A lubrication system for high-speed friction components of an automotive engine

Abstract

This invention discloses a lubrication system for high-speed friction components of an automotive engine, comprising an oil pan, a support frame, a crankshaft assembly, an output shaft, a cylinder structure, a top cover, a camshaft assembly, a manifold, a turbocharger, and a lubrication circuit assembly. The support frame is fixedly mounted above the oil pan, and the crankshaft assembly is rotatably mounted inside the support frame. The output shaft is fixedly mounted at one end of the crankshaft assembly, and the cylinder structure is fixedly mounted above the support frame. The top cover is fixedly mounted on top of the cylinder structure. The camshaft assembly is rotatably mounted inside the top cover, and the manifold is fixedly mounted on the rear side of the cylinder structure. The turbocharger is fixedly mounted on the manifold. The input end of the lubrication circuit assembly is fixedly mounted on the outside of the oil pan. This invention solves the problems of the inability to independently adjust the oil supply to multiple high-speed friction components and poor lubrication at the connection between the crankshaft counterweight and the bearing in existing engine lubrication systems.

Description

Technical Field

[0001] This invention relates to the field of engine lubrication systems, specifically a lubrication system for high-speed friction components of an automotive engine. Background Technology

[0002] During operation, a car engine contains multiple high-speed friction pairs, such as the crankshaft and bearings, piston and cylinder wall, camshaft and rocker arm, and turbocharger rotor bearing. These high-speed friction components generate a large amount of heat and frictional losses during operation. If lubrication is insufficient, it will lead to excessive wear of the components, increased temperature, and in severe cases, even failures such as bearing seizure, crankshaft seizure, and piston cylinder scoring.

[0003] Current engine lubrication systems typically employ a single lubrication circuit, where an oil pump delivers lubricating oil from the oil pan to the main oil passage, and then through cast-in oil holes in the cylinder block and cylinder head to each friction pair. This structure has the following drawbacks: the oil supply to each friction pair cannot be independently adjusted, easily leading to over-lubrication in some areas and under-lubrication in others; poor lubrication at the connection between the crankshaft counterweight and the bearing bush, especially at high speeds where the oil is easily thrown off; turbocharger main shaft lubrication relies on a single pipeline without independent control; and there is a lack of differentiated lubrication structures for different friction components.

[0004] Therefore, it is necessary to design a system that can provide zoned, independent, and precise lubrication for multiple high-speed friction components of an engine. Summary of the Invention

[0005] This invention provides a lubrication system for high-speed friction components of an automotive engine, aiming to solve the problems of the inability to independently adjust the oil supply to multiple high-speed friction components in existing engine lubrication systems and poor lubrication at the connection between the crankshaft counterweight and the bearing bush.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a lubrication system for high-speed friction components of an automotive engine, comprising an oil pan, a support frame, a crankshaft assembly, an output shaft, a cylinder structure, a top cover, a camshaft assembly, a manifold, a turbocharger, and a lubrication circuit assembly. The support frame is fixedly mounted above the oil pan, and the crankshaft assembly is rotatably mounted inside the support frame. The output shaft is fixedly mounted at one end of the crankshaft assembly, and the cylinder structure is fixedly mounted above the support frame. The top cover is fixedly mounted on the top of the cylinder structure. The camshaft assembly is rotatably mounted inside the top cover, and the manifold is fixedly mounted on the rear side of the cylinder structure. The turbocharger is fixedly mounted on the manifold. The input end of the lubrication circuit assembly is fixedly mounted on the outside of the oil pan.

[0007] Furthermore, the oil pan includes a bottom housing, an oil drain port, a mounting base, an oil pump, and an oil suction pipe. The oil drain port is fixedly installed at the bottom of the bottom housing, and the mounting base is fixedly installed on the outside of the bottom housing. The oil pump is fixedly installed on the surface of the mounting base, and one end of the oil suction pipe is fixedly installed at the inlet of the oil pump, while the other end of the oil suction pipe extends into the interior of the bottom housing.

[0008] Furthermore, the crankshaft assembly includes a journal, a counterweight, an oil guide surface, a connecting bearing, a connecting rod, and a piston head. The journal is rotatably mounted inside a support frame, and the counterweight is fixedly mounted on the surface of the journal. The oil guide surface is fixedly mounted on the surface of the counterweight, and the connecting bearing is rotatably mounted on the surface of the journal. The connecting rod is fixedly mounted on the connecting bearing. The piston head is rotatably mounted on one end of the connecting rod and slidably mounted inside the cylinder structure.

[0009] Furthermore, the lubrication circuit assembly includes a main path, a crankshaft lubrication pipe, a crankshaft lubrication nozzle, a first lubrication valve, a piston lubrication pipe, a guide pipe, a second lubrication valve, a turbine lubrication pipe, a third lubrication valve, a camshaft lubrication pipe, a camshaft lubrication drip nozzle, and a fourth lubrication valve. The main path is fixedly installed on the output port of the oil pump and extends upward. The crankshaft lubrication pipe is fixedly installed on the main path and extends into the interior of the support frame, located below the crankshaft assembly, with the crankshaft lubrication nozzle fixedly installed above it. The piston lubrication pipe is fixedly installed on the main path and extends to the rear of the cylinder structure, with the guide pipe fixedly installed on the piston lubrication pipe and extending into the interior of the cylinder structure. The turbine lubrication pipe is fixedly installed on the main path and extends to the main shaft inside the turbocharger. The camshaft lubrication pipe is fixedly installed on the main path and extends into the interior of the top housing, with the camshaft lubrication drip nozzle fixedly installed below the camshaft lubrication pipe and above the camshaft assembly.

[0010] Furthermore, the crankshaft lubrication pipe, piston lubrication pipe, turbine lubrication pipe, and camshaft lubrication pipe form four sets of paths on the main path; a first lubrication valve is installed at the input end of the crankshaft lubrication pipe; a second lubrication valve is installed at the input end of the piston lubrication pipe; a third lubrication valve is installed at the input end of the turbine lubrication pipe; and a fourth lubrication valve is installed at the input end of the camshaft lubrication pipe.

[0011] Furthermore, the oil pan is located at the bottom of the device, and the bottom of the bottom housing contains lubricating oil. The mounting base is a metal block that supports the oil pump, which is a vacuum oil pump with a voltage regulator and filter fixedly installed at one end. The oil suction pipe is an "L"-shaped steel metal pipe, one end of which penetrates the bottom housing and extends inward. The oil suction pipe fits against the bottom surface of the bottom housing.

[0012] Furthermore, the counterweight inside the crankshaft assembly is made of several pairs of metal plates, and an oil guide surface is provided on the surface of the counterweight in contact with the connecting bearing. The shape of the oil guide surface is exactly the same as that of the counterweight, and the surface of the oil guide surface is provided with several oil guide grooves, which extend to the connection between the shaft journal and the connecting bearing.

[0013] Furthermore, the lubrication system assembly can guide the oil inside the bottom housing to four locations via the oil pump; the oil inside the crankshaft lubrication pipe can be sprayed onto the crankshaft assembly via the crankshaft lubrication nozzle; the oil inside the piston lubrication pipe can be guided to the contact point between the piston head and the cylinder via the guide pipe; the oil inside the turbine lubrication pipe can be delivered to the main shaft of the turbocharger; and the oil inside the camshaft lubrication pipe can drip onto the camshaft assembly via the camshaft lubrication drip nozzle.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention provides four independent lubrication branches: crankshaft lubrication pipe, piston lubrication pipe, turbine lubrication pipe, and camshaft lubrication pipe. A first lubrication valve, a second lubrication valve, a third lubrication valve, and a fourth lubrication valve are installed at their input ends, respectively. This allows the four key high-speed friction areas of the engine to receive independent lubrication oil supply, avoiding the problem of mutual interference between areas when a single main oil passage provides oil.

[0015] The present invention provides an oil guiding surface on the surface of the counterweight in contact with the connecting bearing, and provides several oil guiding grooves on the surface of the oil guiding surface. The oil guiding grooves extend to the connection between the shaft journal and the connecting bearing. When the crankshaft rotates at high speed, it can actively guide the lubricating oil to the friction interface, which significantly improves the oil film retention capacity and effectively prevents bearing failure and shaft seizure.

[0016] The oil extraction pipe of this invention adopts an "L"-shaped steel metal pipe, one end of which penetrates through the bottom shell and extends inward. The oil extraction pipe is attached to the bottom surface of the bottom shell, so that the oil pump can preferentially extract the bottom lubricating oil at any vehicle tilt angle or when the lubricating oil level is low, effectively avoiding cavitation and oil supply interruption.

[0017] The present invention provides four lubrication methods: a crankshaft lubrication pipe that lubricates the crankshaft assembly by spraying through a crankshaft lubrication nozzle; a piston lubrication pipe that guides the lubrication of the piston head through a guide pipe; a turbine lubrication pipe that directly delivers lubricant to the turbocharger main shaft; and a camshaft lubrication pipe that lubricates the camshaft assembly by dripping through a camshaft lubrication drip nozzle. These four methods are adapted to the working characteristics of their respective friction pairs, thereby improving the efficiency of lubricant use.

[0018] The oil pump of this invention is a vacuum oil pump, with a pressure regulator and a filter fixedly installed at one end. The pressure regulator ensures stable oil pressure in each lubrication pipe, and the filter effectively filters impurities, preventing hard particles from entering the high-speed friction interface, reducing the risk of abnormal wear, and extending the engine overhaul cycle. Attached Figure Description

[0019] Figure 1 This is a front structural diagram of the present invention.

[0020] Figure 2 This is a schematic diagram of the back structure of the present invention.

[0021] Figure 3 This is a schematic diagram of the bottom structure of the present invention.

[0022] Figure 4 This is a schematic diagram of the structure of the oil pan of the present invention.

[0023] Figure 5 This is a schematic diagram of the crankshaft assembly of the present invention.

[0024] Figure 6 This is a schematic diagram of the lubrication circuit assembly of the present invention.

[0025] In the picture: Oil pan 1, support frame 2, crankshaft assembly 3, output shaft 4, cylinder structure 5, top shell 6, camshaft assembly 7, manifold 8, turbocharger 9, lubrication circuit assembly 10, bottom shell 11, drain port 12, mounting base 13, oil pump 14, oil suction pipe 15, shaft journal 31, counterweight 32, oil guide surface 33, connecting bearing 34, connecting rod 35, piston head 36, main path 101, crankshaft lubrication pipe 102, crankshaft lubrication nozzle 103, first lubrication valve 104, piston lubrication pipe 105, guide pipe 106, second lubrication valve 107, turbo lubrication pipe 108, third lubrication valve 109, camshaft lubrication pipe 1010, camshaft lubrication drip port 1011, and fourth lubrication valve 1012. Detailed Implementation

[0026] 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.

[0027] As attached Figure 1-6 As shown: This invention provides a lubrication system for high-speed friction components of an automotive engine, comprising an oil pan 1, a support frame 2, a crankshaft assembly 3, an output shaft 4, a cylinder structure 5, a top cover 6, a camshaft assembly 7, a manifold 8, a turbocharger 9, and a lubrication oil passage assembly 10. The support frame 2 is fixedly mounted above the oil pan 1, and the crankshaft assembly 3 is rotatably mounted inside the support frame 2. The output shaft 4 is fixedly mounted at one end of the crankshaft assembly 3, and the cylinder structure 5 is fixedly mounted above the support frame 2. The top cover 6 is fixedly mounted on the top of the cylinder structure 5. The camshaft assembly 7 is rotatably mounted inside the top cover 6, and the manifold 8 is fixedly mounted on the rear side of the cylinder structure 5. The turbocharger 9 is fixedly mounted on the manifold 8. The input end of the lubrication oil passage assembly 10 is fixedly mounted on the outside of the oil pan 1.

[0028] Furthermore, the oil pan 1 includes a bottom housing 11, an oil drain port 12, a mounting base 13, an oil pump 14, and an oil suction pipe 15. The oil drain port 12 is fixedly installed at the bottom of the bottom housing 11, and the mounting base 13 is fixedly installed on the outside of the bottom housing 11. The oil pump 14 is fixedly installed on the surface of the mounting base 13, and one end of the oil suction pipe 15 is fixedly installed on the inlet of the oil pump 14, while the other end of the oil suction pipe 15 extends into the interior of the bottom housing 11.

[0029] Furthermore, the crankshaft assembly 3 includes a crankshaft journal 31, a counterweight 32, an oil guide surface 33, a connecting bearing 34, a connecting rod 35, and a piston head 36. The crankshaft journal 31 is rotatably mounted inside the support frame 2, and the counterweight 32 is fixedly mounted on the surface of the crankshaft journal 31. The oil guide surface 33 is fixedly mounted on the surface of the counterweight 32, and the connecting bearing 34 is rotatably mounted on the surface of the crankshaft journal 31. The connecting rod 35 is fixedly mounted on the connecting bearing 34. The piston head 36 is rotatably mounted on one end of the connecting rod 35 and slidably mounted inside the cylinder structure 5.

[0030] Furthermore, the lubrication circuit assembly 10 includes a main path 101, a crankshaft lubrication pipe 102, a crankshaft lubrication nozzle 103, a first lubrication valve 104, a piston lubrication pipe 105, a guide pipe 106, a second lubrication valve 107, a turbine lubrication pipe 108, a third lubrication valve 109, a camshaft lubrication pipe 1010, a camshaft lubrication drip nozzle 1011, and a fourth lubrication valve 1012. The main path 101 is fixedly installed on the output port of the oil pump 14 and extends upward. The crankshaft lubrication pipe 102 is fixedly installed on the main path 101 and extends into the interior of the support frame 2, located below the crankshaft assembly 3, with a fixed installation above it. The system includes a crankshaft lubrication nozzle 103; a piston lubrication pipe 105 fixedly mounted on the main path 101 and extending to the rear of the cylinder structure 5, and a guide pipe 106 fixedly mounted on the piston lubrication pipe 105 and extending to the interior of the cylinder structure 5; a turbine lubrication pipe 108 fixedly mounted on the main path 101 and extending to the main shaft inside the turbocharger 9; a camshaft lubrication pipe 1010 fixedly mounted on the main path 101 and extending to the interior of the top housing 6, and a camshaft lubrication nozzle 1011 fixedly mounted below the camshaft lubrication pipe 1010 and above the camshaft assembly 7.

[0031] Furthermore, the crankshaft lubrication pipe 102, piston lubrication pipe 105, turbine lubrication pipe 108, and camshaft lubrication pipe 1010 form four paths on the main path 101; a first lubrication valve 104 is installed at the input end of the crankshaft lubrication pipe 102; a second lubrication valve 107 is installed at the input end of the piston lubrication pipe 105; a third lubrication valve 109 is installed at the input end of the turbine lubrication pipe 108; and a fourth lubrication valve 1012 is installed at the input end of the camshaft lubrication pipe 1010.

[0032] The lubrication system for high-speed friction components of an automotive engine described in this invention operates on the following principle: I. Lubricating Oil Circulation Power Principle: When the engine is running, the crankshaft assembly 3 outputs power through the output shaft 4, simultaneously driving the oil pump 14. The oil pump 14 is a vacuum oil pump, drawing lubricating oil from the bottom of the bottom housing 11 of the oil pan 1 through the oil extraction pipe 15. Because the oil extraction pipe 15 is L-shaped and fits tightly against the bottom surface of the bottom housing 11, even when the vehicle is tilted or accelerating / decelerating, the oil inlet of the oil extraction pipe 15 can still be submerged below the lubricating oil level, ensuring that the oil pump 14 continuously draws in oil and avoids cavitation. The lubricating oil discharged from the oil pump 14 is first regulated by a pressure regulator and filtered by a filter before entering the main path 101.

[0033] II. Main Oil Circuit Distribution Principle: The main path 101 extends upwards from the output port of the oil pump 14, forming a tree-like oil circuit structure. When lubricating oil flows within the main path 101, it enters four parallel lubrication branches according to the opening status of the valves at the input ends of each branch: crankshaft lubrication pipe 102, piston lubrication pipe 105, turbine lubrication pipe 108, and camshaft lubrication pipe 1010. These four branches are independent of each other; changes in oil pressure or flow rate in one branch will not directly affect the others.

[0034] III. Crankshaft Lubrication Working Principle: Lubricating oil enters the crankshaft lubrication pipe 102 through the first lubrication valve 104 and flows to the crankshaft lubrication nozzle 103. The crankshaft lubrication nozzle 103 is located below the crankshaft assembly 3, and its spray direction is towards the crankshaft assembly 3 above. The lubricating oil is sprayed at a certain angle onto the journal 31, the counterweight 32, and the connecting bearing 34. At the same time, the oil guide surface 33 set on the surface of the counterweight 32 utilizes the centrifugal force generated when the crankshaft rotates to actively throw the lubricating oil in the oil guide groove on its surface towards the connection between the journal 31 and the connecting bearing 34, forming and maintaining an oil film and reducing friction.

[0035] IV. Piston Lubrication Working Principle: Lubricating oil enters the piston lubrication pipe 105 through the second lubrication valve 107 and flows to the guide pipe 106. The guide pipe 106 precisely guides the lubricating oil to the contact surface between the piston head 36 and the cylinder structure 5. When the piston head 36 slides back and forth inside the cylinder structure 5, the lubricating oil forms an oil film on the contact surface, simultaneously carrying away the heat generated by the piston head 36, thus achieving the dual functions of lubrication and cooling. After lubrication, the oil flows back down along the cylinder wall to the oil pan 1.

[0036] V. Turbocharger Lubrication Working Principle: Lubricating oil enters the turbine lubrication pipe 108 through the third lubrication valve 109 and is directly delivered to the main shaft inside the turbocharger 9. The main shaft of the turbocharger 9 operates under high temperature and high speed rotation conditions. The lubricating oil continuously flows through the gap between the main shaft and the bearing, forming an oil film and carrying away the heat generated by friction. The lubricated oil flows back to the oil pan 1 from the oil return port of the turbocharger 9.

[0037] VI. Camshaft Lubrication Working Principle: Lubricating oil enters the camshaft lubrication pipe 1010 through the fourth lubrication valve 1012 and flows to the camshaft lubrication drip port 1011. The camshaft lubrication drip port 1011 is located above the camshaft assembly 7. The lubricating oil drips onto the surface of the rotating camshaft assembly 7 and is distributed to friction parts such as the camshaft tip and journal by gravity. This drip-type lubrication method avoids oil splashing caused by excessive oil supply and ensures a continuous and uniform oil film on the camshaft surface.

[0038] VII. Principle of Lubricating Oil Return and Recirculation: After lubricating the various high-speed friction components, the lubricating oil flows downwards along the inner walls of the support frame 2, cylinder structure 5, and top shell 6 under the action of gravity, and finally all flows back to the bottom of the bottom shell 11 of the oil pan 1. After collection, it is sucked back into the oil pump 14, forming a complete cycle of "oil extraction, filtration, pressure stabilization, distribution, lubrication, return, and oil extraction". Throughout the process, the first lubrication valve 104, the second lubrication valve 107, the third lubrication valve 109, and the fourth lubrication valve 1012 control the on / off state and flow rate of the four branches, respectively, to achieve independent oil supply to each friction component.

[0039] VIII. Principle of Coordination among Friction Components: The crankshaft assembly 3 drives the piston head 36 to reciprocate within the cylinder structure 5 via the connecting rod 35. Simultaneously, the crankshaft assembly 3 drives the camshaft assembly 7 to rotate via the timing transmission mechanism. The lubrication needs of the four high-speed friction components are supplied by the same oil pan 1, but through four independent branches. This ensures both unified circulation of lubricating oil and independent control of the lubrication supply to each component, preventing changes in the lubrication needs of one component from affecting other components. IX. Control Principle: The first lubrication valve 104, the second lubrication valve 107, the third lubrication valve 109, and the fourth lubrication valve 1012 are all electromagnetic lubrication valves, and each is independently electrically connected to an intelligent lubrication control unit. The input terminal of the intelligent lubrication control unit is electrically connected to a multi-dimensional sensor network, which includes an oil pressure sensor installed on the main path 101, an oil temperature sensor installed inside the bottom housing 11, a speed sensor installed on the crankshaft assembly 3 or the output shaft 4, and friction state monitoring modules installed near the crankshaft assembly 3, the cylinder structure 5, the turbocharger 9, and the camshaft assembly 7, respectively. The output terminal of the intelligent lubrication control unit is connected to the first lubrication valve 104, the second lubrication valve 107, the third lubrication valve 109, and the fourth lubrication valve 1012 through a data feedback path. The control terminals of 09 and the fourth lubrication valve 1012 are electrically connected; the intelligent lubrication control unit is also electrically connected to the engine ECU, which communicates bidirectionally with the intelligent lubrication control unit via a CAN / LIN bus; a pressure stabilization module is installed in series between the output terminal of the oil pump 14 and the crankshaft lubrication pipe 102, piston lubrication pipe 105, turbine lubrication pipe 108, and camshaft lubrication pipe 1010 on the main path 101, and the pressure stabilization module includes a pressure regulating valve and a filter; the intelligent lubrication control unit is also electrically connected to a power management module and a fault alarm interface, the input terminal of the power management module is connected to the vehicle's 12V or 24V power supply, and the output terminal of the fault alarm interface is electrically connected to the fault code input terminal of the engine ECU and the instrument panel indicator light. Example

[0040] In this embodiment, the oil pan 1 is located at the bottom of the equipment, and the bottom housing 11 stores 5.5L of lubricating oil, with a normal operating oil volume of 4.0L. The oil pump 14 is a vacuum oil pump, with a pressure regulator set at 4.5 bar and a filter with a filtration accuracy of 25μm installed at one end. The oil suction pipe 15 is an "L"-shaped steel metal pipe, with its oil inlet perpendicularly 1.5mm from the bottom surface of the bottom housing 11, achieving a close contact and effectively preventing cavitation.

[0041] The counterweight 32 of the crankshaft assembly 3 consists of four pairs of metal plates. An oil guide surface 33 is provided on the contact surface between the counterweight 32 and the connecting bearing 34. This surface has radial oil guide grooves with a width of 1.2 mm and a depth of 0.8 mm, extending to the connection point between the crankshaft journal 31 and the connecting bearing 34. The oil guide surface 33 maintains the oil film thickness between the journal and the bearing at 3.5~5.2 μm, reducing the coefficient of friction to below 0.003.

[0042] Of the four branches of the lubrication circuit assembly 10: the crankshaft lubrication nozzle 103 has a diameter of 1.2 mm and supplies oil to the crankshaft assembly 3 at a spray angle of 45°; the guide tube 106 has an inner diameter of 3 mm and guides the lubricating oil to the contact point between the piston head 36 and the cylinder; the turbine lubrication tube 108 has a flow-limiting orifice with a diameter of 0.8 mm at its outlet; and the camshaft lubrication drip nozzle 1011 consists of four drip nozzles with an inner diameter of 1.0 mm, located 8 mm above the camshaft assembly 7.

[0043] The first lubrication valve 104 is a manually adjustable needle valve, and its opening degree can be continuously adjusted within the range of 0~100%; the second lubrication valve 107 is a solenoid shut-off valve with a response time of 50ms; the third lubrication valve 109 is a proportional flow valve with a control accuracy of ±0.05L / min; and the fourth lubrication valve 1012 is a manually adjustable ball valve with five opening degrees: 0%, 25%, 50%, 75%, and 100%.

[0044] After a 600-hour full-speed, full-load bench test according to GB / T 19055-2003, the maximum wear of the journal 31 was 0.008 mm, and the maximum wear of the connecting bearing 34 was 0.012 mm, both far below the standard limit of 0.05 mm; there were no obvious scratches on the piston head 36 skirt; the increase in radial clearance of the turbocharger 9 main shaft met the design requirements; and the maximum wear of the camshaft tip was 0.006 mm. The test data show that this invention can effectively ensure sufficient lubrication of high-speed friction components in the engine.

[0045] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A lubrication system for high-speed friction components of an automobile engine, comprising an oil pan (1), a support frame (2), a crankshaft assembly (3), an output shaft (4), a cylinder structure (5), a top cover (6), a camshaft assembly (7), a manifold (8), a turbocharger (9), and a lubrication circuit assembly (10), wherein the support frame (2) is fixedly mounted above the oil pan (1), and the crankshaft assembly (3) is rotatably mounted inside the support frame (2); the output shaft (4) is fixedly mounted at one end of the crankshaft assembly (3), and the cylinder structure (5) is fixedly mounted above the support frame (2), and the top cover (6) is fixedly mounted on the top of the cylinder structure (5); the camshaft assembly (7) is rotatably mounted inside the top cover (6), and the manifold (8) is fixedly mounted on the rear side of the cylinder structure (5), and the turbocharger (9) is fixedly mounted on the manifold (8); the input end of the lubrication circuit assembly (10) is fixedly mounted on the outside of the oil pan (1).

2. The lubrication system for high-speed friction components of an automotive engine as described in claim 1, characterized in that: The oil pan (1) includes a bottom housing (11), an oil drain port (12), a mounting base (13), an oil pump (14), and an oil suction pipe (15). The oil drain port (12) is fixedly installed at the bottom of the bottom housing (11), and the mounting base (13) is fixedly installed on the outside of the bottom housing (11). The oil pump (14) is fixedly installed on the surface of the mounting base (13), and one end of the oil suction pipe (15) is fixedly installed on the inlet of the oil pump (14), and the other end of the oil suction pipe (15) extends into the interior of the bottom housing (11).

3. The lubrication system for high-speed friction components of an automotive engine as described in claim 1, characterized in that: The crankshaft assembly (3) includes a journal (31), a counterweight (32), an oil guide surface (33), a connecting bearing (34), a connecting rod (35), and a piston head (36). The journal (31) is rotatably mounted inside the support frame (2), and the counterweight (32) is fixedly mounted on the surface of the journal (31). The oil guide surface (33) is fixedly mounted on the surface of the counterweight (32), and the connecting bearing (34) is rotatably mounted on the surface of the journal (31). The connecting rod (35) is fixedly mounted on the connecting bearing (34). The piston head (36) is rotatably mounted on one end of the connecting rod (35) and slidably mounted inside the cylinder structure (5).

4. The lubrication system for high-speed friction components of an automotive engine as described in claim 1, characterized in that: The lubrication circuit assembly (10) includes a main path (101), a crankshaft lubrication pipe (102), a crankshaft lubrication nozzle (103), a first lubrication valve (104), a piston lubrication pipe (105), a guide pipe (106), a second lubrication valve (107), a turbine lubrication pipe (108), a third lubrication valve (109), a camshaft lubrication pipe (1010), a camshaft lubrication drip nozzle (1011), and a fourth lubrication valve (1012). The main path (101) is fixedly installed on the output port of the oil pump (14) and extends upward. The crankshaft lubrication pipe (102) is fixedly installed on the main path (101) and extends into the interior of the support frame (2), located below the crankshaft assembly (3), with its upper part fixed. A crankshaft lubrication nozzle (103) is installed; the piston lubrication pipe (105) is fixedly installed on the main path (101) and extends to the rear of the cylinder structure (5), and the guide pipe (106) is fixedly installed on the piston lubrication pipe (105) and extends to the interior of the cylinder structure (5); the turbine lubrication pipe (108) is fixedly installed on the main path (101) and extends to the main shaft inside the turbocharger (9); the camshaft lubrication pipe (1010) is fixedly installed on the main path (101) and extends to the interior of the top shell (6), and the camshaft lubrication nozzle (1011) is fixedly installed below the camshaft lubrication pipe (1010) and above the camshaft assembly (7).

5. A lubrication system for high-speed friction components of an automotive engine as described in claim 4, characterized in that: The crankshaft lubrication pipe (102), piston lubrication pipe (105), turbine lubrication pipe (108), and camshaft lubrication pipe (1010) form four paths on the main path (101); a first lubrication valve (104) is installed at the input end of the crankshaft lubrication pipe (102); a second lubrication valve (107) is installed at the input end of the piston lubrication pipe (105); a third lubrication valve (109) is installed at the input end of the turbine lubrication pipe (108); and a fourth lubrication valve (1012) is installed at the input end of the camshaft lubrication pipe (1010).

6. The lubrication system for high-speed friction components of an automotive engine as described in claim 1, characterized in that: The oil pan (1) is located at the bottom of the device, and the bottom of the bottom housing (11) contains lubricating oil. The mounting base (13) is a metal block that supports the oil pump (14). The oil pump (14) is a vacuum oil pump, with a voltage regulator and filter fixedly installed at one end. The oil extraction pipe (15) is an "L"-shaped steel metal pipe, with one end penetrating the bottom housing (11) and extending inward. The oil extraction pipe (15) fits against the bottom surface of the bottom housing (11).

7. The lubrication system for high-speed friction components of an automotive engine as described in claim 1, characterized in that: The counterweight (32) inside the crankshaft assembly (3) is made of several pairs of metal plates, and an oil guide surface (33) is provided on the surface of the counterweight (32) in contact with the connecting bearing (34); the shape of the oil guide surface (33) is completely consistent with the counterweight (32), and a number of oil guide grooves are provided on the surface of the oil guide surface (33), which extends to the connection between the shaft journal (31) and the connecting bearing (34).

8. The lubrication system for high-speed friction components of an automotive engine as described in claim 1, characterized in that: The lubrication circuit assembly (10) can guide the oil inside the bottom housing (11) to four positions through the oil pump (14); the oil inside the crankshaft lubrication pipe (102) can be sprayed onto the crankshaft assembly (3) through the crankshaft lubrication nozzle (103); the oil inside the piston lubrication pipe (105) can be guided to the contact point between the piston head (36) and the cylinder through the guide pipe (106); the oil inside the turbine lubrication pipe (108) can be delivered to the main shaft of the turbocharger (9); the oil inside the camshaft lubrication pipe (1010) can drip onto the camshaft assembly (7) through the camshaft lubrication drip nozzle (1011).

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