CN106812564B - Engine and vehicle with same - Google Patents
Engine and vehicle with same Download PDFInfo
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- CN106812564B CN106812564B CN201510853983.8A CN201510853983A CN106812564B CN 106812564 B CN106812564 B CN 106812564B CN 201510853983 A CN201510853983 A CN 201510853983A CN 106812564 B CN106812564 B CN 106812564B
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Abstract
The invention provides an engine and a vehicle with the same, wherein the engine comprises: a plurality of cylinders divided into at least a deactivated cylinder region and a non-deactivated cylinder region adjacent to each other; oil feeding system, oil feeding system includes: the oil pump is connected between the oil storage tank and the main oil gallery, the main oil gallery comprises a cylinder deactivation main oil gallery and a non-cylinder deactivation main oil gallery, the cylinder deactivation main oil gallery corresponds to a cylinder deactivation cylinder area and is used for supplying oil to a kinematic pair in the cylinder deactivation cylinder area, and the non-cylinder deactivation main oil gallery corresponds to the non-cylinder deactivation cylinder area and is used for supplying oil to a kinematic pair in the non-cylinder deactivation cylinder area; and the valve is arranged between the cylinder deactivation main oil gallery and the non-cylinder deactivation main oil gallery and is used for communicating or cutting off the cylinder deactivation main oil gallery and the non-cylinder deactivation main oil gallery. Through setting up the valve, can be so that lubricating oil supply in the kinematic pair of motion, can make lubricating oil temperature rising speed fast moreover, can strengthen the effect of the lubricated kinematic pair of lubricating oil, prolong the life of kinematic pair, promote the performance of engine.
Description
Technical Field
The invention relates to the technical field of engines, in particular to an engine and a vehicle with the engine.
Background
In the cylinder stopping technology, when the engine is in cold start, a single cylinder or a part of pistons run, the lubricating oil needed by moving parts is less, the lubricating oil temperature of the oil pan is low, the viscosity of the lubricating oil is high, all the lubricating oil in the oil pan lubricates many parts, the oil amount is large, the path is long, the heat generated by the engine is difficult to rapidly heat the lubricating oil during the cold start, the temperature of the lubricating oil is slowly increased, and even the current oil pan technology can only partially improve the performance of a double cavity.
Disclosure of Invention
In view of the above, the present invention is directed to an engine to solve the problem of poor lubricating effect of lubricating oil during the cold start of the engine.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
an engine, comprising: a plurality of cylinders divided into at least a deactivated cylinder zone and a non-deactivated cylinder zone adjacent to each other; an oil supply system, the oil supply system comprising: the oil pump is connected between the oil storage tank and the main oil gallery, the main oil gallery comprises a cylinder deactivation main oil gallery and a non-cylinder deactivation main oil gallery, the cylinder deactivation main oil gallery corresponds to the cylinder deactivation cylinder area and is used for supplying oil to a kinematic pair of the cylinder deactivation cylinder area, and the non-cylinder deactivation main oil gallery corresponds to the non-cylinder deactivation cylinder area and is used for supplying oil to a kinematic pair of the non-cylinder deactivation cylinder area; and the valve is arranged between the cylinder deactivation main oil gallery and the non-cylinder deactivation main oil gallery and is used for communicating or cutting off the cylinder deactivation main oil gallery and the non-cylinder deactivation main oil gallery.
Further, the crankshaft of the engine includes: a deactivated crankshaft and a non-deactivated crankshaft, the deactivated crankshaft and the non-deactivated crankshaft being engageable with or disengageable from each other, the deactivated crankshaft and the non-deactivated crankshaft rotating synchronously when the deactivated crankshaft and the non-deactivated crankshaft are engaged, the deactivated crankshaft corresponding to the deactivated cylinder zone and the non-deactivated crankshaft corresponding to the non-deactivated cylinder zone.
Further, a clutch device is arranged between the cylinder deactivation crankshaft and the non-cylinder deactivation crankshaft.
Further, the clutch device is a normally closed clutch.
Further, the engine further includes: the control valve is provided with a first input interface, a second input interface and an output interface, the first input interface and the second input interface are selectively communicated with the output interface, the first input interface is communicated with the oil storage tank, the second input interface is communicated with the bottom of a crankcase of the engine, and the output interface is communicated with the oil pump.
Further, the engine further includes: the three-way pipe is provided with a first pipeline, a second pipeline and a third pipeline which are mutually communicated, the first pipeline is communicated with the bottom of a crankcase of the engine, the second pipeline is communicated with the second input interface, and the third pipeline is communicated with the oil storage tank.
Further, when the temperature of the lubricating oil on the non-cylinder-deactivation crankshaft is higher than T1, the valve is arranged to communicate the cylinder deactivation main oil gallery with the non-cylinder deactivation main oil gallery, and the second input interface is communicated with the output interface.
Further, when the temperature of the lubricating oil on the non-deactivated crankshaft is higher than T2, T2 > T1, the valve is arranged to communicate the cylinder deactivation main oil gallery with the non-cylinder deactivation main oil gallery, and the first input interface is communicated with the output interface.
Further, the cylinder deactivation area includes one cylinder deactivation cylinder, and the non-cylinder deactivation area includes three non-cylinder deactivation cylinders, the cylinder deactivation cylinder being located at one end of the three non-cylinder deactivation cylinders.
Compared with the prior art, the engine has the following advantages:
according to the engine, the cylinder deactivation main oil gallery and the non-cylinder deactivation main oil gallery are arranged in the main oil gallery, and the valve is arranged between the cylinder deactivation main oil gallery and the non-cylinder deactivation main oil gallery, so that lubricating oil can be supplied into the moving pair, the oil temperature of the lubricating oil can be increased quickly, the effect of lubricating the moving pair by the lubricating oil can be enhanced, the service life of the moving pair can be prolonged, and the performance of the engine can be improved. In addition, by arranging the oil storage tank and the oil pump, an oil pan of the engine in the prior art can be omitted, so that the overall height of the engine can be effectively reduced, the height of the vehicle occupied by the engine can be reduced, and the installation flexibility of the engine on the vehicle can be improved.
Another object of the invention is to propose a vehicle.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a vehicle comprises the engine.
The vehicle has the same advantages of the engine compared with the prior art, and the detailed description is omitted.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic illustration of an engine according to an embodiment of the present disclosure;
fig. 2 is an enlarged view of region a in fig. 1.
Description of reference numerals:
an engine 100;
a cylinder 10; a deactivated cylinder zone 10 a; a non-deactivated cylinder zone 10 b;
an oil supply system 20; an oil reservoir 21; an oil pump 22; the main oil gallery 23; the cylinder deactivation main oil gallery 23 a; the non-cylinder deactivation main oil gallery 23 b;
an oil suction pump 24; an oil filter 25; a valve 30;
a crankshaft 40; the deactivated crankshaft 40 a; a non-deactivated crankshaft 40 b; a clutch device 50;
a control valve 60; the first input interface 60 a; the second input interface 60 b; an output interface 60 c;
a crankcase 70; a crankcase bottom 70 a;
a tee pipe 80; a first conduit 80 a; a second conduit 80 b; and a third conduit 80 c.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
The engine 100 according to the embodiment of the present invention may include: a plurality of cylinders 10, an oil supply system 20, and valves 30. As shown in fig. 1, the plurality of cylinders 10 are divided into at least a deactivated cylinder area 10a and a non-deactivated cylinder area 10b adjacent to each other, and the number of cylinders 10 in the deactivated cylinder area 10a and the number of cylinders 10 in the non-deactivated cylinder area 10b can be adjusted according to actual conditions, for example, as shown in fig. 1, the deactivated cylinder area 10a can include one deactivated cylinder, and the non-deactivated cylinder area 10b can include three non-deactivated cylinders, and the deactivated cylinders 10 are located at one ends of the three non-deactivated cylinders 10. Of course, the present invention is not limited thereto, and the deactivated cylinder block 10a may include two deactivated cylinders and the non-deactivated cylinder block 10b may include two non-deactivated cylinders for a four-cylinder engine. It should be noted that the number of cylinders 10 is also not limited to four, and for example, the number of cylinders 10 may also be six or eight. It can be understood that when the vehicle is in a cold start, the non-deactivated cylinders in the non-deactivated cylinder area 10b can work normally, and the deactivated cylinders in the deactivated cylinder area 10a can stop working, so that the fuel consumption can be reduced, the mechanical loss can be reduced, and the fuel economy of the vehicle can be improved.
As shown in fig. 1, the oil supply system 20 includes: an oil reservoir 21, an oil pump 22, and a main gallery 23, the oil pump 22 being connected between the oil reservoir 21 and the main gallery 23. The oil pump 22 may pump the lubricant in the oil reservoir 21 into the main gallery 23. The main oil gallery 23 may include a deactivation main oil gallery 23a and a non-deactivation main oil gallery 23b, the deactivation main oil gallery 23a corresponding to the deactivation cylinder area 10a, and the deactivation main oil gallery 23a for supplying oil to the moving pair of the deactivation cylinder area 10a, the non-deactivation main oil gallery 23b corresponding to the non-deactivation cylinder area 10b, and the non-deactivation main oil gallery 23b for supplying oil to the moving pair of the non-deactivation cylinder area 10 b. Wherein, the kinematic pair may refer to the crankshaft 40 and the piston and connecting rod assembly, and the lubricating oil may effectively lubricate the journal and the connecting rod of the crankshaft 40. Optionally, the oil supply system 20 may further include an oil filter 25, where the oil filter 25 is connected between the oil pump 22 and the main oil gallery 23, and the oil filter 25 may effectively filter the lubricating oil pumped by the oil pump 22 from the oil storage tank 21, so as to prevent impurities from entering the main oil gallery 23, and effectively protect the engine 100.
The valve 30 is provided between the cylinder deactivation main oil gallery 23a and the non-cylinder deactivation main oil gallery 23b, and the valve 30 serves to communicate or block the cylinder deactivation main oil gallery 23a and the non-cylinder deactivation main oil gallery 23 b. It can be understood that, when the engine 100 is in a partial load operating condition such as idle speed, the cylinder 10 in the non-deactivated cylinder area 10b normally operates, the cylinder 10 in the deactivated cylinder area 10a stops operating, the valve 30 separates the main deactivated oil gallery 23a and the main deactivated oil gallery 23b, and the lubricating oil pumped from the oil pump 22 enters the kinematic pair of the cylinder 10 in the non-deactivated cylinder area 10b through the main deactivated oil gallery 23b, and because the oil amount of the lubricating oil is small and the flow line is short, the oil temperature of the lubricating oil can be rapidly increased, so that the effect of lubricating the kinematic pair of the cylinder 10 in the non-deactivated cylinder area 10b by the lubricating oil can be improved, the service life of the kinematic pair can be prolonged, and the performance of the engine 100 can be improved.
When the engine 100 is in other working conditions, the cylinders 10 in the non-deactivated cylinder area 10b and the deactivated cylinder area 10a both work normally, the valve 30 connects the deactivated main oil gallery 23a and the non-deactivated main oil gallery 23b, the lubricating oil pumped from the oil pump 22 enters the kinematic pair of the cylinder 10 in the non-deactivated cylinder area 10b through the non-deactivated main oil gallery 23b, the lubricating oil can also enter the kinematic pair of the cylinder 10 in the deactivated cylinder area 10a through the deactivated main oil gallery 23a, and the lubricating oil in the kinematic pair of the cylinder 10 in the non-deactivated cylinder area 10b can also enter the kinematic pair of the cylinder 10 in the deactivated cylinder area 10a through the deactivated main oil gallery 23a, so that the lubricating oil temperature of the kinematic pair of the cylinder 10 entering the deactivated cylinder area 10a is appropriate, and can be raised quickly, thereby enhancing the effect of lubricating the lubricating oil lubricating the kinematic pair, the service life of the kinematic pair is prolonged, and the performance of the engine 100 is improved.
In addition, by providing the oil reservoir 21 and the oil pump 22, the oil pan of the engine in the prior art can be omitted, so that the overall height of the engine 100 can be effectively reduced, the height of the vehicle occupied by the engine 100 can be reduced, and the flexibility of mounting the engine 100 on the vehicle can be improved.
Therefore, according to the engine 100 of the embodiment of the present invention, by providing the cylinder deactivation main oil gallery 23a and the non-cylinder deactivation main oil gallery 23b in the main oil gallery 23 and providing the valve 30 between the cylinder deactivation main oil gallery 23a and the non-cylinder deactivation main oil gallery 23b, the lubricating oil can be supplied into the moving pair, the temperature of the lubricating oil can be increased at a high speed, the effect of lubricating the moving pair with the lubricating oil can be enhanced, the service life of the moving pair can be prolonged, and the performance of the engine 100 can be improved. In addition, by providing the oil reservoir 21 and the oil pump 22, the oil pan of the engine in the prior art can be omitted, so that the overall height of the engine 100 can be effectively reduced, the height of the vehicle occupied by the engine 100 can be reduced, and the flexibility of mounting the engine 100 on the vehicle can be improved.
According to an embodiment of the present invention, as shown in FIG. 1, crankshaft 40 of engine 100 may include: a deactivated crankshaft 40a and a non-deactivated crankshaft 40b, the deactivated crankshaft 40a and the non-deactivated crankshaft 40b being engageable with or disengageable from each other, the deactivated crankshaft 40a rotating in synchronization with the non-deactivated crankshaft 40b when the deactivated crankshaft 40a is engaged with the non-deactivated crankshaft 40b, the deactivated crankshaft 40a corresponding to the deactivated cylinder area 10a and the non-deactivated crankshaft 40b corresponding to the non-deactivated cylinder area 10 b. It is understood that when the engine 100 is in the deactivated state, the deactivated crankshaft 40a is disconnected from the non-deactivated crankshaft 40b, the cylinders 10 in the deactivated cylinder area 10a are deactivated, the deactivated crankshaft 40a stops rotating, the deactivation main oil gallery 23a is disconnected from the non-deactivation main oil gallery 23b, and the lubricating oil does not flow into the deactivated crankshaft 40a, in other words, the deactivated crankshaft 40a does not require lubrication. The cylinder 10 in the non-deactivated cylinder area 10b normally operates, the non-deactivated crankshaft 40b normally rotates, the non-deactivated main oil gallery 23b supplies oil to the non-deactivated crankshaft 40b, the temperature of lubricating oil can be quickly increased, and the lubricating oil can effectively lubricate the non-deactivated crankshaft 40b and the piston connecting rod assembly.
When the engine 100 is operating normally, the deactivated crankshaft 40a and the non-deactivated crankshaft 40b are engaged, the deactivated crankshaft 40a and the non-deactivated crankshaft 40b rotate synchronously, i.e., at the same speed and in the same direction of rotation, the deactivated main oil gallery 23a supplies oil to the deactivated crankshaft 40a, and the non-deactivated main oil gallery 23b supplies oil to the non-deactivated crankshaft 40 b.
Alternatively, a clutch device 50 may be provided between the deactivated crankshaft 40a and the non-deactivated crankshaft 40 b. The clutching device 50 may be used to engage or disengage the deactivated crankshaft 40a and the non-deactivated crankshaft 40 b. Preferably, the clutch device 50 may be a normally closed clutch. The use of a normally closed clutch as the clutch device 50 may facilitate engagement and disengagement between the deactivated crankshaft 40a and the non-deactivated crankshaft 40b, and may allow smooth engagement and rapid disengagement of the deactivated crankshaft 40a and the non-deactivated crankshaft 40 b.
In some examples of the invention, as shown in fig. 1 and 2, engine 100 may further include: a control valve 60, the control valve 60 having a first input port 60a, a second input port 60b and an output port 60c, the first input port 60a and the second input port 60b selectively communicating with the output port 60c, the first input port 60a communicating with the reservoir 21, the second input port 60b communicating with the bottom 70a of the crankcase of the engine 100, the output port 60c communicating with the oil pump 22. It will be appreciated that when it is desired to supply oil to the cylinder 10, the first inlet port 60a may be in communication with the outlet port 60c, and oil from the reservoir 21 may be pumped through the oil pump 22 into the main gallery 23, and may be drawn through the main gallery 23 into the operating cylinder 10. When the volume of the lubricating oil supplied into the cylinder 10 is sufficient, the second input port 60b and the output port 60c are communicated, the lubricating oil flowing out from the kinematic pair flows back to the bottom 70a of the crankcase, the oil pump 22 can pump the lubricating oil at the bottom 70a of the crankcase into the main oil gallery 23, and the lubricating oil can enter the working cylinder 10 through the main oil gallery 23.
Further, as shown in fig. 1, the engine 100 may further include: the tee joint 80 is provided with a first pipeline 80a, a second pipeline 80b and a third pipeline 80c which are communicated with each other, the first pipeline 80a is communicated with the bottom 70a of the crankcase of the engine 100, the second pipeline 80b is communicated with the second input interface 60b, and the third pipeline 80c is communicated with the oil storage tank 21. When the temperature of the lubricating oil in the cylinder 10 is high, the lubricating oil at the bottom 70a of the crankcase can flow back to the oil storage tank 21 through the first pipeline 80a and the third pipeline 80c, at this time, the first input interface 60a can be communicated with the output interface 60c, and the lubricating oil in the oil storage tank 21 can flow into the cylinder 10 through the oil pump 22 and the main oil duct 23, so that the lubricating oil in the oil storage tank 21 and the cylinder 10 can exchange heat, the temperature of the lubricating oil can be effectively reduced, the effect of lubricating the kinematic pair by the lubricating oil is ensured, the service life of the kinematic pair is prolonged, and the performance of the engine 100 is improved. As shown in fig. 1, an oil suction pump 24 may be disposed between the third pipeline 80c and the oil storage tank 21, and the oil suction pump 24 may enhance the ability of the lubricating oil to flow back to the oil storage tank 21.
In a preferred embodiment of the present invention, when the temperature of the lubricating oil on the non-deactivated crankshaft 40b is higher than T1, the valve 30 is disposed to communicate the deactivation main oil gallery 23a with the non-deactivation main oil gallery 23b, and the second input port 60b is communicated with the output port 60 c. It is understood that when the temperature of the lubricating oil on the non-deactivated crankshaft 40b is higher than T1, the lubricating oil on the non-deactivated crankshaft 40b may flow to the deactivation main oil gallery 23a through the non-deactivation main oil gallery 23b, and the lubricating oil may flow to the deactivation crankshaft 40a through the deactivation main oil gallery 23a, so as to lubricate the piston rod assemblies in the deactivation crankshaft 40a and the deactivation cylinder 10, and thus prepare for the movement of the cylinder 10 in the deactivation cylinder area 10a, and improve the performance of the engine 100.
The oil temperature T1 may be set according to the actual lubricating oil temperature. When the lubricating oil on the non-deactivated crankshaft 40b flows to the deactivated crankshaft 40a, the lubricating oil in the oil reservoir 21 can be replenished into the cylinder 10 through the oil pump 22 and the main oil gallery 23, so that the lubricating oil on the non-deactivated crankshaft 40b can be made sufficient.
When the cylinders 10 in the deactivated cylinder area 10a are operating normally, the first input port 60a may be communicated with the output port 60c, the control valve 60 may communicate the deactivated main oil gallery 23a and the non-deactivated main oil gallery 23b, the lubricant in the oil storage tank 21 may be pumped into the main oil gallery 23 through the oil pump 22, and the lubricant may flow to the deactivated crankshaft 40a through the deactivated main oil gallery 23 a.
When the temperature of the lubricating oil on the non-deactivated crankshaft 40b is higher than T2, T2 > T1, the valve 30 is disposed to communicate the deactivation main oil gallery 23a with the non-deactivation main oil gallery 23b, and the first input port 60a communicates with the output port 60 c. When the temperature of the lubricating oil on the non-cylinder-deactivation crankshaft 40b is higher than T2, the oil suction pump 24 can suck the lubricating oil at the bottom 70a of the crankcase into the oil storage tank 21 through the three-way pipe 80, the lubricating oil in the oil storage tank 21 can be pumped into the main oil gallery 23 through the oil pump 22, and the main oil gallery 23 can respectively supply the lubricating oil to the cylinder-deactivation crankshaft 40a and the non-cylinder-deactivation crankshaft 40b, so that the temperature of the lubricating oil in the cylinder 10 can be effectively reduced, the effect of lubricating oil on a kinematic pair can be maintained, the service life of the kinematic pair can be prolonged, and the performance of the engine 100 can.
As shown in fig. 1, the engine may further include: the crankcase 70, the oil pump 22 are disposed in the crankcase 70, and the oil reservoir 21 and the oil suction pump 24 are disposed outside the oil reservoir 70.
According to the vehicle of the embodiment of the invention, including the engine 100 of the above embodiment, since the main oil gallery 23 in the engine 100 of the above embodiment is provided with the cylinder deactivation main oil gallery 23a and the non-cylinder deactivation main oil gallery 23b, and the valve 30 is arranged between the cylinder deactivation main oil gallery 23a and the non-cylinder deactivation main oil gallery 23b, the lubricating oil can be supplied into the moving pair, the oil temperature of the lubricating oil can be increased quickly, the effect of lubricating the moving pair by the lubricating oil can be enhanced, the service life of the moving pair can be prolonged, and the performance of the engine 100 can be improved. In addition, by providing the oil reservoir 21 and the oil pump 22, the oil pan of the engine in the prior art can be omitted, so that the overall height of the engine 100 can be effectively reduced, the height of the vehicle occupied by the engine 100 can be reduced, and the flexibility of mounting the engine 100 on the vehicle can be improved.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (9)
1. An engine (100), comprising:
a plurality of cylinders (10), the plurality of cylinders (10) being divided into at least a deactivated cylinder zone (10a) and a non-deactivated cylinder zone (10b) adjacent to each other;
an oil supply system (20), the oil supply system (20) comprising: the oil pump (22) is connected between the oil storage tank (21) and the main oil gallery (23), the main oil gallery (23) comprises a cylinder deactivation main oil gallery (23a) and a non-cylinder deactivation main oil gallery (23b), the cylinder deactivation main oil gallery (23a) corresponds to the cylinder deactivation cylinder area (10a) and is used for supplying oil to a kinematic pair of the cylinder deactivation cylinder area (10a), and the non-cylinder deactivation main oil gallery (23b) corresponds to the non-cylinder deactivation cylinder area (10b) and is used for supplying oil to a kinematic pair of the non-cylinder deactivation cylinder area (10 b); and
a valve (30), the valve (30) being disposed between the cylinder deactivation main oil gallery (23a) and the non-cylinder deactivation main oil gallery (23b) and being used to communicate or block the cylinder deactivation main oil gallery (23a) and the non-cylinder deactivation main oil gallery (23 b);
a control valve (60), the control valve (60) having a first input port (60a), a second input port (60b) and an output port (60c), the first and second input ports selectively communicating with the output port (60c), the first input port (60a) communicating with the reservoir (21), the second input port (60b) communicating with a bottom crankcase (70a) of the engine (100), the output port (60c) communicating with the oil pump (22).
2. The engine (100) of claim 1, wherein the crankshaft (40) of the engine (100) comprises:
a deactivated crankshaft (40a) and a non-deactivated crankshaft (40b), the deactivated crankshaft (40a) and the non-deactivated crankshaft (40b) being engageable with or disengageable from each other, the deactivated crankshaft (40a) and the non-deactivated crankshaft (40b) rotating synchronously when the deactivated crankshaft (40a) and the non-deactivated crankshaft (40b) are engaged, the deactivated crankshaft (40a) corresponding to the deactivated cylinder zone (10a) and the non-deactivated crankshaft (40b) corresponding to the non-deactivated cylinder zone (10 b).
3. An engine (100) according to claim 2, characterized in that a clutch device (50) is arranged between the deactivated crankshaft (40a) and the non-deactivated crankshaft (40 b).
4. The engine (100) of claim 3, wherein the clutch device (50) is a normally closed clutch.
5. The engine (100) of claim 1, further comprising: the three-way pipe (80) is provided with a first pipeline (80a), a second pipeline (80b) and a third pipeline (80c) which are communicated with each other, the first pipeline (80a) is communicated with the bottom (70a) of a crankcase of the engine (100), the second pipeline (80b) is communicated with the second input interface (60b), and the third pipeline (80c) is communicated with the oil storage tank (21).
6. The engine (100) of claim 2, wherein the valve (30) is configured to communicate the deactivation main oil gallery (23a) with the deactivation main oil gallery (23b) and the second input port (60b) is in communication with the output port (60c) when the temperature of the lubricating oil on the non-deactivated crankshaft (40b) is greater than T1.
7. The engine (100) of claim 6, wherein when the temperature of the lubricating oil on the non-deactivated crankshaft (40b) is greater than T2, T2 > T1, the valve (30) is disposed to communicate the deactivated main oil gallery (23a) with the non-deactivated main oil gallery (23b), and the first input port (60a) is in communication with the output port (60 c).
8. The engine (100) of claim 1, wherein the deactivated cylinder zone (10a) comprises one deactivated cylinder and the non-deactivated cylinder zone (10b) comprises three non-deactivated cylinders, the deactivated cylinders being located at one end of the three non-deactivated cylinders.
9. A vehicle, characterized by comprising: the engine (100) according to any one of claims 1-8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201510853983.8A CN106812564B (en) | 2015-11-30 | 2015-11-30 | Engine and vehicle with same |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201510853983.8A CN106812564B (en) | 2015-11-30 | 2015-11-30 | Engine and vehicle with same |
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| CN106812564A CN106812564A (en) | 2017-06-09 |
| CN106812564B true CN106812564B (en) | 2020-10-02 |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| DE102020210855A1 (en) | 2020-08-27 | 2022-03-03 | Volkswagen Aktiengesellschaft | Distribution device for distributing fluid flows and method for operating a motor vehicle with an internal combustion engine |
| CN112483270B (en) * | 2020-11-25 | 2022-11-29 | 潍柴动力股份有限公司 | Control method and device for engine cylinder and engine |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2067961B1 (en) * | 2007-12-05 | 2014-11-12 | Volvo Car Corporation | Coupling device |
| US7942118B2 (en) * | 2008-02-19 | 2011-05-17 | GM Global Technology Operations LLC | Oil system for active fuel management on four valve engines |
| DE102012220375A1 (en) * | 2011-11-10 | 2013-05-16 | Ford Global Technologies, Llc | A four-cylinder engine with two deactivatable cylinders |
| US8746193B2 (en) * | 2012-02-01 | 2014-06-10 | GM Global Technology Operations LLC | Control of engine with active fuel management |
| DE102012214967B3 (en) * | 2012-08-23 | 2014-04-03 | Ford Global Technologies, Llc | Four-cylinder inline engine with partial shutdown and method of operating such a four-cylinder in-line engine |
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