet of the radiator is connected to the inlet of the coolant tank.

[0346] The cooling pump draws coolant from the cooling water tank to the cooling channels of the cylinder block 1 to cool the cylinder block 1. The coolant flowing out of the cooling channels of the cylinder block 1 flows through the cylinder block outlet pipe to the thermostat 5A. After the temperature is regulated by the thermostat 5A, it flows to the radiator for heat dissipation. The cooled coolant then flows back to the cooling water tank for recycling.

[0347] For easier setup of thermostat 5A, please refer to [link / reference]. Figure 45 , Figure 45 for Figure 2 The diagram shows the location of the thermostat 5A in the engine assembly 10 of the powertrain 200. The outlet of the cooling channel of the cylinder block 1 is located on the surface of the cylinder block 1 opposite to the oil pan 2. The thermostat 5A is located on the side of the cylinder block 1 opposite to the oil pan 2, that is, on the upper side of the cylinder block 1. This facilitates the connection between the thermostat 5A and the cooling channel of the cylinder block 1.

[0348] The thermostat 5A includes a base 51A and a thermostat body 52A. The thermostat body 52A is used to regulate the temperature of the coolant. The thermostat base 51A is connected to the cylinder block 1, and the thermostat body 52A is connected to the base 51A.

[0349] The side surface of the base 51A facing the cylinder block 1 is the contact surface, and this contact surface is flat. This allows the base 51A to fit more tightly with the cylinder block 1, making the base 51A and the cylinder block 1 more securely fixed. Furthermore, the unevenness of the side surface of the base 51A facing the cylinder block 1 saves space above the cylinder block 1, thereby reducing the height of the engine assembly 10.

[0350] In some embodiments, the longitudinal direction of the thermostat 5A is parallel to the surface of the cylinder block 1 facing away from the oil pan 2. This arrangement further saves space above the cylinder block 1, thereby further reducing the height of the engine assembly 10. It should be noted that the longitudinal direction of the thermostat 5A refers to the axial direction of the cylindrical thermostat body 52A. The thermostat body 52A does not necessarily have to be strictly cylindrical; it can be multiple connected cylindrical sections or a single cylindrical section. Alternatively, the longitudinal direction of the thermostat 5A refers to the direction with the largest dimension among the first, second, and third directions.

[0351] In some embodiments, the cylinder block coolant outlet pipe 53A includes a first connecting section, a connecting section, and a second connecting section connected in sequence. The first connecting section is connected to the outlet of the cooling channel of the cylinder block 1, and the second connecting section is connected to the inlet of the thermostat 5A. The connecting section is arranged parallel to the side surface of the cylinder block 1 facing away from the oil pan 2. In this way, the cylinder block coolant outlet pipe 53A can avoid occupying a large space above the cylinder block 1, thereby further saving space above the cylinder block 1 and further reducing the height of the engine assembly 10.

[0352] In some embodiments, the cylinder block coolant outlet pipe 53A is a flat pipe. The thickness direction of the flat pipe is perpendicular to the surface of the cylinder block 1 facing away from the oil pan 2. This further avoids the cylinder block coolant outlet pipe 53A occupying a large space above the cylinder block 1, thereby further reducing the height of the engine assembly 10. Furthermore, using a flat pipe for the cylinder block coolant outlet pipe 53A can also increase the coolant flow rate and improve the cooling effect.

[0353] In some embodiments, please refer to Figure 45 and Figure 46 , Figure 46 for Figure 45 The diagram shows the structure of the temperature controller 5A. The temperature controller 5A also includes a degassing pipe 54A. The degassing pipe 54A is connected to the temperature control body 52A. The degassing pipe 54A is used to discharge gas from the temperature control body 52A to prevent gas from affecting the flow of coolant.

[0354] The vent pipe 54A can be arranged parallel to the side surface of the cylinder block 1 opposite to the oil pan 2. This reduces the space occupied by the vent pipe 54A above the cylinder block 1, thereby further saving space above the cylinder block 1 and further reducing the height of the engine assembly 10.

[0355] In some embodiments, please continue reading Figure 45 and Figure 46 The thermostat 5A also includes a first interface pipe 55A, a second interface pipe 56A, and a third interface pipe 57A connected to the thermostat body 52A. The first interface pipe 55A is connected to the turbocharger 82 and is used to supply coolant to the turbocharger 82. The second interface pipe 56A is connected to the oil cooler 54 and is used to supply coolant to the oil cooler 54. The third interface pipe 57A is connected to the heating system and is used to supply coolant to the heating system.

[0356] In some embodiments, please refer to Figure 47 , Figure 47 for Figure 2 The diagram shows the positional relationship between the cylinder block 1, oil pan 2, and drive motor 20 in the powertrain 200. The cylinder block 1 of the engine assembly 10 is positioned above the drive motor 20. The oil pan 2 is located between the cylinder block 1 and the drive motor 20. This design results in a more compact structure for the powertrain 200, which is beneficial for its miniaturization.

[0357] Please see Figure 48 , Figure 48 for Figure 47 The diagram shows the structure of cylinder block 1. Cylinder block 1 includes a first cylinder block 1D and a second cylinder block 1E. The first cylinder block 1D and the second cylinder block 1E are arranged along a third direction (i.e., the width direction of the vehicle 1000). Part of the oil pan 2 is located on the side of the first cylinder block 1D facing the drive motor 20, and the other part of the oil pan 2 is located on the side of the second cylinder block 1E facing the drive motor 20.

[0358] Both cylinder block 1D and cylinder block 1E are used for fuel combustion, and therefore have high temperatures, typically requiring cooling. Please continue reading. Figure 48 The cooling channels of cylinder block 1 include a first cooling channel 1F and a second cooling channel 1G. The first cooling channel 1F is located in the first cylinder block 1D, and the second cooling channel 1G is located in the second cylinder block 1E.

[0359] Because the oil pan 2 is located between the cylinder block 1 and the motor, the limited space between them prevents the installation of a separate coolant inlet pipe for the cylinder block 1. However, the oil pan 2 spans the first cylinder block 1D and the second cylinder block 1E, providing a structural basis for an integrated coolant inlet pipe. Therefore, a coolant inlet pipe can be installed on the oil pan 2 to supply coolant to the first cylinder block 1D and the second cylinder block 1E.

[0360] Specifically, in some embodiments, please refer to Figure 49 and Figure 50 , Figure 49 for Figure 47 The diagram shows the structure of the oil pan 2. Figure 50 for Figure 49 The diagram shows the structure of the oil pan 2 from a relative perspective. The oil pan 2 is provided with a coolant channel 22, and the oil pan 2 is provided with an outlet 23 that communicates with the coolant channel 22. The outlet 23 is connected to the cooling flow channel of the cylinder block 1.

[0361] In some examples, the outlet 23 may communicate only with the first cooling channel 1F within the first cylinder 1D. In other examples, the outlet 23 may communicate only with the second cooling channel 1G within the second cylinder 1E. In still other examples, the outlet 23 may communicate with both the first cooling channel 1F within the first cylinder 1D and the second cooling channel 1G within the second cylinder 1E.

[0362] In some embodiments, please refer to Figure 51 , Figure 51 for Figure 47 The diagram shows an exploded view of the cylinder block 1 and oil pan 2. The outlet 23 may include a first outlet 231 and a second outlet 232. The first outlet 231 may communicate with the first cooling channel 1F, and the second outlet 232 may communicate with the second cooling channel 1G. Because the first cylinder block 1D and the second cylinder block 1E are located close to each other, the oil pan 2 can be designed to be smaller, which is beneficial for miniaturizing the engine assembly 10.

[0363] This embodiment of the application provides a coolant passage 22 on the oil pan 2, with a first outlet 231 and a second outlet 232 communicating with the coolant passage 22. Thus, the coolant in the coolant passage 22 can flow into the first cooling channel 1F through the first outlet 231 and into the second cooling channel 1G through the second outlet 232. Compared to providing multiple branch pipes, each connected to a cooling device in each cylinder block 1, this embodiment reduces the number of pipes connected to the cylinder block 1, thereby reducing the space occupied by the pipes in the vehicle body 100, which is beneficial for the compactness and miniaturization of the engine assembly 10.

[0364] In addition, since the oil pan 2 is located below the cylinder block 1, the flow rate of the coolant in the coolant passage 22 towards the cooling channel is relatively slow, and the flow rate of the coolant in the cooling channel is also relatively slow. This ensures that the coolant in the cooling channel exchanges heat fully with the cylinder block 1, thereby improving the heat dissipation effect of the cylinder block 1.

[0365] In addition, in this embodiment of the application, a coolant channel 22 is provided on the oil pan 2. When the coolant flows in the coolant channel 22, it can exchange heat with the lubricating oil in the oil pan 2, thereby having a certain cooling effect on the lubricating oil in the oil pan 2.

[0366] In some embodiments of this application, a coolant channel 22 is integrated into the oil pan 2, meaning that the oil pan 2 with the coolant channel 22 can be directly manufactured using a mold. Alternatively, the coolant channel 22 can be formed on the oil pan 2 after it has been manufactured. In this way, there is no need to install pipes on the oil pan 2; the coolant channel 22 and the oil pan 2 are an integral structure, reducing processing steps and improving production efficiency.

[0367] Please continue reading. Figure 49 and Figure 50 The oil pan 2 is also provided with an inlet 24 that communicates with the coolant passage 22. The cooling pump can be connected to the inlet 24 through the first outlet pipe. The cooling pump can draw coolant from the water tank to the first outlet pipe, and then make the coolant flow through the inlet 24, the coolant passage 22 and the outlet 23 in sequence into the cooling channel of the cylinder block 1.

[0368] In some embodiments of this application, the oil pan 2 may include a top surface with an oil storage tank 21, a bottom surface opposite to the top surface, and a side surface surrounding the oil storage tank 21. The inlet 24 may be located on the side surface, and the outlet 23 may be located on the top surface.

[0369] Since the cylinder block 1 is typically located above the oil pan 2, placing the outlet 23 on the top surface not only facilitates communication between the cylinder block 1 and the outlet 23, but also reduces the length of the coolant passage 22 on the oil pan 2, thus lowering production costs. Constructing the inlet 24 on the side avoids restricting communication between the oil pan 2 and the coolant piping when the drive motor 20 is located on the side of the oil pan 2 away from the cylinder block 1.

[0370] In order to increase the intake air density of the engine assembly 10, in some embodiments, the engine assembly 10 also includes a turbocharger 82, which compresses air to allow more air to enter the cylinder block 1 of the engine assembly 10, thereby enabling the engine assembly 10 to inject more oil, thereby increasing the power and torque of the engine assembly 10.

[0371] For example, the supercharger 82 can be a worm gear supercharger 82, or for example, the supercharger 82 can also be a mechanical supercharger 82, an electric supercharger 82, or a wave supercharger 82, etc., and this application does not limit it in this way.

[0372] Please see Figure 49 and Figure 52 , Figure 52 for Figure 49The diagram shows a cross-sectional view of the oil pan 2. Because the turbocharger 82 rotates at high speed during operation, it generates a large amount of heat. If this heat is not dissipated effectively and promptly, the internal temperature of the turbocharger 82 will rise, affecting its performance and lifespan. High temperatures may cause a decline in the material properties of the turbocharger 82, lubricant failure, and damage to seals. Therefore, to ensure the normal operation and long-term durability of the turbocharger 82, a cooling heat exchange pipeline is provided on the turbocharger 82, and the oil pan 2 is also provided with a third outlet 233 connected to the coolant passage 22 and the cooling heat exchange pipeline.

[0373] In this way, the coolant in the coolant passage 22 can also flow through the third outlet 233 to the cooling heat exchange pipes on the turbocharger 82 to exchange heat with the turbocharger 82 and cool the turbocharger 82. Thus, there is no need to set up an additional passage for the coolant to supply the cooling heat exchange pipes of the turbocharger 82, which reduces the manufacturing difficulty of the engine assembly 10 and improves the production efficiency of the engine assembly 10.

[0374] Furthermore, by placing the third outlet 233 on the oil pan 2, the coolant can flow to the turbocharger 82 before flowing to the cylinder block 1. Compared to the coolant flowing from the water jacket of the cylinder block 1 or the water jacket of the cylinder head 7 to the turbocharger 82, the influence of the coolant flowing to the cylinder block 1 or the cylinder head 7 on the flow rate of the coolant flowing to the turbocharger 82 can be reduced.

[0375] In addition, the coolant flows to the turbocharger 82 before flowing to the cylinder block 1. The coolant has not yet exchanged heat with the cylinder block 1, so the temperature of the coolant is lower and the cooling effect on the turbocharger 82 is better.

[0376] Please continue reading. Figure 51 The inlet of the cooling channel can be located on the side surface of the cylinder block 1 facing the oil pan 2. For example, the inlet of the first cooling channel 1F and the inlet of the second cooling channel 1G are both located on the side surface of the cylinder block 1 facing the oil pan 2. This facilitates communication between the inlet and outlet 23 of the cooling channel, thereby saving space and improving the compactness of the engine assembly 10.

[0377] Please continue reading. Figure 50 In some embodiments, an oil reservoir 21 is formed on the oil pan 2. The oil pan 2 is formed by pouring molten metal into a mold and allowing it to solidify, thus obtaining the oil pan 2 with the oil reservoir 21. To facilitate demolding the oil reservoir 21 from the mold, at least a portion of the coolant channel 22 is located below the oil reservoir 21.

[0378] For example, please continue reading Figure 50The coolant channel 22 can be disposed on the bottom wall surface of the oil pan 2, with the side wall portion of the coolant channel 22 protruding from the bottom wall of the oil reservoir 21. Thus, when the oil pan 2 needs to be removed from the mold, because the coolant channel 22 is disposed on the bottom wall of the oil reservoir 21, compared to the coolant channel 22 being completely disposed within the oil reservoir 21, not only can the oil storage capacity of the oil reservoir 21 be increased, but the processing and production of the oil pan 2 can also be facilitated. For example, if the coolant channel 22 is disposed within the oil reservoir 21, the structure forming the oil reservoir 21 in the mold may be interfered with by the coolant channel 22 during demolding, thereby affecting the production and processing efficiency of the oil pan 2.

[0379] It should be noted that the positions of the first liquid outlet 231 and the second liquid outlet 232 depend on the positions of the inlet of the first cooling channel 1F and the inlet of the second cooling channel 1G. Therefore, in some embodiments, the first liquid outlet 231 and the second liquid outlet 232 are located on two opposite side walls surrounding the oil storage tank 21.

[0380] Please continue reading. Figure 50 The oil pan 2 includes a bottom wall 2A and a first side wall 2B, a second side wall 2C, a third side wall 2D, and a fourth side wall 2E connected end to end. The bottom wall 2A is located below the first side wall 2B, the second side wall 2C, the third side wall 2D, and the fourth side wall 2E. The bottom wall 2A and the first side wall 2B, the second side wall 2C, the third side wall 2D, and the fourth side wall 2E form an oil storage tank 21. A first outlet 231 is provided on the fourth side wall 2E, and a second outlet 232 is provided on the second side wall 2C.

[0381] In order to ensure that the coolant passage 22 can communicate with both the first outlet 231 and the second outlet 232, in some embodiments, please refer to... Figure 49 , Figure 50 and Figure 52 The coolant passage 22 may include a first passage 221 and a second passage 222.

[0382] The first channel 221 is formed at the connection between the first sidewall 2B and the bottom wall 2A, and communicates with the first liquid outlet 231 provided on the fourth sidewall 2E. The first channel 221 is arranged along the extending direction of the first sidewall 2B and communicates with the second channel 222 provided on the second sidewall 2C. The second channel 222 is arranged along the extending direction of the second sidewall 2C and communicates with the second liquid outlet 232 provided on the second sidewall 2C.

[0383] In this way, by connecting two water channels with different extension directions, the direction of water flow is changed, so as to ensure that both the first outlet 231 and the second outlet 232 are connected to the coolant channel 22.

[0384] In one possible structural design, the extension direction of the first channel 221 is not the same as the extension direction of the second channel 222. That is, the first channel 221 and the second channel 222 are set at an angle.

[0385] For example, please refer to Figure 52 The first channel 221 and the second channel 222 can be arranged perpendicularly. As another example, the angle between the extending directions of the first channel 221 and the second channel 222 can also be 45 degrees, 50 degrees, 55 degrees, etc., and this application does not limit it in this way.

[0386] In this way, by connecting two channels with different extension directions (i.e., the first channel 221 and the second channel 222), the flow direction of the coolant is changed, ensuring that when the inlet 24 and the outlet 23 are not set on the same plane, the inlet 24 and the outlet 23 can be connected through the first channel 221 and the second channel 222 with different extension directions.

[0387] In some embodiments, the first channel 221 and the second channel 222 can be formed by casting the oil pan 2 by pouring molten metal into a mold. This simplifies the machining of the first channel 221 and the second channel 222, reduces the number of steps required to create them, and improves production efficiency. In other embodiments, the first channel 221 and the second channel 222 can also be machined using a lathe.

[0388] To facilitate the removal of the mold from the first channel 221, in some embodiments, the diameter of the first channel 221 gradually decreases along the direction from the inlet 24 to the second channel 222.

[0389] In another possible structural design, the diameter of at least part of the first channel 221 gradually decreases along the direction from the inlet 24 to the second channel 222.

[0390] For example, along the direction from the inlet 24 to the second channel 222, the diameter of the first channel 221 can remain unchanged at first, then gradually decrease to a preset diameter, and finally remain unchanged.

[0391] For example, along the direction from the inlet 24 to the second channel 222, the diameter of the first channel 221 can be gradually reduced to a preset diameter and then remain unchanged.

[0392] For example, along the direction from the inlet 24 to the second channel 222, the diameter of the first channel 221 can be gradually reduced first, then remain unchanged, and then the diameter of the first channel 221 can be gradually reduced to a preset diameter, and finally remain unchanged.

[0393] Furthermore, the central axis of the liquid inlet 24 is collinear with the central axis of the first channel 221. That is, the liquid inlet 24 is the casting outlet of the mold.

[0394] In this way, the diameter of the mold gradually decreases along the direction from the inlet 24 to the second channel 222, making it easier to remove the mold from the inlet 24. Since the inlet 24 is the casting outlet of the mold, it does not need to be sealed and can be directly used as a port to connect to the cooling pipeline, reducing the need for additional steps in creating the inlet 24. Furthermore, as the coolant flows along the direction from the inlet 24 to the second channel 222, the gradually decreasing diameter of the first channel 221 increases the flow rate of the coolant within the first channel 221.

[0395] In some other embodiments, the diameter of the first channel 221 remains unchanged along the direction from the inlet 24 to the second channel 222. This stabilizes the flow rate of the coolant within the first channel 221, reducing interference with the coolant flow rate in the cooling circulation loop and achieving high-precision control of heat exchange in the cooling device.

[0396] In some embodiments, please continue reading Figure 50 and Figure 52 The third outlet 233 can be located on the second sidewall 2C. The third outlet 233 communicates with the second channel 222. For example, the central axis of the third outlet 233 is aligned with the central axis of the first channel 221. That is, the third outlet 233 is located on the surface of the second sidewall 2C facing away from the fourth sidewall 2E.

[0397] In some embodiments, please continue reading Figure 52 The oil pan 2 is also provided with a process hole 25, which is connected to the second channel 222. The central axis of the process hole 25 is collinear with the central axis of the second channel 222, and the end of the process hole 25 facing away from the second channel 222 passes through the oil pan 2.

[0398] Similarly, in order to facilitate the removal of the mold from the second channel 222, in some embodiments, the process hole 25 and the second liquid outlet 232 are spaced apart along the extension direction of the second channel 222, and the diameter of the second channel 222 gradually decreases along the direction from the process hole 25 to the second liquid outlet 232.

[0399] In another possible structural design, the diameter of the second channel 222 gradually decreases at least in part along the direction from the process hole 25 to the second outlet 232.

[0400] For example, in the direction from the process hole 25 to the second outlet 232, the diameter of the second channel 222 can remain unchanged at first, then gradually decrease to a preset diameter, and finally remain unchanged.

[0401] For example, in the direction from the process hole 25 to the second outlet 232, the diameter of the second channel 222 can be gradually reduced to a preset diameter and then remain unchanged.

[0402] For example, in the direction from the process hole 25 to the second outlet 232, the diameter of the second channel 222 can be gradually reduced first, and then remain unchanged. After that, the diameter of the first channel 221 is gradually reduced to a preset diameter, and finally remains unchanged.

[0403] In this way, the diameter of the mold gradually decreases along the direction from the process hole 25 to the second outlet 232, making it easier to remove the mold from the process hole 25. In addition, as the coolant flows along the second channel 222, the gradually decreasing diameter of the second channel 222 increases the flow rate of the coolant within the second channel 222.

[0404] In some embodiments of this application, the oil pan 2 further includes a cover 26 disposed at the process hole 25 for sealing the process hole 25. The cover 26 may be a threaded plug with external threads. This prevents coolant leakage from the process hole 25.

[0405] In addition, in some embodiments, please continue to refer to Figure 50 and Figure 52 The first outlet 231 can be located at the inlet 24, and the central axis of the first outlet 231 can be perpendicular to the central axis of the inlet 24. The inlet 24 has a diversion zone 241, which communicates with both the first outlet 231 and the first channel 221. Thus, coolant entering from the inlet 24 can flow through the diversion zone 241 to both the first outlet 231 and the first channel 221. The diameter of the diversion zone 241 is larger than the maximum diameter of the first channel 221.

[0406] In addition, the diameter of the diversion zone 241 and the diameters of the first channel 221 and the second channel 222 can be obtained through simulation calculation. The diameters of the diversion zone 241 and the first channel 221 and the second channel 222 need to ensure that the water flow rates in the first cylinder 1D and the second cylinder 1E are similar, so as to ensure that the temperature difference between the first cylinder 1D and the second cylinder 1E is small.

[0407] In some other embodiments, please refer to Figure 53 , Figure 54 and Figure 55 , Figure 53 This is a schematic diagram of another type of oil pan 2 provided in an embodiment of this application. Figure 54 for Figure 53 The diagram shows a cross-sectional view of the oil pan 2. Figure 55 for Figure 53The diagram shows the connection relationship of the channels in the oil pan 2. Process port 25 is the third outlet 233 mentioned above. Process port 25 is connected to the cooling heat exchange pipeline of the turbocharger 82 through the first water inlet pipe, so as to deliver coolant to the cooling heat exchange pipeline of the turbocharger 82 through process port 25 and the first water inlet pipe.

[0408] In other words, this embodiment is compared to Figures 49-52 In the embodiment shown, the oil pan 2 has removed the third outlet 233 located on the second side wall 2C, and instead uses the process hole 25 as the third outlet 233 to supply coolant to the turbocharger 82.

[0409] This eliminates the need for additional ports; the cooling heat exchange pipes of the turbocharger 82 are connected via the process hole 25, reducing the number of production steps for the engine assembly 10 and improving production efficiency. Furthermore, by directly using the process hole 25 as the third liquid outlet 233, there is no need to seal the process hole with the cover 26, reducing the risk of leakage due to poor sealing between the cover 26 and the process hole 25, while also saving on parts costs and reducing overall costs.

[0410] In some embodiments, please refer to Figure 56 , Figure 57 and Figure 58 , Figure 56 This is a schematic diagram showing the location of the fastening holes in the cylinder block 1 of the engine assembly 10 provided in this embodiment of the application. Figure 57 for Figure 56 A cross-sectional view of the engine assembly 10 described herein. Figure 58 for Figure 56 The diagram shows the positional relationship between the water jacket and the second sealing component. The cylinder block 1 of the engine assembly 10 includes a first cylinder block 1D, a second cylinder block 1E, a water jacket partition 1H, a water jacket 1J, and a cylinder block connecting structure.

[0411] The first cylinder block 1D is provided with a mounting groove 11D for mounting a water jacket baffle 1H. The water jacket baffle 1H is located in the mounting groove 11D of the first cylinder block 1D. The water jacket 1J is located in the first cylinder block 1D, and the water jacket 1J is fitted inside the water jacket baffle 1H, forming a coolant passage 22 between the water jacket baffle 1H and the water jacket baffle 1H. For example, the mounting groove 11D is annular, and the water jacket baffle 1H is a cylindrical structure that matches the mounting groove 11D.

[0412] The first cylinder block 1D and the second cylinder block 1E are connected by a cylinder block connecting structure. Specifically, in some embodiments, please refer to... Figure 56 and Figure 57 The cylinder block connection structure disclosed herein includes a first fastener 1K, a fastening hole 12D, and a second sealing member 1L for connecting a first cylinder block 1D and a second cylinder block 1E. The first fastener 1K is typically a bolt, but may also be other components used for connection.

[0413] The first cylinder body 1D is provided with a mounting groove 11D for mounting a water jacket baffle 1H. Fastening holes 12D are also located on the first cylinder body 1D, and multiple fastening holes 12D can be provided, arranged circumferentially around the mounting groove 11D. The fastening holes 12D include a fastening section 121D formed on the second cylinder body 1E that can cooperate with a first fastener 1K, and a countersunk section 122D formed on the first cylinder body 1D for receiving the head of the first fastener 1K and communicating with the mounting groove 11D.

[0414] The second sealing component 1L is separately set from the water jacket partition 1H. After the first fastener 1K connects the first cylinder 1D and the second cylinder 1E together through the fastening hole 12D, the second sealing component 1L can be embedded in the fastening hole 12D and seal the countersunk section 122D of the fastening hole 12D to prevent the coolant from accumulating in the countersunk section 122D.

[0415] The cylinder block connection structure disclosed herein, by setting a separate second sealing member 1L, can effectively seal the countersunk section 122D on the fastening hole 12D used to accommodate the head of the first fastener 1K after the first cylinder block 1D and the second cylinder block 1E are connected by the first fastener 1K. This prevents the coolant from converging in the countersunk section 122D after entering the cylinder block 1 during subsequent use, thereby preventing the volume of coolant contained in the cylinder block 1 from increasing and affecting the engine warm-up speed.

[0416] Furthermore, since the second sealing component 1L in the cylinder connection structure of this disclosure is set separately, different materials can be selected independently according to the actual situation during processing and manufacturing to suit different cylinder 1 situations, which can reduce processing and manufacturing costs and improve the adaptability of the second sealing component 1L.

[0417] In one embodiment of this disclosure, the outer wall of the second sealing member 1L is in contact with the inner wall of the countersunk section 122D, and the height of the second sealing member 1L is not less than the depth of the countersunk section 122D, so as to ensure that the second sealing member 1L has a good sealing effect and avoid coolant flowing into the gap due to the gap between the second sealing member 1L and the countersunk section 122D, which would affect the starting of the engine.

[0418] In this embodiment, please refer to Figure 57 , Figure 58 and Figure 59 , Figure 59 for Figure 56The diagram shows the structure of the second sealing element 1L. The countersunk section 122D is a frustum of a cone with a large end face on one side and a small end face on the other. The second sealing element 1L is also a frustum of a cone with a large end face on one side and a small end face on the other to fit the shape of the countersunk section 122D and ensure the sealing effect. Of course, in other embodiments, the shapes of the countersunk section 122D and the second sealing element 1L can also be other, depending on the actual situation, and this disclosure does not limit this.

[0419] In one embodiment of this disclosure, please refer to Figure 57 A cavity 11L is provided in the second sealing component 1L, and the cavity 11L is conical in shape. The narrower part of the cone is located at the top of the second sealing component 1L, and the wider part is located at the bottom of the second sealing component 1L. By providing the cavity 11L, on the one hand, the manufacturing material of the second sealing component 1L can be reduced without affecting its strength, thus saving costs. On the other hand, the conical cavity 11L can improve the adaptability of the second sealing component 1L, allowing it to undergo a certain degree of deformation and preventing damage during use.

[0420] In one embodiment of this disclosure, please refer to Figure 59 and Figure 60 , Figure 60 for Figure 56 The diagram shows the connection relationship between the sealing member and the first fastener 1K. The second sealing member 1L is provided with a fixing part 12L. By providing the fixing part 12L, the second sealing member 1L can mate with the head of the first fastener 1K in the fastening hole 12D, thus fixing the second sealing member 1L in the countersunk section 122D. This prevents the second sealing member 1L from moving during the use of the cylinder block 1, which would create a gap in the sealing of the countersunk section 122D, causing coolant to flow in and affecting the engine warm-up speed.

[0421] In one embodiment of this disclosure, please continue to refer to Figure 59 and Figure 60 The fixing part 12L includes a snap-fit ​​groove 121L, which is located at the bottom of the second sealing member 1L. An opening 122L is provided on the snap-fit ​​groove 121L for the head of the first fastener 1K to enter the snap-fit ​​groove 121L.

[0422] Specifically, during installation, the opening 122L of the snap-fit ​​groove 121L is first aligned with the head of the first fastener 1K. Then, the second sealing member 1L is moved towards the first fastener 1K, allowing the head of the first fastener 1K to enter the snap-fit ​​groove 121L through the opening 122L. The bottom surface of the snap-fit ​​groove 121L is located between the countersunk section 122D and the head of the first fastener 1K. Of course, in other embodiments, the fixing part 12L can also be other structures, as long as it can fix the second sealing member 1L. The specific design can be determined according to the actual situation, and this disclosure does not impose any limitations on this.

[0423] In one embodiment of this disclosure, please continue to refer to Figure 59 and Figure 60 An adjustment part 13L is provided on the second sealing part 1L. The height of the second sealing part 1L can be adjusted by the adjustment part 13L, so that the fit between the second sealing part 1L and the cylinder block 1 and the cylinder head 7 is tighter, and the gap between the second sealing part 1L and the cylinder head 7 is avoided, which would cause the cylinder block 1 to malfunction.

[0424] In one embodiment of this disclosure, the adjusting part 13L includes an adjusting column 131L. The bottom of the adjusting column 131L is fixedly connected to the second sealing member 1L, and the top of the adjusting column 131L contacts the cylinder head 7 and can deform under the compression of the cylinder head 7. In order to ensure the deformation effect of the adjusting column 131L and to provide a certain degree of support, the material of the adjusting column 131L can be a hard material with low strength, and the adjusting column 131L can also be set to a relatively thin thickness. This allows the adjusting column 131L to both deform under the compression of the cylinder head 7 and provide support for the cylinder head 7 after installation.

[0425] During the installation of the cylinder head 7, the adjusting column 131L is provided on the second sealing member 1L, causing the height of the second sealing member 1L to be slightly higher than its appropriate height. During the closing process, the cylinder head 7 will contact the top of the adjusting column 131L. As the cylinder head 7 moves continuously, the adjusting column 131L will deform under the pressure of the cylinder head 7, allowing the cylinder head 7 to be installed. The height of the second sealing member 1L is also adjusted to a suitable height due to the deformation of the adjusting column 131L, ensuring proper fit between the second sealing member 1L and the cylinder head 7 and preventing malfunctions in the cylinder block 1 during use. Of course, in other embodiments, the adjusting part 13L can also be other structures, as long as it can achieve the adjustment of the height of the second sealing member 1L. The specific design can be determined according to the actual situation, and this disclosure does not impose any limitations on this.

[0426] In one embodiment of this disclosure, multiple adjusting posts 131L are provided, and the height and diameter of the adjusting posts 131L are 1-5mm. By providing multiple adjusting posts 131L, better support can be provided after the cylinder head 7 is installed, preventing malfunctions of the cylinder block 1 during use. The smaller height and diameter of the adjusting posts 131L allow the top surface of the adjusting posts 131L to be subjected to greater pressure when the cylinder head 7 compresses them, facilitating deformation of the adjusting posts 131L under the compression of the cylinder head 7. Of course, in other embodiments, the adjusting posts 131L can also be of other types, which will not be elaborated further here.

[0427] In one embodiment of this disclosure, please continue to refer to Figure 57 , Figure 58 , Figure 59 To prevent the fastening hole 12D from interfering with the installation of the water jacket partition 1H, a notch is provided on the countersunk section 122D of the fastening hole 12D. The shape of the notch is adapted to the shape of the outer wall of the water jacket partition 1H to ensure that the fastening hole 12D does not interfere with the water jacket partition 1H. To ensure that the second sealing member 1L can seal the countersunk section 122D, in this embodiment, the shape of the side of the second sealing member 1L facing the water jacket partition 1H is also adapted to the shape of the outer wall of the water jacket partition 1H. On the one hand, this ensures that the second sealing member 1L does not interfere with the water jacket partition 1H, and on the other hand, it also ensures the sealing effect of the second sealing member 1L when embedded in the countersunk section 122D. This avoids gaps after sealing due to the mismatch between the shape of the second sealing member 1L and the countersunk section 122D, which would allow coolant to enter the countersunk section 122D.

[0428] In one embodiment of this disclosure, the distance between the outer wall of the second sealing member 1L facing the water jacket partition 1H and the water jacket partition 1H is 0.8-1.2mm. By setting the gap, a certain margin of error can be provided for the installation of the second sealing member 1L and the water jacket partition 1H, avoiding the situation where the second sealing member 1L or the water jacket partition 1H is difficult to install due to certain errors in manufacturing dimensions caused by other factors during the processing.

[0429] In one embodiment of this disclosure, the second sealing element 1L is made of a high-temperature resistant polymer material, such as a high-temperature resistant plastic. Since the cylinder block 1 generates a large amount of heat during operation, if the second sealing element 1L is not made of a high-temperature resistant material, it may be damaged under the high temperatures generated by the cylinder block 1, thus affecting its sealing effect and allowing coolant to enter the countersunk section 122D. Of course, in other embodiments, the second sealing element 1L may also be made of other materials, depending on the actual situation; this disclosure does not impose any limitations on this.

[0430] The cylinder block connection structure disclosed herein, by setting a second sealing element 1L, seals the countersunk section 122D of the fastening hole 12D after the first cylinder block 1D and the second cylinder block 1E are connected by the first fastener 1K. This prevents coolant from converging in the countersunk section 122D after entering the cylinder block 1 during subsequent use, thus increasing the volume of coolant in the cylinder block 1 and affecting the engine warm-up speed. Furthermore, since the second sealing element 1L in the cylinder block connection structure of this disclosure is set separately, different materials can be independently selected during manufacturing to suit different cylinder block 1 conditions, thereby reducing manufacturing costs and improving the adaptability of the second sealing element 1L.

[0431] When installing the cylinder body 1 disclosed herein, the first cylinder body 1D and the second cylinder body 1E are first fixedly connected by the cooperation between the first fastener 1K and the fastening hole 12D. Then, the second sealing member 1L is installed. The installation process is as follows: first, the side of the second sealing member 1L with the opening 122L in the snap-fit ​​groove 121L faces the head of the first fastener 1K. Then, the second sealing member 1L is moved into the countersunk section 122D. During the movement, the head of the first fastener 1K enters the snap-fit ​​groove 121L through the opening 122L. Finally, the water jacket partition 1H is installed into the mounting groove 11D, thus completing the assembly of the cylinder body 1 and the water jacket partition 1H.

[0432] In some other embodiments, the water jacket 1J includes a first water jacket and a second water jacket. The first water jacket is disposed in the first cylinder block 1D, and the second water jacket is disposed in the second cylinder block 1E. The first water jacket has a channel for coolant flow. The first cylinder block 1D also has a first coolant inlet section and a first coolant outlet section. The first coolant inlet section is connected to the inlet of the channel in the first water jacket, and the first coolant outlet section is connected to the outlet of the channel in the first water jacket. The channel in the first water jacket, the first coolant inlet section, and the first coolant outlet section together form the first cooling flow channel 1F of the first cylinder block 1D.

[0433] The second water jacket contains channels for coolant flow. The second cylinder block 1E also has a second coolant inlet section and a second coolant outlet section. The second coolant inlet section is connected to the inlet of the channel within the second water jacket, and the second coolant outlet section is connected to the outlet of the channel within the second water jacket. The channel within the second water jacket, the second coolant inlet section, and the second coolant outlet section together form the second cooling channel 1G of the second cylinder block 1E.

[0434] The following section uses the first cylinder block 1D and the first water jacket as examples to explain the coolant channels in detail.

[0435] Please see Figure 61 and Figure 62 , Figure 61This is a three-dimensional structural diagram of the cylinder block 1 of the engine assembly 10 provided in the embodiments of this application. Figure 62 for Figure 61 The diagram shows a top view of the cylinder block 1. The first coolant inlet section 13D of the first cylinder block 1D is located at the lower end of the first cylinder block 1D. The first coolant outlet section 14D of the first cylinder block 1D is located at the upper end of the first cylinder block 1D.

[0436] One of the multiple fastening holes 12D on the first cylinder block 1D is the first fastening hole 123D, which is located at the upper end of the first cylinder block 1D. In the axial direction of the first fastening hole 123D, the length of the second sealing member 1L disposed in the first fastening hole 123D is less than the length of the countersunk section 122D of the first fastening hole 123D.

[0437] Please see Figure 63 , Figure 63 for Figure 61 The diagram shows a cross-sectional view of the cylinder block 1. The countersunk section 122D of the first fastening hole 123D includes a receiving section 1221D and a liquid outlet section 1222D. The liquid outlet section 1222D is located on the side of the receiving section 1221D opposite to the fastening section 121D of the first fastening hole 123D. The second sealing member 1L, which is disposed within the first fastening hole 123D, is located within the receiving section 1221D. This allows the liquid outlet section 1222D to form a space capable of holding coolant.

[0438] The outlet section 1222D is connected to the outlet of the channel inside the first water jacket and also to the first coolant outlet section 14D of the first cylinder block 1D. In this way, the coolant drawn by the cooling water pump enters the first water jacket from the first coolant inlet section 13D, exchanges heat with the cylinder block 1, flows through the outlet section 1222D to the first coolant outlet section 14D, and then flows to the water tank. This allows part of the space in one of the fastening holes 12D to be used for coolant outlet within the cylinder block 1, avoiding the need for both the first fastening hole 123D and other outlet channels in the cylinder block 1. This reduces the length of the first coolant outlet section 14D, optimizes the cooling channel structure of the cylinder block 1, and lowers costs.

[0439] In some embodiments, please refer to Figure 64 , Figure 64 for Figure 61 Enlarged schematic diagram of the structure at point Q. The water jacket baffle 1H of the first cylinder block 1D is also provided with a guide plate 11H. The guide plate 11H is located at the outlet of the channel inside the first water jacket, and at least a portion of the guide plate 11H is located within the outlet section 1222D. In this way, the coolant flowing out of the channel inside the first water jacket can flow smoothly to the outlet section 1222D under the guiding action of the guide plate 11H, and then flow to the first coolant outlet section 14D.

[0440] In some examples, along the radial direction of the first fastening hole 123D, the guide plate 11H includes a first guide end 111H and a second guide end 112H, with the first guide end 111H connected to the water jacket partition 1H of the first cylinder block 1D. The guide plate 11H is located at one end of the outlet section opposite to the receiving section 1221D and above the outlet of the channel within the first water jacket. In this way, a flow channel is formed between the guide plate 11H and the second sealing member 1L within the first fastening hole 123D to guide the coolant.

[0441] In some embodiments, please refer to Figure 65 , Figure 65 This is a schematic diagram showing the location of the cylinder head connection holes in the cylinder block 1 of the engine assembly 10 provided in this application embodiment. The cylinder block 1 of the engine assembly 10 includes a plurality of cylinder head connection holes 1M. The plurality of cylinder head connection holes 1M are arranged at circumferential intervals along the cylinder bore 14. The axial direction of the cylinder head connection holes 1M is consistent with the axial direction of the cylinder bore 14. The cylinder head connection holes 1M are used to connect the cylinder head 7 and the cylinder block 1.

[0442] In some examples, the first cylinder block 1D is taken as an example. The first cylinder block 1D can be provided with a cylinder bore 14, and multiple cylinder head connecting holes 1M are arranged at circumferential intervals along the cylinder bore 14.

[0443] The first cylinder block 1D can also be provided with multiple cylinder bores 14. In this case, multiple cylinder head connecting holes 1M are provided circumferentially around each cylinder bore 14. Among them, for two adjacent cylinder bores 14, a portion of the multiple cylinder head connecting holes 1M arranged circumferentially around one of the cylinder bores 14 is located between the two adjacent cylinder bores 14, and this portion of the cylinder head connecting holes 1M is the first part of the cylinder head connecting holes. A portion of the multiple cylinder head connecting holes 1M arranged circumferentially around the other cylinder bore 14 is also located between the two adjacent cylinder bores 14, and this portion of the cylinder head connecting holes 1M is the second part of the cylinder head connecting holes. The first part of the cylinder head connecting holes and the second part of the cylinder head connecting holes can be the same connecting hole.

[0444] For example, the first cylinder block 1D has two cylinder bores 14, namely a first cylinder bore 141 and a second cylinder bore 142. Four cylinder head connection holes 1M are arranged circumferentially along the first cylinder bore 141, namely a first cylinder head connection hole 11M, a second cylinder head connection hole 12M, a third cylinder head connection hole 13M, and a fourth cylinder head connection hole 14M. The third cylinder head connection hole 13M and the fourth cylinder head connection hole 14M are located between the first cylinder bore 141 and the second cylinder bore 142.

[0445] There are also four cylinder head connection holes 1M arranged circumferentially along the second cylinder bore 142, namely the fifth cylinder head connection hole 15M, the sixth cylinder head connection hole 16M, the seventh cylinder head connection hole 17M, and the eighth cylinder head connection hole 18M. Among them, the fifth cylinder head connection hole 15M and the sixth cylinder head connection hole 16M are located between the first cylinder bore 141 and the second cylinder bore 142.

[0446] Then the third cylinder head connection hole 13M and the fifth cylinder head connection hole 15M can be the same hole, and the fourth cylinder head connection hole 14M and the sixth cylinder head connection hole 16M can be the same hole.

[0447] In some embodiments, please continue reading Figure 65 The axis of cylinder bore 14 is the first axis. At least two of the cylinder head connecting holes 1M have different distances between their axes and the first axis. That is, for any given cylinder bore 14 and the plurality of cylinder head connecting holes 1M spaced circumferentially therebetween, at least two cylinder head connecting holes 1M have unequal distances between their axes and the first axis of that cylinder bore 14.

[0448] For example, the distance between the axis of the first cylinder head connecting hole 11M and the first axis of the first cylinder hole 141 (e.g.) Figure 65 The distance L5 shown is not equal to the distance between the axis of the third cylinder head connecting hole 13M and the first axis of the first cylinder hole 141 (e.g., Figure 65 The distance L6 is shown.

[0449] In this way, the multiple cylinder head connection holes 1M are asymmetrical with respect to the first axis of the cylinder bore 14. The cylinder head connection holes 1M can be set at appropriate positions according to the positions of other components on the cylinder block 1, so as to make reasonable use of the space on the cylinder block 1 and make the structure of the cylinder block 1 more compact.

[0450] Specifically, the lines connecting the multiple cylinder head connection holes 1M are substantially parallel to the lines connecting the two cylinder bores 14. The multiple cylinder head connection holes 1M are asymmetrical with respect to the first axis of the cylinder bores 14, which can be determined by measuring the distances between the cylinder head connection holes 1M and the cylinder bores 14 along the lines connecting the multiple cylinder head connection holes 1M. For example, on the line connecting the first cylinder head connection hole 11M and the third cylinder head connection hole 13M, the distance between the first cylinder head connection hole 11M and the first cylinder bore 141 is the first distance, and the distance between the third cylinder head connection hole 13M and the first cylinder bore 141 is the second distance. When the first distance and the second distance are not equal, it can be considered that the first cylinder head connection hole 11M and the third cylinder head connection hole 13M are asymmetrical with respect to the first axis of the first cylinder bore 141.

[0451] In some examples, four cylinder head connection holes 1M are arranged circumferentially along the first cylinder bore 141, namely, a first cylinder head connection hole 11M, a second cylinder head connection hole 12M, a third cylinder head connection hole 13M, and a fourth cylinder head connection hole 14M. The third cylinder head connection hole 13M and the fourth cylinder head connection hole 14M are located between the first cylinder bore 141 and the second cylinder bore 142. The first cylinder head connection hole 11M and the second cylinder head connection hole 12M are located on the side of the first cylinder bore 141 opposite to the second cylinder bore 142.

[0452] The distance between the axis of the first cylinder head connecting hole 11M and the first axis of the first cylinder hole 141 (e.g.) Figure 65 The distance L5 shown is less than the distance between the axis of the third cylinder head connecting hole 13M and the first axis of the first cylinder hole 141 (e.g., Figure 65 The distance L6 is shown.

[0453] The distance between the axis of the second cylinder head connecting hole 12M and the first axis of the first cylinder bore 141 is less than the distance between the axis of the fourth cylinder head connecting hole 14M and the first axis of the first cylinder bore 141.

[0454] The distance between the axis of the first cylinder head connecting hole 11M and the first axis of the first cylinder bore 141 is equal to the distance between the axis of the second cylinder head connecting hole 12M and the first axis of the first cylinder bore 141.

[0455] The distance between the axis of the third cylinder head connecting hole 13M and the first axis of the first cylinder bore 141 is equal to the distance between the axis of the fourth cylinder head connecting hole 14M and the first axis of the first cylinder bore 141.

[0456] In some examples, the first cylinder head connection hole 11M and the second cylinder head connection hole 12M are symmetrical with respect to the first plane. The third cylinder head connection hole 13M and the fourth cylinder head connection hole 14M are symmetrical with respect to the first plane. The first plane is perpendicular to the end face of the first cylinder bore 141 and parallel to the arrangement direction of the first cylinder bore 141 and the second cylinder bore 142.

[0457] In some embodiments, the cylinder head 7 and the cylinder block 1 are connected by a second fastener. Specifically, the second fastener passes through a connecting hole on the cylinder head 7 and a cylinder head connecting hole 1M on the cylinder block 1 to connect the cylinder head 7 and the cylinder block 1. For example, the second fastener can be a bolt, and the cylinder head connecting hole 1M can be a threaded hole. The second fastener and the cylinder head connecting hole 1M can also be other structures capable of connecting the cylinder head 7 and the cylinder block 1.

[0458] Because at least two of the cylinder head connection holes 1M have different distances between their axes and the first axis, the distances between the axes of the multiple cylinder head connection holes 1M and the first axis of the cylinder bore 14 are uneven. Under the premise of the same second fastener specifications and the same second fastener axial force, the force exerted by the multiple second fasteners on the cylinder bore 14 is unevenly distributed around the cylinder bore 14, resulting in poor deformation of the cylinder bore 14, which in turn leads to excessive air leakage of the piston 15 of the engine assembly 10.

[0459] Based on this, the multiple cylinder head connection holes 1M include first-type cylinder head connection holes and second-type cylinder head connection holes. The distance between the axis of the first-type cylinder head connection hole and the first axis is greater than the distance between the axis of the second-type cylinder head connection hole and the first axis. For example, the third cylinder head connection hole 13M and the fourth cylinder head connection hole 14M are first-type cylinder head connection holes, and the first cylinder head connection hole 11M and the second cylinder head connection hole 12M are second-type cylinder head connection holes.

[0460] The plurality of second fasteners includes a first type of second fastener and a second type of second fastener. The first type of second fastener is connected to a first type of cylinder head connection hole, and the second type of second fastener is connected to a second type of cylinder head connection hole.

[0461] The specifications of the second fastener in category I are larger than those of the second fastener in category II. For example, the second fastener in category I is a bolt with a specification of M11. The second fastener in category II is a bolt with a specification of M10.

[0462] In some examples, the grade of the first type of second fastener is higher than that of the second type of second fastener. For example, the first type of second fastener is a bolt with a grade of 11.9. The second type of second fastener is a bolt with a specification of 10.9.

[0463] In other examples, the specifications of the first type of second fastener are the same as those of the second type of second fastener, but the grade of the first type of second fastener is higher than that of the second type of second fastener. For example, the first type of second fastener is a bolt with a specification of M10 and a grade of 11.9. The second type of second fastener is a bolt with a specification of M10 and a grade of 10.9.

[0464] In some other examples, the size of the first type of second fastener is larger than that of the second type of second fastener, but the class of the first type of second fastener is the same as that of the second type of second fastener. For example, the first type of second fastener is a bolt with a size of M11 and a class of 10.9. The second type of second fastener is a bolt with a size of M10 and a class of 10.9.

[0465] In other examples, the specifications of the first type of second fastener are larger than those of the second type of second fastener, and the class of the first type of second fastener is greater than that of the second type of second fastener. For example, the first type of second fastener is a bolt with a specification of M11 and a class of 11.9. The second type of second fastener is a bolt with a specification of M10 and a class of 10.9.

[0466] When selecting the second fastener, for the same specification, the higher the grade of the second fastener, the greater the axial force. Within the same grade, the higher the specification of the second fastener, the greater the axial force. Therefore, selecting a second fastener with a higher specification and / or higher grade that is farther from the first axis, and selecting a second fastener with a lower specification and / or lower grade that is closer to the first axis, can ensure that the force exerted by multiple second fasteners on the cylinder block 1 is distributed relatively evenly around the cylinder bore 14, resulting in better deformation of the cylinder bore 14 and preventing excessive air leakage from the piston 15 of the engine assembly 10.

[0467] It should be noted that, in order to avoid confusion among multiple second fasteners during assembly, second fasteners of different specifications should be selected first to ensure even distribution of bolt force around cylinder bore 14.

[0468] In some embodiments, please refer to Figure 66 , Figure 67 and Figure 68 , Figure 66 This is a schematic diagram of the structure of the cylinder head 7 provided in an embodiment of this application. Figure 67 for Figure 66 Schematic diagram of the SS cross-section structure. Figure 68 for Figure 66 A schematic diagram of the cross-sectional structure of the TT engine assembly. The engine body 10A of the engine assembly 10 includes a cylinder head 7, a cylinder block 1, and a second fastener. The cylinder head 7 is provided with a first connecting hole 76. The second fastener can pass through the first connecting hole 76 and the cylinder head connecting hole 1M to connect the cylinder head 7 and the cylinder block 1.

[0469] Specifically, the cylinder block 1 of the engine body 10A has multiple cylinder bores 14, and the cylinder head 7 of the engine has multiple cylinder ports. The multiple cylinder bores 14 are arranged one-to-one with the cylinder ports on the cylinder head 7 to form corresponding combustion chambers.

[0470] Specifically, the engine body 10A also includes a connector 102A, a camshaft, and a cam bearing housing 101A. The connector 102A connects the cam bearing housing 101A and the cylinder head 7 via a second connecting hole 77, and the camshaft is mounted on the cam bearing housing 101A. For example, the cam bearing housing 101A is a split design to optimize assembly steps and reduce the number of parts. That is, the cam bearing housing 101A includes an upper cam bearing housing 1011A and a lower cam bearing housing 1012A. During assembly, first assemble the cylinder head 7 onto the cylinder block 1, tighten the second fastener, then assemble the lower camshaft bearing housing 1012A onto the cylinder head 7, then place the camshaft, then install the upper camshaft bearing housing 1011A onto the lower camshaft bearing housing 1012A, and tighten the connecting piece 102A. Hollow cylindrical pins are used for positioning between the camshaft bearing housing 101A and the cylinder head 7, and between the upper camshaft bearing housing 1011A and the lower camshaft bearing housing 1012A.

[0471] Specifically, in order to make the space arrangement of the engine assembly 10 more compact, the cam bearing housing 101A is located on the side of the second fastener facing away from the cylinder block 1, which can further save installation space.

[0472] The cylinder head 7 is fixedly connected to the cylinder block 1 to enclose a combustion chamber for the piston 15 to move. The cylinder block 1 and the cylinder head 7 are connected by a second fastener. The cylinder head 7 is subjected to a force from the second fastener toward the cylinder block 1. A camshaft and cam bearing housing 101A, intake valve and exhaust valve are usually provided on the cylinder head 7 in the direction away from the cylinder block 1. The cam bearing housing 101A is connected to the cylinder head 7 through a connector 102A. During engine operation, the intake and exhaust valves move up and down with the intake and exhaust processes. When the intake and exhaust valves move up and down, they come into contact with the camshaft and provide a force to the camshaft acting away from the cylinder block 1. When the camshaft is subjected to this force, it is transmitted to the cylinder head 7 through the cam bearing housing 101A, causing the cylinder head 7 to also be subjected to a force acting away from the cylinder block 1. The forces acting towards the cylinder block 1 and the forces acting away from the cylinder block 1 cancel each other out, resulting in the cylinder head 7 being in a third direction (i.e., the width direction of the vehicle 1000, i.e., between the cylinder block 1 and the cylinder head). The torque balance of the arrangement direction of cylinder head 7 is important. However, for engines with multiple cylinder bores 14, since the cylinder head 7 needs to cover multiple cylinder bores 14, the design length of the cylinder head 7 in the axial direction of the camshaft is relatively long. If the second fastener between the cylinder block 1 and the cylinder head 7, the connecting piece 102A between the cam bearing seat 101A and the cylinder head 7 are not properly positioned on the cylinder head 7, it may cause uneven force on the cylinder head 7 towards the cylinder block 1 and away from the cylinder block 1, resulting in bending moment on the cylinder head 7, which seriously affects the structural strength and load-bearing capacity of the cylinder head 7.

[0473] Based on this, in some embodiments, the cylinder head 7 is provided with multiple cylinder ports, which together with the cylinder bores 14 on the cylinder block 1 form a combustion chamber. The multiple cylinder ports are arranged sequentially and spaced apart along the axial direction of the camshaft (i.e., the length direction of the vehicle 1000, which is also the axial direction of the crankshaft 4). A first connecting hole 76 is provided on the cylinder head 7 for a second fastener to pass through, and the second fastener is used to connect the cylinder head 7 and the cylinder block 1.

[0474] The cylinder head 7 is also provided with a second connecting hole 77, which is used for the passage of the connector 102A, which is used to connect the cylinder head 7 and the camshaft bearing housing 101A. The first connecting hole 76 and the second connecting hole 77 are spaced apart in a second direction (i.e., the height direction of the vehicle 1000), that is, the direction of the line connecting the centers of the first connecting hole 76 and the second connecting hole 77 is perpendicular to the axial direction of the camshaft.

[0475] With the above configuration, a second fastener and connector 102A are provided in the second direction, ensuring that the second fastener and connector 102A are not misaligned in the axial direction of the camshaft. The forces acting on the cylinder head 7 toward the cylinder block 1 and the forces acting away from the cylinder block 1 are on a straight line, thus balancing the torque of the cylinder head 7 in the axial direction of the camshaft. This avoids the bending deformation problem caused by uneven force on the cylinder head 7 due to the misalignment of the second fastener and connector 102A in the axial direction of the camshaft, improving the structural strength and load-bearing capacity of the cylinder head 7, and ensuring good reliability.

[0476] It should be noted that the second fastener and the connector 102A can both be bolts or threaded structures, or other connection structures. Those skilled in the art can select the appropriate connection structure or bolts of sufficient strength according to the connection strength requirements.

[0477] In this embodiment, the axial direction of the camshaft is the length direction of the cylinder head 7, and the second direction is the arrangement direction between the intake camshaft and the exhaust camshaft, that is, the width direction of the cylinder head 7. It should be noted that the camshaft includes an intake camshaft and an exhaust camshaft. The intake camshaft is used to drive the intake valve to open and close, and the exhaust camshaft is used to drive the exhaust valve to open and close.

[0478] In some embodiments of this application, the cylinder head 7 has a first side 7A and a second side 7B that are opposite to each other. The cylinder bore and a first connecting hole 76 are both located on the first side 7A. The cylinder block 1 of the engine body 10A is attached to the first side 7A to form a combustion chamber with the cylinder bore of the cylinder head 7. A second fastener is inserted into the first connecting hole 76 and connects and fixes the cylinder block 1, thus fixing the cylinder head 7 and the cylinder block 1 together. A support for mounting a camshaft bearing seat 101A is provided on the second side 7B. A second connecting hole 77 is formed on the support. The cylinder head cover of the engine body 10A is placed on the second side 7B, and the cylinder head cover and the second side 7B enclose a receiving space to protect internal structures such as the camshaft, spark plugs, and fuel injectors.

[0479] In this embodiment, the first connecting hole 76 and the second connecting hole 77 are located on opposite sides, which is more conducive to connecting and fixing them with their respective corresponding components.

[0480] In some embodiments of this application, each support is provided with two second connecting holes 77. When connected to the cam bearing seat 101A, the two sides of the cam bearing seat 101A are connected to the support through the two second connecting holes 77. The cam bearing seat 101A is provided with a through hole in the middle for the camshaft to pass through, so as to support the rotation of the camshaft. The two second connecting holes 77 are spaced apart in the second direction.

[0481] In this embodiment, the camshaft mounted on the cam bearing housing 101A exerts a force on the cam bearing housing 101A away from the cylinder bore 14. The two second connecting holes 77 are spaced apart, for example, on both sides of the camshaft, which can balance the force and avoid uneven force distribution that may occur when the holes are mounted on one side.

[0482] It should be noted that the cam bearing housing 101A can be a split structure, that is, the cam bearing housing 101A includes an upper cam bearing housing 1011A and a lower cam bearing housing 1012A, and the connecting piece 102A passes through the upper cam bearing housing 1011A and the lower cam bearing housing 1012A in sequence and is connected and fixed on the support.

[0483] For example, the camshaft requires support at multiple locations, and multiple support seats are provided, which are spaced apart along the axial direction of the camshaft.

[0484] In some embodiments of this application, the first connecting hole 76 extends from the first side 7A to the support seat on the second side 7B, and the first connecting hole 76 is located between the two second connecting holes 77. With respect to the misalignment of the first connecting hole 76 and the two second connecting holes 77, this hole installation method allows the forces acting towards the cylinder block 1 and the forces acting away from the cylinder block 1 that the cylinder head 7 experiences during camshaft operation to be on a straight line that coincides, thereby preventing the cylinder head 7 from bending and deforming in the axial direction of the camshaft.

[0485] For example, the support seats protrude from both ends of the camshaft in the axial direction away from the second side 7B. Two second connecting holes 77 are respectively provided at the two protruding ends, and a first connecting hole 76 extends through the two protruding ends. When the second fastener is a bolt, after the second fastener passes through the first connecting hole 76 from the second side 7B and is connected to the cylinder block 1, the bolt head remains at the second side 7B. The support seats protruding at both ends can lift the cam bearing housing 101A, avoiding interference between the cam bearing housing 101A and the bolt head, and improving the integration of the cylinder head 7.

[0486] In some embodiments of this application, a receiving groove for accommodating the camshaft is provided on the second side 7B, and a support seat is disposed in the receiving groove. In this way, the camshaft is accommodated in the receiving groove, reducing the overall height of the cylinder head 7 and improving the integration of the cylinder head 7.

[0487] In some embodiments of this application, the cylinder head 7 includes a connecting hole group 78, which includes a first connecting hole 76 and two second connecting holes 77. The two second connecting holes 77 are spaced apart in a second direction, and the first connecting hole 76 is located between the two second connecting holes 77.

[0488] By setting the connecting hole group 78, the torque of the cylinder head 7 on the camshaft axis can be balanced, further preventing bending deformation caused by uneven force on the cylinder head 7.

[0489] In some embodiments of this application, there are multiple sets of connecting holes 78, and some of the sets of connecting holes 78 are spaced apart in the axial direction of the camshaft. Especially for engines with multiple cylinder bores 14 and a long cylinder head 7, multiple sets of connecting holes 78 spaced apart need to be provided in the axial direction of the camshaft to ensure the connection strength between the cam bearing housing 101A, the cylinder head 7 and the cylinder block 1.

[0490] In some embodiments of this application, the cylinder head 7 is provided with a plurality of mounting portions 79, which are used to install fuel injectors and / or spark plugs extending into the cylinder port. The plurality of mounting portions 79 correspond one-to-one with the plurality of cylinder ports, and the plurality of mounting portions 79 are spaced apart in the axial direction of the camshaft.

[0491] The fuel injector is used to inject fuel into the cylinder of the engine, and the spark plug is used to generate an electric spark to ignite the fuel in the cylinder. The mounting part 79 is located on the side of the cylinder head 7 opposite to the cylinder block 1, corresponding to the cylinder port. The fuel injector and the spark plug can be mounted on the mounting part 79 separately or simultaneously.

[0492] For example, by simultaneously mounting the injector and spark plug on an assembly section 79, the spatial arrangement of the cylinder head 7 can be optimized, making the engine structure more compact. Especially for horizontally opposed engines with exhaust on the upper side and intake on the lower side, this arrangement of the injector and spark plug allows for easier disassembly and replacement of the injector and spark plug, and reduces the impact on the intake valve cross-sectional area, thus maintaining a high level of engine power.

[0493] In some embodiments of this application, the plurality of assembly portions 79 include adjacent first assembly portions and second assembly portions, at least one set of connecting hole groups 78 is located between the first assembly portions and the second assembly portions, and at least one set of connecting hole groups 78 is located on the side of the first assembly portion away from the second assembly portion. That is, some connecting hole groups 78 are located between the first assembly portions and the second assembly portions, and other connecting hole groups 78 are located on the side of the first assembly portion away from the second assembly portion.

[0494] In this embodiment, the connecting hole group 78, the first assembly part, and the second assembly part are spaced apart in the axial direction of the camshaft, which reduces the size of the cylinder head 7 in the second direction, thereby improving the integration of the cylinder head 7.

[0495] Specifically, the dimension of the cylinder head 7 in the second direction is mainly affected by the distance between the intake camshaft and the exhaust camshaft. In this embodiment, the connecting hole group 78 is located on the axial direction of the camshaft of the assembly part 79. The position of the camshaft changes depending on the position of the connecting hole group 78. When both intake and exhaust camshafts are provided, since the connecting hole group 78 is located on the axial direction of the camshaft of each assembly part 79, rather than on the second direction of the assembly part 79, the distance between the intake camshaft and the exhaust camshaft is reduced, thereby reducing the dimension of the cylinder head 7 in the second direction.

[0496] In some embodiments of this application, each assembly part 79 has a first mounting area 791 and a second mounting area 792. The first mounting area 791 is used to mount an injector, and the second mounting area 792 is used to mount a spark plug. The first mounting area 791 and the second mounting area 792 are spaced apart in a second direction.

[0497] In this embodiment, the first mounting area 791 and the second mounting area 792 are spaced apart in the second direction, which can reduce the axial dimension of the cylinder head 7 on the camshaft, thereby improving the integration of the cylinder head 7.

[0498] Specifically, if the first mounting area 791 and the second mounting area 792 are spaced apart in the camshaft axial direction, the area of ​​the assembly part 79 will encroach on the mounting position of the connecting hole group 78. This necessitates extending the length of the cylinder head 7 in the camshaft axial direction to allow sufficient space for the connecting hole group 78, thus increasing the length of the cylinder head 7 in the camshaft axial direction. Therefore, in this embodiment, by setting the first mounting area 791 and the second mounting area 792 to be spaced apart in the second direction, the axial dimension of the cylinder head 7 in the camshaft can be significantly reduced, improving integration.

[0499] In addition, reducing the axial dimension of the cylinder head 7 on the camshaft also helps to reduce the axial distance of multiple connecting hole groups 78 on the camshaft. The stress area of ​​the cylinder head 7 is concentrated, which helps to optimize the stress torque of the cylinder head 7 and improve the service life of the cylinder head 7.

[0500] In some embodiments, a first mounting region 791 is located near the exhaust side of the engine, and the spark plug is mounted in the first mounting region 791. A second mounting region 792 is located near the intake side of the engine, and the fuel injector is mounted in the second mounting region 792. Mounting the fuel injector on the intake side ensures that fuel is injected into the cylinder during the intake stroke or the early part of the compression stroke, allowing for thorough mixing of fuel and air to form a homogeneous air-fuel mixture. Mounting the spark plug on the exhaust side shortens the distance from the spark plug to the end of the air-fuel mixture, resulting in faster flame propagation and more rapid combustion after ignition, which helps improve the engine's power output and response speed.

[0501] Please see Figure 69 , Figure 69 This is a schematic diagram showing the positions of the spark plug and fuel injector on the cylinder head 7 according to an embodiment of this application. The fuel injector 103A is arranged on the intake side, and the angle between the fuel injector 103A and the surface of the cylinder head 7 facing away from the cylinder block 1 is 4.5°. The spark plug is arranged near the exhaust side, and the angle between the spark plug and the surface of the cylinder head 7 facing away from the cylinder block 1 is 11.2°.

[0502] In some embodiments, the engine body 10A further includes a cylinder head cover assembly 10B. The cylinder head cover assembly 10B includes a cylinder head cover 101B. The cylinder head cover 101B covers the side of the cylinder head 7 facing away from the cylinder block 1, so as to form a receiving space with the cylinder head 7, protecting the camshaft, spark plug 104A and fuel injector 103A and other structures inside the receiving space.

[0503] The engine block 10 has a first mounting hole 7C. A spark plug 104A is disposed within the first mounting hole 7C. The first mounting hole 7C includes a straight hole 71C and an angled hole 72C connected sequentially. The straight hole 71C is disposed on the cylinder head cover 101B, and the angled hole 72C is disposed on the cylinder head 7. The angled hole 72C is located on the side of the straight hole 71C facing the cylinder block 1. For example, the first mounting hole 7C is machined from the side of the cylinder head cover 101B facing away from the cylinder block 1 towards the cylinder block 1, with the straight hole 71C machined from the side of the cylinder head 7 facing away from the cylinder block 1 towards the cylinder block 1. A large taper angle is formed at the connection between the straight hole 71C and the angled hole 72C to facilitate smooth downward installation of the spark plug 104A's ignition coil.

[0504] In some examples, the straight bore 71C is a tapered bore. That is, the radial dimension of the straight bore 71C gradually decreases along the direction from the cylinder head 7 towards the cylinder block 1. This ensures that the seal of the spark plug 104A's ignition coil and mounting bracket is less likely to fail.

[0505] In some examples, the end of the oblique bore 72C facing the cylinder block 1 is closer to the injector 103A than the end of the oblique bore 72C facing away from the cylinder block 1. The axis of the straight bore 71C is perpendicular to the side surface of the cylinder head cover 101B facing away from the cylinder block 1.

[0506] In some embodiments, please refer to Figure 70 , Figure 70 This is a cross-sectional view of the cylinder head cover assembly 10B provided in an embodiment of this application. The engine body 10A also includes the cylinder head cover assembly 10B. The cylinder head cover assembly 10B includes a cylinder head cover 101B and a first phase sensor 102B. The cylinder head cover 101B covers the side of the cylinder head 7 facing away from the cylinder block 1, forming a receiving space with the cylinder head 7 to protect the camshaft, spark plug 104A, fuel injector 103A, and other structures inside the receiving space.

[0507] The first phase sensor 102B is mounted on the cylinder head cover 101B and is used to detect rotational signals such as the position and speed of the camshaft 10C. The rotational signals of the camshaft 10C are transmitted to the engine control unit (ECU) through the transmission wiring harness, thereby enabling the control unit to precisely control the engine's ignition, fuel injection, emissions, and idling functions, thereby improving power output and fuel economy.

[0508] The cylinder head cover 101B has a first end 1011B and a second end 1012B that are opposite each other along its length. The first end 1011B is provided with a mounting through hole 1013B, which extends through the cylinder head cover 101B along its thickness direction. The length direction of the cylinder head cover 101B is aligned with the axial direction of the camshaft 10C. The thickness direction of the cylinder head cover 101B is aligned with a third direction, which is the alignment direction of the cylinder head cover 101B and the cylinder head 7.

[0509] Please see Figure 71 , Figure 71 for Figure 70 The diagram shows the positional relationship between the cylinder head cover assembly 10B and the camshaft 10C. A first signal disk 101C is provided on the camshaft 10C. A mounting through hole 1013B is positioned opposite to the first signal disk 101C on the camshaft 10C.

[0510] In this embodiment, please refer to Figure 70 and Figure 72 , Figure 72 for Figure 70 The diagram shows the positional relationship between the cylinder head cover assembly 10B and the first signal disk 101C on the camshaft 10C. The cylinder head cover 101B is a cover 26 structure with a length greater than its width, and the cylinder head cover 101B has a first end 1011B and a second end 1012B opposite to each other along its length direction. The first end 1011B and the second end 1012B refer to the two ends of the cover 26 located at the two ends along the length direction of the cylinder head cover 101B and each having a certain length.

[0511] The first end 1011B has a mounting through hole 1013B, which extends through the cylinder head cover 101B along its thickness. For details, please refer to [link to details]. Figure 70 and Figure 71 The cylinder head cover 101B itself has a certain thickness, and the cylinder head cover 101B has an inner side 1014B and an outer side 1015B. When the cylinder head cover 101B is installed in the engine, the camshaft 10C is located on the inner side 1014B of the cylinder head cover 101B. The mounting through hole 1013B passes through the cover body 26 of the cylinder head cover 101B and connects the inner side 1014B and the outer side 1015B.

[0512] The mounting through hole 1013B is used to mount the probe 1021B in the first phase sensor 102B. In order for the probe 1021B to detect the rotation signal of the camshaft 10C, the mounting through hole 1013B needs to be set to correspond to the first signal disk 101C on the camshaft 10C.

[0513] It should be noted that the camshaft 10C is fitted with multiple cams, which rotate under the drive of the camshaft 10C, thereby opening or closing the intake and exhaust valves in the cylinder. The camshaft 10C is connected to the crankshaft 4 in the engine body 10A through transmission components such as gears, a first timing chain, and a second timing chain, and the crankshaft 4 drives the camshaft 10C to rotate.

[0514] A first signal disk 101C is fitted onto the camshaft 10C. When the camshaft 10C rotates, the first signal disk 101C rotates along with the camshaft 10C. The outer edge of the first signal disk 101C has multiple signal teeth of different sizes, and a groove is defined between two adjacent signal teeth. These signal teeth and grooves are asymmetrical, forming a special structure. For example, in... Figure 72 In the first signal disk 101C, there are two large teeth and two small teeth on the outside. The two large teeth and two small teeth are unevenly spaced along the circumferential direction of the first signal disk 101C, thus forming an asymmetrical structure. This asymmetrical signal teeth can accurately transmit the phase information of the camshaft 10C.

[0515] Specifically, in this embodiment, the first phase sensor 102B is a Hall sensor, which contains a Hall element. When the camshaft 10C drives the first signal disk 101C to rotate, signal teeth of different positions and sizes on the first signal disk 101C periodically move closer to or further away from the Hall element. After sensing the change in the magnetic field, the Hall element outputs a corresponding voltage signal to the engine control unit. The engine control unit analyzes and interprets these voltage signals to obtain rotational information such as the speed and phase of the camshaft 10C, and then controls the engine's operating state based on the rotational information of the camshaft 10C.

[0516] Please continue reading. Figure 70 and 71 A first phase sensor 102B is mounted on the first end 1011B, and the first phase sensor 102B includes a probe head 1021B and a connector 1022B. The probe head 1021B is located inside the mounting through hole 1013B to detect the rotation signal of the first signal disk 101C. The connector 1022B is located outside the mounting through hole 1013B and has a plug interface 1023B. The plug interface 1023B is used for the insertion of the conductive wire harness, and the plug interface 1023B faces the second end 1012B.

[0517] Specifically, in this embodiment, the first phase sensor 102B can be a Hall effect sensor or a magnetoelectric sensor; the specific type can be flexibly selected as needed. Please refer to [link / reference]. Figure 73 , Figure 73 for Figure 70The diagram shows the structure of the first phase sensor 102B in the cylinder head cover assembly 10B. The probe head 1021B is cylindrical, therefore the mounting through hole 1013B is also designed as a circular hole to improve the installation stability of the probe head 1021B. The probe head 1021B contains a detection element; for example, when the first phase sensor 102B is a Hall effect sensor, the detection element is a Hall element; when the first phase sensor 102B is a magnetoelectric sensor, the detection element is an inductor coil.

[0518] Please see Figure 74 , Figure 74 for Figure 73 The diagram shows a left-side view of the first phase sensor 102B. The connector 1022B is block-shaped and has a insertion slot 1024B. The insertion slot 1024B has an interface 1023B, and a conductive pin 1025B is provided within it. The conductive pin 1025B is electrically connected to the detection element within the detector head 1021B. When the conductive wire harness is inserted into the insertion slot 1024B, the conductive pin 1025B makes conductive contact with the conductive components on the conductive wire harness, thereby achieving signal transmission.

[0519] Please continue reading. Figure 70 and Figure 71 In this embodiment, the connector 1022B's interface 1023B faces the second end 1012B of the cylinder head cover 101B, that is, the connector 1023B faces the other end of its own position. This provides sufficient space in front of the connector 1023B for the conductive wiring harness to be inserted into the connector 1023B, thereby improving the convenience of mutual insertion between the first phase sensor 102B and the conductive wiring harness, and effectively solving the technical problem of inconvenient insertion between the first phase sensor 102B and the conductive wiring harness in existing engines.

[0520] It can also be understood that the ignition coil of spark plug 104A is usually arranged in the middle of cylinder head cover 101B. This application sets the first phase sensor 102B at one end of the cylinder head cover 101B in the length direction, which can increase the distance between the first phase sensor 102B and the ignition coil, thereby reducing the electromagnetic interference received by the first phase sensor 102B and ensuring the accuracy of the detection signal.

[0521] In some embodiments, please continue reading Figure 70 and Figure 71The cylinder head cover 101B has a sealing bottom surface 1016B for assembly with the cylinder head 7, and the cylinder head cover 101B also has a first highest top surface 1017B located between the insertion interface 1023B and the second end 1012B, the first highest top surface 1017B facing away from the sealing bottom surface 1016B. With the sealing bottom surface 1016B as a reference, the height of the insertion interface 1023B is higher than the height of the first highest top surface 1017B.

[0522] Specifically, in this embodiment, the sealing bottom surface 1016B of the cylinder head cover 101B is a plane, which is beneficial for sealing assembly with the cylinder head 7. When measuring the height of the first highest top surface 1017B and the insertion interface 1023B, the sealing bottom surface 1016B needs to be used as the measurement starting point, and the measuring ruler needs to be perpendicular to the sealing bottom surface 1016B. The distance between the first highest top surface 1017B and the sealing bottom surface 1016B is the height of the first highest top surface 1017B, and the distance between the insertion interface 1023B and the sealing bottom surface 1016B is the height of the insertion interface 1023B.

[0523] In this embodiment, when the cylinder head cover 101B is as follows: Figure 70 or Figure 71 When placed horizontally as shown, the first highest top surface 1017B refers to the surface of the cylinder head cover 101B with the highest height between the insertion interface 1023B and the second end 1012B. It can be understood that by making the height of the insertion interface 1023B higher than the height of the first highest top surface 1017B, the cover 26 portion of the cylinder head cover 101B between the insertion interface 1023B and the second end 1012B cannot obstruct the insertion interface 1023B, thereby facilitating the insertion of the conductive wiring harness into the insertion interface 1023B and improving the ease of connection between the first phase sensor 102B and the conductive wiring harness.

[0524] In some embodiments, please continue reading Figure 70 and Figure 71 The cylinder head cover 101B also has a second highest top surface 1018B, which is located on the side of the insertion interface 1023B opposite to the second end 1012B; with the sealing bottom surface 1016B as a reference, the maximum height of the first phase sensor 102B is lower than the height of the second highest top surface 1018B.

[0525] Specifically, when measuring the height of the first highest surface 1017B and the connector 1023B, the sealing bottom surface 1016B should be used as the starting point for measurement, and the measuring ruler should be perpendicular to the sealing bottom surface 1016B. The distance between the second highest surface 1018B and the sealing bottom surface 1016B is the height of the second highest surface 1018B. The maximum height of the first phase sensor 102B refers to the distance between the furthest point on the first phase sensor 102B from the sealing bottom surface 1016B and the sealing bottom surface 1016B.

[0526] Furthermore, in this embodiment, when the cylinder head cover 101B is as follows: Figure 70 or Figure 71 When placed horizontally as shown, the second highest top surface 1018B is the highest surface on the cylinder head cover 101B. It can be understood that in this embodiment, by making the maximum height of the first phase sensor 102B lower than the height of the second highest top surface 1018B, the first phase sensor 102B can be prevented from protruding relative to the highest surface of the cylinder head cover 101B, thereby preventing the first phase sensor 102B from affecting the assembly of the cylinder head cover 101B with other components.

[0527] In some embodiments, please continue reading Figure 71 and Figure 72 The cylinder head cover 101B has multiple side edges 1019B around its periphery, and the first phase sensor 102B is spaced apart from any one of the side edges 1019B. Specifically, in Figure 71 In the cylinder head cover 101B, the first phase sensor 102B and the two side edges 1019B along the length direction are spaced apart. Figure 72 In this configuration, the first phase sensor 102B is also spaced apart from the two sides 1019B of the cylinder head cover 101B in the width direction. That is, the first phase sensor 102B does not protrude beyond the boundary of the cylinder head cover 101B, which avoids the first phase sensor 102B affecting the assembly of the cylinder head cover 101B with other components.

[0528] In some embodiments, please continue reading Figure 70 and Figure 71The cylinder head cover 101B also has an ignition coil mounting position 110B, which is used to mount the ignition coil of the spark plug 104A. The distance between the first phase sensor 102B and the ignition coil mounting position 110B is greater than or equal to 40 mm. Specifically, in this embodiment, a circle with a radius of 40 mm can be drawn with the location of the first phase sensor 102B as the center, and the ignition coil mounting position 110B is located at a radial distance of more than 40 mm from the first phase sensor 102B. Specifically, the distance between the first phase sensor 102B and the ignition coil mounting position 110B can be 40 mm, 45 mm, 50 mm, 55 mm, 60 mm, 65 mm, 70 mm, 75 mm, 80 mm, etc.

[0529] It is understood that in this embodiment, by making the distance between the first phase sensor 102B and the ignition coil mounting position 110B greater than or equal to 40 mm, the electromagnetic interference of the ignition coil to the first phase sensor 102B can be reduced, thus ensuring the accuracy of the detection signal.

[0530] In some embodiments, the first phase sensor 102B is further provided with an electromagnetic shielding layer, such as a metal shell, so as to better shield the electromagnetic interference of the ignition coil and ensure the accuracy of the detection signal.

[0531] In some embodiments, please refer to Figure 72 The cylinder head cover assembly 10B also includes a threaded connector 10D, which can be a bolt. The cylinder head cover 101B also has a threaded hole 120B, which is a blind hole to prevent oil leakage. Please continue reading. Figure 72 and Figure 73 The first phase sensor 102B also includes a fixing plate 1026B, a probe 1021B and a connector 1022B are fixedly connected to the fixing plate 1026B, and the fixing plate 1026B is provided with a fixing hole 1027B that is opposite to the screw hole 120B. The threaded connector 10D passes through the fixing hole 1027B and is screwed to the screw hole 120B. The threaded connector 10D presses the fixing plate 1026B onto the cylinder head cover 101B.

[0532] It is understood that in this embodiment, the first phase sensor 102B is fixed to the cylinder head cover 101B by the threaded connector 10D. This not only ensures the stability of the first phase sensor 102B after installation, but also makes the installation and removal of the first phase sensor 102B more convenient.

[0533] In some embodiments, please continue reading Figure 73The inner wall of the fixing hole 1027B is provided with multiple anti-loosening protrusions 1028B. The anti-loosening protrusions 1028B abut against the outer wall of the threaded connector 10D. It can be understood that the friction between the anti-loosening protrusions 1028B and the threaded connector 10D can restrict the rotation of the threaded connector 10D, thereby preventing the threaded connector 10D from rotating and loosening under vibration, and ensuring the installation stability of the first phase sensor 102B.

[0534] In some embodiments, please continue reading Figure 73 and Figure 74 The outer periphery of the probe head 1021B is provided with multiple reinforcing ribs 1029B, which are arranged at intervals along the circumferential direction of the probe head 1021B. It is understood that the engine will generate a certain amount of vibration during operation. In this embodiment, by providing reinforcing ribs 1029B on the outer periphery of the probe head 1021B, the structural strength of the probe head 1021B can be improved, preventing breakage under vibration conditions and enhancing the reliability of the first phase sensor 102B.

[0535] In some embodiments, the engine body 10A further includes a shock absorber assembly 10E, which includes a shock absorber wheel 101E. The shock absorber wheel 101E is sleeved on one end of the crankshaft 4 to reduce the torsional vibration generated by the crankshaft 4 during the operation of the engine assembly 10, thereby reducing the vibration and noise of the engine assembly 10 and protecting the engine assembly 10.

[0536] In some examples, please refer to Figure 75 , Figure 75 This is a cross-sectional view of the damper assembly 10E of the crankshaft 4 provided in this embodiment. The damping wheel 101E includes a hub 1011E, a rubber ring 1012E, and an inertia ring 1013E. The inertia ring 1013E is disposed on the outer periphery of the hub 1011E and extends circumferentially along the hub 1011E. The rubber ring 1012E is disposed between the inertia ring 1013E and the hub 1011E. Exemplarily, the inertia ring 1013E, the rubber ring 1012E, and the hub 1011E are stacked and pressed together sequentially from the outside to the inside. That is, the rubber ring abuts against both the hub 1011E and the inertia ring 1013E. In this way, during the rotation of the crankshaft 4, the inertia ring 1013E and the rubber ring 1012E can generate alternating shear deformation during torsional vibration to dissipate energy, thereby playing a role in vibration damping and noise reduction.

[0537] In some embodiments, please continue reading Figure 75The shock absorber assembly 10E also includes a second signal disc 102E. The second signal disc 102E is located on the outer periphery of the hub 1011E and extends circumferentially along the hub 1011E. The second signal disc 102E is located on one side of the inertia ring 1013E in its axial direction. Exemplarily, the second signal disc 102E is press-fitted onto the outer periphery of the hub 1011E by an interference fit. This allows the second signal disc 102E to be integrated into the shock absorber wheel 101E, thereby reducing the overall space occupied by the second signal disc 102E and the shock absorber wheel 101E, thus improving the compactness of the engine assembly 10.

[0538] Furthermore, the second signal disc 102E and the wheel hub 1011E adopt a split structure, which can reduce the thickness of the second signal disc 102E and reduce the overall weight.

[0539] In some examples, the thickness of the signal disk is greater than or equal to 2.5 mm and less than or equal to 3 mm. For example, the thickness of the signal disk can be 2.5 mm, 2.6 mm, 2.7 mm, 2.8 mm, 2.9 mm, 3 mm, etc. Here, the thickness of the signal disk refers to its axial dimension.

[0540] The second signal disk 102E is used to detect signals such as the position and speed of the crankshaft 4. Specifically, a second phase sensor can also be installed on the cylinder block 1. The second phase sensor can be a Hall sensor, a magnetoelectric sensor, a photoelectric sensor, etc. The detection head of the second phase sensor corresponds to the second signal disk 102E, and the second phase sensor and the second signal disk 102E work together to detect signals such as the position and speed of the crankshaft 4.

[0541] In some examples, please refer to Figure 76 , Figure 76 for Figure 75 The diagram shows the structure of the second signal disk 102E in the shock absorber assembly 10E. The second signal disk 102E includes a disk body 1021E and multiple signal protrusions 1022E disposed on the outer peripheral surface of the disk body 1021E. The disk body 1021E is fixed to the hub 1011E, and the multiple signal protrusions 1022E are spaced apart circumferentially along the disk body 1021E. A tooth groove is defined between two adjacent protrusions.

[0542] When the crankshaft 4 rotates, it drives the shock absorber assembly 10E to rotate as well, thereby causing the second signal disk 102E of the shock absorber assembly 10E to rotate. The rotation of the second signal disk 102E causes multiple signal protrusions 1022E and tooth grooves to continuously pass through the detection head of the second phase sensor, so that the detection head can detect the rotation angle and speed of the crankshaft 4.

[0543] In some embodiments, the maximum outer diameter of the second signal disk 102E (e.g.) Figure 76The radius R3 shown is the same as the maximum outer diameter of the inertia ring 1013E. It should be noted that the maximum outer diameter of the second signal disk 102E refers to the maximum value of the sum of the outer diameter of the disk body 1021E of the second signal disk 102E and the radial dimensions of the multiple signal protrusions 1022E. In other words, it is the maximum distance from the surface of the multiple signal protrusions 1022E facing away from the central axis of the second signal disk 102E to the central axis of the second signal disk 102E. The maximum outer diameter of the inertia ring 1013E refers to the maximum distance from the outer surface of the inertia ring 1013E to its central axis.

[0544] By setting the maximum outer diameter of the second signal disc 102E to be the same as the maximum outer diameter of the inertia ring 1013E, the second signal disc 102E can avoid occupying a large space in its radial direction, thereby further improving the compactness of the engine assembly 10.

[0545] In some examples, please refer to Figure 75 and 77 , Figure 77 for Figure 75 The diagram shows a cross-sectional view of the inertia ring 1013E in the shock absorber assembly 10E. The inertia ring 1013E has a clearance groove 1014E. The clearance groove 1014E is recessed from the surface of the inertia ring 1013E facing the second signal disk 102E along the direction opposite to the second signal disk 102E, and extends to the outer peripheral surface of the inertia ring 1013E.

[0546] By setting the clearance groove 1014E, the inertial ring 1013E can be prevented from affecting the signal protrusion 1022E and the tooth groove of the second signal disk 102E, so that the second phase sensor can effectively detect the signal of the second signal disk 102E.

[0547] In some embodiments, the distance between the side surface of the second signal disk 102E facing the inertial ring 1013E and the side surface of the inertial ring 1013E facing the second signal disk 102E is greater than or equal to 5 mm. That is, the minimum distance between the second signal disk 102E and the inertial ring 1013E is greater than or equal to 5 mm. For example, the distance between the side surface of the second signal disk 102E facing the inertial ring 1013E and the side surface of the inertial ring 1013E facing the second signal disk 102E can be 5 mm, 5.5 mm, 6 mm, 6.5 mm, 7 mm, 7.5 mm, 8 mm, etc.

[0548] By setting the distance between the side surface of the second signal disk 102E facing the inertial ring 1013E and the side surface of the inertial ring 1013E facing the second signal disk 102E within the above range, it can be ensured that the inertia of the inertial ring 1013E is reduced less (a large inertia of the inertial ring 1013E is beneficial for vibration reduction), which enables the second phase sensor to read the signal smoothly.

[0549] In some embodiments, please continue reading Figure 77 The inertial ring 1013E includes a first ring portion 1015E and a second ring portion 1016E. The first ring portion 1015E is disposed on the side of the second ring portion 1016E facing the second signal disk 102E, and the outer diameter of the first ring portion 1015E is smaller than the outer diameter of the second ring portion 1016E, so that the outer peripheral surface of the first ring portion 1015E and the surface of the second ring portion 1016E facing the second signal disk 102E define a clearance groove 1014E. The distance between the surface of the second signal disk 102E facing the inertial ring 1013E and the surface of the inertial ring 1013E facing the second signal disk 102E refers to the distance between the surface of the second signal disk 102E facing the inertial ring 1013E and the surface of the first ring portion 1015E facing the second signal disk 102E.

[0550] The signal protrusion 1022E has an axial dimension equal to its height on the second signal wheel. The ratio of the difference between the outer diameter of the disk body 1021E and the outer diameter of the first ring portion 1015E of the second signal disk 102E to the height of the signal protrusion 1022E is greater than or equal to 4. That is, the outer diameter of the disk body 1021E of the second signal disk 102E is greater than the outer diameter of the first ring portion 1015E. For example, the ratio of the difference between the outer diameter of the disk body 1021E and the outer diameter of the first ring portion 1015E to the height of the signal protrusion 1022E can be 4, 5, 6, 7, 8, etc.

[0551] In this way, the influence of the inertial loop 1013E on the signal protrusion 1022E and the groove of the second signal disk 102E can be further avoided, so that the second phase sensor can effectively detect the signal of the second signal disk 102E.

[0552] In some embodiments, please refer to Figure 76 and Figure 78 , Figure 78 for Figure 75 The diagram shows the structure of the hub 1011E in the shock absorber assembly 10E. The second signal disc 102E has a first positioning hole 1023E. The hub 1011E has a second positioning hole 1017E. The first positioning hole 1023E and the second positioning hole 1017E are axially aligned. This allows for proper positioning of the second signal disc 102E and the hub 1011E when installing the second signal disc 102E onto the hub 1011E, improving installation accuracy and ensuring the angular relationship between the second signal disc 102E and the hub 1011E.

[0553] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An engine assembly, characterized in that, include: Cylinder head (7); Oil pan (2), wherein the oil pan (2) is provided with an oil storage tank (21); The cylinder head (7) has an oil return groove (71) communicating with the oil pan (2) on the side facing the oil pan (2), and the oil return groove (71) is located on the side of the cylinder head (7) facing away from the cylinder block (1). The cylinder head (7) is also provided with an oil return channel (73), which connects the oil return groove (71) and the oil storage groove (21).

2. The engine assembly according to claim 1, characterized in that, Also includes: Cylinder block (1); the cylinder head (7) is connected to one side of the cylinder block (1) in the width direction of the vehicle; the oil pan (2) is connected to the lower side of the cylinder block (1).

3. The engine assembly according to claim 2, characterized in that, It also includes a timing cover (3), which is connected to the cylinder block (1) and the cylinder head (7) on one side of the vehicle length direction, and the timing cover is provided with an oil return hole (72); The lubricating oil in the timing cover (3) can enter the oil return groove (71) through the oil return hole (72).

4. The engine assembly according to claim 1, characterized in that, The cylinder body (1) is also provided with a shaft cavity (11); The engine assembly also includes a crankshaft (4), which is disposed in a shaft cavity (11) and rotatably connected to the cylinder block (1); The cylinder block (1) also has a plurality of bearing seats (13) for supporting the bearings (12) connected to the crankshaft (4); A plurality of bearing housings (13) include a first type of bearing housing and a second type of bearing housing, wherein the first type of bearing housing has a first type of bearing housing width along the extension direction of the crankshaft; the second type of bearing housing has a second type of bearing housing width along the extension direction of the crankshaft; wherein the width of the first type of bearing housing and the width of the second type of bearing housing are not the same.

5. The engine assembly according to claim 4, characterized in that, The cylinder block (1) is also provided with a cylinder bore (14), which is used for fuel combustion; The bearing housing (13) and the bearing (12) define the oil groove (16); the cylinder body (1) also forms an oil injection channel (17), the inlet of the oil injection channel (17) is connected to the oil groove (16), and the outlet of the oil injection channel (17) is connected to the cylinder bore (14); The cylinder body (1) is also provided with an oil injector (18), which is located at the outlet of the oil injection channel (17) and is used to inject oil into the cylinder bore (14).

6. The engine assembly according to claim 5, characterized in that, The width of the first type of bearing housing is greater than that of the second type of bearing housing, and the oil injection channel (17) is provided on the first type of bearing housing.

7. The engine assembly according to claim 6, characterized in that, The number of the oil injection channels (17) is multiple, and one of the oil tanks (16) is connected to the inlet of at least one of the oil injection channels (17).

8. The engine assembly according to claim 4, characterized in that, It also includes a shock absorber assembly (10E) connected to the crankshaft (4); The shock absorber assembly (10E) includes a shock absorber wheel (101E), the shock absorber wheel (101E) comprising: Wheel hub (1011E); An inertia ring (1013E) is disposed on the outer periphery of the hub (1011E) and extends circumferentially along the hub (1011E); A rubber ring (1012E) is disposed between the inertia ring (1013E) and the hub (1011E).

9. The powertrain according to claim 1, characterized in that, include: The engine assembly according to any one of claims 1-8.

10. A vehicle, characterized in that, include: The powertrain as claimed in claim 9; The vehicle body, wherein the powertrain is located within the vehicle body.

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