engine

Abstract

The application discloses an engine, which comprises a cylinder head, a cam mechanism, a rocker arm assembly and a valve. The cam mechanism is installed on the cylinder head and comprises a camshaft and a cam arranged on the camshaft. The rocker arm assembly comprises a rocker arm shaft fixed on the cylinder head and a rocker arm arranged on the rocker arm shaft. The valve at least partially abuts against the rocker arm. The rocker arm forms a rocker arm shaft mounting hole through which the rocker arm shaft passes. A first oil delivery hole is formed on the rocker arm and penetrates the rocker arm along the radial direction of the rocker arm shaft mounting hole. The first oil delivery hole is in communication with the rocker arm shaft mounting hole. An oil supply channel for delivering lubricating oil is arranged in the camshaft. A second oil delivery hole is arranged on the cam and in communication with the oil supply channel. The second oil delivery hole can spray lubricating oil in the direction of the first oil delivery hole. Through the above arrangement, the structure for lubricating the rocker arm shaft and the rocker arm is simpler and the processing cost is lower.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to an engine. Background Technology

[0002] An engine is a machine that converts chemical energy into mechanical energy. Air enters the combustion chamber through the intake valve, and the exhaust gases produced after combustion are expelled from the combustion chamber through the exhaust valve. During this process, the intake and exhaust valves need to open and close alternately. The rocker arm rotates around its shaft under the action of a cam mechanism to control the opening and closing of the intake and exhaust valves. This causes friction between the rocker arm shaft and its mounting hole. To prevent damage to the rocker arm shaft, the contact surface between the rocker arm shaft and its mounting hole needs to be lubricated. If lubrication of the rocker arm and its shaft is required, a complex oil supply mechanism or oil passage is needed, resulting in a complex structure and increased manufacturing costs. Utility Model Content

[0003] In order to overcome the shortcomings of the prior art, the purpose of this application is to provide an engine that has a simpler structure and lower processing cost for lubricating the rocker arm shaft and rocker arm.

[0004] To achieve the above objectives, this application adopts the following technical solution:

[0005] This application provides an engine including a cylinder head, a cam mechanism, a rocker arm assembly, and valves. The cam mechanism is mounted on the cylinder head and includes a camshaft and a cam disposed on the camshaft. The rocker arm assembly includes a rocker arm shaft fixed to the cylinder head and a rocker arm disposed on the rocker arm shaft. The valves at least partially abut against the rocker arm. The rocker arm forms a rocker arm shaft mounting hole through which the rocker arm shaft passes. The rocker arm has a first oil supply hole that radially extends through the rocker arm shaft mounting hole and communicates with the rocker arm shaft mounting hole. The camshaft has an oil supply passage for supplying lubricating oil, and the cam has a second oil supply hole that communicates with the oil supply passage. The second oil supply hole can spray lubricating oil toward the direction of the first oil supply hole.

[0006] Furthermore, the rocker arm assembly is located near the cylinder head sidewall, and the first oil supply port has an opening opposite to the rocker arm shaft mounting hole, with the opening direction of the first oil supply port facing the cylinder head sidewall.

[0007] Furthermore, the first oil supply port is located on the side of the rocker arm shaft away from the valve. The extension direction of the valve is defined as the first extension direction, and the extension direction of the first oil supply port is defined as the second extension direction. An angle is formed between the first extension direction and the second extension direction.

[0008] Furthermore, the angle between the first extension direction and the second extension direction is an acute angle.

[0009] Furthermore, the rocker arm is divided into a first rocker arm part and a second rocker arm part. The first rocker arm part abuts against the cam and the valve, and the rocker arm shaft mounting hole and the first oil supply hole are both located in the second rocker arm part.

[0010] Furthermore, the cam mechanism includes an intake camshaft and an exhaust camshaft, with the length of the exhaust camshaft being shorter than the length of the intake camshaft.

[0011] Furthermore, the engine also includes a timing system connected to the cam mechanism. The cylinder head surrounds and forms a first mounting space for accommodating the cam mechanism and a second mounting space for accommodating the timing system. The cylinder head includes an oil supply line, an intake bearing cover covering the intake camshaft, and an exhaust bearing cover covering the exhaust camshaft. The intake bearing cover, exhaust bearing cover, and oil supply line are integrally formed. An oil hole is provided on the inner wall of the cylinder head. At least part of the intake bearing cover covers the inner wall of the cylinder head. A first oil passage communicating with the oil hole is provided in the intake bearing cover. A second oil passage is provided in the exhaust bearing cover. The second oil passage communicates with the oil hole through the oil supply line.

[0012] Furthermore, a connecting structure is provided between the intake bearing cover and the exhaust bearing cover. The intake bearing cover, the exhaust bearing cover, and the connecting structure are integrally formed. The engine also includes an ignition device, and an ignition hole is provided at the connecting structure for the ignition device to pass through.

[0013] Furthermore, the oil pipeline is connected to the exhaust bearing cover via a connecting structure.

[0014] Furthermore, the connecting structure has a first bolt hole through which a fastener passes, the first bolt hole being connected to a second oil passage, and the oil pipeline having an oil passage extending along its axial direction, the end of the oil passage opposite to the first oil passage being connected to the first bolt hole.

[0015] The engine provided in this application receives lubricating oil ejected from the second oil inlet through the first oil inlet. The lubricating oil enters the first oil inlet to lubricate the rocker arm shaft and the rocker arm shaft mounting hole. The structure for lubricating the rocker arm shaft and rocker arm is simpler and the processing cost is lower. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the engine structure in the embodiment of this application;

[0017] Figure 2 This is an exploded view of the engine in the embodiment of this application;

[0018] Figure 3 This is a partial cross-sectional view of the engine in the embodiment of this application;

[0019] Figure 4 This is a schematic diagram of the cooling water jacket from a first-view perspective in the embodiments of this application;

[0020] Figure 5 This is a schematic diagram of the cooling water jacket from a second perspective in the embodiments of this application;

[0021] Figure 6 This is a schematic diagram of the assembly of the cam bearing cover in the embodiment of this application;

[0022] Figure 7 for Figure 6 KK-direction cross-section;

[0023] Figure 8 This is a schematic diagram of the bottom of the cam bearing cover in the embodiment of this application;

[0024] Figure 9 This is a schematic diagram of the secondary gas replenishment structure in the embodiments of this application;

[0025] Figure 10 This is a schematic diagram of the filter plate in the embodiment of this application;

[0026] Figure 11 This is a schematic diagram of the lubrication component for the rocker arm shaft mounting hole in the embodiment of this application. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in specific embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0028] It should be noted that the terms "first," "second," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, "an" or "a" and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. "A plurality" or "several" indicates at least two. "Comprising" or "including" and similar terms mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. "Connected" or "linked" and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect.

[0029] like Figure 1 and Figure 2As shown, this application provides an engine 100, which includes a housing 11. The housing 11 includes a cylinder head cover 111, a cylinder head 112, a cylinder block 113, a crankcase 114, and an oil pan 115 connected in sequence. The oil pan 115 is located at the bottom of the housing 11 and forms an oil pan space (not shown) for storing lubricating oil. The crankcase 114 is connected to the oil pan 115, forming a crankcase space 103. A cylinder 1131 is disposed inside the cylinder block 113 and communicates with the crankcase space 103. The cylinder head 112 is connected to the cylinder block 113, and the cylinder head cover 111 is connected to the cylinder head 112 and located at the top of the housing 11. To clearly illustrate the technical solution of this application, the following are also provided: Figure 1 The engine 100 is shown in the up / down, left / right, and front / back directions.

[0030] In the technical solution of this application, the engine 100 is a V-type engine, which has two cylinder heads 112 distributed in a V shape, and each cylinder head 112 is equipped with a corresponding cylinder head cover 111.

[0031] like Figure 2 As shown, the engine 100 also includes a crankshaft connecting rod mechanism 12, a piston mechanism 13, a cam mechanism 14, a timing system 15, and an intake and exhaust system 16. The crankshaft connecting rod mechanism 12 is mounted in the crankcase 114 and located within the crankcase space 103. At least a portion of the crankshaft connecting rod mechanism 12 is connected to the piston mechanism 13. The piston mechanism 13 is disposed in a cylinder 1131 and can reciprocate within the cylinder 1131, thereby driving the crankshaft connecting rod mechanism 12 to rotate. The piston 13 has a top dead center (TDC), which refers to the position in the cylinder 1131 where the piston 13 has moved to the furthest point from the crankshaft connecting rod mechanism 12. At least a portion of the cylinder 1131 forms a combustion chamber 101, which is the space between the top dead center of the piston mechanism 13 and the cylinder head 112 when the piston mechanism 13 moves to the top dead center within the cylinder 1131. The cam mechanism 14 is mounted in the cylinder head 112 and can rotate relative to the cylinder head 112. The timing system 15 is connected to the cam mechanism 14 and the crankshaft connecting rod mechanism 12 respectively. The timing system 15 is used to drive the cam mechanism 14 to rotate under the action of the crankshaft connecting rod mechanism 12. The intake and exhaust system 16 is at least partially installed on the cylinder head 112. The intake and exhaust system 16 is used to control the communication or isolation between the combustion chamber 101 and the outside world.

[0032] like Figure 3As shown, a cylinder head passage 1121 is formed in the cylinder head 112. The cylinder head passage 1121 includes an intake passage 1121a and an intake valve passage 1121b. One end of the intake passage 1121a communicates with the combustion chamber 101, and the other end of the intake passage 1121a communicates with the external space of the engine 100, thereby obtaining external air. The intake valve passage 1121b communicates with the intake passage 1121a, and at least a portion of the intake valve passage 1121b extends toward the combustion chamber 101. The intake and exhaust system 16 includes a valve 161, and an intake valve 1611 is provided in the intake valve passage 1121b. The intake valve 1611 controls the opening and closing of the combustion chamber 101 and the intake passage 1121a.

[0033] The cylinder head passage 1121 also includes an exhaust passage 1121c and an exhaust valve passage 1121d. One end of the exhaust passage 1121c is connected to the combustion chamber 101, and the other end of the exhaust passage 1121c is connected to the external space of the engine 100, thereby expelling the exhaust gases after combustion from the engine 100. The exhaust valve passage 1121d is connected to the exhaust passage 1121c, and at least a portion of the exhaust valve passage 1121d extends toward the combustion chamber 101. An exhaust valve 1612 is provided in the exhaust passage 1121c, and the connection and disconnection between the combustion chamber 101 and the exhaust passage 1121c are controlled by the exhaust valve 1612.

[0034] like Figure 4 and Figure 5 As shown, the engine 100 also includes an ignition device 17, which is installed in the cylinder head 112. The ignition device 17 is used to generate a high-voltage electric arc to ignite the fuel-air mixture in the combustion chamber 101. The ignition device 17 includes a spark plug 171, at least a portion of which passes through the cylinder head 112 and extends toward the cylinder 1131. An ignition hole 1122 is provided in the cylinder head 112 for the spark plug 171 to pass through.

[0035] To clearly illustrate the technical solution of this application, the following are also defined: Figure 2 The reference line 104 and reference line 105 shown further explain the positional and assembly relationships between the components within the engine 100. The reference line 104 is parallel to the rotation center line of the crankshaft connecting rod mechanism 12, and the cylinder 1131 has a cylinder axis that is parallel to the reference line 105.

[0036] like Figure 3 and Figure 4 As shown, the cylinder head 112 has a cooling water jacket 1123 arranged around the exhaust passage 1121c and at least part of the intake passage 1121a, and the cooling water jacket 1123 provides flow space for coolant.

[0037] In one implementation, the cooling water jacket 1123 includes a first cooling layer 1123a and a second cooling layer 1123b distributed along the extension direction of the reference line 105, and the first cooling layer 1123a and the second cooling layer 1123b are connected. The end of the intake passage 1121a that communicates with the combustion chamber 101 is the intake valve seat hole 1121e, and the end of the exhaust passage 1121c that communicates with the combustion chamber 101 is the exhaust valve seat hole 1121f. Viewed along the extension direction of the reference line 105, the first cooling layer 1123a is arranged around the exhaust valve seat hole 1121f and the intake valve seat hole 1121e, so that when the coolant flows through the first cooling layer 1123a, it can cool the exhaust valve seat hole 1121f and the intake valve seat hole 1121e. Viewed along the extension direction of reference line 105, the second cooling layer 1123b is arranged around at least part of the exhaust passage 1121c, and the second cooling layer 1123b does not overlap with the intake passage 1121a, so that the coolant can cool the exhaust passage 1121c when it flows through the second cooling layer 1123b.

[0038] The above configuration optimizes the structure of the cooling water jacket 1123, enabling it to specifically cool the structure within the cylinder head 112. Since the temperature within the exhaust passage 1121c is higher than that within the intake passage 1121a, the second cooling layer 1123b is arranged only around at least a portion of the exhaust passage 1121c, reducing the volume of the cooling water jacket 1123, simplifying the casting process of the cylinder head 112, and lowering the overall weight of the engine 100 during coolant injection and the cost of casting the engine 100.

[0039] like Figure 5 The diagram shows the bottom of the cooling water jacket 1123. The first cooling layer 1123a includes an intake-side water jacket 1123c and an exhaust-side water jacket 1123d, which are connected. In this embodiment, a combustion chamber 101 is equipped with two intake channels 1121a and two exhaust channels 1121c. Each intake channel 1121a forms an intake valve seat hole 1121e at one end near the combustion chamber 101, which can be closed by an intake valve 1611. Each exhaust channel 1121c forms an exhaust valve seat hole 1121f at one end near the combustion chamber 101, which can be closed by an exhaust valve 1612. The intake-side water jacket 1123c is arranged around the outer edges of the two intake valve seat holes 1121e, and at least a portion of the intake-side water jacket 1123c is also arranged between the two intake valve seat holes 1121e. The exhaust-side water jacket 1123d is arranged around the outer edges of the two exhaust valve seat holes 1121f, and at least a portion of the exhaust-side water jacket 1123d is also arranged between the two exhaust valve seat holes 1121f.

[0040] Viewed along the extension direction of reference line 105, the second cooling layer 1123b at least partially overlaps with the exhaust-side water jacket 1123d, and the two are interconnected. The second cooling layer 1123b is arranged around the two exhaust channels 1121c. This arrangement improves the cooling effect on the exhaust channels 1121c and the exhaust door seat hole 1121f.

[0041] In this embodiment, the cooling water jacket 1123 has an ignition hole 1122 through which the spark plug 171 passes. The ignition hole 1122 is located between the intake-side water jacket 1123c and the exhaust-side water jacket 1123d. The spark plug 171 passing through the ignition hole 1122 is cooled by the coolant in the intake-side water jacket 1123c and the exhaust-side water jacket 1123d.

[0042] like Figure 5 As shown, in one implementation, the cooling water jacket 1123 also includes an outer flow channel 1123e, which is distributed on both sides of the ignition hole 1122. That is, the outer flow channel 1123e is distributed on both sides of the ignition hole 1122 along the extension direction of the reference straight line 104. The outer flow channel 1123e is used to connect the intake side water jacket 1123c and the exhaust side water jacket 1123d, and to divert the coolant flowing from the intake side water jacket 1123c to the exhaust side water jacket 1123d.

[0043] Specifically, the cylinder head 112 has a guide portion 1124 disposed in the outer flow channel 1123e and extending through the outer flow channel 1123e along the extension direction of the reference line 105. The guide portion 1124 divides the outer flow channel 1123e into a first outer flow channel 1123f and a second outer flow channel 1123g. The first outer flow channel 1123f extends toward the ignition hole 1122, so that the coolant flowing through the first outer flow channel 1123f cools the spark plug 171 passing through the ignition hole 1122. The second outer flow channel 1123g extends toward the exhaust-side water jacket 1123d to cool the exhaust valve seat hole 1121f and the exhaust passage 1121c. The guide section 1124 divides the outer flow channel 1123e into a first outer flow channel 1123f and a second outer flow channel 1123g, causing the coolant flowing through the first outer flow channel 1123f and the second outer flow channel 1123g to form a "Y" shaped flow direction. This improves the cooling effect of the cooling water jacket 1123.

[0044] The cross-sectional areas of the first outer flow channel 1123f and the second outer flow channel 1123g are both smaller than the cross-sectional area of ​​the intake-side water jacket 1123c. By reducing the cross-sectional area, the flow rate of the coolant is increased, thereby improving the cooling effect of the cooling water jacket 1123.

[0045] By setting the above, the flow rate of the coolant flowing through the outer channel 1123e is increased, the heat exchange efficiency between the coolant and the cooling water jacket 1123 is improved, and thus the cooling effect of the cooling water jacket 1123 is improved.

[0046] In this embodiment of the application, a cylinder head 112 has two cooling water jackets 1123 arranged along the extension direction of a reference straight line 104. The outer flow channel 1123e of one cooling water jacket 1123 is connected to the outer flow channel 1123e of the other cooling water jacket 1123, and the coolant can flow in the two cooling water jackets 1123, so that the cooling effect on the cylinder head 112 is more uniform.

[0047] As an optional implementation, an external flow channel 1123e is provided between the intake-side water jacket 1123c and the exhaust-side water jacket 1123d. The external flow channel 1123e communicates with both the intake-side water jacket 1123c and the exhaust-side water jacket 1123d, and at least a portion of the external flow channel 1123e extends towards the ignition port 1122. By reducing the width of the external flow channel 1123e in the extension direction of the reference straight line 104, the cross-sectional area of ​​the external flow channel 1123e is smaller than that of the intake-side water jacket 1123c, and also smaller than that of the exhaust-side water jacket 1123d. This increases the flow velocity of the coolant flowing through the external flow channel 1123e, improves the heat exchange efficiency between the coolant and the cooling water jacket 1123, and thus enhances the cooling effect of the cooling water jacket 1123.

[0048] like Figure 5 As shown, in one implementation, a combustion chamber 101 is connected to a pair of intake passages 1121a and a pair of exhaust passages 1121c. The cooling water jacket 1123 includes a first inner flow channel 1123h and a second inner flow channel 1123i. The first inner flow channel 1123h is disposed between the pair of exhaust passages 1121c, and the second inner flow channel 1123i is disposed between the pair of intake passages 1121a. This allows the coolant entering the intake-side water jacket 1123c to be diverted to both sides of the ignition port 1122 via the second inner flow channel 1123i, and then converged to the exhaust-side water jacket 1123d via the first inner flow channel 1123h.

[0049] Specifically, the cross-sectional area of ​​the first inner flow channel 1123h is smaller than the cross-sectional area of ​​the second inner flow channel 1123i.

[0050] As one implementation, the width L1 of the first inner flow channel 1123h ranges from 2mm to 4mm, and the width L2 of the second inner flow channel 1123i ranges from 2.5mm to 5mm. Further, the width L1 of the first inner flow channel 1123h ranges from 2.2mm to 3.6mm, and the width L2 of the second inner flow channel 1123i ranges from 2.75mm to 4.5mm. More preferably, the width L1 of the first inner flow channel 1123h ranges from 2.4mm to 3.2mm, and the width L2 of the second inner flow channel 1123i ranges from 3mm to 4mm. If the width L1 of the first inner flow channel 1123h and / or the width L2 of the second inner flow channel 1123i are too small, there will be too little coolant flowing between the exhaust channels 1121c or the intake channels 1121a, and the coolant flowing to both sides of the ignition port 1122 after diversion will also be too little, reducing the cooling effect of the cooling water jacket 1123. Due to the size limitations of the engine 100, if the width L1 of the first inner flow channel 1123h and / or the width L2 of the second inner flow channel 1123i are too large, the cooling water jacket 1123 will occupy the space of the intake passage 1121a and / or the exhaust passage 1121c, reducing the space of the intake passage 1121a and / or the exhaust passage 1121c, resulting in a decrease in the intake or exhaust performance of the engine 100. It should be noted that the width L1 of the first inner flow channel 1123h is smaller than the width L2 of the second inner flow channel 1123i. If the width L1 of the first inner flow channel 1123h is larger than the width of the second inner flow channel 1123i, the coolant flow rate within the first inner flow channel 1123h will be slower, reducing the cooling effect on the exhaust passage 1121c. Through the above arrangement, the cooling effect of the cooling water jacket 1123 is improved, and the cooling effect of the cooling water jacket 1123 is made more uniform.

[0051] like Figure 5 As shown, as one implementation, a blocking part 1125 is provided inside the cooling water jacket 1123 (see...). Figure 3 and Figure 5 A blocking portion 1125 is arranged between the ignition port 1122 and the outer flow channel 1123e. During the molding process of the cooling water jacket 1123, the blocking portion 1125, as part of the cylinder head 112, is cast using molding sand. After demolding, the blocking portion 1125 extends into the interior of the cooling water jacket 1123 to block some of the coolant flowing from the outer flow channel 1123e to the ignition port 1122. Since some coolant flows from the second inner flow channel 1123i to the ignition port 1122, and some coolant flows from the outer flow channel 1123e to the ignition port 1122, the blocking portion 1125 prevents convection of coolant at the ignition port 1122, thus improving the heat dissipation effect at the ignition port 1122.

[0052] like Figure 4As shown, the cooling water jacket 1123 further comprises a first end face 1123p and a second end face 1123q, wherein the first end face 1123p is located on the side of the cooling water jacket 1123 facing away from the cylinder block 113. A blocking portion 1125 extends from the second end face 1123q toward the first end face 1123p, and a certain gap is formed between the blocking portion 1125 and the first end face 1123p, allowing the outer flow channel 1123e to communicate with the first inner flow channel 1123h. Through this arrangement, convection can be formed between the coolant flowing through the outer flow channel 1123e and the coolant flowing through the first inner flow channel 1123h, improving the heat dissipation efficiency of the cooling water jacket 1123.

[0053] Optionally, the blocking portion 1125 extends from the first end face 1123p to the second end face 1123q, and a certain gap is formed between the blocking portion 1125 and the second end face 1123q, so that the outer flow channel 1123e communicates with the first inner flow channel 1123h, so that the coolant flowing through the outer flow channel 1123e and the coolant flowing through the first inner flow channel 1123h can form convection, thereby improving the heat dissipation efficiency of the cooling water jacket 1123.

[0054] like Figure 5 As shown, in one implementation, the cooling water jacket 1123 has an inlet 1123j and an outlet 1123k. Coolant can enter the cooling water jacket 1123 through the inlet 1123j and exit the cooling water jacket 1123 through the outlet 1123k. The inlet 1123j is connected to the first cooling layer 1123a, and the opening direction of the inlet 1123j faces the cylinder block 113, so that the coolant can enter the first cooling layer 1123a through the inlet 1123j, flow through the second cooling layer 1123b, and exit the cooling water jacket 1123 through the outlet 1123k.

[0055] It should be noted that the cooling water jacket 1123 has several liquid inlets 1123j, through which the coolant can enter the first cooling layer 1123a. Since the intake side water jacket 1123c and the exhaust side water jacket 1123d are both provided with liquid inlets 1123j, some of the coolant enters the first cooling layer 1123a and then directly enters the second cooling layer 1123b.

[0056] like Figure 6 and Figure 7As shown, in one implementation, a cylinder head space 1126 is formed within the cylinder head 112, dividing the cylinder head space 1126 into a first mounting space 1126a and a second mounting space 1126b. The first mounting space 1126a and the second mounting space 1126b are distributed along the extension direction of the cam mechanism 14 and are not interconnected. The first mounting space 1126a is used to accommodate the cam mechanism 14, and the second mounting space 1126b is used to accommodate the timing system 15. The cylinder head 112 includes an inner wall 1128, which is disposed between the first mounting space 1126a and the second mounting space 1126b. The inner wall 1128 has an oil hole 1128a, through which lubricating oil can enter the cylinder head 112. The cylinder head 112 also includes a cam bearing cover 1129, which covers the cam mechanism 14 and is used to limit the cam mechanism 14 to prevent the cam mechanism 14 from shifting due to rotation during operation, thus affecting the normal operation of the engine 100.

[0057] Cam mechanism 14 includes camshaft 141 (see Figure 2 Based on the arrangement of the camshafts 141, the camshafts 141 are defined as the intake camshaft 1411 and the exhaust camshaft 1412. The timing system 15 includes an intake timing gear 151 and an exhaust timing gear 152 that mesh with each other. The intake timing gear 151 is located in the middle of the intake camshaft 1411, and the exhaust timing gear 152 is located in the middle of the exhaust camshaft 1412. The intake timing gear 151 and the exhaust timing gear 152 drive the intake camshaft 1411 and the exhaust camshaft 1412 to rotate, thereby controlling the opening and closing of the valves 161.

[0058] like Figure 6 and Figure 7As shown, specifically, the camshaft bearing cover 1129 includes an intake bearing cover 1129a, an exhaust bearing cover 1129b, and an oil supply line 1129c, all of which are arranged close to the inner wall 1128 of the cylinder head. In some possible implementations, the camshaft bearing cover 1129 includes a plurality of intake bearing covers 1129a arranged axially along the intake camshaft 1411. The following description of the intake bearing cover 1129a specifically refers to the intake bearing cover 1129a that is closest to the inner wall 1128 of the cylinder head among the plurality of intake bearing covers 1129a. Similarly, the camshaft bearing cover 1129 includes a plurality of exhaust bearing cover bodies 1129b arranged axially along the exhaust camshaft 1412. The following description of the exhaust bearing cover body 1129b refers to the exhaust bearing cover body 1129b closest to the cylinder head inner wall 1128 among the plurality of exhaust bearing cover bodies 1129b. The intake bearing cover body 1129a covers at least a portion of the intake camshaft 1411 to limit the displacement of the intake camshaft 1411 relative to the cylinder head 112. The exhaust bearing cover body 1129b covers at least a portion of the exhaust camshaft 1412 to limit the displacement of the exhaust camshaft 1412 relative to the cylinder head 112. The two ends of the fuel line 1129c are connected to the intake bearing cover body 1129a and the exhaust bearing cover body 1129b, respectively, and all three are integrally formed.

[0059] like Figure 8 As shown, at least a portion of the intake bearing cover 1129a covers the inner wall 1128 of the cylinder head, and a first oil passage 1129d communicating with the oil hole 1128a is provided in the intake bearing cover 1129a. The first oil passage 1129d is a groove formed on the end face of the intake bearing cover 1129a facing the intake camshaft 1411. The first oil passage 1129d covers the surface of the intake camshaft 1411 circumferentially, so that lubricating oil can enter the first oil passage 1129d through the oil hole 1128a, thereby lubricating the intake camshaft 1411.

[0060] The exhaust bearing cover 1129b is provided with a second oil passage 1129e, which is connected to the oil supply line 1129c. The second oil passage 1129e is a groove formed on the end face of the exhaust bearing cover 1129b facing the exhaust camshaft 1412. The second oil passage 1129e covers the surface of the exhaust camshaft 1412 circumferentially, so that the lubricating oil can flow along the direction from the oil hole 1128a, the oil supply line 1129c to the second oil passage 1129e, thereby lubricating the exhaust camshaft 1412.

[0061] With the above configuration, the lubricating oil in the oil hole 1128a is guided to the intake bearing cover 1129a and the exhaust bearing cover 1129b respectively, thereby lubricating the intake camshaft 1411 and the exhaust camshaft 1412. This optimizes the internal structure of the engine 100, reduces the number of parts required for lubricating the intake camshaft 1411 and the exhaust camshaft 1412, improves the integration of internal components of the cylinder head 112, simplifies the internal structure of the cylinder head 112, reduces processing costs, and improves assembly efficiency.

[0062] In this embodiment, since the length of the exhaust camshaft 1412 is less than the length of the intake camshaft 1411, correspondingly, the length of the exhaust bearing cover 1129b is less than the length of the intake bearing cover 1129a. This results in no connection between the exhaust bearing cover 1129b and the cylinder head inner wall 1128, preventing the exhaust bearing cover 1129b from directly drawing oil from the oil hole 1128 on the cylinder head inner wall 1128. Therefore, an oil supply line 1129c is provided between the exhaust bearing cover 1129b and the intake bearing cover 1129a to connect the first oil passage 1129d and the second oil passage 1129e. This allows the second oil passage 1129e to draw oil from the oil hole 1128 to lubricate the exhaust camshaft 1412.

[0063] like Figure 8 As shown, in one implementation, the intake bearing cover 1129a includes a first fixing part 1129i covering the inner wall 1128 of the cylinder head. The first fixing part 1129i has a second bolt hole 1129j for fasteners to pass through. The oil hole 1128a is connected to the first oil passage 1129d through the second bolt hole 1129j.

[0064] The fastener passing through the second bolt hole 1129j can be an oil passage bolt. The oil passage bolt passes through and closes the second bolt hole 1129j, which is connected to the first oil passage 1129d through an oil passage notch on the oil passage bolt. This allows the lubricating oil flowing from the oil hole 1128a to pass sequentially through the oil passage notch and the first oil passage 1129d, thus simplifying the structure of the cylinder head 112.

[0065] Furthermore, the intake bearing cover 1129a also includes a second fixing part 1129k, which is disposed in the first mounting space 1126a and integrally formed with the connecting structure 1129f. The second fixing part 1129k and the exhaust bearing cover 1129b are disposed on opposite sides of the connecting structure 1129f. The second fixing part 1129k covers at least a portion of the intake camshaft 1411, and the first fixing part 1129i and the second fixing part 1129k are distributed along the axial direction of the intake camshaft 1411.

[0066] A third oil passage 1129l is provided on the second fixing part 1129k. The third oil passage 1129l is a groove formed on the end face of the second fixing part 1129k facing the intake camshaft 1411. The third oil passage 1129l covers the surface of the intake camshaft 1411 circumferentially, so that the lubricating oil in the third oil passage 1129l can lubricate the intake camshaft 1411. With the above arrangement, the cylinder head 112 is more integrated, and the assembly efficiency of the engine 100 is improved.

[0067] As one implementation, the camshaft bearing cover 1129 also includes a connecting structure 1129f, which is disposed between the intake bearing cover 1129a and the exhaust bearing cover 1129b, and is integrally formed with both the intake bearing cover 1129a and the exhaust bearing cover 1129b. This improves the integration of internal components of the cylinder head 112, reduces processing costs, and increases assembly efficiency. The engine 100 also includes an ignition device 17 (see...). Figure 4 The connecting structure 1129f has an ignition hole 1122 through which the ignition device 17 passes. The oil supply line 1129c is connected to the exhaust bearing cover 1129b via the connecting structure 1129f, and the oil supply line 1129c has an oil passage 1129g extending axially inside. The connecting structure 1129f has a first bolt hole 1129h through which fasteners pass. The first bolt hole 1129h is located at the junction of the connecting structure 1129f and the exhaust bearing cover 1129b, and communicates with the second oil passage 1129e.

[0068] The fastener passing through the first bolt hole 1129h can be an oil passage bolt. The oil passage bolt passes through and closes the first bolt hole 1129h. The first bolt hole 1129h is connected to the second oil passage 1129e through an oil passage notch on the oil passage bolt. The first bolt hole 1129h is also connected to the oil delivery passage 1129g through an oil passage notch on the oil passage bolt. That is, one end of the oil delivery passage 1129g is connected to the first bolt hole 1129h through the oil passage notch on the first bolt hole 1129h, and the other end of the oil delivery passage 1129g is connected to the oil hole 1128a, so that the lubricating oil flowing out of the oil hole 1128a can flow through the oil delivery passage 1129g and the oil passage notch in sequence, and then flow through the second oil passage 1129e.

[0069] With the above configuration, the first bolt hole 1129h, in addition to being used to fix the connection structure 1129f, can also guide lubricating oil from the oil supply channel 1129g to the second oil channel 1129e, which improves the rationality of the layout and makes the cylinder head 112 more integrated.

[0070] like Figure 9As shown, in one implementation, an air injection chamber 1112 and an air injection passage 1111 connected to the air injection chamber 1112 are formed inside the cylinder head cover 111. The air injection passage 1111 extends towards the cylinder head 112. One end of the air injection chamber 1112 away from the air injection passage 1111 is connected to the outside, and air is supplied to the combustion chamber 101 through the air injection chamber 1112.

[0071] like Figure 9 and Figure 10 As shown, specifically, a filter plate 1113 is provided in the air replenishment chamber 1112. The filter plate 1113 includes a first panel 1113a and a second panel 1113b integrally formed. The first panel 1113a is used to block the exhaust gas flowing back from the air replenishment channel 1111 to the air replenishment chamber 1112. The second panel 1113b has a plurality of air replenishment holes 1113c distributed on it for air to pass through. The first panel 1113a covers at least part of the air replenishment channel 1111.

[0072] When fresh air enters the air supply chamber 1112, it can enter the air supply channel 1111 through the air supply hole 1113c, and then enter the cylinder head 112; when the high-temperature exhaust gas flows back from the cylinder head 112, the first panel 1113a can block the high-temperature exhaust gas and cool it down.

[0073] Furthermore, the first panel 1113a is a solid panel, and a corner 1113d is formed on the side of the first panel 1113a opposite to the second panel 1113b. The corner 1113d has an extension surface that is continuous with the end face of the first panel 1113a, and an angle greater than 0° is formed between the end face of the first panel 1113a and the extension surface. The edge shape of the side of the second panel 1113b opposite to the first panel 1113a is irregular, which can prevent the filter plate 1113 from being misinstalled. In this embodiment, the corner 1113d extends in a direction away from the cylinder head 112.

[0074] With the above settings, fresh air can be ensured to enter the cylinder head 112 during secondary air injection, while preventing high-temperature exhaust gas from damaging parts and improving the service life of the engine 100.

[0075] like Figure 11 As shown, the cam mechanism 14 includes a camshaft 141 and a cam 142. The cam 142 is fixed to the outer edge of the camshaft 141 and can rotate around the rotation axis of the camshaft 141 under the drive of the camshaft 141. The intake and exhaust system 16 includes a rocker arm assembly 162, which is used to control the opening and closing of the valve 161 under the action of the cam 142, thereby realizing the intake and exhaust cycle of the engine 100.

[0076] In one implementation, the rocker arm assembly 162 includes a rocker arm shaft 1621 and a rocker arm 1622 sleeved on the outer edge of the rocker arm shaft 1621. The rocker arm shaft 1621 supports the rocker arm 1622, enabling the rocker arm 1622 to rotate circumferentially along the rocker arm shaft 1621. The rocker arm 1622 is provided with a rocker arm shaft mounting hole 1622a through which the rocker arm shaft 1621 passes. The rocker arm 1622 is provided with a rocker arm oil supply hole 1622b that radially penetrates the rocker arm shaft mounting hole 1622a. The rocker arm oil supply hole 1622b communicates with the rocker arm shaft mounting hole 1622a and is used to deliver lubricating oil into the rocker arm shaft mounting hole 1622a to lubricate the rocker arm shaft 1621 and the rocker arm shaft mounting hole 1622a. When the rocker arm shaft 1621 and the rocker arm 1622 are working, the rocker arm 1622 can swing around the rocker arm shaft 1621 around the circumference of the rocker arm shaft 1621 under the action of the cam 142.

[0077] Furthermore, the camshaft 141 is provided with an oil supply passage 1413 for conveying lubricating oil, and the cam 142 is provided with a cam oil delivery hole 1421 communicating with the oil supply passage 1413. The cam oil delivery hole 1421 is used to spray lubricating oil outside the oil supply passage 1413. The rocker arm oil delivery hole 1622b can receive the lubricating oil ejected through the cam oil delivery hole 1421 and deliver the lubricating oil to the rocker arm shaft 1621.

[0078] During engine 100 operation, the camshaft 141 rotates, causing the cam 142 to rotate. Lubricating oil in the oil supply passage 1413 flows through the cam oil outlet 1421 under centrifugal force and is sprayed outwards through the cam oil outlet 1421. When the cam 142 rotates to a set position, the opening of the cam oil outlet 1421 faces the rocker arm oil outlet 1622b, allowing the lubricating oil ejected from the cam oil outlet 1421 to be received by the rocker arm oil outlet 1622b.

[0079] Alternatively, the rocker arm oil supply hole 1622b has an opening opposite to the rocker arm shaft mounting hole 1622a, and the opening direction of the rocker arm oil supply hole 1622b is towards the cylinder head sidewall 112a of the cylinder head 112, so that the lubricating oil ejected from the cam oil supply hole 1421 can be splashed onto the rocker arm oil supply hole 1622b via the cylinder head sidewall 112a.

[0080] With the above configuration, the rocker arm oil supply hole 1622b can receive the lubricating oil ejected from the cam oil supply hole 1421, making the structure for lubricating the rocker arm shaft 1621 and the rocker arm 1622 simpler and the processing cost lower.

[0081] In this embodiment, the rocker arm 1622 includes a first rocker arm portion 1622c and a second rocker arm portion 1622d, which are integrally formed. The first rocker arm portion 1622c is disposed between the cam 142 and the valve 161, and is used to control the opening and closing of the valve 161. The cam 142 has a protrusion 1423 and a base circle 1422. When the cam 142... When the protrusion 1423 acts on the first rocker arm 1622c, the first rocker arm 1622c presses against the valve 161, thereby pushing the valve 161 to open. The valve 161 also includes a valve spring 1613. When the valve 161 opens, the valve spring 1613 is compressed. When the base circle 1422 of the cam 142 acts on the first rocker arm 1622c, the elastic potential energy accumulated by the valve spring 1613 is converted into kinetic energy to drive the valve 161 to close.

[0082] The second rocker arm portion 1622d is provided with a rocker arm shaft mounting hole 1622a and a rocker arm oil supply hole 1622b communicating with the rocker arm shaft mounting hole 1622a. The second rocker arm portion 1622d is close to the cylinder head side wall 112a, and the rocker arm oil supply hole 1622b faces the cylinder head side wall 112a. When the cam mechanism 14 rotates, the lubricating oil flowing through the oil supply passage 1413 can be sprayed onto the second rocker arm portion 1622d through the cam oil supply hole 1421, so that the lubricating oil can be directly sprayed onto the rocker arm oil supply hole 1622b.

[0083] Optionally, the lubricating oil flowing through the oil supply passage 1413 can be sprayed through the cam oil supply hole 1421 toward the cylinder head side wall 112a opposite to the rocker arm oil supply hole 1622b. When the lubricating oil is not directly sprayed to the rocker arm oil supply hole 1622b, the lubricating oil can be splashed onto the rocker arm oil supply hole 1622b through the cylinder head side wall 112a.

[0084] like Figure 11 As shown, in one implementation, the rocker arm oil supply port 1622b is located on the side of the rocker arm shaft 1621 away from the valve 161. The extension direction of the valve 161 is defined as the first extension direction F1, and the extension direction of the rocker arm oil supply port 1622b is defined as the second extension direction F2. The angle θ between the first extension direction F1 and the second extension direction F2 is an acute angle, which facilitates the rocker arm oil supply port 1622b to receive the lubricating oil splashed from the cylinder head sidewall 112a.

[0085] The above settings ensure that the lubricating oil sprayed from the cam oil supply hole 1421 can enter the rocker arm oil supply hole 1622b to lubricate the rocker arm shaft 1621 and the rocker arm shaft mounting hole 1622a.

[0086] As one implementation, the cam oil supply hole 1421 is opened on the base circle 1422 of the cam 142. When the base circle 1422 acts on the first rocker arm 1622c, the force between the base circle 1422 and the first rocker arm 1622c is small, ensuring that the lubricating oil can be sprayed out through the cam oil supply hole 1421.

[0087] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An engine, comprising: Cylinder head; A cam mechanism mounted on the cylinder head, the cam mechanism including a camshaft and a cam disposed on the camshaft; A rocker arm assembly, comprising a rocker arm shaft fixed to the cylinder head and a rocker arm disposed on the rocker arm shaft; A valve, at least partially abutting against the rocker arm; The rocker arm is characterized in that it forms a rocker arm shaft mounting hole through which the rocker arm shaft passes, and the rocker arm has a first oil supply hole that radially passes through the rocker arm shaft mounting hole, the first oil supply hole communicating with the rocker arm shaft mounting hole; the camshaft is provided with an oil supply channel for supplying lubricating oil, and the cam is provided with a second oil supply hole communicating with the oil supply channel, the second oil supply hole being able to spray lubricating oil toward the direction of the first oil supply hole.

2. The engine according to claim 1, characterized in that, The rocker arm assembly is disposed near the cylinder head sidewall of the cylinder head, and the first oil supply hole has an opening opposite to the rocker arm shaft mounting hole, with the opening direction of the first oil supply hole facing the cylinder head sidewall.

3. The engine according to claim 1, characterized in that, The first oil supply port is located on the side of the rocker arm shaft away from the valve. The extension direction of the valve is defined as the first extension direction, and the extension direction of the first oil supply port is defined as the second extension direction. An angle is formed between the first extension direction and the second extension direction.

4. The engine according to claim 3, characterized in that, The angle between the first extending direction and the second extending direction is an acute angle.

5. The engine according to claim 1, characterized in that, The rocker arm is divided into a first rocker arm portion and a second rocker arm portion. The first rocker arm portion abuts against the cam and the valve. The rocker arm shaft mounting hole and the first oil supply hole are both located in the second rocker arm portion.

6. The engine according to claim 1, characterized in that, The cam mechanism includes an intake camshaft and an exhaust camshaft, wherein the length of the exhaust camshaft is less than the length of the intake camshaft.

7. The engine according to claim 6, characterized in that, The engine also includes a timing system connected to the cam mechanism. The cylinder head forms a first mounting space for accommodating the cam mechanism and a second mounting space for accommodating the timing system. The cylinder head includes an oil supply line, an intake bearing cover covering the intake camshaft, and an exhaust bearing cover covering the exhaust camshaft. The intake bearing cover, the exhaust bearing cover, and the oil supply line are integrally formed. An oil hole is provided in the inner wall of the cylinder head. At least part of the intake bearing cover covers the inner wall of the cylinder head. A first oil passage communicating with the oil hole is provided in the intake bearing cover. A second oil passage is provided in the exhaust bearing cover. The second oil passage communicates with the oil hole through the oil supply line.

8. The engine according to claim 7, characterized in that, A connecting structure is provided between the intake bearing cover and the exhaust bearing cover. The intake bearing cover, the exhaust bearing cover, and the connecting structure are integrally formed. The engine also includes an ignition device, and an ignition hole is provided at the connecting structure for the ignition device to pass through.

9. The engine according to claim 8, characterized in that, The oil pipeline is connected to the exhaust bearing cover via the connecting structure.

10. The engine according to claim 8, characterized in that, The connection structure has a first bolt hole through which a fastener passes, the first bolt hole being connected to the second oil passage, and the oil pipeline having an oil passage extending along its axial direction, the end of the oil passage opposite to the first oil passage being connected to the first bolt hole.

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