engine

Abstract

The application discloses an engine, which comprises a cylinder body, a piston mechanism and valves, the cylinder body has cylinders in a V-shaped distribution, the piston mechanism comprises a piston, the valves comprise intake valves and exhaust valves, the top of the piston is provided with a pair of intake valves and a pair of exhaust valves in correspondence, the piston is divided into a first part of the piston and a second part of the piston in the axial direction of the piston, and the side of the piston away from the valves is a skirt of the piston; a first cooling structure is arranged between the V-shaped distribution of the pair of cylinders, the first cooling structure is used for spraying lubricating oil to the skirt of the piston, the oil spraying direction of the first cooling structure is towards the first part of the piston; and the edge of each cylinder is provided with a second cooling structure, the second cooling structure is used for spraying lubricating oil to the skirt of the piston, and the oil spraying direction of the second cooling structure is towards the second part of the piston. Through the above arrangement, the temperature of the piston during work is effectively reduced, and the service life of the piston is improved.

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 can convert chemical energy into mechanical energy. An engine includes a piston mechanism and a crankshaft connecting rod mechanism. The piston mechanism can reciprocate linearly under the action of high temperature and high pressure gas, and drive the crankshaft connecting rod mechanism to rotate.

[0003] The piston mechanism includes the piston, which reaches high temperatures during engine operation, increasing the risk of piston deformation and jamming. Some technologies incorporate cooling structures to cool the piston, such as a water jacket surrounding the combustion chamber, where coolant flowing through the jacket absorbs some of the piston's heat. However, this method of cooling the piston is ineffective and fails to significantly reduce its operating temperature, thus shortening its lifespan. Utility Model Content

[0004] In order to overcome the shortcomings of the prior art, the purpose of this application is to provide an engine whose piston has a longer service life.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] This application provides an engine including a cylinder block, a piston mechanism, and valves. The cylinder block has cylinders arranged in a "V" shape. The piston mechanism includes pistons disposed in the cylinders. The valves include intake valves and exhaust valves. A pair of intake valves and a pair of exhaust valves are correspondingly disposed on the top of the piston. Viewed along the axial direction of the piston, the piston is divided into a first piston part and a second piston part along its radial direction. The first piston part is disposed opposite to a pair of intake valves, and the second piston part is disposed opposite to a pair of exhaust valves. The side of the piston away from the valves is the piston skirt. A first cooling structure is disposed between the pair of cylinders arranged in the "V" shape. The first cooling structure is used to spray lubricating oil onto the piston skirt of the pair of cylinders arranged in the "V" shape. The oil spraying direction of the first cooling structure is towards the first piston part. A second cooling structure is disposed at the edge of each cylinder. The second cooling structure is used to spray lubricating oil onto the piston skirt. The oil spraying direction of the second cooling structure is towards the second piston part.

[0007] Furthermore, the engine includes a crankshaft connecting rod mechanism and a crankcase. The crankcase forms a crankcase space that communicates with the cylinder. The crankshaft connecting rod mechanism is arranged in the crankcase space and connected to the piston mechanism. The cylinder has a cylinder port that communicates with the crankcase space. A first cooling structure and a second cooling structure are both located at the cylinder port and distributed on opposite sides of the cylinder port. The first cooling structure is located at the intersection of the cylinder ports of the two cylinders.

[0008] Furthermore, an oil supply passage is provided in the cylinder block near the cylinder port, and the second cooling structure is connected to the oil supply passage.

[0009] Furthermore, a reference straight line is defined, the extension direction of which is parallel to the extension direction of the rotation center line of the crankshaft connecting rod mechanism, the extension direction of the oil supply passage is parallel to the extension direction of the reference straight line, and multiple cylinders are distributed along the extension direction of the reference straight line, with the oil supply passage passing through the cylinder ports of the multiple cylinders.

[0010] Furthermore, the crankcase includes a bearing seat for mounting the crankshaft connecting rod mechanism, the surface of the bearing seat is provided with a lubricating oil passage, the crankcase is provided with an oil delivery channel, the first cooling structure is provided with an oil inlet, one end of the oil delivery channel is connected to the lubricating oil passage, and the other end is connected to the oil inlet.

[0011] Furthermore, the crankcase includes a plurality of bearing seats distributed along the extension direction of a reference straight line, a first cooling structure passing through the plurality of bearing seats and communicating with lubricating oil passages on the plurality of bearing seats.

[0012] Furthermore, the second cooling structure is a pressure valve, which includes a cooling inlet and a cooling outlet. The cooling inlet is connected to the oil supply passage, and the cooling outlet extends into the cylinder. When the pressure at the cooling inlet is greater than a preset pressure threshold, the second cooling structure is connected from the cooling inlet to the cooling outlet.

[0013] Furthermore, the second cooling structure includes an elastic element and a pressure limiting element. The pressure limiting element is located at the cooling inlet of the second cooling structure, and the side of the pressure limiting element away from the cooling inlet abuts against the elastic element.

[0014] Furthermore, the first cooling structure is a hollow conduit that passes through the oil supply passage. Several oil injection ports are opened on the outer peripheral surface of the first cooling structure, and each oil injection port is connected to a cylinder.

[0015] Furthermore, at least a portion of the second cooling structure extends from the cylinder port into the cylinder.

[0016] The engine provided in this application has multiple cooling structures at the bottom of the cylinder. The first cooling structure is located between a pair of V-shaped cylinders, and the second cooling structure is located at the edge of the cylinder and radially distributed with the first cooling structure along the corresponding cylinder. The lubricating oil sprayed by the first cooling structure cools the first part of the piston of each pair of V-shaped pistons, and the lubricating oil sprayed by the second cooling structure cools the second part of the piston of the corresponding piston. This effectively reduces the piston temperature during operation and thus improves the service life of the piston. Attached Figure Description

[0017] Figure 1This is a schematic diagram of the engine structure in the embodiment of this application;

[0018] Figure 2 This is an exploded view of the engine in the embodiment of this application;

[0019] Figure 3 This is a first cross-sectional view of the crankcase in the embodiment of this application;

[0020] Figure 4 for Figure 3 A magnified view of a section at point A in the middle;

[0021] Figure 5 This is a schematic diagram of the piston mechanism and part of the cooling system in the embodiments of this application;

[0022] Figure 6 This is a schematic diagram of the crankcase in an embodiment of this application;

[0023] Figure 7 This is a second cross-sectional view of the crankcase in an embodiment of this application;

[0024] Figure 8 This is a schematic diagram of the cylinder block and cylinder head gasket in the embodiment of this application;

[0025] Figure 9 This is a schematic diagram of the first return oil passage in the embodiment of this application.

[0026] Figure 10 This is a third cross-sectional view of the crankcase in the embodiment of this application;

[0027] Figure 11 This is a schematic diagram illustrating the separation of the upper and lower housings in an embodiment of this application.

[0028] Figure 12 This is a partial schematic diagram of the locating pin in the embodiment of this application. Detailed Implementation

[0029] 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.

[0030] 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.

[0031] like Figure 1 and Figure 2 As shown, this application provides a powertrain 10, which includes an engine 100. The engine 100 includes a housing 11, which 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), which is used to store 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 powertrain 10 is shown in the up / down, left / right, and front / back directions.

[0032] 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.

[0033] like Figure 2As shown, the engine 100 also includes a crankshaft connecting rod mechanism 12, a piston mechanism 13, 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, which 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 has moved to the top dead center within the cylinder 1131. The intake and exhaust system 16 is at least partially mounted in the cylinder head 112 and is used to control the communication or isolation of the combustion chamber 101 from the outside environment.

[0034] 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.

[0035] like Figure 3 and Figure 4 As shown, the piston mechanism 13 includes a piston 131 disposed in the cylinder 1131, and the piston 131 is capable of reciprocating linear motion along the axis of the cylinder 1131. The intake and exhaust system 16 includes valves 161. The side of the piston 131 near the valve 161 is defined as the top of the piston 131, and the side of the piston 131 away from the combustion chamber 101 is defined as the skirt of the piston 131. A pair of intake valves 1611 and a pair of exhaust valves 1612 are correspondingly disposed on the top of the piston 131.

[0036] like Figure 3 As shown, in one implementation, when viewed along the axial direction of the piston 131, the piston 131 is divided into a first part piston 1311 and a second part piston 1312 along its radial direction. The first part piston 1311 is arranged opposite to a pair of intake valves 1611, and the second part piston 1312 is arranged opposite to a pair of exhaust valves 1612.

[0037] In this embodiment, the engine 100 is a "V"-shaped engine. Viewed along the extension direction of the reference line 104, the engine 100 has cylinders 1131 arranged in a "V" shape. A first cooling structure 192 is provided between a pair of "V"-shaped cylinders 1131. The first cooling structure 192 is used to spray lubricating oil onto the skirt of the piston 131 in the pair of cylinders 1131. The oil spraying direction of the first cooling structure 192 is towards the first part of the piston 1311. A second cooling structure 193 is provided on the edge of each cylinder 1131. The second cooling structure 193 is used to spray lubricating oil onto the skirt of the piston 131 in the cylinder 1131. The oil spraying direction of the second cooling structure 193 is towards the second part of the piston 1312.

[0038] The lubricating oil sprayed in the first cooling structure 192 and the second cooling structure 193 is pressurized to ensure that the lubricating oil has sufficient kinetic energy to be sprayed onto and fully cover the first part piston 1311 and the second part piston 1312, so that the lubricating oil can fully cool the first part piston 1311 and the second part piston 1312, thereby reducing the temperature of piston 131 during operation.

[0039] With the above settings, lubricating oil is sprayed onto both the first piston 1311 and the second piston 1312 for cooling, and pressurized lubricating oil is used to improve the cooling effect, effectively reducing the temperature of piston 131 during operation, thereby increasing the service life of piston 131.

[0040] like Figure 3 As shown, in one implementation, the cylinder 1131 has a cylinder port 1131a that communicates with the crankcase space 103. The first cooling structure 192 and the second cooling structure 193 are both located at the cylinder port 1131a and are distributed on opposite sides of the cylinder port 1131a.

[0041] Specifically, an oil supply passage 1135 is provided in the cylinder block 113 near the cylinder port 1131a. The second cooling structure 193 is connected to the oil supply passage 1135 and obtains lubricating oil through the oil supply passage 1135. The oil supply passage 1135 is a channel passing through the cylinder block 113, and the extension direction of the oil supply passage 1135 is substantially parallel to the extension direction of the reference line 104. If the cylinder block 113 has multiple cylinders 1131, and the multiple cylinders 1131 are distributed along the extension direction of the reference line 104, then the oil supply passage 1135 passes through the cylinder ports 1131a of the multiple cylinders 1131.

[0042] Taking any cylinder 1131 as an example, the side of cylinder 1131 facing away from cylinder head 112 is connected to crankcase space 103. In this embodiment, cylinder body 113 is integrated with crankcase 114, and the part where cylinder body 113 connects to crankcase 114 is defined as cylinder body connection part 1136 of cylinder body 113 and crankcase 114. The first cooling structure 192 and the second cooling structure 193 are both fixed to cylinder body connection part 1136, and the two are distributed radially on both sides of cylinder 1131.

[0043] like Figures 3 to 5 As shown, in one implementation, the first cooling structure 192 can be a hollow conduit. The first cooling structure 192 passes through the crankcase 114, and its extension direction is parallel to the extension direction of the reference line 104. A plurality of fuel injection ports 1921 are provided on the outer peripheral surface of the first cooling structure 192, and each fuel injection port 1921 is connected to a cylinder 1131. For an engine 100 having multiple piston mechanisms 13, the first portion piston 1311 of each of the multiple pistons 131 corresponds to a fuel injection port 1921.

[0044] At least a portion of the second cooling structure 193 extends from the cylinder port 1131a into the cylinder 1131, thereby avoiding interference between the second cooling structure 193 and the crankshaft connecting rod mechanism 12.

[0045] Specifically, the second cooling structure 193 can be a pressure valve. The second cooling structure 193 includes a cooling inlet 1931 and a cooling outlet 1932. The cooling inlet 1931 is connected to the oil supply passage 1135. The cooling outlet 1932 extends into the cylinder 1131 and the opening of the cooling outlet 1932 faces the second piston 1312. When the pressure of the cooling inlet 1931 is greater than the preset pressure threshold, the second cooling structure 193 is connected from the cooling inlet 1931 to the cooling outlet 1932.

[0046] Furthermore, the second cooling structure 193 includes an elastic element 1933 and a pressure limiting element 1934. The pressure limiting element 1934 is located at the cooling inlet 1931 of the second cooling structure 193, and the side of the pressure limiting element 1934 facing away from the cooling inlet 1931 abuts against the elastic element 1933. If the pressure at the cooling inlet 1931 is greater than a preset pressure threshold, the pressure limiting element 1934 compresses the elastic element 1933, causing the second cooling structure 193 to be open from the cooling inlet 1931 to the cooling outlet 1932. If the pressure at the cooling inlet 1931 is less than the preset pressure threshold, the pressure limiting element 1934 blocks the cooling inlet 1931 under the action of the elastic element 1933.

[0047] In this embodiment, the diameter of the cooling outlet 1932 is smaller than the diameter of the cooling inlet 1931. If the second cooling structure 193 is open, the flow rate and pressure of the lubricating oil sprayed from the cooling outlet 1932 can be increased, thereby improving the cooling effect on the second piston 1312.

[0048] like Figure 3 As shown, in one implementation, the crankcase 114 includes a bearing seat 1149 for mounting the crankshaft connecting rod mechanism 12. The surface of the bearing seat 1149 has a lubricating oil passage 1149a. When the crankshaft connecting rod mechanism 12 rotates relative to the bearing seat 1149, the lubricating oil in the lubricating oil passage 1149a lubricates the crankshaft connecting rod mechanism 12. The crankcase 114 also has an oil delivery channel 1149b, one end of which communicates with the lubricating oil passage 1149a. The first cooling structure 192 has an oil inlet 1922 (see [reference]). Figure 5 The other end of the oil transport channel 1149b is connected to the oil inlet 1922.

[0049] In this embodiment of the application, the crankcase 114 has a plurality of bearing seats 1149 distributed along the extension direction of the reference straight line 104, and the first cooling structure 192 passes through the plurality of bearing seats 1149 and communicates with the lubricating oil passages 1149a on the plurality of bearing seats 1149.

[0050] With the above settings, while increasing the cooling function of piston 131, there is no need to set up a complex oil supply structure, reducing the machining difficulty of engine 100.

[0051] like Figure 6 and Figure 7 As shown, in one implementation, the oil pan 115 is connected to the crankcase 114, forming an oil pan space 1151 for storing lubricating oil between the oil pan 115 and the crankcase 114. The crankcase 114 includes a crankcase base plate 1143 located between the crankcase space 103 and the oil pan space 1151. The crankcase base plate 1143 has a crankcase through hole 1143a extending through itself. The crankcase space 103 communicates with the oil pan space 1151 through the crankcase through hole 1143a. The crankcase 114 includes an oil baffle 1143c connected to the crankcase base plate 1143, and the oil baffle 1143c is suspended above the crankcase through hole 1143a. An oil guide space 102 for lubricating oil to pass through is provided between the oil baffle 1143c and the crankcase through hole 1143a. The oil guide space 102 is connected to the crankcase space 103, allowing lubricating oil in the crankcase space 103 to enter the oil guide space 102 and then enter the oil pan space 1151 through the crankcase through hole 1143a. Furthermore, the oil baffle 1143c can also block lubricating oil splashed from the oil guide space 102 into the crankcase space 103.

[0052] The rotation direction of the crankshaft 121 is defined as the preset direction α. ​​The crankshaft connecting rod mechanism 12 also includes a counterweight 1214. The counterweight 1214 is located on the outer edge of the crankshaft 121. The counterweight 1214 can rotate along the preset direction α under the drive of the crankshaft 121. When the counterweight 1214 rotates to a position close to the oil guide space 102, the movement direction of the counterweight 1214 is basically pointing to the oil guide space 102.

[0053] When the crankshaft 121 rotates in the preset direction α, and the counterweight 1214 rotates to a position close to the oil guide space 102, the lubricating oil in the crankcase space 103 will splash under the action of the counterweight 1214 and enter the oil pan space 1151 along the direction from the oil guide space 102 to the crankcase through hole 1143a. Furthermore, the lubricating oil entering the oil guide space 102 or the crankcase through hole 1143a can be blocked by the oil baffle 1143c to prevent the lubricating oil in the oil guide space 102 or the crankcase through hole 1143a from flowing back into the crankcase space 103.

[0054] The above settings prevent the lubricating oil in the crankcase space 103 from splashing due to the rotation of the crankshaft connecting rod mechanism 12, collect the lubricating oil in the crankcase space 103 at the oil guide space 102, and block the splashing of lubricating oil in the oil guide space 102 by the oil baffle 1143c, thereby improving the oil return efficiency in the engine 100.

[0055] In one implementation, at least a portion of the oil baffle 1143c is suspended above the crankcase through-hole 1143a, and when viewed along the extension direction of the reference line 104, the oil baffle 1143c is arc-shaped.

[0056] Specifically, the oil guiding space 102 has an opening 1021 that communicates with the crankcase space 103. When the crankshaft connecting rod mechanism 12 rotates, the lubricating oil moving in the crankcase space 103 splashes under the action of centrifugal force. The splashed lubricating oil flows along the inner wall of the crankcase 114 to the opening 1021 under the action of its own gravity, and enters the oil guiding space 102 through the opening 1021.

[0057] With the above configuration, the oil baffle 1143c cooperates with the crankshaft connecting rod mechanism 12 to guide the lubricating oil splashed onto the opening 1021 into the oil guiding space 102, thereby increasing the circulation efficiency of the lubricating oil.

[0058] Furthermore, a pair of oil baffles 1143c are provided for each crankcase through hole 1143a, and the oil baffles 1143c are distributed at intervals along the extension direction of the reference straight line 104.

[0059] Furthermore, a gap 1032 is formed between a pair of oil baffles 1143c, and the crankcase bottom plate 1143 includes a confluence portion 1143b. The confluence portion 1143b is located at the lowest point of the crankcase bottom plate 1143 and is arranged between a pair of oil baffles 1143c, so that the lubricating oil gathered at the confluence portion 1143b can enter the oil guide space 102 through the gap 1032.

[0060] In the embodiments of this application, the manifold 1143b is located at the connection between each of the pair of oil baffles 1143c and the crankcase bottom plate 1143, so that the lubricating oil flowing to the side of the oil baffle 1143c facing the crankcase through hole 1143a and the lubricating oil flowing to the side of the oil baffle 1143c away from the crankcase through hole 1143a can both flow to the manifold 1143b and then enter the crankcase through hole 1143a through the oil guiding space 102.

[0061] like Figure 6 and Figure 7 As shown, in one implementation, the crankshaft connecting rod mechanism 12 includes a crankshaft 121, on which a counterweight 1214 is provided. The counterweight 1214 extends radially outward along the crankshaft 121 and is used to balance the inertial force and torque generated by the high-speed rotation of the crankshaft 121 during operation. The oil baffle 1143c is an arc-shaped plate that curves away from the crankcase through hole 1143a. The oil baffle 1143c has an arc-shaped inner wall, and the curvature of the oil baffle 1143c is basically consistent with the curvature of the outer edge of the counterweight 1214. Since the size and shape of the crankcase space 103 are fixed, the oil baffle 1143c in the above-mentioned configuration can ensure that the oil baffle 1143c blocks the lubricating oil while avoiding contact between the oil baffle 1143c and the counterweight 1214, which would hinder the rotation of the crankshaft connecting rod mechanism 12.

[0062] As one implementation, the crankcase 114 forms multiple working chambers 1031 that can accommodate the counterweight 1214. Each working chamber 1031 is isolated in the extension direction of the reference line 104. Each working chamber 1031 is connected to the oil pan space 1151 through the corresponding crankcase through hole 1143a, so that the lubricating oil in each working chamber 1031 can be discharged from the crankcase space 103, avoiding obstruction of the movement of the crankshaft connecting rod mechanism 12.

[0063] like Figures 8 to 10 As shown, the cylinder block 113 has at least two cylinders 1131 distributed along the extension direction of the reference straight line 104, and each cylinder 1131 is connected to the crankcase space 103. The cylinder head 112 is mounted on the cylinder block 113, and a cylinder head space 1126 is formed in the cylinder head 112.

[0064] like Figure 9 ,Figure 10 As shown, a cross-sectional view of part of the cylinder head 112 is provided. In one implementation, a first oil return passage 1127 is provided at the bottom of the cylinder head space 1126, which passes through the cylinder head 112. One end of the first oil return passage 1127 is connected to the cylinder head space 1126.

[0065] The cylinder block 113 and the cylinder head 112 are in surface contact. The cylinder block 113 has a first connecting surface 1137 that connects with the cylinder head 112. The cylinder block 113 has a second oil return passage 1132 that passes through the first connecting surface 1137 and communicates with the first oil return passage 1127.

[0066] Furthermore, when viewed along the extension direction of the reference line 105, the second oil return passage 1132 is arranged between the two cylinders 1131, and at least part of the extension direction of the second oil return passage 1132 is parallel to the extension direction of the reference line 105.

[0067] In this embodiment of the application, the crankcase 114 includes an upper housing 1141 and a lower housing 1142. The upper housing 1141 is integrally formed with the cylinder block 113. The upper housing 1141 has a second connecting surface 1138 that connects with the lower housing 1142. The second oil return passage 1132 extends from the cylinder block 113 to the upper housing 1141 and passes through the second connecting surface 1138. One end of the second oil return passage 1132 that is away from the first connecting surface 1137 communicates with the oil pan space 1151.

[0068] The lower housing 1142 has a third oil return passage 1146. One end of the third oil return passage 1146 is connected to the second oil return passage 1132, and the other end is connected to the oil pan space 1151. The third oil return passage 1146 has an opening that communicates with the oil pan space 1151, and the opening of the third oil return passage 1146 faces the oil pan, thereby preventing lubricating oil from splashing when it flows back into the oil pan space 1151 and improving the oil return efficiency within the engine 100.

[0069] like Figures 8 to 10 As shown, in one implementation, the cylinder body 113 includes two sets of cylinders 1131 arranged in a V-shape. Each set of cylinders 1131 includes at least two cylinders 1131 distributed along the extension direction of the reference straight line 104. The cylinder body 113 includes two sidewalls distributed around a set of cylinders 1131. The two sidewalls are defined as an inner sidewall 1133 and an outer sidewall 1134, respectively. The inner sidewall 1133 of one set of cylinders 1131 is connected to the inner sidewall 1133 of the other set of cylinders 1131. The second oil return passage 1132 passes through the outer sidewall 1134.

[0070] Furthermore, the cylinder block 113 has at least two cylinders 1131 distributed along the extension direction of the reference line 104. Viewed along the extension direction of the reference line 105, a second oil return passage 1132 is disposed between two adjacent cylinders 1131, optimizing the oil passage arrangement within the cylinder block 113 and making the structure of the cylinder block 113 more compact. In addition, it can shorten the oil return path of the engine 100 and improve the oil return efficiency of the engine 100.

[0071] As one implementation, a cylinder head gasket 116 is provided between the cylinder head 112 and the cylinder block 113. The cylinder head gasket 116 has an oil passage hole 1161 that passes through it. The first oil return passage 1127 is connected to the second oil return passage 1132 through the oil passage hole 1161. The cylinder head gasket 116 can keep the connection between the cylinder head 112 and the cylinder block 113 sealed and isolate the lubricating oil and gas flowing in the cylinder head 112 and the cylinder block 113.

[0072] In this embodiment of the application, the engine 100 is a V-type engine with two cylinder heads 112. Each cylinder head 112 and the corresponding cylinder block 113 are provided with a cylinder head gasket 116, and the two cylinder head gaskets 116 have the same structure, which reduces the maintenance cost of the engine 100.

[0073] As one implementation, the cylinder block 113 has a misaligned hole 1139 extending along the extension direction of the reference straight line 104. The cylinder head gasket 116 covers the misaligned hole 1139, and the space within the misaligned hole 1139 is connected to the first oil return passage 1127 through an oil passage 1161. Viewed axially along the oil passage 1161, the first oil return passage 1127 overlaps with the oil passage 1161, allowing the lubricating oil flowing through the first oil return passage 1127 to enter the oil passage 1161, ensuring the sealing effect of the cylinder block 113 on the lubricating oil.

[0074] Specifically, the misaligned hole 1139 is an oblong hole. When viewed along the extension direction of the reference line 105, one end of the misaligned hole 1139 overlaps with the oil passage hole 1161, and the other end of the misaligned hole 1139 is connected to the second oil return passage 1132. This allows lubricating oil to enter the misaligned hole 1139 through the oil passage hole 1161 of the cylinder head gasket 116, and then enter the second oil return passage 1132 through the misaligned hole 1139. This ensures that the lubricating oil return path is unobstructed while preventing the second oil return passage 1132 from interfering with other pipelines and avoiding contamination of the lubricating oil in the second oil return passage 1132 after contact with oil and / or gas in other pipelines.

[0075] like Figure 11As shown, the crankcase 114 also includes a positioning structure 1148, which includes a positioning bolt 1148a. Multiple positioning screw holes 1148b are provided on the end faces of the upper housing 1141 and the lower housing 1142 that are connected. The positioning bolt 1148a passes through the corresponding positioning screw holes 1148b of the upper housing 1141 and the lower housing 1142 to connect the upper housing 1141 and the lower housing 1142.

[0076] As one implementation, the end faces where the upper housing 1141 and the lower housing 1142 meet are each provided with multiple positioning pin holes 1148c. The positioning structure 1148 also includes positioning pins 1148d, which pass through the corresponding positioning pin holes 1148c of the upper housing 1141 and the lower housing 1142 to position and install the upper housing 1141 and the lower housing 1142. The single-sided clearance between the positioning pin hole 1148c and the positioning pin 1148d is smaller than the single-sided clearance between the positioning bolt 1148a and the positioning screw hole 1148b.

[0077] Specifically, during the production of engine 100, the upper housing 1141 and lower housing 1142 are manufactured separately. Multiple positioning screw holes 1148b are formed on the end faces where the upper housing 1141 and lower housing 1142 meet, which are used to mate with positioning bolts 1148a. This facilitates initial positioning when the upper housing 1141 and lower housing 1142 are assembled. After the upper housing 1141 and lower housing 1142 are assembled, the positioning pin holes 1148c are machined, and secondary positioning is performed through the engagement of positioning pins 1148d and positioning pin holes 1148c. This avoids misalignment between the upper housing 1141 and lower housing 1142 during assembly, improving the assembly accuracy of the crankcase 114 after assembly.

[0078] Furthermore, both the upper housing 1141 and the lower housing 1142 are provided with bearing seats 1149 supporting the crankshaft 121. The crankshaft 121 is mounted on the bearing seats 1149. The bearing seats 1149 of the upper housing 1141 and the lower housing 1142 cooperate to form a circular hole 1147c for the crankshaft 121 to pass through. The circular hole 1147c is used for the crankshaft 121 to pass through during assembly. After the upper housing 1141 and the lower housing 1142 are assembled by the positioning bolts 1148a, the crankshaft housing 114 can be machined with positioning pin holes 1148c. The positioning pins 1148d and positioning pin holes 1148c cooperate to achieve secondary positioning. After secondary positioning, the circular hole 1147c is machined, thereby improving the machining accuracy of the circular hole 1147c.

[0079] As one implementation, the crankcase 114 includes at least three locating pin holes 1148c. When the number of locating pin holes 1148c is three, the three locating pin holes 1148c are arranged in a triangular pattern.

[0080] Specifically, the triangle formed by the lines connecting the three positioning pin holes 1148c is an acute triangle to ensure that the load on the positioning pin 1148d inserted into the three positioning pin holes 1148c is relatively even, and to avoid the structural strength from decreasing due to force concentration on any positioning pin 1148b.

[0081] The above settings improve the stability of the connection between the upper housing 1141 and the lower housing 1142, and prevent relative movement between the upper housing 1141 and the lower housing 1142 when the circular hole 1147c is machined on the crankcase 114.

[0082] like Figure 12 As shown, in one implementation, the single-sided clearance L between the locating pin hole 1148c and the locating pin 1148d ranges from 0.01mm to 0.02mm, further, the single-sided clearance L ranges from 0.013mm to 0.017mm, and more preferably, the single-sided clearance L ranges from 0.015mm. It should be noted that if the single-sided clearance L between the locating pin hole 1148c and the locating pin 1148d is too small, the cost of machining the locating pin hole 1148c and the locating pin 1148d will be too high. If the single-sided clearance L between the locating pin hole 1148c and the locating pin 1148d is too large, it will cause misalignment between the upper housing 1141 and the lower housing 1142 during the assembly process, reducing the positioning effect of the locating pin 1148d, and thus reducing the assembly accuracy of the crankcase 114 after assembly. Through the above settings, the assembly accuracy of the crankcase 114 after assembly is improved.

[0083] Specifically, the locating pin 1148d includes a pin bushing 1148e and a pin 1148f. The pin bushing 1148e passes through the locating pin hole 1148c and is interference-fitted with it. The pin 1148f passes through the pin bushing 1148e from the upper housing 1141 to the lower housing 1142 and is fixedly connected to the lower housing 1142. At least a portion of the pin bushing 1148e passes through the locating pin hole 1148c in the upper housing 1141, and at least a portion of the pin bushing 1148e also passes through the locating pin hole 1148c in the lower housing 1142. The pin bushing 1148e restricts the relative displacement between the upper housing 1141 and the lower housing 1142 in its radial direction.

[0084] Furthermore, the pin 1148f includes a head 1148g, a middle portion 1148h, and a tail portion 1148i. The diameter of the head 1148g is larger than the diameter of the middle portion 1148h, and the diameter of the middle portion 1148h is larger than the diameter of the tail portion 1148i, forming a columnar structure with three segments of different diameters. The head 1148g of the pin 1148f abuts against the upper housing 1141 and applies pressure to the upper housing 1141 in the direction from the upper housing 1141 to the lower housing 1142. The middle portion 1148h of the pin 1148f passes through the pin bushing 1148e to limit the relative displacement between the upper housing 1141 and the lower housing 1142 in the radial direction of the pin 1148f. The tail portion 1148i of the pin 1148f is threaded into the lower housing 1142.

[0085] 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 block, which has cylinders arranged in a "V" shape; A piston mechanism, comprising a piston disposed in the cylinder; The valves include an intake valve and an exhaust valve, and a pair of the intake valves and a pair of the exhaust valves are correspondingly provided on the top of the piston; The piston is characterized in that, when viewed along its axial direction, it is divided radially into a first piston portion and a second piston portion, wherein the first piston portion is disposed opposite to a pair of intake valves and the second piston portion is disposed opposite to a pair of exhaust valves; The side of the piston away from the valve is the piston skirt. A first cooling structure is provided between the pair of cylinders arranged in a "V" shape. The first cooling structure is used to spray lubricating oil onto the piston skirt of the pair of cylinders arranged in a "V" shape. The oil spraying direction of the first cooling structure is towards the first part of the piston. A second cooling structure is provided on the edge of each cylinder. The second cooling structure is used to spray lubricating oil onto the piston skirt. The oil spraying direction of the second cooling structure is towards the second part of the piston.

2. The engine according to claim 1, characterized in that, The engine includes a crankshaft connecting rod mechanism and a crankcase. The crankcase forms a crankcase space communicating with the cylinder. The crankshaft connecting rod mechanism is arranged in the crankcase space and connected to the piston mechanism. The cylinder has a cylinder port communicating with the crankcase space. The first cooling structure and the second cooling structure are both located at the cylinder port and distributed on opposite sides of the cylinder port. The first cooling structure is located at the intersection of the cylinder ports of the two cylinders.

3. The engine according to claim 2, characterized in that, An oil supply passage is provided in the cylinder block near the cylinder port, and the second cooling structure is connected to the oil supply passage.

4. The engine according to claim 3, characterized in that, A reference straight line is defined, the extension direction of which is parallel to the extension direction of the rotation center line of the crankshaft connecting rod mechanism, the extension direction of the oil supply passage is parallel to the extension direction of the reference straight line, and a plurality of cylinders are distributed along the extension direction of the reference straight line, the oil supply passage passing through the cylinder ports of the plurality of cylinders.

5. The engine according to claim 4, characterized in that, The crankcase includes a bearing seat for mounting the crankshaft connecting rod mechanism. The surface of the bearing seat is provided with a lubricating oil passage. An oil delivery channel is provided inside the crankcase. An oil inlet is provided on the first cooling structure. One end of the oil delivery channel is connected to the lubricating oil passage, and the other end is connected to the oil inlet.

6. The engine according to claim 5, characterized in that, The crankcase includes a plurality of said bearing seats distributed along the extension direction of the reference straight line, the first cooling structure passing through the plurality of said bearing seats and communicating with the lubricating oil passages on the plurality of said bearing seats.

7. The engine according to claim 3, characterized in that, The second cooling structure is a pressure valve. The second cooling structure includes a cooling inlet and a cooling outlet. The cooling inlet is connected to the oil supply passage, and the cooling outlet extends into the cylinder. When the pressure at the cooling inlet is greater than a preset pressure threshold, the second cooling structure is connected from the cooling inlet to the cooling outlet.

8. The engine according to claim 7, characterized in that, The second cooling structure includes an elastic element and a pressure limiting element. The pressure limiting element is located at the cooling inlet of the second cooling structure, and the side of the pressure limiting element opposite to the cooling inlet abuts against the elastic element.

9. The engine according to claim 3, characterized in that, The first cooling structure is a hollow conduit that passes through the oil supply passage. Several oil injection ports are provided on the outer peripheral surface of the first cooling structure, and each oil injection port is connected to one of the cylinders.

10. The engine according to claim 2, characterized in that, At least a portion of the second cooling structure extends from the cylinder port into the cylinder.

Images