Engine, power assembly and vehicle

Abstract

An engine and a vehicle. The engine comprises: a cylinder block, which has a lubricating oil path; and an oil pan, wherein the volume of the space inside the oil pan is A liters, and the unit flow rate of the lubricating oil path is B liters per minute, the ratio of A to B being less than or equal to one-ninth.

Description

Engines, powertrains and vehicles

[0001] This application claims priority to Chinese Patent Application No. 202411552213.5, filed on October 31, 2024; Chinese Patent Application No. 202411642104.2, filed on November 15, 2024; and Chinese Patent Application No. 202411949613.X, filed on December 25, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and more particularly to an engine, powertrain, and vehicle. Background Technology

[0003] Engine lubrication is a key technology for engine operation and performance. By delivering lubricating oil to relevant engine components, the lubricating oil forms a thin film inside the engine, reducing friction and wear between engine components. Technical issues

[0004] In related technologies, in order to collect engine lubricating oil, the oil pan is often made to have a large volume, which results in the oil pan occupying a lot of space. However, in actual engine operation, there are situations where the volume of the oil pan is not fully utilized. Technical solutions

[0005] This application provides an engine, including a cylinder block and an oil pan, the cylinder block having a lubrication oil passage. The volume of the oil pan's housing space is A liters, and the unit flow rate of the lubrication oil passage is B liters per minute; wherein the ratio of A to B is less than or equal to one-ninth.

[0006] This application also provides another engine, including a cylinder block and an oil pan, wherein the cylinder block includes a first cylinder block and a second cylinder block that are horizontally opposed, and a reinforcing member is disposed below the cylinder block and connected between the first cylinder block and the second cylinder block.

[0007] This application also provides a powertrain for a vehicle, the powertrain including a power generation system, the power generation system including an engine and a first motor, the engine being connected to the first motor to drive the first motor to generate electricity. The engine includes a plurality of cylinders, with some cylinders located on one side of the first motor and some cylinders located on the other side of the first motor along a first horizontal direction of the engine.

[0008] This application also provides a vehicle including the engine as described above, and / or the powertrain as described above. Beneficial effects

[0009] The present application provides an engine that can reduce the volume of the oil pan while meeting the engine lubrication requirements, thereby improving the utilization rate of the oil pan volume and reducing the space occupied by the oil pan.

[0010] Another engine provided in this application has a reinforcing member that restricts the relative movement of the first and second cylinder blocks in the horizontal direction, thereby maintaining the integrity of the overall engine structure. Simultaneously, the reinforcing member is located below the first and second cylinder blocks, enhancing the structural rigidity of the engine's lower section. In conjunction with the functional components above the engine, it ensures balanced rigidity in the vertical direction, thereby reducing vibration transmission, lowering noise, maintaining engine airtightness, and reducing the risk of engine damage.

[0011] The powertrain provided in this application can make reasonable use of the engine space, so that the weight distribution on the left and right sides of the powertrain is basically the same, which improves the dynamic performance of the vehicle; thereby reducing the situation in related technologies where the power transmission path between the engine and the motor is short, and the crankshaft vibration of the engine is still large when transmitted to the motor, which affects the power generation efficiency of the motor.

[0012] The vehicle provided in this application has the same technical effects by using the engine and / or powertrain as described above. Attached Figure Description

[0013] Figure 1 is a schematic diagram of a lubrication scheme for an engine provided in an exemplary embodiment of this application;

[0014] Figure 2 is a schematic diagram of the structure of an oil return assembly in an engine provided in an exemplary embodiment of this application;

[0015] Figure 3 is a schematic diagram of the structure of an oil return assembly in an engine provided in an exemplary embodiment of this application from another perspective.

[0016] Figure 4 is a schematic diagram of the principle of a multi-pump in an engine provided in an exemplary embodiment of this application;

[0017] Figure 5 is a schematic diagram of another engine provided in an exemplary embodiment of this application;

[0018] Figure 6 is a cross-sectional view of another engine in the vertical direction provided in an exemplary embodiment of this application;

[0019] Figure 7 is a schematic cross-sectional view along direction AA in Figure 6;

[0020] Figure 8 is a schematic cross-sectional view along the BB direction in Figure 6;

[0021] Figure 9 is a schematic diagram of the structure of the second cylinder block in Figure 5;

[0022] Figure 10 is a schematic cross-sectional view along the CC direction in Figure 8;

[0023] Figure 11 is a schematic diagram of one embodiment of the reinforcing member;

[0024] Figure 12 is a schematic diagram of the rib structure provided in Figure 9;

[0025] Figure 13 is a structural schematic diagram of an embodiment of the powertrain provided in an exemplary embodiment of this application;

[0026] Figure 14 is a simplified structural diagram of an embodiment of the power generation system in Figure 13;

[0027] Figure 15 is a simplified structural diagram of one embodiment of the powertrain in Figure 13;

[0028] Figure 16 is a simplified structural diagram of an embodiment of the drive system in Figure 13;

[0029] Figure 17 is a simplified structural diagram of another embodiment of the drive system in Figure 13;

[0030] Figure 18 is a simplified structural diagram of another embodiment of the power generation system in Figure 13;

[0031] Figure 19 is a simplified structural diagram of another embodiment of the power generation system in Figure 13;

[0032] Figure 20 is a simplified structural diagram of another embodiment of the power generation system in Figure 13;

[0033] Figure 21 is a simplified structural diagram of another embodiment of the power generation system in Figure 13;

[0034] Figure 22 is a simplified structural diagram of the powertrain in Figure 15 from another perspective;

[0035] Figure 23 is a simplified structural diagram of an embodiment of the connection between the power generation system and the drive system in Figure 22;

[0036] Figure 24 is a simplified structural diagram of the connection between the power generation system and the drive system in Figure 23 from another perspective.

[0037] Figure 25 is a simplified structural diagram of an embodiment in which the drive motor and the second suspension in Figure 13 are coupled;

[0038] Figure 26 is a simplified structural diagram of an embodiment in which the first motor and the first suspension are coupled in Figure 13;

[0039] Figure 27 is a simplified structural diagram of another embodiment of the first motor and the first suspension in Figure 13;

[0040] Figure 28 is a simplified structural diagram of another embodiment of the first motor and the first suspension in Figure 13;

[0041] Figure 29 is a structural schematic diagram of the vehicle provided in an exemplary embodiment of this application.

[0042] Explanation of reference signs: 10, vehicle; 100, engine; 110, oil return assembly; 111, first type oil passage; 112, second type oil passage; 113, third type oil passage; 117, oil outlet passage; 110a, multiple connected pump; 114, first type oil return pump; 115, second type oil return pump; 116, oil supply pump; 120, lubricating oil passage; 121, first side cylinder head oil passage; 122, second side cylinder head oil passage; 130, oil sump; 140, cylinder block; 141, first cylinder block; 1411, first connecting position; 142, second cylinder block; 1421, second connecting position; 143, reinforcement; 1431, first part; 1432, second part; 144, main shaft cavity; 145, partition; 1451, first partition; 1452, second partition; 1453, third partition; 1454, fourth partition; 1455, fifth partition; 1456, load bearing gear; 151, oil pump sprocket; 152, crankshaft sprocket; 160, oil pump; 161, oil suction port; 170, rib plate; 180, cylinder; 190, crankshaft; 200, oil storage device; 300, power assembly; 310, power generation system; 311, first motor; 312, second component; 313, first component; 314, first controller; 315, exhaust manifold; 316, intake manifold; 3161, main body pipe; 3162, split pipe; 317, first suspension; 320, drive system; 321, drive motor; 322, transmission; 323, second controller; 324, second suspension; 330, gasket; 340, positioning member; 350, groove. Embodiments of the present application

[0043] In the description of the present application, unless otherwise explicitly specified and limited, the terms "connected", "connected", "fixed" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0044] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, where the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, where the first feature is at a lower horizontal level than the second feature.

[0045] In the description of this embodiment, the terms "upper," "lower," "left," "right," "front," and "rear," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first" and "second" are used for distinction in description and have no special meaning.

[0046] Referring to Figures 1 and 2, in a first aspect, an engine 100 is provided, including a cylinder block 140 and an oil pan 130.

[0047] Specifically, the cylinder block 140 has a lubrication passage 120 to meet the lubrication needs of the various friction pairs and other functional components of the engine 100. The oil pan 130 is a component fixed to the bottom of the engine 100 and is used to hold the engine's lubricating oil. The housing space of the oil pan 130 is typically located at the bottom of the engine 100 and connects to the cylinder block and crankcase. The oil pan 130 is used to recover lubricating oil from the lubrication passage 120.

[0048] The volume of the oil pan 130 (hereinafter referred to as the oil pan volume) is A liters (L), the unit flow rate of the lubricating oil circuit 120 is B liters per minute (L / min), and the displacement of the engine 100 is D liters (L).

[0049] It can be understood that the volume within the housing space of the oil pan 130 can be the maximum volume of lubricating oil that the housing space of the oil pan 130 can hold.

[0050] The unit flow rate of the lubricating oil passage 120 can be the maximum flow rate of lubricating oil discharged from the entire lubricating oil passage 120 to the oil pan 130 within a unit time (e.g., 1 minute).

[0051] Based on existing experience, the 130-liter capacity of the oil pan can generally be determined using the following two methods:

[0052] 1. The number of times the lubricating oil circulates in the oil pan 130 per minute, X, is generally less than 9 times. The product of the volume of the oil pan 130 and the number of circulations needs to meet the unit flow rate of the lubricating oil passage 120 of the engine 100. That is, in the prior art, generally, the product of A and X is equal to the unit flow rate B of the lubricating oil passage 120. After calculating the unit flow rate of the lubricating oil passage 120 according to the performance requirements of the engine 100, the volume of the oil pan 130 is calculated by the above formula. That is, the ratio of A to B needs to be greater than one-ninth.

[0053] 2. The oil pan volume A of 130 is 2.0 to 2.5 times that of the engine displacement D of 100, that is, the ratio of A to D is between 2.0 and 2.5.

[0054] In the engine 100 provided in this application, the volume A of the oil pan 130 is smaller than that of the oil pan 130 of the prior art engine 100. That is, in the engine 100 provided in the first aspect of this application, the ratio of A to B is less than or equal to one-ninth, or the ratio of A to D is less than 2.

[0055] The engine 100 provided by the first aspect of this application can make the volume of the oil pan 130 smaller while meeting the lubrication requirements of the engine 100, thereby improving the utilization rate of the oil pan 130 volume and reducing the space occupied by the oil pan 130.

[0056] Specifically, to ensure that the oil pan 130 meets the lubrication requirements of the engine 100 while maintaining a relatively small volume, several methods can be employed. One method involves circulating a portion of the lubricating oil without passing through the oil pan 130. That is, in one embodiment, the engine 100 includes a first circulation oil passage, a second circulation oil passage, and a lubricating oil transfer component. The first circulation oil passage sequentially passes through the lubricating oil passage 120 and the oil pan 130, while the second circulation oil passage sequentially passes through the lubricating oil passage 120 and the lubricating oil transfer component. Thus, the unit flow rate of the lubricating oil passage 120 can be met by both the first and second circulation oil passages, thereby reducing the volume requirement of the oil pan 130 and allowing it to be made smaller than in the prior art.

[0057] The first and second circulating oil circuits can be combined and then supplied to the lubrication circuit 120 of the engine 100. Alternatively, the lubrication circuit 120 of the engine 100 can be divided into two independent parts, each corresponding to different parts of the engine 100. The lubricating oil from the first circulating oil circuit is supplied to one part of the lubrication circuit 120, and the lubricating oil from the second circulating oil circuit is supplied to the other part of the lubrication circuit 120.

[0058] In one embodiment of this application, the first and second circulating oil passages are combined and then supplied to the engine 100 in a lubrication passage 120, thereby simplifying the lubrication passage 120 inside the engine 100.

[0059] In one embodiment of this application, the lubricating oil transfer component includes an oil return assembly 110, which is configured to draw lubricating oil from the lubricating oil passage 120. In this embodiment, a portion of the lubricating oil is transferred through the oil return assembly 110 and no longer flows through the oil pan 130, thereby allowing the volume of the oil pan 130 to be designed to be smaller than that of the prior art.

[0060] Specifically, to ensure that the oil pan 130 meets the lubrication requirements of the engine 100 while maintaining a relatively small volume, several methods can be used. One method involves providing an oil return assembly 110 and an oil reservoir 200. The lubricating oil stored in the oil pan 130 is pumped to the oil reservoir 200, allowing the reservoir 200 to store a portion of the lubricating oil that would otherwise be stored in the oil pan 130. This allows the volume of the oil pan 130 to be designed to be smaller than in the prior art. In one embodiment, the engine 100 includes an oil return assembly 110 configured to pump lubricating oil from the housing space of the oil pan 130 to the oil reservoir 200.

[0061] The oil storage device 200 can be part of the engine 100 or an external oil storage device 200.

[0062] In one embodiment of this application, in order to ensure that the oil pan 130 meets the lubrication requirements of the engine 100 with a small volume, the first and second methods described above can be used simultaneously, namely: setting up an oil return assembly 110 and an oil storage device 200. The oil return assembly 110 includes a first type of oil return pump 114 and a second type of oil return pump 115. The first type of oil return pump 114 is configured to draw lubricating oil from the lubrication oil passage 120, and the second type of oil return pump 115 is configured to pump lubricating oil from the housing space of the oil pan 130 to the oil storage device 200.

[0063] This embodiment utilizes two methods to meet the lubrication requirements of the engine 100 with a relatively small volume of oil pan 130. This allows the oil pan 130 to have a smaller volume, thereby improving the utilization rate of the oil pan 130 volume and reducing the space occupied by the oil pan 130.

[0064] In one embodiment, under the premise of reducing the volume requirement of the oil pan 130 by adopting the first and second methods, the ratio of A to B is less than or equal to 0.0711, or in other words, the ratio of A to D is less than or equal to 1.6. It is evident that by simultaneously adopting the first and second methods, the volume of the oil pan 130 can be significantly reduced, thereby improving the utilization rate of the oil pan 130 volume and reducing the space occupied by the oil pan 130.

[0065] However, the volume of the oil pan 130 cannot be infinitely small. To meet the basic oil storage function, in some embodiments, the ratio of A to B must be greater than or equal to 0.0455, or in other words, the ratio of A to D must be greater than or equal to 1. That is, the ratio of A to B is less than or equal to 0.0711 and greater than or equal to 0.0455, and the ratio of A to D is less than or equal to 1.6 and greater than or equal to 1.

[0066] It should be noted that the unit flow rate can be obtained by measuring the flow rate within the lubrication oil passage 120 of the engine 100. For example, if the engine 100 has only one oil supply passage, the unit flow rate can be obtained by measuring the total flow rate of that oil supply passage; if the engine 100 has multiple oil supply passages, the unit flow rate can be obtained by measuring the total flow rate of all multiple oil supply passages. The unit flow rate can also be calculated using the displacement and rotational speed of the oil supply pump 116 of the engine 100. For example, if the displacement of the oil supply pump 116 of the engine 100 is 24.5 ml per revolution and the rotational speed of the oil supply pump 116 is 2000 revolutions per minute, then the unit flow rate is 49 liters per minute.

[0067] It should be noted that the displacement of engine 100 can be identified by parameters such as the nameplate or label on engine 100. For example, regardless of whether engine 100 has a displacement of 2.0T or 2.0L, the displacement of engine 100 is uniformly 2 liters; or, regardless of whether engine 100 has a displacement of 1.5T or 1.5L, the displacement of engine 100 is uniformly 1.5 liters, and so on.

[0068] It should be noted that the shell space of the oil pan 130 is not necessarily regular. Its volume can be known by measuring how many other liquids of the same volume it can hold. For example, if water is injected into the oil pan 130, and the injected water volume is 5L, the shell space of the oil pan 130 is filled with water, then the volume of the shell space of the oil pan 130 is 5L.

[0069] It should be noted that the oil pan 130 referred to in the embodiments of this application refers to a container installed at the bottom of the cylinder 140 for storing lubricating oil, and the oil pan 130 is fixedly connected to the cylinder 140.

[0070] In this embodiment, since the output power of the engine 100 varies with usage requirements during actual operation, the flow rate of lubricating oil discharged from the lubricating oil passage 120 to the oil pan 130 will also vary accordingly. If the volume of the oil pan 130 is too small, it will exceed the upper limit of lubricating oil collection capacity of the oil pan 130 at a unit flow rate of the lubricating oil passage 120; if the volume of the oil pan 130 is too large, it will still have a large volume margin at a unit flow rate of the lubricating oil passage 120, resulting in a waste of volume in the housing space.

[0071] This application limits the ratio of the volume of the oil pan 130 to the unit flow rate of the lubricating oil passage 120, so that the volume of the oil pan 130 is matched with the unit flow rate of the lubricating oil passage 120. This allows for full utilization of the volume of the oil pan 130, meeting the lubricating oil collection requirements while avoiding an excessively large oil pan 130 that would result in an excessively large overall volume of the engine 100.

[0072] The ratio of A to B can range from 0.0455 to 0.0711. Specifically, the volume of the oil pan 130 is between 2.5L and 3.2L. The unit flow rate of the lubricating oil passage 120 is between 45L / min and 55L / min.

[0073] For example, the range of values ​​for the volume and the range of values ​​for the unit flow rate within the casing space of the oil pan 130 are shown in Table 1 below:

[0074] Table 1

[0075] The unit flow rate in Table 1 was calculated and verified.

[0076] In some embodiments of this application, the number of cylinders in the engine 100 is C; wherein the ratio of A to C ranges from 0.625 to 0.8.

[0077] By adopting this approach, the ratio of the volume within the housing space to the number of cylinders in the engine 100 is limited, ensuring that the volume within the housing space matches the number of cylinders in the engine 100. This satisfies the lubricating oil collection requirements while avoiding waste caused by an excessively large volume within the housing space.

[0078] As a specific option, the number of cylinders in engine 100 can range from 4 to 8.

[0079] For example, when the engine 100 has 4 cylinders, the volume of the oil pan 130 housing space can range from 2.5L to 3.2L; when the engine 100 has 8 cylinders, the volume of the oil pan 130 housing space can range from 5.0L to 6.4L.

[0080] The displacement of engine 100 can range from 1.5 liters to 4 liters.

[0081] The ratio of A to D can range from 1 to 1.6.

[0082] Specifically, the engine 100 has a displacement of 2 liters, and the volume of the oil pan 130 ranges from 2.5L to 3.2L.

[0083] In some embodiments of this application, the height of the oil pan 130 is E mm; wherein the ratio of A to E ranges from 0.022 to 0.057. By limiting the ratio of the volume within the housing space to the height of the oil pan 130, the lubricating oil in the oil pan 130 has a suitable contact area with the bottom of the engine 100, thereby promoting heat transfer and dissipation.

[0084] For example, the ratio of A to E can range from 0.022 to 0.029, 0.029 to 0.03125, 0.03125 to 0.04, 0.04 to 0.043, or 0.043 to 0.057.

[0085] As a specific design, the height of the oil pan 130 ranges from 56mm to 112mm.

[0086] For example, the height of the oil pan 130 can be in the range of 56mm to 65mm, 65mm to 75mm, 75mm to 85mm, 85mm to 95mm, 95mm to 105mm, or 105mm to 112mm.

[0087] The ratio of A to E ranges from 0.029 to 0.043.

[0088] Specifically, the height of the oil pan 130 ranges from 75mm to 85mm, and the volume of the oil pan 130's housing space ranges from 2.5L to 3.2L.

[0089] The ratio of A to E ranges from 0.03125 to 0.04.

[0090] Specifically, the height of the oil pan 130 is 80mm, and the volume of the oil pan 130 can range from 2.5L to 3.2L.

[0091] By combining the parameters of the height of the oil pan 130, the unit flow rate of the lubricating oil in the engine 100, the number of cylinders in the engine 100, and the displacement of the engine 100, the height of the oil pan 130 and the unit flow rate of the lubricating oil in the engine 100 are matched with the number of cylinders and the displacement of the engine 100, thus meeting the unit flow rate requirements of the lubricating oil while reducing the overall height of the engine 100.

[0092] In some embodiments of this application, the engine 100 is a horizontally opposed engine 100, and the number of cylinders in the engine 100 is an even number.

[0093] In one example of this application, the engine 100 is a horizontally opposed engine 100 with 4 cylinders, an oil pan 130 with a height of 80mm, a displacement of 2.0T (corresponding to 2.0 liters), and a lubricating oil flow rate of 45 liters per minute (L / min) to 55 liters per minute (L / min) depending on the operating conditions. This combination of parameters effectively balances the height of the oil pan 130 with the lubricating oil flow rate of the engine 100.

[0094] In some embodiments of this application, the overall height of the engine 100 ranges from 311mm to 623mm. With such an overall height of the engine 100, the horizontally opposed engine 100 can be stacked on the motor to form a powertrain 300, thereby improving integration and ensuring that the powertrain 300 has a suitable overall height.

[0095] In one example of this application, the overall height of the engine 100 is 445 mm, and the height of the oil pan 130 is 80 mm.

[0096] The following is a detailed description of one implementation of the first method described above:

[0097] When the unit flow requirement is high, but the volume of the oil pan 130 is small, the lubricating oil in the cylinder block 140 may not be able to return due to structural limitations, causing it to accumulate inside the cylinder block 140. If this accumulated lubricating oil cannot participate in circulation, the engine 100 will not reach the required unit flow. In some embodiments of this application, the oil return assembly 110 is also configured to pump lubricating oil from the lubrication passage 120 to the oil reservoir 200.

[0098] By adopting this scheme, the lubricating oil in the lubricating oil circuit 120 is actively extracted by the oil return component 110, so that the lubricating oil circuit 120 is actively returned. This allows the lubricating oil to directly participate in the circulation of the lubricating oil circuit 120 without passing through the oil pan 130, thereby allowing as much lubricating oil as possible to participate in the oil circulation in order to achieve a larger unit flow rate.

[0099] That is, in this embodiment, the oil return assembly 110 and the oil storage device 200 serve as lubricating oil transfer components, and the first circulating oil path passes through the oil return assembly 110, the oil storage device 200 and the lubricating oil path 120 in sequence.

[0100] The engine 100 improves the oil return efficiency and oil pressure response time of the housing space of the lubrication oil passage 120 and the oil pan 130. Since the oil return assembly 110 is configured to provide suction to draw lubricating oil from the housing space of the lubrication oil passage 120 and the oil pan 130, the phenomenon of poor oil return in the housing space of the lubrication oil passage 120 and the oil pan 130 of the engine 100 is reduced.

[0101] In some embodiments of this application, the oil return assembly 110 is connected to a different location in the lubrication passage 120 to pump lubricating oil from the different location in the lubrication passage 120 to the oil reservoir 200.

[0102] Specifically, the different locations of the lubrication circuit 120 include at least: different lubrication locations in the cylinder head oil circuit on different sides or in the cylinder head oil circuit on the same side.

[0103] This solution improves the return efficiency and oil pressure response time at the lubrication circuit 120. Since the return component 110 is connected to different locations in the lubrication circuit 120, it pumps lubricating oil from different locations in the lubrication circuit 120 to the oil reservoir 200, reducing the phenomenon of poor return oil flow at some locations in the lubrication circuit 120 of the engine 100. At the same time, it effectively avoids situations such as cylinder flooding, low oil pressure due to insufficient oil, and bearing failure in the engine 100 when returning oil from the lubrication circuit 120.

[0104] The engine 100 can have different types of cylinder heads, such as single-cylinder heads, double-cylinder heads, and V-type cylinder heads. In some embodiments of this application, the engine 100 is a horizontally opposed engine 100, and the cylinder block 140 includes a cylinder block, a first side cylinder head, and a second side cylinder head. The first side cylinder head is located on the left side of the cylinder block, and the second side cylinder head is located on the right side of the cylinder block. The cylinder heads connect to the pistons and valve mechanisms, serving to seal and protect the interior of the engine 100.

[0105] It should be noted that the first horizontal direction X in this application is only for the convenience of introducing specific embodiments of this application, and is only used to express relative positional relationships, usually referring to the front and rear in actual use or working state. Similarly, the vertical direction Z and the second horizontal direction Y are also only used to express relative positional relationships; they only indicate approximate orientations, not absolute geometric relationships.

[0106] To improve the oil return efficiency and oil pressure response time at the lubrication oil passage 120, as shown in Figure 1, the lubrication oil passage 120 includes a first cylinder head oil passage 121 and a second cylinder head oil passage 122. The first cylinder head oil passage 121 is located inside the first cylinder head, and the second cylinder head oil passage 122 is located inside the second cylinder head. The lubricating oil in the cylinder head oil passage is guided at least to the parts in contact with the piston and valves to reduce friction and wear, and lower the temperature.

[0107] The oil return assembly 110 is provided with oil return passages that are respectively connected to the first side cylinder head oil passage 121 and the second side cylinder head oil passage 122, so that the oil return assembly 110 is connected to the lubrication oil passage 120, thereby improving the oil return efficiency of the oil return assembly 110 to the lubrication oil passage 120.

[0108] The following is a detailed description of one implementation of the second method described above:

[0109] When the unit flow demand is high and the volume of the oil pan 130 is small, the lubricating oil will overflow when it returns to the oil pan 130 due to gravity. In some embodiments of this application, the engine 100 further includes an oil return assembly 110. The oil return assembly 110 is configured to pump lubricating oil from the housing space to the oil reservoir 200.

[0110] By adopting this scheme, the lubricating oil in the housing space is actively extracted by the oil return component 110, so as to realize the active oil return of the oil pan 130, avoid the lubricating oil from overflowing from the oil pan 130, and at the same time allow as much lubricating oil as possible to participate in the oil circulation in order to achieve a larger unit flow rate.

[0111] In some embodiments of this application, the oil pan 130 is located at the bottom of the cylinder block, and the oil return assembly 110 is located within the housing space. This ensures that the center of gravity of the oil return assembly 110 is lower than that of the lubrication passage 120, and the lubricating oil is transported to the oil return assembly 110 under the combined action of its own gravity and the suction force of the oil return assembly 110, thereby improving the oil return efficiency.

[0112] The following is a detailed description of an implementation method that simultaneously employs the first and second methods described above:

[0113] In some embodiments of this application, referring to Figures 2 and 3, the return oil circuit includes: a first type of oil circuit 111, a second type of oil circuit 112, and a third type of oil circuit 113. The return oil assembly 110 includes a first type of return oil pump 114 and a second type of return oil pump 115.

[0114] The first type of oil passage 111 is connected to the first side cylinder head oil passage 121, so that the lubricating oil in the first side cylinder head oil passage 121 flows to the oil reservoir 200 under the suction provided by the oil return assembly 110. The second type of oil passage 112 is connected to the second side cylinder head oil passage 122, so that the lubricating oil in the second side cylinder head oil passage 122 flows to the oil reservoir 200 under the suction provided by the oil return assembly 110. The third type of oil passage 113 is connected to the housing space, so that the lubricating oil in the housing space of the oil pan 130 flows to the oil reservoir 200 under the suction provided by the oil return assembly 110.

[0115] The first type of return oil pump 114 is provided with a first type of oil passage 111 and a second type of oil passage 112; the second type of return oil pump 115 is provided with a third type of oil passage 113. By setting up multiple return oil pumps, which are respectively connected to the lubrication oil passage 120 and the housing space, the first type of oil passage 111, the second type of oil passage 112 and the third type of oil passage 113 can work independently, thereby improving the return oil efficiency.

[0116] By refining the return oil circuit, corresponding to the cylinder head oil circuit and the housing space of the oil pan 130 on different sides, the spatial layout of the engine 100 is simplified, which facilitates the connection of the lubrication oil circuit 120 and the housing space and the return oil assembly 110, effectively reducing the length of the connecting pipes and improving the return oil rate of the engine 100.

[0117] In some embodiments of this application, referring to FIG2, a first type of oil passage 111 is disposed on the left side of the oil return assembly 110, and a second type of oil passage 112 is disposed on the right side of the oil return assembly 110.

[0118] The above technical solution simplifies the spatial arrangement of the engine 100 by setting up the first type of oil passage 111 and the second type of oil passage 112, facilitates the connection between the oil return assembly 110 and the oil passages of different side cylinder heads, reduces the length of the connecting pipes, and thus improves the oil return efficiency.

[0119] Referring to Figures 2 and 3, the third type of oil passage 113 is located at the bottom of the oil return assembly 110, thus eliminating the need for pipeline connections. The oil return assembly 110 directly draws oil from the housing space of the oil pan 130, saving costs, reducing pressure loss, and improving pressure response time.

[0120] In some embodiments of this application, referring to Figures 2 and 4, the oil return assembly 110 includes a plurality of oil return pumps, which are arranged in the second horizontal direction Y of the oil return assembly 110. By arranging a plurality of oil return pumps, the suction force on the lubricating oil passage 120 and the housing space of the oil pan 130 is increased, thereby improving the oil return efficiency.

[0121] In some embodiments of this application, referring to FIG2, there are multiple first-type oil passages 111, which are arranged along the second horizontal direction Y of the oil return assembly 110. The multiple first-type oil passages 111 can be connected to different locations of the first side cylinder head oil passage 121.

[0122] There are multiple second-type oil passages 112, which are arranged along the second horizontal direction Y of the oil return assembly 110. These multiple second-type oil passages 112 can be connected to different locations on the first side cylinder head oil passage 121.

[0123] For example, two first-type oil passages 111 are provided in the second horizontal direction Y, and two second-type oil passages 112 are provided in the second horizontal direction Y.

[0124] By adopting this scheme, the oil return efficiency of the engine 100 is improved by setting up multiple first-type oil passages 111 and multiple second-type oil passages 112, ensuring smooth oil return in the cylinder head area of ​​the engine 100, avoiding the occurrence of oil return dead zones, and reducing the risks of dry friction, air intake and abnormal noise generated by the oil return component 110 during the oil return process of the engine 100.

[0125] In some embodiments of this application, referring to FIG3, there are multiple third-type oil passages 113, which are divided into multiple groups; in each group of third-type oil passages 113, multiple third-type oil passages 113 are arranged sequentially along the second horizontal direction Y; multiple groups of third-type oil passages 113 are arranged sequentially along the first horizontal direction X.

[0126] For example, the third type of oil passage 113 is provided with two sets in the first horizontal direction X, and each set is provided with two in the second horizontal direction Y.

[0127] By adopting this scheme, through the setting of multiple third-class oil passages 113, oil can be drawn from different positions in the housing space, ensuring smooth oil return in the housing space of the oil pan 130, avoiding the occurrence of oil return dead zone, and reducing the risks of dry friction, air suction and abnormal noise generated by the oil return component 110 during the oil return process of the engine 100.

[0128] Referring to Figure 4, in some embodiments of this application, the first type of return oil pump 114 and the second type of return oil pump 115 constitute a power coupling. Specifically, the first type of return oil pump 114 and the second type of return oil pump 115 are driven by the same oil pump 160 sprocket 151 to achieve power coupling. The oil pump sprocket 151 is connected to the crankshaft sprocket 152 of the engine 100 through a chain, thereby simplifying the driving method of multiple return oil pumps.

[0129] Referring to Figures 2 and 4, in some embodiments of this application, a first-type return oil pump 114 is disposed between two second-type return oil pumps 115. By adjusting the positional relationship between the first-type return oil pump 114 and the second-type return oil pump 115, a suitable spacing is ensured between the multiple third-type oil passages 113 along both the second horizontal direction Y and the first horizontal direction X. This ensures sufficient return of lubricating oil to various locations within the bottom space of the oil pan 130, thereby preventing the second-type return oil pump 115 from being completely emptied when the third-type oil passage 113 is in the tilt position of the engine 100, and avoiding phenomena such as poor oil return and dry grinding noise in the second-type return oil pump 115.

[0130] Referring to FIG1, in some embodiments of this application, the engine 100 further includes an oil supply pump 116. The oil supply pump 116 is connected to the oil reservoir 200 and configured to draw lubricating oil from the oil reservoir 200 so that the lubricating oil is pumped to the lubricating oil passage 120. The lubricating oil going to the main bearing of the engine block, tensioner, piston cooling jet (PCJ), turbocharger, etc. is finally collected in the housing space of the oil pan 130 through gaps or pipes, and enters the return oil pump through the third type of oil passage 113. The lubricating oil going to the cylinder head camshaft, variable valve timing system (VVT), high pressure oil pump and hydraulic tappet is finally collected in the first side cylinder head oil passage 121 and the second side cylinder head oil passage 122, and enters the return oil pump through the first type of oil passage 111 and the second type of oil passage 112. The return oil pump, through the above connection method, forces the lubricating oil in the lubricating oil passage 120 and the housing space of the oil pan 130 to return the lubricating oil, so as to realize the normal operation of the engine 100 and the reciprocating circulation of lubricating oil.

[0131] Referring to Figure 4, in some embodiments of this application, the oil return assembly 110 includes a plurality of oil return pumps arranged sequentially along the second horizontal direction Y, and the oil supply pump 116 is arranged in front of the first oil return pump in the second horizontal direction Y. The oil supply pump 116 and the plurality of oil return pumps form a dynamic coupling.

[0132] It is understood that at least two of the first type of return oil pump 114, the second type of return oil pump 115, and the supply oil pump 116 constitute a power coupling. Specifically, the first type of return oil pump 114, the second type of return oil pump 115, and the supply oil pump 116 are driven by the same oil pump sprocket 151 to achieve power coupling, and the oil pump sprocket 151 is connected to the crankshaft sprocket 152 of the engine 100 via a chain.

[0133] By utilizing the connection method and relative positional relationship between the first type of return oil pump 114, the second type of return oil pump 115, and the supply oil pump 116, the multi-pump 110a formed by the first type of return oil pump 114, the second type of return oil pump 115, and the supply oil pump 116 is positioned at a relatively low height, making full use of the lateral space within the engine 100. This facilitates the arrangement of the first type of oil passage 111, the second type of oil passage 112, and the third type of oil passage 113, enabling sufficient oil return to the housing space of the lubricating oil passage 120 and the oil pan 130. Simultaneously, it lowers the housing space of the oil pan 130 and the center of gravity of the multi-pump 110a within the engine 100, achieving continuous circulation of lubricating oil.

[0134] In some embodiments, referring to FIG2, the oil return assembly 110 has an oil outlet passage 117. The oil outlet passage 117 is connected to the oil storage device 200 and is used to deliver lubricating oil to the oil storage device 200.

[0135] In a horizontally opposed engine, the pistons are distributed on both sides of the crankshaft, moving horizontally left and right. The cylinders are also located on both sides of the crankshaft. Therefore, the horizontally opposed engine has a flat structure and a low center of gravity. The pistons move relative to each other in the horizontal direction, and the resulting vibrations can cancel each other out to some extent. When one piston moves to the left, the corresponding piston moves to the right. This balanced movement makes the engine run more smoothly. Therefore, horizontally opposed engines have the advantages of low vibration and low noise.

[0136] Meanwhile, the horizontally opposed engine, due to structural limitations, has a large lateral length, leading to instability in the crankshaft position caused by bending and torsional modes. Furthermore, the structure of the horizontally opposed engine, with its upper part housing ventilation components and decorative parts, and its lower part containing a hollow oil pan for lubrication, results in a significant difference in vertical stiffness between the upper and lower parts of the crankshaft.

[0137] As shown in Figures 5 and 6, in a second aspect, an engine 100 provided by this application includes a cylinder block 140 and a reinforcing member 143, wherein the cylinder block includes a first cylinder block 141 and a second cylinder block 142 that are horizontally opposed, and the reinforcing member 143 is disposed below the cylinder block 140 and connected between the first cylinder block 141 and the second cylinder block 142.

[0138] The reinforcing member 143 restricts the relative movement of the first cylinder block 141 and the second cylinder block 142 in the horizontal direction, thereby maintaining the integrity of the overall structure of the engine 100. Simultaneously, the reinforcing member 143, located below the first cylinder block 141 and the second cylinder block 142, enhances the structural rigidity of the lower part of the engine 100. In conjunction with the functional components above the engine 100, it ensures balanced rigidity of the engine 100 in the vertical Z direction, thereby reducing vibration transmission, lowering noise, maintaining the airtightness of the engine 100, and reducing the risk of engine 100 damage.

[0139] The embodiments of this application will be described in detail below with reference to the accompanying drawings, and the application scenarios of the embodiments of this application will be introduced first before the detailed description of the embodiments of this application.

[0140] This application provides a powertrain, which includes an engine 100.

[0141] This application provides a vehicle 10, which includes a powertrain. The vehicle 10 can be a gasoline vehicle or a hybrid vehicle powered by gasoline and other energy sources. Furthermore, the vehicle 10 can be a sedan, SUV, MPV, sports car, racing car, truck, engineering vehicle, special vehicle, or any other vehicle requiring an engine 100.

[0142] The engine 100 provided in this application can also be used in the aerospace, marine, and agricultural machinery fields. For example, the engine 100 can also be used in agricultural machinery such as airplanes, small drones, rockets, speedboats, ships, cruise ships, and tractors. The engine 100 provided in this application can also be used in power generation equipment, and can also be used in devices that require drive.

[0143] It should be noted that the oil pan 130 being located below the cylinder block means that, with the cylinder block as the reference point, "below" refers to the vertically downward direction under the influence of gravity.

[0144] Referring again to Figure 6, the oil pan 130 is located below the cylinder block 140, and the reinforcing member 143 is located in the oil pan 130.

[0145] In one possible implementation, a portion of the reinforcing member 143 is located below the first cylinder 141, and another portion of the reinforcing member 143 is located below the second cylinder 142.

[0146] When the first cylinder 141 and the second cylinder 142 are horizontally opposed, the cylinder 140 has a certain degree of stability. The reinforcing member 143 is located partly under the first cylinder 141 and partly under the second cylinder 142, which can reduce the possibility of the cylinder 140's stability being compromised due to the installation of the reinforcing member 143.

[0147] Meanwhile, the reinforcing member 143, the first cylinder block 141, and the second cylinder block 142 form a stable overall structure, improving the connection between the first cylinder block 141 and the second cylinder block 142, thereby improving the stability of the engine 100 and reducing vibration caused by piston movement.

[0148] Referring again to Figure 6, in one possible implementation, the portion of the reinforcing member 143 located below the first cylinder 141 is the first portion 1431, and the portion of the reinforcing member 143 located below the second cylinder 142 is the second portion 1432. The absolute value of the difference in mass between the first portion 1431 and the second portion 1432 is less than or equal to 15 kg.

[0149] In one possible implementation, the absolute value of the mass difference between the first part 1431 and the second part 1432 is less than or equal to 10 kg.

[0150] In one possible implementation, the absolute value of the mass difference between the first portion 1431 and the second portion 1432 is zero.

[0151] In one possible implementation, the absolute value of the difference in mass between the first portion 1431 and the second portion 1432 can be any value from 0 kg to 15 kg.

[0152] By utilizing the mass difference between the first part 1431 and the second part 1432, a corresponding mass is set based on the weight difference between the first cylinder block 141 and the second cylinder block 142, such that the sum of the masses of the first cylinder block 141 and the first part 1431 is equal to the sum of the masses of the second cylinder block 142 and the second part 1432. The first part 1431 and the second part 1432 serve to balance the mass. This improves the balance of the engine 100 in the first horizontal direction X.

[0153] Thus, during engine 100 operation, due to the uniform mass distribution in the first horizontal direction X, the inertial force and centrifugal force generated by the rotation of crankshaft 190 and the reciprocating motion of piston can cancel each other out or achieve a good balance. This reduces engine 100 vibration and noise.

[0154] Referring again to Figure 6, in one possible implementation, the first cylinder block 141 and the second cylinder block 142 are arranged horizontally in a first horizontal direction X. It should be noted that when the engine 100 is used in the vehicle 10, the first horizontal direction X refers to the width direction of the vehicle 10.

[0155] The absolute value of the difference between the length of the first part 1431 in the first horizontal direction X and the length of the second part 1432 in the first horizontal direction X is less than 600 mm.

[0156] In one possible implementation, the absolute value of the difference between the length of the first portion 1431 in the first horizontal direction X and the length of the second portion 1432 in the first horizontal direction X is less than 400 mm.

[0157] By setting the length difference between the first part 1431 and the second part 1432 in the first horizontal direction X as described above, it helps to keep the overall size of the engine 100 compact. The smaller length difference helps to lower the center of gravity of the engine 100, improving the stability and handling of the vehicle 10.

[0158] Specifically, when the length difference between the two parts is small, the mass distribution of the engine 100 is uniform, which helps to reduce vibration during operation.

[0159] When the engine 100 provided in this application is in different application scenarios, the difference between the length of the first part 1431 and the length of the second part 1432 in the first horizontal direction X of the engine 100 can be set to different lengths, which can be set according to the application scenario.

[0160] When used in vehicle 10, the difference between the length of the first part 1431 and the length of the second part 1432 in the first horizontal direction X should be less than half the length of the engine 100 in the first horizontal direction X. This reduces the space occupied by the first part 1431 and the second part 1432 in the first horizontal direction X, thereby reducing the possibility of unreasonable spatial layout of the engine 100 during installation.

[0161] Referring again to Figures 5 and 6, in one possible embodiment, the second horizontal direction Y is perpendicular to the first horizontal direction X. The first cylinder 141 and the second cylinder 142 form a spindle cavity 144, which extends along the second horizontal direction Y, and the reinforcing member 143 is located below the spindle cavity 144.

[0162] The main shaft cavity 144 is used to accommodate the crankshaft 190, and the main shaft cavity 144 is connected to the piston cavity that accommodates the piston.

[0163] The spindle cavity 144 provides a space to accommodate the crankshaft 190, allowing the crankshaft 190 to rotate stably within the space. Other spindle-related components, such as the main bearing, can also be installed within the spindle cavity 144. Furthermore, the spindle cavity 144 is the main space for providing power output.

[0164] The reinforcing member 143 is located below the main shaft cavity 144. The rotation of the crankshaft 190 and the reciprocating motion of the piston will generate multiple forces in multiple directions. The reinforcing member 143 is located below the main shaft cavity 144 to provide a support structure, enhance the rigidity below the main shaft cavity 144, and reduce the possibility of deformation of the main shaft cavity 144 under the action of these forces.

[0165] Specifically, the reinforcing member 143 can resist the impact force transmitted from the crankshaft 190 to the bottom of the main shaft cavity 144, as well as the force of the piston reciprocating motion in the horizontal direction, thereby improving the shape and dimensional stability of the main shaft cavity 144 and maintaining the normal working condition of the internal components.

[0166] In one possible implementation, the minimum distance between the reinforcing member 143 and the central axis of the spindle cavity 144 is greater than or equal to 20 mm.

[0167] In one possible implementation, the minimum distance between the reinforcing member 143 and the central axis of the spindle cavity 144 is greater than or equal to 30 mm.

[0168] For example, the minimum distance between the reinforcing member 143 and the central axis of the spindle cavity 144 can be one of 20 mm, 23 mm, 25 mm, 28 mm, 30 mm, 32 mm, 35 mm, or 40 mm.

[0169] When the engine 100 provided in this application is used in different application scenarios, the distance between the reinforcing member 143 and the central axis of the main shaft cavity 144 can be adjusted according to the overall size of the engine 100, thereby improving the flexibility of the reinforcing member 143.

[0170] When the engine 100 provided by this application is applied to the vehicle 10, the distance between the reinforcing member 143 and the central axis of the main shaft cavity 144 can be 30 mm or 32 mm. While the reinforcing member 143 provides rigidity, the length of the engine 100 in the vertical ZZ direction is reduced, thereby improving the flexibility of the engine 100.

[0171] Referring again to Figures 5 and 7, in one possible implementation, the spindle cavity 144 (see Figure 5) includes a plurality of partitions 145 spaced apart along a second horizontal direction Y.

[0172] It should be noted that the vertical direction Z refers to the direction along which gravity acts. In this application, the vertical direction Z is perpendicular to the first horizontal direction X and simultaneously perpendicular to the second horizontal direction Y.

[0173] The partition 145 can divide the internal space of the main shaft cavity 144, reduce mutual interference between different components, improve space utilization, and make the engine 100 compact.

[0174] Meanwhile, the partition 145 increases the structural strength of the main shaft cavity 144 and enhances its overall rigidity. The partition 145 reduces the transmission of piston movement force, crankshaft rotation force, and other forces, maintaining the shape stability of the main shaft cavity 144 and ensuring the normal operation of internal components such as the main shaft and bearings.

[0175] As shown in Figures 7 and 8, in one possible implementation, at least one first connection position 1411 is provided below the first cylinder 141, the first connection position 1411 being used to connect the first part 1431 of the reinforcing member 143; in the vertical direction Z, at least one first connection position 1411 is respectively disposed opposite to at least one of the plurality of partitions 145.

[0176] Compared to other parts of the main shaft cavity 144, the partition 145 has a larger thickness in the vertical direction Z and higher structural strength. Vibrations on the reinforcing member 143 can be transmitted to the partition 145 through the first connection position 1411. The partition 145 can effectively withstand and disperse these forces, thereby enhancing the rigidity of the entire bottom structure of the engine 100.

[0177] The first connection position 1411 is used to connect the first part 1431 of the reinforcing member 143. It is positioned directly opposite the bearing stop in the vertical Z direction. During the operation of the engine 100, the force borne by the partition 145 can be directly transmitted and dispersed through the reinforcing member 143. Similarly, during the operation of the engine 100, the force borne by the reinforcing member 143 can be directly transmitted and dispersed through the partition 145. When the crankshaft 190 is subjected to a huge force from the piston at the partition 145 (such as during the power stroke), this force can be transmitted vertically downward to the reinforcing member 143 and then act on the second cylinder block 142 through the reinforcing member 143.

[0178] The first connection position 1411 is positioned directly opposite the bearing stop to improve force balance, so that the force of the engine 100 in the vertical direction can be evenly distributed on the reinforcing member 143 and other related structures.

[0179] It should be noted that "directly aligned in the vertical direction Z" means that when the engine 100 is in normal installation, the first cylinder block 141 and the second cylinder block 142 are arranged horizontally in the first horizontal direction X, the main shaft cavity 144 extends along the second horizontal direction Y, the vertical direction Z is perpendicular to the first horizontal direction X and simultaneously perpendicular to the second horizontal direction Y, and the vertical direction Z is perpendicular to the ground.

[0180] "Directly opposite" means that the projection of the first connecting position 1411 on the ground along the vertical direction Z overlaps with the projection of the dividing part 145 on the ground along the vertical direction Z.

[0181] Referring again to Figures 7 and 8, in one possible embodiment, at least one second connection position 1412 is provided below the second cylinder 142. The second connection position 1412 is used to connect the second part 1432 of the reinforcing member 143. In the vertical direction Z, at least one second connection position 1412 is respectively arranged opposite to at least one of the plurality of partitions 145.

[0182] The second connection position 1412 is used to connect the second part 1432 of the reinforcing member 143. It is positioned directly opposite the bearing stop in the vertical Z direction. During the operation of the engine 100, the force borne by the partition 145 can be directly transmitted and dispersed through the reinforcing member 143. Similarly, during the operation of the engine 100, the force borne by the reinforcing member 143 can be directly transmitted and dispersed through the partition 145. When the crankshaft 190 is subjected to a huge force from the piston at the partition 145 (such as during the power stroke), this force can be transmitted vertically downward to the reinforcing member 143 and then act on the second cylinder block 142 through the reinforcing member 143.

[0183] The second connection position 1412 is positioned directly opposite the bearing stop to improve force balance, so that the force of the engine 100 in the vertical direction can be evenly distributed on the reinforcing member 143 and other related structures.

[0184] It should be noted that "directly opposite in the vertical direction Z" means that the projection of the second connecting position 1412 on the ground in the vertical direction Z overlaps with the projection of the partition 145 on the ground in the vertical direction Z.

[0185] In one possible implementation, along the first horizontal direction X, at least one first connection position 1411 is opposite to at least one second connection position 1412 along the first horizontal direction X.

[0186] At least one first connection position 1411 and at least one second connection position 1412 are positioned relative to each other along the first horizontal direction X, which can evenly distribute the load of each part of the engine 100, reduce structural stress concentration caused by off-center loading, enhance the stability of the overall structure, and reduce noise caused by vibration or external forces. It can also enhance the overall structural rigidity of the engine 100, thereby improving the durability and reliability of the engine 100 during operation.

[0187] In one possible implementation, along the first horizontal direction X, a first connection position 1411 is opposite to a plurality of second connection positions 1412 along the first horizontal direction X.

[0188] In one possible implementation, along the first horizontal direction X, a plurality of first connection positions are opposite to a second connection position 1412 along the first horizontal direction X.

[0189] In one possible implementation, along the first horizontal direction X, a plurality of first connection positions 1411 and a plurality of second connection positions 1412 are opposite each other along the first horizontal direction X. It should be noted that, in this case, a plurality of first connection positions 1411 are spaced apart along the first horizontal direction X, and a plurality of second connection positions 1412 are spaced apart along the first horizontal direction X.

[0190] Thus, when other functional components on the cylinder block 140 interfere with the connection position, the first connection position 1411 and the second connection position 1412 can be flexibly set to reduce the situation where their functions are obstructed, and facilitate the diversified settings of the engine 100.

[0191] Referring again to Figures 7 and 8, in one possible implementation, there are multiple first connection positions 1411 and multiple second connection positions 1412. In this case, the multiple first connection positions 1411 are spaced apart along the second horizontal direction Y, and the multiple second connection positions 1412 are also spaced apart along the second horizontal direction Y. The number of first connection positions 1411 is equal to the number of second connection positions 1412, and along the first horizontal direction X, the multiple first connection positions 1411 are respectively paired with the multiple second connection positions 1412.

[0192] Multiple first connection positions 1411 and multiple second connection positions 1412 are provided, and all of them are connected to the reinforcing member 143. The multiple number can reduce the concentration of local stress at a certain connection position and reduce the possibility of damage to the reinforcing member 143.

[0193] The number of first connection positions 1411 and second connection positions 1412 are equal, which can evenly distribute the stress on the first cylinder 141 and the second cylinder 142, reduce the stress concentration on the first cylinder 141 or the second cylinder 142, and thus protect the reinforcing member 143 and the cylinder 140.

[0194] Along the first horizontal direction X, multiple first connection positions 1411 are respectively opposite to multiple second connection positions 1412. This can evenly distribute the load of each part of the engine 100, reduce structural stress concentration caused by off-center loading, enhance the stability of the overall structure, and reduce noise caused by vibration or external forces.

[0195] In one possible implementation, the first connection position 1411 is not only positioned directly opposite to at least one of the plurality of partitions 145, but it can also be directly disposed on the partition 145, in which case at least a portion of the partition 145 extends to the bottom surface of the cylinder block 140. Thus, during engine operation, the partition 145 can provide good load-bearing capacity and distribute force to the cylinder block 140.

[0196] In one possible implementation, the second connection position 1412 is not only positioned directly opposite to at least one of the plurality of partitions 145, but it can also be directly disposed on the partition 145, in which case at least a portion of the partition 145 extends to the bottom surface of the cylinder block 140. Thus, during engine operation, the partition 145 can provide good load-bearing capacity and distribute force across the cylinder block 140.

[0197] In one possible implementation, the first connection position 1411 may also be located on the first cylinder block 141. Depending on the spatial arrangement of the cylinder block 140 and the arrangement and configuration of the internal structure of the engine 100, the first connection position 1411 can be located on the first cylinder block 141. This improves the ease of setting the first connection position 1411, facilitates production, and makes assembly and debugging easier, thereby increasing flexibility.

[0198] In one possible implementation, the second connection position 1412 is disposed on the second cylinder block 142. Depending on the spatial arrangement of the cylinder block 140 and the arrangement and configuration of the internal structure of the engine 100, the second connection position 1412 can be disposed on the second cylinder block 142. This improves the ease of setting the second connection position 1412, facilitates production, and makes assembly and debugging easier, thereby increasing flexibility.

[0199] In one possible implementation, the partition 145 is integrally formed with the cylinder block 140.

[0200] In other possible implementations, the partition 145 and the cylinder 140 can be connected by means of plugging, welding, snap-fitting, etc.

[0201] Referring again to Figure 7, in one possible embodiment, the partition 145 is provided with a bearing stop 1456 for bearing the crankshaft 190.

[0202] The load-bearing position 1456 provides a stable support point for the crankshaft 190, enabling it to maintain its position during rotation and thus ensuring the normal operation of the engine 100. The load-bearing position also acts as a guide, ensuring the crankshaft 190 maintains the correct trajectory during rotation and preventing misalignment or wear.

[0203] Meanwhile, the load-bearing position needs to withstand the load from the crankshaft 190, including but not limited to torque and radial force, thereby ensuring the safety and reliability of the crankshaft 190 during operation. The load-bearing position can reduce the vibration generated by the crankshaft 190 during operation and improve the balance and stability of the engine 100.

[0204] Referring again to Figures 7 and 8, in one possible embodiment, the reinforcement 143 is located in the middle of the cylinder body 140 along the second horizontal direction Y.

[0205] The reinforcement 143 being located in the middle of the cylinder body 140 means that, along the two horizontal directions Y, the reinforcement 143 is located in the middle of a plurality of partitions 145. For example, if there are five partitions 145, the reinforcement 143 may be located below the three middle partitions 145, or the reinforcement 143 may be located below the one middle partition 145. For example, if there are four partitions 145, the reinforcement 143 may be located below the two middle partitions 145.

[0206] The middle part of the cylinder block 140 is susceptible to deformation due to various forces when the engine 100 is operating. The reinforcing member 143 located in this position can enhance the rigidity of the middle part of the cylinder block 140 and prevent the cylinder block 140 from bending or twisting when subjected to high load forces (such as the inertial force of the piston when operating at high speed, the torsional force of the crankshaft 190 when outputting high torque, etc.).

[0207] Thus, the reinforcing member 143 can effectively balance the force, thereby improving the rigidity of the cylinder block 140 and the stability of the overall structure.

[0208] Referring to Figures 7, 8, 9, and 10, the spindle cavity 144, by way of example, includes five partitions 145 spaced apart along a second horizontal direction Y, namely, a first partition 1451, a second partition 1452, a third partition 1453, a fourth partition 1454, and a fifth partition 1455. It should be noted that the number of partitions 145 is related to the number of cylinders in the engine 100; in one embodiment, the number of partitions 145 is the number of cylinders plus one.

[0209] A first connecting position 1411 is provided below one of the first partition 1451, the second partition 1452, the third partition 1453, the fourth partition 1454, and the fifth partition 1455. Alternatively, two first connecting positions 1411 are provided below two of the first partition 1451, the second partition 1452, the third partition 1453, the fourth partition 1454, and the fifth partition 1455. And so on, a first connecting position 1411 may be provided below all of the first partition 1451, the second partition 1452, the third partition 1453, the fourth partition 1454, and the fifth partition 1455.

[0210] When two first connecting positions 1411 are provided below two of the first partition 1451, second partition 1452, third partition 1453, fourth partition 1454, and fifth partition 1455, they can be located below the first partition 1451 and the second partition 1452, or below the first partition 1451 and the third partition 1453, and so on, resulting in various configurations. This increases the flexibility of the first positions.

[0211] Similarly, the number and position of the second connection positions 1412 provided below one of the first partition 1451, the second partition 1452, the third partition 1453, the fourth partition 1454 and the fifth partition 1455 can be found in the number and position of the first positions.

[0212] For example, when the first connection position 1411 and the second connection position 1412 are simultaneously located below the first partition 1451, the first connection position 1411 and the second connection position 1412 are opposite each other along the first horizontal direction X.

[0213] For example, when the first connection position 1411 and the second connection position 1412 are simultaneously located below the first partition 1451 and the third partition 1453, the first connection position 1411 and the second connection position 1412 are opposite each other along the first horizontal direction X.

[0214] For example, the first connection position 1411 may be located below the first partition 1451, and the second connection position 1412 may be located below the second partition 1452, the third partition 1453, the fourth partition 1454, and the fifth partition 1455, excluding the first partition 1451.

[0215] For example, the spindle cavity 144 includes three partitions spaced apart along the second horizontal direction Y, and two cylinders are provided at this time, so the engine 100 is a two-cylinder engine.

[0216] It should be noted that in the above description, the use of "below" refers to the vertical direction Z, which is below the direction of gravity.

[0217] Referring again to Figures 8 and 11, in one possible embodiment, the engine 100 includes an oil pump 160 disposed within an oil pan 130 (see Figure 6).

[0218] The oil pump 160 includes a return oil pump, which is used to draw oil from the oil pan 130, the cylinder block 140, and the cylinder head and circulate it to the oil reservoir, thereby reducing oil adhesion and accumulation on the walls, reducing the risk of oil aging due to high temperature or oxidation, and thus maintaining the performance of the oil.

[0219] The oil pump 160 may also include an oil supply pump, which is used to draw oil from the oil pan 130, the cylinder block 140 and the cylinder head and circulate it to various parts of the engine 100, thereby improving the lubrication effect of the engine 100.

[0220] The oil pump 160 has an oil suction port 161, which is connected to the internal space of the oil pan 130.

[0221] The oil pump 160 can draw oil from the oil pan 130 through the oil inlet 161 and circulate it to various parts of the engine 100, or draw oil into the oil reservoir, thereby improving the lubrication effect of the engine 100.

[0222] This reduces oil buildup in the oil pan 130, decreases oil residence time in the oil pan 130, reduces the risk of oil aging due to high temperature or oxidation, and maintains oil performance. Simultaneously, by pumping excess oil to the oil reservoir, oil accumulation in the oil pan 130 is reduced, thereby lowering the risk of oil splashing during high engine speeds or vigorous operation, and preventing oil aeration and foaming. Furthermore, this reduces oil waste.

[0223] At the same time, the oil will not accumulate in the oil pan 130, reducing the length of the oil pan 130 in the vertical Z direction, thereby reducing the length of the engine 100 in the vertical Z direction, saving space and providing greater flexibility for the interior space layout of the vehicle 10. This allows the engine 100 to be easily installed in a lower body structure, providing sufficient freedom for the interior layout.

[0224] In one possible implementation, the number of oil suction ports 161 can be set to multiple, the position of the oil suction ports 161 can be flexibly set, and multiple oil suction ports 161 can increase the oil suction efficiency.

[0225] In one possible implementation, the oil suction port 161 faces the bottom wall of the oil pan 130 (see Figure 6). This facilitates the drawing of oil into the oil pump 160.

[0226] In one possible implementation, the oil suction port 161 faces the sidewall of the oil pan 130.

[0227] In one possible implementation, the distance between the oil suction port 161 and the bottom wall in the vertical direction Z is less than 10 mm.

[0228] Thus, when the oil pump 160 is working, reducing the distance between the oil suction port 161 and the bottom wall reduces air mixing, ensures continuous oil flow, and prevents air bubbles from affecting the lubrication effect. At the same time, it can also reduce oil retention and improve oil utilization.

[0229] In one possible implementation, the distance between the oil suction port 161 and the bottom wall in the vertical direction Z is less than 5 mm.

[0230] Shortening the distance between the oil suction port 161 and the oil pan 130 can reduce the amount of air mixed into the oil pump 160, reduce oil retention, and improve oil utilization.

[0231] For example, the distance between the oil suction port 161 and the bottom wall in the vertical direction Z can be one of 10mm, 9mm, 8mm, 7mm, 6mm, 5mm, 4mm, 3mm, 2mm, or 1mm.

[0232] In one possible implementation, the housing of the oil pump 160 forms at least a portion of the reinforcement 143.

[0233] The housing of the oil pump 160 forms a reinforcing member 143, which reduces the need for additional reinforcing members 143. This allows for increased structural strength through the oil pump 160 itself. Since the additional reinforcing member 143 is unnecessary, the overall weight of the engine 100 is reduced, saving space below the engine 100 and thus lowering costs.

[0234] Referring to Figures 11 and 12, in one possible embodiment, the engine 100 includes a rib 170 that forms at least a portion of the reinforcement 143.

[0235] By setting ribs 170, the structural strength below the cylinder block 140 is increased, the vibration resistance is improved, and the space utilization is optimized.

[0236] In one possible implementation, the portion of the rib 170 located below the first cylinder 141 is symmetrically arranged with the portion located below the second cylinder 142.

[0237] In this way, the rib 170 can be subjected to uniform force under the cylinder block 140, thereby improving the balance of the rib 170, reducing the impact of the rib 170 on the overall balance of the cylinder block 140, and thus reducing noise.

[0238] In one possible implementation, the size and shape of the rib 170 can be set according to the counterweight requirements and space requirements.

[0239] It should be noted that when the rib plate 170 is simultaneously connected to multiple first connection positions 1411 under the first cylinder block 141 and multiple second connection positions 1412 under the second cylinder block 142, a through hole can be provided in the middle of the rib plate 170. The through hole provides clearance space for the installation of other components. At the same time, the through hole can also reduce the weight of the rib plate 170.

[0240] In one possible implementation, an oil pump 160 and a rib 170 are provided simultaneously. The rib 170 is located between the oil pump 160 and the cylinder block 140 and is connected to the oil pump 160 and the cylinder block 140.

[0241] In one possible implementation, an oil pump 160 and a rib 170 are provided simultaneously, and the rib 170 and the oil pump 160 are arranged in the second horizontal direction Y.

[0242] Thus, the above settings can increase the number of ways to install the oil pump 160 and the rib plate 170, making the settings more flexible.

[0243] In related technologies, the powertrain is one of the key assemblies of a vehicle. Within the powertrain, the engine can connect to an electric motor to generate electricity, converting the engine's kinetic energy into electrical energy. When the engine and motor are directly connected or only through a speed-increasing gear, the power transmission path between them is short, and the crankshaft vibration of the engine is still relatively large when transmitted to the motor, affecting the motor's power generation efficiency.

[0244] In view of this, this application proposes a powertrain 300. Figures 13 to 28 are schematic diagrams of some embodiments of the powertrain provided in this application. In the powertrain 300 provided in this application, the vibration transmitted from the engine 100 to the first motor 311 is small, which improves the power generation efficiency of the first motor 311. The powertrain 300 will be described in detail below with reference to the main drawings.

[0245] Please refer to Figures 13 and 14. In a third aspect, a powertrain 300 is provided for a vehicle 10. The powertrain 300 includes a power generation system 310, which includes an engine 100 and a first motor 311. The engine 100 is connected to the first motor 311 to drive the first motor 311 to generate electricity. The engine 100 includes a plurality of cylinders 180. In a first horizontal direction X of the engine 100, some of the cylinders 180 are located on one side of the first motor 311, and some of the cylinders 180 are located on the other side of the first motor 311.

[0246] Wherein, the second horizontal direction Y of the engine 100 is the extension direction of the crankshaft 190 of the engine 100. When the engine 100 is longitudinally mounted on the vehicle 10, the second horizontal direction Y of the engine 100 is the front-rear direction of the vehicle 10; when the engine 100 is transversely mounted on the vehicle 10, the second horizontal direction Y of the engine 100 is the left-right direction of the vehicle 10.

[0247] The vertical direction Z of engine 100 is the direction of gravity when engine 100 is applied to vehicle 10, and the vertical direction Z of engine 100 is consistent with the vertical direction Z of vehicle 10.

[0248] The first horizontal direction X of the engine 100 is perpendicular to the second horizontal direction Y and the vertical direction Z of the engine 100. When the engine 100 is longitudinally mounted on the vehicle 10, the first horizontal direction X of the engine 100 is the left-right direction of the vehicle 10; when the engine 100 is transversely mounted on the vehicle 10, the first horizontal direction X of the engine 100 is the front-rear direction of the vehicle 10.

[0249] It should be noted that when the engine 100 is applied to the vehicle 10, the engine 100 can be mounted longitudinally or transversely; there is no limitation here, and the arrangement can be based on the actual situation. Compared with the longitudinal mounting implementation, the transversely mounted engine 100 on the vehicle 10 can also achieve the counterweight balance of the vehicle 10 in the first horizontal direction X.

[0250] The following explanation uses an engine 100 mounted transversely on a vehicle 10 as an example. Specifically, the second horizontal direction Y of the engine 100 aligns with the longitudinal direction of the vehicle 10, the vertical direction Z of the engine 100 aligns with the vertical direction of the vehicle 10, and the first horizontal direction X of the engine 100 aligns with the left-right direction of the vehicle 10. Unless otherwise specified, the second horizontal direction Y can refer to either the longitudinal direction of the engine 100 or the longitudinal direction of the vehicle 10. Similarly, the first horizontal direction X can refer to either the left-right direction of the engine 100 or the left-right direction of the vehicle 10. The vertical direction Z can refer to either the vertical direction Z of the engine 100 or the vertical direction Z of the vehicle 10.

[0251] In the embodiments of this application, the pistons in the cylinders 180 are all connected to the crankshaft 190 located in the middle of the first horizontal direction X. The crankshaft 190 is connected to the first motor 311. Fuel combustion in the cylinders 180 pushes the pistons to move, thereby driving the crankshaft 190 to rotate, and in turn driving the first motor 311 to generate electricity. Since in the embodiments of this application, along the first horizontal direction X of the engine 100, some cylinders 180 are located on one side of the first motor 311, and other cylinders 180 are located on the other side of the first motor 311, the vibrations applied to the crankshaft 190 by the left and right cylinders 180 can cancel each other out, the vibration transmitted from the engine 100 to the first motor 311 is smaller, and the power generation efficiency of the first motor 311 is improved.

[0252] Among them, the engine 100 can be a horizontally opposed engine 100, and the vibration cancellation effect of the cylinder 180 is better.

[0253] In some embodiments, referring to Figures 13 and 14, the first motor 311 can be a generator or a motor capable of driving the wheels to rotate. To realize the driving function of the first motor 311, a clutch needs to be provided between the first motor 311 and the crankshaft 190 to prevent the first motor 311 from dragging the crankshaft 190 to rotate when driving the wheels; a transmission mechanism also needs to be provided between the first motor 311 and the wheels so that the power of the first motor 311 can be transmitted to the wheels.

[0254] In some embodiments, referring further to Figures 13 and 14, the first motor 311 is located on one side of the engine 100 in the second horizontal direction Y of the vehicle 10. The first motor 311 can be located behind the engine 100, thus protecting it from direct impact from the front of the vehicle 10. Alternatively, the first motor 311 can be located in front of the engine 100 to utilize airflow from the front of the vehicle 10 for cooling while the vehicle 10 is in motion.

[0255] In some embodiments, referring to FIG20, the power generation system 310 further includes a first controller 314, which is electrically connected to the first motor 311 to control the first motor 311.

[0256] Specifically, the first controller 314 is located on the side of the first motor 311 facing away from the engine 100 in the second horizontal direction Y of the vehicle 10. The first controller 314 can be located after the first motor 311, so that the first motor 311 can protect the first controller 314 and reduce the impact on the first controller 314 from the front of the vehicle 10. The first controller 314 can also be located in front of the first motor 311 to utilize the airflow from the front of the vehicle 10 for heat dissipation when the vehicle 10 is in motion.

[0257] Specifically, the first controller 314 is located on the side of the first motor 311 facing away from the engine 100 in the second horizontal direction Y of the vehicle 10. In this case, the first motor 311 can be an axial flux motor. Compared with a radial flux motor, an axial flux motor has a shorter axial dimension, allowing the first controller 314 to be located on the side of the first motor 311 facing away from the engine 100 without affecting the space of the passenger compartment. In addition, with the first controller 314 and the first motor 311 on the same side of the engine 100 in the second horizontal direction Y, and the first controller 314 located next to the first motor 311, the wiring harness length between the first controller 314 and the first motor 311 can be shortened, thereby improving the integration of the powertrain 300.

[0258] In some embodiments, the first controller 314 may also be located on one side of the first motor 311 in the first horizontal direction X of the engine 100, thereby reducing the overall size of the power generation system 310 in the second horizontal direction Y of the vehicle 10. In this case, the first controller 314 and the first motor 311 are on the same side of the engine 100 in the second horizontal direction Y, and the first controller 314 is located next to the first motor 311, which can shorten the wiring harness length between the first controller 314 and the first motor 311, thereby improving the integration of the powertrain 300.

[0259] In some embodiments, referring to FIG21, the power generation system 310 further includes an intake manifold 316, which is disposed along a second horizontal direction Y on the side of the engine 100 opposite to the first motor 311. In the event of an accidental collision of the vehicle 10, the intake manifold 316 can act as a buffer to protect the engine 100 and prevent damage to components such as the engine 100.

[0260] It should be noted that at this time, the first motor 311 is located behind the engine 100. The intake manifold 316 does not necessarily need to be located directly in front of the engine 100. As long as a portion of the intake manifold 316 is in front of the engine 100 in the vertical Z-direction projection, a buffering effect can be achieved. To achieve air intake, the intake manifold 316 can be located on one side of the engine 100 in the vertical Z-direction, and a portion of it can protrude from the engine 100 along the second horizontal Y-direction to achieve the buffering function of the intake manifold 316.

[0261] Specifically, the intake manifold 316 includes a main pipe 3161 and two branch pipes 3162. The two branch pipes 3162 extend from the main pipe and are located on the left and right sides of the main pipe 3161, respectively. The main pipe 3161 is used to connect to the outside, and the two branch pipes 3162 are located on both sides of the main pipe 3161. One branch pipe 3162 is connected to a cylinder 180 located on one side of the first motor 311, and the other branch pipe 3162 is connected to a cylinder 180 located on the other side of the first motor 311. The connection method between the intake manifold 316 and the multiple cylinders 180 can refer to the conventional settings in the art, and will not be described in detail here.

[0262] When manufactured separately, the first motor 311, engine 100, and accessories can be assembled into a single powertrain 300, forming a range extender, which is then supplied to the vehicle manufacturer for assembly into the vehicle 10. That is, the powertrain 300 is a power generation assembly, comprising only the power generation system 310. The accessories can be accessories for the engine 100, such as a turbocharger, intake manifold 316, and exhaust manifold 315, or accessories for the first motor 311, such as the first controller 314 and wiring harnesses.

[0263] In some embodiments, referring to FIG13, the powertrain 300 further includes a drive system 320, wherein the intake manifold 316 may also be located between the engine 100 and the drive system 320 in the vertical direction Z of the vehicle 10. This reduces the size of the powertrain 300 in the second horizontal direction Y and the first horizontal direction X of the vehicle 10.

[0264] At this point, the power generation system 310 and the drive system 320 can be integrated into a powertrain 300, which can then be supplied to the vehicle manufacturer for assembly into the vehicle 10.

[0265] In some embodiments, referring to Figures 13 and 15, the powertrain 300 further includes a drive system 320, which is adapted to be directly or indirectly connected to the power generation system 310, thereby having multiple driving modes. The power generation system 310 and the drive system 320 can be manufactured simultaneously, or they can be manufactured separately and then assembled. The power generation system 310 can be indirectly connected to the drive system 320 through a battery pack, in which case the power generation system 310 charges the battery pack, and the battery pack discharges to the drive system 320. Alternatively, the power generation system 310 can be directly connected to the drive system 320 to discharge to it; in this case, the drive system 320 can simultaneously receive electrical energy from both the power generation system 310 and the battery pack, improving the output performance of the drive system 320 and adapting to the high-speed, high-torque usage scenarios of the vehicle 10, such as the extreme acceleration scenarios of the vehicle 10.

[0266] In some embodiments, referring to Figures 13 and 15, the drive system 320 is disposed on one side of the power generation system 310 in the vertical direction Z of the vehicle 10. The drive system 320 is disposed below the power generation system 310, specifically below the engine 100. This reduces the size of the powertrain 300 in the second horizontal direction Y and the first horizontal direction X of the vehicle 10, and also reduces the distance between the drive system 320 and the wheels of the vehicle 10 in the vertical direction Z, simplifying the structure of the transmission 322 and facilitating its arrangement. Alternatively, the drive system 320 may be disposed above the power generation system 310, specifically above the engine 100. This also reduces the size of the powertrain 300 in the second horizontal direction Y and the first horizontal direction X of the vehicle 10.

[0267] In some embodiments, please refer to FIG16, the drive system 320 includes a drive motor 321 and a second controller 323. The second controller 323 is electrically connected to the drive motor 321 and is used to control the operation of the drive motor 321. The drive motor 321 is adapted to drive the wheels of the vehicle 10.

[0268] In some embodiments, referring to FIG16, the second controller 323 and the drive motor 321 are arranged along a second horizontal direction Y. In this second horizontal direction Y, the second controller 323 is positioned before the drive motor 321 to utilize airflow from the front of the vehicle 10 for heat dissipation when the vehicle 10 is in motion. In other embodiments, the second controller 323 is positioned after the drive motor 321 in the second horizontal direction Y. This allows the drive motor 321 to protect the second controller 323, reducing the impact on the second controller 323 from the front of the vehicle 10.

[0269] In some embodiments, referring to FIG16, the drive system 320 further includes two transmissions 322, which are disposed on opposite sides of the drive motor 321 along the first horizontal direction X of the vehicle 10; wherein, the second controller 323 is located between the two transmissions 322. This arrangement allows for efficient use of the space between the two transmissions 322 to install the drive motor 321 and the second controller 323, improving space utilization and making the structure more compact. Furthermore, the two transmissions 322 can protect the drive motor 321 and the second controller 323, reducing the impact on the drive motor 321 and the second controller 323 from the first horizontal direction X of the vehicle 10.

[0270] In some embodiments, the second controller 323 may also be located between the drive motor 321 and the power generation system 310 in the vertical direction Z of the vehicle 10. This reduces the size of the powertrain 300 in the second horizontal direction Y and the first horizontal direction X of the vehicle 10.

[0271] In some embodiments, referring to FIG16, the drive system 320 includes two drive motors 321, and a second controller 323 is electrically connected to the two drive motors 321. The two drive motors 321 are arranged along the first horizontal direction X of the vehicle 10. The second controller 323 is located between the two drive motors 321. This reduces the size of the powertrain 300 in the second horizontal direction Y of the vehicle 10.

[0272] In some embodiments, the number of drive motors 321 is at least one, and the number of transmissions 322 is at least one. Each transmission 322 is connected to a corresponding drive motor 321 and is located on one side of the drive motor 321 in the first horizontal direction X of the vehicle 10. Specifically, the number of drive motors 321 can be one, and the number of transmissions 322 can be one. The transmission 322 is provided with a differential, and the drive motor 321 is adapted to drive two wheels of the vehicle 10 arranged along the first horizontal direction X of the vehicle 10 through the differential in the transmission 322. The number of drive motors 321 can be one, and the number of transmissions 322 can be two. Each drive motor 321 is adapted to drive one of the wheels of the vehicle 10 arranged along the first horizontal direction X of the vehicle 10 through the correspondingly connected transmission 322.

[0273] In some embodiments, referring to FIG17, the second controller 323 and the first controller 314 are disposed on one side of the drive motor 321 along the second horizontal direction Y of the vehicle 10. The second controller 323 and the first controller 314 can be disposed before the drive motor 321 to utilize airflow from the front of the vehicle 10 for heat dissipation when the vehicle 10 is in motion. The second controller 323 and the first controller 314 can also be disposed after the drive motor 321. This allows the drive motor 321 to protect the second controller 323 and the first controller 314, reducing the impact on the second controller 323 and the first controller 314 from the front of the vehicle 10. When the drive system 320 is disposed on one side of the power generation system 310 in the vertical direction Z of the vehicle 10, and the second controller 323 and the first controller 314 are disposed on one side of the drive motor 321 along the second horizontal direction Y of the vehicle 10, the powertrain 300 can be a relatively regular cuboid structure with high integration.

[0274] In some embodiments, the second controller 323 and the first controller 314 are located between the two transmissions 322. This arrangement allows for efficient use of the space between the two transmissions 322 to install the drive motor 321, the second controller 323, and the first controller 314. On the one hand, it improves space utilization and makes the structure compact. On the other hand, the two transmissions 322 can protect the drive motor 321, the second controller 323, and the first controller 314, thereby reducing the impact on the drive motor 321, the second controller 323, and the first controller 314 from the first horizontal direction X of the vehicle 10.

[0275] In some embodiments, the second controller 323 and the first controller 314 are housed in the same electrical control box, which can improve the degree of integration.

[0276] In some embodiments, referring to Figure 22, the power generation system 310 and the drive system 320 are fixedly connected. The engine 100, the first motor 311, and the drive motor 321 are rigidly directly connected. This rigid direct connection improves connection strength, enhances structural stability, and results in a compact structure with less space required. In Figure 22, the circles indicate the connection positions between the first motor 311, the engine 100, and the drive motor 321. As can be seen from Figure 22, the rigid direct connection reduces the space occupied by the three components, resulting in a more compact structure.

[0277] Referring to Figure 23, in some embodiments, one of the power generation system 310 and the drive system 320 is provided with a groove 350, and the other is provided with a positioning member 340. The positioning member 340 is engaged with the groove 350 to fix the power generation system 310 and the drive system 320.

[0278] In some embodiments, taking the first motor 311 and the engine 100 as examples, the engine 100 is provided with a connector, one end of which is connected to the first motor 311. Since the first motor 311 and the engine 100 are rigidly directly connected, there will be a gap between the first motor 311 and the engine 100. Please refer to Figure 23. One end of the connector is provided with a groove 350, and a gasket 330 is provided in the groove 350. The gasket 330 can fill the gap between the first motor 311 and the engine 100, thereby ensuring the stability of the connection between the first motor 311 and the engine 100.

[0279] In some embodiments, an opening is provided on one side of the groove 350. When the engine 100 and the first motor 311 are connected, the opening allows calipers to pass through, thereby measuring the gap between the engine 100 and the first motor 311. By selecting a suitable thickness or a suitable number of shims 330 based on the size of the gap, the tightness of the connection between the first motor 311 and the engine 100 can be ensured.

[0280] In some embodiments, please refer to Figures 23 and 24, a positioning hole is formed in the gasket 330, and the positioning member 340 is fixed to the connector through the positioning hole. The other end of the positioning member 340 is connected to the first motor 311, thereby fixing the first motor 311 and the engine 100.

[0281] It should be noted that the positioning component 340 includes an elastic element. For example, the positioning component 340 is an elastic pin. The purpose of using an elastic element is to improve the stability of the connection between the engine 100 and the first motor 311. When the first motor 311 or the engine 100 shakes or displaces slightly, the positioning component 340 can undergo elastic deformation, allowing the first motor 311 and the engine 100 to undergo slight displacement within the elastic deformation stroke of the positioning component 340, thus relieving external forces and preventing damage to the engine 100 or the first motor 311.

[0282] In some embodiments, please refer to Figures 18, 19 and 20, the powertrain 300 further includes a first component 313, the first component 313 and the first motor 311 are both located on the same side of the engine 100 along the second horizontal direction Y of the engine 100, and the first component 313 is located on the side of the first motor 311 along the first horizontal direction X of the engine 100.

[0283] Since the size of the first motor 311 in the first horizontal direction X of the engine 100 is smaller than the size of the engine 100 itself in the first horizontal direction X of the engine 100, there is a certain space for the first motor 311 in the first horizontal direction X of the engine 100. In this embodiment, this space is used to set up the first component 313, thereby improving the integration of the powertrain 300.

[0284] The first component 313 may be at least one of a catalytic converter, a turbocharger, an EGR (Exhaust Gas Recirculation) system, an electrical control box, an oil-gas separator, and an oil reservoir. The catalytic converter is adapted to be connected to the exhaust manifold 315 to catalyze the exhaust gas in the exhaust manifold 315. The turbocharger is adapted to pressurize the intake air of the engine 100 through the exhaust gas of the engine 100. The EGR system is adapted to return a portion of the exhaust gas discharged from the engine 100 to the intake manifold 316. At least one of a second controller 323 and a first controller 314 may be housed in the electrical control box. The oil-gas separator is adapted to separate the blow-by gas, recover the oil, and return it to the combustion chamber. The oil reservoir is adapted to store engine oil. The second component 312 may be at least one of the electrical control box, the oil-gas separator, and the oil reservoir.

[0285] In some embodiments, the first component 313 may be biasedly disposed on one side of the engine 100 in the second horizontal direction Y, that is, in one of the projection planes perpendicular to the second horizontal direction Y of the engine 100, the first component 313 is located on one side of the engine 100 along the second horizontal direction Y of the engine 100. Alternatively, in other embodiments, the first component 313 may be biasedly disposed on one side of the first motor 311 in the first horizontal direction X, that is, in one of the projection planes perpendicular to the first horizontal direction X of the engine 100, the first component 313 is located on one side of the first motor 311 along the first horizontal direction X of the engine 100.

[0286] In this embodiment, the integration of the powertrain 300 is improved by providing the first component 313.

[0287] Please refer to Figure 18. A first protective space is formed between the engine 100 and the first motor 311. Specifically, the first protective space is formed by the side of the engine 100 near the first motor 311 along the second horizontal direction Y and the side of the first motor 311 near the right side along the first horizontal direction X. The first component 313 is disposed within the first protective space. In this embodiment, the side of the engine 100 near the first motor 311 and the right side of the first motor 311 enclose a space resembling a triangle. By placing the first component 313 within the first protective space, in the event of a collision, the engine 100 and the first motor 311 can, to a certain extent, protect the first component 313 within the first protective space, preventing damage to the first component 313. Especially when the first component 313 is an electrical control box, it can prevent the electrical control box from catching fire due to impact.

[0288] A second protective space is also formed between the engine 100 and the first motor 311. Specifically, the side of the engine 100 near the first motor 311 along the second horizontal direction Y and the side of the first motor 311 near the left side along the first horizontal direction X form the second protective space, and the second component 312 is disposed within the second protective space. In this embodiment, the side of the engine 100 near the first motor 311 and the left side of the first motor 311 enclose a space similar to a triangle, namely the second protective space. By placing the second component 312 within the second protective space, in the event of a collision, the engine 100 and the first motor 311 can protect the second component 312 within the second protective space to a certain extent, preventing damage to the second component 312. Especially when the second component 312 is an electrical control box, it can prevent the electrical control box from catching fire due to impact.

[0289] When the temperature of the first component 313 is high, for example, when the first component 313 includes at least one of a catalyst, a turbocharger and an EGR system, a heat insulation component is also required between the first component 313 and the first motor 311. The heat insulation component is used to insulate the heat of the first component 313 and reduce the impact on the first motor 311.

[0290] It should be noted that the specific type of insulation component is not limited; it can be selected based on the actual situation. For example, the insulation component can be an insulation cover, an insulation pad, or an insulation sponge, etc.

[0291] In some embodiments, referring to Figures 26, 27, and 28, the powertrain 300 further includes at least one first mount 317 on which the power generation system 310 is mounted. The first mount 317 can independently dampen the power generation system 310. Furthermore, the drive system 320 can be rigidly connected to the power generation system 310, so that the power generation system 310 is mounted on at least one first mount 317. This allows for damping of both the drive system 320 and the power generation system 310 via the first mount 317, thus reducing the number of mounts required.

[0292] In some embodiments, the power generation system 310 further includes a plurality of first mounts 317, which are disposed on the engine 100 and positioned according to the center of gravity of the power generation system 310. It should be noted that the number of first mounts 317 is not limited and can be selected according to actual conditions.

[0293] In some embodiments, referring to FIG26, two first suspensions 317 are provided, and the two first suspensions 317 are provided on opposite sides of the engine 100 along the first horizontal direction X of the vehicle 10, so as to stably dampen vibrations in the first horizontal direction X of the vehicle 10.

[0294] In some embodiments, referring to FIG27, three first mounts 317 are provided. The engine 100 is located on one side of the first motor 311 along the second horizontal direction Y of the vehicle 10, wherein one first mount 317 is located on the side of the engine 100 opposite to the first motor 311 along the second horizontal direction Y, and the other two first mounts 317 are located on opposite sides of the engine 100 along the first horizontal direction X. In this way, stable shock absorption can be achieved in the first horizontal direction X of the vehicle 10, and shock absorption can be achieved in the second horizontal direction Y of the vehicle 10, while saving the number of mounts.

[0295] In some embodiments, referring to FIG28, four first suspensions 317 are provided, and the four first suspensions 317 are provided on opposite sides of the engine 100 along the second horizontal direction Y of the vehicle 10.

[0296] In some embodiments, referring to FIG25, the powertrain 300 further includes at least one second mount 324 on which the drive system 320 is mounted. The second mount 324 can independently dampen the drive system 320.

[0297] In some embodiments, the power generation system 310 is rigidly connected to the drive system 320, and is mounted on at least one second mount 324 via the drive system 320. This allows for vibration damping of both the drive system 320 and the power generation system 310 via the second mount 324, reducing the number of mounts required. Exemplarily, four second mounts 324 are provided, positioned on opposite sides of the drive system 320 along the second horizontal direction Y of the vehicle 10, enabling stable vibration damping in the second horizontal direction Y of the vehicle 10.

[0298] In other embodiments, the power generation system 310 is rigidly connected to the drive system 320 so that it is mounted on at least one first mount 317. This allows the first mount 317 to dampen vibrations in both the drive system 320 and the power generation system 310, reducing the number of mounts required. For example, four first mounts 317 are provided, positioned on opposite sides of the drive system 320 along the second horizontal direction Y of the vehicle 10, enabling stable vibration damping in this direction.

[0299] According to a second aspect of this application, a vehicle 10 is provided, as shown in FIG29, which includes the powertrain 300 described above. The vehicle 10 has all the beneficial effects of the powertrain 300, which will not be repeated here.

[0300] The vehicle 10 can be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions on it.

[0301] In some embodiments, the vehicle 10 further includes an oil storage device 200. The oil storage device 200 is used to store lubricating oil flowing to the lubrication passage 120.

Claims

1. An engine (100), comprising: The cylinder block (140) has a lubrication passage (120); Oil pan (130); Wherein, the volume of the oil pan (130) is A liters, and the unit flow rate of the lubricating oil circuit (120) is B liters per minute; wherein, the ratio of A to B is less than or equal to one-ninth.

2. The engine (100) according to claim 1, wherein, The ratio of A to B is less than or equal to 0.0711 and greater than or equal to 0.0455.

3. An engine (100) having a displacement of D liters, the engine (100) including an oil pan (130) having a volume of A liters in the housing space of the oil pan (130), wherein the ratio of A to D is less than 2.

4. The engine (100) according to claim 3, wherein, The ratio of A to D is less than or equal to 1.6 and greater than or equal to 1.

5. The engine (100) according to any one of claims 1 to 4, wherein, The number of cylinders in the engine (100) is C; The ratio of A to C ranges from 0.625 to 0.

8.

6. The engine (100) according to any one of claims 1 to 5, wherein, The height of the oil pan (130) is E mm; The ratio of A to E ranges from 0.022 to 0.

057.

7. The engine (100) according to any one of claims 1 to 6, wherein, The height of the oil pan (130) ranges from 56 mm to 112 mm; and / or The unit flow rate of the lubricating oil in the engine (100) ranges from 45 liters per minute to 55 liters per minute; and / or The number of cylinders of the engine (100) ranges from 4 to 8, and the displacement of the engine (100) ranges from 1.5 liters to 4 liters.

8. The engine (100) according to any one of claims 1 to 7, wherein, The engine (100) is a horizontally opposed engine (100), and the number of cylinders of the engine (100) is an even number.

9. The engine (100) according to any one of claims 1 to 8, wherein, The overall height of the engine (100) ranges from 311mm to 623mm.

10. The engine (100) according to any one of claims 1 to 9, wherein, The engine (100) includes: The cylinder block (140) has a lubrication passage (120); The oil return assembly (110) is configured to pump lubricating oil from the lubricating oil passage (120) to the oil reservoir (200).

11. The engine (100) according to claim 10, wherein, The oil return assembly (110) is also configured to pump lubricating oil from the housing space to the oil reservoir (200).

12. The engine (100) according to claim 11, wherein, The return oil assembly (110) is connected to a different location in the lubrication passage (120) to pump lubricating oil from the different location in the lubrication passage (120) to the oil reservoir (200).

13. The engine (100) according to claim 12, wherein, The cylinder block (140) includes: Cylinder block (140); The first side cylinder head is installed on the left side of the cylinder body (140); The second cylinder head is installed on the right side of the cylinder body (140); The lubrication circuit (120) includes a first side cylinder head oil circuit (121) and a second side cylinder head oil circuit (122). The first side cylinder head oil circuit (121) is located inside the first side cylinder head, and the second side cylinder head oil circuit (122) is located inside the second side cylinder head. The oil return assembly (110) is provided with oil return passages respectively connected to the first side cylinder head oil passage (121) and the second side cylinder head oil passage (122), so that the oil return assembly (110) is connected to the lubrication oil passage (120).

14. The engine (100) according to any one of claims 10-13, wherein, The oil pan (130) is located at the bottom of the cylinder (140), and the oil return assembly (110) is located within the housing space.

15. The engine (100) according to claim 13 or 14, wherein, The return oil circuit includes: The first type of oil passage (111) is connected to the first side cylinder head oil passage (121); The second type of oil passage (112) is connected to the second side cylinder head oil passage (122); The third type of oil passage (113) is connected to the housing space.

16. The engine (100) according to claim 15, wherein, The first type of oil passage (111) is located on the left side of the oil return assembly (110), the second type of oil passage (112) is located on the right side of the oil return assembly (110), and the third type of oil passage (113) is located at the bottom of the oil return assembly (110).

17. The engine (100) according to claim 15 or 16, wherein, The oil return assembly (110) includes a plurality of oil return pumps (160), which are arranged in the second horizontal direction of the oil return assembly (110).

18. The engine (100) according to claim 17, wherein, The number of the first type of oil passage (111) is multiple, and the multiple first type of oil passages (111) are arranged along the second horizontal direction of the oil return assembly (110); and / or The number of the second type of oil passage (112) is multiple, and the multiple second type of oil passage (112) are arranged along the second horizontal direction of the oil return assembly (110).

19. The engine (100) according to claim 17 or 18, wherein, The number of the third type of oil passage (113) is multiple, and the third type of oil passage (113) is divided into multiple groups; In each group of the third type of oil passages (113), multiple third type oil passages (113) are arranged sequentially along the second horizontal direction; Multiple sets of the third type of oil passages (113) are arranged sequentially along the first horizontal direction; Wherein, the first horizontal direction and the second horizontal direction are perpendicular to each other.

20. The engine (100) according to any one of claims 17 to 19, wherein, The multiple return oil pumps (160) are divided into: The first type of return oil pump (160)(114) is provided with a first type of oil passage (111) and a second type of oil passage (112); The second type of return oil pump (160)(115) is equipped with the third type of oil circuit (113).

21. The engine (100) according to claim 20, wherein, The first type of return oil pump (160)(114) and the second type of return oil pump (160)(115) constitute a dynamic coupling.

22. The engine (100) according to claim 20 or 21, wherein, The first type of return oil pump (160) (114) is arranged between the second type of return oil pump (160) (115).

23. The engine (100) according to any one of claims 17 to 22, wherein the engine (100) further comprises: An oil supply pump (160) (116) is connected to an oil storage device (200) and configured to deliver lubricating oil from the oil storage device (200) to the lubricating oil passage (120).

24. The engine (100) according to claim 23, wherein, The oil return assembly (110) includes a plurality of oil return pumps (160) arranged sequentially along the second horizontal direction. The oil supply pumps (160)(116) are arranged on one side of the first oil return pump (160) in the second horizontal direction. The oil supply pumps (160)(116) and the plurality of oil return pumps (160) form a power coupling.

25. The engine (100) according to claim 24, wherein, The oil return assembly (110) has: The oil outlet line (117) is connected to the oil storage device (200).

26. An engine (100), comprising: Cylinder block (140), the cylinder block (140) comprising a first cylinder block (141) and a second cylinder block (142) horizontally opposed to each other; A reinforcing member (143) is disposed below the cylinder body (140) and connected between the first cylinder body (141) and the second cylinder body (142).

27. The engine (100) according to claim 26, wherein the engine (100) further comprises: An oil pan (130) is disposed below the cylinder block (140), and the reinforcing member (143) is located inside the oil pan (130); A portion of the reinforcing member (143) is located below the first cylinder (141), and another portion of the reinforcing member (143) is located below the second cylinder (142).

28. The engine (100) according to claim 26 or 27, wherein, The portion of the reinforcing member (143) located below the first cylinder (141) is the first portion (1431), and the portion of the reinforcing member (143) located below the second cylinder (142) is the second portion (14312). The absolute value of the difference in mass between the first part (1431) and the second part (14312) is less than or equal to 15 kg.

29. The engine (100) according to claim 28, wherein, The absolute value of the difference in mass between the first part (1431) and the second part (14312) is less than or equal to 10 kg.

30. The engine (100) according to claim 28 or 29, wherein, The first cylinder (141) and the second cylinder (142) are arranged horizontally in the first horizontal direction; The absolute value of the difference between the length of the first part (1431) in the first horizontal direction and the length of the second part (14312) in the first horizontal direction is less than 600 mm.

31. The engine (100) according to claim 30, wherein, The absolute value of the difference between the length of the first part (1431) in the first horizontal direction and the length of the second part (14312) in the first horizontal direction is less than 400 mm.

32. The engine (100) according to any one of claims 26 to 31, wherein, The first cylinder (141) and the second cylinder (142) are arranged horizontally in a first horizontal direction, and the second horizontal direction is perpendicular to the first horizontal direction; the first cylinder (141) and the second cylinder (142) form a spindle cavity (144), the spindle cavity (144) extends along the second horizontal direction, and the reinforcing member (143) is located below the spindle cavity (144).

33. The engine (100) according to claim 32, wherein, The minimum distance between the reinforcing member (143) and the central axis of the main shaft cavity (144) is greater than or equal to 20 mm.

34. The engine (100) according to claim 33, wherein, The minimum distance between the reinforcing member (143) and the central axis of the main shaft cavity (144) is greater than or equal to 30 mm.

35. The engine (100) according to any one of claims 32 to 34, wherein, The cylinder body (140) includes a plurality of partitions (145) spaced apart along a second horizontal direction; At least one first connection position (1411) is provided below the first cylinder body (141), and the portion of the reinforcing member (143) located below the first cylinder body (141) is a first part (1431). The first connection position (1411) is used to connect the first part (1431) of the reinforcing member (143). In the vertical direction, the at least one first connection position (1411) is respectively positioned opposite to at least one of the plurality of partitions (145).

36. The engine (100) according to claim 35, wherein, At least one second connection position (1421) is provided below the second cylinder body (142), and the portion of the reinforcing member (143) located below the second cylinder body (142) is the second part (14312). The second connection position (1421) is used to connect the second part (14312) of the reinforcing member (143). In the vertical direction, the at least one second connection position (1421) is respectively positioned opposite to at least one of the plurality of partitions (145).

37. The engine (100) according to claim 36, wherein, Along the first horizontal direction, the at least one first connection position (1411) is opposite to the at least one second connection position (1421) along the first horizontal direction.

38. The engine (100) according to claim 37, wherein, There are multiple first connection positions (1411) and multiple second connection positions (1421).

39. The engine (100) according to claim 38, wherein, The number of the first connection positions (1411) is equal to the number of the second connection positions (1421); Along the first horizontal direction, a plurality of the first connection positions (1411) are respectively opposite to a plurality of the second connection positions (1421).

40. The engine (100) according to any one of claims 35 to 39, wherein, The partition (145) is provided with a bearing stop (1456) for bearing the crankshaft (190).

41. The engine (100) according to claim 40, wherein, Along the second horizontal direction, the reinforcing member (143) is located in the middle of the cylinder body (140).

42. The engine (100) according to any one of claims 27-41, comprising an oil pump (160) disposed below the cylinder block (140).

43. The engine (100) according to claim 42, wherein, The oil pump (160) has an oil suction port (161) which is connected to the internal space of the oil pan (130).

44. The engine (100) according to claim 43, wherein, The oil suction port (161) faces the bottom wall of the oil pan (130).

45. The engine (100) according to claim 44, wherein, The distance between the oil suction port (161) and the bottom wall in the vertical direction is less than 10 mm.

46. ​​The engine (100) according to claim 45, wherein, The distance between the oil suction port (161) and the bottom wall in the vertical direction is less than 5 mm.

47. The engine (100) according to any one of claims 43-46, wherein, The housing of the oil pump (160) forms at least a portion of the reinforcement (143).

48. The engine (100) according to any one of claims 26-47, comprising: Rib (170), the rib (170) forming at least a portion of the reinforcement (143).

49. The engine (100) according to claim 48, wherein, The portion of the rib (170) located below the first cylinder (141) is symmetrically or approximately symmetrically arranged with the portion located below the second cylinder (142).

50. A powertrain (300) for a vehicle (10) comprising an engine (100) as claimed in any one of claims 1 to 25, and / or an engine (100) as claimed in any one of claims 26 to 49.

51. The powertrain (300) according to claim 50, comprising a power generation system (310), the power generation system (310) comprising the engine (100) and a first motor (311), the engine (100) being connected to the first motor (311) to drive the first motor (311) to generate electricity; in, The engine (100) includes a plurality of cylinders (180), with some of the cylinders (180) located on one side of the first motor (311) and some of the cylinders (180) located on the other side of the first motor (311) along a first horizontal direction of the engine (100).

52. The powertrain (300) according to claim 51, wherein, The first motor (311) is located on one side of the engine (100) in the second horizontal direction; The second horizontal direction is perpendicular to the first horizontal direction.

53. The powertrain (300) according to claim 52, wherein, The power generation system (310) also includes a first controller (314), which is electrically connected to the first motor (311).

54. The powertrain (300) according to claim 53, wherein, The first controller (314) is located on one side of the first motor (311) in the second horizontal direction of the engine (100).

55. The powertrain (300) according to claim 54, wherein, The first controller (314) is located on the side of the first motor (311) opposite to the engine (100) in the second horizontal direction of the engine (100).

56. The powertrain (300) according to claim 53 or 54, wherein, The first motor (311) is an axial flux motor.

57. The powertrain (300) according to any one of claims 53 to 56, wherein, The first controller (314) is located on one side of the first motor (311) in the first horizontal direction of the engine (100).

58. The powertrain (300) according to any one of claims 52 to 57, wherein, The power generation system (310) further includes an intake manifold (316) and a first motor (311), wherein the intake manifold (316) is connected to the engine (100), and the intake manifold (316) is at least partially located along the second horizontal direction of the engine (100) on the side of the engine (100) away from the first motor (311).

59. The powertrain (300) according to any one of claims 52 to 58, wherein, The power generation system (310) further includes an intake manifold (316), and the powertrain (300) further includes a drive system (320), wherein the intake manifold (316) is located in the vertical direction of the vehicle (10) between the engine (100) and the drive system (320).

60. The powertrain (300) according to any one of claims 52 to 59 further includes a drive system (320) adapted to be directly or indirectly connected to the power generation system (310).

61. The powertrain (300) according to claim 60, wherein, The drive system (320) is located on one side of the power generation system (310) in the vertical direction of the vehicle (10).

62. The powertrain (300) according to claim 61, wherein, The drive system (320) is located below the power generation system (310) in the vertical direction of the vehicle (10).

63. The powertrain (300) according to any one of claims 60 to 62, wherein, The drive system (320) includes a drive motor (321) and a second controller (323), the second controller (323) being electrically connected to the drive motor (321), the drive motor (321) being adapted to drive the wheels of the vehicle (10).

64. The powertrain (300) according to claim 63, wherein, The second controller (323) is located on one side of the drive motor (321) along the second horizontal direction of the vehicle (10).

65. The powertrain (300) according to claim 63 or 64, wherein, The drive system (320) further includes two transmissions (322), which are located on opposite sides of the drive motor (321) along the first horizontal direction of the vehicle (10); wherein the second controller (323) is located between the two transmissions (322).

66. The powertrain (300) according to any one of claims 63 to 65, wherein, The second controller (323) is located between the drive motor (321) and the power generation system (310) in the vertical direction of the vehicle (10).

67. The powertrain (300) according to any one of claims 63 to 66, wherein, The drive system (320) includes two drive motors (321), and the second controller (323) is electrically connected to the two drive motors (321). The two drive motors (321) are arranged along the first horizontal direction of the vehicle (10), wherein the second controller (323) is located between the two drive motors (321).

68. The powertrain (300) according to any one of claims 60 to 67, wherein, The drive system (320) includes at least one drive motor (321) and at least one transmission (322), each of the transmissions (322) being connected to the corresponding drive motor (321) and disposed on one side of the drive motor (321) in the first horizontal direction of the vehicle (10).

69. The powertrain (300) according to claim 68, wherein, The drive system (320) includes a drive motor (321) and a transmission (322), the transmission (322) having a differential, the drive motor (321) being adapted to drive two wheels of the vehicle (10) arranged along the first horizontal direction of the vehicle (10) via the differential in the transmission (322).

70. The powertrain (300) according to claim 68 or 69, wherein, The drive system (320) includes two drive motors (321) and two transmissions (322), each drive motor (321) being adapted to drive one of the wheels of the vehicle (10) arranged along the first horizontal direction of the vehicle (10) via the corresponding transmission (322).

71. The powertrain (300) according to any one of claims 60 to 70, wherein, The power generation system (310) includes a first motor (311) and a first controller (314), the first controller (314) being electrically connected to the first motor (311); the drive system (320) includes a drive motor (321) and a second controller (323), the second controller (323) being electrically connected to the drive motor (321); wherein the second controller (323) and the first controller (314) are located on one side of the drive motor (321) along the second horizontal direction of the vehicle (10).

72. The powertrain (300) according to claim 71, wherein, The drive system (320) further includes two transmissions (322), which are disposed on opposite sides of the drive motor (321) along the first horizontal direction of the vehicle (10); wherein the second controller (323) and the first controller (314) are located between the two transmissions (322).

73. The powertrain (300) according to any one of claims 60 to 72, wherein, The power generation system (310) includes a first motor (311) and a first controller (314), the first controller (314) being electrically connected to the first motor (311); the drive system (320) includes a drive motor (321) and a second controller (323), the second controller (323) being electrically connected to the drive motor (321); wherein the second controller (323) and the first controller (314) are located in the same electrical control box.

74. The powertrain (300) according to any one of claims 60 to 73, wherein, The power generation system (310) and the drive system (320) are fixedly connected.

75. The powertrain (300) according to claim 74, wherein, One of the power generation system (310) and the drive system (320) is provided with a groove (350), and the other of the power generation system (310) and the drive system (320) is provided with a positioning member (340). The positioning member (340) is inserted into the groove (350) to fix the power generation system (310) and the drive system (320).

76. The powertrain (300) according to claim 75, wherein, The positioning element (340) passes through the gasket (330) and engages with the groove (350).

77. The powertrain (300) according to claim 76, wherein, The gasket (330) is disposed within the groove (350).

78. The powertrain (300) according to any one of claims 75 to 77, wherein, The positioning element (340) includes an elastic element.

79. The powertrain (300) according to any one of claims 60 to 78 further includes at least one first mount (317), wherein the power generation system (310) is mounted on at least one first mount (317).

80. The powertrain (300) according to claim 79, wherein, The number of the first mounts (317) is two, and the two first mounts (317) are located on opposite sides of the engine (100) along the first horizontal direction of the vehicle (10).

81. The powertrain (300) according to claim 79 or 80, wherein, The number of the first mounts (317) is three. The power generation system (310) includes a first motor (311), which is located on one side of the engine (100) in the second horizontal direction of the vehicle (10). One of the first mounts (317) is located on the side of the engine (100) away from the first motor (311) along the second horizontal direction, and the other two first mounts (317) are located on opposite sides of the engine (100) along the first horizontal direction of the vehicle (10).

82. The powertrain (300) according to any one of claims 79 to 81, wherein, The number of the first suspension (317) is four, and the four first suspensions (317) are disposed on opposite sides of the engine (100) along the first horizontal direction of the vehicle (10).

83. The powertrain (300) according to any one of claims 79 to 82, wherein, The power generation system (310) and the drive system (320) are rigidly connected.

84. The powertrain (300) according to any one of claims 60 to 83 further includes at least one second mount (324), the drive system (320) being mounted on at least one second mount (324).

85. The powertrain (300) according to claim 84, wherein, The number of the second suspension (324) is four, and the four second suspensions (324) are disposed on opposite sides of the drive system (320) along the second horizontal direction of the vehicle (10).

86. The powertrain (300) according to claim 84 or 85, wherein, The power generation system (310) and the drive system (320) are rigidly connected.

87. The powertrain (300) according to any one of claims 52 to 86, the powertrain (300) further comprising a first component (313), the first component (313) and the first motor (311) being disposed on the same side of the engine (100) along the second horizontal direction of the engine (100), and the first component (313) being disposed on the side of the first motor (311) along the first horizontal direction of the engine (100).

88. The powertrain (300) according to claim 87, wherein, A first protective space is formed between the engine (100) and the first motor (311), and the first component (313) is disposed within the first protective space.

89. The powertrain (300) according to claim 88, wherein, The first component (313) includes at least one of a catalyst, a turbocharger and EGR system, an electrical control box, an oil-gas separator and an oil reservoir.

90. The powertrain (300) according to claim 88 or 89, wherein, The first component (313) includes at least one of a catalyst, a turbocharger and an EGR system, and a heat insulation element is provided between the first component (313) and the first motor (311).

91. The powertrain (300) according to any one of claims 88 to 90, wherein, The powertrain (300) further includes a second component (312), wherein the first component (313), the second component (312) and the first motor (311) are all located on the same side of the engine (100) along the second horizontal direction, and the second component (312) is located on the other side of the first motor (311) along the first horizontal direction of the vehicle (10).

92. The powertrain (300) according to claim 91, wherein, A second protective space is formed between the engine (100) and the first motor (311), and the second component (312) is disposed within the second protective space.

93. The powertrain (300) according to claim 91 or 92, wherein, The second component (312) includes at least one of an electrical control box, an oil-gas separator, and an oil reservoir.

94. A vehicle (10), comprising: The engine (100) according to any one of claims 1 to 25, and / or the engine (100) according to any one of claims 26 to 49, and / or the powertrain (300) according to any one of claims 50 to 93.

95. The vehicle (10) according to claim 94, wherein, The vehicle (10) also includes: An oil storage device (200) is used to store lubricating oil flowing to the lubrication oil passage (120) of the engine (100).

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