Split type engine structure

Abstract

The split type engine structure comprises an engine body, and the engine body comprises a crankcase module and a gearbox module which are independent of each other; the crankcase module is connected with the gearbox module through a transmission mechanism, and the transmission mechanism drives a transmission and an oil pump arranged in the gearbox module through power output by the crankcase module. The modular design not only improves the maintenance convenience of the engine and the replacement efficiency of parts, but also facilitates vibration isolation, heat transfer reduction and prolonging of the service life of the gearbox parts, and allows independent optimization of each module under the condition that the overall performance is not affected.

Description

Technical Field

[0001] The present invention relates to the technical field of motorcycle engines, and particularly to a split engine structure. Background Art

[0002] Existing motorcycle engines usually adopt an integrated structure design, in which the crankcase part and the gearbox part are closely integrated into a whole. The main characteristics are compact structure and strong integrity. In terms of power transmission, the engine usually outputs only a single power source to the transmission system. Auxiliary components inside the transmission system, such as the oil pump, etc., are driven by the inside of the transmission system, rather than directly relying on the engine output.

[0003] Although this integrated structure has certain advantages in space utilization and transmission efficiency, it may also bring some potential problems. For example, since the crankcase and the gearbox are closely combined, when repairing or replacing one of the components, it may be necessary to disassemble the entire power assembly, increasing the complexity of maintenance. In addition, the heat and vibration generated by the engine may be directly transmitted to the gearbox, which may affect the lubrication effect and the service life of the components of the gearbox.

[0004] Therefore, in view of the above problems, some solutions have been proposed in the industry. For example, "An engine mounting structure based on a motorcycle" disclosed in the Chinese patent literature, with the publication number "CN115638060A", includes an engine, which has a cylinder block, a crankcase, a transmission case and a gearbox. The transmission case is located on the left side of the crankcase, and the gearbox is located on the right side of the crankcase; a cylinder head cover is detachably installed on the cylinder block, and an exhaust passage capable of separating oil and gas is provided on the inner wall of the cylinder head cover to prevent oil from flowing out of the cylinder block and affecting other equipment; an oil extraction passage is provided at the bottom of the crankcase, and an oil circulation mechanism is installed in the transmission case. The oil circulation mechanism pumps the oil in the crankcase to the transmission case, so as to ensure that no oil sediment will be generated in the crankcase.

[0005] In the above solution, a continuously variable transmission is installed in the gearbox. The continuously variable transmission includes a driving wheel and a driven wheel driven by a transmission belt. The driven wheel is in transmission cooperation with a sprocket and chain transmission mechanism through a transmission reduction mechanism, so as to drive the rear wheel of the motorcycle to rotate, in order to shorten the distance between the driving wheel and the driven wheel. However, after separating the crankcase from the gearbox in this solution, the transmission mechanism inevitably becomes complex, which undoubtedly increases the space occupation and cost of the engine and needs to be improved. Summary of the Invention

[0006] In view of the problems that there are still many defects in the split engine in the above-mentioned existing technology, the present invention provides a split engine structure, which transmits the power output by the crankcase module to the transmission and the oil pump in the gearbox module respectively through a transmission mechanism, not only solving the limitations of the traditional integral engine in maintenance, upgrading and performance optimization, but also avoiding new problems such as excessive space occupation and heat accumulation of the split engine.

[0007] In order to achieve the above object, the present invention adopts the following technical solutions: A split engine structure includes an engine body, and the engine body includes an independent crankcase module and a gearbox module; the crankcase module is connected to the gearbox module through a transmission mechanism, and the transmission mechanism drives the transmission and the oil pump provided in the gearbox module respectively with the power output by the crankcase module.

[0008] In this solution, the transmission mechanism connects the two modules to ensure the transfer of power from the crankcase module to the gearbox module. It not only drives the transmission, but also directly drives the oil pump, which is different from the traditional design. In the traditional design, the oil pump is usually driven by the internal system of the gearbox. This direct drive method can effectively improve the working efficiency of the oil pump because it directly obtains power from the engine, reducing the energy loss in the intermediate link. At the same time, this solution also simplifies the internal structure of the gearbox because there is no need to set up a separate drive mechanism for the oil pump. In addition, the split design helps to isolate vibration, reduce heat transfer, and extend the service life of the gearbox components. This solution provides greater flexibility for engine design, allowing individual optimization of each module without affecting the overall performance.

[0009] The transmission mechanism includes a power shaft fixed to the end of the crankshaft, and also includes a clutch drive gear and an oil pump sprocket provided in the gearbox module, wherein the power shaft drives the clutch drive gear and the oil pump sprocket simultaneously.

[0010] Preferably, a CVT transmission and an oil circulation system are provided in the gearbox module, the clutch drive gear is in transmission connection with the CVT transmission, and the oil pump sprocket is in transmission connection with the oil circulation system.

[0011] Preferably, an elastic support structure is provided between the crankcase module and the gearbox module, and the elastic support structure includes a plurality of support points distributed in a ring shape.

[0012] Preferably, a rigid connecting piece is provided between the crankcase module and the gearbox module, and the rigid connecting piece is a quick-release structure.

[0013] Preferably, each of the support points is internally provided with a liquid damper filled with a damping liquid, and the viscosity range of the damping liquid is 100 - 500 centipoises.

[0014] Preferably, a quick locking mechanism is provided at the center of the elastic support structure. The quick locking mechanism includes a plurality of annularly distributed claws provided on the crankcase module and corresponding grooves provided on the transmission module, wherein the claws are engaged with the grooves by radial expansion and axial rotation.

[0015] Preferably, a plurality of micro heat pipes are embedded in the elastic support structure. The micro heat pipes are U-shaped, one end of which extends into the wall of the crankcase module, and the other end extends into the wall of the transmission module. The micro heat pipes are filled with a working fluid, and the boiling point range of the working fluid is 60 - 80 °C.

[0016] Preferably, a composite layer is provided between the crankcase module and the transmission module. The composite layer includes an inner layer of high-density rubber, a middle layer of aluminum alloy honeycomb board, and an outer layer of elastic polymer.

[0017] Preferably, a plurality of through holes are provided in the middle layer of the aluminum alloy honeycomb board, and phase change fillers are filled in the holes.

[0018] Therefore, the present invention has the following beneficial effects: The modular design of the crankcase and the transmission is used to realize a split engine structure, which is convenient for independent maintenance and replacement, reduces the overall maintenance cost and time, and also enhances the flexibility of the system, allowing different configuration combinations to meet diverse requirements.

[0019] The transmission mechanism directly drives the transmission and the oil pump, simplifies the internal structure of the transmission, and improves the power transmission efficiency; at the same time, this direct drive method improves the performance of the oil pump and optimizes the overall lubrication system.

[0020] The elastic support structure and the composite vibration isolation layer effectively reduce vibration transmission, reduce the wear of transmission components, extend the service life, and also improve driving comfort and reduce the vibration of the whole vehicle.

[0021] The micro heat pipes and the phase change materials optimize the thermal management, effectively disperse and utilize heat, and reduce the risk of local overheating. This can not only improve the system efficiency but also extend the service life of heat-sensitive components such as seals. Description of the Drawings

[0022] Figure 1 It is a cross-sectional view of the split engine structure in the present invention.

[0023] Figure 2 It is a schematic structural diagram of the transmission module in the present invention.

[0024] In the figure: 1, engine body; 2, crankcase module; 3, transmission module; 4, power shaft; 5, clutch drive gear; 6, oil pump sprocket; 7, elastic support structure; 8, rigid connection; 9, support point; 10, composite layer. Detailed implementation

[0025] The present invention will be further described below in conjunction with the accompanying drawings and the detailed implementation. The examples of the embodiments are shown in the drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout.

[0026] Embodiment 1 As Figure 1 , 2 shown, the split engine structure proposed in this embodiment includes an independent crankcase module 2 and a transmission module 3, which are connected by a transmission mechanism. Breaking through the limitations of traditional integral engines, modular design is achieved. The transmission mechanism includes a power shaft 4 fixed to the end of the crankshaft, which extends into the transmission module 3 and simultaneously drives the clutch drive gear 5 and the oil pump sprocket 6. The clutch drive gear 5 is in transmission connection with the CVT transmission in the transmission module 3, while the oil pump sprocket 6 is connected to the oil circulation system. This solution enables the power output by the crankcase module 2 to drive the transmission and the oil pump simultaneously, improving the power transmission efficiency. It should be noted that the oil pump is directly driven by the engine instead of the traditional internal drive of the transmission, which can improve the working efficiency and reliability of the oil pump.

[0027] A rigid connection 8 is provided between the two modules, and a quick-release structure design is adopted. This connection method not only ensures the stable connection between the two modules but also facilitates disassembly and maintenance. The quick-release structure can adopt forms such as buckles and bolts, and the specific design is determined according to the engine specifications, considering factors such as connection strength, disassembly and assembly convenience, and sealing performance. This solution enables maintenance personnel to quickly separate the two modules, greatly reducing the maintenance difficulty and time cost.

[0028] Specifically, the crankcase module 2 is made of high-strength aluminum alloy with a wall thickness of about 8 - 10 mm, having good heat dissipation and seismic resistance. Precision-machined crankshaft bearing seats are provided inside, and the diameter accuracy of the bearing seats reaches ±0.01 mm to ensure the stability of the crankshaft operation. Multiple heat dissipation fins are provided on the outer wall of the crankcase to effectively increase the heat dissipation area.

[0029] The transmission module 3 is also made of aluminum alloy, but the wall thickness is slightly thinner, about 6 - 8 mm, to reduce weight. The internal space is optimized to accommodate the CVT transmission and the oil circulation system. A special polymer coating with a thickness of 0.1 - 0.2 mm is coated on the inner wall of the transmission housing, having good sound insulation and vibration damping effects.

[0030] The core component of the transmission mechanism - the power shaft 4 is made of high-strength alloy steel, with its surface carburized and the hardness reaching HRC58 - 62. The diameter of the power shaft 4 is designed according to the load requirements and is usually between 25 - 35 mm. The connection between the shaft end and the crankshaft adopts a spline structure, with the number of spline teeth being 24 - 36, ensuring the reliability and smoothness of power transmission.

[0031] The clutch drive gear 5 is made of high-strength alloy steel, and the gear surface is nitrided to improve wear resistance. The oil pump sprocket 6 is made of wear-resistant nylon, with light weight and low noise, and the number of sprocket teeth is 18 - 24.

[0032] The quick-release rigid connector 8 is made of high-strength titanium alloy, with light weight and high strength. The connector adopts a snap-fastener structure, with the snap thickness being 4 - 6 mm and the elastic deformation amount controlled within the range of 0.5 - 1 mm, ensuring firm connection and easy disassembly. The surface of the snap is chrome-plated to improve wear resistance and corrosion resistance.

[0033] For scenarios that frequently require disassembly and maintenance in this embodiment, the quick-release structure can be considered for optimization. For example, adopting a quarter-turn locking mechanism can shorten the disassembly and assembly time from the traditional 15 - 20 minutes to 5 - 7 minutes. In addition, sensors such as temperature sensors and vibration sensors can be added at key parts to monitor the running state of the engine in real time and give early warnings of potential problems.

[0034] In production applications, this split structure significantly optimizes the production line layout. Crankcase modules 2 and transmission modules 3 of different specifications can be flexibly combined according to requirements, greatly improving production efficiency. For example, a production line can produce engines of different displacements simultaneously, only by replacing the corresponding modules, and it is beneficial for inventory management, which can significantly reduce the inventory variety and lower the inventory cost.

[0035] In terms of maintenance, the split structure of this embodiment greatly simplifies the maintenance process. When repairing the transmission of a traditional integral engine, the whole engine often needs to be disassembled, while the split structure allows the transmission module 3 to be disassembled separately, greatly reducing the maintenance time and cost. It is estimated that this solution can shorten the time for complex maintenance by 40% - 60%.

[0036] The split engine structure proposed in the present invention realizes modular design by separating the crankcase module 2 and the gearbox module 3, which greatly improves the convenience of maintenance and replacement. The transmission mechanism connects the two modules, and drives the clutch drive gear 5 and the oil pump sprocket 6 simultaneously through the power shaft 4, realizing efficient transmission and distribution of power, which not only simplifies the structure, but also improves the transmission efficiency and reduces energy loss. This modular design also facilitates the upgrade and modification of the engine. Modules with different performances can be replaced according to needs, which improves the adaptability and sustainability of the engine. Compared with traditional integrated engines, this structure has obvious advantages in maintenance, upgrading and performance optimization.

[0037] Example 2 The split engine structure proposed in this embodiment includes a crankcase module 2 and a transmission module 3 which are independent of each other, and the two are connected by a transmission mechanism and provided with an elastic support structure 7. The transmission mechanism includes a power shaft 4 fixed to the end of the crankshaft, which extends into the transmission module 3 and drives the clutch drive gear 5 and the oil pump sprocket 6 at the same time. The clutch drive gear 5 is connected to the CVT transmission in the transmission module 3, and the oil pump sprocket 6 is connected to the oil circulation system. This solution enables the power output by the crankcase module 2 to drive the transmission and the oil pump at the same time, thereby improving the power transmission efficiency.

[0038] The elastic support structure 7 includes a plurality of support points 9 distributed in a ring shape. Each support point 9 is provided with a liquid damper filled with a damping liquid with a viscosity range of 100-500 centipoise, which can effectively absorb and attenuate the vibration between the two modules and improve the overall operation stability.

[0039] A quick locking mechanism is provided at the center of the elastic support structure 7, including a plurality of annularly distributed claws arranged on the crankcase module 2 and corresponding grooves arranged on the gearbox module 3. The claws engage with the grooves by radial expansion and axial rotation to achieve quick connection and disassembly, effectively improving the efficiency of module replacement and maintenance.

[0040] Multiple U-shaped micro heat pipes are also embedded in the elastic support structure 7, one end of which extends into the wall of the crankcase module 2 and the other end extends into the wall of the gearbox module 3. The heat pipes are filled with a working fluid with a boiling point range of 60-80°C. The phase change principle is used to achieve efficient heat transfer between the two modules.

[0041] This split structure achieves modularity, high efficiency and low vibration through precision-designed components. The elastic support structure 7 not only provides vibration reduction, but also achieves thermal management through micro heat pipes, solving the problems of vibration transmission and heat accumulation in traditional split structures. The quick locking mechanism can effectively improve the convenience of maintenance.

[0042] The core of the split engine structure lies in the independently set crankcase module 2 and transmission module 3. Crankcase module 2 is made of high-strength aluminum alloy with a wall thickness of about 10-12mm, which has excellent heat dissipation and shock resistance. It is equipped with a precision-machined crankshaft bearing seat with a diameter accuracy of ±0.005mm to ensure the stability of crankshaft operation. Transmission module 3 is also made of aluminum alloy, but with a slightly thinner wall thickness of about 8-10mm to reduce weight. The internal space is optimized to accommodate the CVT transmission and oil circulation system, and the inner wall is coated with a special polymer coating with a thickness of 0.2-0.3mm, which has good sound insulation and vibration reduction effects.

[0043] The power shaft 4 of the transmission mechanism is made of high-strength alloy steel, and the surface is carburized, with a hardness of HRC60-64. The diameter of the power shaft 4 is designed according to the load requirements and is between 30-40mm. The connection between the shaft end and the crankshaft adopts a spline structure to ensure the reliability and stability of power transmission. The clutch drive gear 5 is made of high-strength alloy steel, and the number of teeth is usually between 70-90. The gear surface is nitrided to improve wear resistance. The oil pump sprocket 6 is made of wear-resistant nylon, which is light in weight and low in noise.

[0044] In the elastic support structure 7, the support points 9 are distributed in a ring shape, with 8-12 points set, and the diameter of each support point 9 is 30-40mm. The liquid damper adopts a high-strength alloy shell, and the interior is filled with a silicone oil-based damping liquid with a viscosity of 100-500 centipoise. The working gap of the damper is usually set at 0.5-1.0mm. This gap design ensures the best damping effect. The design parameters of the liquid damper are accurately calculated so that its natural frequency is staggered with the main vibration frequency of the engine, and is usually controlled within the range of 20-30Hz.

[0045] The claws of the quick locking mechanism are made of high-strength titanium alloy with a thickness of 5-7mm and elastic deformation controlled within the range of 0.8-1.2mm. The surface of the claws is chrome-plated with a hardness of HV800-1000 to improve wear resistance and corrosion resistance. The corresponding grooves are processed with high precision, and the surface roughness Ra is controlled within 0.4μm to ensure tight engagement and smooth unlocking. The clearance between the claws and the grooves is controlled at 0.05-0.1mm, which not only ensures the reliability of locking, but also does not increase the difficulty of operation due to over-tightening.

[0046] The micro heat pipe is made of pure copper, with a wall thickness of only 0.5 - 0.8 mm and an inner diameter of 6 - 8 mm. The bending radius of the U-shaped design is controlled within 15 - 20 mm to ensure smooth flow of the working fluid. The working fluid filled in the heat pipe is cyclopentane, whose boiling point is 60 - 80 °C, and it can fully exert the phase change heat transfer effect within the normal operating temperature range of the engine. The effective heat transfer length of each heat pipe is about 100 - 150 mm, and the maximum heat transfer power of a single heat pipe can reach 50 - 80 W.

[0047] The split structure of this embodiment achieves excellent performance through the coordinated action of various components. The combination of the elastic support structure 7 and the liquid damper can effectively reduce vibration transmission, and theoretically can reduce the vibration amplitude by 50 - 70%. The heat management effect of the micro heat pipe system is remarkable, and the temperature difference between the two modules can be controlled within 5 °C, effectively preventing local overheating. The quick-locking mechanism not only ensures the reliability of the connection, but also shortens the module replacement time from the traditional 30 - 40 minutes to 5 - 8 minutes.

[0048] In actual application, the working state of the elastic support structure 7 of the split engine structure of this embodiment needs to be regularly checked. The vibration frequency and amplitude can be real-time monitored through the micro sensors installed on the support points 9. When abnormal vibration is detected (such as the amplitude exceeding 20% of the set value), the system should automatically alarm. The performance of the liquid damper will change over time. It is recommended to replace the damping liquid every 1000 hours of operation or half a year (whichever comes first). The working efficiency of the micro heat pipe can be monitored through temperature sensors. If the temperature difference at both ends is detected to exceed 10 °C, it indicates that the heat pipe efficiency has decreased and inspection or replacement is required. The state of the quick-locking mechanism also needs to be regularly checked, and ultrasonic detection technology can be used to ensure that the gap between the claw and the groove does not exceed 0.1 mm.

[0049] In production applications, this split structure brings great flexibility to the production line. Crankcase modules 2 and transmission modules 3 of different specifications can be flexibly combined according to requirements, greatly improving production efficiency. For example, a production line can produce engines of different displacements simultaneously, and only the corresponding modules need to be replaced. This modular design is also beneficial to inventory management, can significantly reduce the variety of inventory, and reduce inventory costs. According to estimates, this solution can reduce inventory costs by 30% - 40%.

[0050] From the perspective of maintenance, the split structure greatly simplifies the maintenance process. When repairing the transmission of a traditional integrated engine, the entire engine often needs to be disassembled, while the split structure allows the transmission module 3 to be disassembled separately, greatly reducing the maintenance time and cost. According to statistics, this solution can shorten the time for complex maintenance by 50% - 70%.

[0051] The split engine structure proposed in this embodiment. Specifically, the clutch drive gear 5 is connected to the CVT transmission, and the oil pump sprocket 6 is connected to the oil circulation system, enabling the transmission and the oil pump to obtain power independently from the engine body 1 without relying on the traditional built-in power transmission method. By setting an elastic support structure 7 between the crankcase and the gearbox, the transmission vibration and noise between the two parts can be effectively reduced, improving the stability and comfort of the system. This elastic support structure 7 consists of multiple support points 9 distributed in a ring shape. Each support point 9 is internally provided with a liquid damper, and through the adjustment of the viscosity of the damping liquid, high-frequency vibrations can be effectively suppressed. The viscosity range of the damping liquid in the liquid damper is set to 100 - 500 centipoise, effectively controlling the vibration frequency within a suitable range and further enhancing the dynamic performance of the system.

[0052] In addition, a quick-locking mechanism is provided at the center of the elastic support structure 7. Through the radial expansion and contraction and axial rotation locking methods of the claws and grooves, the crankcase module 2 and the gearbox module 3 can be quickly disassembled and assembled, improving the maintenance efficiency and reducing the equipment downtime. The disadvantage of the time-consuming disassembly required by the common bolt connection in the traditional connection method is effectively avoided, and the quick disassembly and assembly effectively improve the work efficiency. To further enhance the thermal management performance of the system, multiple micro heat pipes are embedded in the elastic support structure 7. One end of these U-shaped heat pipes is connected to the wall of the crankcase module 2, and the other end extends to the wall of the gearbox module 3. Through the circulation of the working fluid, heat can be effectively transferred, reducing the risk of system overheating. The boiling point range of the working fluid filled in the heat pipe is 60 - 80 °C, meeting the thermal management requirements during the normal operation of the engine and the gearbox module 3, ensuring that the system can maintain a relatively stable temperature during long-term high-load operation.

[0053] Embodiment 3 The split engine structure proposed in this embodiment includes an independent crankcase module 2 and a gearbox module 3, which are connected by an innovative transmission mechanism and a composite layer 10, achieving efficient power transmission and excellent vibration and heat insulation performance. The crankcase module 2 is made of high-strength aluminum alloy with a wall thickness of 8 - 10 mm, and is internally provided with a precisely machined crankshaft bearing seat, with the diameter accuracy of the bearing seat reaching ±0.005 mm. The gearbox module 3 is also made of aluminum alloy with a wall thickness of 6 - 8 mm, and its internal space is optimized to accommodate the CVT transmission and the oil circulation system.

[0054] The core of the transmission mechanism is the power shaft 4 fixed at the end of the crankshaft. It is made of 42CrMo alloy steel, the surface is treated by plasma nitriding, the hardness reaches HRC58 - 62, and the diameter is 40 - 45mm. The power shaft 4 extends into the transmission module 3 and drives the clutch drive gear 5 and the oil pump sprocket 6 simultaneously. The clutch drive gear 5 is made of 16MnCr5 carburizing steel and is connected to the driving wheel of the CVT transmission. The oil pump sprocket 6 is made of nylon, which is light in weight and low in noise, and is connected to the oil pump through a chain. This solution enables the power output from the crankcase module 2 to drive the transmission and the oil pump simultaneously, improving the power transmission efficiency.

[0055] A composite layer 10 structure is provided between the two modules, including an inner layer of high - density rubber, a middle layer of aluminum alloy honeycomb panel, and an outer layer of elastic polymer. The inner layer of high - density rubber uses nitrile rubber (NBR), with a Shore hardness of 70 - 80 A and a thickness of 3 - 5mm, having excellent vibration damping and sealing performance. The middle layer of aluminum alloy honeycomb panel uses 5052 aluminum alloy, with a cell size of 6 - 8mm and a panel thickness of 10 - 15mm, providing lightweight and high - strength structural support. There are multiple through - holes with a diameter of 2 - 3mm in the honeycomb panel, and the holes are filled with phase - change fillers (such as n - octadecane, melting point 28 - 30°C), using the latent heat of phase change to absorb heat and improve the heat insulation effect. The outer layer of elastic polymer uses thermoplastic polyurethane (TPU), with a thickness of 1 - 2mm and a Shore hardness of 85A - 95A, having good wear resistance and elasticity, further enhancing the vibration damping effect.

[0056] This composite layer 10 structure not only provides excellent vibration damping and heat insulation performance but also realizes a flexible connection between the two modules. Theoretically, the composite layer 10 can absorb up to 80 - 90% of the vibration energy while reducing heat transfer by 40 - 50%. The total thickness of the composite layer 10 is controlled within the range of 15 - 20mm, which will not significantly increase the overall size of the engine and can provide sufficient vibration damping and heat insulation effects.

[0057] The CVT transmission adopts a thrust steel - belt design. The steel belt is made of maraging steel, with a thickness of 1.2 - 1.5mm and a width of 30 - 35mm, and can withstand a maximum tension of 15000N. The variable range of the taper of the transmission is from 2.0:1 to 0.4:1, enabling a wide range of stepless speed change. The oil circulation system uses a double - pump, the main pump is a gear pump with a maximum flow rate of 5L / min, and the auxiliary pump is an electric pump for auxiliary oil supply at low speeds, with a maximum flow rate of 2L / min.

[0058] This split - type structure not only realizes modularization and is convenient for maintenance and replacement but also solves the problems of vibration transmission and heat accumulation in traditional split - type engines through the transmission mechanism and the composite layer 10 structure. The composite layer 10 achieves excellent vibration damping and heat insulation effects through the application of multi - layer structures and phase - change materials while maintaining the light weight of the structure.

[0059] Furthermore, it is also possible to consider adding smart materials, such as piezoelectric materials or magnetorheological fluids, to the composite layer 10 to achieve active vibration reduction control. At the same time, it is possible to explore the use of carbon fiber reinforced composite materials to replace part of the metal structure to further reduce weight and increase strength. This solution provides a new direction for the innovation of engine structure and is expected to bring significant performance improvement and convenience in practical applications.

[0060] In actual application, the split engine structure of this embodiment has a simplified and flexible installation process. The operator can first fix the crankcase module 2 on the frame, and then align the gearbox module 3 in place. The composite layer 10 structure between the two modules plays a buffering role during installation. After alignment, the initial fixation is achieved through the preset quick locking mechanism. The whole process can be completed by 2-3 technicians within 30 minutes.

[0061] The composite layer structure provides excellent vibration reduction and heat insulation performance, but it also needs regular inspection. In particular, avoid aging or deformation of the high-density rubber layer. If abnormalities are found, partial replacement can be considered. In actual operation, the performance of the composite layer can be evaluated by monitoring engine vibration and temperature. Under normal operating conditions, the vibration transmission rate between the crankcase module 2 and the transmission module 3 should be controlled below 20%, and the temperature difference should be kept within the range of 15-20℃. If these indicators deviate significantly, it means that the composite layer structure needs maintenance or replacement.

[0062] In addition, those skilled in the art may consider integrating smart materials into the composite layer. For example, by adding a piezoelectric ceramic layer and controlling its deformation through an external circuit, active vibration reduction can be achieved. Another solution is to use magnetorheological fluid to fill part of the honeycomb structure and change its viscosity by adjusting the magnetic field strength, thereby dynamically adjusting the vibration reduction characteristics. Although these solutions will increase costs and complexity, they can significantly improve the adaptability and performance of the system.

[0063] In the design of the split engine structure, the crankcase module 2 and the transmission module 3 are constructed independently and connected through a transmission mechanism. While transmitting power, they avoid the complex coupling of various components in the traditional engine system, bringing higher flexibility and modular advantages. Specifically, the transmission mechanism includes a power shaft 4 fixed to the end of the crankshaft. The power shaft 4 simultaneously drives the clutch drive gear 5 and the oil pump sprocket 6 located in the transmission module 3, realizing dual power supply for the transmission and the oil pump. The clutch drive gear 5 is connected to the CVT transmission transmission. This configuration ensures that the transmission can smoothly transmit power and adapt to different driving needs. At the same time, the oil pump sprocket 6 is connected to the oil circulation system, so that the engine can always maintain appropriate lubricating oil pressure during operation, effectively protecting the internal components of the engine and reducing wear.

[0064] The connection between modules is joined by a composite layer material. The composite layer consists of high-density rubber, aluminum alloy honeycomb panels, and elastic polymers. This material laminated structure has significant vibration isolation and shock absorption effects. High-density rubber can absorb low-frequency vibrations, aluminum alloy honeycomb panels provide good rigidity and impact resistance, and elastic polymers help absorb high-frequency vibrations, forming a multi-level vibration isolation mechanism to ensure a more stable connection between the crankcase module 2 and the transmission module 3. At the same time, it effectively reduces the noise and mechanical fatigue caused by the vibration of the transmission system. Compared with traditional metal connection methods, this composite layer design not only reduces weight but also greatly improves the vibration resistance and comfort of the system. Additionally, multiple through-holes in the aluminum alloy honeycomb panels are filled with phase change fillers. The phase change fillers can absorb or release a large amount of heat when the system temperature changes, playing a role in thermal buffering through the phase change process, thereby ensuring the structural stability and working performance under dynamic temperature changes. Especially during the operation of the engine, when the temperature reaches a certain threshold, the phase change material will absorb heat and change its phase state, avoiding adverse effects on the indirect modules caused by overheating and maintaining the thermal balance of the entire system.

Claims

1. A split engine structure, characterized in that: It includes an engine body, which includes a crankcase module and a gearbox module that are independent of each other; the crankcase module and the gearbox module are connected through a transmission mechanism, and the transmission mechanism drives the transmission and oil pump arranged in the gearbox module respectively using the power output by the crankcase module.

2. The split engine structure according to claim 1, characterized in that: The transmission mechanism includes a power shaft fixed to the end of the crankshaft, and also includes a clutch drive gear and an oil pump sprocket arranged in the transmission module, wherein the power shaft drives the clutch drive gear and the oil pump sprocket simultaneously.

3. The split engine structure according to claim 2, characterized in that: The transmission module is provided with a CVT transmission and an oil circulation system, the clutch drive gear is transmission-connected to the CVT transmission, and the oil pump sprocket is transmission-connected to the oil circulation system.

4. The split engine structure according to any one of claims 1 to 3, characterized in that: An elastic support structure is provided between the crankcase module and the gearbox module, and the elastic support structure includes a plurality of support points distributed in a ring shape.

5. The split engine structure according to any one of claims 1 to 3, characterized in that: A rigid connector is provided between the crankcase module and the gearbox module, and the rigid connector is a quick-release structure.

6. The split engine structure according to claim 4, characterized in that: A liquid damper is provided inside each supporting point. The liquid damper is filled with damping liquid. The viscosity of the damping liquid is in the range of 100-500 centipoise.

7. The split engine structure according to claim 4, characterized in that: A quick locking mechanism is provided at the center of the elastic support structure, and the quick locking mechanism includes a plurality of annularly distributed claws arranged on the crankcase module and corresponding grooves arranged on the gearbox module, wherein the claws are engaged with the grooves by radial expansion and contraction and axial rotation.

8. The split engine structure according to claim 4, characterized in that: A plurality of micro heat pipes are embedded in the elastic support structure. The micro heat pipes are U-shaped, one end of which extends into the crankcase module wall and the other end extends into the gearbox module wall. The micro heat pipes are filled with a working fluid having a boiling point range of 60-80°C.

9. The split engine structure according to any one of claims 1 to 3, characterized in that: A composite layer is arranged between the crankcase module and the gearbox module, and the composite layer comprises an inner layer of high-density rubber, a middle layer of aluminum alloy honeycomb panel and an outer layer of elastic polymer.

10. The split engine structure according to claim 9, characterized in that: The middle layer aluminum alloy honeycomb panel is provided with a plurality of through holes, and the holes are filled with phase change fillers.

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