An engine and vehicle
The parallel oil supply system solves the problem that the engine lubrication system cannot meet the lubrication needs of multiple moving parts, and achieves synchronous lubrication of the first crankshaft and the second crankshaft, thereby improving lubrication efficiency and the stability and service life of the engine.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- WUHU ACTECO POWERTRAIN CO LTD
- Filing Date
- 2026-05-06
- Publication Date
- 2026-07-10
AI Technical Summary
Existing engine lubrication systems are unable to meet the lubrication needs of multiple moving parts, leading to accelerated wear and affecting engine stability and service life.
A parallel oil supply system was designed, which connects the first shaft hole and the second shaft hole through the oil inlet passage, the first oil passage and the second oil passage respectively, to achieve synchronous lubrication of the first crankshaft and the second crankshaft, and to ensure that each moving part receives sufficient lubricating oil.
It achieves uniform lubrication of all moving parts of the engine, reduces problems such as oil supply delay and insufficient oil supply, and improves lubrication efficiency, engine stability and service life.
Smart Images
Figure CN122359142A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of engine technology, and in particular to an engine and a vehicle. Background Technology
[0002] To reduce engine displacement and improve combustion efficiency and fuel economy, variable stroke engine technology was developed. This means that the engine's compression and expansion strokes each correspond to different stroke ranges.
[0003] In related technologies, in addition to a first crankshaft and a first connecting rod in the engine, a second crankshaft is added and connected to the first crankshaft via a second connecting rod. By changing the phase difference between the first and second crankshafts, the compression and expansion strokes of the engine can be made to correspond to different stroke ranges.
[0004] However, with the increase in moving parts, the engine lubrication system is unable to meet the lubrication needs of all moving parts of the engine, leading to accelerated wear of the moving parts. Summary of the Invention
[0005] This application provides an engine. It can solve the problem that related engine lubrication systems are unable to adequately lubricate the various moving parts of the engine. The technical solution is as follows: On the one hand, an engine is provided, including: an engine block, pistons, a first crankshaft, and a second crankshaft; The internal space of the engine block includes a cylinder cavity and a crankcase space, and the crankcase space is provided with a first shaft hole and a second shaft hole. The piston is movably connected to the engine block within the cylinder chamber; Both the first crankshaft and the second crankshaft are located within the crankcase space, and the first crankshaft is rotatably connected to the engine block at the first shaft hole, and the second crankshaft is rotatably connected to the engine block at the second shaft hole; the first crankshaft is closer to the piston than the second crankshaft, and the first crankshaft is connected to the piston and also to the second crankshaft; The engine has a lubrication passage, which includes an oil inlet passage, a first oil passage, and a second oil passage, both of which are connected to the oil inlet passage. The oil inlet passage is used to connect to the oil supply end of the engine. The first oil passage is connected to the first shaft hole, and the second oil passage is connected to the second shaft hole.
[0006] In some possible implementations, the engine further includes: a first connecting rod, a second connecting rod, and a piston connecting rod located within the crankcase space; the central portion of the first connecting rod is rotatably connected to the first crankshaft, a first end of the first connecting rod is rotatably connected to the first end of the piston connecting rod, a second end of the piston connecting rod is rotatably connected to the piston, a second end of the first connecting rod is rotatably connected to the first end of the second connecting rod, and a second end of the second connecting rod is rotatably connected to the second crankshaft; The first oil passage is further configured to supply oil to the first connecting rod; the second oil passage is configured to supply oil to the second connecting rod.
[0007] In some possible implementations, the central portion of the first connecting rod has a first sleeve hole, through which the first connecting rod is sleeved onto the first crankshaft; The first oil passage includes: a first sub-oil passage and a second sub-oil passage; the first sub-oil passage is located on the engine block, one end of the first sub-oil passage is connected to the oil inlet passage, and the other end is connected to the first shaft hole; the second sub-oil passage is located on the first crankshaft and extends along a first direction parallel to the extension direction of the first crankshaft, and the first shaft hole is connected to the first sleeve hole through the second sub-oil passage.
[0008] In some possible implementations, there are multiple first connecting rods, which are spaced apart along the first direction; there are multiple first shaft holes, which are spaced apart along the first direction on the engine block, and there is at least one first connecting rod between two adjacent first shaft holes. The first oil passage further includes: a first main oil passage located on the engine cylinder block; the first main oil passage is connected to the oil inlet passage and extends along the first direction; there are multiple first sub-oil passages, which are distributed at intervals along the first direction on the engine cylinder block and correspond one-to-one with multiple first shaft holes; one end of each of the multiple first sub-oil passages is connected to the corresponding multiple first shaft holes, and the other end is connected to the first main oil passage; the second sub-oil passage is connected to multiple first socket holes.
[0009] In some possible implementations, the first end of the piston connecting rod has a second sleeve hole, and the first end of the piston connecting rod is sleeved on the first end of the first connecting rod through the second sleeve hole; The first oil passage includes: a first oil guide hole and a first nozzle; the first oil guide hole is located at the first end of the piston connecting rod, and one end of the first oil guide hole is connected to the second sleeve hole; one end of the first nozzle is connected to the oil inlet passage, and the other end of the first nozzle extends into the crankcase space and can face the other end of the first oil guide hole.
[0010] In some possible implementations, the second end of the second connecting rod has a third sleeve hole, through which the second end of the second connecting rod is sleeved on the second crankshaft; The second oil passage includes a third sub-oil passage and a fourth sub-oil passage; the third sub-oil passage is located on the engine block, one end of the third sub-oil passage is connected to the oil inlet passage, and the other end is connected to the second shaft hole; the fourth sub-oil passage is located on the second crankshaft and extends in a first direction parallel to the extension direction of the second crankshaft; the second shaft hole is connected to the third socket hole through the fourth sub-oil passage.
[0011] In some possible implementations, the first end of the second link has a fourth socket, through which the first end of the second link is sleeved onto the second end of the first link; The second oil passage further includes a fifth sub-oil passage and a sixth sub-oil passage; the fifth sub-oil passage is located on the second crankshaft near the second connecting rod and passes through the second crankshaft radially; the fifth sub-oil passage is connected to the fourth sub-oil passage; the sixth sub-oil passage is located on the second connecting rod; one end of the sixth sub-oil passage is connected to the fifth sub-oil passage, and the other end is connected to the fourth socket.
[0012] In some possible implementations, there are multiple second connecting rods, which are spaced apart along the first direction; there are multiple second shaft holes, which are spaced apart along the first direction on the engine block, and there is at least one second connecting rod between two adjacent second shaft holes; The second oil passage further includes: a second main oil passage located on the engine cylinder block; the second main oil passage is connected to the oil inlet passage and extends along the first direction; there are multiple third sub-oil passages, which are distributed at intervals along the first direction on the engine cylinder block and correspond one-to-one with multiple second shaft holes; one end of each of the multiple third sub-oil passages is connected to the corresponding multiple second shaft holes, and the other end is connected to the second main oil passage; the fourth sub-oil passage is connected to multiple third socket holes.
[0013] In some possible implementations, the engine block includes: a cylinder body, a first bearing cap, and a second bearing cap; The cylinder chamber is located on one side of the cylinder body in the second direction; The first bearing cap is detachably connected to the cylinder body. The first bearing cap is located on the side of the cylinder body away from the cylinder cavity and forms the first shaft hole with the cylinder body. The second bearing cover is detachably connected to the first bearing cover. The second bearing cover is located on the side of the first bearing cover away from the cylinder body and forms the second shaft hole with the first bearing cover. The oil inlet passage is located on the cylinder body. The end of the first oil passage away from the oil inlet passage passes through the cylinder body and connects to the first shaft hole. The end of the second oil passage away from the oil inlet passage passes through the cylinder body and the first bearing cover and connects to the second shaft hole.
[0014] On the other hand, a vehicle is provided that integrates the aforementioned engine.
[0015] The beneficial effects of the technical solutions provided in this application include at least the following: The oil inlet passage is used to connect with the engine's oil supply end. The first oil passage connects to the first shaft hole, and the second oil passage connects to the second shaft hole. While lubricating oil is supplied to the first shaft hole through the first oil passage, lubricating oil can be supplied to the second shaft hole through the second oil passage, thus providing a consistent lubrication environment for the first and second crankshafts. This ensures that both the first and second shaft holes receive sufficient lubricating oil. Compared to a sequential oil supply scheme, this application avoids the problems of delayed oil supply and insufficient oil supply to the downstream structure compared to the upstream structure, thereby ensuring the rotational coordination of the first and second crankshafts and providing reliable lubrication support for the stable implementation of the engine's variable stroke function. Furthermore, parallel oil supply reduces oil circuit resistance, improves lubricating oil delivery efficiency, and further optimizes the internal lubrication effect of the engine. Attached Figure Description
[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0017] Figure 1 This is a schematic diagram of the structure of an engine provided in an embodiment of this application.
[0018] Figure 2 This application provides an embodiment of an engine in which... Figure 1 A schematic diagram of the cross section along the A-A' direction.
[0019] Figure 3 This is a schematic diagram of the structure of an engine cylinder block provided in an embodiment of this application.
[0020] Figure 4 This is a partial cross-sectional schematic diagram of an engine block in the crankcase space provided in an embodiment of this application.
[0021] Figure 5 This is a schematic cross-sectional view of an engine provided in an embodiment of this application. Figure 1 .
[0022] Figure 6 This is a schematic cross-sectional view of an engine provided in an embodiment of this application. Figure 2 .
[0023] Figure 7 This is a schematic cross-sectional view of an engine provided in an embodiment of this application. Figure 3 .
[0024] Figure 8 This is a schematic cross-sectional view of an engine provided in an embodiment of this application. Figure 4 .
[0025] Figure 9 This is a schematic cross-sectional view of an engine provided in an embodiment of this application. Figure 5 .
[0026] Figure 10 This is a partial cross-sectional schematic diagram of an engine block in the crankcase space, provided in another embodiment of this application.
[0027] Figure 11 This is an exploded view of an engine cylinder block provided in an embodiment of this application.
[0028] Figure 12 This is a partial cross-sectional schematic diagram of an engine block in the crankcase space, as provided in another embodiment of this application.
[0029] Figure label: 000, Engine; 001, Engine Block; 002, Piston; 003, First Crankshaft; 004, Second Crankshaft; 005, First Connecting Rod; 005a, Central Section; 005b, First End of First Connecting Rod; 005c, Second End of First Connecting Rod; T1, First Sleeve Hole; 006, Second Connecting Rod; 006a, First End of Second Connecting Rod; 006b, Second End of Second Connecting Rod; T3, Third Sleeve Hole; T4, Fourth Sleeve Hole; 007, Piston Connecting Rod; 007a, First End of Piston Connecting Rod; 007b, Second End of Piston Connecting Rod; T2, Second Sleeve Hole; Q1, Cylinder chamber; Q2, Crankcase space; K1, First shaft hole; K2, Second shaft hole; R0, oil inlet passage; R01, first oil inlet passage; R01a, oil inlet; R02, second oil inlet passage; R1, First oil passage; R11, First sub-oil passage; R12, Second sub-oil passage; R13, First main oil passage; R14, First guide hole; R15, First nozzle; R2, Second oil passage; R21, Third sub-oil passage; R21a, First branch oil passage; R21b, Second branch oil passage; R22, Fourth sub-oil passage; R23, Fifth sub-oil passage; R24, Sixth sub-oil passage; R25, Second main oil passage; R31, third oil passage; R32, third nozzle; 101. Cylinder body; 102. First bearing cap; 103. Second bearing cap; 104. First fastening bolt; 105. Second fastening bolt; 106. Third fastening bolt; 107. Positioning sleeve. Detailed Implementation
[0030] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.
[0031] This application provides an engine. Figure 1 This is a schematic diagram of the structure of an engine provided in an embodiment of this application. Figure 2 This application provides an embodiment of an engine in which... Figure 1 A schematic diagram of the cross-section along the A-A' direction. (See diagram below.) Figure 1 and Figure 2 As shown, engine 000 may include: engine block 001, piston 002, first crankshaft 003 and second crankshaft 004.
[0032] The internal space of the engine block 001 may include a cylinder chamber Q1 and a crankcase space Q2, wherein the crankcase space Q2 is provided with a first shaft hole K1 and a second shaft hole K2. For example... Figure 3 and Figure 4 As shown, Figure 3 This is a structural schematic diagram of an engine cylinder block 001 provided in an embodiment of this application. Figure 4 This is a partial cross-sectional schematic diagram of an engine block 001 in the crankcase space Q2 provided in an embodiment of this application.
[0033] The piston 002 is movably connected to the engine block 001 within the cylinder chamber Q1. Exemplarily, the piston 002 is slidably connected to the engine block 001 within the cylinder chamber Q1 and is capable of reciprocating along the axial direction of the cylinder chamber Q1.
[0034] Both the first crankshaft 003 and the second crankshaft 004 are located within the crankcase space Q2. The first crankshaft 003 is rotatably connected to the engine block 001 at the first shaft hole K1, and the second crankshaft 004 is rotatably connected to the engine block 001 at the second shaft hole K2. The first crankshaft 003 is closer to the piston 002 than the second crankshaft 004. The first crankshaft 003 is connected to the piston 002 and also to the second crankshaft 004.
[0035] Here, cylinder chamber Q1 serves as the combustion chamber for fuel. Piston 002 reciprocates along the axial direction within cylinder chamber Q1. During the compression stroke, as piston 002 moves upward, it compresses the air-fuel mixture within cylinder chamber Q1. During the expansion stroke, after ignition, the air-fuel mixture rapidly combusts and expands, pushing piston 002 downward, which in turn drives the first crankshaft 003 to rotate, converting linear motion into rotational power output. As piston 002 reciprocates within cylinder chamber Q1, the first crankshaft 003 continuously rotates.
[0036] The first crankshaft 003 is connected to the second crankshaft 004, and the second crankshaft 004 rotates with the first crankshaft 003. By changing the phase difference between the first crankshaft 003 and the second crankshaft 004, the compression stroke and expansion stroke of the engine 000 can correspond to different stroke ranges, that is, the compression stroke and expansion stroke are different, thus realizing the variable stroke of the engine 000.
[0037] The engine block 001 may have lubrication passages, which may include: an oil inlet passage R0, and a first oil passage R1 and a second oil passage R2, both of which are connected to the oil inlet passage R0. The oil inlet passage R0 is used to connect to the oil supply end of the engine 000. The first oil passage R1 is connected to the first shaft hole K1, and the second oil passage R2 is connected to the second shaft hole K2.
[0038] Thus, after the oil supply end of engine 000 pumps oil into the oil inlet passage R0, the lubricating oil can be delivered to the first shaft hole K1 through the first oil passage R1, providing lubrication for the rotational connection between the first shaft hole K1 and the first crankshaft 003, thereby reducing the frictional loss of the first crankshaft 003 at the first shaft hole K1. At the same time, the lubricating oil can be delivered to the second shaft hole K2 through the second oil passage R2, providing lubrication for the rotational connection between the second shaft hole K2 and the second crankshaft 004, thereby reducing the frictional loss of the second crankshaft at the second shaft hole K2.
[0039] Here, the first oil passage R1 and the second oil passage R2 are connected in parallel to the oil inlet passage R0. That is, there is no obvious order in which the first oil passage R1 and the second oil passage R2 supply oil to the first shaft hole K1 and the second shaft hole K2. The first oil passage R1 and the second oil passage R2 can supply oil to the first shaft hole K1 and the second shaft hole K2 simultaneously, ensuring that the rotating connection of the first crankshaft 003 and the rotating connection of the second crankshaft 004 can simultaneously obtain sufficient lubricating oil.
[0040] Compared to supplying oil to the first shaft hole K1 and the second shaft hole K2 in sequence, the first shaft hole K1, which is supplied with oil first, will have sufficient lubricating oil, while the second shaft hole K2, which is supplied with oil later, will experience a delay in oil supply or insufficient oil quantity. This results in uneven oil supply between the second shaft hole K2 and the first shaft hole K1, and the second crankshaft 004 at the second shaft hole K2 is more prone to wear. In fact, wear may even cause the second crankshaft 004 to overheat and make abnormal noises, affecting the stability and service life of the engine 000.
[0041] In summary, the oil inlet passage is used to connect with the engine's oil supply end. The first oil passage connects to the first shaft hole, and the second oil passage connects to the second shaft hole. While lubricating oil is supplied to the first shaft hole through the first oil passage, the second oil passage can simultaneously supply lubricating oil to the second shaft hole, thus providing a consistent lubrication environment for both the first and second crankshafts. This ensures that both the first and second shaft holes receive sufficient lubricating oil. Compared to sequential oil supply schemes, this application avoids the problems of delayed oil supply and insufficient oil supply to the downstream structure compared to the upstream structure, thereby ensuring the rotational coordination of the first and second crankshafts and providing reliable lubrication support for the stable implementation of the engine's variable stroke function. Furthermore, parallel oil supply reduces oil circuit resistance, improves lubricating oil delivery efficiency, and further optimizes the internal lubrication effect of the engine.
[0042] Figure 5 This is a schematic cross-section of an engine 000 provided in an embodiment of this application. Figure 1 .like Figure 5 As shown, in some possible implementations, the engine 000 may further include: a first connecting rod 005, a second connecting rod 006, and a piston connecting rod 007 located within the crankcase space Q2. The central portion 005a of the first connecting rod 005 is rotatably connected to the first crankshaft 003, the first end 005b of the first connecting rod 005 is rotatably connected to the first end 007a of the piston connecting rod 007, the second end 007b of the piston connecting rod 007 is rotatably connected to the piston 002, the second end 005c of the first connecting rod 005 is rotatably connected to the first end 006a of the second connecting rod 006, and the first end 006b of the second connecting rod 006 is rotatably connected to the second crankshaft 004.
[0043] Here, piston connecting rod 007 is hinged to piston 002, first connecting rod 005 is hinged to piston connecting rod 007, and first connecting rod 005 is sleeved with first crankshaft 003. The reciprocating motion of piston 002 is transmitted to first crankshaft 003 through piston connecting rod 007 and first connecting rod 005, causing first crankshaft 003 to rotate. Second connecting rod 006 is hinged to first connecting rod 005, and second connecting rod 006 is sleeved with second crankshaft 004. The motion of first connecting rod 005 can be transmitted to second crankshaft 004 through second connecting rod 006, causing second crankshaft 004 to rotate. This linkage mechanism, comprising piston connecting rod 007, first connecting rod 005, second connecting rod 006, first crankshaft 003, and second crankshaft 004, accurately transmits the reciprocating motion of piston 002 and drives the rotation of first crankshaft 003 and second crankshaft 004, providing the structural basis for the variable stroke function of engine 000. By adjusting the relative phase between first crankshaft 003 and second crankshaft 004 through other mechanisms, the reciprocating stroke length of piston 002 during the expansion and compression phases can be precisely adjusted.
[0044] Specifically, the first oil passage R1 is configured to supply oil to the first connecting rod 005. The second oil passage R2 is configured to supply oil to the second connecting rod 006.
[0045] In other words, the first oil passage R1 supplies lubricating oil not only to the first shaft hole K1, but also to the first connecting rod 005 adjacent to the first shaft hole K1, lubricating the friction parts of the first connecting rod 005 (such as connecting rod bearings, pins, etc.). Similarly, the second oil passage R2 supplies lubricating oil not only to the second shaft hole K2, but also to the second connecting rod 006 adjacent to the second shaft hole K2, lubricating the friction parts of the second connecting rod 006 (such as connecting rod bearings, pins, etc.).
[0046] In this way, the first oil passage R1 lubricates the first connecting rod 005, which is connected to the first crankshaft 003. Since the first crankshaft 003 rotates with the first shaft hole K1, the first oil passage R1 is connected to the first shaft hole K1. The delivery path from the first oil passage R1 to the first connecting rod 005 is short, effectively shortening the lubricating oil delivery path, reducing pressure loss and energy consumption, and ensuring sufficient and rapid lubrication of the friction parts. The second oil passage R2 lubricates the second connecting rod 006, which is connected to the second crankshaft 004. Since the second crankshaft 004 rotates with the second shaft hole K2, the second oil passage R2 is connected to the second shaft hole K2. The delivery path from the second oil passage R2 to the second connecting rod 006 is also short, effectively shortening the lubricating oil delivery path, reducing pressure loss and energy consumption, and ensuring sufficient and rapid lubrication of the friction parts of the second connecting rod 006. This arrangement improves the lubrication efficiency of the lubrication system, reduces frictional losses between the first connecting rod 005 and the second connecting rod 006, and extends the service life of the engine 000.
[0047] Figure 6 This is a schematic cross-section of an engine 000 provided in an embodiment of this application. Figure 2 .like Figure 4 and Figure 6 As shown, in some possible implementations, the central portion 005a of the first connecting rod 005 may have a first sleeve hole T1, through which the first connecting rod 005 is sleeved on the first crankshaft 003.
[0048] The first oil passage R1 may include a first sub-oil passage R11 and a second sub-oil passage R12. The first sub-oil passage R11 is located on the engine block 001, with one end connected to the oil inlet passage R0 and the other end connected to the first shaft hole K1. The second sub-oil passage R12 is located on the first crankshaft 003 and extends along a first direction parallel to the extension direction of the first crankshaft 003. The first shaft hole K1 is connected to the first socket hole T1 through the second sub-oil passage R12. Here, the first direction is the length direction of the engine 000.
[0049] Thus, the lubricating oil from the oil inlet passage R0 reaches the first shaft hole K1 via the first sub-oil passage R11, lubricating the rotating connection between the first crankshaft 003 and the engine cylinder block 001. The lubricating oil continues to reach the first socket hole T1 via the second sub-oil passage R12, lubricating the rotating connection between the first connecting rod 005 and the first crankshaft 003.
[0050] In this way, the connection between the first crankshaft 003 and the engine block 001 (first shaft hole K1) is achieved, connecting the first sub-oil passage R11 on the engine block 001 with the second sub-oil passage R12 on the first crankshaft 003. The connection between the two sub-oil passages through the first shaft hole K1 reduces the risk of blockage in the first oil passage R1 and makes the overall path of the first sub-oil passage R11 and the second sub-oil passage R12 shorter, reducing the pressure loss and flow attenuation of lubricating oil during transmission, ensuring that sufficient lubricating oil can quickly reach the first socket T1, and ensuring the lubrication effect at the far end of the first oil passage R1 (the first socket T1).
[0051] Combination Figure 1 , Figure 4 and Figure 6 As shown, in some possible implementations, there are multiple first connecting rods 005, which are spaced apart along a first direction. There are also multiple first shaft holes K1, which are spaced apart along the first direction on the engine block 001, with at least one first connecting rod 005 between adjacent first shaft holes K1. Thus, the first shaft holes K1 on both sides of each first connecting rod 005 rotatably support the first crankshaft 003, ensuring the structural reliability of the first crankshaft 003.
[0052] For example, engine 000 is a multi-cylinder engine 000, meaning that the internal space of engine 000 includes multiple cylinder chambers Q1. The number of first connecting rods 005 can be the same as the number of cylinder chambers Q1. The number of first shaft holes K1 can be one more than the number of first connecting rods 005. The first direction can be the arrangement direction of the cylinder chambers Q1.
[0053] The first oil passage R1 may further include a first main oil passage R13 located on the engine block 001. The first main oil passage R13 is connected to the oil inlet passage R0 and extends along a first direction. There are multiple first sub-oil passages R11, which are spaced apart along the first direction on the engine block 001 and correspond one-to-one with multiple first shaft holes K1. One end of each of the multiple first sub-oil passages R11 is connected to the corresponding multiple first shaft holes K1, and the other end is connected to the first main oil passage R13. The second sub-oil passage R12 is connected to multiple first socket holes T1.
[0054] Thus, the lubricating oil in the oil inlet channel R0 first enters the first main oil channel R13 and is transported along the first main oil channel R13. Then, it flows from the first main oil channel R13 to multiple first sub-oil channels R11 arranged side by side. Through the multiple first sub-oil channels R11 arranged side by side, lubricating oil is synchronously transported to multiple first shaft holes K1 distributed at different positions. The lubricating oil at each first shaft hole K1 continues to flow to the second sub-oil channel R12 and to the first socket hole T1 that is closest to the first shaft hole K1.
[0055] In this way, multiple first sub-oil passages R11 are arranged side by side and connected to the first main oil passage R13, achieving synchronous lubrication of multiple first shaft holes K1. This ensures consistent lubrication of the first crankshaft 003 at each first shaft hole K1, effectively preventing excessive local wear of the first crankshaft 003 due to uneven lubrication. The compact layout of the first main oil passage R13 and multiple first sub-oil passages R11 ensures a short and smooth path for lubricating oil to flow from the inlet oil passage R0 through the first main oil passage R13 to each first sub-oil passage R11, resulting in minimal pressure loss and guaranteeing effective lubrication at each first shaft hole K1. The second sub-oil passage R12 guides the lubricating oil at the first shaft hole K1 to the nearest first socket T1, shortening the lubrication path and ensuring consistent lubrication of each first connecting rod 005, thereby improving the operational reliability of the engine 000.
[0056] Figure 7 This is a schematic cross-section of an engine 000 provided in an embodiment of this application. Figure 3 .like Figure 7As shown, in some possible implementations, the first end 007a of the piston connecting rod 007 may have a second sleeve hole T2, and the first end 007a of the piston connecting rod 007 is sleeved on the first end 005b of the first connecting rod 005 through the second sleeve hole T2. That is, the piston connecting rod 007 is rotatably connected to the first end 005b of the first connecting rod 005 through the second sleeve hole T2.
[0057] The first oil passage R1 may include a first oil guide hole R14 and a first nozzle R15. The first oil guide hole R14 is located at the first end 007a of the piston connecting rod 007, and one end of the first oil guide hole R14 is connected to the second sleeve hole T2. One end of the first nozzle R15 is connected to the oil inlet passage R0, and the other end of the first nozzle R15 extends into the crankcase space Q2 and can face the other end of the first oil guide hole R14.
[0058] Thus, the lubricating oil from the oil inlet passage R0 is sprayed through the first nozzle R15 to the first guide hole R14, and the lubricating oil enters the first sleeve hole T1 through the first guide hole R14 to lubricate the rotating connection between the piston connecting rod 007 and the first connecting rod 005.
[0059] In this way, by cooperating with the first nozzle R15 and the first guide hole, lubricating oil is quickly supplied to the rotating connection between the piston connecting rod 007 and the first connecting rod 005, reducing frictional loss at the connection between the piston connecting rod 007 and the first connecting rod 005. Moreover, by extending the first nozzle R15 to the crankcase space Q2 to spray lubricating oil into the first guide hole, the oil path is short, the oil pressure is high, and the lubrication effect is better.
[0060] For example, the end of the first nozzle R15 away from the crankcase space Q2 is connected to the first main oil passage R13. The lubricating oil in the first main oil passage R13 can be delivered to the first nozzle R15 and the first sub-oil passage R11 in parallel.
[0061] In this way, the oil supply paths of the first set of connecting holes T1 and the second set of connecting holes T2 to the oil inlet passage R0 are both shorter, which can effectively reduce the loss of oil pressure during transmission, ensure the long-term unobstructed flow of oil passages, ensure sufficient and stable lubricating oil flow at each hole, guarantee the consistency of lubrication at all points, reduce the frictional wear of the first connecting rod 005 caused by insufficient lubrication, and extend the service life of the first connecting rod 005 and the piston connecting rod 007. Moreover, the short circuit also simplifies the oil circuit layout, making it easier for later maintenance and repair.
[0062] When there are multiple first connecting rods 005, the number of piston connecting rods 007, first nozzles R15, and first oil guide holes R14 can also be multiple. Multiple first nozzles R15 are spaced apart on the engine block 001 along the extension direction of the first main oil passage R13. The lubricating oil from the first main oil passage R13 flows in parallel to the multiple first nozzles R15, thereby lubricating the first connecting rods 005 nearest to each first nozzle R15.
[0063] In this way, each first nozzle R15 can obtain an independent oil pressure supply from the first main oil passage R13, avoiding the problem of oil pressure attenuation as the transmission path lengthens in serial oil supply. This ensures that the lubricating oil sprayed by each first nozzle R15 has a large pressure and high consistency. This allows each first connecting rod 005 to receive uniform and sufficient lubricating oil, effectively guaranteeing the consistency of lubrication for multiple first connecting rods 005.
[0064] Figure 8 This is a schematic cross-section of an engine 000 provided in an embodiment of this application. Figure 4 .like Figure 4 and Figure 8 As shown, in some possible implementations, the first end 006b of the second connecting rod 006 may have a third sleeve hole T3, and the first end 006b of the second connecting rod 006 is sleeved on the second crankshaft 004 through the third sleeve hole T3.
[0065] The second oil passage R2 may include a third sub-oil passage R21 and a fourth sub-oil passage R22. The third sub-oil passage R21 is located on the engine block 001, one end of which is connected to the oil inlet passage R0, and the other end is connected to the second shaft hole K2. The fourth sub-oil passage R22 is located on the second crankshaft 004 and extends in a first direction parallel to the extension direction of the second crankshaft 004. The second shaft hole K2 is connected to the third socket hole T3 through the fourth sub-oil passage R22.
[0066] Thus, the lubricating oil from the oil inlet passage R0 reaches the second shaft hole K2 via the third sub-oil passage R21, lubricating the rotating connection between the second crankshaft 004 and the engine block 001. The lubricating oil continues to reach the third socket hole T3 via the fourth sub-oil passage R22, lubricating the rotating connection between the second connecting rod 006 and the second crankshaft 004.
[0067] In this way, the connection between the second crankshaft 004 and the engine block 001 (second shaft hole K2) is achieved, connecting the third sub-oil passage R21 on the engine block 001 with the fourth sub-oil passage R22 on the second crankshaft 004. The connection between the two sub-oil passages through the second shaft hole K2 reduces the risk of blockage in the second oil passage R2, and makes the overall path of the third sub-oil passage R21 and the fourth sub-oil passage R22 shorter, reducing the pressure loss and flow attenuation of lubricating oil during transmission. This ensures that sufficient lubricating oil can quickly reach the third socket T3, guaranteeing the lubrication effect at a relatively far position of the second oil passage R2 (the third socket T3).
[0068] Continue to refer to Figure 8 As shown, in some possible implementations, the first end 006a of the second link 006 may have a fourth socket T4, and the first end 006a of the second link 006 is sleeved on the second end 005c of the first link 005 through the fourth socket T4.
[0069] The second oil passage R2 may further include a fifth sub-oil passage R23 and a sixth sub-oil passage R24. The fifth sub-oil passage R23 is located on the second crankshaft 004 near the second connecting rod 006 and passes through the second crankshaft 004 radially. The fifth sub-oil passage R23 is connected to the fourth sub-oil passage R22. The sixth sub-oil passage R24 is located on the second connecting rod 006. One end of the sixth sub-oil passage R24 is connected to the fifth sub-oil passage R23, and the other end is connected to the fourth socket T4.
[0070] Thus, the lubricating oil reaching the third socket T3, while lubricating the third socket T3, continues to flow through the fifth sub-oil passage R23 to the sixth sub-oil passage R24, and flows along the length of the second connecting rod 006 to the fourth socket T4, lubricating the rotating connection between the second connecting rod 006 and the first connecting rod 005.
[0071] In this way, while supplying oil to the second shaft hole K2, the second oil circuit also supplies oil to the rotating parts at the main friction parts of the second connecting rod 006, namely the third sleeve hole T3 and the fourth sleeve hole T4. The overall path of the second oil circuit is relatively short, and the fourth sleeve hole T4 at the end of the second oil circuit can obtain sufficient lubricating oil supply, effectively reducing the wear at the connection between the second connecting rod 006 and the first connecting rod 005.
[0072] In some possible implementations, there are multiple second connecting rods 006, which are spaced apart along a first direction. There are also multiple second shaft holes K2, which are spaced apart along the first direction on the engine block 001, and at least one second connecting rod 006 may be present between two adjacent second shaft holes K2.
[0073] For example, the engine 000 is a multi-cylinder engine 000, meaning that the internal space of the engine 000 includes multiple cylinder chambers Q1. The number of first connecting rods 005 can be the same as the number of cylinder chambers Q1, and the number of second connecting rods 006 can be the same as the number of first connecting rods 005, and they are connected in a one-to-one correspondence. The number of second shaft holes K2 can be one more than the number of second connecting rods 006. The first direction can be the arrangement direction of the cylinder chambers Q1.
[0074] The second oil passage R2 may further include a second main oil passage R25 located on the engine block 001. The second main oil passage R25 is connected to the oil inlet passage R0 and extends along the first direction. There are multiple third sub-oil passages R21, which are spaced apart along the first direction on the engine block 001 and correspond one-to-one with multiple second shaft holes K2. One end of each third sub-oil passage R21 is connected to the corresponding second shaft hole K2, and the other end is connected to the second main oil passage R25. The fourth sub-oil passage R22 is connected to multiple third socket holes T3.
[0075] Thus, the lubricating oil in the oil inlet channel R0 first enters the second main oil channel R25 and is transported along the second main oil channel R25. Then, it flows from the second main oil channel R25 to multiple third sub-oil channels R21 arranged side by side. Through the multiple third sub-oil channels R21 arranged side by side, lubricating oil is synchronously transported to multiple second shaft holes K2 distributed at different positions. The lubricating oil at each second shaft hole K2 continues to flow to the fourth sub-oil channel R22 and then to the third socket hole T3 that is closest to the second shaft hole K2.
[0076] In this way, multiple third sub-oil passages R21 are arranged side by side and all connected to the second main oil passage R25, achieving synchronous lubrication of multiple second shaft holes K2. This ensures consistent lubrication of the second crankshaft 004 at each second shaft hole K2, effectively preventing excessive local wear of the second crankshaft 004 due to uneven lubrication. The compact layout of the second main oil passage R25 and the multiple third sub-oil passages R21 ensures a short and smooth path for lubricating oil from the inlet oil passage R0 through the second main oil passage R25 to each third sub-oil passage R21, resulting in minimal pressure loss and guaranteeing effective lubrication at each second shaft hole K2. The third sub-oil passages R21 guide the lubricating oil from the second shaft hole K2 to the nearest third socket T3, shortening the lubrication path and ensuring consistent lubrication of each second connecting rod 006, thereby improving the operational reliability of the engine 000.
[0077] Figure 9 This is a schematic cross-section of an engine 000 provided in an embodiment of this application. Figure 5 .like Figure 1 and Figure 9As shown, in some embodiments, there are multiple cylinder chambers Q1, which are spaced apart along a first direction. The lubrication passage further includes a third oil passage R31 and a third nozzle R32; in the third direction, the third oil passage R31 is located on the side of the cylinder chamber Q1 away from the first oil passage R1; the third oil passage R31 communicates with the oil inlet passage R0 and extends along the first direction; multiple third nozzles R32 correspond to multiple cylinder chambers Q1; one end of each third nozzle R32 communicates with the third oil passage R31, and the other end extends to the corresponding cylinder chamber Q1. Exemplarily, the third direction is the width direction of the engine 000. The third direction may be perpendicular to the first direction.
[0078] In this way, multiple third nozzles R32 are distributed side by side along the extension direction of the third oil passage R31. These nozzles can guide the lubricating oil from the third oil passage R31 to the corresponding cylinder chamber Q1 in parallel, providing lubrication for the pistons 002 in each cylinder. This ensures that the oil output and oil pressure of each third nozzle R32 are consistent, preventing insufficient lubrication of some pistons 002.
[0079] Figure 10 This is a partial cross-sectional schematic diagram of another engine block 001 in the crankcase space Q2 provided in an embodiment of this application. (See attached diagram.) Figure 10 As shown, the oil inlet passage R0 includes: a first oil inlet passage R01 and a second oil inlet passage R02 distributed on the engine block 001; one end of the first oil inlet passage R01 has an oil inlet R01a, which is used to connect with the oil supply end of the engine 000, and the other end of the first oil inlet passage R01 is connected to the second oil inlet passage R02. In the third direction, the first oil inlet passage R01 is located on the side of the second shaft hole K2 away from the cylinder chamber Q1; in the second direction, the second oil inlet passage R02 is located on the side of the second shaft hole K2 close to the cylinder chamber Q1. The first oil inlet passage R1 and the second oil inlet passage R02 are connected at the end away from the first oil inlet passage R01, and the second oil inlet passage R2 is connected at the end of the second oil inlet passage R02 close to the first oil inlet passage R01.
[0080] The second direction can be parallel to the axial direction of the cylinder chamber Q1, and the second direction can be the height direction of the engine 000. The second direction is perpendicular to the first direction and perpendicular to the third direction.
[0081] Thus, the lubricating oil from the oil supply end enters the first oil inlet channel R01 from the oil inlet R01a, flows to the second oil inlet channel R02 after passing through the first oil inlet channel R01, enters the second oil channel R2 at the position of the second oil inlet channel R02 close to the first oil inlet channel R01, and enters the first oil channel R1 at the position of the second oil inlet channel R02 far away from the first oil inlet channel R01.
[0082] For example, in the third direction, the first main oil passage R13 is located at the end of the second oil inlet passage R02 away from the first oil inlet passage R01, and in the second direction, it is located on the side of the first shaft hole K1 near the cylinder chamber Q1, and the first sub-oil passage R11 is located between the first main oil passage R13 and the first shaft hole K1; in the third direction, the second main oil passage R25 is located at the end of the second oil inlet passage R02 near the first oil inlet passage R01, and in the second direction, it is located on the side of the second shaft hole K2 near the cylinder chamber Q1, and the third sub-oil passage R21 is located between the second main oil passage R25 and the second shaft hole K2.
[0083] Figure 11 This is an exploded view of an engine block 001 provided in an embodiment of this application. Figure 12 This is a partial cross-sectional schematic diagram of an engine block 001 in the crankcase space Q2, as provided in another embodiment of this application. Figure 11 and Figure 12 As shown, in some possible implementations, the engine block 001 may include: a cylinder body 101, a first bearing cap 102, and a second bearing cap 103. The cylinder chamber Q1 is located on one side of the cylinder body 101 in a second direction.
[0084] The first bearing cap 102 is detachably connected to the cylinder block body 101. The first bearing cap 102 is located on the side of the cylinder block body 101 away from the cylinder cavity Q1, and forms a first shaft hole K1 with the cylinder block body 101. In this way, the first crankshaft 003 can be positioned at the first shaft hole K1 of the cylinder block body 101 first, and then the first bearing cap 102 and the cylinder block body 101 can be assembled, which facilitates the assembly of the first crankshaft 003 on the engine cylinder block 001.
[0085] The second bearing cap 103 is detachably connected to the first bearing cap 102. The second bearing cap 103 is located on the side of the first bearing cap 102 away from the cylinder block body 101, and together with the first bearing cap 102, forms a second shaft hole K2. In this way, the second crankshaft 004 can be positioned at the second shaft hole K2 of the first bearing cap 102 first, and then the first bearing cap 102 and the second bearing cap 103 can be assembled, which facilitates the assembly of the second crankshaft 004 on the engine block 001.
[0086] The oil inlet passage R0 is located on the cylinder body 101. The end of the first oil passage R1 away from the oil inlet passage R0 passes through the cylinder body 101 and connects to the first shaft hole K1. The end of the second oil passage R2 away from the oil inlet passage R0 passes through the cylinder body 101 and the first bearing cover 102 and connects to the second shaft hole K2. For example, both the first oil inlet passage R01 and the second oil inlet passage R02 are located at the edge of the cylinder body 101.
[0087] In this way, with the first bearing cap 102 detachably connected to the cylinder body 101, the first oil passage R1 is distributed on the cylinder body 101 and directly connects to the first shaft hole K1. The first oil passage R1 does not need to pass through the first bearing cap 102, reducing the number of oil passage sealing surfaces between the cylinder body 101 and the first bearing cap 102, reducing the risk of oil leakage caused by multiple sealing surfaces during assembly, and shortening the oil passage path. For example, the first sub-oil passage R11 is located on the cylinder body 101, with one end connected to the first main oil passage R13 and the other end connected to the first shaft hole K1.
[0088] Furthermore, with the first bearing cover 102 detachably connected to the cylinder body 101 and the second bearing cover 103 detachably connected to the first bearing cover 102, the second oil passage R2 is distributed on both the cylinder body 101 and the first bearing cover 102, thereby connecting to the second shaft hole K2 via a shorter path and ensuring the unobstructed flow of the second oil passage R2. The second oil passage R2 is compatible with the detachable cylinder body 101 and the first bearing cover 102, facilitating inspection and cleaning of the second oil passage R2 by removing the first bearing cover 102, thus improving the ease of maintenance of the second oil passage R2.
[0089] For example, the third sub-oil passage R21 passes through the cylinder body 101 and the first bearing cap 102 and then communicates with the second shaft hole K2. The third sub-oil passage R21 includes a first branch oil passage R21a and a second branch oil passage R21b. The first branch oil passage R21a is located on the cylinder body 101, and the second branch oil passage R21b is located on the first bearing cap 102. One end of the first branch oil passage R21a, away from the oil inlet passage R0, communicates with one end of the second branch oil passage R21b, and the other end of the second branch oil passage R21b communicates with the second shaft hole K2.
[0090] In some embodiments, the engine 000 further includes a plurality of first fastening bolts 104. The first fastening bolts 104 pass through the first bearing cap 102 in a second direction and are bolted to the cylinder body 101. The first bearing cap 102 and the cylinder body 101 are connected by bolts to ensure the tightness and sealing of the connection between the two, effectively preventing lubricating oil from seeping out from the mating surface.
[0091] The first fastening bolt 104 and the first sub-oil passage R11 are distributed at intervals in the third direction to avoid structural interference of the first fastening bolt 104 with the first sub-oil passage R11 and to ensure smooth flow of lubricating oil in the first sub-oil passage R11.
[0092] For example, the first sub-oil passage R11 extends in the second direction, and the first fastening bolt 104 extends in the second direction. In the third direction, the first sub-oil passage R11 is located between the two first fastening bolts 104. In this way, the sealing performance of the first shaft hole K1 can be improved.
[0093] The engine 000 also includes a plurality of second fastening bolts 105. The second fastening bolts 105 pass through the cylinder body 101 in a third direction and are bolted to the first bearing cap 102. Exemplarily, the second fastening bolts 105 pass through a portion of the structure of the cylinder body 101 from the side of the cylinder body 101 near the cylinder chamber Q1 and are bolted to the first bearing cap 102.
[0094] In this way, the first fastening bolt 104 and the second fastening bolt 105 fix the first bearing cover 102 to the cylinder body 101 in two intersecting directions. The intersecting fastening forces can disperse mechanical stress and avoid local stress concentration caused by fastening in one direction, thereby extending the service life of the first bearing cover 102 and the cylinder body 101.
[0095] The engine 000 also includes a plurality of third fastening bolts 106, which pass through the second bearing cover 103 and the first bearing cover 102 in sequence along the second direction and are bolted to the cylinder body 101.
[0096] In this way, the third fastening bolt 106 can not only firmly connect the second bearing cover 103 to the first bearing cover 102 and the cylinder body 101, but also form a synergistic fastening effect with the first fastening bolt 104 in the third direction, further enhancing the connection strength between the first bearing cover 102 and the cylinder body 101.
[0097] The third fastening bolt 106 and the third sub-oil passage R21 are distributed at intervals in the third direction to avoid structural interference of the third fastening bolt 106 with the third sub-oil passage R21 and to ensure smooth flow of lubricating oil in the third sub-oil passage R21.
[0098] For example, the third sub-oil passage R21 extends along the second direction, and the third fastening bolt 106 extends along the second direction. In the third direction, the third sub-oil passage R21 is located between the two third fastening bolts 106. In this way, the sealing performance of the second shaft hole K2 and the third sub-oil passage R21 can be improved.
[0099] It is understandable that the first bearing cover 102 and the cylinder body 101 can be positioned relative to each other by means of positioning sleeve, stamping or side contact, and the second bearing cover 103 and the first bearing cover 102 can be positioned relative to each other by means of positioning sleeve, stamping or side contact.
[0100] For example, a plurality of positioning sleeves 107 are provided between the second bearing cover 103 and the first bearing cover 102. The plurality of positioning sleeves 107 correspond one-to-one with a plurality of third fastening bolts 106, and the third fastening bolts 106 also pass through the corresponding positioning sleeves 107.
[0101] This application also provides a vehicle that integrates the aforementioned engine.
[0102] By integrating the aforementioned engine, the vehicle reduces the risk of abnormal noises or even damage caused by poor local lubrication, ensuring smooth engine operation and thus improving the vehicle's power stability and driving reliability.
[0103] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "multiple" refers to two or more unless otherwise expressly defined.
[0104] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.
Claims
1. An engine, characterized in that, include: Engine block (001), piston (002), first crankshaft (003), and second crankshaft (004); The internal space of the engine block (001) includes a cylinder chamber (Q1) and a crankcase space (Q2), and the crankcase space (Q2) is provided with a first shaft hole (K1) and a second shaft hole (K2). The piston (002) is movably connected to the engine block (001) within the cylinder chamber (Q1); Both the first crankshaft (003) and the second crankshaft (004) are located within the crankcase space (Q2), and the first crankshaft (003) is rotatably connected to the engine block (001) at the first shaft hole (K1), and the second crankshaft (004) is rotatably connected to the engine block (001) at the second shaft hole (K2); the first crankshaft (003) is closer to the piston (002) than the second crankshaft (004), and the first crankshaft (003) is connected to the piston (002) and also connected to the second crankshaft (004); The engine has a lubrication passage, which includes an oil inlet passage (R0), and a first oil passage (R1) and a second oil passage (R2) that are both connected to the oil inlet passage (R0). The oil inlet passage (R0) is used to connect to the oil supply end of the engine. The first oil passage (R1) is connected to the first shaft hole (K1), and the second oil passage (R2) is connected to the second shaft hole (K2).
2. The engine according to claim 1, characterized in that, The engine further includes: a first connecting rod (005), a second connecting rod (006), and a piston connecting rod (007) located within the crankcase space (Q2); the central portion (005a) of the first connecting rod (005) is rotatably connected to the first crankshaft (003), the first end of the first connecting rod (005) is rotatably connected to the first end of the piston connecting rod (007), the second end of the piston connecting rod (007) is rotatably connected to the piston (002), the second end of the first connecting rod (005) is rotatably connected to the first end of the second connecting rod (006), and the second end of the second connecting rod (006) is rotatably connected to the second crankshaft (004); The first oil passage (R1) is configured to supply oil to the first connecting rod (005); the second oil passage (R2) is configured to supply oil to the second connecting rod (006).
3. The engine according to claim 2, characterized in that, The central portion (005a) of the first connecting rod (005) has a first sleeve hole (T1), and the first connecting rod (005) is sleeved on the first crankshaft (003) through the first sleeve hole (T1); The first oil passage (R1) includes a first sub-oil passage (R11) and a second sub-oil passage (R12); the first sub-oil passage (R11) is located on the engine block (001), one end of the first sub-oil passage (R11) is connected to the oil inlet passage (R0), and the other end is connected to the first shaft hole (K1); the second sub-oil passage (R12) is located on the first crankshaft (003) and extends in a first direction parallel to the extension direction of the first crankshaft (003), and the first shaft hole (K1) is connected to the first sleeve hole (T1) through the second sub-oil passage (R12).
4. The engine according to claim 3, characterized in that, The number of first connecting rods (005) is multiple, and the multiple first connecting rods (005) are distributed at intervals along the first direction; the number of first shaft holes (K1) is multiple, and they are distributed at intervals along the first direction on the engine cylinder block (001), and there is at least one first connecting rod (005) between two adjacent first shaft holes (K1). The first oil passage (R1) further includes: a first main oil passage (R13) located on the engine cylinder block (001); the first main oil passage (R13) is connected to the oil inlet passage (R0) and extends along the first direction; there are multiple first sub-oil passages (R11), which are distributed at intervals along the first direction on the engine cylinder block (001) and correspond one-to-one with multiple first shaft holes (K1); one end of each of the multiple first sub-oil passages (R11) is connected to the corresponding multiple first shaft holes (K1), and the other end is connected to the first main oil passage (R13); the second sub-oil passage (R12) is connected to multiple first socket holes (T1).
5. The engine according to claim 2, characterized in that, The first end of the piston connecting rod (007) has a second sleeve hole (T2), and the first end of the piston connecting rod (007) is sleeved on the first end of the first connecting rod (005) through the second sleeve hole (T2); The first oil passage (R1) includes: a first oil guide hole (R14) and a first nozzle (R15); the first oil guide hole (R14) is located at the first end of the piston connecting rod (007), and one end of the first oil guide hole (R14) is connected to the second sleeve hole (T2); one end of the first nozzle (R15) is connected to the oil inlet passage (R0), and the other end of the first nozzle (R15) extends into the crankcase space (Q2) and can face the other end of the first oil guide hole (R14).
6. The engine according to any one of claims 2-5, characterized in that, The second end of the second connecting rod (006) has a third sleeve hole (T3), and the second end of the second connecting rod (006) is sleeved on the second crankshaft (004) through the third sleeve hole (T3); The second oil passage (R2) includes a third sub-oil passage (R21) and a fourth sub-oil passage (R22); the third sub-oil passage (R21) is located on the engine block (001), one end of the third sub-oil passage (R21) is connected to the oil inlet passage (R0), and the other end is connected to the second shaft hole (K2); the fourth sub-oil passage (R22) is located on the second crankshaft (004) and extends in a first direction parallel to the extension direction of the second crankshaft (004); the second shaft hole (K2) is connected to the third socket hole (T3) through the fourth sub-oil passage (R22).
7. The engine according to claim 6, characterized in that, The first end of the second connecting rod (006) has a fourth socket (T4), and the first end of the second connecting rod (006) is sleeved on the second end of the first connecting rod (005) through the fourth socket (T4); The second oil passage (R2) further includes a fifth sub-oil passage (R23) and a sixth sub-oil passage (R24). The fifth sub-oil passage (R23) is located on the second crankshaft (004) near the second connecting rod (006) and passes through the second crankshaft (004) radially. The fifth sub-oil passage (R23) is connected to the fourth sub-oil passage (R22). The sixth sub-oil passage (R24) is located on the second connecting rod (006). One end of the sixth sub-oil passage (R24) is connected to the fifth sub-oil passage (R23), and the other end is connected to the fourth socket (T4).
8. The engine according to claim 6, characterized in that, The number of second connecting rods (006) is multiple, and the multiple second connecting rods (006) are distributed at intervals along the first direction; the number of second shaft holes (K2) is multiple, and they are distributed at intervals along the first direction on the engine cylinder block (001), and there is at least one second connecting rod (006) between two adjacent second shaft holes (K2). The second oil passage (R2) further includes: a second main oil passage (R25) located on the engine block (001); the second main oil passage (R25) is connected to the oil inlet passage (R0) and extends along the first direction; there are multiple third sub-oil passages (R21), which are distributed at intervals along the first direction on the engine block (001) and correspond one-to-one with multiple second shaft holes (K2); one end of each of the multiple third sub-oil passages (R21) is connected to the corresponding multiple second shaft holes (K2), and the other end is connected to the second main oil passage (R25); the fourth sub-oil passage (R22) is connected to multiple third socket holes (T3).
9. The engine according to claim 1, characterized in that, The engine cylinder block (001) includes: cylinder block body (101), first bearing cap (102), and second bearing cap (103); The cylinder chamber (Q1) is located on one side of the cylinder body (101) in the second direction; The first bearing cap (102) is detachably connected to the cylinder body (101). The first bearing cap (102) is located on the side of the cylinder body (101) away from the cylinder cavity (Q1) and forms the first shaft hole (K1) with the cylinder body (101). The second bearing cover (103) is detachably connected to the first bearing cover (102). The second bearing cover (103) is located on the side of the first bearing cover (102) away from the cylinder body (101) and forms the second shaft hole (K2) with the first bearing cover (102). The oil inlet passage (R0) is located on the cylinder body (101). The first oil passage (R1) is connected to the first shaft hole (K1) after passing through the cylinder body (101) at one end away from the oil inlet passage (R0). The second oil passage (R2) is connected to the second shaft hole (K2) after passing through the cylinder body (101) and the first bearing cover (102).
10. A vehicle, characterized in that, The vehicle is equipped with an engine as described in any one of claims 1-9.