A horizontal opposed engine for new energy vehicles

Abstract

The application relates to the technical field of engine components, and particularly discloses a horizontal-opposed engine for a new energy vehicle, which comprises an engine body, the rear end of an output shaft of the engine body is fixedly connected with a double-mass flywheel, the double-mass flywheel is composed of a front mass flywheel and a rear mass flywheel; a buffer assembly is located between the front mass flywheel and the rear mass flywheel, the front mass flywheel and the rear mass flywheel are rotationally connected through bearings, and the buffer assembly buffers the engine and a clutch; the traditional spring buffer is abandoned through the buffer assembly, compressed air buffer is adopted, the buffer rod is made of rigid material, and the buffer rod will not be deformed and will be in contact with a ring groove when subjected to centrifugal force and compression, so that the problem that a large friction force is generated due to the contact between a traditional spring and the inner wall of the ring groove is solved, a locking assembly is adopted to lock the buffer assembly, and the power is ensured to be sufficient when the engine is at high speed.

Description

Technical Field

[0001] This invention relates to the field of engine component technology, specifically to a horizontally opposed engine for new energy vehicles. Background Technology

[0002] In a horizontally opposed engine, the pistons are evenly distributed on both sides of the crankshaft and move left and right in the horizontal direction. The torque generated by the pistons on both sides cancels each other out, which greatly reduces the vibration of the vehicle during driving, greatly increases the engine speed, and reduces noise. At the same time, in conjunction with the dual-mass flywheel fixed on the output shaft, it can further isolate the torsional vibration of the engine crankshaft, which is beneficial to improving the performance of the car.

[0003] Existing dual-mass flywheels have a large-angle arc spring between the two flywheels to reduce the natural frequency of the engine and transmission vibration system. However, when this large-angle arc spring is compressed, it will twist due to its length and curvature. As the usage time increases, the twisted spring will come into contact with the guide groove inside the flywheel under the centrifugal force of the flywheel rotation, thereby generating greater frictional resistance and losing its buffering effect. Summary of the Invention

[0004] The purpose of this invention is to provide a horizontally opposed engine for new energy vehicles to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a horizontally opposed engine for new energy vehicles includes an engine body, and a dual-mass flywheel is fixedly connected to the rear end of the output shaft of the engine body. The dual-mass flywheel consists of a front mass flywheel and a rear mass flywheel.

[0006] The buffer assembly is located between the front mass flywheel and the rear mass flywheel, which are rotatably connected by bearings. With the cooperation of the buffer assembly, the engine and clutch are buffered.

[0007] The locking component is located at the edge of the buffer component and locks the buffer component when the dual-mass flywheel rotates at high speed.

[0008] Preferably, the buffer assembly includes an annular groove located on the rear side of the front mass flywheel. A force-bearing block is fixedly connected inside the annular groove. A buffer tube is provided along the edge of the force-bearing block, and a buffer groove is provided inside the buffer tube. A buffer rod is slidably connected inside the buffer groove. There are two sets of force-bearing blocks, symmetrically distributed around the midpoint of the front mass flywheel. The end of the buffer rod is close to one set of force-bearing blocks. There are two sets of buffer tubes located inside the annular groove divided by the two sets of force-bearing blocks. A connecting disc is rotatably connected to the rear side of the front mass flywheel. The rear end of the connecting disc is fixedly connected to the rear mass flywheel. A buffer block is fixedly connected to the connecting disc at a position corresponding to the force-bearing block. The buffer rod and buffer tube remain sealed.

[0009] Preferably, the upper end face of the force-bearing block is lower than the center position of the buffer rod, and the thickness of the buffer block is consistent with the radius of the buffer rod.

[0010] Preferably, the buffer assembly further includes a connecting shaft, which is fixedly connected to the end of the buffer tube away from the buffer rod. A reserved groove is provided at the end of the force-bearing block that is close to the buffer tube, and the reserved groove is rotatably connected to the connecting shaft 36.

[0011] Preferably, the rotation range of the buffer tube is between 1° and -1°.

[0012] Preferably, a spring rod is fixedly connected to the surface of the reserved groove. The spring rod is made of tin bronze. The gap between the spring rod and the buffer tube is 1mm. The number of spring rods located inside one set of reserved grooves is two.

[0013] Preferably, the locking assembly includes a telescopic groove, which is formed on the inner surface of the annular groove. A telescopic plate is slidably connected inside the telescopic groove. A buffer rod is provided with a slot at a position corresponding to the telescopic plate. The number of slots is several sets and distributed along the array of the buffer groove. The area of ​​the slot is larger than the area of ​​the telescopic plate.

[0014] Preferably, the telescopic groove has a fan-shaped structure design, the telescopic plate has the same structure as the telescopic groove, the telescopic groove is made of magnetic metal, and the telescopic plate is made of magnetic metal.

[0015] This invention has at least the following beneficial effects:

[0016] This invention eliminates the need for traditional spring buffering by using a buffer assembly with a buffer rod and a buffer tube. Instead, it uses compressed air buffering. The buffer rod is made of rigid material and will not deform under centrifugal force and compression, thus avoiding the problem of large friction caused by the contact between the traditional spring and the inner wall of the ring groove. A locking assembly is used to lock the buffer assembly, ensuring sufficient power when the engine is at high speed. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0018] Figure 2 This is a schematic diagram of the dual-mass flywheel of the present invention;

[0019] Figure 3 This is an exploded structural diagram of the dual-mass flywheel of the present invention;

[0020] Figure 4 This is a schematic diagram of the structure of the front mass flywheel of the present invention;

[0021] Figure 5 This is a planar sectional view of the locking assembly and the buffer assembly of the present invention;

[0022] Figure 6 This is a schematic diagram of the structure of the connecting disk and connecting block of the present invention.

[0023] In the diagram: 1. Engine body; 2. Dual-mass flywheel; 20. Rear mass flywheel; 21. Front mass flywheel; 22. Connecting disc; 3. Buffer assembly; 30. Ring groove; 31. Force-bearing block; 32. Buffer block; 33. Buffer rod; 34. Buffer tube; 35. Reserved slot; 36. Connecting shaft; 37. Spring rod; 4. Locking assembly; 40. Telescopic plate; 41. Telescopic groove; 42. Slot. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] Please see Figures 1-6 The present invention provides a technical solution: a horizontally opposed engine for new energy vehicles, including an engine body 1, and a dual-mass flywheel 2 fixedly connected to the rear end of the output shaft of the engine body 1, the dual-mass flywheel 2 being composed of a front mass flywheel 21 and a rear mass flywheel 20;

[0026] The buffer assembly 3 is located between the front mass flywheel 21 and the rear mass flywheel 20. The front mass flywheel 21 and the rear mass flywheel 20 are rotatably connected by bearings. With the cooperation of the buffer assembly 3, the engine and clutch are buffered.

[0027] Locking component 4 is located on the edge of buffer component 3. When the dual-mass flywheel 2 rotates at high speed, the locking component 4 locks the buffer component 3.

[0028] Preferably, the buffer assembly 3 includes an annular groove 30, which is located on the rear side of the front mass flywheel 21. A force-bearing block 31 is fixedly connected inside the annular groove 30. A buffer tube 34 is provided along the edge of the force-bearing block 31, and a buffer groove is provided inside the buffer tube 34. A buffer rod 33 is slidably connected inside the buffer groove. There are two sets of force-bearing blocks 31, symmetrically distributed around the midpoint of the front mass flywheel 21. The end of the buffer rod 33 is close to one set of force-bearing blocks 31. There are two sets of buffer tubes 34, located inside the annular groove 30 divided by the two sets of force-bearing blocks 31. A connecting disc 22 is rotatably connected to the rear side of the front mass flywheel 21. The rear end of the connecting disc 22 is fixedly connected to the rear mass flywheel 20. A buffer block 32 is fixedly connected to the corresponding position of the force-bearing block 31. The buffer rod 33 and the buffer tube 34 are kept sealed. The connecting plate 22 and the buffer block 32 are an integrated structure that rotates on the rear end surface of the front mass flywheel 21. When rotating, the buffer block 32 contacts the buffer rod 33. With the engagement of the clutch, the rear mass flywheel 20 drives the connecting plate 22 and the buffer block 32 to rotate, thereby pushing the buffer rod 33 to move along the buffer tube 34. The buffer rod 33 compresses the air inside the buffer tube 34 to achieve the buffering effect. This structure abandons the traditional spring as the buffer component. During buffering, the buffer rod 33 does not contact the annular groove 30, avoiding the problem of excessive resistance of the buffer assembly 3 due to centrifugal force.

[0029] Preferably, the upper end face of the force-bearing block 31 is lower than the center position of the buffer rod 33, and the thickness of the buffer block 32 is consistent with the radius of the buffer rod 33. The power transmission effect is achieved through the contact between the buffer block 32 and the buffer rod 33.

[0030] Preferably, the buffer assembly 3 further includes a connecting shaft 36, which is fixedly connected to the end of the buffer tube 34 away from the buffer rod 33. The end of the force block 31 that is close to the buffer tube 34 is provided with a reserved groove 35, which is rotatably connected to the connecting shaft 36, so that the buffer tube 34 has a certain rotation space to absorb the vibration generated by longitudinal bumps.

[0031] Preferably, the rotation range of the buffer tube 34 is between 1° and -1°, reducing the rotation angle of the buffer tube 34 and preventing the buffer rod 33 from rubbing against the inner wall of the annular groove 30. Example

[0032] In this second embodiment, the other structures remain unchanged. A spring rod 37 is fixedly connected to the surface of the reserved groove 35. The spring rod 37 is made of tin bronze. The gap between the spring rod 37 and the buffer tube 34 is 1mm. There are two sets of spring rods located inside one set of reserved grooves 35. The spring rod 37 is used to provide support for the rotation angle of the buffer tube 34 to prevent the buffer tube 34 from rotating excessively, and at the same time provide elasticity.

[0033] Preferably, the locking assembly 4 includes a telescopic groove 41, which is formed on the inner surface of the annular groove 30. A telescopic plate 40 is slidably connected inside the telescopic groove 41. A retaining groove 42 is formed at a corresponding position of the buffer rod 33 and the telescopic plate 40. The number of retaining grooves 42 is several sets and distributed along the array of the buffer grooves. The area of ​​the retaining groove 42 is larger than the area of ​​the telescopic plate 40. Due to the presence of the buffer assembly 3, although it can absorb the vibration generated by the engine, it also absorbs the energy of the engine. When the transmission is in a high position, the engine speed is low, generally in a cruising state, such as at high speed. In low gear, the engine speed is higher and the vehicle speed is slower, mainly used for climbing hills, starting, and crossing muddy roads, which requires more power. When the gearbox is in low gear, the engine speed is high. At this time, the telescopic plate 40 flies outward along the telescopic groove 41 under the action of centrifugal force and inserts into the slot 42, locking the buffer rod 33. This prevents the rear mass flywheel 20 and the connecting plate 22 from pushing the buffer rod 33 to move, thereby locking the buffer assembly 3. This reduces the energy loss caused by the dual mass flywheel 2 when the engine is at high speed, making the power more abundant when climbing hills and crossing muddy roads.

[0034] Preferably, the telescopic groove 41 has a fan-shaped structure design, and the telescopic plate 40 has the same structure as the telescopic groove 41. The telescopic groove 41 is made of magnetic metal, and the telescopic plate 40 is made of magnetic metal. The fan-shaped structure design allows the telescopic plate 40 to be attracted by magnetic forces in five directions inside the telescopic groove 41, and the magnetic forces in the five directions will generate a resultant force along the axis of the telescopic plate 40, which increases the attraction effect. The telescopic plate 40 will only detach when the centrifugal force generated by the rotation of the dual-mass flywheel 2 is greater than the magnetic force.

[0035] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0036] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A horizontally opposed engine for new energy vehicles, comprising an engine body (1), wherein a dual-mass flywheel (2) is fixedly connected to the rear end of the output shaft of the engine body (1), characterized in that: The dual-mass flywheel (2) consists of a front mass flywheel (21) and a rear mass flywheel (20); A buffer assembly (3) is located between the front mass flywheel (21) and the rear mass flywheel (20). The front mass flywheel (21) and the rear mass flywheel (20) are rotatably connected by bearings. With the cooperation of the buffer assembly (3), the engine and clutch are buffered. Locking assembly (4), which is located at the edge of buffer assembly (3), locks the buffer assembly (3) by means of locking assembly (4) when the dual-mass flywheel (2) rotates at high speed; The buffer assembly (3) includes an annular groove (30) located behind the front mass flywheel (21). A force-bearing block (31) is fixedly connected inside the annular groove (30). A buffer tube (34) is provided along the edge of the force-bearing block (31). A buffer groove is provided inside the buffer tube (34), and a buffer rod (33) is slidably connected inside the buffer groove. There are two sets of force-bearing blocks (31), symmetrically distributed around the midpoint of the front mass flywheel (21). The buffer rod (33)... 3) The end of the buffer tube (34) is close to one of the force-bearing blocks (31). There are two sets of buffer tubes (34), which are located inside the annular groove (30) divided by the two sets of force-bearing blocks (31). The rear side of the front mass flywheel (21) is rotatably connected to the connecting plate (22). The rear end of the connecting plate (22) is fixedly connected to the rear mass flywheel (20). The connecting plate (22) and the force-bearing block (31) are fixedly connected to the buffer block (32). The buffer rod (33) and the buffer tube (34) are kept sealed. The locking assembly (4) includes a telescopic groove (41), which is opened on the inner surface of the annular groove (30). A telescopic plate (40) is slidably connected inside the telescopic groove (41). A slot (42) is opened at the corresponding position of the buffer rod (33) and the telescopic plate (40). There are several sets of slots (42) distributed along the array of buffer grooves. The area of ​​the slot (42) is larger than the area of ​​the telescopic plate (40).

2. The horizontally opposed engine for new energy vehicles according to claim 1, characterized in that: The upper end face of the force-bearing block (31) is lower than the center position of the buffer rod (33), and the thickness of the buffer block (32) is consistent with the radius of the buffer rod (33).

3. A horizontally opposed engine for new energy vehicles according to claim 1, characterized in that: The buffer assembly (3) also includes a connecting shaft (36), which is fixedly connected to the end of the buffer tube (34) away from the buffer rod (33). The force block (31) is provided with a reserved groove (35) at the end close to the buffer tube (34), and the reserved groove (35) is rotatably connected to the connecting shaft (36).

4. A horizontally opposed engine for new energy vehicles according to claim 3, characterized in that: The rotation range of the buffer tube (34) is between 1° and -1°.

5. A horizontally opposed engine for new energy vehicles according to claim 3, characterized in that: The reserved groove (35) is fixedly connected to a spring rod (37), which is made of tin bronze. The gap between the spring rod (37) and the buffer tube (34) is 1 mm. The number of spring rods (37) located inside one set of reserved grooves (35) is two.

6. A horizontally opposed engine for new energy vehicles according to claim 1, characterized in that: The telescopic groove (41) has a fan-shaped structure design, and the telescopic plate (40) has the same structure as the telescopic groove (41). The telescopic groove (41) is made of magnetic metal, and the telescopic plate (40) is made of magnetic metal.

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