An oil distribution plate, lubrication system, engine and vehicle

Abstract

The present disclosure provides a kind of oil distribution plate, lubricating system, engine and vehicle, it is related to engine technical field, wherein oil distribution plate, comprising: plate body, including the first edge and the second edge of opposite arrangement along the first direction, and the first side and the second side of opposite arrangement along the second direction, the first edge is higher than the second edge, the first direction and the second direction are perpendicular;Oil guide groove is recessed and formed from the direction of the first side to the second side of plate body, the oil guide groove includes the oil guide hole for penetrating the first side and the second side, to guide out the oil that is thrown to the first side in the process of crankshaft rotation via oil guide hole.The oil distribution plate in the application has the effect of eliminating air bubbles in oil and guiding oil flow direction, thereby improving the oil quality of engine, i.e.circulation efficiency.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, and in particular to an oil distributor plate, a lubrication system, an engine, and a vehicle. Background Technology

[0002] When the engine is running at high speed, the lubricating oil inside the crankcase is agitated by the crankshaft and other internal parts, causing a sudden increase in the gas content of the lubricating oil. The high gas content lubricating oil is drawn into the oil pump and supplied to various parts of the lubrication system, causing wear and cavitation problems, which seriously reduces the reliability of the engine. Utility Model Content

[0003] In view of this, the purpose of this utility model is to propose an oil separator, a lubrication system, an engine, and a vehicle to solve the problem of high gas content in the lubricating oil in the crankcase.

[0004] To achieve the above objectives, this utility model provides an oil separator plate, comprising: The plate body includes a first edge and a second edge disposed opposite to each other along a first direction, and a first side surface and a second side surface disposed opposite to each other along a second direction, wherein the first edge is higher than the second edge, and the first direction and the second direction are perpendicular to each other; An oil guide groove is formed by a recess from the first side of the plate body toward the second side. The oil guide groove includes an oil guide hole that passes through the first side and the second side to guide the oil that is thrown to the first side during crankshaft rotation through the oil guide hole.

[0005] Optionally, it also includes: a through-shaft groove for the crankshaft to pass through, formed by a recess from the second edge of the plate body toward the first edge, and extending through in the second direction; Optionally, the wall of the crankshaft groove is provided with an oil inlet groove, and the bottom of the oil inlet groove extends away from the crankshaft.

[0006] Based on the same inventive concept, this application also discloses a lubrication system, including the above-mentioned oil distribution plate, an oil sump, and a crankcase; the crankcase is used to house the crankshaft and has a connecting port that connects to the oil sump; the oil distribution plate is disposed between the crankshaft and the connecting port and extends towards the edge of the crankshaft so as to guide the oil thrown to the first side during crankshaft rotation to flow through the oil guide hole to the connecting port.

[0007] Optionally, the connection port is equipped with a one-way valve to connect or isolate the oil tank from the crankcase.

[0008] Optionally, the bottom of the crankcase is a conical structure, the bottom of the conical structure is the communication port, and the oil guide hole is disposed opposite to the side wall of the conical structure.

[0009] Optionally, the one-way valve includes a valve seat and a valve plate. The valve seat is installed at the communication port, and the valve plate is rotatably connected to the valve seat to open or close relative to the valve seat. The opening direction of the valve plate is towards the oil tank.

[0010] Optionally, the one-way valve may further include a limiting plate disposed on the side of the valve seat away from the crankcase to limit the maximum opening angle of the valve plate.

[0011] Based on the same inventive concept, this application also discloses an engine including the above-mentioned lubrication system.

[0012] Based on the same inventive concept, this application also discloses a vehicle including the aforementioned engine.

[0013] As can be seen from the above, the oil separator provided by this utility model is used to catch oil splashed up by the crankshaft or oil splashed in the crankcase. When the oil falls onto the oil separator, large air bubbles in the oil burst directly, while small air bubbles gradually rise with the gentle flow of oil on the surface of the plate, detach from the main body of the oil, and burst naturally upon contact with air, thus achieving a defoaming effect. At the same time, the first edge and the second edge of the oil separator, distributed along the first direction, form a height difference, making the plate body tilted towards the crankshaft. This tilting setting is not only suitable for the internal space layout of the crankcase, but also directly intercepts the oil splashed out by the crankshaft during high-speed rotation and the oil splashed around in the crankcase, preventing the oil from spreading disorderly or lingering in unnecessary areas for a long time. It also provides a directional flow path for the defoamed oil, guiding the oil into the crankcase and effectively improving the oil circulation efficiency. In addition, along a second direction perpendicular to the first direction, the plate body has a first side and a second side opposite to each other. The first side serves as the main oil-facing surface, directly facing the crankshaft rotation area, and can efficiently receive oil droplets and oil mist thrown out during high-speed crankshaft operation. The oil guide groove is formed by the indentation from the first side to the second side. When the oil falls onto the surface of the plate body, it will flow into the oil guide groove under the guidance of gravity and the plate body, avoiding disorderly diffusion and retention of the oil on the plate body, and realizing the concentrated collection of dispersed oil. The oil guide holes on the oil guide groove can allow the oil to flow to the designated area, further improving the oil circulation efficiency. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a schematic diagram showing the oil separator plate according to an embodiment of the present invention; Figure 2 This is a schematic diagram showing the crankcase and oil sump of an embodiment of the present invention; Figure 3 This is a schematic diagram showing the position of the oil separator plate in an embodiment of the present invention; Figure 4 This is a schematic diagram showing a one-way valve according to an embodiment of the present invention.

[0016] Reference numerals: 01, oil distribution plate; 1, plate body; 11, first edge; 12, second edge; 13, first side surface; 14, second side surface; 2, oil guide groove; 21, oil guide hole; 3, shaft groove; 31, oil inlet groove; 4, oil sump; 5, crankcase; 51, crankshaft; 52, connecting port; 6, one-way valve; 61, valve seat; 62, valve plate; 63, limit plate. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this utility model should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding 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. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] Given the background, with the rapid development of engine technology, high power density and high speed have become the core directions for improving power performance. However, this also makes the working environment of lubricating oil increasingly harsh. When the engine speed exceeds 4000 rpm, especially in turbocharged models reaching over 6000 rpm, the dynamic characteristics of the internal mechanical system undergo a qualitative change: the crankshaft needs to complete nearly a hundred rotations per second, the connection point between the connecting rod and the crankshaft performs circular motion at a linear velocity exceeding 20 m / s, and the instantaneous impact force at the gear meshing point can reach several thousand Newtons. Under these extreme conditions, lubricating oil is no longer a simple lubricating medium. Research data shows that when the rotation speed increases from 3000 r / min to 6000 r / min, the agitation intensity of the lubricating oil increases by more than 4 times, and the amount of air entrained per unit volume can reach 8-10 times the normal level, forming a large number of bubbles with diameters ranging from micrometers to millimeters. Among them, microbubbles with diameters of 50-500 μm account for more than 70%. Due to the combined effect of surface tension and oil viscosity, these bubbles are difficult to float to the surface and escape on their own, and gradually form a stable gas-liquid mixture in the oil.

[0020] More importantly, air bubbles in lubricating oil are not static; they undergo complex physical changes during circulation. In the oil pump's suction zone, these bubbles rapidly contract and burst within milliseconds, disrupting the oil film's continuity and triggering a series of chain reactions. At the piston-cylinder wall mating surface, where a continuous oil film should exist, the presence of air bubbles creates fractures, leading to direct metal-to-metal contact and wear. Actual measurements show that this type of wear can shorten cylinder liner lifespan by more than 30%. Furthermore, the instantaneous high temperatures generated when bubbles burst can reach 300-500°C, with localized pressure exceeding 100 MPa. This effect erodes the alloy layer on the bearing surface, forming dense micro-pits. Over time, these pits expand and merge, ultimately causing bearing failure.

[0021] Under long-term operation, damage caused by air-containing lubricating oil exhibits cumulative and diffuse effects. Due to an unstable oil film, abnormal wear occurs at the contact area between the valve tappets and the camshaft, leading to increased valve clearance and increased engine idling noise. Air bubbles within the hydraulic tappets affect their response speed, causing valve timing deviations, reducing fuel combustion efficiency, and consequently increasing fuel consumption. More seriously, when air bubbles enter the turbocharger's bearing cavity, the high-speed rotating turbine shaft can experience localized overheating due to poor lubrication, accelerating the aging of bearing seals, causing oil leaks, and even turbocharger seizure. Statistics show that among early engine failures caused by air-containing lubricating oil, approximately 40% manifest as reduced power, 25% as abnormal wear, and 15% as sudden mechanical failure. These failures not only increase maintenance costs but also pose a serious threat to vehicle operating safety.

[0022] Traditional lubrication systems are often helpless in this regard: the static sedimentation design of the oil pan cannot cope with the violent agitation at high speeds and is almost ineffective against microbubbles. While adding chemical defoamers can reduce foaming in the short term, their effectiveness gradually diminishes over time and may affect the oxidation resistance and viscosity stability of the lubricating oil. Therefore, how to reduce bubble formation at the source and efficiently eliminate existing bubbles through mechanical structural design has become a key issue in solving the bottleneck of engine lubrication systems.

[0023] To address the aforementioned problems, this application provides an oil separator, a lubrication system, an engine, and a vehicle.

[0024] The following is in conjunction with the appendix Figure 1-4 The embodiments of this application will be described in detail below.

[0025] like Figure 1 and Figure 2 As shown, an oil separator plate 01 includes: The plate body 1 includes a first edge 11 and a second edge 12 disposed opposite to each other along a first direction, and a first side surface 13 and a second side surface 14 disposed opposite to each other along a second direction. The first edge 11 is higher than the second edge 12, and the first direction and the second direction are perpendicular to each other. The oil guide groove 2 is formed by recessing from the first side 13 of the plate body 1 toward the second side 14. The oil guide groove 2 includes an oil guide hole 21 for penetrating the first side 13 and the second side 14, so as to guide the oil that is thrown to the first side 13 during the rotation of the crankshaft 51 through the oil guide hole 21.

[0026] Specifically, the oil distributor 01 is installed inside the crankcase 5, and the crankcase 5 has a connecting port 52 that communicates with the oil sump 4. The oil distributor 01 is located between the crankshaft 51 and the connecting port 52. The oil distributor 01 is positioned along the first direction ( Figure 1The first edge 11 and the second edge 12, distributed in the X direction, form a height difference and are set at an angle. The second edge 12 connects to the inner wall of the crankcase 5 to mount the oil separator plate 01 on the inner wall of the crankcase 5. The first edge 11 faces the crankshaft 51, so that the plate body 1 is tilted towards the crankshaft 51. This tilted setting of the oil separator plate 01 is suitable for the internal spatial layout of the crankcase 5 and can guide the oil to flow naturally down to the connecting port 52 by gravity, and then flow into the crankcase 5. When the oil thrown up by the crankshaft 51 or the air-filled oil splashed in the crankcase 5 falls on the oil separator plate 01, the large air bubbles in the oil burst, and the small air bubbles in the oil gradually float to the surface of the plate body 1 with the flow of oil, detach from the main body of oil and burst naturally after contact with air, thereby achieving the defoaming effect. The oil separator 01 can directly intercept the oil thrown out by the crankshaft 51 during high-speed rotation and the oil splashed around in the crankcase 5, preventing the oil from spreading disorderly or lingering in unnecessary areas for a long time, thus improving the oil circulation efficiency. Furthermore, the oil separator 01, through its tilt, provides a directional flow path for the defoamed oil, allowing it to fall into the connecting port 52 and finally flow smoothly into the oil sump 4, completing the lubricating oil recycling cycle. A guide ramp is provided at the first edge 11 to quickly guide the oil down to the connecting port 52, improving the oil circulation efficiency.

[0027] Along the second direction perpendicular to the first direction ( Figure 1 In the first side 13 and the second side 14 (in the Y direction), the first side 13 serves as the main oil-facing surface, directly facing the rotation area of ​​the crankshaft 51, and can efficiently collect oil droplets and oil mist thrown out by the crankshaft 51 during high-speed operation. The oil guide groove 2 is formed by a recess from the first side 13 to the second side 14. The inner sidewall of the groove adopts a smooth transition arc design, which can reduce the resistance to oil flow and prevent the oil from forming turbulence or stagnation in the groove. The oil guide hole 21 penetrates the groove wall of the oil guide groove 2, and the edge of the hole is rounded to ensure the smooth flow of oil.

[0028] In actual operation, the oil thrown out by the crankshaft 51 is first blocked by the first side 13 of the plate body 1 to avoid direct impact on the inner wall of the crankcase 5. The blocked oil is guided by the tilt angle of the plate body 1 and flows along the first side 13 to the oil guide groove 2, and is smoothly discharged through the oil guide hole 21. The oil guide groove 2 and the oil guide hole 21 are used for the concentration and flow guidance of the oil. Specifically, when the oil thrown up by the crankshaft 51 or the oil in the crankcase 5 falls on the surface of the plate body, it will flow into the oil guide groove 2 under the guidance of gravity and the plate body 1, avoiding disorderly diffusion and retention of the oil on the plate body, and realizing the concentrated collection of the dispersed oil. The oil guide hole 21 enables the oil to flow to the designated area, thereby improving the circulation efficiency of the oil.

[0029] For example, the material selection for the oil separator plate 01 needs to comprehensively consider the special characteristics of the engine's working environment and functional requirements. It is usually made of high-strength engineering plastics (such as PA66 with added glass fiber reinforcement) or thin steel plate. Engineering plastic materials have excellent resistance to oil corrosion and temperature adaptability, and can work stably in the engine compartment environment from -40℃ to 120℃. They are also lightweight and have good formability. Complex structures such as oil guide grooves 2 and shaft grooves 3 can be integrally molded through injection molding, reducing the processing difficulty. Thin steel plate materials are formed by stamping, and the surface is galvanized or electrophoretically treated to improve rust resistance. They are also more rigid and can withstand greater oil impact, making them suitable for high-load engine scenarios.

[0030] Regarding the connection method, the fixing of the oil distributor plate 01 to the crankcase 5 needs to balance stability and ease of assembly: bolt connection is a common solution, which is rigidly fixed to the inner wall of the crankcase 5 by the mounting lugs pre-set on the edge of the plate. The connection strength is high and it is easy to maintain later, especially suitable for steel plate oil distributor plates; plastic oil distributor plates often adopt a combination structure of buckle and positioning pin. The elastic buckle is used to quickly engage with the slot in the crankcase 5, and the positioning pin ensures the installation accuracy. At the same time, the elasticity of the buckle can absorb vibration and avoid loosening and abnormal noise; for scenarios where disassembly is not required, the steel plate oil distributor plate can also be connected to the inner wall bracket of the crankcase 5 by resistance spot welding, which has high connection strength.

[0031] In this embodiment, the oil separator plate 01 is used to catch the oil thrown up by the crankshaft 51 or the oil splashed in the crankcase 5. When the oil falls onto the oil separator plate 01, the large air bubbles in the oil burst directly, while the small air bubbles gradually float to the surface of the plate body 1 with the gentle flow of the oil. They detach from the main body of the oil and burst naturally after contact with the air, thus achieving a defoaming effect. At the same time, the first edge 11 and the second edge 12 of the oil separator plate 01, distributed along the first direction, form a height difference, making the plate body 1 tilted towards the crankshaft 51. This tilting setting is not only suitable for the internal space layout of the crankcase 5, but also directly intercepts the oil thrown out by the crankshaft 51 at high speed and the oil splashed around in the crankcase 5, preventing the oil from spreading disorderly or lingering in unnecessary areas for a long time. It also provides a directional flow path for the defoamed oil, guiding the oil into the crankcase 5, effectively improving the oil circulation efficiency.

[0032] In addition, along a second direction perpendicular to the first direction, the plate body 1 is provided with a first side surface 13 and a second side surface 14. The first side surface 13 serves as the main oil-facing surface, directly facing the rotation area of ​​the crankshaft 51, and can efficiently receive oil droplets and oil mist thrown out when the crankshaft 51 is running at high speed. The oil guide groove 2 is formed by recessing from the first side surface 13 to the second side surface 14. When the oil falls on the surface of the plate body, it will flow into the oil guide groove 2 under the guidance of gravity and the plate body 1, avoiding disorderly diffusion and retention of the oil on the plate body, and realizing the concentrated collection of dispersed oil. The oil guide hole 21 on the oil guide groove 2 can make the oil flow to the designated area, further improving the circulation efficiency of the oil.

[0033] In some embodiments, the oil distribution plate 01 includes: a through-shaft groove 3 for the crankshaft 51 to pass through, which is formed by recessing from the second edge 12 of the plate body 1 toward the first edge 11 and is through in the second direction; In addition, the groove wall of the through-shaft groove 3 is provided with an oil-drawing groove 31, and the bottom of the oil-drawing groove 31 extends away from the crankshaft 51.

[0034] Specifically, the through-shaft groove 3 is designed specifically for the crankshaft 51 to pass through. It is formed by a recess from the second edge 12 of the plate body 1 towards the first edge 11, and is completely through in the second direction perpendicular to the first direction, ensuring that the crankshaft 51 can pass through smoothly. The groove width is slightly larger than the diameter of the crankshaft 51, which not only provides sufficient rotation space for the crankshaft 51 and avoids friction with the groove wall during operation, but also minimizes the gap between the crankshaft 51 and the groove wall. At the same time, the groove wall of the through-shaft groove 3 adopts an arc transition design, and the groove edge is rounded, which not only reduces the noise generated when the oil impacts the groove wall, but also reduces the oil retention at the groove opening.

[0035] An oil guide groove 31 is provided at the deepest part of the through-shaft groove 3. The oil guide groove 31 extends away from the crankshaft 51, and the bottom of the oil guide groove 31 extends along the tangent of the crankshaft 51 to form a slope structure. The slope is consistent with the overall tilt direction of the plate body 1 and is slightly greater than the tilt angle of the plate body 1 to ensure that the oil can slide down quickly. The setting of the through-shaft groove 3 solves the spatial interference problem between the oil distribution plate 01 and the crankshaft 51, allowing the oil distribution plate 01 to be arranged close to the crankshaft 51, effectively intercepting the oil thrown to the surrounding area when the crankshaft 51 rotates at high speed. When the oil is thrown to the vicinity of the through-shaft groove 3, the slope structure of the oil guide groove 31 can guide the oil to slide down quickly along the slope, avoiding the oil from staying in the through-shaft groove 3 for a long time, accelerating the return flow of the oil to the connecting port 52, and further improving the lubricating oil circulation efficiency.

[0036] Based on the same inventive concept, such as Figure 1 , Figure 2 and Figure 3 As shown, this disclosure also provides a lubrication system, including an oil distribution plate 01 as described in any of the above claims, an oil sump 4, and a crankcase 5; the crankcase 5 is used to house a crankshaft 51 and has a connecting port 52 communicating with the oil sump 4; the oil distribution plate 01 is disposed between the crankshaft 51 and the connecting port 52 and extends towards the edge of the crankshaft 51 so as to direct the oil thrown to the first side 13 during the rotation of the crankshaft 51 to the connecting port 52 via the oil guide hole 21.

[0037] In addition, the bottom of the crankcase 5 is a conical structure, the bottom of the conical structure is the connecting port 52, and the oil guide hole 21 is arranged opposite to the side wall of the conical structure.

[0038] Specifically, the crankcase 5, as the mounting cavity for the core engine component, not only has reserved space to accommodate the rotation of the crankshaft 51, but also features a dedicated channel for lubricating oil return. Specifically, the bottom of the crankcase has a through-hole 52, which connects to the oil sump 4 via a pipe or direct connection, becoming the crucial path for lubricating oil to return from the crankcase 5 to the oil sump 4. The oil sump 4 is the core for lubricating oil storage and supply, capable of storing enough oil to meet the lubrication needs of all engine components, ensuring the system always has sufficient oil for circulation. After the oil returns to the oil sump 4, it can be allowed to settle slowly within the sump, allowing tiny impurities (such as metal shavings and dust) to settle to the bottom. Simultaneously, some incompletely broken microbubbles can rise to the surface and break during this process, further improving the cleanliness and purity of the oil. An oil pump is usually installed in the oil sump 4. The oil pump draws clean oil from the oil sump 4 through the oil suction pipe, and after being filtered by the oil filter, it is delivered to various lubrication points of the engine (such as crankshaft 51 bearing, camshaft, etc.) to form a complete lubrication oil circulation chain.

[0039] The oil distribution plate 01 is precisely assembled on the inner wall of the crankcase 5 between the crankshaft 51 and the connecting port 52. Its plate extends towards the edge close to the crankshaft 51, and the first side 13 with oil-receiving function faces the rotation area of ​​the crankshaft 51. It can maximize the coverage of the oil thrown by the crankshaft 51 and efficiently receive the oil thrown to the first side 13 by centrifugal force when the crankshaft 51 rotates at high speed. It can also rely on its own inclined structure, the oil guide groove 2 and the oil guide hole 21 to guide the received oil to the connecting port 52, and finally realize the orderly return of oil to the oil sump 4.

[0040] The bottom of the crankcase 5 is a conical structure, and the lowest end of the conical structure is the connecting port 52. The oil guide hole 21 on the oil distribution plate 01 is not set directly opposite the connecting port 52, but is opposite to the side wall of the conical structure. The oil outlet direction of the oil guide hole 21 forms an angle of 15°-20° with the tangent direction of the conical side wall, so that the oil can contact the conical side wall at a gentle angle after being discharged from the oil guide hole 21. The oil discharged through the oil guide hole 21 can smoothly contact the conical sidewall and flow smoothly downwards along the sidewall, avoiding the violent impact caused by the oil falling directly into the connecting port 52 and preventing the possibility of secondary air bubbles being generated during the oil return process. In addition, the inclined surface of the conical structure can not only guide the oil discharged from the oil guide hole 21 of the oil distributor plate to converge into the connecting port 52, but also receive the oil scattered in other parts of the crankcase 5, greatly shortening the residence time of the oil in the crankcase 5 and preventing the oil from oxidizing and deteriorating due to prolonged residence. Furthermore, the smooth conical inner wall has no dead corners, which can reduce oil residue and ensure that every drop of oil can flow back to the oil sump 4 efficiently, which not only improves the utilization rate of lubricating oil, but also ensures the continuous and stable oil supply of the engine lubrication system, further enhancing the practicality and reliability of the entire defoaming system.

[0041] In addition, a pressure balance valve is installed on the top of the crankcase 5. When the internal pressure exceeds the preset threshold due to the rise in oil temperature, the valve automatically opens to release the pressure, preventing the crankshaft oil seal from falling off or the oil dipstick handle from popping out due to excessive pressure in the case. Furthermore, interfaces for a liquid level sensor and a temperature sensor are reserved on the case wall. The former monitors the oil level in real time through a float structure and triggers an alarm when the oil level is lower than the warning value. The latter uses a PT100 platinum resistance thermometer, which can accurately measure the oil temperature in the range of -40℃ to 150℃, providing data support for the ECU to adjust the oil pump flow and ensuring that the lubricating oil works in the optimal viscosity range, balancing fluidity and oil film strength.

[0042] In some embodiments, such as Figure 2 , Figure 3 and Figure 4 As shown, the connecting port 52 is equipped with a one-way valve 6, which is used to connect or isolate the oil tank 4 from the crankcase 5.

[0043] Specifically, the one-way valve 6 can strictly control the flow direction of the lubricating oil, allowing only the oil in the crankcase 5 to flow unidirectionally to the oil sump 4 through the connecting port 52, while preventing the oil or air in the oil sump 4 from flowing back into the crankcase 5. This prevents the oil that has been settled and purified in the oil sump 4 from being sucked back into the crankcase 5 due to pressure fluctuations in the crankcase 5, and prevents impurities from re-entering the lubrication system and affecting the cleanliness of the oil. On the other hand, it can block the reverse diffusion of oil vapor and high-temperature gas in the crankcase 5 to the oil sump 4, preventing the oil in the oil sump 4 from accelerating oxidation and deterioration due to contact with high-temperature oil vapor. At the same time, it maintains a relatively stable pressure environment for both the crankcase 5 and the oil sump 4, providing a directional and orderly flow channel for the lubricating oil circulation, and ensuring the uniqueness and reliability of the oil recovery path in the entire defoaming system.

[0044] In addition, the one-way valve 6 can be opened in coordination with multiple components. For example, the one-way valve 6 can also be coordinated with the oil guiding rhythm of the oil distributor plate 01. When the oil distributor plate 01 discharges oil to the connecting port 52 through the oil guide hole 21, the gravity and pressure formed by the oil at the connecting port 52 can further assist the one-way valve 6 in overcoming its own reset elasticity and opening quickly, avoiding the oil from accumulating at the connecting port 52. When the engine stops, the oil pump stops working, or the amount of oil in the crankcase 5 is low and the pressure is insufficient, the one-way valve 6 will automatically close under the action of its own reset structure (such as spring, valve plate gravity) or the one-way valve 6 itself is elastic and can close under its own elastic action, firmly isolating the oil sump 4 from the crankcase 5, preventing the oil from flowing backward or the outside air from entering.

[0045] The one-way valve 6 can also be opened in conjunction with the crankcase 5. Specifically, the crankcase 5 has negative pressure and positive pressure operating conditions. Under negative pressure conditions, it is isolated from the oil sump 4 to defoam the lubricating oil within it. Under positive pressure conditions, it is connected to the oil sump 4 to accelerate the discharge of the lubricating oil into the oil sump 4. The one-way valve 6 is closed under negative pressure conditions and open under positive pressure conditions.

[0046] Furthermore, the crankcase 5 contains a piston, connecting rod, and crankshaft 51 connected in sequence. The negative pressure condition is the negative pressure state formed when the piston moves away from the crankshaft 51, and the positive pressure condition is the positive pressure state formed when the piston moves closer to the crankshaft 51. Specifically, in the negative pressure condition, when the piston moves away from the crankshaft 51 (i.e., moves from bottom dead center to top dead center), the connection point between the connecting rod and the crankshaft 51 gradually swings outward as the crankshaft 51 rotates, and the piston moves upward along the cylinder wall under the pull of the connecting rod. At this time, the space inside the crankcase 5 increases significantly due to the piston moving away. Since this process lasts for a very short time, the gas inside the crankcase 5 cannot be replenished from the outside in time, causing the internal gas pressure to drop rapidly to a state lower than the external atmospheric pressure, forming a negative pressure. At this time, the one-way valve 6 automatically closes due to the pressure difference on both sides, and the crankcase 5 becomes a closed space. Under positive pressure conditions, when the piston moves towards the crankshaft 51 (i.e., moves from top dead center to bottom dead center), the connecting rod swings inward under the push of the crankshaft 51, and the piston is pressed towards the bottom of the cylinder. The space inside the crankcase 5 shrinks rapidly as the piston moves downward, and the internal gas is compressed rapidly. The gas pressure inside the crankcase 5 rises sharply to a level higher than the external atmospheric pressure, forming positive pressure. The positive pressure pushes the one-way valve 6 to open, connecting the crankcase 5 with the oil sump 4.

[0047] When crankcase 5 is under negative pressure, check valve 6 closes, creating a closed space within crankcase 5. Under negative pressure, larger bubbles in the lubricating oil within crankcase 5 rapidly burst, while smaller bubbles rise to the oil surface and burst due to buoyancy, thus defoaming. Under normal conditions, when the pressure difference between crankcase 5 and oil sump 4 is 0 kPa, check valve 6 completely covers the connection port 52, creating a closed space within crankcase 5. If crankcase 5 then enters a negative pressure state, its internal pressure further decreases. This negative pressure environment enhances the sealing between check valve 6 and connection port 52, ensuring the check valve remains closed and providing a stable, independent negative pressure chamber for the crankcase. In this negative pressure environment, air bubbles with a diameter ≥0.5mm in the lubricating oil will expand rapidly and burst within 0.1-0.3 seconds due to the internal and external pressure difference, while small air bubbles with a diameter of 0.1-0.5mm will float to the oil surface at a speed of 0.05-0.1m / s under the action of buoyancy and burst due to the sudden change in surface tension.

[0048] When crankcase 5 is under positive pressure, check valve 6 opens under pressure, connecting crankcase 5 to oil sump 4. This allows the defoamed lubricating oil to flow rapidly into oil sump 4. The rapid flow of the lubricating oil reduces internal pressure, causing dissolved air bubbles to precipitate, thus further defoaming the lubricating oil. Specifically, this flow process itself is a key step in secondary defoaming: according to Bernoulli's principle, as fluid velocity increases, its static pressure decreases accordingly. When lubricating oil flows at high speed, the increased velocity leads to a significant drop in static pressure. This sudden pressure drop significantly reduces the solubility of air dissolved in the oil. According to Henry's Law, the equilibrium concentration of dissolved gases is proportional to pressure; therefore, a large number of tiny dissolved air bubbles rapidly precipitate and coalesce into larger bubbles. These bubbles, upon entering oil sump 4, rise rapidly to the surface due to buoyancy and burst, further reducing the gas content.

[0049] In summary, the one-way valve 6, in conjunction with the positive and negative pressure conditions of the crankcase 5, opens or closes, which can accelerate the bursting or rising of air bubbles in the lubricating oil, enhance the defoaming effect, and at the same time prevent oil or air from entering the oil sump 4 in reverse and causing secondary pollution. This ensures the cleanliness of the oil and improves the circulation efficiency of the lubricating oil. It can accurately adapt to the engine's operating rhythm without additional power and stabilize the system's working state.

[0050] In some embodiments, the one-way valve 6 includes a valve seat 61 and a valve plate 62. The valve seat 61 is installed at the communication port 52, and the valve plate 62 is rotatably connected to the valve seat 61 to open or close relative to the valve seat 61. The opening direction of the valve plate 62 is towards the oil tank 4.

[0051] In addition, the one-way valve 6 also includes a limiting piece 63 disposed on the side of the valve seat 61 away from the crankcase 5, so as to limit the maximum opening angle of the valve piece 62.

[0052] Specifically, the valve seat 61 adopts a stainless steel annular structure, and its outer circumference can be fixed to the connecting port 52 by bolts or welding to ensure a stable installation. Multiple valve plates 62 can be provided; for example, a pair of valve plates 62 are provided. Correspondingly, two through holes are symmetrically opened radially in the middle of the valve seat 61, with the hole diameter matching the size of the valve plate 62 to form a dual flow channel. Each through hole edge is connected to a valve plate 62 by a metal hinge. The hinge has a built-in miniature return spring, allowing the valve plate 62 to fit tightly against the through hole edge in its natural state, achieving independent closure. Alternatively, the valve plate 62 itself is elastic and can close under its own elastic action. The valve plate 62 is made of galvanized thin steel sheet by stamping, which not only has sufficient rigidity to ensure a sealing effect, but also enhances the resistance to oil corrosion due to the surface coating. Furthermore, the opening direction of the valve plates 62 is always towards the oil sump 4, strictly limiting the oil flow to only one direction from the crankcase 5 to the oil sump 4. This multi-valve-plate configuration creates structural redundancy. Even if one valve plate becomes slightly stuck due to impurities, another can still respond normally to pressure changes and complete the opening action, effectively improving the operational reliability of the check valve 6 and reducing the risk of system flow obstruction due to the failure of a single component. In addition, the multiple valve-plate configuration makes it easier to open under force compared to a single valve-plate configuration, thus improving the sensitivity of the check valve 6.

[0053] The one-way valve 6 also includes two limiting plates 63 that correspond one-to-one with the valve plate 62. The limiting plates 63 are arc-shaped metal plates that are fixed to the side of the valve seat 61 away from the crankcase 5 by bolts. The setting of the limiting plates 63 can limit the maximum opening angle of the valve plate 62 to between 30° and 45°. On the one hand, it can prevent the valve plate 62 from rotating excessively due to the excessive positive pressure of the crankcase 5, which would cause damage to the hinge or spring and extend the service life of the components. On the other hand, it can control the flow rate of the oil through the one-way valve 6, and prevent the flow rate from being too fast to generate turbulence or impact the oil surface of the oil sump 4. It can further help maintain the defoaming effect and ensure that the entire one-way valve 6 can achieve one-way control of the oil while taking into account sensitivity, stability and durability.

[0054] Based on the same inventive concept, corresponding to any of the above-described defoaming system embodiments, this disclosure also provides an engine that includes the above-described defoaming system and has the beneficial effects of the corresponding embodiments, which will not be elaborated here.

[0055] Based on the same inventive concept, corresponding to the above-described engine embodiments, this disclosure provides a vehicle that includes the above-described engine and has the beneficial effects of the corresponding embodiments, which will not be elaborated here.

[0056] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure (including the claims) is limited to these examples; within the scope of this invention, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of the different aspects of this invention as described above, which are not provided in the details for the sake of brevity.

[0057] The embodiments of this utility model are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An oil separator plate, characterized in that, include: The plate body (1) includes a first edge (11) and a second edge (12) disposed opposite to each other along a first direction, and a first side surface (13) and a second side surface (14) disposed opposite to each other along a second direction. The first edge (11) is higher than the second edge (12), and the first direction and the second direction are perpendicular. The oil guide groove (2) is formed by recessing from the first side (13) of the plate body (1) toward the second side (14). The oil guide groove (2) includes an oil guide hole (21) for penetrating the first side (13) and the second side (14) to guide the oil that is thrown to the first side (13) during the rotation of the crankshaft (51) through the oil guide hole (21).

2. The oil separator according to claim 1, characterized in that, Also includes: The through-shaft groove (3), through which the crankshaft (51) passes, is formed by recessing from the second edge (12) of the plate body (1) toward the first edge (11) and extends through in the second direction.

3. The oil separator plate according to claim 2, characterized in that, The wall of the through-shaft groove (3) is provided with an oil inlet groove (31), and the bottom of the oil inlet groove (31) extends away from the crankshaft (51).

4. A lubrication system, characterized in that, include: The oil distribution plate (01) according to any one of claims 1-3, as well as the oil sump (4) and the crankcase (5); the crankcase (5) is used to house the crankshaft (51) and is provided with a connecting port (52) connecting the oil sump (4); the oil distribution plate (01) is disposed between the crankshaft (51) and the connecting port (52) and extends towards the edge of the crankshaft (51) so as to allow the oil thrown to the first side (13) during the rotation of the crankshaft (51) to flow to the connecting port (52) through the oil guide hole (21).

5. A lubrication system according to claim 4, characterized in that, The connection port (52) is equipped with a one-way valve (6) to connect or isolate the oil tank (4) from the crankcase (5).

6. A lubrication system according to claim 4, characterized in that, The bottom of the crankcase (5) is a conical structure, and the bottom of the conical structure is the connecting port (52). The oil guide hole (21) is arranged opposite to the side wall of the conical structure.

7. A lubrication system according to claim 5, characterized in that, The one-way valve (6) includes a valve seat (61) and a valve plate (62). The valve seat (61) is installed at the communication port (52). The valve plate (62) is rotatably connected to the valve seat (61) to open or close relative to the valve seat (61). The opening direction of the valve plate (62) is towards the oil tank (4).

8. A lubrication system according to claim 7, characterized in that, The one-way valve (6) also includes a limiting piece (63) disposed on the side of the valve seat (61) away from the crankcase (5) to limit the maximum opening angle of the valve piece (62).

9. An engine, characterized in that, Includes the lubrication system as described in any one of claims 4-8.

10. A vehicle, characterized in that, Includes the engine as described in claim 9.

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