Engines and vehicles

Abstract

This invention relates to the field of vehicle technology, and in particular to an engine and a vehicle. The engine includes a camshaft and a decompression device. The camshaft includes a first camshaft unit and a second camshaft unit, with a receiving space between the first and second camshaft units. The decompression device is at least partially disposed within the receiving space, with one end connected to the first camshaft unit and the other end connected to the second camshaft unit. This invention also provides a vehicle using the above-described engine. Thus, the assembly of the camshaft and decompression device is simpler, the engine is lighter and less expensive, and the overall operational reliability is high. Furthermore, it ensures the sealing of the camshaft oil passage holes, eliminating the need for separate oil passage arrangements, resulting in lighter weight and significant space savings.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to an engine and a vehicle. Background Technology

[0002] An engine includes a camshaft and a depressurization device, which are important components of the valve train. The depressurization device is mainly used to reduce the pressure inside the engine cylinders during engine startup, thereby reducing the external force required for starting and preventing excessive load on the starter motor or forceful rebound of the manual operating lever.

[0003] Existing decompression devices are generally mounted on one end of the camshaft for single-cylinder engines. The camshaft includes a cam, and the decompression device includes a decompression rod that passes through a portion of the cam. When the engine starts, the decompression rod rotates to a height above the cam base circle, opening the engine valves. Some gas is expelled from the combustion chamber during compression, thus providing decompression during startup. Once a certain engine speed is reached, the decompression rod rotates to a height below the cam base circle, closing the valves, establishing combustion in the combustion chamber, and rapidly increasing the engine speed. If used for decompression in an inline twin-cylinder engine, the camshaft includes a first cam group and a second cam group corresponding to the two cylinders. A very long decompression rod needs to be added, passing through the first cam group to the cam base circle of the second cam group to achieve valve engagement with the twin-cylinder engine.

[0004] When a camshaft rotates, it relies on a support journal for stable operation. Typically, the diameter of the camshaft support journal is smaller than the diameter of the cam base circle. The pressure relief rod passes from the outside of the camshaft through the cam base circle of the first cam group to the second cam group, requiring a significant increase in the diameter of the support journal to maintain stable camshaft operation. This results in increased overall structural weight, excessive assembly space usage, complex installation, and high costs. Summary of the Invention

[0005] To address the shortcomings of existing technologies, the purpose of this application is to provide an engine and vehicle that features an easy-to-install decompression device and camshaft, is lightweight, and occupies little space.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] An engine includes a cylinder head; a cylinder head cover, at least partially disposed on the cylinder head; engine valves for controlling engine exhaust; a first limit bracket; a second limit bracket; the engine includes a camshaft and a decompression device, the camshaft including a first camshaft unit and a second camshaft unit, a receiving space being provided between the first camshaft unit and the second camshaft unit, the decompression device being at least partially disposed within the receiving space, one end of the decompression device being connected to the first camshaft unit, and the other end of the decompression device being connected to the second camshaft unit.

[0008] Furthermore, the second camshaft unit includes a body section and a connecting section. One end of the connecting section is connected to the body section, and the other end of the connecting section passes through the pressure reducing device and is at least partially disposed within the first camshaft unit, and is connected to the first camshaft unit.

[0009] Furthermore, the pressure reducing device includes a limiting plate and two pressure reducing components, which are respectively disposed on both sides of the limiting plate.

[0010] Furthermore, the first camshaft unit includes a first cam group, on which a first mounting groove is provided, and the pressure-reducing component is at least partially disposed within the first mounting groove; the second camshaft unit includes a second cam group, on which a second mounting groove is provided, and the pressure-reducing component is at least partially disposed within the second mounting groove.

[0011] Furthermore, the first camshaft unit includes a first limiting platform, and the second camshaft unit also includes a second limiting platform; the pressure reducing device is at least partially located between the first limiting platform and the second limiting platform, and abuts against the first limiting platform and the second limiting platform respectively.

[0012] Furthermore, the pressure reducing assembly includes a transmission structure and a valve stem structure. The transmission structure is at least partially mounted on the limiting plate. One end of the valve stem structure is at least partially disposed within the transmission structure, and the other end of the valve stem structure is at least partially disposed in the first mounting groove and the second mounting groove. The transmission structure is capable of driving the valve stem structure to rotate.

[0013] Furthermore, the transmission structure includes a rocker arm and a reset component. One end of the rocker arm is connected to the limit plate through the reset component, and the other end of the rocker arm is engaged with the valve stem structure.

[0014] Furthermore, the valve stem structure includes a pressure-reducing rod, which is at least partially disposed in a first mounting groove and a second mounting groove; the pressure-reducing rod is provided with a first side and a second side, and when the first side is rotated to be radially outward toward the camshaft, the pressure-reducing rod is in a first state, and when the second side is rotated to be radially outward toward the camshaft, the pressure-reducing rod is in a second state.

[0015] Furthermore, the first cam group includes a first base circle surface; when the pressure relief rod is in the first state, the pressure relief rod protrudes radially outward from the edge of the first base circle surface, changing the contour of the first cam group; when the pressure relief rod is in the second state, the pressure relief rod is set inside the first base circle surface, without changing the contour of the first cam group.

[0016] Furthermore, the first cam group includes a first cam and a second cam, and the first mounting groove is at least partially disposed on the first base circle surface of the first cam; the second cam group includes a third cam and a fourth cam, and the second cam group also includes a second base circle surface, and the second mounting groove is at least partially disposed on the second base circle surface of the third cam; the camshaft is also provided with a first oil passage hole and a second oil passage hole, the first oil passage hole being disposed between the first cam and the second cam; the second oil passage hole being disposed between the third cam and the fourth cam.

[0017] A vehicle includes a frame assembly; body panels; a drive assembly; a running gear assembly; and an engine as described above.

[0018] The advantages of this invention are: the pressure reducing device and the camshaft are easy to install, which can not only reduce the pressure of both cylinders of the engine at the same time, but also saves effort in installation, reduces the space occupied, and ensures the sealing of the camshaft oil passage hole, which greatly reduces the weight and cost of the overall structure. Attached Figure Description

[0019] Figure 1 This is a structural schematic diagram of the camshaft assembly and engine valves provided in this application.

[0020] Figure 2 This is a schematic diagram of the camshaft assembly in Embodiment 1 provided in this application.

[0021] Figure 3 This is a structural schematic diagram of the camshaft assembly from another perspective in Embodiment 1 provided in this application.

[0022] Figure 4 This is a schematic diagram of the pressure reducing device in Embodiment 1 provided in this application.

[0023] Figure 5 This is a schematic diagram of the limiting plate in Embodiment 1 provided in this application.

[0024] Figure 6 for Figure 5 Exploded view.

[0025] Figure 7 This is a schematic diagram of the limiting plate and pressure reducing assembly in Embodiment 1 provided in this application.

[0026] Figure 8 This is a schematic diagram of the rocker arm and valve stem structure in Embodiment 1 provided in this application.

[0027] Figure 9 This is a schematic diagram of the camshaft structure in Embodiment 1 provided in this application.

[0028] Figure 10 This is a schematic diagram of the camshaft assembly in Embodiment 2 provided in this application.

[0029] Figure 11 This is a schematic diagram of the camshaft structure in Embodiment 2 provided in this application.

[0030] Figure 12 for Figure 11 Exploded view.

[0031] Figure 13 This is a schematic diagram of the pressure relief device and the first camshaft unit provided in Embodiment 2 of this application.

[0032] Figure 14 This is a schematic diagram of the limiting plate in Embodiment 2 provided in this application.

[0033] Figure 15 This is a partial structural diagram of the engine provided in this application.

[0034] Figure 16 This is a partial structural diagram of the engine provided in this application after the cylinder head cover has been removed.

[0035] Figure 17 A structural schematic diagram of the vehicle provided in this application.

[0036] In the diagram, 100 is the vehicle; 101 is the chassis assembly; 102 is the body panel; 103 is the drive assembly; 104 is the running gear assembly; 10 / 20 is the engine; 211 is the cylinder head cover; 212 is the cylinder head; 113 is the engine valve; 214 is the first limit bracket; 215 is the second limit bracket; 12 / 22 is the camshaft assembly; 13 / 23 is the camshaft; 131 / 231 is the first cam group; and 1311 is the first base circle. 1312 / 2312, First cam; 1313 / 2313, Second cam; 132 / 232, Second cam group; 1321, Second base circle surface; 1322 / 2322, Third cam; 1323 / 2323, Fourth cam; 133 / 233, First mounting groove; 134 / 234, Second mounting groove; 135, First step; 136, Second step; 1361, Accommodating space; 137, Limiting element; 13 8 / 238, First oil passage hole; 139 / 239, Second oil passage hole; 235, First camshaft unit; 2351, First limiting platform; 236, Second camshaft unit; 2361, Body section; 2362, Connecting section; 2363, Second limiting platform; 2364, Accommodation space; 14 / 24, Pressure reducing device; 141 / 241, Limiting plate; 1411, First limiting plate unit; 1412, First latching part; 141 3. First groove; 1414. Second limiting plate unit; 1415. Second buckle part; 1416. Second groove; 142 / 242. Pressure reducing assembly; 1421. Transmission structure; 1422. Rocker arm; 1423. First limiting block; 1424. Second limiting block; 1425. Reset part; 1426. Valve stem structure; 1427. Lever; 1428 / 2428. Pressure reducing rod; 143. First side; 144. Second side. Detailed Implementation

[0037] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0038] Please see Figure 1 The engine 10 includes a camshaft assembly 12 and engine valves 113. The camshaft assembly 12 can cooperate with the engine valves 113 to open or close the engine valves 113.

[0039] Please see Figure 2 and Figure 3The camshaft assembly 12 includes a camshaft 13 and a pressure reducing device 14, which is mounted on the camshaft 13. The pressure reducing device 14 is mainly used to reduce the pressure inside the engine cylinder 10 when the engine 10 is started, reduce the starting force, and avoid excessive load on the starter motor or strong rebound of the manual operating lever.

[0040] When the engine 10 starts, it must overcome the friction of the moving parts of the engine 10 and the gas compression resistance formed by the closed combustion chamber. For example, when starting in cold weather, the low temperature and thick oil can cause excessive friction, making starting difficult or impossible. In this case, the pressure reducing device 14 can reduce the starting resistance and make starting smoother.

[0041] Existing decompression devices are generally mounted on one end of the camshaft for single-cylinder engines. The camshaft includes a cam, and the decompression device includes a decompression rod that passes through a portion of the cam. When the engine starts, the decompression rod rotates to a height above the cam base circle, opening the engine valves. Some gas is expelled from the combustion chamber during compression, thus providing decompression during startup. Once a certain engine speed is reached, the decompression rod rotates to a height below the cam base circle, closing the valves, establishing combustion in the combustion chamber, and rapidly increasing the engine speed. If used for decompression in a twin-cylinder engine, the camshaft includes a first cam group and a second cam group corresponding to the two cylinders. A long decompression rod is needed, passing through the first cam group to the cam base circle of the second cam group to achieve valve engagement with the twin-cylinder engine.

[0042] When a camshaft rotates, it relies on a support journal for stable operation. Typically, the diameter of the camshaft support journal is smaller than the diameter of the cam base circle. The pressure relief rod passes from the outside of the camshaft through the cam base circle of the first cam group to the second cam group, requiring a significant increase in the diameter of the support journal to maintain stable camshaft operation. This results in increased overall structural weight, excessive assembly space usage, complex installation, and high costs.

[0043] Please see Figure 2 and Figure 4 To address the aforementioned issues, the pressure-reducing device 14 provided in the first embodiment of this application includes a limiting disc 141, which is arranged around the periphery of the camshaft 13. The limiting disc 141 comprises a first limiting disc unit 1411 and a second limiting disc unit 1414, which are detachably connected and capable of radial limiting. This facilitates the installation of the pressure-reducing device 14 onto the camshaft 13, making disassembly and installation convenient.

[0044] In this embodiment, the camshaft 13 is integrally formed. During assembly, the first limiting disc unit 1411 and the second limiting disc unit 1414 are simply fastened together around the camshaft 13, allowing the limiting disc 141 to be arranged around the camshaft 13, thus completing the assembly of the limiting disc 141. This results in a simple structure, small footprint, time-saving installation, and reduced costs.

[0045] Please see Figure 5 and Figure 6 The first limiting disc unit 1411 includes a first latching portion 1412, which is located at one end of the first limiting disc unit 1411. A first groove 1413 is formed at the end of the first limiting disc unit 1411 away from the first latching portion 1412. The second limiting disc unit 1414 includes a second latching portion 1415, which is located at one end of the second limiting disc unit 1414. A second groove 1416 is formed at the end of the second limiting disc unit 1414 away from the second latching portion 1415. The first latching portion 1412 is at least partially disposed within and connected to the second groove 1416, and the second latching portion 1415 is at least partially disposed within and connected to the first groove 1413, so that the first limiting disc unit 1411 and the second limiting disc unit 1414 are radially fastened together.

[0046] The connection between the first groove 1413 and the first limiting disc unit 1411 enables radial fixation, preventing the first limiting disc unit 1411 and the second limiting disc unit 1414 from separating due to centrifugal force during the rotation of the camshaft 13, thus ensuring the normal operation of the engine 10. This facilitates the assembly of the first limiting disc unit 1411 and the second limiting disc unit 1414. The entire decompression device 14 is mounted on the camshaft 13 via the two limiting discs 141, resulting in a simple structure and convenient assembly. The first latching part 1412 and the second latching part 1415 are essentially circular, and correspondingly, the inner contours of the first groove 1413 and the second groove 1416 are essentially consistent with the outer contours of the first latching part 1412 and the second latching part 1415.

[0047] During installation, the first limiting disc unit 1411 and the second limiting disc unit 1414 are installed along the axial direction of the camshaft 13, so that the first latching part 1412 is installed in the second groove 1416 and the second latching part 1415 is installed in the first groove 1413. Since the first latching part 1412 and the second latching part 1415 are basically circular, the first limiting disc unit 1411 and the second limiting disc unit 1414 can achieve radial limiting after installation, thereby preventing the first limiting disc unit 1411 and the second limiting disc unit 1414 from separating radially along the camshaft 13.

[0048] Of course, in other embodiments, the shapes of the first latching part 1412 and the second latching part 1415 are not limited to this, and can also be polygonal, irregular, etc., as long as the radial fastening function can be achieved, and there is no limitation here.

[0049] Please see Figure 4 The pressure-reducing device 14 also includes two pressure-reducing components 142, which are respectively disposed on both sides of the limiting plate 141. It should be noted that the two pressure-reducing components 142 in this application have the same structure and working principle.

[0050] Please see Figure 2 and Figure 3 The camshaft 13 also includes a first cam group 131 and a second cam group 132. The first cam group 131 is provided with a first mounting groove 133, and the second cam group 132 is provided with a second mounting groove 134. The pressure-reducing component 142 is at least partially disposed in the first mounting groove 133 and at least partially disposed in the second mounting groove 134. Specifically, one of the two pressure-reducing components 142 is at least partially disposed in the first mounting groove 133, and the other of the two pressure-reducing components 142 is at least partially disposed in the second mounting groove 134.

[0051] Thus, the pressure-reducing device 14 is located between the first cam group 131 and the second cam group 132, thereby shortening the distance between the pressure-reducing component 142 and the first cam group 131 and the second cam group 132. This facilitates the cooperation of the pressure-reducing component 142 with the first cam group 131 and the second cam group 132 to open or close the engine valve 113. This avoids the existing situation where a long pressure-reducing rod needs to be installed to pass through the cam base circle of the first cam group to cooperate with the engine valve. The assembly of this embodiment is simpler, lighter, and less expensive. Furthermore, since the pressure-reducing device 14 is arranged between the first cam group 131 and the second cam group 132, it can not only simultaneously reduce pressure on both cylinders of the engine 10, but also improve the overall operational reliability.

[0052] There is also an existing camshaft assembly for decompression in a two-cylinder engine. This assembly adds a long decompression center shaft inside the camshaft, extending from the camshaft through the base circle of the first cylinder to the base circle of the second cylinder. A support pin on the decompression center shaft drives a decompression rod to retract or protrude from the corresponding cam's base circle, thus opening or closing the engine valves. However, due to the presence of the decompression rod, the camshaft oil passage cannot be sealed, and its function as a high-pressure oil passage for supplying oil to the camshaft journal is lost. A separate oil passage must be constructed to supply oil to the journal, increasing the complexity of oil passage machining, occupying excessive assembly space, and resulting in high costs.

[0053] In this embodiment, part of the pressure reducing component 142 extends from the outside of the camshaft 13 into the first mounting groove 133 of the first cam group 131 and the second mounting groove 134 of the second cam group 132, thereby ensuring the sealing of the oil passage hole of the camshaft 13. There is no need to arrange the oil passage separately, which is lightweight and saves a lot of space.

[0054] Please see Figure 3 The first cam assembly 131 includes a first base circular surface 1311, and the pressure relief assembly 142 is at least partially rotatable within the first mounting groove 133 to protrude from or below the first base circular surface 1311.

[0055] It should be noted that the first base circle is a circle drawn in the first cam group 131 with the minimum radial distance of the cam profile as the radius, and the first base circle surface 1311 is the circumferential surface where the first base circle is located.

[0056] Thus, when the portion of the pressure-reducing assembly 142 within the first mounting groove 133 protrudes from the first base circular surface 1311, it alters the outer contour of the first cam assembly 131, thereby changing the opening and closing state of the engine valve 113. When the portion of the pressure-reducing assembly 142 within the first mounting groove 133 is inside the first base circular surface 1311, it does not change the outer contour of the first cam assembly 131, thus keeping the opening and closing state of the engine valve 113 unchanged.

[0057] The second cam assembly 132 includes a second base circular surface 1321, and the pressure relief assembly 142 is at least partially rotatable within the second mounting groove 134 to protrude from or below the second base circular surface 1321.

[0058] It should be noted that the second base circle is a circle drawn in the second cam group 132 with the minimum radial distance of the cam profile as the radius, and the second base circle surface 1321 is the circumferential surface where the second base circle is located.

[0059] Thus, when the portion of the pressure-reducing assembly 142 within the second mounting groove 134 protrudes beyond the second base circular surface 1321, it alters the outer contour of the second cam assembly 132, thereby changing the opening and closing state of the engine valve 113. When the portion of the pressure-reducing assembly 142 within the second mounting groove 134 is inside the second base circular surface 1321, it does not alter the outer contour of the second cam assembly 132, thus keeping the opening and closing state of the engine valve 113 unchanged.

[0060] Please see Figure 7The pressure-reducing assembly 142 includes a transmission structure 1421 and a valve stem structure 1426. The transmission structure 1421 is at least partially mounted on the first limiting disc unit 1411 and the second limiting disc unit 1414. One end of the valve stem structure 1426 is at least partially disposed within the transmission structure 1421, and the other end of the valve stem structure 1426 is at least partially disposed within the first mounting groove 133 and the second mounting groove 134. The transmission structure 1421 is capable of driving the valve stem structure 1426 to rotate, causing the valve stem structure 1426 to protrude from or be below the first base circular surface 1311. Specifically, since two pressure-reducing assemblies 142 are provided, the valve stem structure 1426 of one pressure-reducing assembly 142 is at least partially disposed within the first mounting groove 133, and the valve stem structure 1426 of the other pressure-reducing assembly 142 is at least partially disposed within the second mounting groove 134.

[0061] When the engine 10 is not started, the transmission structure 1421 moves the part of the valve stem structure 1426 in the first mounting groove 133 to protrude from the first base circle surface 1311, thereby opening the engine valve 113. A part of the gas will be discharged from the combustion chamber during the compression process, releasing the cylinder pressure and reducing the cylinder pressure, thereby achieving the purpose of reducing starting resistance and reducing the frequency of failures during the engine 10 start-up process.

[0062] Please see Figure 7 The transmission structure 1421 includes a rocker arm 1422 and a reset member 1425. One end of the rocker arm 1422 is connected to the limit plate 141 through the reset member 1425, and the other end of the rocker arm 1422 is engaged with the valve stem structure 1426. The rocker arm 1422 can drive the valve stem structure 1426 to rotate under the action of the reset member 1425.

[0063] When the engine 10 is not started, under the action of the reset member 1425, the rocker arm 1422 moves the portion of the valve stem structure 1426 within the first mounting groove 133 to protrude from the first base circle surface 1311. When the engine 10 is started, the camshaft 13 rotates at low speed. At this time, the centrifugal force of the rocker arm 1422 is not enough to overcome the elastic force of the reset member 1425. At this time, the portion of the valve stem structure 1426 within the first mounting groove 133 still protrudes from the first base circle surface 1311, thereby changing the opening and closing state of the engine valve 113. Some gas will be discharged from the combustion chamber during the compression process, releasing the cylinder pressure and reducing the cylinder pressure, thereby achieving the purpose of reducing starting resistance and reducing the frequency of failures during the engine 10 start-up process.

[0064] In this embodiment, the reset member 1425 is a tension spring. Of course, in other embodiments, the reset member 1425 can also be other components that play the same role.

[0065] Please see Figure 8The rocker arm 1422 includes a first limiting block 1423 and a second limiting block 1424, which are spaced apart and located at one end of the rocker arm 1422 near the valve stem structure 1426. The valve stem structure 1426 includes a lever 1427 and a pressure reducing lever 1428. One end of the lever 1427 is disposed between the first limiting block 1423 and the second limiting block 1424, and the other end is connected to the pressure reducing lever 1428.

[0066] One end of the pressure-reducing rod 1428 is connected to the lever 1427, and the other end of the pressure-reducing rod 1428 is at least partially disposed within the first mounting groove 133 and the second mounting groove 134. Specifically, since two pressure-reducing components 142 are provided, the pressure-reducing rod 1428 of one pressure-reducing component 142 is at least partially disposed within the first mounting groove 133, and the pressure-reducing rod 1428 of the other pressure-reducing component 142 is at least partially disposed within the second mounting groove 134.

[0067] This avoids the need for a long pressure relief rod that passes through the base circle of the cam from the first cam group to the second cam group to engage with the engine valve. In this embodiment, the length of the pressure relief rod 1428 is greatly shortened, saving space and simplifying its installation. This results in a lighter overall structure and lower cost for the pressure relief device 14, while also improving operational reliability.

[0068] The pressure relief lever 1428 includes a first side 143 and a second side 144. The first side 143 is configured such that when the side faces the radially outer side of the first base circular surface 1311, the outline of the first side 143 protrudes from the radially outer side of the first base circular surface 1311, thereby changing the outer outline of the first cam assembly 131. The second side 144 is configured such that when the side is set to face the radially outer side of the first base circular surface 1311, the outline of the second side 144 is inside the first base circular surface 1311, thereby not changing the outer outline of the first cam assembly 131.

[0069] Specifically, the pressure relief lever 1428 includes a first state and a second state. When the engine 10 is first started, the rocker arm 1422, under the preload of the reset member 1425, can drive the lever 1427 to rotate in the first direction via the first limit block 1423 and the second limit block 1424. At this time, the pressure relief lever 1428 is in the first state. When the pressure relief lever 1428 is in the first state, the first side 143 of the pressure relief lever 1428 rotates to the radially outward direction toward the camshaft 13. The pressure relief lever 1428 radially protrudes outward from the edge of the first base circle surface 1311, changing the external contour of the first cam assembly 131, thereby changing the opening and closing state of the engine valve 113. When the engine 10 is in normal operation, the reset member 1425 has lost its preload under the action of centrifugal force. At this time, the rocker arm 1422, under the action of centrifugal force, can drive the lever 1427 to rotate in the second direction via the first limit block 1423 and the second limit block 1424. At this time, the pressure relief lever 1428 is in the second state. When the pressure relief lever 1428 is in the second state, the second side 144 of the pressure relief lever 1428 rotates to the radial outward toward the camshaft 13. At this time, the pressure relief lever 1428 is located inside the first base circle surface 1311, without changing the outer contour of the first cam group 131, so as not to interfere with or change the opening and closing state of the engine valve 113.

[0070] This embodiment specifically describes the structure and working principle of the pressure-reducing component 142 that cooperates with the first cam group 131. Of course, the structure and working principle of the pressure-reducing component 142 that cooperates with the second cam group 132 are the same as those of the pressure-reducing component 142 that cooperates with the first cam group 131, and will not be described again here.

[0071] Please see Figure 9 The camshaft 13 also includes a first step 135 and a second step 136. The first step 135 is located between the first cam group 131 and the second cam group 132. The second step 136 is located between the first cam group 131 and the second cam group 132. A receiving space 1361 extending radially toward the camshaft 13 is formed between the first step 135 and the second step 136. To facilitate the installation of the pressure reducing device 14, the distance between the first step 135 and the second step 136 is set to be greater than the axial width of the pressure reducing device 14.

[0072] The engine 10 also includes a limiting member 137, which can be sleeved on the camshaft 13. When the decompression device 14 is at least partially located within the accommodating space 1361 between the first step 135 and the second step 136 and abuts against the first step 135, the limiting member 137 is positioned between the decompression device 14 and the second step 136, with one end of the limiting member 137 abutting against the decompression device 14 and the other end abutting against the second step 136. When the decompression device 14 is at least partially located within the accommodating space 1361 between the first step 135 and the second step 136 and abuts against the second step 136, the limiting member 137 is positioned between the decompression device 14 and the first step 135, with one end of the limiting member 137 abutting against the decompression device 14 and the other end abutting against the first step 135. Thus, on the one hand, the limiting member 137 can limit the axial movement of the pressure reducing device 14, ensuring that the pressure reducing device 14 is securely mounted on the camshaft 13 and improving the stability of the pressure reducing device 14 during operation. On the other hand, by also providing the limiting member 137 between the first step 135 and the second step 136, the assembly of the pressure reducing device 14 can be facilitated. Installing the limiting member 137 last during the installation of the pressure reducing device 14 between the first step 135 and the second step 136 allows for reserved space for the axial movement of the pressure reducing device 14 during assembly. Installing the limiting member 137 after installation limits the axial movement of the pressure reducing device 14, thereby improving assembly efficiency.

[0073] The limiting member 137 is an E-type open retaining ring. Of course, in other embodiments, the limiting member 137 can also be other components, as long as they can achieve the same effect.

[0074] Please see Figure 9 The first cam group 131 includes a first cam 1312 and a second cam 1313, and a first mounting groove 133 is at least partially disposed on the first base circular surface 1311 of the first cam 1312; the second cam group 132 includes a third cam 1322 and a fourth cam 1323, and a second mounting groove 134 is at least partially disposed on the second base circular surface 1321 of the third cam 1322. The camshaft 13 is also provided with a first oil passage hole 138 and a second oil passage hole 139, the first oil passage hole 138 being disposed between the first cam 1312 and the second cam 1313; and the second oil passage hole 139 being disposed between the third cam 1322 and the fourth cam 1323.

[0075] In this embodiment, the pressure reducing device 14 is arranged between the first cam group 131 and the second cam group 132, that is, the pressure reducing device 14 is arranged between the two cylinders of the engine 10, and the pressure reducing rod 1428 of the pressure reducing assembly 142 passes through the outside of the camshaft 13 into the first cam 1312, and the pressure reducing rod 1428 of the second pressure reducing unit passes through the outside of the camshaft 13 into the third cam 1322. This ensures the sealing of the oil passage hole of the camshaft 13, reduces costs, saves space, and avoids the existing situation where a separate oil passage is needed to supply oil to the journal of the camshaft 13.

[0076] like Figures 10 to 14 The camshaft assembly 22 in the second embodiment of the present invention is shown, which includes a pressure reducing device 24 and a camshaft 23 that are substantially the same as those in the first embodiment. Only the parts that are different from those in the first embodiment are described below.

[0077] Please see Figure 10 , Figure 12 and Figure 13 In this embodiment, the camshaft 23 is a split structure. That is, the camshaft 23 includes a first camshaft unit 235 and a second camshaft unit 236. A receiving space 2364 is formed between the first camshaft unit 235 and the second camshaft unit 236. The pressure relief device 24 is disposed in the receiving space 2364 between the first camshaft unit 235 and the second camshaft unit 236. One end of the pressure relief device 24 is connected to the first camshaft unit 235, and the other end of the pressure relief device 24 is connected to the second camshaft unit 236.

[0078] This facilitates the installation of the pressure-reducing device 24 between the first camshaft unit 235 and the second camshaft unit 236. During assembly, the pressure-reducing device 24 is first assembled on the first camshaft unit 235, and then the second camshaft unit 236 is connected to the first camshaft unit 235, thus completing the assembly of the camshaft 23 and the pressure-reducing device 24. The structure is simple, the assembly process is easy, and it saves more time and effort.

[0079] Please see Figure 11 and Figure 12 The second camshaft unit 236 includes a body section 2361 and a connecting section 2362. One end of the connecting section 2362 is connected to the body section 2361, and the other end of the connecting section 2362 passes through the pressure reducing device 24 and is at least partially disposed within the first camshaft unit 235. This facilitates the assembly of the first camshaft unit 235 and the second camshaft unit 236.

[0080] In this embodiment, the first camshaft unit 235 and the second camshaft unit 236 are connected to each other via a press-fit process. Assembly is simple and the connection is more secure. Of course, in other embodiments, the first camshaft unit 235 and the second camshaft unit 236 can also be connected to each other in other ways, as long as the same effect is achieved, such as by threaded connection, welding, etc.

[0081] In this embodiment, please refer to Figure 14 The limiting plate 241 of the pressure reducing device 24 is integrally formed. The other structures and working principles of the pressure reducing device 24 are the same as those of the pressure reducing device 14 in the first embodiment, and will not be described again here.

[0082] Please see Figure 10 and Figure 11 The first camshaft unit 235 includes a first cam group 231, on which a first mounting groove 233 is provided. The pressure-reducing device 24 further includes a pressure-reducing component 242, which is at least partially disposed within the first mounting groove 233. The second camshaft unit 236 includes a second cam group 232, on which a second mounting groove 234 is provided. The pressure-reducing component 242 is at least partially disposed within the second mounting groove 234. The arrangement of the first mounting groove 233 and the second mounting groove 234 is basically the same as in the first embodiment, and will not be described again here.

[0083] Please see Figure 10 and Figure 11 The first camshaft unit 235 includes a first limiting platform 2351, and the second camshaft unit 236 includes a second limiting platform 2363. A pressure-reducing device 24 is at least partially located between the first limiting platform 2351 and the second limiting platform 2363, and abuts against both the first limiting platform 2351 and the second limiting platform 2363. Specifically, the first limiting platform 2351 is located on the side of the first cam assembly 231 closest to the second cam assembly 232. The second limiting platform 2363 is located between the body section 2361 and the connecting section 2362, and is connected to both the body section 2361 and the connecting section 2362. The second limiting platform 2363 abuts against one end of the first camshaft unit 235, and the pressure-reducing device 24 is at least partially located between the first limiting platform 2351 and the second limiting platform 2363. One end of the pressure-reducing device 24 abuts against the first limiting platform 2351, and the other end of the pressure-reducing device 24 abuts against the second limiting platform 2363.

[0084] The second limiting platform 2363 facilitates the rapid assembly of the first camshaft unit 235 and the second camshaft unit 236. The second limiting platform 2363 limits the distance between the second camshaft unit 236 and the first camshaft unit 235, preventing changes to the overall length of the camshaft 23 during assembly. Assembly is complete when the end of the first camshaft unit 235 abuts against the second limiting platform 2363. Simultaneously, by setting the first limiting platform 2351 and the second limiting platform 2363, the position of the pressure-reducing device 24 can be limited, preventing the pressure-reducing device 24 from moving along the axis of the camshaft 23, thereby improving the operational reliability of the entire camshaft assembly 22.

[0085] Please see Figure 10 The first camshaft unit 235 has a first oil passage hole 238, which is located between the first cam 2312 and the second cam 2313. The second camshaft unit 236 has a second oil passage hole 239, which is located between the third cam 2322 and the fourth cam 2323.

[0086] This application arranges the pressure reducing device 24 between the first cam group 231 and the second cam group 232, and the pressure reducing rod 2428 of the pressure reducing assembly 242 passes through the outside of the first camshaft unit 235 and into the first cam 2312, and the pressure reducing rod 2428 of the second pressure reducing unit passes through the outside of the second camshaft unit 236 and into the third cam 2322. This ensures the sealing of the oil passage holes of the camshaft 23, reduces costs, saves space, and avoids the existing situation where a separate oil passage is needed to supply oil to the journal of the camshaft 23.

[0087] Please see Figure 15 The engine 20 also includes a cylinder head cover 211 and a cylinder head 212, with the cylinder head cover 211 covering the cylinder head 212. The camshaft assembly 22 is at least partially mounted within the cylinder head 212.

[0088] Please see Figure 16 The engine 20 also includes a first limiting bracket 214 and a second limiting bracket 215. The first limiting bracket 214 is located at the end of the camshaft 23 and covers at least a portion of the camshaft 23, and is connected to the cylinder head 212. One end of the second limiting bracket 215 covers the space between the third camshaft 2322 and the fourth camshaft 2323, and the other end covers the space between the first camshaft 2312 and the second camshaft 2313, providing a limiting fit. The second limiting bracket 215 is also connected to the cylinder head 212. This achieves axial limiting of the first camshaft unit 235 and the second camshaft unit 236, preventing separation of the first camshaft unit 235 and the second camshaft unit 236 during operation, thereby improving the stability of the camshaft assembly 22 and increasing the efficiency of the engine 20.

[0089] Please see Figure 17 This application provides a vehicle 100, including a frame assembly 101, a body panel 102, a drive assembly 103, and a running gear 104. The body panel 102 is at least partially disposed on the frame assembly 101; the drive assembly 103 is at least partially disposed on the frame assembly 101, and the drive assembly 103 includes an engine 10. The running gear 104 is at least partially connected to the drive assembly 103 to obtain driving force. As an alternative implementation, the vehicle 100 of this application includes two-wheeled vehicles and four-wheeled vehicles, particularly relating to engines and motorcycles, all of which are within the protection scope of this application.

[0090] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the patent protection scope of this application should be determined by the appended claims.

Claims

1. An engine, comprising: Cylinder head; Cylinder head cover, the cylinder head cover being at least partially disposed on the cylinder head; Engine valves, the engine valves being used to control the exhaust of the engine; A first limiting bracket is connected to the cylinder head; The second limiting bracket is connected to the cylinder head; The engine is characterized in that it includes a camshaft and a decompression device. The camshaft includes a first camshaft unit and a second camshaft unit, with a receiving space between the first camshaft unit and the second camshaft unit. The decompression device is at least partially disposed within the receiving space. The decompression device includes a limiting plate and two decompression components, which are respectively disposed on both sides of the limiting plate. The first camshaft unit includes a first cam group, which has a first mounting groove. One of the two decompression components is at least partially disposed within the first mounting groove. The second camshaft unit includes a second cam group, which has a second mounting groove. The other of the two decompression components is at least partially disposed within the second mounting groove. One end of the decompression device is connected to the first camshaft unit, and the other end of the decompression device is connected to the second camshaft unit.

2. The engine according to claim 1, characterized in that, The second camshaft unit includes a body section and a connecting section. One end of the connecting section is connected to the body section, and the other end of the connecting section passes through the pressure reducing device and is at least partially disposed within the first camshaft unit, and is connected to the first camshaft unit.

3. The engine according to claim 2, characterized in that, The first camshaft unit includes a first limiting platform, and the second camshaft unit further includes a second limiting platform; the pressure reducing device is at least partially located between the first limiting platform and the second limiting platform, and abuts against the first limiting platform and the second limiting platform respectively.

4. The engine according to claim 3, characterized in that, The pressure-reducing assembly includes a transmission structure and a valve stem structure. The transmission structure is at least partially mounted on the limiting plate. One end of the valve stem structure is at least partially disposed within the transmission structure. The other end of the valve stem structure of one pressure-reducing assembly is at least partially disposed within the first mounting groove, and the other end of the valve stem structure of the other pressure-reducing assembly is at least partially disposed within the second mounting groove. The transmission structure is capable of driving the valve stem structure to rotate.

5. The engine according to claim 4, characterized in that, The transmission structure includes a rocker arm and a reset component. One end of the rocker arm is connected to the limiting plate through the reset component, and the other end of the rocker arm is engaged with the valve stem structure.

6. The engine according to claim 4, characterized in that, The valve stem structure includes a pressure-reducing rod, wherein the pressure-reducing rod of one of the pressure-reducing components is at least partially disposed in the first mounting groove, and the pressure-reducing rod of the other pressure-reducing component is at least partially disposed in the second mounting groove; the pressure-reducing rod is provided with a first side and a second side, wherein when the first side is rotated to be radially outward toward the camshaft, the pressure-reducing rod is in a first state, and when the second side is rotated to be radially outward toward the camshaft, the pressure-reducing rod is in a second state.

7. The engine according to claim 6, characterized in that, The first cam group includes a first base circular surface; when the pressure relief rod is in a first state, the pressure relief rod protrudes radially outward from the edge of the first base circular surface, changing the contour of the first cam group; when the pressure relief rod is in a second state, the pressure relief rod is set inside the first base circular surface, without changing the contour of the first cam group.

8. The engine according to claim 7, characterized in that, The first cam group includes a first cam and a second cam, and the first mounting groove is at least partially disposed on the first base circular surface of the first cam; the second cam group includes a third cam and a fourth cam, and the second cam group also includes a second base circular surface, and the second mounting groove is at least partially disposed on the second base circular surface of the third cam; the camshaft is also provided with a first oil passage hole and a second oil passage hole, the first oil passage hole being disposed between the first cam and the second cam; the second oil passage hole being disposed between the third cam and the fourth cam.

9. A vehicle comprising: Chassis components; Body panels; Driver components; Walking components; The vehicle is characterized in that it further includes the engine described in any one of claims 1-8.

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