CN218324986U - Engine - Google Patents

Abstract

The application relates to the technical field of engines, in particular to an engine which comprises a transmission system and a lubricating system, wherein the transmission system comprises a clutch, the clutch comprises a clutch large gear, and the lubricating system comprises an oil pump driving gear and a positioning piece; the oil pump driving gear is provided with a first positioning hole extending along the axial direction of the oil pump driving gear, the clutch gear wheel is provided with a second positioning hole extending along the axial direction of the clutch gear wheel, the first positioning hole corresponds to the second positioning hole during assembly, and the positioning piece is inserted into the first positioning hole and the second positioning hole simultaneously so as to limit the circumferential rotation of the oil pump driving gear relative to the clutch gear wheel. Compared with the processing method of forming the first positioning hole and the second positioning hole, the processing method of forming the first positioning hole and the second positioning hole has lower difficulty in processing a spline structure, saves time and labor, and simultaneously forces the oil pump driving gear to rotate relative to the clutch large gear in the circumferential direction through the positioning piece, the stopping strength is higher, so that the assembly of the driving gear of the oil pump and the clutch large gear is more stable, and the control on the oil outlet of the engine oil is more accurate.

Description

Engine

Technical Field

The application relates to the technical field of engines, in particular to an engine.

Background

An engine is a machine capable of converting other forms of energy into mechanical energy, such as an internal combustion engine (gasoline engine, etc.), an external combustion engine (stirling engine, steam engine, etc.), an electric motor, etc. The engine is actually a set of power output equipment, and the interior of the engine comprises a plurality of system components such as a transmission system, a fuel supply system, an ignition system, a cooling system, a lubricating system and a starting system, wherein the transmission system comprises a clutch, the clutch comprises a clutch large gear, the lubricating system comprises an oil pump and an oil pump driving gear, and the clutch large gear is in transmission connection with the oil pump driving gear

In a conventional scheme, a clutch large gear and an oil pump driving gear are connected through spline connection or interference fit, the spline connection needs to be provided with spline structures on the clutch large gear and the oil pump driving gear, so that the cost is increased, the interference fit has the problem of unstable connection, the hidden danger of relative movement between the clutch large gear and the oil pump gear exists, and the oil outlet precision of engine oil is influenced.

SUMMERY OF THE UTILITY MODEL

In view of this, it is necessary to provide an engine in which the connection between the clutch large gear and the oil pump driving gear is stable and the cost is reduced.

In view of the above technical problems, the present application provides the following technical solutions:

an engine comprises a transmission system and a lubricating system, wherein the transmission system comprises a clutch, the clutch comprises a clutch large gear, and the lubricating system comprises an oil pump driving gear; the lubricating system is characterized by further comprising a positioning piece; the oil pump driving gear is provided with a first positioning hole extending along the axial direction of the oil pump driving gear, the clutch gear wheel is provided with a second positioning hole extending along the axial direction of the clutch gear wheel, the first positioning hole corresponds to the second positioning hole during assembly, and the positioning piece is inserted into the first positioning hole and the second positioning hole simultaneously so as to limit the oil pump driving gear to rotate circumferentially relative to the clutch gear wheel.

Further, the positioning member is provided as a pin.

Furthermore, the number of the positioning pieces is two, and the two positioning pieces are symmetrically arranged relative to the axis of the oil pump driving gear; and each positioning piece is correspondingly provided with a first positioning hole and a second positioning hole.

Further, the engine further includes a cylinder block; the transmission system also comprises a transmission mechanism and a speed change mechanism; the transmission mechanism comprises a crankshaft, a balance shaft, an output gear and a balance gear, the crankshaft is in transmission connection with the balance shaft, the output gear is arranged on the crankshaft, and the balance gear is arranged on the balance shaft; the speed change mechanism comprises a main shaft and an auxiliary shaft, the main shaft is in transmission connection with the crankshaft, and the main shaft is in transmission connection with the auxiliary shaft; the clutch comprises a clutch large gear, and the clutch large gear is arranged on the main shaft; wherein, the output gear is simultaneously meshed with the balance gear and the clutch gearwheel so as to simultaneously drive the balance gear and the clutch gearwheel.

Furthermore, the center distance between the output gear and the clutch gearwheel ranges from 115mm to 120mm.

Furthermore, the engine also comprises a valve mechanism, the valve mechanism comprises a camshaft and a valve transmission assembly, the valve transmission assembly comprises a valve and a transmission piece for driving the valve to move, and a gap between the transmission piece and the valve becomes a valve gap; wherein, be equipped with on the camshaft along the circumference of camshaft around the regulation portion of establishing, outside instrument can rotate the camshaft with the regulation portion cooperation to adjust valve clearance.

Further, the circumference lateral wall of adjustment portion sets up the edge, and spanner instrument can rotate the camshaft with the edge cooperation.

Further, the circumference of regulating part sets up four at least edges, and the number that the edge set up is the even number, adopts the spanner to rotate the camshaft with the edge cooperation of regulating part.

Furthermore, the number of the arranged edges is six.

Further, the diameter of the inscribed circle of the adjustment portion is greater than or equal to the diameter of the camshaft.

Compared with the prior art, in the engine that this application provided, through setting up the setting element, and set up the first locating hole along its axial extension on the quick-witted oil pump driving gear that corresponds, set up the second locating hole along its axial extension on the separation and reunion gear wheel, first locating hole and second locating hole are corresponding during the assembly, and the setting element is inserted simultaneously and is located first locating hole and second locating hole in to restriction oil pump driving gear that can be stable is for separation and reunion gear wheel circumferential direction. The machining mode that the first positioning hole and the second positioning hole are formed in the clutch gear wheel and the oil pump driving gear respectively is lower in difficulty and time-saving and labor-saving compared with the machining mode that a spline structure is machined, and meanwhile, the oil pump driving gear is forced to rotate in the circumferential direction relative to the clutch gear wheel through the positioning piece, so that the stopping strength is higher, the oil pump driving gear and the clutch gear wheel are assembled more stably, and the oil outlet control of engine oil is more accurate.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments or the conventional technologies of the present application, the drawings used in the descriptions of the embodiments or the conventional technologies will be briefly introduced below, it is obvious that the drawings in the following descriptions are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a schematic view of the distribution of shafting inside the engine according to an embodiment of the present disclosure.

Fig. 2 isbase:Sub>A sectional viewbase:Sub>A-base:Sub>A of fig. 1.

Fig. 3 is a schematic structural diagram of the spindle mounted in the cylinder block according to an embodiment of the present disclosure.

Fig. 4 is a schematic structural diagram of the first cylinder in an embodiment of the present application.

Fig. 5 is a schematic view of the assembly of the main shaft and the bearing housing in an embodiment of the present application.

Fig. 6 is a schematic view of a clutch gearwheel assembled on a cylinder block according to an embodiment of the present application.

Fig. 7 is a right side view of fig. 6.

Fig. 8 is an exploded view of fig. 6.

Fig. 9 is a schematic view of a bushing provided in an embodiment of the present application.

Fig. 10 is a cross-sectional view of the main shaft mounted in the first cylinder through the bearing housing.

Fig. 11 is a schematic view of a bearing housing provided in an embodiment of the present application.

Fig. 12 is a cross-sectional view of the bearing housing of fig. 11.

FIG. 13 is a cross-sectional view of the main shaft mounted in the first cylinder via the bearing housing in another embodiment.

Fig. 14 is a schematic view of a bearing housing provided in another embodiment of the present application.

Fig. 15 is a cross-sectional view of the bearing housing of fig. 14.

Fig. 16 is a schematic diagram illustrating an assembly of a clutch gearwheel and an oil pump driving gear according to an embodiment of the present disclosure.

Fig. 17 is an exploded view of fig. 16.

FIG. 18 is a cross-sectional view of the clutch gear of FIG. 16 assembled with an oil pump drive gear.

Fig. 19 is a schematic structural view of a camshaft provided in an embodiment of the present application.

Fig. 20 is a schematic structural diagram of a valve train provided in an embodiment of the present application.

Fig. 21 is a sectional view taken along line B-B in fig. 20.

Reference numerals: 100. an engine; 10. a body group; 11. a cylinder head cover; 12. a cylinder block; 121. a first cylinder; 1211. a first splicing surface; 122. a second cylinder; 1221. a second splicing surface; 123. a first mounting hole; 124. a second mounting hole; 1241. a first mounting groove; 1242. a second mounting groove; 125. a containing groove; 126. a connecting portion; 127. an assembly hole; 128. a connecting member; 13. a cylinder head; 14. an oil pan; 20. a transmission mechanism; 21. a crankshaft; 22. a balance shaft; 23. an output gear; 24. a balance gear; 30. a speed change mechanism; 31. a main shaft; 32. a counter shaft; 33. a transmission drive gear; 34. a variable speed driven gear; 35. a mounting gap; 36. a bearing seat; 361. a base body; 3611. a through hole; 3612. a second threaded portion; 3613. a limiting part; 3614. a step surface; 362. a limiting member; 3621. a cyclic structure; 3621a, a first threaded part; 3622. a limiting plate; 3622a, an annular plate body; 3622b, connecting lugs; 363. a fastener; 37. a bearing; 40. a clutch; 41. a large gear is clutched; 411. a second positioning hole; 50. a shaft sleeve; 51. a body; 52. a clamping part; 53. an avoidance groove; 60. a lubrication system; 61. a driving gear of the oil pump; 611. a first positioning hole; 62. a positioning member; 63. a gear of the oil pump; 70. a valve train; 71. a camshaft; 711. an adjustment section; 712. an edge; 72. the valve clearance.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying the present application are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is capable of embodiments in many different forms than those described herein and that modifications may be made by one skilled in the art without departing from the spirit and scope of the application and it is therefore not intended to be limited to the specific embodiments disclosed below.

It will be understood that when an element is referred to as being "secured to" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When a component is referred to as being "connected" to another component, it can be directly connected to the other component or intervening components may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used in the description of the present application are for illustrative purposes only and do not represent the only embodiments.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may mean that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact via an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in the description of this application, the term "and/or" includes any and all combinations of one or more of the associated listed items.

An embodiment of the present application provides an engine 100, the engine 100 being used in a motorcycle. The engine 100 is mainly composed of a machine body group 10, a valve train 70, a transmission system, a fuel supply system, an ignition system, a cooling system, a lubrication system 60, a starting system, and the like.

The engine block 10 includes a cylinder head cover 11, a cylinder head 13, a cylinder block 12 (i.e., a crankcase), and an oil pan 14, wherein the cylinder head 13 covers the cylinder block 12, the cylinder head cover 11 covers the cylinder head 13, and the oil pan 14 is disposed at the bottom of the cylinder block 12 and is used for collecting oil returning from the interior of the engine 100 and storing the oil in the engine 100.

As shown in fig. 1 and fig. 2, the transmission system includes a transmission mechanism 20, the transmission mechanism 20 includes a crankshaft 21 and a balance shaft 22, the crankshaft 21 is in transmission connection with the balance shaft 22, and the crankshaft 21 converts the force of the gas acting on the crankshaft into a torque of the crankshaft 21 to output power.

With reference to fig. 1 and fig. 2, the transmission mechanism 20 further includes an output gear 23 and a balance gear 24, wherein the output gear 23 is disposed on the crankshaft 21, the balance gear 24 is disposed on the balance shaft 22, the output gear 23 is engaged with the balance gear 24, and the crankshaft 21 and the balance shaft 22 are driven by meshing gears.

With reference to fig. 1 and fig. 2, the transmission system further includes a speed change mechanism 30 and a clutch 40, the clutch 40 includes a clutch gearwheel 41, the speed change mechanism 30 includes a main shaft 31, a counter shaft 32, a plurality of speed change driving gears 33 and a plurality of speed change driven gears 34, the crankshaft 21 is located between the main shaft 31 and the balance shaft 22, and the counter shaft 32 is disposed on a side of the main shaft 31 away from the crankshaft 21; the clutch large gear 41 is arranged at the end part of the main shaft 31 and can be meshed with the output gear 23 so as to transmit the power of the crankshaft 21 to the main shaft 31; when the speed change driving gear 33 is engaged with different speed change driven gears 34 to transmit power, the rotation speed ratio of the main shaft 31 to the auxiliary shaft 32 can be changed, thereby realizing speed change.

As shown in fig. 1 and 2, a first plane is determined by the axis of the main shaft and the axis of the crankshaft, a second plane is determined by the axis of the main shaft and the axis of the auxiliary shaft, an included angle θ is formed between the first plane and the second plane, and 0 ° < θ <180 °, so that the main shaft is respectively arranged with the crankshaft and the auxiliary shaft in a staggered manner, thereby reducing the space in the width direction of the cylinder block 12, making the layout of each shaft more compact, further making the size of the engine 100 in the width direction of the cylinder block 12 smaller, occupying less space, and providing more degrees of freedom for mounting each component on the motorcycle.

In an embodiment, an included angle θ between the first plane and the second plane is set within a range of 114 ° to 124 °, where too small an included angle θ may cause the main shaft 31 to interfere with the crankshaft 21 in movement, and too large an included angle θ may cause a problem that the space occupied by installing each shaft system is too large and the volume of the cylinder block 12 is too large, which violates the requirement of light weight. Therefore, the included angle θ is controlled to be in a range of 114 ° to 124 °, and the requirement of light weight is satisfied on the premise of ensuring the normal motion of the crankshaft 21.

Preferably, the angle θ between the first plane and the second plane is set to 119 °, but in other embodiments, the angle θ may be 114 °, 115 °, 118 °, 122 °, 123 °, 124 °, or the like.

As shown in fig. 1, a third plane is defined by the axis of the auxiliary shaft 32 and the axis of the crankshaft 21, an included angle between the third plane and the first plane is α, and 19 ° < α <23 °, so as to balance the distance between the main shaft 31 and the crankshaft 21 in the height direction and the distance between the crankshaft 21 and the auxiliary shaft 32 in the horizontal direction, thereby considering the dimensions of the engine in the width direction and the length direction, and considering the requirement of light weight on the premise of realizing the function of the engine.

Preferably, in the embodiment, the number of the balance gears 24 is one, and the output gear 23 directly engages with the balance gear 24 to drive the balance gear 24 to move, so as to drive the balance shaft 22 to rotate. Compared with the prior art, the driving wheel and the driven wheel which are specially used for driving the balance shaft 22 do not need to be arranged in the embodiment, so that the occupied space is reduced by the arrangement of the embodiment, meanwhile, the weight of the engine 100 is effectively reduced, the requirement of light weight is met, and carbon emission is reduced.

As shown in fig. 1 and fig. 2, in the present embodiment, the balance gear 24 and the clutch gearwheel 41 are simultaneously driven by the output gear 23, the sliding force of the engagement between the output gear 23 and the balance gear 24 is F1, the sliding force of the engagement between the output gear 23 and the clutch gearwheel 41 is F2, and F1 is different from F2, so that F1 and F2 need to be balanced during setting, and for this reason, in the present embodiment, the center distance L between the output gear 23 and the clutch gearwheel 41 is in the range of 115mm to 120mm to ensure that the sliding force F1 and the sliding force F2 meet the requirements, so that the output gear 23 can simultaneously drive the balance gear 24 and the clutch gearwheel 41.

As shown in fig. 1, in an embodiment, the crankshaft 21, the balance shaft 22 and the auxiliary shaft 32 are relatively flush, the main shaft 31 is relatively located above the positioning plane, in other words, along the height direction of the motorcycle, the height of the main shaft 31 is higher than that of the crankshaft 21, the balance shaft 22 and the auxiliary shaft 32, and the heights of the crankshaft 21, the balance shaft 22 and the auxiliary shaft 32 are substantially the same, so as to adjust the structure of the cylinder block 12 and the layout of other internal components, and avoid the structure of the cylinder block 12 from being changed as much as possible.

As shown in fig. 1 and 3, the cylinder block 12 is provided with a first mounting hole 123 and a plurality of second mounting holes 124, wherein the first mounting hole 123 is used for supporting and positioning the main shaft 31, and the plurality of second mounting holes 124 are used for supporting and positioning the auxiliary shaft 32, the balance shaft 22, and the crankshaft 21, respectively. During mounting, the main shaft 31 is inserted into the cylinder block 12 through the first mounting hole 123, and the end of the main shaft 31 is restrained in the first mounting hole 123.

As shown in fig. 1 and 3, in a solution in which the installation heights of the crankshaft 21, the auxiliary shaft 32 and the balance shaft 22 are substantially the same, the cylinder block 12 includes a first cylinder block 121 and a second cylinder block 122, the first cylinder block 121 has a first spliced surface 1211, the second cylinder block 122 has a second spliced surface 1221, and the first spliced surface 1211 and the second spliced surface 1221 are spliced in alignment, so that the first cylinder block 121 and the second cylinder block 122 are spliced to form the cylinder block 12. Wherein, first mounting groove 1241 has been seted up on first concatenation face 1211, second mounting groove 1242 has been seted up on the second concatenation face 1221, first mounting groove 1241 splices with second mounting groove 1242 during the concatenation and forms second mounting hole 124, so that locate the countershaft 32, bent axle 21 and counter shaft 22 in cylinder block 12 and fix a position spacingly through the second mounting hole 124 that corresponds, simple installation, and bent axle 21, the structural change of setting scheme to cylinder block 12 of counter shaft 22 and countershaft 32 is littleer, divide cylinder block 12 into first cylinder body 121 and second cylinder body 122, can also make first cylinder body 121 and second cylinder body 122 respectively, improve the machining rate. Specifically, for example, as shown in fig. 1 and 3, when the crankshaft 21 is mounted, both ends of the crankshaft 21 are respectively erected in corresponding first mounting grooves 1241 of the first cylinder block 121, and then the second cylinder block 122 is covered on the first cylinder block 121, and the second mounting grooves 1242 supporting the crankshaft 21 are made to correspond to the corresponding first mounting grooves 1241, so that the crankshaft 21 is positioned and limited by the first mounting grooves 1241 and the second mounting grooves 1242.

As shown in fig. 3, 4 and 8, the first cylinder block 12 is provided with an accommodating groove 125, the first mounting hole 123 is communicated with the accommodating groove 125, and the clutch gearwheel 41 is mounted in the accommodating groove 125 and located at the end of the main shaft 31.

Referring to fig. 6 and 8, a connection portion 126 is disposed between the accommodation groove 125 and the first installation groove 1241, and an assembly hole 127 is disposed at the connection portion 126; the cylinder block 12 further includes a connecting member 128, and the connecting member 128 is inserted into the fitting hole 127 to connect the first cylinder block 121 and the second cylinder block 122. Specifically, the connecting member 128 is provided with a fastening structure such as a bolt or a screw, and when the cylinder block is mounted, the first cylinder block 121 is aligned with the second cylinder block 122, and the connecting member 128 is inserted into the mounting hole 127 to fasten the first cylinder block 121 and the second cylinder block 122.

Referring to fig. 5 to 8, the transmission system further includes a clutch shaft sleeve 50, the clutch 40 is sleeved on the main shaft 31, the clutch shaft sleeve 50 is located between the main shaft 31 and the clutch 40, and the clutch shaft sleeve 50 is used for accommodating and connecting the main shaft 31, so that the main shaft 31 stably rotates, and transmits the axial force of the main shaft 31 to the clutch 40.

Referring to fig. 6 to 8, since the output gear 23 of the present application drives the balance gear 24 and the clutch gearwheel 41 at the same time, in order to ensure that the sliding force between the output gear 23 and the clutch gearwheel 41 meets the requirement, in the present embodiment, the diameter of the clutch gearwheel 41 is increased, the clutch gearwheel 41 can be installed in the accommodating groove 125 exactly when being installed, due to the structural limitation of the cylinder block 12, a movable space cannot be reserved between the clutch gearwheel 41 and the accommodating groove 125, and the clutch gearwheel 41 interferes with the connecting portion 126 of the cylinder block 12, so that the clutch gearwheel 41 and the clutch shaft sleeve 50 cannot be assembled into a whole and then installed in the accommodating groove 125 when being installed. In the present embodiment, an installation gap 35 exists between the clutch gearwheel 41 and the main shaft 31, the installation gap 35 is used for installing the clutch shaft sleeve 50, when installing, the clutch gearwheel 41 is firstly sleeved on the main shaft 31, then the clutch gearwheel 41 is swung to adjust and move in the radial direction, so that the clutch gearwheel 41 avoids the connecting portion 126 and is smoothly installed in the accommodating groove 125, and then the clutch shaft sleeve 50 is installed between the main shaft 31 and the clutch gearwheel 41, wherein the installation gap 35 provides a moving space for the radial movement of the clutch gearwheel 41.

However, the shaft sleeve 50 in the prior art does not have the clamping portion 52, so that the purpose of firstly mounting the clutch gearwheel 41 and then mounting the clutch shaft sleeve 50 cannot be achieved, and the clutch shaft sleeve 50 and the clutch gearwheel 41 cannot be respectively dismounted during dismounting, therefore, as shown in fig. 8 and 9, the present embodiment provides a shaft sleeve 50 structure, wherein the shaft sleeve 50 structure includes a body 51 and a clamping portion 52, the shaft sleeve 50 structure is matched with the clamping portion 52 through a clamp such as a pincher during mounting or dismounting, the shaft sleeve 50 structure is mounted between the assembled rotor and rotating shaft, and the shaft sleeve 50 structure can also be firstly dismounted before the rotor through the clamp during dismounting. In this embodiment, the clutch shaft sleeve 50 is configured as the shaft sleeve 50, when assembling, the clutch gear 41 is first installed in the accommodating groove 125, and then the clutch shaft sleeve 50 is installed between the clutch gear 41 and the main shaft 31 by matching the clamp with the clamping portion 52, and similarly, when disassembling, in order to avoid the connecting portion 126, the clutch shaft sleeve 50 is first disassembled by matching the clamp with the clamping portion 52, so as to leave the assembling gap 35, and then the clutch gear 41 is disassembled, so that the clutch gear 41 can adjust its position through the assembling gap 35. The problem of installation interference of the clutch gearwheel 41 is solved by arranging the clamping part 52 on the clutch shaft sleeve 50, and the cylinder block 12 does not need to be enlarged to adapt to the change of the volume of the clutch gearwheel 41, so that the improvement cost is reduced, the size of the cylinder block 12 is prevented from being enlarged, and the requirement of light weight is met.

As shown in fig. 9, the holding portion 52 is a convex portion provided on the body 51 and extending in the axial direction of the clutch collar 50, and when the clutch collar 50 is attached or detached, the clutch collar 50 can be attached or detached by holding the convex portion with forceps, which is time-saving and labor-saving. Of course, in other embodiments, the specific structure of the clamping portion 52 is not limited to the above or shown in the drawings, for example, a clamping groove may be formed on the circumferential side of the convex portion, so that the forceps can be matched with the clamping groove when clamping the convex portion, that is, at least a part of the forceps abuts against the clamping groove to realize the limitation of the forceps, and the forceps is prevented from being unstable in clamping or sliding out of the convex portion due to insufficient friction force when clamping the convex portion.

With reference to fig. 9, the clutch shaft sleeve 50 is provided with an avoiding groove 53, and the clamping portion 52 is disposed in the avoiding groove 53, so that the clamping portion 52 can be prevented from extending out of the clutch shaft sleeve 50 and interfering with other structures to affect the installation of other structures, and the avoiding groove 53 can reduce the weight of the clutch shaft sleeve 50 without affecting the rotation of the clutch gearwheel 41, thereby achieving the requirement of light weight.

As shown in fig. 9, the number of the clamping portions 52 is two, and the two clamping portions 52 are symmetrically arranged about the axis of the clutch sleeve 50, so that when the clutch sleeve 50 is mounted or dismounted, the two pliers clamp the clamping portions 52 at the same time to prevent the clutch sleeve 50 from tilting, thereby realizing the rapid and smooth mounting and dismounting of the clutch sleeve 50. Of course, in other embodiments, the number of the clamping portions 52 is not limited to the above, and for example, one, three, four, and the like may be provided.

As shown in fig. 10 to 15, the transmission mechanism 20 further includes a bearing seat 36 and a bearing 37, the bearing 37 is disposed in the bearing seat 36, the bearing seat 36 is disposed in the first mounting hole 123, and the end of the main shaft 31 is mounted in the bearing 37. The bearing seat 36 is used to fill a gap between the first mounting hole 123 and the bearing 37, so that the main shaft 31 is stably mounted and noise is prevented from being generated. When the bearing 37 is mounted, the bearing holder 36 is assembled with the bearing 37, and then the bearing is mounted in the first mounting hole 123.

As shown in fig. 11 and 15, the bearing seat 36 includes a seat body 361 and a limiting member 362, the seat body 361 has a through hole 3611 along an axial direction of the seat body 361, and one end of the seat body 361 is provided with a limiting portion 3613 extending along the seat body 361 for limiting the bearing 37 mounted in the through hole 3611, the other end of the seat body 361 is provided with the limiting member 362 for limiting the bearing 37, so as to prevent the bearing 37 from being separated from the seat body 361, the bearing 37 is limited in the seat body 361 by the combined action of the limiting portion 3613 and the limiting member 362, and the bearing 37 is prevented from being displaced to affect the operation of the spindle 31.

As shown in fig. 11 or 13, in one embodiment, the position-limiting portion 3613 is a step structure provided on a side wall inside the through hole 3611; the step structure is provided with a step surface 3614, the bearing 37 is abutted against the step surface 3614 during installation, and the step surface 3614 stops the bearing 37, so that the bearing 37 is limited. Of course, in other embodiments, the specific structure of the position-limiting portion 3613 is not limited, and for example, the position-limiting portion 3613 may be a convex structure.

Specifically, as shown in fig. 11 or 13, the step structure is formed by stamping, and the through holes 3611 with different diameters are stamped on the seat body 361, so that the step structure is formed between the adjacent through holes 3611, the processing method is simple, and the processing cost is reduced. Of course, in other embodiments, a protrusion extending along the axis of the through hole 3611 may be welded to the end of the through hole 3611, and the bearing 37 may be stopped by the protrusion.

As shown in fig. 11 and 12, in an embodiment, the position-limiting member 362 is a position-limiting plate 3622, and the position-limiting plate 3622 covers an end of the seat 361 far from the position-limiting portion 3613, so as to prevent the bearing 37 in the seat 361 from falling off the seat 361. In other embodiments, the specific structure and installation manner of the limiting member 362 are not limited to the above or shown in the drawings.

For example, in another embodiment, as shown in fig. 13 to 15, the limiting member 362 is an annular structure 3621, a first threaded portion 3621a is disposed on a peripheral side of the annular structure 3621, a second threaded portion 3612 is disposed on a side wall of the through hole 3611 of the seat body 361, the annular structure 3621 is mounted in the through hole 3611 and located at an end of the seat body 361 far from the limiting portion 3613, the first threaded portion 3621a and the second threaded portion 3612 are threadedly connected to achieve positioning of the annular structure 3621, at this time, the annular structure 3621 stops the bearing 37 located in the seat body 361, the bearing 37 is prevented from being separated from the seat body 361, and the axial limiting of the bearing 37 is achieved by matching the limiting portion 3613 with the annular structure 3621.

Specifically, the annular structure 3621 is a hollow bolt, which is simple to manufacture and can be purchased directly without self-making such as a die, so that resources are saved and cost is reduced.

Referring to fig. 10 and 11, the bearing seat 36 further includes a fastener 363, and the fastener 363 fixes the position-limiting plate 3622 to the seat body 361. In one embodiment, the fastener 363 is a bolt, but may be another fastening structure such as a screw.

Further, as shown in fig. 11, the position-limiting plate 3622 includes an annular plate body 3622a and at least two connecting lugs 3622b, an inner diameter of the annular plate body 3622a is smaller than an inner diameter of the through hole 3611, so as to stop and limit the bearing 37, and prevent the bearing 37 from being separated from the through hole 3611; the connecting lugs 3622b are disposed along the circumferential direction of the annular plate body 3622a and are used for connecting with the seat body 361. When the fastening device 363 is installed, the connecting lug 3622b is connected to the seat 361, so as to fix the annular plate 3622 a.

As shown in fig. 11, the outer diameter of the annular plate 3622a is smaller than that of the seat 361, so that the annular plate 3622a is prevented from protruding from the outer sidewall of the seat 361 to affect the installation of the bearing seat 36, and the weight of the bearing seat can be reduced.

In one embodiment, as shown in fig. 1 and 16 to 18, the lubricating system 60 further includes an oil pump (not shown), an oil pump driving gear 61, and a positioning member 62, wherein the oil pump driving gear 61 is disposed on the main shaft 31. The oil pump driving gear 61 is provided with a first positioning hole 611 extending along the axial direction, the clutch large gear 41 is provided with a second positioning hole 411 extending along the axial direction, the oil pump driving gear 61 is adjusted during installation so that the first positioning hole 611 corresponds to the second positioning hole 411, the positioning piece 62 is inserted into the first positioning hole 611 and the second positioning hole 411 at the same time, positioning and installation of the oil pump driving gear 61 are achieved, meanwhile, the oil pump driving gear 61 is prevented from rotating circumferentially relative to the clutch large gear 41, and therefore the oil pump driving gear 61 and the clutch large gear 41 move synchronously. The technical means that the positioning piece 62, the first positioning hole 611 and the second positioning hole 411 are used for positioning and limiting between the oil pump driving gear 61 and the clutch large gear 41 is adopted, and compared with the mode of interference fit positioning and installation in the prior art, the oil pump driving gear 61 in the embodiment is installed more stably, the oil pump driving gear 61 is effectively prevented from rotating and shifting, and therefore the oil pump driving gear 61 and the oil pump gear 63 are meshed stably; and compare in prior art oil pump driving gear 61 and separation and reunion gear wheel 41 spline fit's mounting means, the mode of this embodiment installation location is simpler, only need set up first locating hole 611 and second locating hole 411 respectively on oil pump driving gear 61 and separation and reunion gear wheel 41 can, need not to process a plurality of spline teeth to practice thrift the cost more, improve machining efficiency.

As shown in fig. 17 and 18, the positioning member 62 is a pin, which has a simple structure and low cost, but in other embodiments, the specific structure of the positioning member 62 is not limited to the above, for example, the positioning member 62 may be a fastening structure such as a bolt or a screw.

As shown in fig. 16, the number of the positioning members 62 is two, two positioning members 62 are symmetrically arranged about the axis of the oil pump driving gear 61, correspondingly, the number of the first positioning holes 611 and the number of the second positioning holes 411 are two, the two first positioning holes 611 are symmetrically arranged about the axis of the oil pump driving gear 61, and the two second positioning holes 411 are symmetrically arranged about the axis of the clutch large gear 41, so that two-point positioning of the oil pump driving gear 61 is realized, and the positioning and limiting stability is improved. In other embodiments, the number of the positioning members 62 is not limited, and for example, three or four positioning members may be provided.

As shown in fig. 1, the lubricating system 60 further includes an oil pump gear 63, the oil pump gear 63 is engaged with the oil pump driving gear 61, and the oil pump driving gear 61 transmits power to the oil pump gear 63, so as to drive the oil pump gear 63 to rotate, thereby realizing the transportation of the engine oil.

In one embodiment, as shown in fig. 19 to 21, the valve train 70 mainly includes a timing gear system (not shown), a camshaft 71, and a valve driving assembly, wherein the valve driving assembly includes a valve and a driving member for driving the valve to move, and a clearance between the driving member and the valve is a valve clearance 72, wherein the valve includes an intake valve and an exhaust valve. The valve train 70 opens and closes the intake and exhaust valves of each cylinder in good time according to the operating conditions of the engine 100, so that the cylinders are filled with fresh mixed gas in time and exhaust gas can be discharged out of the cylinders in time.

As shown in fig. 20, the camshaft 71 is provided with an adjusting portion 711 wound around the camshaft 71 in the circumferential direction, an external tool can rotate the camshaft 71 in cooperation with the adjusting portion 711, the camshaft 71 drives a corresponding transmission member to move, and after multiple adjustments are performed, rapid adjustment of the valve clearance 72 of each cylinder of the engine 100 is achieved, the manner of rotating the camshaft 71 through the adjusting portion is more labor-saving and convenient, so that the valve clearance 72 can be adjusted rapidly, and the adjustment efficiency is improved.

As shown in fig. 20, in one embodiment, the circumferential side wall of the adjustment part 711 is provided with an edge 712, and the cam shaft 71 can be rotated quickly and easily by engaging the edge 712 with a wrench tool.

In one embodiment, the circumferential outer sidewall of the adjustment portion 711 is provided with at least four edges 712, and the number of the edges 712 is even, so as to be convenient for matching with a wrench commonly available in the market at present, so that the camshaft 71 is more convenient to apply.

Further, the diameter of the inscribed circle of the adjustment part 711 is larger than or equal to the diameter of the camshaft 71 to ensure the strength of the camshaft 71 at the position of the adjustment part 711.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present application shall be subject to the appended claims.

Claims (10)

1. An engine comprising a drive train and a lubrication system, the drive train comprising a clutch, the clutch comprising a clutch gearwheel, the lubrication system comprising an oil pump drive gear; characterized in that the lubrication system further comprises a positioning member;

the oil pump driving gear is provided with a first positioning hole extending along the axial direction of the oil pump driving gear, the clutch gear wheel is provided with a second positioning hole extending along the axial direction of the clutch gear wheel, the first positioning hole corresponds to the second positioning hole during assembly, and the positioning piece is inserted into the first positioning hole and the second positioning hole simultaneously so as to limit the oil pump driving gear to rotate circumferentially relative to the clutch gear wheel.

2. The engine of claim 1, wherein the positioning member is provided as a pin.

3. The engine of claim 1, characterized in that the number of the positioning members is two, and the two positioning members are symmetrically arranged about the axis of the oil pump driving gear; and each positioning piece is correspondingly provided with one first positioning hole and one second positioning hole.

4. The engine of claim 1, further comprising a cylinder block; the transmission system also comprises a transmission mechanism and a speed change mechanism;

the transmission mechanism comprises a crankshaft, a balance shaft, an output gear and a balance gear, the crankshaft is in transmission connection with the balance shaft, the output gear is arranged on the crankshaft, and the balance gear is arranged on the balance shaft;

the speed change mechanism comprises a main shaft and a secondary shaft, the main shaft is in transmission connection with the crankshaft, and the main shaft is in transmission connection with the secondary shaft;

the clutch comprises a clutch gearwheel, and the clutch gearwheel is arranged on the main shaft;

wherein the output gear is simultaneously engaged with the balance gear and the clutch gearwheel to simultaneously drive the balance gear and the clutch gearwheel.

5. The engine of claim 4, wherein the center-to-center distance between the output gear and the clutch gear wheel ranges from 115mm to 120mm.

6. The engine of claim 1, further comprising a valve train including a camshaft and a valve train assembly including a valve and a drive member that moves the valve, a clearance between the drive member and the valve being a valve clearance;

the camshaft is provided with an adjusting part which is arranged along the circumferential direction of the camshaft in a winding manner, and an external tool is matched with the adjusting part to rotate the camshaft so as to adjust the valve clearance.

7. The engine of claim 6, wherein the circumferential side wall of the adjustment portion is provided with an edge, and a wrench tool is engaged with the edge to rotate the camshaft.

8. The engine of claim 7, characterized in that at least four edges are arranged on the circumference of the adjusting part, the number of the edges is even, and the camshaft can be rotated by matching a wrench with the edges of the adjusting part.

9. An engine according to claim 7 or 8, wherein the number of said edge arrangements is six.

10. The engine according to claim 7, characterized in that the inscribed circle diameter of the regulation portion is greater than or equal to the diameter of the camshaft.

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