Cylinder cover oil circuit system, extended-range engine, crankshaft front-end system, damping structure, engine and vehicle

Abstract

Provided are a cylinder cover oil circuit system, an extended-range engine, a crankshaft front-end system, a damping structure, an engine and a vehicle. The cylinder cover oil circuit system comprises a phase-adjusting speed reducer end cover (9), a camshaft body (7), a mounting member (10) and a lower camshaft cover (3), wherein a lubricating oil passage (5) is formed in the lower camshaft cover; the phase-adjusting speed reducer end cover is connected to an end of the camshaft body by means of the mounting member; a first oil supply gap (11) is formed between the mounting member and the camshaft body; and a second oil supply gap (13) in communication with the first oil supply gap is formed between the phase-adjusting speed reducer end cover and the mounting member. By means of the provision of the first oil supply gap between the mounting member and the camshaft body and the formation of the second oil supply gap in communication with the first oil supply gap between the phase-adjusting speed reducer end cover and the mounting member, and by means of the lubricating oil passage formed in the lower camshaft cover, the cylinder cover oil circuit system implements the lubrication of the phase-adjusting speed reducer end cover.

Description

Cylinder head oil system, range-extended engine, crankshaft front end system, shock absorber structure, engine and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on Chinese patent applications with application numbers 202323595888.1, 202311821129.4, 202323590948.0 and 202323586429.7, all filed on December 27, 2023, and claims the priority of the above-mentioned Chinese patent applications. The entire contents of the above-mentioned Chinese patent applications are hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the technical field of electric vehicles, and in particular to a cylinder head oil circuit system, a range-extended engine, a crankshaft front end system, a shock-absorbing structure, an engine, and a vehicle. Background Art

[0004] In the existing electric vehicle architecture, the power output by the range extender is used to generate electricity, and then the vehicle is driven by the motor. The range extender mostly uses an extended-range gasoline engine. However, the gasoline engines currently on the market are either upgraded based on the old engine platform, or need to take into account the development of traditional drive types or hybrid drive types. It is necessary to specially set up an oil supply structure in the cylinder head structure and the transmission structure. In order to ensure the sealing and lubrication functions, the design of the oil supply structure is very complex. Summary of the Invention

[0005] In order to solve the above technical problems, the embodiments of the present application provide a cylinder head oil circuit system, an extended-range engine, a crankshaft front end system, a shock absorbing structure, an engine and a vehicle.

[0006] In a first aspect, an embodiment of the present application provides a cylinder head oil circuit system, comprising a phase adjustment reducer end cover, a camshaft body, a mounting member, and a camshaft lower shoe cover, wherein a lubricating oil passage is formed in the camshaft lower shoe cover, the phase adjustment reducer end cover is connected to an end portion of the camshaft body via the mounting member, a first oil supply gap is formed between the mounting member and the camshaft body, a second oil supply gap communicating with the first oil supply gap is formed between the phase adjustment reducer end cover and the mounting member, and an oil passage groove communicating with the lubricating oil passage and the first oil supply gap is formed on the camshaft body;

[0007] An oil supply groove is formed on a side of the phase adjustment reducer end cover facing away from the camshaft body, and the oil supply groove is communicated with the second oil supply gap.

[0008] Optionally, at least part of the mounting member is passed through one end of the camshaft body facing the phase adjustment reducer end cover, and the mounting member is a connecting bolt, and the connecting bolt is sequentially formed with a threaded portion, an oil-passing portion and a stop portion along the axial direction, and the threaded portion is formed at the end of the connecting bolt facing away from the phase adjustment reducer end cover, the threaded portion is threadedly connected to the camshaft body, the oil-passing portion is gap-matched with the camshaft body to enclose and form the first oil supply gap, and the stop portion presses the phase adjustment reducer end cover toward the camshaft body.

[0009] Optionally, it also includes a cylinder body, the camshaft body is transmission-connected to the cylinder body, a cylinder head is provided on the side of the cylinder body facing the camshaft body, the cylinder head is connected to the cylinder body through a first connecting piece, and the camshaft lower bearing cover is provided on the side of the camshaft body facing the cylinder head; a camshaft cover is provided on the camshaft lower bearing cover, the camshaft lower bearing cover and the camshaft cover together form a camshaft accommodating cavity, the first oil supply gap and the second oil supply gap are both formed in the camshaft accommodating cavity, an oil supply passage is formed in the cylinder head, the oil inlet end of the lubricating oil channel is connected to the oil supply passage, and the oil outlet end is connected to the first oil supply gap.

[0010] Optionally, in the installation direction of the first connecting member, the camshaft lower cover is arranged corresponding to the setting position of the first connecting member.

[0011] Optionally, the oil groove and the lubricating oil channel both extend radially along the camshaft body.

[0012] Optionally, the surface of the camshaft lower cover opposite to the camshaft body extends along its circumference at a first set angle, and there are multiple oil grooves, which are evenly arranged along the circumference of the camshaft body; every two adjacent oil grooves are spaced apart by a second set angle; and the first set angle is an integer multiple of the second set angle.

[0013] In a second aspect, an embodiment of the present application provides a range-extended engine, comprising the cylinder head oil circuit system as described above.

[0014] Optionally, it also includes a torsional vibration damper, a crankshaft body, a cylinder block and a front cover, the crankshaft body is arranged in the cylinder block, the end of the crankshaft body is provided with a torsional vibration damper, the front cover is sealed with the cylinder block, and the front cover is provided on the torsional vibration damper.

[0015] Optionally, a mounting platform is formed at the front end of the crankshaft body, and the torsional vibration damper, drive sprocket and pulley are coaxially arranged on the mounting platform; the sum of the thicknesses of the torsional vibration damper, the drive sprocket and the pulley in the axial direction of the crankshaft body is greater than or equal to the length of the mounting platform, and the front cover is arranged along the axial direction of the crankshaft body on the side of the torsional vibration damper away from the drive sprocket.

[0016] Optionally, a fixed guide rail is provided on the cylinder body and / or cylinder head along the extension direction of the timing sprocket, adjacent to the outer side of at least part of the timing sprocket, and a first connecting portion and a plurality of second connecting portions are formed on the fixed guide rail, the first connecting portion is provided on the outer side of the timing chain, and the plurality of second connecting portions are provided on the inner side of the timing chain. The first connecting portion and at least one second connecting portion are respectively provided at both ends of the fixed guide rail.

[0017] Optionally, it also includes an intercooler and an intake manifold, the intake manifold is arranged on the cylinder head, the intercooler is arranged on the side of the intake manifold facing away from the cylinder head, a vibration isolation part is arranged between the intercooler and the intake manifold, and the intercooler and the intake manifold are connected through a hose.

[0018] Optionally, a third connecting member and a mounting structure are further included, wherein a first connecting structure is formed on the intercooler, and a second connecting structure is formed on the mounting structure; the third connecting member passes through the first connecting structure and the second connecting structure; in the axial direction of the third connecting member, the first end of the third connecting member is crimped to the first connecting structure, and the second end of the third connecting member is threadedly connected to the second connecting structure, and the vibration isolation member is sleeved between the first end and the second end of the third connecting member.

[0019] Optionally, a snap-in groove is provided on the outer periphery of the vibration isolation member, and the snap-in groove is snap-connected with the first connecting structure; in the axial direction of the vibration isolation member, a part of the vibration isolation member is arranged between the first end of the third connecting member and the first connecting structure, and the other part of the vibration isolation member is arranged between the first connecting structure and the second connecting structure.

[0020] In a third aspect, an embodiment of the present application provides a crankshaft front end system, comprising a front cover, a crankshaft body, and a torsional vibration damper. The front end of the crankshaft body passes through the side wall of the cylinder body and is arranged outside the cylinder body. The torsional vibration damper is installed at the front end of the crankshaft body. The front cover is arranged on the torsional vibration damper, and the front cover is sealed and connected to the cylinder body.

[0021] Optionally, a mounting platform is formed at the front end of the crankshaft body, and the torsional vibration damper, drive sprocket and pulley are coaxially arranged on the mounting platform; the sum of the thicknesses of the torsional vibration damper, the drive sprocket and the pulley in the axial direction of the crankshaft body is greater than or equal to the length of the mounting platform, and the front cover is arranged along the axial direction of the crankshaft body on the side of the torsional vibration damper away from the drive sprocket.

[0022] Optionally, the cylinder body is provided with a fixed guide rail along the extension direction of the timing sprocket, adjacent to the outer side of at least part of the timing sprocket, and a first connecting part and multiple second connecting parts are formed on the fixed guide rail, the first connecting part is arranged on the outer side of the timing chain, and multiple second connecting parts are arranged on the inner side of the timing chain; the first connecting part and at least one second connecting part are respectively arranged at both ends of the fixed guide rail.

[0023] Optionally, the front cover is sealed to the cylinder body via a first sealing structure, which includes a sealing groove and a sealing ring whose shape matches the shape of the connection between the front cover and the cylinder body, and the sealing ring is installed in the sealing groove along the installation direction of the front cover.

[0024] In fourth aspect, an embodiment of the present application provides a shock-absorbing structure, characterized in that it includes a cylinder body, an intercooler and an intake manifold connected in sequence along the conveying direction of the airflow, the exhaust end of the intake manifold is connected to the intake end of the cylinder body, the intake manifold is arranged on the cylinder body, the intercooler is arranged on the side of the intake manifold facing away from the cylinder body, a vibration isolation part is arranged between the intercooler and the intake manifold, and the intercooler is connected to the intake manifold through a hose.

[0025] Optionally, it also includes a third connecting member and a mounting structure, wherein the mounting structure is arranged on the intake manifold, the intercooler is mounted on the mounting structure through the third connecting member, and the vibration isolation member is arranged between the mounting structure and the intercooler to form a connection point between the intercooler and the intake manifold.

[0026] Optionally, a first connecting structure is formed on the intercooler, and a second connecting structure is formed on the mounting structure; the third connecting member passes through the first connecting structure and the second connecting structure; in the axial direction of the third connecting member, the first end of the third connecting member is crimped to the first connecting structure, and the second end of the third connecting member is threadedly connected to the second connecting structure, and the vibration isolation member is sleeved between the first end and the second end of the third connecting member.

[0027] Optionally, a snap-in groove is provided on the outer periphery of the vibration isolation member, and the snap-in groove is snap-connected with the first connecting structure; in the axial direction of the vibration isolation member, a part of the vibration isolation member is arranged between the first end of the third connecting member and the first connecting structure, and the other part of the vibration isolation member is arranged between the first connecting structure and the second connecting structure.

[0028] In a fifth aspect, an embodiment of the present application provides an engine, comprising the crankshaft front end system as described above; and / or, comprising the shock absorbing structure and cylinder head as described above, wherein the shock absorbing structure is arranged on the cylinder head.

[0029] Optionally, an electronic phase adjustment device is also included, which includes a phase adjustment reducer end cover, the timing chain is transmission-connected to the phase adjustment reducer end cover, the phase adjustment reducer end cover is coaxially connected to the front end of the camshaft body through a mounting member, and a first oil supply gap is formed between the camshaft body and the mounting member.

[0030] Optionally, the first oil supply gap extending along the camshaft body toward the phase adjustment reducer end cover is formed between at least part of the mounting piece and the camshaft body, a second oil supply gap is formed between the phase adjustment reducer end cover and the mounting piece, an oil groove extending radially from the first oil supply gap to the lubricating oil channel is provided on the camshaft body, an oil supply groove is formed on the side of the phase adjustment reducer end cover facing away from the camshaft body, and the oil supply groove is connected to the second oil supply gap.

[0031] Optionally, at least part of the mounting member is passed through one end of the camshaft body facing the electronic phase adjustment device, and the mounting member is a connecting bolt, and the connecting bolt is sequentially formed with a threaded portion, an oil-passing portion and a stop portion along the axial direction, and the threaded portion is formed at the end of the connecting bolt facing away from the phase adjustment reducer end cover, the threaded portion is threadedly connected to the camshaft body, the oil-passing portion is gap-matched with the camshaft body to enclose and form the first oil supply gap, and the stop portion presses the phase adjustment reducer end cover toward the camshaft body.

[0032] Optionally, it also includes an intercooler and an intake manifold, the intake manifold is arranged on the cylinder body, the intercooler is arranged on the side of the intake manifold facing away from the cylinder body, a vibration isolation part is arranged between the intercooler and the intake manifold, and the intercooler is connected to the intake manifold through a hose.

[0033] Optionally, it also includes a camshaft body, a camshaft cover and a camshaft lower bearing cover, the camshaft body is transmission-connected to the cylinder body, a cylinder cover is provided on the side of the cylinder body facing the camshaft body, the cylinder cover is connected to the cylinder body through a first connecting member, and a detachable camshaft lower bearing cover is provided on the side of the camshaft body facing the cylinder cover; a camshaft cover is provided on the camshaft lower bearing cover, and the camshaft lower bearing cover and the camshaft cover together form a camshaft accommodating chamber.

[0034] Optionally, an oil supply passage is formed in the cylinder head, a lubricating oil passage is provided in the camshaft lower cap, an oil inlet end of the lubricating oil passage is communicated with the oil supply passage, and an oil outlet end of the lubricating oil passage is communicated with the camshaft accommodating chamber, an electronic phase adjustment device is provided on the camshaft body, the electronic phase adjustment device includes a housing and a phase adjustment reducer end cover, the phase adjustment reducer end cover is coaxially connected to the end of the camshaft body through a mounting member, the housing cover is provided on the outer periphery of the phase adjustment reducer end cover, a first oil supply gap extending along the camshaft body toward the phase adjustment reducer end cover is formed between at least a portion of the mounting member and the camshaft body, a second oil supply gap is formed between the phase adjustment reducer end cover and the mounting member, an oil passage groove is provided on the camshaft body, extending radially from the first oil supply gap to the lubricating oil passage, the oil passage groove is used to connect the first oil supply gap and the lubricating oil passage, the second oil supply gap is communicated with the first oil supply gap, and both the first oil supply gap and the second oil supply gap are formed in the camshaft accommodating chamber.

[0035] Optionally, at least part of the mounting member is passed through one end of the camshaft body facing the phase adjustment reducer end cover, and the mounting member is a connecting bolt, and the connecting bolt is sequentially formed with a threaded portion, an oil-passing portion and a stop portion along the axial direction, and the threaded portion is formed at the end of the connecting bolt facing away from the phase adjustment reducer end cover, the threaded portion is threadedly connected to the camshaft body, the oil-passing portion is gap-matched with the camshaft body to enclose and form the first oil supply gap, and the stop portion presses the phase adjustment reducer end cover toward the camshaft body.

[0036] Optionally, the surface of the camshaft lower cover opposite to the camshaft body extends along its circumference at a first set angle, and there are multiple oil grooves, which are evenly arranged along the circumference of the camshaft body; every two adjacent oil grooves are spaced apart by a second set angle; and the first set angle is an integer multiple of the second set angle.

[0037] In a sixth aspect, an embodiment of the present application provides a vehicle comprising the range-extended engine as described above, or the engine as described above.

[0038] The technical solution provided by the embodiments of the present application has the following advantages compared with the prior art:

[0039] The cylinder head oil circuit system provided in the present application sets a first oil supply gap between the mounting part and the camshaft body, and forms a second oil supply gap between the phase adjustment reducer end cover and the mounting part, which is the same as the first oil supply gap. Through the lubricating oil channel formed in the camshaft lower cover, the oil supply passage formed in the cylinder head can be connected through the oil groove formed on the camshaft body, thereby realizing lubrication of the phase adjustment reducer end cover, thereby realizing the integration of the oil supply structure into the camshaft body and the cylinder head body, while ensuring the sealing and lubrication functions, significantly reducing the space occupancy rate of the oil supply structure and reducing the size of the cylinder head and camshaft body. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0041] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for the embodiments or the description of the prior art. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without inventive work, including:

[0042] FIG1 is a side view of the connection structure of the camshaft cover, the camshaft lower shoe cover and the cylinder head according to an embodiment of the present application;

[0043] FIG2 is a front view of the connection structure of the camshaft body, the camshaft lower shoe cover and the cylinder head according to an embodiment of the present application;

[0044] FIG3 is a schematic diagram of the connection structure between the electronic phase adjustment device and the camshaft body according to an embodiment of the present application;

[0045] FIG4 is a schematic diagram of the oil supply structure according to an embodiment of the present application;

[0046] FIG5 is a schematic diagram of the installation position of the torsional vibration damper according to an embodiment of the present application;

[0047] FIG6 is a schematic diagram of the installation position of the fixed guide rail according to an embodiment of the present application;

[0048] FIG7 is a schematic diagram of the connection structure between the intercooler and the intake manifold according to an embodiment of the present application;

[0049] FIG8 is a partial schematic diagram of the engine vibration reduction structure according to an embodiment of the present application. DETAILED DESCRIPTION

[0050] The following describes embodiments of the present application in more detail with reference to the accompanying drawings. Although certain embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be construed as limited to the embodiments described herein. Instead, these embodiments are provided to provide a more thorough and complete understanding of the present application. It should be understood that the drawings and embodiments of the present application are for illustrative purposes only and are not intended to limit the scope of protection of the present application.

[0051] The term "including" and its variations used in this document are open inclusions, that is, "including but not limited to". The term "based on" means "based at least in part on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments". The relevant definitions of other terms will be given in the description below. It should be noted that the concepts of "first", "second", etc. mentioned in this application are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0052] It should be noted that the modifications of "one" and "multiple" mentioned in this application are illustrative rather than restrictive. Those skilled in the art should understand that unless otherwise clearly indicated in the context, they should be understood as "one or more".

[0053] The present application provides a cylinder head oil circuit system. By providing a first oil supply gap between the mounting member and the camshaft body, and forming a second oil supply gap between the phase adjustment reducer end cover and the mounting member, the oil supply passage formed in the cylinder head can be connected to the oil groove formed on the camshaft body through the lubricating oil channel formed in the camshaft lower cover, thereby achieving lubrication of the phase adjustment reducer end cover. This integrates the oil supply structure into the camshaft body and the cylinder head body, significantly reducing the space occupied by the oil supply structure while ensuring sealing and lubrication functions, and reducing the size of the cylinder head and camshaft body. This is described in detail below through specific embodiments:

[0054] Referring to Figures 1 to 4, a cylinder head oil circuit system provided in an embodiment of the present application includes a phase adjustment reducer end cover 9, a camshaft body 7, a mounting member 10, and a camshaft lower cover 3, a lubricating oil channel 5 is formed in the camshaft lower cover 3, the phase adjustment reducer end cover 9 is connected to the end of the camshaft body 7 through the mounting member 10, a first oil supply gap 11 is formed between the mounting member 10 and the camshaft body 7, a second oil supply gap 13 connected to the first oil supply gap 11 is formed between the phase adjustment reducer end cover 9 and the mounting member 10, an oil groove 19 connecting the lubricating oil channel 5 and the first oil supply gap 11 is formed on the camshaft body 7; an oil supply groove 12 is formed on the side of the phase adjustment reducer end cover 9 facing away from the camshaft body 7, and the oil supply groove 12 is connected to the second oil supply gap 13. The phase adjustment reducer end cover 9 and the camshaft body 7 can be coaxially connected or non-coaxially connected to achieve intake phase adjustment. The oil supply structure can ensure the operation of the phase adjustment reducer end cover 9, reduce friction loss, and improve the service life of the components. A first oil supply gap 11 is formed between at least part of the mounting member 10 and the camshaft body 7, extending along the camshaft body 7 toward the phase adjustment reducer end cover 9. A second oil supply gap 13 is formed between the phase adjustment reducer end cover 9 and the mounting member 10. An oil flow groove 19 is formed on the camshaft body 7, extending radially from the first oil flow gap 11 to the lubricating oil channel 5. Optionally, the oil flow groove 19 can be perpendicular to the axial direction of the camshaft body 7. The oil flow groove 19, the first oil flow gap 11, and the second oil flow gap 13 are connected to form the above-mentioned oil supply structure.

[0055] The cylinder head oil circuit system provided in the embodiment of the present application is configured such that a first oil supply gap 11 is set between the mounting member 10 and the camshaft body 7, and a second oil supply gap 13 is formed between the phase adjustment reducer end cover 9 and the mounting member 10, which is the same as the first oil supply gap 11. Through the lubricating oil channel 5 formed in the camshaft lower cover 3, the oil supply passage formed in the cylinder head 6 can be connected through the oil groove 19 formed on the camshaft body 7, thereby realizing lubrication of the phase adjustment reducer end cover 9, thereby realizing the integration of the oil supply structure into the camshaft body 7 and the cylinder head body, significantly reducing the space occupancy rate of the oil supply structure while ensuring the sealing and lubrication functions, and reducing the size of the cylinder head 6 and the camshaft body 7.

[0056] The phase adjustment reducer end cap 9 is provided on the camshaft body 7 to adjust the phase of the camshaft body 7. An oil supply structure is formed on the camshaft body 7, connecting the lubricating oil passage 5 and the phase adjustment reducer end cap 9. Specifically, the oil supply structure is a channel connecting the oil supply passage and the phase adjustment reducer end cap 9. The phase adjustment reducer end cap 9 replaces the hydraulically driven phase adjuster in the prior art. Therefore, the oil supply structure no longer requires high-pressure oil and only provides lubrication, thereby reducing the oil pressure requirement.

[0057] Furthermore, it also includes a shell 29, which is covered on the outer periphery of the phase adjustment reducer end cover 9. The phase adjuster and the shell 29 can be specifically clearance-fitted, and the oil supply structure connects the lubricating oil channel 5 and the interior of the shell, which can ensure the operation of the phase adjustment reducer end cover 9, reduce friction loss, and at the same time improve the service life of the components.

[0058] Specifically, at least part of the mounting member 10 is passed through one end of the camshaft body 7 toward the phase adjustment reducer end cover 9. The mounting member 10 is a connecting bolt. The connecting bolt is sequentially formed with a threaded portion 101, an oil-passing portion 102 and a stopper 103 along the axial direction. The threaded portion 101 is formed at one end of the connecting bolt facing away from the phase adjustment reducer end cover 9. The threaded portion 101 is threadedly connected to the camshaft body 7. The oil-passing portion 102 is clearance-matched with the camshaft body 7 to enclose a first oil supply gap 11. The stopper 103 is formed at one end of the connecting bolt facing away from the phase adjustment reducer end cover 9. 03 Press the phase adjustment reducer end cover 9 toward the camshaft body 7. Correspondingly, a threaded fitting portion and an oil-passing fitting portion are formed in the camshaft body 7. A threaded structure is formed on the side wall of the threaded fitting portion. The threaded portion 101 is threadedly connected to the threaded fitting portion. The oil-passing portion 102 is clearance-fitted with the oil-passing fitting portion of the camshaft body 7 to enclose and form a first oil supply gap 11. The diameter of the oil-passing fitting portion is larger than the diameter of the threaded fitting portion. The stopper 103 presses the phase adjustment reducer end cover 9 toward the camshaft body 7. The above-mentioned structural design has a high degree of integration. The mounting member 10 can fix the camshaft body 7 and the phase adjustment reducer end cover 9. At the same time, there is no need to set up an additional lubricating oil supply structure outside the connection structure, which saves space and makes the overall size more compact.

[0059] In some embodiments, a cylinder body is further included, and a camshaft body 7 is transmission-connected to the cylinder body. A cylinder head 6 is provided on the side of the cylinder body facing the camshaft body 7, and the cylinder head 6 is connected to the cylinder body through a first connecting member 8. A camshaft lower shoe cover 3 is provided on the side of the camshaft body 7 facing the cylinder head 6; a camshaft cover 1 is provided on the camshaft lower shoe cover 3, and the camshaft lower shoe cover 3 and the camshaft cover 1 together form a camshaft accommodating cavity, and a first oil supply gap 11 and a second oil supply gap 13 are both formed in the camshaft accommodating cavity. An oil supply passage is formed in the cylinder head 6, and the oil inlet end of the lubricating oil channel 5 is connected to the oil supply passage, and the oil outlet end is connected to the first oil supply gap 11. The above-mentioned first connecting member 8 can be one or more components such as bolts, snaps, pins, and hinges. A camshaft lower bearing cap 3 is provided on the side of the camshaft facing the cylinder head 6, and a camshaft cover 1 is provided on the camshaft lower bearing cap 3. The camshaft lower bearing cap 3 and the camshaft cover 1 together form a camshaft accommodating chamber, and an oil supply passage is formed in the cylinder head 6. The oil supply passage is used to transport lubricating oil, and a lubricating oil channel 5 is provided in the camshaft lower bearing cap 3. The oil inlet end of the lubricating oil channel 5 is connected with the oil supply passage, and the oil outlet end is directly connected with the first oil supply gap 11 in the camshaft accommodating chamber. At the same time, it can also flow through the first oil supply gap 11 to the oil groove 19, the second oil supply gap 13 and the oil supply groove 12 and other positions to provide lubrication for the camshaft and the phase adjuster, reduce the wear of the camshaft and the phase adjuster, and improve the service life of the camshaft and the phase adjuster.

[0060] In more detail, the number of the first connecting members 8 can be multiple. By providing multiple first connecting members 8, the cylinder head 6 can be connected to the engine body and the force on the connection point can be dispersed, thereby improving the integrity of the engine body and the reliability of the connection point. At the same time, it can also provide a mounting surface for the camshaft lower shoe cover 3 and the camshaft cover 1. By providing a detachable camshaft lower shoe cover 3 on the side of the camshaft facing the cylinder head 6, and the camshaft lower shoe cover 3 is directly opposite to the setting position of the first connecting member 8, the camshaft lower shoe cover 3 and the camshaft cover 1 can be installed after the first connecting member 8 is installed. The mounting position of the first connecting member 8 can be directly set below the camshaft body 7, reducing the size of the engine body and cylinder head 6; by providing the camshaft lower shoe cover 3 and the camshaft cover 1 to enclose the camshaft accommodating chamber, the structure of the camshaft accommodating chamber can be simplified, thereby reducing the height of the entire machine; by providing a lubricating oil channel 5 on the camshaft lower shoe cover 3, the oil supply passage for clearing the lubricating oil formed in the cylinder head 6 can be connected to the camshaft accommodating chamber to provide lubrication for the camshaft body 7, thereby reducing camshaft wear and increasing the service life of the camshaft. By providing a removable camshaft lower shoe cover 3, the range-extended engine can reduce the length of the engine body and cylinder head 6, as well as the height of the camshaft cover 1, thereby achieving a more compact overall structure that can be adapted to full-platform vehicles.

[0061] Furthermore, in the installation direction of the first connecting member 8, the camshaft is detachably connected to the camshaft lower cover 3 toward the cylinder head 6, and the camshaft lower cover 3 is set corresponding to the setting position of the first connecting member 8. Specifically, it can be set directly opposite, or it can be a position that does not interfere with the installation of the first connecting member 8. Among them, the number of first connecting members 8 can be multiple, and the camshaft lower cover 3 is directly opposite to the setting position of at least one first connecting member 8. In actual use, the first connecting member 8 corresponding to the camshaft lower cover 3 can be installed in place before the camshaft lower cover 3 and the camshaft cover 1 are installed, thereby avoiding setting the installation position of the first connecting member 8 outside the cam cover, thereby reducing the size of the entire machine.

[0062] In some more detailed embodiments, the cylinder head body also includes a camshaft upper shoe. The camshaft upper shoe and camshaft cover 1 are integrated into a single structure, simplifying the structural design, reducing the overall height of the engine, and reducing the number of parts, thereby reducing the complexity of manufacturing and assembly. Furthermore, the integrated camshaft upper shoe and camshaft cover 1 provide greater structural strength and rigidity, helping to improve component durability and reliability, and reducing the risk of failure due to material fatigue or structural loosening.

[0063] In some further embodiments, an oil supply groove 12 is formed on the side of the phase adjustment reducer end cover 9 facing away from the camshaft body 7, and the oil supply groove 12 is connected to the second oil supply gap 13. Part of the lubricating oil flowing out of the second oil supply gap 13 can be discharged through the oil supply groove 12 and flow out to the reducer of the phase adjuster to ensure the lubrication effect of the phase adjustment reducer end cover 9 and avoid wear of parts.

[0064] In other embodiments, the camshaft cover 1, the camshaft lower cover 3 and the cylinder head 6 are connected by multiple second connecting members 2. Preferably, the second connecting member 2 can be a bolt, and a connecting sleeve 4 can be provided between the camshaft lower cover 3 and the cylinder head 6, so that a part of the connecting sleeve 4 is embedded in the camshaft lower cover 3, and the other part of the connecting sleeve 4 is embedded in the cylinder head 6. The connecting sleeve 4 is limitedly matched with the second connecting member 2, and the second connecting member 2 passes through the camshaft cover 1 and the camshaft lower cover 3 and is threadedly connected to the cylinder head 6. The above connection method can ensure the connectivity of the oil supply passage and the lubricating oil channel 5 while effectively avoiding oil leakage.

[0065] In some embodiments, the oil groove 19 and the lubricating oil channel 5 both extend radially along the camshaft body 7; such a setting can reduce the difficulty of processing the lubricating oil channel 5 on the camshaft lower cover 3. At the same time, when the oil groove 19 is rotated to face the lubricating oil channel 5, it is easier for the lubricating oil to flow from the lubricating oil channel 5 into the oil groove 19, thereby improving the oil supply efficiency at the connection between the oil groove 19 and the lubricating oil channel 5.

[0066] In a further embodiment, the surface of the camshaft lower cover 3 opposite to the camshaft body 7 extends a first set angle along its circumference, and there are multiple oil grooves 19, and the multiple oil grooves 19 are evenly arranged along the circumference of the camshaft body 7; a second set angle is spaced between every two adjacent oil grooves 19; the first set angle is an integer multiple of the second set angle; that is, the camshaft lower cover 3 can be formed on an arc surface extending 180° along the circumference of the camshaft body 7, that is, when the first set angle is 180°, at this time, the second set angle can be 90°, 60°, 45°, 30°, etc., and the corresponding number of oil grooves 19 is two, three, four, six, etc. Such an arrangement can ensure that the lubricating oil flowing into the lubricating oil channel 5 will first flow to the gap between the camshaft body 7 and the camshaft lower cover 3. When the camshaft body 7 rotates to any position, there is at least one oil groove 19 that can face the gap and guide the lubricating oil in the gap into its interior to complete the oil supply.

[0067] In a second aspect, the present application provides a range-extended engine, comprising the cylinder head oil circuit system as described above.

[0068] As shown in Figure 5, the range-extended engine also includes a torsional vibration damper 15, a crankshaft body 18, a cylinder block and a front cover 21. The crankshaft body 18 is arranged in the cylinder block, and the torsional vibration damper 15 is provided at the end of the crankshaft body 18. The front cover 21 is connected to the cylinder block, and the front cover 21 is covered on the torsional vibration damper 15. By arranging the torsional vibration damper 15 in the front cover 21, the NVH effect generated at this position can be effectively reduced, thereby improving the user experience. In addition, this structure does not require a crankshaft front oil seal to be provided between the torsional vibration damper 15 and the front cover 21, thereby reducing the risk of leakage while also reducing the cost of production and assembly.

[0069] In the embodiment shown in FIG6 , the range extender engine further includes a timing chain 14 , and a drive sprocket 16 is axially provided on the crankshaft body 18 on the side of the torsional vibration damper 15 facing away from the front cover 21 , and the drive sprocket 16 is in transmission connection with the timing chain 14 .

[0070] Furthermore, a mounting platform 181 is formed at the front end of the crankshaft body 18, and the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 are coaxially arranged on the mounting platform 181. Specifically, a raised step is formed on the side of the mounting platform facing the pulley 20, which is suitable for abutting against the pulley 20.

[0071] In some more detailed embodiments, a threaded hole is provided at the front end of the crankshaft body 18, and the pressing member 17 is a bolt that is threadedly engaged with the threaded hole. Through the threaded engagement of the pressing member 17 with the crankshaft body 18, the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 can be pressed toward the raised step at one end of the mounting platform away from the front cover 21; the sum of the thicknesses of the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 in the axial direction of the crankshaft body 18 is greater than or equal to the length of the mounting platform 181, and the front cover 21 is arranged along the axial direction of the crankshaft body 18. The cover is arranged on the side of the torsional vibration damper 15 away from the drive sprocket 16. Preferably, the length of the mounting platform 181 is greater than the sum of the thicknesses of the drive sprocket 16 and the pulley 20, and less than or equal to the sum of the thicknesses of the torsional vibration damper 15, the drive sprocket 16 and the pulley 20. The above-mentioned setting method can not only ensure that the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 are pressed by the clamping member 17, but also enable at least part of the torsional vibration damper 15 to be mounted on the mounting platform of the crankshaft body 18, thereby improving the stability of the torsional vibration damper 15.

[0072] In some embodiments, a fixed guide rail 22 is provided on the cylinder block and / or cylinder head 6 along the extension direction of the timing sprocket, adjacent to the outer side of at least part of the timing sprocket. The fixed guide rail 22 can protect the chain to prevent the chain from colliding with other mechanisms. A first connecting portion 221 and multiple second connecting portions 222 are formed on the fixed guide rail 22. The first connecting portion 221 is provided on the outer side of the timing chain 14, and the multiple second connecting portions 222 are provided on the inner side of the timing chain 14. Preferably, the first connecting portion 221 and at least one second connecting portion 222 are respectively provided at both ends of the fixed guide rail 22, which ensures the stability of the connection of the fixed guide rail 22 and avoids providing a mounting surface for the fixed guide rail 22 outside the mounting position of the timing chain 14 on the cylinder head 6 or the cylinder block, thereby reducing the outline size of the cylinder block and the cylinder head 6 and reducing the weight of the cylinder block and the cylinder head 6.

[0073] In some further embodiments, the first connection portion 221 and the at least one second connection portion 222 are respectively disposed at two ends of the fixed guide rail 22 .

[0074] In other embodiments, the number of the second connection parts 222 is two, and the first connection part 221 and the two second connection parts 222 are arranged at equal intervals. Specifically, a first connection part 221 and a second connection part 222 are respectively arranged at both ends of the fixed guide rail 22, and another second connection part 222 is arranged between the above-mentioned first connection part 221 and the second connection part 222, that is, in the middle of the fixed guide rail 22. By arranging two second connection parts 222 and one first connection part 221 on the fixed guide rail 22 and distributing them at equal intervals, the stability of the connection is increased, which helps to ensure a reliable connection between the cylinder body and the cylinder head 6 and reduces the risk of loosening or vibration.

[0075] In the embodiments shown in Figures 7 and 8, the range-extended engine further includes an intercooler 23 and an intake manifold 28. The intake manifold 28 is arranged on the cylinder head 6, and the intercooler 23 is arranged on the side of the intake manifold 28 facing away from the cylinder head 6. A vibration isolator 27 is provided between the intercooler 23 and the intake manifold 28. The intercooler 23 and the intake manifold 28 are connected through a hose 25. Specifically, the intercooler 23 can be connected to the intake manifold 28 through a third connecting member 26. The third connecting member 26 can specifically be a bolt, a pin or other components. The vibration isolator 27 is sleeved on the outer periphery of the third connecting member 26. The intercooler 23 and the intake manifold 28 are connected through the hose 25. Through the combination of the vibration isolator 27 and the hose 25, a soft connection between the intercooler 23 and the intake manifold 28 can be achieved, thereby reducing the impact of NVH (Noise, Vibration, Harshness).

[0076] Specifically, it also includes a third connecting member 26 and a mounting structure 281. A first connecting structure 231 is formed on the intercooler 23, and a second connecting structure 282 is formed on the mounting structure 281; the third connecting member 26 passes through the first connecting structure 231 and the second connecting structure 282; illustratively, the third connecting member 26 can be a flat-head bolt, a hexagonal bolt, etc., in the axial direction of the third connecting member 26, the first end of the third connecting member 26 is crimped with the first connecting structure 231, and the second end of the third connecting member 26 is threadedly connected to the second connecting structure 282, thereby pressing the first connecting structure 231 toward the second connecting structure 282, thereby realizing the connection between the intercooler 23 and the intake manifold 28, and the vibration isolator 27 is sleeved on the third connecting member 26. Specifically, the vibration isolator 27 is sleeved between the first end and the second end of the third connecting member 26.

[0077] In some further embodiments, a snap-in groove 271 is provided on the outer periphery of the vibration isolator 27, and the snap-in groove 271 is snap-fitted to the first connecting structure 231, so that the first connecting structure 231 can limit the snap-in groove 271, which helps to make the assembly of the vibration isolator 27 and the third connecting member 26 more precise and improve the vibration isolation effect of the vibration isolator 27; in the axial direction of the vibration isolator 27, a part of the vibration isolator 27 is arranged between the first end of the third connecting member 26 and the first connecting structure 231, and the other part of the vibration isolator 27 is arranged between the first end of the third connecting member 26 and the first connecting structure 231, and the A connecting structure 231 and a second connecting structure 282. More specifically, the portion of the vibration isolation member 27 above the snap-in groove 271 is arranged between the first end of the third connecting member 26 and the first connecting structure 231, and the portion of the vibration isolation member 27 below the snap-in groove 271 is arranged between the first connecting structure 231 and the second connecting structure 282. Only one vibration isolation member 27 can realize vibration isolation between the first end and the first connecting structure 231, and vibration isolation between the first connecting structure 231 and the second connecting structure 282.

[0078] In some more detailed embodiments, a plurality of vibration isolators 27 are dispersedly arranged between the intercooler 23 and the intake manifold 28, which can adapt to a plurality of connection points between the intercooler 23 and the intake manifold 28, thereby dispersing the force on the intake manifold 28 and improving the connection stability and vibration reduction effect between the intercooler 23 and the intake manifold 28.

[0079] An embodiment of the present application also provides a vehicle, comprising a cylinder head oil system and / or a range-extended engine as described in any of the above embodiments.

[0080] Since the cylinder head oil circuit system has the advantages of compact structure and strong versatility, the engine and vehicle of this program also have better quality in corresponding aspects.

[0081] In the existing electric vehicle architecture, the power output by the range extender is used to generate electricity, and then the vehicle is driven by the motor. The range extender mostly uses an extended-range gasoline engine. The gasoline engines currently on the market are equipped with a torsional vibration damper at the front end of the crankshaft for outputting power. Therefore, the torsional vibration damper needs to be installed outside the cylinder body. Today's new energy vehicles often no longer need torsional vibration dampers to connect belt drives such as mechanical water pumps, air-conditioning compressors, power steering pumps and other mechanical devices. The existing crankshaft front end structure will aggravate the impact of NVH (Noise, Vibration, Harshness), destroy the user's driving experience, and increase the risk of oil seal leakage at the front end of the crankshaft.

[0082] As shown in FIG6 , the embodiment of the present application provides a crankshaft front end system, including an engine body, a cylinder block, a front cover 21, a crankshaft body 18, a torsional vibration damper 15 and a pressing piece 17. The engine body is arranged in the cylinder block, the crankshaft body 18 is connected to the engine body by transmission, the front end of the crankshaft body 18 passes through the side wall of the cylinder block and is arranged outside the cylinder block, and the torsional vibration damper 15 is installed at the front end of the crankshaft body 18 through the pressing piece 17. It should be noted that the front end of the above-mentioned crankshaft body 18 does not refer to the position of the crankshaft body 18 relative to the cylinder block or the vehicle body. The front cover 21 is provided on the torsional vibration damper 15, that is, a receiving cavity is formed on the side of the front cover 21 facing the torsional vibration damper 15, and the torsional vibration damper 15 can rotate in the receiving cavity. The front cover 21 is sealed with the cylinder body, and a limiting structure can be provided between the front cover 21 and the cylinder body to facilitate the assembly of the front cover 21 and the cylinder body, and a sealing medium can be provided between the front cover 21 and the cylinder body.

[0083] The crankshaft front end system of the embodiment of the present application can output the kinetic energy generated by the engine body through the crankshaft body 18, provide a mounting position for the drive wheel, and can drive the movement of the engine's camshaft body 7 system, exhaust camshaft system and other structures; by arranging a torsional vibration damper 15 on the crankshaft body 18, the explosion impact force of each cylinder of the engine and the torque fluctuation caused by the continuous change of the crankshaft rotation can be reduced. By installing the torsional vibration damper 15 at the front end of the crankshaft, it can absorb and smooth these torque fluctuations, reduce the extent to which they are transmitted to the entire engine and vehicle structure, help reduce the source of vibration, reduce the amplitude of vibration, and can effectively reduce the vibration and noise of the system, thereby improving the comfort of the entire vehicle; by arranging the front cover 21 The cover is provided on the torsional vibration damper 15, and the front cover 21 is sealed with the cylinder block, which can shield the torsional vibration damper 15 and the crankshaft body 18. The front cover 21 serves as a closed cover, which can isolate the torsional vibration damper 15 and the crankshaft body 18 at the front of the engine, and confine the vibration and noise to the inside of the cover. In this way, the vibration and noise cannot be transmitted to other parts of the vehicle, thereby reducing the noise level inside the vehicle, greatly reducing the NVH impact, and improving the smoothness of the system. At the same time, the dynamic oil seal between the torsional vibration damper 15 and the cylinder block is eliminated. The dynamic oil seal is easily affected by factors such as oil pressure, vibration and temperature changes, which may cause the seal to fail. The elimination of the dynamic oil seal reduces potential oil leakage points, thereby reducing the risk of oil leakage.

[0084] In some embodiments, the drive sprocket 16 and pulley 20 are mounted on the crankshaft body 18. The drive sprocket 16 is located on the side of the torsional vibration damper 15 facing away from the front cover 21. The drive sprocket 16 is connected to the timing chain 14 in a transmission manner. The timing chain 14 can be connected to the phase adjustment reducer end cover 9 and the exhaust phase adjuster to drive the camshaft body 7 and the exhaust camshaft. The pulley 20 is located on the side of the drive sprocket 16 facing away from the torsional vibration damper 15. The pulley 20 is connected to the drive belt to drive the oil pump. The adjacent arrangement of the torsional vibration damper 15, the drive sprocket 16, and the pulley 20 can save installation space on the crankshaft body 18, reduce the axial length of the crankshaft body 18, and thus reduce the overall size of the engine to adapt to all models of the vehicle platform. Exemplarily, the clamping member 17 may include a stop clamp and a clamping clamp mounted on the crankshaft body 18, the clamping clamp abuts against the side of the pulley 20 facing away from the drive sprocket 16, and the clamping clamp abuts against the side of the torsional vibration damper 15 facing the front cover 21, and presses the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 toward the stop clamp.

[0085] Furthermore, a mounting platform 181 is formed at the front end of the crankshaft body 18, and the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 are coaxially arranged on the mounting platform 181. Specifically, a raised step is formed on the side of the mounting platform 181 facing the pulley 20, which is suitable for abutting against the pulley 20.

[0086] In some more detailed embodiments, a threaded hole is formed at the front end of the crankshaft body 18, and the pressing member 17 is a bolt that is threadedly engaged with the threaded hole. Through the threaded engagement of the pressing member 17 with the crankshaft body 18, the torsional vibration damper 15, the drive sprocket 16, and the pulley 20 can be pressed toward the raised step at one end of the mounting platform 181 away from the front cover 21. The sum of the thicknesses of the torsional vibration damper 15, the drive sprocket 16, and the pulley 20 in the axial direction of the crankshaft body 18 is greater than or equal to the thickness of the mounting platform 181. Length, preferably, the length of the mounting platform 181 is greater than the sum of the thicknesses of the drive sprocket 16 and the pulley 20, and less than or equal to the sum of the thicknesses of the torsional vibration damper 15, the drive sprocket 16 and the pulley 20. The above-mentioned setting method can not only ensure that the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 are pressed by the clamping member 17, but also enable at least part of the torsional vibration damper 15 to be mounted on the mounting platform 181 of the crankshaft body 18, thereby improving the stability of the torsional vibration damper 15.

[0087] As shown in FIG5 , specifically, a fixed guide rail 22 is provided on the cylinder body along the extension direction of the timing sprocket, adjacent to the outer side of at least part of the timing sprocket. The fixed guide rail 22 can protect the timing chain 14 and prevent the timing chain 14 from colliding with other mechanisms. A first connecting portion 221 and a plurality of second connecting portions 222 are formed on the fixed guide rail 22. The first connecting portion 221 is provided on the outer side of the timing chain 14, and the plurality of second connecting portions 222 are provided on the inner side of the timing chain 14. The inner side and the outer side refer to the inner side and the outer side of the closed structure formed by the chain, respectively. In more detail, the cylinder head 6 is provided on the cylinder body. The first connecting portion 221 can be provided on the cylinder body or on the cylinder head 6, and the plurality of second connecting portions 222 can be provided on one of the cylinder body or the cylinder head 6, or can be provided on the cylinder body and the cylinder head 6 in a dispersed manner.

[0088] In some further embodiments, the first connecting portion 221 and the at least one second connecting portion 222 are respectively provided at both ends of the fixed guide rail 22. The above structure ensures the stability of the connection of the fixed guide rail 22 and avoids providing excessive mounting surfaces for the fixed guide rail 22 other than the mounting position of the timing chain 14 on the cylinder body, thereby reducing the overall size of the cylinder body and reducing the weight of the cylinder body.

[0089] In other embodiments, the number of the second connection parts 222 is two, and the first connection part 221 and the two second connection parts 222 are arranged at equal intervals. Specifically, a first connection part 221 and a second connection part 222 are respectively arranged at the two ends of the fixed guide rail 22, and another second connection part 222 is arranged between the above-mentioned first connection part 221 and the second connection part 222, that is, in the middle of the fixed guide rail 22.

[0090] In conjunction with Figures 1 to 3, an embodiment of the present application further provides an engine, comprising the aforementioned crankshaft front end system and a camshaft body 7, wherein the front end of the camshaft body 7 is provided with an electronic phase adjustment device, and the timing chain 14 is transmission-connected to the electronic phase adjustment device. Exemplarily, the structure of the camshaft body 7 system may be such that the camshaft body 7 is transmission-connected to the engine body, a cylinder head 6 is provided on the side of the engine body facing the camshaft body 7, and the cylinder head 6 is connected to the engine body via a plurality of first connecting members 8. An oil supply passage is formed in the cylinder head 6 for conveying lubricating oil, a removable camshaft lower shoe 3 is provided on the side of the camshaft facing the cylinder head 6, and a lubricating oil passage 5 is provided in the camshaft lower shoe 3, and the oil inlet end of the lubricating oil passage 5 is connected to the oil supply passage; a camshaft cover 1 is provided on the camshaft lower shoe 3, and the camshaft lower shoe 3 and the camshaft cover 1 enclose a camshaft accommodating chamber, and the oil outlet end of the lubricating oil passage 5 is connected to the camshaft accommodating chamber for providing lubrication to the camshaft. The camshaft cover 1, the camshaft lower cover 3 and the cylinder head 6 are connected by multiple second connecting parts 2. A connecting sleeve 4 can be set between the camshaft lower cover 3 and the cylinder head 6, so that a part of the connecting sleeve 4 is embedded in the camshaft lower cover 3, and the other part of the connecting sleeve 4 is embedded in the cylinder head 6. The connecting sleeve 4 is limitedly matched with the second connecting part 2. The second connecting part 2 passes through the camshaft cover 1 and the camshaft lower cover 3 and is threadedly connected to the cylinder head 6. The above connection method can ensure the connectivity between the oil supply passage and the lubricating oil channel 5 to avoid oil leakage.

[0091] In some embodiments, the electronic phase adjustment device includes a phase adjustment reducer end cover 9, the timing chain 14 is transmission-connected to the phase adjustment reducer end cover 9, the phase adjustment reducer end cover 9 is coaxially connected to the front end of the camshaft body 7 through the mounting member 10, and a first oil supply gap 11 is formed between the camshaft body 7 and the mounting member 10. A shell 29 can also be provided on the outer periphery of the phase adjustment reducer end cover 9, and a first oil supply gap 11 extending along the camshaft body 7 to the phase adjustment reducer end cover 9 is formed between at least part of the mounting part 10 and the camshaft body 7, and a second oil supply gap 13 is formed between the phase adjustment reducer end cover 9 and the mounting part 10. An oil flow groove extending radially from the first oil supply gap 11 to the lubricating oil channel 5 is provided on the camshaft body 7. The above-mentioned oil flow groove can be perpendicular to the axial direction of the camshaft body 7. The above-mentioned oil flow groove, the first oil supply gap 11 and the second oil supply gap 13 are connected to form an oil supply structure; an oil supply groove 12 is formed on the side of the phase adjustment reducer end cover 9 facing away from the camshaft body 7, and the oil supply groove 12 is connected to the second oil supply gap 13. The lubricating oil flowing out from the second oil supply gap 13 can be stored through the oil supply groove 12 to ensure the lubrication effect of the phase adjustment reducer end cover 9 and avoid wear of parts.

[0092] Furthermore, the electronic phase adjustment device includes a housing 29 and a phase adjustment reducer end cover 9. The phase adjustment reducer end cover 9 is coaxially connected to the end of the camshaft body 7 through a mounting member 10. The housing 29 is covered on the outer periphery of the phase adjustment reducer end cover 9. The phase adjuster and the housing 29 can be specifically clearance-fitted. The oil supply structure connects the lubricating oil channel 5 and the interior of the housing 29, which can ensure the operation of the phase adjustment reducer end cover 9, reduce friction loss, and improve the service life of the components.

[0093] In some more detailed embodiments, a first oil supply gap 11 is formed between at least part of the mounting member 10 and the camshaft body 7, extending along the camshaft body 7 toward the phase adjustment reducer end cover 9, and a second oil supply gap 13 is formed between the phase adjustment reducer end cover 9 and the mounting member 10. An oil flow groove is provided on the camshaft body 7, extending radially from the first oil supply gap 11 to the lubricating oil channel 5. Optionally, the above-mentioned oil flow groove may be perpendicular to the axial direction of the camshaft body 7, and the above-mentioned oil flow groove, the first oil supply gap 11 and the second oil supply gap 13 are connected to form the above-mentioned oil supply structure.

[0094] Specifically, at least a portion of the mounting member 10 is inserted through the end of the camshaft body 7 facing the electronic phase adjustment device. The mounting member 10 is a connecting bolt having a threaded portion 101, an oil-passing portion 102, and a stopper 103 formed in sequence along the axial direction. The threaded portion 101 is formed at the end of the connecting bolt facing away from the electronic phase adjustment device. A threaded mating portion and an oil-passing mating portion are correspondingly formed within the camshaft body 7. The threaded mating portion has a threaded structure formed on its sidewall. The threaded portion 101 is threadedly connected to the threaded mating portion. The oil-passing portion 102 is clearance-fitted with the oil-passing mating portion of the camshaft body 7 to enclose a first oil supply gap 11. The oil-passing mating portion has a larger diameter than the threaded mating portion. The stopper 103 presses the phase adjustment reducer end cover 9 toward the camshaft body 7. The above-described structural design has a high degree of integration. The mounting member 10 can secure the camshaft body 7 and the phase adjustment reducer end cover 9. At the same time, no additional lubricating oil supply structure is required outside the connecting structure, saving space and making the overall size of the device more compact.

[0095] In some further embodiments, an oil supply groove 12 is formed on the side of the phase adjustment reducer end cover 9 facing away from the camshaft body 7, and the oil supply groove 12 is connected to the second oil supply gap 13. The lubricating oil flowing out of the second oil supply gap 13 can be stored through the oil supply groove 12 to ensure the lubrication effect of the phase adjustment reducer end cover 9 and avoid wear of parts.

[0096] In the embodiment shown in FIG7 , the engine body further includes an intercooler 23 and an intake manifold 28. The intake manifold 28 is disposed on the cylinder head 6, and the intercooler 23 is disposed on the side of the intake manifold 28 facing away from the cylinder head 6. A vibration isolator 27 is disposed between the intercooler 23 and the intake manifold 28. Specifically, the intercooler 23 can be connected to the intake manifold 28 via a third connector 26, which can be a bolt, a bayonet, or other component. The vibration isolator 27 is sleeved on the outer circumference of the third connector 26. The intercooler 23 and the intake manifold 28 are connected via a hose 25. The combination of the vibration isolator 27 and the hose 25 enables a flexible connection between the intercooler 23 and the intake manifold 28, thereby reducing NVH effects. Preferably, there are multiple vibration isolators 27, each of which is dispersed between the intercooler 23 and the intake manifold 28 via the third connector 26.

[0097] In some embodiments, a third connecting member 26 and a mounting structure are also included. The mounting structure is mounted on the intake manifold 28. The intercooler 23 is mounted on the mounting structure through the third connecting member 26. The vibration isolation member 27 is arranged between the mounting structure and the intercooler 23 to form a connection point between the intercooler 23 and the intake manifold 28.

[0098] Since the crankshaft front end system has the advantages of improved NVH impact and low oil leakage risk, the engine and vehicle also have better quality in corresponding aspects.

[0099] In the existing electric vehicle architecture, the power output by the range extender is used to generate electricity, and then the vehicle is driven by the motor. The range extender mostly uses an extended-range gasoline engine. However, in order to save layout space, the gasoline engines currently on the market often place the intercooler and the intake manifold adjacent to each other. When the engine is running, vibration is generated between the intercooler and the intake manifold and noise is radiated outward, increasing the impact of NVH (Noise, Vibration, Harshness) and damaging the comfort of the entire vehicle.

[0100] As shown in FIG7 , the embodiment of the present application provides a shock absorbing structure, comprising a cylinder, an intercooler 23 and an intake manifold 28 connected in sequence along the conveying direction of the air flow. The intercooler 23 can be an air intercooler or a water-to-air intercooler. Preferably, the water-to-air intercooler is used to effectively reduce the length of the gas pipeline, improve the accuracy of gas temperature control and the cooling speed. The exhaust end of the cylinder is connected to the intake end of the intercooler 23, and the exhaust end of the intake manifold 28 is connected to the intake end of the cylinder. The intake manifold 28 is arranged on the cylinder, and the intercooler 23 is arranged on the side of the intake manifold 28 facing away from the cylinder. The above-mentioned arrangement can reduce the intake manifold 28. 8 is stacked with the intercooler 23, thereby saving space for laying out pipelines. A vibration isolator 27 is provided between the intercooler 23 and the intake manifold 28. The above-mentioned vibration isolator 27 can be an integral structure with a larger area, or can be a plurality of vibration isolators 27 arranged in a dispersed manner. The intercooler 23 and the intake manifold 28 are connected through a hose 25. By providing the vibration isolator 27 and the hose 25, the rigid connection between the intercooler 23 and the intake manifold 28 is cancelled, and a buffer can be formed at the connection between the intercooler 23 and the intake manifold 28, effectively shielding vibration and noise, while also protecting the connection point between the intercooler 23 and the intake manifold 28, thereby improving the service life of the parts.

[0101] The shock absorbing structure of the embodiment of the present application is provided with a cylinder body, an intercooler 23 and an intake manifold 28 connected in sequence along the conveying direction of the air flow, so that the turbocharger of the cylinder body can be cooled by the intercooler 23, and then the cooled air flow is introduced into the cylinder of the cylinder body through the intake manifold 28, which helps to effectively reduce the intake air temperature and improve the cooling efficiency of the engine, thereby improving the engine performance and combustion efficiency; by arranging the intake manifold 28 on the cylinder body and arranging the intercooler 23 on the side of the intake manifold 28 facing away from the cylinder body, the intercooler 23 and the intake manifold 28 can be saved. 8, thereby reducing the overall size of the engine and making it more suitable for installation in limited spaces, especially in compact vehicles. By providing a vibration isolator 27 between the intercooler 23 and the intake manifold 28 and configuring the connecting pipe between the intercooler 23 and the intake manifold 28 as a hose 25, a flexible connection between the intercooler 23 and the intake manifold 28 is achieved. The vibration isolator 27 is typically made of an elastic material such as rubber or a spring, which absorbs and disperses vibration energy, preventing vibration from being transmitted from the intercooler 23 to the intake manifold 28, thereby reducing vibration propagation. Furthermore, the bendable and flexible nature of the hose 25 can also play a similar role. Vibration and noise waves can be partially absorbed and reduced in this flexible connection, helping to absorb and reduce vibration and noise, thereby shielding vibration and noise, reducing the impact of NVH, and improving vehicle comfort, enhancing driving comfort, and making the driving experience more enjoyable. In addition, by eliminating the rigid connection between the intercooler 23 and the intake manifold 28, the stress on the connection point is reduced, the risk of fatigue and damage is reduced, and it helps to increase the service life of the parts and reduce maintenance costs.

[0102] In some embodiments, a third connecting member 26 and a mounting structure 281 are further included. The mounting structure 281 is arranged on the intake manifold 28. The mounting structure 281 can be specifically formed on the intake manifold 28, or assembled on the intake manifold 28 to provide an installation space for the third connecting member 26. The intercooler 23 is installed on the mounting structure 281 through the third connecting member 26. The third connecting member 26 can specifically be a clip, a bolt, a pin, etc. The vibration isolation member 27 is arranged between the mounting structure 281 and the intercooler 23 to form a connection point between the intercooler 23 and the intake manifold 28. In some application scenarios, the mounting structure 281 can be made of a polymer material with vibration isolation properties, or a gasket can be set on the side of the mounting structure 281 facing the intake manifold 28.

[0103] Furthermore, multiple connection points are dispersedly arranged between the intercooler 23 and the intake manifold 28. By setting multiple connection points, the force transmission path between the intercooler 23 and the intake manifold 28 can be dispersed, thereby reducing the strength requirements for the third connecting member 26 and the mounting structure 281, and ensuring that the connection between the intercooler 23 and the intake manifold 28 is stable and reliable.

[0104] In some more detailed embodiments, the number of connection points is four, the intercooler 23 is a cubic structure, and the four connection points are respectively arranged at the four corners of the intercooler 23. By setting connection points at the four corners of the intercooler 23, a stable and reliable connection can be achieved, while avoiding the addition of too many assembly steps.

[0105] Specifically, a first connecting structure 231 is formed on the intercooler 23, and a second connecting structure 282 is formed on the mounting structure 281; the third connecting member 26 passes through the first connecting structure 231 and the second connecting structure 282; illustratively, the third connecting member 26 can be a flat-head bolt, a hexagonal bolt, etc., in the axial direction of the third connecting member 26, the first end of the third connecting member 26 is crimped with the first connecting structure 231, and the second end of the third connecting member 26 is threadedly connected to the second connecting structure 282, thereby pressing the first connecting structure 231 toward the second connecting structure 282, thereby realizing the connection between the intercooler 23 and the intake manifold 28, and the vibration isolator 27 is sleeved on the third connecting member 26, specifically, the vibration isolator 27 is sleeved between the first end and the second end of the third connecting member 26.

[0106] In some further embodiments, a snap-in groove 271 is provided on the outer periphery of the vibration isolator 27, and the snap-in groove 271 is snap-fitted to the first connecting structure 231, so that the first connecting structure 231 can limit the snap-in groove 271, which helps to make the assembly of the vibration isolator 27 and the third connecting member 26 more precise and improve the vibration isolation effect of the vibration isolator 27; in the axial direction of the vibration isolator 27, a part of the vibration isolator 27 is arranged between the first end of the third connecting member 26 and the first connecting structure 231, and the other part of the vibration isolator 27 is arranged between the first end of the third connecting member 26 and the first connecting structure 231, and the A connecting structure 231 and a second connecting structure 282. More specifically, the portion of the vibration isolation member 27 above the snap-in groove 271 is arranged between the first end of the third connecting member 26 and the first connecting structure 231, and the portion of the vibration isolation member 27 below the snap-in groove 271 is arranged between the first connecting structure 231 and the second connecting structure 282. Only one vibration isolation member 27 can realize vibration isolation between the first end and the first connecting structure 231, and vibration isolation between the first connecting structure 231 and the second connecting structure 282.

[0107] In other embodiments, an electronic throttle 24 is further included, through which the air flow entering the intake manifold 28 can be adjusted. The electronic throttle 24 is arranged at the exhaust end of the intercooler 23 or the intake end of the intake manifold 28, and the electronic throttle 24 is connected to the hose 25. In actual application scenarios, the exhaust end of the electronic throttle 24 can be installed on the intake end of the intake manifold 28, and the intake end of the electronic throttle 24 is connected to the exhaust end of the intercooler 23 through the hose 25; or the intake end of the electronic throttle 24 can be installed on the exhaust end of the intercooler 23, and the exhaust end of the electronic throttle 24 is connected to the intake end of the intake manifold 28 through the hose 25, so that the flow rate of the airflow can be adjusted without destroying the soft connection between the intercooler 23 and the intake manifold 28.

[0108] Illustratively, the electronic throttle valve 24 is installed at the exhaust end of the intercooler 23 . The electronic throttle valve 24 and the intercooler 23 may be rigidly connected, such as by tightening with bolts. The hose 25 is connected between the electronic throttle valve 24 and the intake manifold 28 .

[0109] The embodiment of the present application further provides an engine, including the above-mentioned shock absorbing structure and cylinder head 6, wherein the shock absorbing structure is arranged on the cylinder head 6. The engine also includes a cylinder block, a camshaft body 7, a camshaft cover 1 and a camshaft lower shoe cover 3. The camshaft body 7 is connected to the cylinder block in a transmission manner. The cylinder head 6 is provided on the side of the cylinder block facing the camshaft body 7. The cylinder head 6 is connected to the cylinder block through a first connecting member 8. The above-mentioned first connecting member 8 can be one or more of the following components: a bolt, a buckle, a pin, a hinge, etc. A detachable camshaft lower shoe cover 3 is provided on the side of the camshaft facing the cylinder head 6. The camshaft lower shoe cover 3 is directly opposite to the setting position of the first connecting member 8. The number of the first connecting members 8 is 1. There can be multiple camshaft lower cover 3, and the camshaft lower cover 3 is opposite to the setting position of at least one first connecting member 8. In actual use, the first connecting member 8 corresponding to the camshaft lower cover 3 can be installed in place before the camshaft lower cover 3 and the camshaft cover 1 are installed, thereby avoiding setting the installation position of the first connecting member 8 outside the cam cover, reducing the size of the whole machine, and the camshaft cover 1 is provided on the camshaft lower cover 3. The camshaft lower cover 3 and the camshaft cover 1 enclose a camshaft accommodating cavity, which simplifies the structural design and can reduce the height of the whole machine.

[0110] The engine of the embodiment of the present application can connect the cylinder head 6 to the cylinder block by providing multiple first connecting members 8, thereby improving the integrity of the cylinder block and providing a mounting surface for the camshaft lower bearing cap 3 and the camshaft cover 1. By providing a removable camshaft lower bearing cap 3 on the side of the camshaft facing the cylinder head 6, and the camshaft lower bearing cap 3 is directly opposite to the setting position of the first connecting member 8, the camshaft lower bearing cap 3 and the camshaft cover 1 can be installed after the first connecting member 8 is installed, so that the mounting position of the first connecting member 8 can be directly set below the camshaft body 7, thereby reducing the size of the cylinder block and the cylinder head 6; by providing the camshaft lower bearing cap 3 and the camshaft cover 1 to enclose a camshaft accommodating cavity, the structure of the camshaft accommodating cavity can be simplified, thereby reducing the height of the entire machine; by opening a lubricating oil channel 5 on the camshaft lower bearing cap 3, the oil supply channel for dredging the lubricating oil formed in the cylinder head 6 can be connected to the camshaft accommodating cavity to provide lubrication for the camshaft body 7, thereby reducing the wear of the camshaft and increasing the service life of the camshaft. By providing a detachable camshaft lower shoe cover 3, the engine can reduce the length of the cylinder block and cylinder head 6, as well as the height of the camshaft cover 1, thereby achieving a more compact overall structure that can be adapted to full-platform vehicles.

[0111] In some embodiments, an oil supply passage is formed in the cylinder head 6, a lubricating oil passage 5 is provided in the camshaft lower cap 3, the oil inlet end of the lubricating oil passage 5 is communicated with the oil supply passage, the oil outlet end of the lubricating oil passage 5 is communicated with the camshaft accommodating chamber, an electronic phase adjustment device is provided on the camshaft body 7, the electronic phase adjustment device includes a housing 29 and a phase adjustment reducer end cover 9, the phase adjustment reducer end cover 9 is coaxially connected to the end of the camshaft body 7 through a mounting member 10, the housing 29 is covered on the outer periphery of the phase adjustment reducer end cover 9, and a gap is formed along the camshaft body between at least part of the mounting member 10 and the camshaft body 7. 7. A first oil supply gap 11 extends toward the phase adjustment reducer end cover 9. A second oil supply gap 13 is formed between the phase adjustment reducer end cover 9 and the mounting member 10. An oil passage 19 is formed on the camshaft body 7, extending radially from the first oil supply gap 11 toward the lubricating oil passage 5. The oil passage 19 is used to connect the first oil supply gap 11 and the lubricating oil passage 5. The second oil supply gap 13 is connected to the first oil supply gap 11. The first oil supply gap 11 and the second oil supply gap 13 are both formed within the camshaft accommodating cavity. The first oil supply gap 11 is used to provide lubrication for the camshaft, reducing camshaft wear and increasing the service life of the camshaft. As shown in Figures 1 and 2, in some embodiments, an electronic phase adjustment device is provided on the camshaft body 7, which is used to adjust the phase of the camshaft body 7. The camshaft body 7 is formed with an oil passage 19 connecting the lubricating oil passage 5 and the electronic phase adjustment device. Specifically, the oil supply structure is a channel connecting the oil supply passage and the electronic phase adjustment device. By providing an electronic phase adjustment device, the hydraulically driven phase adjuster in the prior art can be replaced. Therefore, high-pressure oil is no longer required to be introduced into the oil supply structure, and only lubrication is required. Therefore, the requirement for oil pressure is reduced.

[0112] Furthermore, it also includes an electronic phase adjustment device, which includes a phase adjustment reducer end cover 9, a timing chain 14 is transmission-connected to the phase adjustment reducer end cover 9, and the phase adjustment reducer end cover 9 is coaxially connected to the front end of the camshaft body 7 through a mounting member 10, and a first oil supply gap 11 is formed between the camshaft body 7 and the mounting member 10. A shell 29 can also be provided on the outer periphery of the phase adjustment reducer end cover 9, and a first oil supply gap 11 extending along the camshaft body 7 to the phase adjustment reducer end cover 9 is formed between at least part of the mounting part 10 and the camshaft body 7, and a second oil supply gap 13 is formed between the phase adjustment reducer end cover 9 and the mounting part 10. An oil flow groove 19 extending radially from the first oil supply gap 11 to the lubricating oil channel 5 is provided on the camshaft body 7. The above-mentioned oil flow groove 19 can be perpendicular to the axial direction of the camshaft body 7. The above-mentioned oil flow groove 19, the first oil supply gap 11 and the second oil supply gap 13 are connected to form an oil supply structure; an oil supply groove 12 is formed on the side of the phase adjustment reducer end cover 9 facing away from the camshaft body 7, and the oil supply groove 12 is connected to the second oil supply gap 13. The oil supply groove 12 can provide the phase adjustment reducer end cover 9 with lubricating oil flowing out of the second oil supply gap 13 to ensure the lubrication effect of the phase adjustment reducer end cover 9 and avoid wear of parts.

[0113] Specifically, at least part of the mounting member 10 is passed through one end of the camshaft body 7 toward the phase adjustment reducer end cover 9. The mounting member 10 is a connecting bolt. The connecting bolt is sequentially formed with a threaded portion 101, an oil-passing portion 102 and a stopper 103 along the axial direction. The threaded portion 101 is formed at one end of the connecting bolt facing away from the phase adjustment reducer end cover 9. The threaded portion 101 is threadedly connected to the camshaft body 7. The oil-passing portion 102 is clearance-matched with the camshaft body 7 to enclose a first oil supply gap 11. The stopper 103 is formed at one end of the connecting bolt facing away from the phase adjustment reducer end cover 9. 03 Press the phase adjustment reducer end cover 9 toward the camshaft body 7. Correspondingly, a threaded fitting portion and an oil-passing fitting portion are formed in the camshaft body 7. A threaded structure is formed on the side wall of the threaded fitting portion. The threaded portion 101 is threadedly connected to the threaded fitting portion. The oil-passing portion 102 is clearance-fitted with the oil-passing fitting portion of the camshaft body 7 to enclose and form a first oil supply gap 11. The diameter of the oil-passing fitting portion is larger than the diameter of the threaded fitting portion. The stopper 103 presses the phase adjustment reducer end cover 9 toward the camshaft body 7. The above-mentioned structural design has a high degree of integration. The mounting member 10 can fix the camshaft body 7 and the phase adjustment reducer end cover 9. At the same time, there is no need to set up an additional lubricating oil supply structure outside the connection structure, which saves space and makes the overall size more compact.

[0114] In some further embodiments, an oil supply groove 12 is formed on the side of the phase adjustment reducer end cover 9 facing away from the camshaft body 7, and the oil supply groove 12 is connected to the second oil supply gap 13. The lubricating oil flowing out of the second oil supply gap 13 can be stored through the oil supply groove 12 to ensure the lubrication effect of the phase adjustment reducer end cover 9 and avoid wear of parts.

[0115] In the embodiment as shown in Figure 3, the cylinder body includes a torsional vibration damper 15, a crankshaft body 18, a cylinder body and a front cover 21. The crankshaft body 18 is arranged in the cylinder body, and the torsional vibration damper 15 is provided at the end of the crankshaft body 18. The front cover 21 is connected to the cylinder body and is provided on the torsional vibration damper 15. By arranging the torsional vibration damper 15 in the front cover 21, the NVH effect generated at this position can be effectively reduced, thereby improving the user experience. In addition, this structure does not require a crankshaft front oil seal to be provided between the torsional vibration damper 15 and the front cover 21, thereby reducing the risk of leakage while also reducing the cost of production and assembly.

[0116] In the embodiment shown in Figure 4, the cylinder block also includes a timing chain 14. A drive sprocket 16 is provided on the crankshaft body 18 axially on the side of the torsional vibration damper 15 facing away from the front cover 21. The drive sprocket 16 is transmission-connected to the timing chain 14. A fixed guide rail 22 is provided on the cylinder block and / or cylinder head 6 along the extension direction of the timing sprocket and adjacent to the outer side of at least part of the timing sprocket. By providing the fixed guide rail 22, the chain can be protected to avoid collision with other mechanisms. A first connecting portion 221 and a Multiple second connecting parts 222, the first connecting part 221 is arranged on the outside of the timing chain 14, and the multiple second connecting parts 222 are arranged on the inside of the timing chain 14. Preferably, the first connecting part 221 and at least one second connecting part 222 are respectively arranged at both ends of the fixed guide rail 22, which ensures the stability of the connection of the fixed guide rail 22 and avoids setting a mounting surface for the fixed guide rail 22 outside the mounting position of the timing chain 14 on the cylinder head 6 or the cylinder body, thereby reducing the outline dimensions of the cylinder body and the cylinder head 6 and reducing the weight of the cylinder body and the cylinder head 6.

[0117] In some embodiments, the drive sprocket 16 and pulley 20 are mounted on the crankshaft body 18. The drive sprocket 16 is located on the side of the torsional vibration damper 15 facing away from the front cover 21. The drive sprocket 16 is connected to the timing chain 14 in a transmission manner. The timing chain 14 can be connected to the phase adjustment reducer end cover 9 and the exhaust phase adjuster to drive the camshaft body 7 and the exhaust camshaft. The pulley 20 is located on the side of the drive sprocket 16 facing away from the torsional vibration damper 15. The pulley 20 is connected to the drive belt to drive the oil pump. The adjacent arrangement of the torsional vibration damper 15, the drive sprocket 16, and the pulley 20 can save installation space on the crankshaft body 18, reduce the axial length of the crankshaft body 18, and thus reduce the overall size of the engine to adapt to all models of the vehicle platform. Exemplarily, the clamping member 17 may include a stop clamp and a clamping clamp mounted on the crankshaft body 18, the clamping clamp abuts against the side of the pulley 20 facing away from the drive sprocket 16, and the clamping clamp abuts against the side of the torsional vibration damper 15 facing the front cover 21, and presses the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 toward the stop clamp.

[0118] Furthermore, a mounting platform 181 is formed at the front end of the crankshaft body 18, and the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 are coaxially arranged on the mounting platform 181; the sum of the thicknesses of the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 in the axial direction of the crankshaft body 18 is greater than or equal to the length of the mounting platform 181, and the front cover 21 is arranged on the side of the torsional vibration damper 15 away from the drive sprocket 16 along the axial direction of the crankshaft body 18; the sum of the thicknesses of the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 in the axial direction of the crankshaft body 18 is greater than or equal to the length of the mounting platform 181, and specifically, a raised step is formed on the side of the mounting platform 181 facing the pulley 20, which is suitable for abutting against the pulley 20.

[0119] In some more detailed embodiments, a threaded hole is formed at the front end of the crankshaft body 18, and the pressing member 17 is a bolt that is threadedly engaged with the threaded hole. Through the threaded engagement of the pressing member 17 with the crankshaft body 18, the torsional vibration damper 15, the drive sprocket 16, and the pulley 20 can be pressed toward the raised step at one end of the mounting platform 181 away from the front cover 21. The sum of the thicknesses of the torsional vibration damper 15, the drive sprocket 16, and the pulley 20 in the axial direction of the crankshaft body 18 is greater than or equal to the thickness of the mounting platform 181. Length, preferably, the length of the mounting platform 181 is greater than the sum of the thicknesses of the drive sprocket 16 and the pulley 20, and less than or equal to the sum of the thicknesses of the torsional vibration damper 15, the drive sprocket 16 and the pulley 20. The above-mentioned setting method can not only ensure that the torsional vibration damper 15, the drive sprocket 16 and the pulley 20 are pressed by the clamping member 17, but also enable at least part of the torsional vibration damper 15 to be mounted on the mounting platform 181 of the crankshaft body 18, thereby improving the stability of the torsional vibration damper 15.

[0120] In other embodiments, the camshaft cover 1, the camshaft lower cover 3 and the cylinder head 6 are connected by multiple second connecting members 2. Preferably, the second connecting member 2 can be a bolt, and a connecting sleeve 4 can be provided between the camshaft lower cover 3 and the cylinder head 6, so that a part of the connecting sleeve 4 is embedded in the camshaft lower cover 3, and the other part of the connecting sleeve 4 is embedded in the cylinder head 6. The connecting sleeve 4 is limitedly matched with the second connecting member 2, and the second connecting member 2 passes through the camshaft cover 1 and the camshaft lower cover 3 and is threadedly connected to the cylinder head 6. The above connection method can ensure the connectivity of the oil supply passage and the lubricating oil channel 5 while effectively avoiding oil leakage.

[0121] In some embodiments, the oil groove 19 and the lubricating oil channel 5 both extend radially along the camshaft body 7; such a setting can reduce the difficulty of processing the lubricating oil channel 5 on the camshaft lower cover 3. At the same time, when the oil groove 19 is rotated to face the lubricating oil channel 5, it is easier for the lubricating oil to flow from the lubricating oil channel 5 into the oil groove 19, thereby improving the oil supply efficiency at the connection between the oil groove 19 and the lubricating oil channel 5.

[0122] In a further embodiment, the surface of the camshaft lower cover 3 opposite to the camshaft body 7 extends a first set angle along its circumference, and there are multiple oil grooves 19, and the multiple oil grooves 19 are evenly arranged along the circumference of the camshaft body 7; a second set angle is spaced between every two adjacent oil grooves 19; the first set angle is an integer multiple of the second set angle; that is, the camshaft lower cover 3 can be formed on an arc surface extending 180° along the circumference of the camshaft body 7, that is, when the first set angle is 180°, at this time, the second set angle can be 90°, 60°, 45°, 30°, etc., and the corresponding number of oil grooves 19 is two, three, four, six, etc. Such an arrangement can ensure that the lubricating oil flowing into the lubricating oil channel 5 will first flow to the gap between the camshaft body 7 and the camshaft lower cover 3. When the camshaft body 7 rotates to any position, there is at least one oil groove 19 that can face the gap and guide the lubricating oil in the gap into its interior to complete the oil supply.

[0123] Since the shock-absorbing structure has the advantage of shielding vibration and noise, the engine and vehicle also have better quality and user experience in corresponding aspects.

[0124] An embodiment of the present application also provides a vehicle comprising a range-extended engine or an engine as described in any of the above embodiments.

[0125] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0126] The above are merely specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments described herein, but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A cylinder head oil circuit system, comprising a phase adjustment reducer end cover, a camshaft body, a mounting member, and a lower camshaft bearing cap. An oil lubrication passage is formed in the lower camshaft bearing cap. The phase adjustment reducer end cover is connected to the end of the camshaft body through the mounting member. A first oil supply gap is formed between the mounting member and the camshaft body. A second oil supply gap communicating with the first oil supply gap is formed between the phase adjustment reducer end cover and the mounting member. An oil passage groove communicating the oil lubrication passage and the first oil supply gap is formed on the camshaft body. A fuel supply groove is formed on the side of the phase adjustment reducer end cover facing away from the camshaft body, and the fuel supply groove communicates with the second oil supply gap.

2. The cylinder head oil circuit system according to claim 1, at least a part of the mounting member penetrates through one end of the camshaft body facing the phase adjustment reducer end cover. The mounting member is a connecting bolt, and the connecting bolt is sequentially formed with a screwing portion, an oil passage portion, and a stop portion along the axial direction. The screwing portion is formed at one end of the connecting bolt facing away from the phase adjustment reducer end cover, and the screwing portion is threadedly connected to the camshaft body. The oil passage portion is in clearance fit with the camshaft body to enclose and form the first oil supply gap, and the stop portion presses the phase adjustment reducer end cover against the camshaft body.

3. The cylinder head oil circuit system according to claim 1, further comprising a cylinder block. The camshaft body is in transmission connection with the cylinder block. A cylinder head is arranged on one side of the cylinder block facing the camshaft body. The cylinder head is connected to the cylinder block through a first connecting member. The lower camshaft bearing cap is arranged on one side of the camshaft body facing the cylinder head. A camshaft cover is arranged on the lower camshaft bearing cap. The lower camshaft bearing cap and the camshaft cover enclose a camshaft accommodation cavity. The first oil supply gap and the second oil supply gap are both formed in the camshaft accommodation cavity. An oil supply passage is formed in the cylinder head. The oil inlet end of the oil lubrication passage communicates with the oil supply passage, and the oil outlet end communicates with the first oil supply gap.

4. The cylinder head oil circuit system according to claim 3, in the installation direction of the first connecting member, the lower camshaft bearing cap and the installation position of the first connecting member are correspondingly arranged.

5. The cylinder head oil circuit system according to claim 1, both the oil passage groove and the oil lubrication passage extend along the radial direction of the camshaft body.

6. The cylinder head oil circuit system according to any one of claims 1 to 5, the surface of the lower camshaft bearing cap opposite to the camshaft body extends a first set angle along its circumferential direction. The number of the oil passage grooves is multiple, and the multiple oil passage grooves are evenly arranged along the circumferential direction of the camshaft body. A second set angle is spaced between every two adjacent oil passage grooves. The first set angle is an integer multiple of the second set angle.

7. A range extender engine, comprising the cylinder head oil circuit system according to any one of claims 1 to 6.

8. The range-extended engine according to claim 7 further includes a torsional vibration damper, a crankshaft body, a cylinder block, and a front cover. The crankshaft body is disposed within the cylinder block. A torsional vibration damper is provided at an end of the crankshaft body. The front cover is sealingly connected to the cylinder block and covers the torsional vibration damper.

9. In the range-extended engine according to claim 8, an installation platform is formed at a front end of the crankshaft body. The torsional vibration damper, a drive sprocket, and a belt pulley are coaxially disposed on the installation platform. The sum of the thicknesses of the torsional vibration damper, the drive sprocket, and the belt pulley in the axial direction of the crankshaft body is greater than or equal to the length of the installation platform. The front cover is disposed along the axial direction of the crankshaft body on a side of the torsional vibration damper away from the drive sprocket.

10. In the range-extended engine according to claim 8, a fixed guide rail is disposed adjacent to at least a part of the outer side of the timing sprocket along the extending direction of the timing sprocket on the cylinder block and / or the cylinder head. A first connection portion and a plurality of second connection portions are formed on the fixed guide rail. The first connection portion is disposed outside the timing chain, and the plurality of second connection portions are disposed inside the timing chain. The first connection portion and at least one of the second connection portions are respectively disposed at two ends of the fixed guide rail.

11. The range-extended engine according to claim 7 further includes an intercooler and an intake manifold. The intake manifold is disposed on the cylinder head. The intercooler is disposed on a side of the intake manifold facing away from the cylinder head. An anti-vibration member is provided between the intercooler and the intake manifold. The intercooler and the intake manifold are communicated through a hose.

12. The range-extended engine according to claim 11 further includes a third connecting member and an installation structure. A first connection structure is formed on the intercooler, and a second connection structure is formed on the installation structure. The third connecting member passes through the first connection structure and the second connection structure. In the axial direction of the third connecting member, a first end of the third connecting member is crimped to the first connection structure, and a second end of the third connecting member is threadedly connected to the second connection structure. The anti-vibration member is sleeved between the first end and the second end of the third connecting member.

13. In the range-extended engine according to claim 12, a clamping groove is formed on an outer periphery of the anti-vibration member and is clamped to the first connection structure. In the axial direction of the anti-vibration member, a part of the anti-vibration member is disposed between the first end of the third connecting member and the first connection structure, and another part of the anti-vibration member is disposed between the first connection structure and the second connection structure.

14. A front end system of a crankshaft includes a front cover, a crankshaft body, and a torsional vibration damper. The front end of the crankshaft body passes through a side wall of the cylinder block and is disposed outside the cylinder block. The torsional vibration damper is installed at the front end of the crankshaft body. The front cover covers the torsional vibration damper, and the front cover is sealingly connected to the cylinder block.

15. The front-end system of the crankshaft according to claim 14, wherein a mounting table is formed at the front end of the crankshaft body, and the torsional vibration damper, the drive sprocket, and the belt pulley are coaxially arranged on the mounting table; the sum of the thicknesses of the torsional vibration damper, the drive sprocket, and the belt pulley in the axial direction of the crankshaft body is greater than or equal to the length of the mounting table, and the front cover is axially covered on the side of the torsional vibration damper away from the drive sprocket along the crankshaft body.

16. The front-end system of the crankshaft according to claim 15, wherein along the extending direction of the timing sprocket, a fixed guide rail is arranged adjacent to at least a part of the outer side of the timing sprocket on the cylinder block. A first connecting portion and a plurality of second connecting portions are formed on the fixed guide rail. The first connecting portion is arranged on the outer side of the timing chain, and the plurality of second connecting portions are arranged on the inner side of the timing chain; the first connecting portion and at least one of the second connecting portions are respectively arranged at both ends of the fixed guide rail.

17. The front-end system of the crankshaft according to any one of claims 14 to 16, wherein the front cover is hermetically connected to the cylinder block through a first sealing structure. The first sealing structure includes a sealing groove and a sealing ring whose shapes match the shape of the connection portion between the front cover and the cylinder block, and the sealing ring is installed in the sealing groove along the installation direction of the front cover.

18. A shock-absorbing structure includes a cylinder block, an intercooler, and an intake manifold that are sequentially communicated along the conveying direction of the air flow. The exhaust end of the intake manifold is communicated with the intake end of the cylinder block. The intake manifold is arranged on the cylinder block, the intercooler is arranged on the side of the intake manifold facing away from the cylinder block, a vibration isolation member is arranged between the intercooler and the intake manifold, and the intercooler and the intake manifold are communicated through a hose.

19. The shock-absorbing structure according to claim 18, further comprising a third connecting member and a mounting structure. The mounting structure is arranged on the intake manifold, and the intercooler is mounted on the mounting structure through the third connecting member. The vibration isolation member is arranged between the mounting structure and the intercooler to form a connection point between the intercooler and the intake manifold.

20. The shock-absorbing structure according to claim 19, wherein a first connection structure is formed on the intercooler, and a second connection structure is formed on the mounting structure; the third connecting member passes through the first connection structure and the second connection structure; in the axial direction of the third connecting member, the first end of the third connecting member is crimped to the first connection structure, the second end of the third connecting member is threadedly connected to the second connection structure, and the vibration isolation member is sleeved between the first end and the second end of the third connecting member.

21. The shock-absorbing structure according to claim 20, wherein a clamping groove is formed on the outer periphery of the vibration isolation member, and the clamping groove is clamped to the first connection structure; in the axial direction of the vibration isolation member, a part of the vibration isolation member is arranged between the first end of the third connecting member and the first connection structure, and another part of the vibration isolation member is arranged between the first connection structure and the second connection structure.

22. An engine, comprising a front end system of a crankshaft as described in any one of claims 14 to 17; and / or, comprising a shock absorption structure and a cylinder head as described in any one of claims 18 to 21, wherein the shock absorption structure is arranged on the cylinder head.

23. The engine according to claim 22, further comprising an electronic phase adjustment device, the electronic phase adjustment device comprising an end cover of a phase adjustment speed reducer, a timing chain is in driving connection with the end cover of the phase adjustment speed reducer, the end cover of the phase adjustment speed reducer is coaxially connected to the front end of a camshaft body through a mounting member, and a first oil supply gap is formed between the camshaft body and the mounting member.

24. The engine according to claim 23, at least part of the first oil supply gap extending along the camshaft body towards the end cover of the phase adjustment speed reducer is formed between the mounting member and the camshaft body, a second oil supply gap is formed between the end cover of the phase adjustment speed reducer and the mounting member, an oil passage groove extending radially from the first oil supply gap towards a lubricating oil passage is formed on the camshaft body, and an oil supply groove is formed on a side of the end cover of the phase adjustment speed reducer facing away from the camshaft body, and the oil supply groove is communicated with the second oil supply gap.

25. The engine according to claim 24, at least part of the mounting member penetrates through one end of the camshaft body facing the electronic phase adjustment device, the mounting member is a connecting bolt, the connecting bolt is sequentially formed with a screwing portion, an oil passage portion and a stop portion along the axial direction, the screwing portion is formed at one end of the connecting bolt facing away from the end cover of the phase adjustment speed reducer, the screwing portion is in threaded connection with the camshaft body, the oil passage portion is in clearance fit with the camshaft body to enclose and form the first oil supply gap, and the stop portion presses the end cover of the phase adjustment speed reducer towards the camshaft body.

26. The engine according to any one of claims 22 to 25, further comprising an intercooler and an intake manifold, the intake manifold is arranged on the cylinder block, the intercooler is arranged on a side of the intake manifold facing away from the cylinder block, a vibration isolation member is arranged between the intercooler and the intake manifold, and the intercooler and the intake manifold are communicated through a hose.

27. The engine according to claim 22, further comprising a camshaft body, a camshaft cover and a lower camshaft bearing cap, the camshaft body is in driving connection with the cylinder block, a cylinder head is arranged on a side of the cylinder block facing the camshaft body, the cylinder head is connected to the cylinder block through a first connecting member, a detachable lower camshaft bearing cap is arranged on a side of the camshaft body facing the cylinder head; a camshaft cover is arranged on the lower camshaft bearing cap, and the lower camshaft bearing cap and the camshaft cover enclose to form a camshaft accommodation cavity.

28. The engine according to claim 27, wherein an oil supply passage is formed in the cylinder head, a lubricating oil passage is provided in the lower bearing cap of the camshaft, an oil inlet end of the lubricating oil passage communicates with the oil supply passage, an oil outlet end of the lubricating oil passage communicates with the camshaft receiving cavity, an electronic phase adjustment device is provided on the camshaft body, the electronic phase adjustment device includes a housing and a phase adjustment reducer end cover, the phase adjustment reducer end cover is coaxially connected to an end of the camshaft body through a mounting member, the housing covers the outer periphery of the phase adjustment reducer end cover, a first oil supply gap extending from the camshaft body towards the phase adjustment reducer end cover is formed between at least part of the mounting member and the camshaft body, a second oil supply gap is formed between the phase adjustment reducer end cover and the mounting member, an oil passing groove extending radially from the first oil supply gap towards the lubricating oil passage is formed in the camshaft body, the oil passing groove is used for communicating the first oil supply gap and the lubricating oil passage, the second oil supply gap communicates with the first oil supply gap, and both the first oil supply gap and the second oil supply gap are formed in the camshaft receiving cavity.

29. The engine according to claim 28, wherein at least part of the mounting member penetrates through an end of the camshaft body facing the phase adjustment reducer end cover, the mounting member is a connecting bolt, the connecting bolt sequentially forms a screwing portion, an oil passing portion and a stopping portion along the axial direction, the screwing portion is formed at an end of the connecting bolt facing away from the phase adjustment reducer end cover, the screwing portion is threadedly connected to the camshaft body, the oil passing portion is in clearance fit with the camshaft body to enclose and form the first oil supply gap, and the stopping portion presses the phase adjustment reducer end cover towards the camshaft body.

30. The engine according to claim 28, wherein a surface of the lower bearing cap of the camshaft opposite to the camshaft body extends along its circumferential direction by a first set angle, the number of the oil passing grooves is multiple, the multiple oil passing grooves are evenly arranged along the circumferential direction of the camshaft body; a second set angle is spaced between every two adjacent oil passing grooves; the first set angle is an integer multiple of the second set angle.

31. A vehicle, comprising an extended-range engine according to any one of claims 7 to 13; or, an engine according to any one of claims 22 to 30.

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