engine

Abstract

The application provides an engine, which comprises a cylinder block and a crankcase; the cylinder block has a pair of cylinder groups distributed in a V shape, each cylinder group having at least two cylinders; the crankcase is connected with the cylinder block, and the space of the crankcase communicates with the space of each cylinder; the engine further comprises an air filter cover plate, which is located between the pair of cylinder groups and connected with the cylinder block, and the air filter cover plate and the cylinder block cooperate to form a filter cavity, and a labyrinth structure is arranged in the filter cavity; the air filter cover plate has an air outlet connected with the filter cavity and the outside world, the crankcase forms an exhaust gas circulation channel, the space of the crankcase communicates with the filter cavity through the exhaust gas circulation channel, the exhaust gas circulation channel and the air outlet are distributed along the left-right direction of the engine, and at least part of the labyrinth structure is located between the exhaust gas circulation channel and the air outlet. Through the above arrangement, the burned exhaust gas can be quickly discharged from the crankcase, and the unburned fuel mixture in the exhaust gas can be separated, so that the pressure in the crankcase is reduced.

Description

Technical Field

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

[0002] An engine is a device that converts chemical energy into mechanical energy. It drives the piston mechanism to reciprocate linearly within the cylinder of the cylinder block by igniting the fuel-air mixture in the combustion chamber. This causes the crankshaft connecting rod mechanism connected to the piston mechanism to rotate under the action of the piston mechanism.

[0003] The exhaust gases produced by the combustion of the fuel-air mixture are discharged from the engine through the exhaust port in the cylinder head. However, some of the exhaust gases still enter the crankcase through the gap between the piston mechanism and the cylinder block. In addition to carbon dioxide produced by combustion, the exhaust gases that enter the crankcase also contain vaporized lubricating oil and unburned fuel-air mixture, which increases the internal pressure of the crankcase.

[0004] While related technologies can introduce exhaust gases from the crankcase into the cylinder head cover and separate lubricating oil, carbon dioxide, and unburned fuel mixture through the cylinder head cover, for V-type engines, separating exhaust gases through the cylinder head cover results in a more complex overall engine structure. Furthermore, the exhaust gas transmission channel leading to the cylinder head cover is relatively long, making it difficult to quickly and effectively reduce the pressure within the crankcase. Summary of the Invention

[0005] In order to overcome the shortcomings of the prior art, the purpose of this application is to provide an engine that can quickly reduce the pressure in the crankcase and improve the combustion efficiency of the engine.

[0006] To achieve the above objectives, this application adopts the following technical solution:

[0007] An engine includes: a cylinder block and a crankcase; the cylinder block has a pair of cylinder banks arranged in a V-shape, each cylinder bank having at least two cylinders, the axes of at least two cylinders in the same cylinder bank being parallel; the crankcase is connected to the cylinder block, and the space of the crankcase is in communication with the space of each cylinder; the engine also includes a filter cover, the filter cover being located between the pair of cylinder banks and connected to the cylinder block, the filter cover and the cylinder block cooperating to form a filter chamber, the filter chamber having a labyrinth structure; the filter cover having an outlet communicating with the filter chamber to the outside, the crankcase forming an exhaust gas recirculation channel, the space of the crankcase communicating with the filter chamber through the exhaust gas recirculation channel, the exhaust gas recirculation channel and the outlet being distributed along the left-right direction of the engine, at least a portion of the labyrinth structure being located between the exhaust gas recirculation channel and the outlet.

[0008] Furthermore, the engine includes a cylinder head and an intake manifold connected to the cylinder head. The cylinder head includes an intake passage that communicates with the space inside the cylinder. The intake manifold communicates with the exhaust port and is capable of distributing the received recirculated gas to different intake passages.

[0009] Furthermore, the labyrinth structure is integrally formed with the cylinder block and / or the air filter cover.

[0010] Furthermore, the crankcase has two exhaust gas recirculation channels, with the end of each exhaust gas recirculation channel away from the filter chamber connected to the space of the crankcase and close to the cylinder group in the corresponding direction.

[0011] Furthermore, the crankcase also forms an oil outlet, and the filter chamber is connected to the crankcase space through the oil outlet. The oil outlet and the air outlet are located on the same side of the engine.

[0012] Furthermore, the air filter cover is detachably connected to the cylinder block.

[0013] Furthermore, the engine also includes an oil pan and a strainer. The oil pan is connected to the crankcase and forms an oil reservoir capable of storing lubricating oil. The strainer is connected to the crankcase and extends into the oil reservoir, and the strainer can draw lubricating oil from the oil reservoir. The oil pan includes an oil collecting section and an oil storing section. The oil collecting section is connected to the oil storing section and is located above the oil storing section and arranged around the oil storing section. The oil storing section forms a space extending in the vertical direction of the engine. The oil collecting section can guide the lubricating oil flowing over its surface to converge into the space formed by the oil storing section.

[0014] Furthermore, a reference plane is defined that is perpendicular to the vertical direction of the engine, and the inner wall of the oil collecting part is inclined upward relative to the reference plane.

[0015] Furthermore, the end of the filter that is away from the crankcase extends into the space formed by the oil reservoir.

[0016] Furthermore, the height of the oil reservoir extending along the vertical direction of the engine is defined as the first height, and the height of the oil pan extending along the vertical direction of the engine is defined as the second height. The ratio of the first height to the second height is in the range of 0.32 to 0.43.

[0017] This application provides an engine that includes a filter chamber located between a pair of cylinder banks, communicating with the crankcase. The filter chamber contains a labyrinth structure and is connected to the cylinder block via a filter cover, which seals the filter chamber. The filter cover also has an outlet connecting the filter chamber to the outside. This allows the filter chamber to quickly expel combusted exhaust gases from the crankcase and separate unburned fuel-air mixture from the exhaust gases, thereby reducing the pressure within the crankcase. Attached Figure Description

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

[0019] Figure 2 This is a first-view connection diagram of the timing mechanism, crankshaft connecting rod mechanism and cam mechanism in the embodiments of this application;

[0020] Figure 3 This is a top view of the cylinder head in the embodiment of this application;

[0021] Figure 4 This is a second-view connection diagram of the timing mechanism, crankshaft connecting rod mechanism and cam mechanism in the embodiments of this application;

[0022] Figure 5 This is a top view of the engine in the embodiment of this application;

[0023] Figure 6 This is an exploded view of the cylinder block, ventilation mechanism, and cylinder head in the embodiment of this application;

[0024] Figure 7 This is a structural block diagram of the cooling system in the embodiments of this application;

[0025] Figure 8 This is an exploded view of the thermostat in the embodiment of this application;

[0026] Figure 9 This is a top view of the oil pan in the embodiment of this application;

[0027] Figure 10 This is a cross-sectional view of the oil pan in the embodiment of this application. Detailed Implementation

[0028] 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.

[0029] 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, "a" or "one," 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. Unless otherwise stated, terms such as "front," "back," "left," "right," "lower," and / or "upper" are for illustrative purposes only and are not limited to a location or spatial orientation. Terms such as "comprising" or "including" indicate that the elements or objects preceding "comprising" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect.

[0030] The singular forms “a,” “the,” and “the” used in this application specification and appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0031] like Figure 1 As shown, this application provides an engine 100, which can be used as a power supply device for vehicles such as automobiles and motorcycles. In the embodiments of this application, the engine 100 is a reciprocating piston internal combustion engine, which can convert the chemical energy of fuel into the mechanical energy of piston movement and output power. The engine 100 includes a housing 10, which constitutes the main frame of the engine 100. The housing 10 includes a cylinder head cover 11, a cylinder head 12, a cylinder block 14, a crankcase 15, and an oil pan 16 connected in sequence. To clearly illustrate the technical solution of this application, the following are also provided: Figure 1 The engine 100 is located in the up-down, left-right, and front-back directions.

[0032] In this embodiment, the engine 100 is a V-type engine. The V-type engine includes a first cylinder head 12a and a second cylinder head 12b arranged one in front of the other. Both the first cylinder head 12a and the second cylinder head 12b are connected to the cylinder block 14, and their structures are basically the same except for their positions and orientations. It should be noted that "basically the same structure" means that the number and shape of their functional components are the same. The situation where some functional components are symmetrical about a specific point for ease of installation and arrangement also falls under the aforementioned shape consistency.

[0033] like Figure 2As shown, the engine 100 includes a piston mechanism (not shown), a crankshaft connecting rod mechanism 30, a timing mechanism 40, and a cam mechanism 50. The piston mechanism is disposed within the cylinder formed by the cylinder block 14 and reciprocates relative to the cylinder along its axis under the pressure generated by the combustion of the fuel-air mixture. The crankshaft connecting rod mechanism 30 is mounted on the crankcase 15 and is drively connected to the piston mechanism; the crankshaft connecting rod mechanism 30 can rotate relative to the crankcase 15 under the drive of the piston mechanism. The timing mechanism 40 is drively connected to the crankshaft connecting rod mechanism 30. The cam mechanism 50 is mounted on the cylinder head 12 and connected to the timing mechanism 40.

[0034] The timing mechanism 40 is used to control the cam mechanism 50 to open and close the valves (intake valve and exhaust valve) when the piston mechanism reaches the upper and lower strokes during engine operation 100, so as to maintain the correct coordination with the ignition sequence to complete the work and output power.

[0035] like Figure 2 and Figure 3 As shown, in one implementation, the engine 100 includes a pair of cylinder heads 12 arranged in a V-shape, namely a first cylinder head 12a and a second cylinder head 12b. Each cylinder head 12 is equipped with a cam mechanism 50, and each cam mechanism 50 is connected to the crankshaft connecting rod mechanism 30 through a corresponding timing mechanism 40. When viewed along the front-rear direction of the engine 100, the pair of cylinder heads 12 at least partially overlap, and each cylinder head 12 has a misaligned portion 121 that does not overlap with the other cylinder head 12. The timing mechanism 40 corresponding to each cylinder head 12 is at least partially installed in the misaligned portion 121.

[0036] Specifically, the crankshaft connecting rod mechanism 30 includes a crankshaft 31 and a drive gear 32 mounted on the crankshaft 31. In this embodiment, the engine 100 is a V-type engine, which is equipped with two sets of timing mechanisms 40. Drive gears 32 are provided at both ends of the crankshaft 31, near the ends of the crankshaft 31. Each of the two sets of timing mechanisms 40 is connected to the drive gear 32 at one end of the crankshaft 31. The structures of the two sets of timing mechanisms 40 are basically the same; the structure of one set of timing mechanisms 40 will be described in detail below.

[0037] The cam mechanism 50 includes an intake camshaft 51 and an exhaust camshaft 52, which are meshed by gears. The timing mechanism 40 includes a first timing gear 41, a second timing gear 42, and a timing chain 43. The first timing gear 41 is mounted on the intake camshaft 51. The second timing gear 42 is a double gear. The inner gear of the second timing gear 42 is connected to the first timing gear 41 via the timing chain 43, and the outer gear of the second timing gear 42 meshes with the drive gear 32.

[0038] Furthermore, the timing mechanism 40 also includes a third timing gear 44, which is fitted in the middle of the exhaust camshaft 52. A transmission gear 511 is also provided in the middle of the intake camshaft 51, and the transmission gear 511 meshes with the third timing gear 44.

[0039] The second timing gear 42 is directly driven by the crankshaft connecting rod mechanism 30. When the second timing gear 42 rotates, it drives the first timing gear 41 to rotate and the intake camshaft 51 to rotate synchronously via the timing chain 43. Since the transmission gear 511 meshes with the third timing gear 44, the intake camshaft 51 and the exhaust camshaft 52 rotate according to the set timing phase angle difference.

[0040] With the above arrangement, the two timing mechanisms 40 are located on the left and right sides of the engine 100, respectively, making the arrangement of the various mechanisms in the engine 100 more compact, so as to reduce the overall size of the engine.

[0041] like Figure 3 As shown, in one implementation, the cylinder head 12 forms a basically triangular notch 122, which is located on the same side of the cylinder head 12 as the misaligned cylinder portion 121, and the notch 122 is located on the side of the exhaust camshaft 52 near the misaligned cylinder portion 121.

[0042] Because the third timing gear 44 is located in the middle of the exhaust camshaft 52, and the timing chain 43 is arranged only around the first timing gear 41 and the second timing gear 42, the length of the timing chain 43 is shortened, resulting in higher transmission accuracy between gears, eliminating the impact force caused by the speed fluctuation of the crankshaft connecting rod mechanism 30, and extending the service life of the timing chain 43. In addition, the length of the exhaust camshaft 52 is shorter than that of the intake camshaft 51, which is beneficial for the lightweight design of the cam mechanism 50 and the cylinder head 12.

[0043] Specifically, the cylinder head portion 121 has a mounting space 123 through which the timing chain 43 passes. To clearly illustrate the technical solution of this application, the vertical and horizontal directions of the cylinder head are also defined. The length of the mounting space 123 extending along the vertical direction of the cylinder head 12 is defined as the first length L1, and the length of the cylinder head 12 extending along its vertical direction is defined as the second length L2. The ratio between the first length L1 and the second length L2 ranges from 0.56 to 0.74. Further, the ratio ranges from 0.59 to 0.71. More preferably, the ratio ranges from 0.62 to 0.68. It should be noted that, based on the above arrangement of the timing mechanism 40, the first length L1 can be set to be shorter. If the ratio between the first length L1 and the second length L2 is too large, the outer contour of the cylinder head 12 will be larger. If the ratio between the first length L1 and the second length L2 is too small, it may affect the arrangement of the first timing gear 41. The above settings optimize the arrangement of the timing mechanism 40 and make the cylinder head 12 smaller and lighter.

[0044] like Figure 4 As shown, in one implementation, the engine 100 is connected to a transmission system 200, which changes the engine 100's speed and torque. The transmission system 200 includes a gearbox 201 and a clutch 202. The crankshaft connecting rod mechanism 30 of the engine 100, the gearbox 201, and the clutch 202 are connected by gears, thereby displaying the change in the output speed of the gearbox 201 at different gears to meet the vehicle's driving needs at different speeds. For example, at high speeds, a smaller torque is needed to maintain the higher speed; while at low speeds, a larger torque is needed to overcome resistance.

[0045] Specifically, the engine 100 can be connected to the clutch 202 for transmission, the drive gear 32 of the crankshaft connecting rod mechanism 30 meshes with the external gear of the second timing gear 42, and the external gear of the second timing gear 42 meshes with the flywheel ring gear 2021 of the clutch 202.

[0046] Furthermore, the transmission 201 includes a main shaft 201a and a countershaft 201b. The main shaft 201a passes through the flywheel ring gear 2021 and is splinedly connected to the flywheel ring gear 2021. Power is transmitted between the main shaft 201a and the countershaft 201b in the form of gear meshing, and the axes of the main shaft 201a and the countershaft 201b are parallel.

[0047] The combustion of the fuel-air mixture converts chemical energy into internal energy, which drives the piston mechanism to reciprocate within the combustion chamber 141. The piston mechanism drives the crankshaft connecting rod mechanism 30 to rotate. The crankshaft connecting rod mechanism 30 drives the flywheel ring gear 2021 of the clutch 202 to rotate via the second timing gear 42. Under the action of the flywheel ring gear 2021, the main shaft 201a drives the secondary shaft 201b to rotate, thereby outputting the power generated by the engine 100 to the outside through the clutch 202 and the transmission 201.

[0048] The above settings reduce the size of the engine 100 and the transmission system 200, and improve the compactness of their internal structures.

[0049] like Figure 5 and Figure 6 As shown, the cylinder block 14 has a pair of cylinder banks arranged in a V-shape, each cylinder bank having at least two cylinders 144, with the axes of the at least two cylinders in the same cylinder bank being parallel. The crankcase 15 is connected to the cylinder block 14, and the space of the crankcase 15 is in communication with the space of each cylinder 144.

[0050] As one implementation, the engine 100 also includes a filter cover 17, which is located between a pair of cylinder banks and connected to the cylinder block. The filter cover 17 and the cylinder block 14 cooperate to form a filter chamber 171, in which a labyrinth structure 173 is provided. The filter cover 17 has an outlet 172 that connects the filter chamber 171 to the outside. The crankcase 15 forms an exhaust gas recirculation channel 151, and the space of the crankcase 15 is connected to the filter chamber 171 through the exhaust gas recirculation channel 151. The exhaust gas recirculation channel 151 and the outlet 172 are distributed along the left and right directions of the engine 100. At least a portion of the labyrinth structure 173 is located between the exhaust gas recirculation channel 151 and the outlet 172.

[0051] After the fuel-air mixture is burned, some exhaust gas remains in the crankcase 15. The exhaust gas leaves the crankcase 15 through the exhaust gas recirculation passage 151 and enters the filter chamber 171. The exhaust gas is filtered by the labyrinth structure 173. The unburned fuel-air mixture filtered out from the exhaust gas leaves the filter chamber 171 through the outlet 172. The cylinder head 12 includes an intake manifold 124. The engine 100 includes an intake manifold (not shown) connected to the intake manifold 124. One end of the intake manifold 124 opposite to the intake manifold 124 is connected to the combustion chamber 141. The intake manifold is connected to the outlet 172, which can distribute the received recirculated gas to different intake manifolds 124 and re-enter the combustion chamber 141 for combustion.

[0052] In this embodiment of the application, the crankcase 15 has two exhaust gas recirculation channels 151. The end of each exhaust gas recirculation channel 151 that is away from the filter chamber 171 is connected to the space of the crankcase 15 and is close to the cylinder group in the corresponding direction.

[0053] In addition, the crankcase 15 is provided with an oil outlet 152 that communicates with the filter chamber 171. The filter chamber 171 is spatially connected to the crankcase 15 through the oil outlet 152, and the oil outlet 152 and the exhaust port 172 are located on the same side of the engine 100. The lubricating oil filtered from the exhaust gas condenses and accumulates in the filter chamber 171, and then leaves the filter chamber 171 through the oil outlet 143 and enters the interior of the engine 100 for circulation.

[0054] With the above settings, the exhaust gas after combustion can be quickly discharged from the crankcase 15, and the unburned fuel mixture in the exhaust gas can be separated, thereby reducing the pressure inside the crankcase 15.

[0055] As one implementation, the labyrinth structure 173 is integrally formed with the cylinder block 14 and / or the air filter cover 17.

[0056] The maze structure 173 specifically comprises a number of baffles, which are spaced apart to form a path for the flow of exhaust gas. This application does not limit the specific shape of the maze structure 173; the baffles can be appropriately increased or decreased to lengthen the shortened path.

[0057] Furthermore, the air filter cover is detachably connected to the cylinder block.

[0058] The above-mentioned settings facilitate the maintenance of the air filter cover 17 and the labyrinth structure 173.

[0059] like Figure 7 As shown, the engine 100 also includes a cooling system 60, which cools the internal structure of the engine 100. The cooling system 60 includes a first circulation channel 61 and a second circulation channel 62. When the engine 100 is cold-started, i.e., the temperature of the coolant flowing through the cooling system does not exceed a preset temperature, the first circulation channel 61 opens and the second circulation channel 62 closes, allowing the internal structure of the engine 100 to cool through the first circulation channel 61. When the coolant in the cooling system 60 exceeds the preset temperature, the first circulation channel 61 closes and the second circulation channel 62 opens, allowing the internal structure of the engine 100 to cool through the second circulation channel 62.

[0060] It should be noted that the heat dissipation rate of the first circulation channel 61 is less than that of the second circulation channel 62. For example, the first circulation channel 61 includes a first cooling water pipe, with its two ends connected to the coolant outlet and coolant inlet of the engine 100, respectively. The second circulation channel 62 includes a second cooling water pipe and a radiator connected between the two cooling water pipes. When the coolant temperature does not exceed a preset temperature, the coolant flows through the first cooling water pipe and returns to the engine 100 through the coolant inlet; when the coolant temperature exceeds the preset temperature, the coolant flows through the second cooling water pipe and the radiator, and returns to the engine 100 through the coolant inlet.

[0061] like Figure 8 As shown, in one implementation, the cooling system 60 also includes a thermostat 63, which is located at the connection point of the first circulation channel 61 and the second circulation channel 62. The thermostat 63 controls the flow of coolant through the first circulation channel 61 or the second circulation channel 62. The thermostat 63 is mounted on the cylinder block 14 (see...). Figure 5 The thermostat 63 is located above the cylinder block 14, and when the engine 100 is a V-type engine, the thermostat 63 is arranged between the first cylinder head 12a and the second cylinder head 12b.

[0062] The thermostat 63 includes a first housing 631 and a second housing 632, which are connected to form a thermostat cavity 633. A thermostat 634 is provided in the thermostat cavity 633. The thermostat 634 typically contains a temperature sensing element, which opens or closes the flow of coolant by means of thermal expansion or contraction.

[0063] The thermostat 634 is installed on the first housing 631 or the second housing 632, and divides the temperature-regulating cavity 633 into two chambers. To clearly illustrate the technical solution of this application, the two chambers are defined as the first chamber and the second chamber, respectively, wherein the first housing 631 cooperates with the thermostat 634 to form the first chamber, and the second housing 632 cooperates with the thermostat 634 to form the second chamber.

[0064] The first outer casing 631 is provided with a water inlet 6311 and a small circulation outlet 6312. The water inlet 6311 is used to receive coolant. When the engine 100 is cold-started, the coolant enters the first chamber from the water inlet 6311 and leaves the first chamber through the small circulation outlet 6312, so that the coolant cools the internal structure of the engine 100 along the first circulation channel 61.

[0065] The second outer casing 632 is provided with a large circulation outlet 6321. When the coolant in the cooling system 60 exceeds the preset temperature, the thermostat 634 opens, so that the first chamber and the second chamber are connected. The coolant enters the thermostat 63 from the inlet 6311, passes through the first chamber and the second chamber in sequence, and leaves the second chamber from the large circulation outlet 6321, so that the coolant cools the engine 100 along the second circulation channel 62.

[0066] Furthermore, the thermostat 63 also includes a temperature sensor (not shown), at least part of which is disposed in the first chamber. The temperature sensor can detect the coolant temperature regardless of whether the coolant cools the engine 100 through the first circulation channel 61 or the second circulation channel 62.

[0067] In this embodiment, the engine 100 is a V-type engine. The engine 100 has a first cylinder head 12a and a second cylinder head 12b distributed front and rear. The thermostat 63 is disposed between the first cylinder head 12a and the second cylinder head 12b. The first housing is provided with two water inlets 6311, wherein one water inlet 6311 receives coolant flowing out through the corresponding flow channel of the first cylinder head 12a, and the other water inlet 6311 receives coolant flowing out through the corresponding flow channel of the second cylinder head 12b.

[0068] Optionally, the thermostat 63 also includes an exhaust port 635, which is located in the second housing 632 and connects the second chamber to the outside space. The exhaust port 635 is positioned at the uppermost end of the second housing 632, so that the position of the exhaust port 635 is higher than the position of the large circulation outlet 6321, in order to improve the exhaust effect and prevent coolant leakage from the exhaust port 635.

[0069] like Figure 9 and Figure 10 As shown, the oil pan 16 is located below the crankcase 15 and cooperates with the crankcase 15 to form an oil reservoir 161 for storing lubricating oil. The engine 100 includes a strainer 70, which is installed in the oil reservoir 161. One end of the strainer 70 extends into the oil reservoir 161, and the other end of the strainer 70 is connected to the crankcase 15. The strainer 70 draws lubricating oil from the oil reservoir 161 and delivers the lubricating oil through the oil inlet in the crankcase 15 to the crankcase 15, cylinder block 14, and cylinder head 12 to lubricate the internal components of the engine 100.

[0070] It should be noted that in some engines 100, a number of oil supply pipes may be provided between the filter 70 and the oil supply port. This application does not specifically limit the structure between the filter 70 and the oil supply port.

[0071] In one implementation, the oil pan 16 includes an oil collecting section 162 and an oil storage section 163, which are connected to form the main structure of the oil pan 16. The oil collecting section 162 is located above and surrounds the oil storage section 163. The oil storage section 163 forms a space extending vertically along the engine 100. The oil collecting section 162 guides the lubricating oil flowing over its surface into the space formed by the oil storage section 163. The end of the filter 70 facing away from the crankcase 15 extends into the space formed by the oil storage section 163.

[0072] Furthermore, the connection between the oil storage section 163 and the oil collection section 162 has a smooth curved surface, so that the lubricating oil in the oil collection section 162 can flow into the oil storage section 163.

[0073] To clearly illustrate the technical solution of this application, the oil storage space 161 is divided into a first space 1611 and a second space 1612. The oil collecting part 162 forms the first space 1611, and the oil storage part 163 forms the second space 1612, and the first space 1611 and the second space 1612 are interconnected. The angle between the oil storage part 163 and the horizontal plane is greater than 45°.

[0074] The inner wall of the oil collecting part 162 is inclined upward relative to the horizontal plane 101, and the angle between it and the horizontal plane 101 is greater than 45°. The oil collecting part 162 guides the lubricating oil in the first space 1611 to the second space 1612, so that the lubricating oil accumulates in the second space 1612.

[0075] As one implementation, the height of the oil reservoir 163 extending along the vertical direction of the engine 100 is defined as the first height H1, and the height of the oil pan 16 extending along the vertical direction of the engine 100 is defined as the second height H2. The ratio between the first height H1 and the second height H2 ranges from 0.32 to 0.43. Further, the ratio between the first height H1 and the second height H2 ranges from 0.35 to 0.41. More preferably, the ratio between the first height H1 and the second height H2 ranges from 0.37 to 0.39. It should be noted that if the ratio between the first height H1 and the second height H2 is too large, the oil reservoir 163 will occupy too much of the vehicle's layout space, causing interference between the oil pan 16 and its surrounding components. If the ratio between the first height H1 and the second height H2 is too small, the amount of lubricating oil that can accumulate in the second space 1612 will be small, affecting the efficiency of the oil filter 70 in absorbing lubricating oil.

[0076] As one implementation, the ratio of the projected area of ​​the oil reservoir 163 on the horizontal plane 101 to the projected area of ​​the oil pan 16 on the horizontal plane 101 ranges from 0.08 to 0.15. Further, the ratio ranges from 0.1 to 0.13. More preferably, the ratio is 0.12. It should be noted that, with the projected area of ​​the oil pan 16 remaining constant, if the ratio is too large, the fluid level in the oil reservoir 163 will change significantly when the engine 100 is tilted, and the lubricating oil in the oil reservoir 163 will easily flow back into the oil collecting section 162, leading to a decrease in the oil suction efficiency of the filter 70 and causing unstable oil pressure within the engine 100. If the ratio is too small, the amount of lubricating oil that can be stored in the oil reservoir 163 will be insufficient. If the amount of lubricating oil returning from the oil reservoir 163 is insufficient, it may also lead to a decrease in the oil suction efficiency of the filter 70, causing unstable oil pressure within the engine 100.

[0077] With the above settings, regardless of how the level of lubricating oil in the oil pan 16 changes, the filter 70 can effectively draw lubricating oil from the oil pan 16, improve the oil suction efficiency of the filter 70, and make the oil pressure of the lubricating oil in the engine 100 more stable.

[0078] As one implementation, the side of the oil pan 16 facing away from the crankcase 15 forms a clearance space 102, which is adjacent to the oil reservoir 163 on the left and right sides, and to the oil collection section 162 on the top and bottom. The ratio of the projected area of ​​the clearance space 102 on the horizontal plane 101 to the projected area of ​​the oil pan 16 on the horizontal plane 101 ranges from 0.45 to 0.55. Further, the ratio ranges from 0.48 to 0.52. More preferably, the ratio is 0.5. It should be noted that if the projected area of ​​the oil pan 16 remains unchanged, and the ratio range is too large, the volume of the second space 1612 will be compressed, affecting the oil suction efficiency of the filter 70; if the ratio range is too small, the oil reservoir 163 will interfere with the vehicle drive shaft passing under the engine 100.

[0079] 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: A cylinder block comprising a pair of cylinder groups arranged in a V-shape, each cylinder group having at least two cylinders, wherein the axes of at least two cylinders in the same cylinder group are parallel. A crankcase connected to the cylinder block, wherein the space of the crankcase is in communication with the space of each of the cylinders; The engine is characterized in that it further includes a filter cover, which is located between a pair of cylinder banks and connected to the cylinder block. The filter cover and the cylinder block cooperate to form a filter chamber, and a labyrinth structure is provided in the filter chamber. The filter cover has an outlet that connects the filter chamber to the outside. The crankcase forms an exhaust gas recirculation channel, and the space of the crankcase is connected to the filter chamber through the exhaust gas recirculation channel. The exhaust gas recirculation channel and the outlet are distributed along the left-right direction of the engine. At least a portion of the labyrinth structure is located between the exhaust gas recirculation channel and the outlet.

2. The engine according to claim 1, characterized in that, The engine includes a cylinder head and an intake manifold connected to the cylinder head. The cylinder head includes an intake passage that communicates with a space inside the cylinder. The intake manifold communicates with the outlet and is capable of distributing received recirculated gas to different intake passages.

3. The engine according to claim 1, characterized in that, The labyrinth structure is integrally formed with the cylinder block and / or the air filter cover.

4. The engine according to claim 1, characterized in that, The crankcase has two exhaust gas recirculation channels, and the end of each exhaust gas recirculation channel away from the filter chamber is connected to the space of the crankcase and close to the cylinder group in the corresponding direction.

5. The engine according to claim 4, characterized in that, The crankcase also forms an oil outlet, and the filter chamber is connected to the crankcase space through the oil outlet. The oil outlet and the air outlet are located on the same side of the engine.

6. The engine according to claim 1, characterized in that, The air filter cover is detachably connected to the cylinder body.

7. The engine according to claim 1, characterized in that, The engine also includes an oil pan and a strainer. The oil pan is connected to the crankcase and forms an oil reservoir for storing lubricating oil. The strainer is connected to the crankcase and extends into the oil reservoir, and can draw lubricating oil from the oil reservoir. The oil pan includes an oil collecting section and an oil storing section. The oil collecting section is connected to the oil storing section and is located above the oil storing section and arranged around the oil storing section. The oil storing section forms a space extending in the vertical direction of the engine. The oil collecting section can guide the lubricating oil flowing over its surface to converge into the space formed by the oil storing section.

8. The engine according to claim 7, characterized in that, The inner wall of the oil collecting section is inclined upward relative to the horizontal plane.

9. The engine according to claim 7, characterized in that, The end of the filter that is away from the crankcase extends into the space formed by the oil reservoir.

10. The engine according to claim 7, characterized in that, The angle between the oil reservoir and the horizontal plane is greater than 45°. The height of the oil reservoir extending along the vertical direction of the engine is defined as the first height, and the height of the oil pan extending along the vertical direction of the engine is defined as the second height. The ratio of the first height to the second height is in the range of 0.32 to 0.43.

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