engine

Abstract

The application discloses an engine, which comprises an off-center engine and a central shaft device, the off-center engine comprises an engine box and an engine power output, the central shaft device comprises a central shaft device box and a central shaft device transmission mechanism in the central shaft device box; the central shaft device transmission mechanism comprises a central shaft device power input and a central shaft device power output in transmission connection, the central shaft device box is detachably connected to the engine box, and after the connection, the engine power output and the central shaft device power input are in transmission connection, and the off-center engine is switched to a central shaft engine which outputs power through the central shaft device power output; the central shaft device is arranged close to the lateral middle part of the off-center engine; the central shaft device output shaft is closer to the center line of the engine through the installation of the central shaft device close to the lateral middle part of the off-center engine, the overall layout is more compact, the engine is installed on a three-wheeled motorcycle and is closer to the center line of the rear axle of the three-wheeled motorcycle, and the balance and safety of the three-wheeled motorcycle are improved; the central shaft device is detachable and convenient to maintain.

Description

Technical Field

[0001] This invention relates to the field of power equipment technology, and specifically to an engine. Background Technology

[0002] Currently, some three-wheeled motorcycles integrate reverse gear transmission and reversing mechanism into their central shaft engines, allowing the engine itself to perform reverse gear and power output reversing functions. These three-wheeled engines integrate the heat engine, clutch, transmission mechanism, reversing mechanism, and reverse gear within the same engine housing, resulting in a large engine size. Furthermore, integrating all functional mechanisms into a single housing easily leads to difficult maintenance and high maintenance costs.

[0003] In existing three-wheeled motorcycles, the reverse gear transmission and reversing mechanism of the central shaft engine are both located inside the gearbox. The reverse gear mechanism and the reversing mechanism share the same lubricating oil as the parts inside the gearbox. The lubricating oil has poor cleanliness, which can easily cause damage to the bevel gear. Damaged bevel gears usually cause damage to the internal parts of the engine as well, resulting in high maintenance costs and inconvenience.

[0004] In addition, although there are existing technologies that convert off-axis engines to central axis engines by connecting an external central axis unit, the internal structure of the central axis unit is relatively complex, the integration of the shifting and reversing mechanisms is limited, and there is room for optimization in the power transmission path between the engine and the central axis unit.

[0005] Therefore, to solve the above problems, an engine is needed that can reliably convert from an off-axis engine to a central axis engine by optimizing the local structure of the engine and cooperating with an independently designed central axis unit. The central axis unit and the engine are independently lubricated and assembled, which improves the convenience of maintenance and the reliability of use, while optimizing the overall vehicle balance and safety. Summary of the Invention

[0006] In view of this, the purpose of the present invention is to overcome the defects in the prior art and provide an engine that can reliably convert an off-axis engine to a central axis engine by optimizing the local structure of the engine and cooperating with an independently designed central axis unit. The central axis unit and the engine are independently lubricated and independently assembled, which improves the convenience of maintenance and the reliability of use, while optimizing the overall vehicle balance and safety.

[0007] The engine of the present invention includes an off-axis engine and a central shaft assembly. The off-axis engine includes an engine housing and an engine power output component. The central shaft assembly includes a central shaft assembly housing and a central shaft assembly transmission mechanism located within the central shaft assembly housing.

[0008] The central axis transmission mechanism includes a central axis power input component and a central axis power output component that are connected by transmission. The central axis housing is detachably connected to the engine housing. After connection, the engine power output component and the central axis power input component form a transmission connection, and the off-axis engine is switched to a central axis engine that outputs power through the central axis power output component.

[0009] The center shaft housing is connected to the engine housing, and the center shaft is located near the lateral center of the off-axis engine.

[0010] Furthermore, it also includes a transmission pair for forming a transmission connection between the engine power output component and the central shaft power input component, wherein the engine power output component and the central shaft power input component are located on the same side in the axial projection of the transmission pair.

[0011] Furthermore, it also includes a detachable transmission case cover connected to the engine housing, wherein a functional cavity for accommodating the transmission pair is formed between the transmission case cover and the engine housing.

[0012] Furthermore, the engine housing protrudes longitudinally backward to form a mounting base, and the center shaft housing is mounted on the mounting base near the transverse center of the off-axis engine.

[0013] Furthermore, the mounting base is formed in the left crankshaft housing.

[0014] Furthermore, the mounting base is located on the lateral side of the engine housing and forms a functional space for mounting the center shaft between it and the longitudinal rear end face of the engine housing.

[0015] Furthermore, the transmission box cover and the mounting base are located on the same side of the transverse axis of the spindle housing.

[0016] Furthermore, a portion of the transmission box cover is assembled to the mounting base, such that a portion of the functional cavity is located between the transmission box cover and the mounting base.

[0017] Furthermore, the engine power output component is a countershaft that extends from the side of the engine housing in a sealed manner, and the spindle power input component is a spindle power input shaft that extends from the side of the spindle housing in a sealed manner; the transmission pair connects the countershaft and the spindle power input shaft in a manner in which their axes are parallel.

[0018] Furthermore, a hollow shaft is rotatably supported within the functional cavity, the central shaft housing is connected to the engine housing, and the central shaft power input component is splinedly engaged with the hollow shaft;

[0019] The transmission pair includes a driving gear disposed on a secondary shaft and a driven gear disposed on a hollow shaft, and the driving gear and the driven gear are connected in a transmission manner.

[0020] Furthermore, the center spindle also includes a shifting mechanism located inside the center spindle housing; the shifting mechanism is used to connect the center spindle power input component and the center spindle power output component through transmission pair I or through transmission pair II.

[0021] Furthermore, the spindle power input component is a spindle power input shaft that extends out of the spindle housing in a sealed manner; the spindle power output component is a spindle power output shaft that extends out of the spindle housing in a sealed manner; the spindle power input shaft and the spindle power output shaft are perpendicular to each other.

[0022] Furthermore, the central spindle housing includes a main housing, a transverse end cover, and a longitudinal end cover;

[0023] The power input shaft and power output shaft of the central spindle are perpendicular to each other and respectively extend out of the main housing in sealed form;

[0024] The main housing has a transverse functional opening covered by a transverse end cover along the power input shaft of the central spindle, and a longitudinal functional opening covered by a longitudinal end cover along the power output shaft of the central spindle.

[0025] Furthermore, the main housing has a transverse functional opening on the opposite side of the central spindle power input shaft. A transverse end cover is detachably installed on the main housing to close the transverse functional opening. The end of the central spindle power input shaft near the transverse end cover is rotatably supported by the transverse end cover.

[0026] The main housing has a transverse functional opening on the same side as the power input shaft of the spindle. A longitudinal end cover is detachably installed on the main housing to close the longitudinal functional opening. The power output shaft of the spindle passes through the longitudinal end cover and is supported by the rotation of the longitudinal end cover.

[0027] Furthermore, the mounting base has a mounting base positioning groove located circumferentially on the hollow shaft, and the spindle housing has a spindle power input shaft positioning protrusion located circumferentially on the spindle power input shaft.

[0028] After the bottom bracket housing is assembled on the engine housing, the bottom bracket power input shaft extends into the hollow shaft and engages with it via splines, and the bottom bracket power input shaft positioning protrusion is embedded into the mounting base positioning groove.

[0029] Furthermore, a forward gear drive bevel gear and a reverse gear drive bevel gear are rotatably mounted on the power input shaft of the spindle, and a driven bevel gear is provided on the power output shaft of the spindle; the shifting mechanism enables the forward gear drive bevel gear or the reverse gear drive bevel gear located on the power input shaft of the spindle to drive the driven bevel gear located on the power output shaft of the spindle, so that power is output through the power output shaft of the spindle.

[0030] Furthermore, the forward gear drive bevel gear is rotatably mounted on the power input shaft of the central spindle via a first synchronous bushing, and the reverse gear drive bevel gear is rotatably mounted on the power input shaft of the central spindle via a second synchronous bushing.

[0031] Furthermore, the shifting mechanism includes a synchronous gear ring disposed on the power input shaft of the central shaft and located between the forward gear drive bevel gear and the reverse gear drive bevel gear, and also includes a gear engagement sleeve located inside the central shaft housing, sleeved on the synchronous gear ring and corresponding to the synchronous gear ring, the first synchronous shaft sleeve and the second synchronous shaft sleeve through a spline sliding engagement;

[0032] Gear shifting is achieved by driving the gear engagement sleeve to engage with the first synchronous shaft sleeve or the second synchronous shaft sleeve.

[0033] Alternatively, in another configuration, the shifting mechanism includes a gear engagement sleeve slidably disposed on the power input shaft of the central shaft, the gear engagement sleeve being located between the forward drive bevel gear and the reverse drive bevel gear;

[0034] The forward gear drive bevel gear has a first internal spline facing the gear engagement sleeve, and the reverse gear drive bevel gear has a second internal spline facing the gear engagement sleeve.

[0035] The gear coupling sleeve has a spline connection end one for engaging with a first internal spline and a spline connection end two for engaging with a second internal spline.

[0036] Furthermore, the gear engagement sleeve has a shift fork groove, and the shifting mechanism includes a shift fork and a transmission drum assembly. The shift fork is located in the shift fork groove and is driven by the transmission drum assembly to drive the forward gear drive bevel gear or the reverse gear drive bevel gear to the driven bevel gear.

[0037] Furthermore, the gear shift drum assembly includes a gear shift drum rotatably supported on the central shaft housing, and a shift fork is disposed on the gear shift drum. The gear shift drum has a shift profile that cooperates with the shift fork to switch forward and reverse gears. The shift fork is driven to move axially along the shift profile on the gear shift drum. The shifting of forward or reverse gears is achieved by shifting the gear engagement sleeve and engaging the corresponding forward or reverse gear on the corresponding side.

[0038] Furthermore, the gear drum assembly also includes a gear drum limiting steel ball, a compression spring, and a gear drum limiting bolt to limit the gear drum. When the gear drum is in forward or reverse gear, the compression spring presses against the gear drum limiting steel ball to position the gear drum and prevent the gear drum from rotating out of the gear position on its own, which would affect driving safety.

[0039] Furthermore, the gear shift drum assembly is positioned higher within the spindle housing.

[0040] Furthermore, the transmission drum has a sealed transmission drum shifting force-bearing end that extends out of the central shaft housing; the engine is provided with a shift shaft connected to the shifting force-bearing end of the transmission drum, the shift shaft passing through the transmission box cover and the mounting base, and rotatably mounted on the transmission box cover and the mounting base.

[0041] Furthermore, the mounting base has a gear drum positioning groove located circumferentially on the shift shaft, and the intermediate shaft housing has a gear drum positioning protrusion located circumferentially on the shifting force-bearing end of the gear drum; after the intermediate shaft housing is assembled on the engine housing, the shift shaft and the shifting force-bearing end of the gear drum are connected in a flat square, the gear drum positioning protrusion is embedded into the gear drum positioning groove, and the shift shaft and the shifting force-bearing end of the gear drum are on the side of the transverse mating surface close to the mounting base facing the intermediate shaft, and located on the outer side of the side of the mounting base.

[0042] The beneficial effects of this invention are as follows: The engine disclosed in this invention is mounted near the transverse center of the off-axis engine via a central shaft, making the output shaft of the central shaft closer to the centerline of the engine, resulting in a more compact overall layout. Furthermore, the engine is mounted closer to the centerline of the rear axle of the three-wheeled motorcycle, and the rear axle half-shaft can be configured as an equal-length structure, improving the balance and safety of the three-wheeled motorcycle during turning, braking, and heavy loads. At the same time, the central shaft remains detachable, facilitating maintenance. Attached Figure Description

[0043] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0044] Figure 1 This is a schematic diagram of the engine structure of the present invention;

[0045] Figure 2 For the present invention Figure 1 A top-view structural diagram;

[0046] Figure 3 For the present invention Figure 1 A schematic diagram of the side view structure;

[0047] Figure 4 This is a schematic diagram of the structure of the engine with the transmission box cover removed according to the present invention;

[0048] Figure 5 This is a schematic diagram of the structure of the engine with the central shaft removed according to the present invention;

[0049] Figure 6 For the present invention Figure 4 A schematic diagram of the AA-direction structure;

[0050] Figure 7 For the present invention Figure 4 Schematic diagram of the BB-direction structure;

[0051] Figure 8 This is a schematic diagram of the structure of the shaft of the present invention. Figure 1 ;

[0052] Figure 9 This is a schematic diagram of the structure of the shaft of the present invention. Figure 2 ;

[0053] Figure 10 For the present invention Figure 8 A schematic diagram of the side view structure;

[0054] Figure 11 For the present invention Figure 10 CC-oriented structure diagram Figure 1 ;

[0055] Figure 12 For the present invention Figure 10 CC-oriented structure diagram Figure 2 ;

[0056] Figure 13 This is a schematic diagram of the structure inside the shaft housing of the present invention;

[0057] Figure 14 Corresponding to the present invention Figure 11 Schematic diagram of the internal structure of the central shaft housing;

[0058] Figure 15 Corresponding to the present invention Figure 12 A schematic diagram of the internal structure of the central shaft housing.

[0059] Reference numerals: Offset engine 100, engine power output component 101, transmission box cover 102, left engine housing 103, mounting base 1031, right engine housing 104, hollow shaft 105, drive gear 106, driven gear 107, central shaft assembly 200, central shaft assembly power input component 201, central shaft assembly power output component 202, main housing 2031, transverse end cover 2032, longitudinal end cover 2033, forward drive bevel gear 204, reverse drive bevel gear 205, driven bevel gear 206, first synchronizer sleeve 207, second synchronizer sleeve 208, synchronizer ring gear 209, gear engagement sleeve 210, shift fork 211, transmission drum 212, transmission drum limit ball 213, compression spring 214, transmission drum limit bolt 215. Detailed Implementation

[0060] Figures 1-15 As shown in the figure, the engine in this embodiment includes an off-axis engine 100 and a central axis unit 200. The off-axis engine 100 includes an engine housing and an engine power output component 101. The central axis unit 200 includes a central axis unit housing and a central axis unit transmission mechanism located inside the central axis unit housing.

[0061] The central axis transmission mechanism includes a central axis power input component 201 and a central axis power output component 202 that are connected by transmission. The central axis housing is detachably connected to the engine housing. After connection, the engine power output component 101 and the central axis power input component 201 form a transmission connection, and the off-axis engine 100 is switched to a central axis engine that outputs power through the central axis power output component 202.

[0062] The center axle housing is connected to the engine housing, and the center axle 200 is positioned near the lateral center of the off-axis engine 100. By mounting the center axle 200 near the lateral center of the off-axis engine 100, the center axle power output component 202 is closer to the engine's centerline, resulting in a more compact overall layout and a closer center of gravity. Furthermore, with the engine mounted on the three-wheeled motorcycle, the center axle power output component 202 is closer to the rear axle centerline, allowing the rear axle half-shafts to be configured with equal lengths, improving the balance and safety of the three-wheeled motorcycle during cornering, braking, and heavy loads. Simultaneously, the center axle 200 remains detachable for convenient maintenance.

[0063] In this embodiment, as Figure 4 As shown, it also includes a transmission pair for forming a transmission connection between the engine power output component 101 and the central shaft power input component 201. The engine power output component 101 and the central shaft power input component 201 are located on the same side in the axial projection (orthogonal projection along the axis of the transmission pair). The axial projection of this transmission pair is the power transmission path. On this power transmission path, the input side and the output side of the force are located on the same side, which allows the transmission structure to be arranged in a concentrated manner, further reducing the lateral space occupied and improving the compactness of the engine layout.

[0064] In this embodiment, as Figure 1 As shown, it also includes a detachable transmission case cover 102 connected to the engine housing, forming a functional cavity for accommodating the transmission pair between the transmission case cover 102 and the engine housing. The transmission case cover 102 and the engine housing form an independent functional cavity, isolating the transmission pair from the engine crankcase, facilitating disassembly and maintenance of the transmission pair, and preventing damage to the transmission pair from affecting internal engine components. It should be understood that this functional cavity has an oil hole communicating with the crankcase, allowing the oil supply path to pass through the transmission pair for lubrication.

[0065] In this embodiment, as Figure 5 As shown, the engine housing protrudes longitudinally rearward to form a mounting base 1031, and the center shaft housing is mounted on the mounting base 1031 near the transverse center of the off-axis engine 100. This allows the center shaft 200 to be mounted centrally at the rear of the engine, while avoiding significant modifications to the original engine structure. It also allows for more accurate placement of the center shaft 200 according to the operating environment, enabling the center shaft power output component 202 to be more accurately positioned within the engine's designated location.

[0066] In this embodiment, the mounting base 1031 is located on the lateral side of the engine housing and forms a functional space for mounting the center shaft 200 between it and the longitudinal rear end face of the engine housing. This provides ample space for the installation and maintenance of the center shaft 200, facilitating its disassembly, assembly, and maintenance. Furthermore, it brings the engine's center of gravity closer to the engine's center, improving the driving stability of the vehicle equipped with this engine.

[0067] In this embodiment, the transmission housing cover 102 and the mounting base 1031 are located on the same side of the transverse direction of the central shaft housing. Specifically, the mounting base 1031 is formed on the longitudinal rear side of the left engine housing 103, and the transmission housing cover 102 is assembled to the left engine housing 103 and the mounting base 1031, further concentrating the installation positions of the transmission pair and the central shaft 200 on the engine, resulting in a more compact structure, facilitating the optimization of the power transmission path, and particularly benefiting disassembly, assembly, and maintenance. Of course, the mounting base 1031 can also be formed on the right engine housing 104, with the transmission housing cover 102 correspondingly arranged on the same side as the mounting base 1031, which will not be elaborated further here.

[0068] In this embodiment, a portion of the transmission box cover 102 is assembled to the mounting base 1031, such that a portion of the functional cavity is located between the transmission box cover 102 and the mounting base 1031. Specifically, the mounting base 1031 and the left engine housing 103 protrude outward in a ring-shaped profile along the axial direction of the off-axis engine 100 sub-shaft, forming a single-sided open functional cavity. The transmission box cover 102 can detachably seal the opening of the functional cavity. The detachable connection is usually achieved using bolts, which will not be elaborated further here. The structure is simple and easy to implement, reducing additional structural space occupation and improving space utilization.

[0069] In this embodiment, as Figure 4 and Figure 6 As shown, the engine power output component 101 is a countershaft that extends from the side of the engine housing. In this design, this side is the side of the left engine housing 103, and the countershaft extends into the functional cavity. The transmission housing cover 102 has a recessed seat to avoid the countershaft. In other designs, the recessed seat can also be equipped with a structure such as a bearing or bushing to support the rotation of the countershaft and improve the stability of the countershaft movement. This will not be elaborated further here.

[0070] like Figure 6 and Figure 9As shown, the spindle power input component 201 is a sealed spindle power input shaft extending from the side of the spindle housing; the transmission pair connects the countershaft and the spindle power input shaft in a parallel manner. This parallel transmission connection via the transmission pair allows the countershaft and the spindle 200 input shaft to be spatially misaligned, providing structural freedom for the spindle 200 to move laterally towards the center, and facilitating the placement of the spindle 200.

[0071] In this embodiment, as Figures 4-7 As shown, a hollow shaft 105 is rotatably supported inside the functional cavity. The central shaft housing is connected to the engine housing. The central shaft power input component 201 is splined with the hollow shaft 105. The transmission pair includes a drive gear 106 disposed on the secondary shaft and a driven gear 107 disposed on the hollow shaft 105. The drive gear 106 and the driven gear 107 are connected in a transmission manner.

[0072] Specifically, the two ends of the hollow shaft 105 are respectively supported by bearings on the transmission box cover 102 and the mounting base 1031. The driven gear 107 is limited between the transmission box cover 102 and the mounting base 1031 and meshes with the driving gear 106 for transmission.

[0073] Using the hollow shaft 105 as an intermediate transmission component, the power of the secondary shaft is transmitted to the hollow shaft 105 via the driving gear 106 and the driven gear 107. The hollow shaft 105 is then connected to the input shaft spline of the central spindle 200, thereby transmitting power to the central spindle 200 while providing lateral adjustment space for the installation position of the central spindle 200.

[0074] In this embodiment, as Figures 11-15 As shown, the central pivot 200 also includes a shifting mechanism located within the central pivot housing; the shifting mechanism is used to connect the central pivot power input component 201 and the central pivot power output component 202 via transmission pair I or transmission pair II. The central pivot 200 integrates the shifting mechanism internally, replacing an external reverse gear, to achieve switching between forward and reverse gears, simplifying the engine power system structure.

[0075] In this embodiment, as Figures 8-12 As shown, the spindle power input component 201 is a spindle power input shaft that extends out of the spindle housing in a sealed manner; the spindle power output component 202 is a spindle power output shaft that extends out of the spindle housing in a sealed manner.

[0076] In this embodiment, the central shaft housing includes a main housing 2031, a transverse end cover 2032, and a longitudinal end cover 2033;

[0077] The power input shaft and power output shaft of the central shaft are perpendicular to each other and respectively extend from the main housing 2031 in a sealed manner; this realizes the reversal of power input from the lateral direction to the longitudinal direction of output, thus meeting the layout requirements of the central shaft engine.

[0078] The main housing 2031 has a transverse functional opening along the power input shaft of the spindle, which is covered by a transverse end cover 2032. The main housing 2031 also has a longitudinal functional opening along the power output shaft of the spindle, which is covered by a longitudinal end cover 2033. This split-type spindle housing structure allows for selective removal of the corresponding end cover for repair based on the location of the fault, eliminating the need for complete disassembly of the spindle 200 and improving maintenance convenience.

[0079] In this embodiment, the main housing 2031 has a transverse functional opening on the opposite side of the extension of the spindle power input shaft. The transverse end cover 2032 is detachably disposed on the main housing 2031 to close the transverse functional opening. The end of the spindle power input shaft near the transverse end cover 2032 is rotatably supported by the transverse end cover 2032.

[0080] The main housing 2031 has a longitudinal functional opening on the same side as the power output shaft of the spindle. A longitudinal end cover 2033 is detachably mounted on the main housing 2031 to close the longitudinal functional opening. The power output shaft of the spindle passes through the longitudinal end cover 2033 and is rotatably supported by the longitudinal end cover 2033. The transverse end cover 2032 and the longitudinal end cover 2033 are independently detachable and support their respective shaft ends. During maintenance, a single end cover can be removed to replace the shaft end component, reducing maintenance difficulty.

[0081] In this embodiment, as Figures 5-7 As shown, the mounting base 1031 has a mounting base positioning groove located circumferentially to the hollow shaft 105, and the spindle housing has a spindle power input shaft positioning protrusion located circumferentially to the spindle power input shaft.

[0082] After the center shaft housing is assembled on the engine block, the center shaft power input shaft extends into the hollow shaft 105 and engages with it via splines. The center shaft power input shaft positioning protrusion is embedded into the mounting base positioning groove located on the left side of the engine block 103. Through the engagement of the center shaft power input shaft positioning protrusion and the mounting base positioning groove, precise positioning of the center shaft 200 on the engine is achieved, ensuring the coaxiality of the spline engagement between the center shaft power input shaft and the hollow shaft 105, thus improving transmission stability and reliability.

[0083] In this embodiment, as Figures 11-15As shown, a forward gear drive bevel gear 204 and a reverse gear drive bevel gear 205 are rotatably mounted on the power input shaft of the spindle, and a driven bevel gear 206 is mounted on the power output shaft of the spindle. The shifting mechanism enables the forward gear drive bevel gear 204 or the reverse gear drive bevel gear 205 located on the power input shaft of the spindle to drive the driven bevel gear 206 located on the power output shaft of the spindle, thereby outputting power through the power output shaft of the spindle. Both the forward gear drive bevel gear 204 and the reverse gear drive bevel gear 205 are rotatably mounted on the power input shaft of the spindle. Corresponding to the forward gear, transmission pair I includes the forward gear drive bevel gear 204 and the driven bevel gear 206; corresponding to the reverse gear, transmission pair II includes the reverse gear drive bevel gear 205 and the driven bevel gear 206. The gear shifting mechanism selects one of the forward gear driving bevel gear 204 and the reverse gear driving bevel gear 205 to drive the driven bevel gear 206, thereby achieving gear shifting. This avoids the impact of direct meshing of sliding gears and makes gear shifting smoother.

[0084] In this embodiment, as Figure 11 and Figure 14 As shown, the forward gear drive bevel gear 204 is rotatably mounted on the central spindle power input shaft via a first synchronizer sleeve 207. Specifically, the first synchronizer sleeve 207 is fitted onto the central spindle power input shaft and is keyed to the forward gear drive bevel gear 204. The reverse gear drive bevel gear 205 is rotatably mounted on the central spindle power input shaft via a second synchronizer sleeve 208. Specifically, the second synchronizer sleeve 208 is fitted onto the central spindle power input shaft and is keyed to the reverse gear drive bevel gear 205. The synchronizer sleeves (first synchronizer sleeve 207 and second synchronizer sleeve 208) serve as intermediate components, optimizing lubrication conditions. Furthermore, replacement only requires replacing the synchronizer sleeves (first synchronizer sleeve 207 and second synchronizer sleeve 208) or the corresponding bevel gears (forward gear drive bevel gear 204 and reverse gear drive bevel gear 205), reducing maintenance costs.

[0085] In this embodiment, the shifting mechanism includes a synchronous gear ring 209 disposed on the power input shaft of the central spindle and located between the forward gear drive bevel gear 204 and the reverse gear drive bevel gear 205. The synchronous gear ring 209 is sleeved on the power input shaft of the central spindle and splinedly connected to the power input shaft of the central spindle. It also includes a gear engagement sleeve 210 located in the central spindle housing, sleeved on the synchronous gear ring 209, and corresponding to the synchronous gear ring 209, the first synchronous shaft sleeve 207 and the second synchronous shaft sleeve 208 through spline sliding engagement.

[0086] Gear shifting is achieved by driving the gear engagement sleeve 210 to engage with the first synchronous shaft sleeve 207 or the second synchronous shaft sleeve 208.

[0087] It should be understood that the gear engagement sleeve 210 has internal splines, and the synchronous gear ring 209, the first synchronous shaft sleeve 207, and the second synchronous shaft sleeve 208 respectively have external splines that are adapted to the internal splines of the gear engagement sleeve 210, so as to realize that the gear engagement sleeve 210 slides on the synchronous gear ring 209 and engages with the first synchronous shaft sleeve 207 or the second synchronous shaft sleeve 208. Specifically, in forward gear, the gear engagement sleeve 210 simultaneously splines the synchronous gear ring 209 and the first synchronous shaft sleeve 207 to realize power transmission; in reverse gear, the gear engagement sleeve 210 simultaneously splines the synchronous gear ring 209 and the second synchronous shaft sleeve 208 to realize power transmission; the shifting is smoother and more reliable. In forward gear, the reverse gear drive bevel gear 205 idles, and vice versa.

[0088] Or, such as Figure 12 and Figure 15 As shown, in another structure, the shifting mechanism includes a gear engagement sleeve 210 slidably disposed on the power input shaft of the central axis. Specifically, the gear engagement sleeve 210 is splinedly connected to the power input shaft of the central axis, and the gear engagement sleeve 210 is located between the forward gear drive bevel gear 204 and the reverse gear drive bevel gear 205.

[0089] The forward gear drive bevel gear 204 has a first internal spline facing the gear engagement sleeve 210, and the reverse gear drive bevel gear 205 has a second internal spline facing the gear engagement sleeve 210.

[0090] The gear coupling sleeve 210 has a spline connection end one for engaging with a first internal spline and a spline connection end two for engaging with a second internal spline.

[0091] Gear shifting is achieved by driving the first splined connection end of the gear coupling sleeve 210 to engage with the first internal spline, or by driving the second splined connection end of the gear coupling sleeve 210 to engage with the second internal spline.

[0092] This configuration is based on the same principle as the above scheme, but compared with the above scheme, it can further omit the synchronous gear ring 209 and synchronous bushing (first synchronous bushing 207 and second synchronous bushing 208), resulting in fewer parts, lower manufacturing cost, and easier disassembly and assembly; the gear engagement sleeve 210 directly engages with the internal spline of the driving bevel gear (forward gear driving bevel gear 204 or reverse gear driving bevel gear 205), making the structure simpler and more compact.

[0093] In this embodiment, the gear engagement sleeve 210 has a shift fork groove, which is an annular groove surrounding the outer surface of the gear engagement sleeve 210 and located in the middle of the thickness direction of the gear engagement sleeve 210. The shifting mechanism includes a shift fork 211 and a gear shift drum assembly. The fork foot of the shift fork 211 is connected to the shift fork groove, and the fork seat of the shift fork 211 is connected to the gear shift drum 212. The shift fork 211 is driven by the gear shift drum assembly, thereby shifting the gear engagement sleeve 210 with the shift fork groove, so that the forward gear driving bevel gear 204 or the reverse gear driving bevel gear 205 meshes with the driven bevel gear 206. The shift fork 211 is driven by the gear shift drum assembly, and the shift fork 211 drives the gear engagement sleeve 210 to slide, realizing gear shifting. The structure is compact, the shifting stroke is short, and the operation is convenient.

[0094] In this embodiment, as Figures 11-15 As shown, the gear shift drum assembly includes a gear shift drum 212 rotatably supported on the central bearing housing. A shift fork 211 is disposed on the gear shift drum 212. The gear shift drum 212 has a shift profile that cooperates with the shift fork 211 to switch forward and reverse gears. The shift fork 211 is driven to move axially along the shift profile on the gear shift drum 212, shifting via a gear engagement sleeve 210, and engaging with the corresponding forward gear drive bevel gear 204 or reverse gear drive bevel gear 205, thereby achieving the switching between forward and reverse gears. The shift profile on the gear shift drum 212 precisely controls the relationship between the displacement of the shift fork 211 and the rotation angle of the gear shift drum 212, achieving precise control of gear switching and ensuring clear and reliable gear shifting. Similar technologies to existing technologies are based on actual designs and will not be elaborated upon here.

[0095] In this embodiment, the gear shift drum assembly further includes a gear shift drum limiting steel ball 213, a compression spring 214, and a gear shift drum limiting bolt 215 to limit the gear shift drum 212. When the gear shift drum 212 is in forward or reverse gear, the compression spring 214 presses against the gear shift drum limiting steel ball 213 to position the gear shift drum 212, preventing the gear shift drum 212 from rotating out of the gear position on its own and affecting driving safety. Through the cooperation of the gear shift drum limiting steel ball and the compression spring 214, the gear shift drum 212 is elastically positioned at the corresponding gear position, preventing disengagement due to vibration and improving driving safety.

[0096] In this embodiment, the gear shift drum assembly is positioned high within the central bearing housing. The high-positioning of the gear shift drum 212 prevents oil deposits from affecting the shifting mechanism's movement, ensuring its cleanliness and flexibility. Furthermore, it ensures the proper positioning of the reverse gear shift shaft on the engine, facilitating shifting operations and resulting in a more compact structure.

[0097] In this embodiment, as Figure 7As shown, the shift drum 212 has a sealed end for shifting force that extends out of the central spindle housing. The oil seal at this point is located on the outside of the central spindle housing, further improving the structural compactness and ease of driving. The shift drum limiting steel ball 213, compression spring 214, and shift drum limiting bolt 215 are correspondingly arranged on this side. An oil inlet is provided on the transverse end cover 2032 on the side opposite to the shifting force end of the shift drum 212, located between the shift drum 212 and the central spindle power input shaft. The oil inlet is sealed by a removable plug for adding oil to the central spindle 200. The transverse end cover 2032 also has an observation port sealed by bolts to facilitate checking the oil position and state inside the central spindle 200. It can also be used as an oil drain port. In this design, the axis of the observation port is parallel to the axis of the central spindle power input shaft and is approximately located in the lower middle area of ​​the transverse end cover 2032. In actual use, the position of the observation port can be adjusted according to the requirements, which will not be elaborated here. Furthermore, the transmission drum 212 is also supported by the transverse end cover 2032. Similarly, structures such as bearings or bushings can also be arranged here, which will not be elaborated here.

[0098] The engine is equipped with a shift shaft 216 connected to the shifting force end of the transmission drum 212. The shift shaft passes through the transmission box cover 102 and the mounting base 1031, and is rotatably mounted on the transmission box cover 102 and the mounting base 1031. The shift shaft 216 passes through the transmission box cover 102 and the mounting base 1031, and is directly connected to the shifting force end of the transmission drum 212, shortening the transmission path of the shifting operation and ensuring the sensitivity and reliability of the shifting operation.

[0099] In this embodiment, as Figure 5 As shown, the mounting base 1031 has a locating groove for the shift drum 212 located circumferentially on the shift shaft, and the intermediate shaft housing has a locating protrusion for the shift drum 212 located circumferentially on the shifting force-bearing end of the shift drum 212. After the intermediate shaft housing is assembled on the engine housing, the shift shaft and the shifting force-bearing end of the shift drum 212 are connected in a flat, rectangular manner. The locating protrusion for the shift drum 212 is embedded into the locating groove for the shift drum 212. The shift shaft and the shifting force-bearing end of the shift drum 212 are on the side of the transverse mating surface near the mounting base 1031 facing the intermediate shaft 200, and located on the outer side of the side of the mounting base 1031. Through the engagement of the locating protrusion and the locating groove, the precise positioning of the shift shaft and the shifting force-bearing end of the shift drum 212 is achieved, ensuring accurate alignment of the flat, rectangular connection and ensuring accurate correspondence between the shift stroke and the gear.

[0100] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An engine, characterized in that: It includes an off-axis engine and a central shaft assembly. The off-axis engine includes an engine housing and an engine power output component. The central shaft assembly includes a central shaft assembly housing and a central shaft assembly transmission mechanism located within the central shaft assembly housing. The central axis transmission mechanism includes a central axis power input component and a central axis power output component that are connected by transmission. The central axis housing is detachably connected to the engine housing. After connection, the engine power output component and the central axis power input component form a transmission connection, and the off-axis engine is switched to a central axis engine that outputs power through the central axis power output component. The center shaft housing is connected to the engine housing, and the center shaft is located near the lateral center of the off-axis engine.

2. The engine according to claim 1, characterized in that: It also includes a transmission pair for forming a transmission connection between the engine power output component and the central shaft power input component, wherein the engine power output component and the central shaft power input component are located on the same side in the axial projection of the transmission pair.

3. The engine according to claim 2, characterized in that: It also includes a detachable transmission case cover connected to the engine housing, wherein a functional cavity for accommodating the transmission pair is formed between the transmission case cover and the engine housing.

4. The engine according to claim 3, characterized in that: The engine housing protrudes longitudinally backward to form a mounting base, and the center shaft housing is mounted on the mounting base near the transverse center of the off-axis engine.

5. The engine according to claim 4, characterized in that: The mounting base is located on the lateral side of the engine housing and forms a functional space for mounting the center shaft between it and the longitudinal rear end face of the engine housing.

6. The engine according to claim 5, characterized in that: The transmission box cover and the mounting base are located on the same side of the transverse axis of the central shaft housing.

7. The engine according to claim 6, characterized in that: The transmission box cover is partially assembled onto the mounting base, such that a portion of the functional cavity is located between the transmission box cover and the mounting base.

8. The engine according to claim 7, characterized in that: The engine power output component is a sealed sub-shaft extending from the side of the engine housing, and the spindle power input component is a sealed spindle power input shaft extending from the side of the spindle housing; the transmission pair connects the sub-shaft and the spindle power input shaft in a parallel manner.

9. The engine according to claim 8, characterized in that: The hollow shaft is rotatably supported inside the functional cavity. The central shaft housing is connected to the engine housing. The central shaft power input component is splinedly engaged with the hollow shaft. The transmission pair includes a driving gear disposed on a secondary shaft and a driven gear disposed on a hollow shaft, and the driving gear and the driven gear are connected in a transmission manner.

10. The engine according to claim 1, characterized in that: The central spindle also includes a shifting mechanism located inside the central spindle housing; the shifting mechanism is used to connect the central spindle power input component and the central spindle power output component through transmission pair I or through transmission pair II.

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