Engine and power equipment with same

Abstract

The utility model provides an engine and power equipment with the same, and the engine comprises a cylinder body, a piston, a piston rod and a piston rod, the friction part is arranged on the inner wall face of the cylinder hole, the axial direction of the cylinder hole serves as the longitudinal direction, and the sectional area of at least part of the longitudinal section of the friction part is gradually increased or gradually decreased in the piston moving direction of the engine; the friction part further comprises a friction layer body, and the friction layer body is attached to the inner wall face. The problem that in the prior art, the friction performance between an engine cylinder hole and a piston component is low is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of engine cylinder hole design, in particular to an engine and a power device having the same. Background Art

[0002] Cylinder bore friction and wear in internal combustion engines are significant factors affecting their service life and economic efficiency. Currently, cylinder bore friction and wear control relies primarily on optimizing piston design, improving lubrication conditions, and strengthening the cylinder bore surface. The engine's operating environment is complex and variable, with varying temperature and pressure distributions and wear patterns at different stroke positions. Therefore, optimizing the design based on varying lubrication conditions is crucial.

[0003] Currently, technologies for optimizing cylinder bore friction performance primarily include coating, texturing, and laser surface treatment. Coating deposits a layer of low-friction material on the cylinder bore surface to reduce friction. Texturing creates microstructures on the cylinder bore surface to increase surface roughness, thereby increasing the friction coefficient. Laser surface treatment uses methods such as laser ablation and spraying to create microstructures on the cylinder bore surface to reduce friction.

[0004] However, the current friction performance optimization technology has the following problems: the coating treatment technology can only form a low-friction coefficient coating on the cylinder bore surface, and cannot effectively reduce the contact area between the cylinder bore surface and the piston ring. The friction performance optimization technology of the cylinder bore surface does not fully consider the dynamic changes in friction performance, resulting in poor optimization effect of friction performance. Utility Model Content

[0005] The main purpose of the utility model is to provide an engine and a power device having the same, so as to solve the problem of low friction performance between the engine cylinder hole and the piston component in the prior art.

[0006] In order to achieve the above-mentioned purpose, according to one aspect of the present invention, an engine is provided, comprising: a cylinder body, in which a cylinder hole is provided; a friction part, which is provided on the inner wall surface of the cylinder hole, and with the axial direction of the cylinder hole as the longitudinal direction, the cross-sectional area of ​​at least part of the longitudinal section of the friction part gradually increases or decreases along the movement direction of the piston of the engine; wherein the friction part also includes a friction layer body, and the friction layer body is in contact with the inner wall surface.

[0007] Furthermore, along the compression direction of the piston, the inner wall surface includes: a first lubrication area and a second lubrication area; the friction part includes a first friction part and a second friction part, the first friction part is arranged in the first lubrication area, and the second friction part is arranged in the second lubrication area.

[0008] Furthermore, along the compression direction of the piston, the cross-sectional area of ​​the longitudinal section of the first friction portion gradually increases; the first friction portion further comprises: a first friction layer body, and the first friction layer body is in contact with the inner wall surface.

[0009] Furthermore, the longitudinal cross-section of the first friction portion is a trapezoidal structure; and / or the first friction layer extends in a wavy trajectory along the axial direction of the first lubrication zone.

[0010] Furthermore, the first friction part also includes: a first groove, which is arranged on the inner wall surface and located in the first lubrication area, the first groove extends along the circumferential direction of the inner wall surface, there are multiple first grooves, and the multiple first grooves are spaced apart along the axial direction of the first lubrication area; at least part of the first friction layer is embedded in each first groove.

[0011] Furthermore, the second friction part includes: a plurality of second grooves, which are arranged on the inner wall surface and located in the second lubrication area, each second groove is recessed toward the outside of the cylinder body relative to the inner wall surface, and each second groove is arranged at intervals along the extension direction of the second lubrication area; a second friction layer body, which is arranged on the inner wall surface and located in the second lubrication area.

[0012] Furthermore, the groove wall surface of each second groove extends along an arc trajectory; and the ratio of the depth to the inner diameter of each second groove is 0.1-0.5.

[0013] Furthermore, the inner wall surface further includes a third lubrication area, which is located on a side of the second lubrication area away from the first lubrication area; the friction portion further includes a third friction portion, which is arranged in the third lubrication area.

[0014] Furthermore, the third friction part includes: a third friction layer body, which is arranged on the inner wall surface and located in the third lubrication area; a third groove, which is arranged on the inner wall surface and located in the third lubrication area, and the third groove extends along the circumferential direction of the inner wall surface. There are multiple third grooves, and the multiple third grooves are spaced apart along the axial direction of the third lubrication area. At least part of the third friction layer body is embedded in each third groove.

[0015] According to another aspect of the present invention, a power device is provided, including an engine, which is the above-mentioned engine.

[0016] The technical solution of the present utility model comprises a cylinder block and a friction portion, wherein the cylinder block is provided with a cylinder bore. The friction portion is disposed on the inner wall surface of the cylinder bore, and the cross-sectional area of ​​at least a portion of the longitudinal section of the friction portion gradually increases or decreases along the direction of piston movement of the engine, with the longitudinal direction of the cylinder bore as the longitudinal direction. The friction portion also includes a friction layer, which is in contact with the inner wall surface. This arrangement takes into account cylinder bore deformation and mixed lubrication conditions. By designing the cross-sectional area of ​​the longitudinal section of the friction portion, deformation of the cylinder bore profile is compensated. Combined with the provision of the friction layer, the friction coefficient is reduced, the piston-cylinder bore clearance is adjusted, the friction performance between the cylinder bore and the piston component is optimized, and the cylinder bore life is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings constituting part of this application are provided to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0018] Figure 1 Shows a schematic diagram of the cylinder structure of an engine according to the utility model;

[0019] Figure 2 A cross-sectional view of the cylinder structure of an engine according to the present invention is shown.

[0020] The above drawings include the following reference numerals:

[0021] 1. Cylinder body; 10. Cylinder hole; 2. Friction part; 20. Friction layer; 11. First lubrication area; 12. Second lubrication area; 21. First friction part; 22. Second friction part; 210. First friction layer; 211. First groove; 220. Second groove; 221. Second friction layer; 13. Third lubrication area; 23. Third friction part; 230. Third friction layer; 231. Third groove. DETAILED DESCRIPTION

[0022] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0023] As mentioned in the background art, in existing engine cylinders, the friction performance of the cylinder bore is the key performance of the cylinder bore. The friction performance of the cylinder bore includes the friction between the cylinder bore and the piston ring, and the friction between the cylinder bore and the piston. The friction between the cylinder bore and the piston ring is affected by many factors, including the material, surface roughness, and fitting parameters of the piston ring. The friction between the cylinder bore and the piston is affected by many factors, including the material, surface roughness, and fitting parameters of the piston. The friction performance of the cylinder bore determines the operating efficiency and reliability of the internal combustion engine. Therefore, the friction performance of the cylinder bore is the key performance of the cylinder bore. In the existing technology, a coating or texture structure is provided on the inner wall surface of the cylinder bore to reduce the friction between the cylinder bore and the piston component. However, since the friction performance of the piston with the inner wall surface changes dynamically during movement, only providing a friction-reducing structure in the cylinder bore does not achieve a good friction-reducing effect. Therefore, in response to the above technical problems, in the engine of the present application, a friction portion 2 is provided on the inner wall surface of the cylinder bore 10, and the cross-sectional area of ​​at least part of the longitudinal section of the friction portion 2 gradually increases or decreases, and the friction layer 20 is in contact with the inner wall surface. Since the piston will pass through an area where the relative motion speed of the friction pair is low and the working conditions of the piston and the piston ring are relatively harsh during movement, the cross-sectional area of ​​the longitudinal section of the friction portion 2 is designed, the cylinder bore line is designed for deformation compensation, and the friction layer 20 is provided to reduce the friction coefficient, adjust the piston-cylinder bore clearance, optimize the friction performance between the cylinder bore and the piston component, and optimize and improve the cylinder bore life at the same time.

[0024] Please refer to Figure 1 and Figure 2 The present application provides an engine, comprising: a cylinder body 1, in which a cylinder hole 10 is provided; a friction portion 2, which is provided on the inner wall surface of the cylinder hole 10, with the axial direction of the cylinder hole 10 as the longitudinal direction, and along the direction of movement of the engine piston, the cross-sectional area of ​​at least part of the longitudinal section of the friction portion 2 gradually increases or gradually decreases; wherein, the friction portion 2 further comprises a friction layer body 20, and the friction layer body 20 is in contact with the inner wall surface.

[0025] The engine provided by the present application includes a cylinder block 1 and a friction portion 2. Cylinder block 1 includes a cylinder bore 10. Friction portion 2 is disposed on the inner wall of cylinder bore 10. With the axial direction of cylinder bore 10 as the longitudinal direction, the cross-sectional area of ​​at least a portion of the longitudinal section of friction portion 2 gradually increases or decreases along the direction of piston movement in the engine. Friction portion 2 also includes a friction layer 20, which is in contact with the inner wall. This configuration takes into account cylinder bore deformation and mixed lubrication conditions. By designing the cross-sectional area of ​​the longitudinal section of friction portion 2, deformation compensation for the cylinder bore profile is facilitated. Combined with the provision of friction layer 20, this reduces the friction coefficient, adjusts the piston-cylinder bore clearance, optimizes the friction performance between the cylinder bore and the piston member, and improves the life of the cylinder bore.

[0026] like Figure 1As shown, specifically, along the compression direction of the piston, the inner wall surface includes: a first lubrication area 11 and a second lubrication area 12; the friction portion 2 includes a first friction portion 21 and a second friction portion 22, with the first friction portion 21 being located in the first lubrication area 11 and the second friction portion 22 being located in the second lubrication area 12. By dividing the cylinder bore into zones, including the first lubrication area 11 and the second lubrication area 12, the first friction portion 21 and the second friction portion 22 can be positioned according to the specific lubrication conditions within the cylinder bore, thereby optimizing friction performance for different areas of the cylinder bore.

[0027] Furthermore, the longitudinal cross-sectional area of ​​the first friction portion 21 gradually increases along the compression direction of the piston. The first friction portion 21 also includes a first friction layer 210, which is in contact with the inner wall surface. A coating is provided on the inner wall surface to form the first friction layer 210. The longitudinal cross-sectional structure of the first friction portion 21 is trapezoidal; and / or the first friction layer 210 extends in a wavy trajectory along the axis of the first lubrication zone 11. A wavy profile is employed. This wavy profile improves the contact between the piston ring and the cylinder bore, reducing friction and wear. It is suitable for engines that require frequent starting and stopping, such as generator sets and agricultural machinery, effectively reducing starting energy consumption and extending their service life. The wavy profile design reduces friction and wear on the piston ring during frequent starting and stopping, reducing startup energy consumption. It is suitable for power plants and agricultural equipment, providing strong support for improving the energy efficiency and durability of the equipment.

[0028] Preferably, the coating material is molybdenum. Molybdenum has excellent high-temperature stability and low-friction properties, effectively reducing piston friction under high-temperature conditions. It is suitable for high-performance automotive and aircraft engines, significantly improving their power output and fuel efficiency. By using molybdenum as a coating material, the engine can maintain low friction even at high temperatures, improving power output and reducing fuel consumption. This technology is particularly suitable for racing cars and aircraft that pursue high performance and low fuel consumption, providing an effective means of increasing speed and saving fuel.

[0029] Ultrasonic spraying technology is used for surface coating. This technology creates a uniform, dense coating that enhances the wear and corrosion resistance of the cylinder bore surface. It is suitable for engines operating in harsh environments, such as offshore vessels and construction machinery in desert regions, effectively improving their reliability and durability. The application of ultrasonic spraying significantly enhances the adhesion and uniformity of the coating, ensuring its stability and durability in extreme environments. In offshore and desert environments, this technology effectively prevents seawater corrosion and sand and dust abrasion, extending the equipment's service life and reducing maintenance costs.

[0030] In order to improve the bonding stability between the first friction layer 210 and the inner wall surface, Figure 2As shown, the first friction portion 21 further includes a first groove 211 disposed on the inner wall surface and located in the first lubrication zone 11. The first groove 211 extends circumferentially along the inner wall surface. There are multiple first grooves 211, which are spaced apart along the axis of the first lubrication zone 11. At least a portion of the first friction layer 210 is embedded in each first groove 211. The first grooves 211 increase the friction between the inner wall surface and the first friction layer 210, thereby increasing the roughness of the inner wall surface. This allows the coating forming the first friction layer 210 to adhere more firmly to the inner wall surface.

[0031] Preferably, the linear deformation compensation design is combined with a surface coating treatment, with the coating thickness in the first lubrication zone 11 being 1-5 microns. This combined application more effectively controls cylinder bore deformation while providing excellent lubrication performance. It is suitable for engines operating under high temperature and high pressure, such as oil drilling equipment and chemical equipment, significantly improving their operating efficiency and reducing maintenance costs. Under high temperature and high pressure conditions, the combined application of linear deformation compensation and surface coating effectively controls cylinder bore deformation, improving equipment operating efficiency and reducing maintenance costs. It is suitable for high-risk and energy-intensive industries such as oil extraction and chemical production, providing strong technical support for improving production safety and economic benefits.

[0032] In the specific implementation process, Figure 2 As shown, the second friction portion 22 includes: a plurality of second grooves 220, which are arranged on the inner wall surface and located in the second lubrication area 12, each second groove 220 is recessed relative to the inner wall surface toward the outer side of the cylinder hole 10, and each second groove 220 is arranged at intervals along the extension direction of the second lubrication area 12; a second friction layer body 221, which is arranged on the inner wall surface and located in the second lubrication area 12.

[0033] The groove wall of each second groove 220 extends along an arc trajectory; the ratio of the depth to the inner diameter of each second groove 220 is 0.1-0.5. This size and ratio of the grooves form a stable oil film, reducing direct contact between the piston ring and the cylinder bore surface, significantly reducing friction. This makes it suitable for various types of internal combustion engines, especially those operating under high loads in industrial applications, effectively improving their energy efficiency and reducing maintenance costs.

[0034] Preferably, the distribution density of the second grooves 220 is 50-200 per square centimeter. This density of second grooves 220 can reduce the contact area between the cylinder bore surface and the piston ring while ensuring oil film stability. This makes it suitable for various types of internal combustion engines, especially industrial engines operating under high loads and speeds, effectively reducing friction and improving energy efficiency. In industrial engines, this high-density dimple texture design can significantly reduce friction, improve energy efficiency under high-speed and high-load conditions, and reduce operating costs. It is suitable for various industrial equipment and production lines, providing an effective way to improve production efficiency and reduce energy consumption.

[0035] The textured design formed by each second groove 220 is created using ultrasonic vibration technology. Ultrasonic vibration technology creates evenly distributed dimples, improving oil film stability and lubrication effectiveness. This technology is suitable for engines that operate at high speeds and high loads, such as high-speed trains and high-performance racing cars, effectively improving their operating efficiency and reducing energy consumption. The textured design created by ultrasonic vibration technology significantly reduces friction under high-speed and high-load conditions, improving the operating efficiency of high-speed trains and high-performance racing cars and reducing energy consumption, providing technical support for increasing speed and conserving energy.

[0036] The combined application of texture design and coating technology in the second lubrication zone 12 controls the deposition of the coating within the pits. This combined application creates a more stable oil film and reduces shear forces. Suitable for engines operating under high loads, such as heavy trucks and large construction machinery, it effectively reduces friction and improves energy efficiency. In heavy trucks and large construction machinery, the combined application of texture design and coating technology significantly reduces friction under high loads by controlling the deposition of the coating within the pits. This improves the equipment's energy efficiency, reduces energy consumption, and lowers operating costs, providing an effective technical means for improving logistics efficiency and construction speed.

[0037] Further, if Figure 2 As shown, in the present application, the inner wall surface further includes a third lubricating area 13, which is located on the side of the second lubricating area 12 away from the first lubricating area 11. The friction portion 2 further includes a third friction portion 23, which is disposed in the third lubricating area 13. The third friction portion 23 includes: a third friction layer 230, which is disposed on the inner wall surface and located within the third lubricating area 13; and a third groove 231, which is disposed on the inner wall surface and located within the third lubricating area 13. The third groove 231 extends along the circumferential direction of the inner wall surface. There are multiple third grooves 231, which are spaced apart along the axial direction of the third lubricating area 13. At least a portion of the third friction layer 230 is embedded in each third groove 231.

[0038] Specifically, the third lubrication zone 13 uses mixed lubrication, the relative motion speed of the friction pair is low, and the provision of each third groove 231 increases the roughness of the inner wall surface, thereby making the coating forming the third friction layer 230 fit more closely with the inner wall surface. The surface coating is treated using ultrasonic spraying technology. Ultrasonic spraying technology can form a uniform and dense coating, enhancing the wear resistance and corrosion resistance of the cylinder bore surface. It is suitable for engines in harsh environments, such as offshore vessels and engineering machinery in desert areas, and can effectively improve their reliability and durability. The application of ultrasonic spraying technology greatly improves the adhesion and uniformity of the coating, ensuring the stability and durability of the coating in extreme environments. In offshore and desert environments, this technology can effectively prevent seawater corrosion and sand and dust wear, extending the service life of the equipment and reducing maintenance costs.

[0039] In another embodiment provided herein, the third lubrication zone 13 employs a convex-concave profile. This convex-concave profile improves contact between the piston ring and the cylinder bore, reducing friction and wear. It is suitable for engines operating under extreme conditions, such as polar exploration equipment and deep-sea probes, effectively enhancing their operational stability and durability. In polar and deep-sea environments, the convex-concave profile design significantly reduces friction and wear between the piston ring and the cylinder bore, improving operational stability and durability. Suitable for equipment such as polar research vessels and deep-sea submarines, it provides reliable support for exploration and research in extreme environments.

[0040] Preferably, the linear deformation compensation design is combined with a surface coating treatment, with the coating (first friction layer 210) having a thickness of 1-5 microns in the first lubrication zone 11. This combined application can more effectively control cylinder bore deformation while providing excellent lubrication performance. It is suitable for engines that need to operate under high temperature and high pressure, such as oil drilling equipment and chemical equipment, and can significantly improve their operating efficiency and reduce maintenance costs. Under high temperature and high pressure conditions, the combined application of linear deformation compensation design and surface coating can effectively control cylinder bore deformation, improve equipment operating efficiency, and reduce maintenance costs. It is suitable for high-risk and high-energy-consuming industries such as oil extraction and chemical production, providing strong technical support for improving production safety and economic benefits.

[0041] The treatment schemes for the first, second, and third lubrication zones 11, 12, and 13 were designed to account for piston temperature fluctuations at different travel positions. This design more precisely adapts to piston temperature fluctuations during operation, improving the engine's thermal efficiency and operational stability. It is suitable for engines operating in environments with large temperature differences, such as those in polar and desert regions, effectively enhancing their adaptability and reliability. In polar and desert regions, this design precisely controls piston temperature fluctuations at different travel positions, improving the equipment's thermal efficiency and operational stability in extreme environments, reducing failure rates and maintenance costs, and providing reliable technical support for polar scientific research and desert construction.

[0042] Through the low-friction design of this application, the energy loss of the internal combustion engine during operation is significantly reduced, improving the efficiency and performance of the engine. The shape line deformation compensation design effectively controls the deformation of the cylinder bore under extreme conditions, enhances the matching accuracy of the piston and the cylinder bore, and reduces mechanical wear. The combined use of surface coating treatment and texture design not only reduces the friction coefficient under mixed lubrication conditions, but also reduces the oil film shear force under fluid lubrication conditions, further reducing friction. The combined application of these technologies not only improves the operating stability of the internal combustion engine, but also extends its service life, which is of great significance to improving the overall performance of the internal combustion engine and energy conservation and emission reduction.

[0043] The present application also provides a power device, including an engine, which is the engine of the above embodiment.

[0044] Also explained are: Textured Cylinder Bore: Laser, ultrasonic, etching, and other methods are used to create special topography, such as an array of pits, on the cylinder bore surface. Coated Cylinder Bore: Spraying and other methods are used to coat the cylinder bore surface with special materials, such as ceramics, diamond-like carbon films, and metal-based materials. Special-Shaped Cylinder Bore: This finishing process uses an oilstone (also called a honing stick) embedded in a honing head to create a cross-shaped pattern on the surface of the part. Different cylinder bore shapes can also be created, such as conical, bottle-mouth, and saddle-shaped.

[0045] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0046] The engine provided by the present application includes a cylinder block 1 and a friction portion 2. Cylinder block 1 includes a cylinder bore 10. Friction portion 2 is disposed on the inner wall of cylinder bore 10. With the axial direction of cylinder bore 10 as the longitudinal direction, the cross-sectional area of ​​at least a portion of the longitudinal section of friction portion 2 gradually increases or decreases along the direction of piston movement in the engine. Friction portion 2 also includes a friction layer 20, which is in contact with the inner wall. This configuration takes into account cylinder bore deformation and mixed lubrication conditions. By designing the cross-sectional area of ​​the longitudinal section of friction portion 2, deformation compensation for the cylinder bore profile is facilitated. Combined with the provision of friction layer 20, this reduces the friction coefficient, adjusts the piston-cylinder bore clearance, optimizes the friction performance between the cylinder bore and the piston member, and improves the life of the cylinder bore.

[0047] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. An engine, characterized in that: include: A cylinder body (1), wherein a cylinder hole (10) is provided in the cylinder body (1); The friction portion (2) is provided on the inner wall surface of the cylinder hole (10), and the cross-sectional area of ​​at least part of the longitudinal section of the friction portion (2) gradually increases or decreases along the piston movement direction of the engine, with the axial direction of the cylinder hole (10) as the longitudinal direction; Wherein, the friction part (2) further includes a friction layer body (20), and the friction layer body (20) is in contact with the inner wall surface.

2. The engine according to claim 1, characterized in that Along the compression direction of the piston, the inner wall surface includes: a first lubricating area (11) and a second lubricating area (12); The friction part (2) comprises a first friction part (21) and a second friction part (22), wherein the first friction part (21) is arranged in the first lubrication area (11), and the second friction part (22) is arranged in the second lubrication area (12).

3. The engine according to claim 2, characterized in that Along the compression direction of the piston, the cross-sectional area of ​​the longitudinal section of the first friction portion (21) gradually increases; the first friction portion (21) further comprises: A first friction layer body (210), wherein the first friction layer body (210) is in contact with the inner wall surface.

4. The engine according to claim 3, characterized in that The longitudinal cross-section of the first friction portion (21) is a trapezoidal structure; and / or, The first friction layer (210) extends in a wavy trajectory along the axial direction of the first lubrication area (11).

5. The engine according to claim 3, characterized in that The first friction portion (21) further includes: a first groove (211) provided on the inner wall surface and located in the first lubrication area (11); the first groove (211) extending along the circumferential direction of the inner wall surface; a plurality of first grooves (211) being provided, the plurality of first grooves (211) being spaced apart along the axial direction of the first lubrication area (11); At least a portion of the first friction layer body (210) is embedded in each of the first grooves (211).

6. The engine according to claim 2, characterized in that The second friction portion (22) comprises: a plurality of second grooves (220) provided on the inner wall surface and located in the second lubricating area (12), each second groove (220) being recessed relative to the inner wall surface toward the outside of the cylinder hole (10), and each second groove (220) being spaced apart along the extending direction of the second lubricating area (12); The second friction layer body (221) is arranged on the inner wall surface and located in the second lubrication area (12).

7. The engine according to claim 6, characterized in that The groove wall surface of each second groove (220) extends along an arc trajectory; The ratio of the depth to the inner diameter of each of the second grooves (220) is 0.1-0.

5.

8. The engine according to claim 2, characterized in that The inner wall surface further comprises a third lubricating area (13), and the third lubricating area (13) is located on a side of the second lubricating area (12) away from the first lubricating area (11); The friction portion (2) further includes a third friction portion (23), and the third friction portion (23) is arranged in the third lubrication area (13).

9. The engine according to claim 8, characterized in that The third friction part (23) comprises: a third friction layer body (230), arranged on the inner wall surface and located in the third lubrication area (13); A third groove (231) is provided on the inner wall surface and is located in the third lubrication area (13). The third groove (231) extends along the circumferential direction of the inner wall surface. There are multiple third grooves (231). The multiple third grooves (231) are spaced apart along the axial direction of the third lubrication area (13). At least part of the third friction layer (230) is embedded in each of the third grooves (231).

10. A power device comprising an engine, characterized in that: The engine is the engine according to any one of claims 1 to 9.

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