Engine timing system and vehicle

Abstract

The invention provides an engine timing system and a vehicle, and relates to the technical field of vehicles. The engine timing system comprises a first timing chain, a second timing chain, a first driving chain wheel, a second driving chain wheel, a first side cam shaft chain wheel, a second side cam shaft chain wheel, a transmission structure and two tensioners. At least one of the first driving chain wheel and the second driving chain wheel is in transmission connection with a crankshaft through a transmission structure, so that the rotating directions of the first driving chain wheel and the second driving chain wheel are opposite; the first timing chain is wound on the first driving chain wheel and the first side cam shaft chain wheel, and the second timing chain is wound on the second driving chain wheel and the second side cam shaft chain wheel; the two tensioners act on the first timing chain and the second timing chain respectively, and the two tensioners are located on the same side of the first timing chain and the second timing chain. The two tensioners can be located on the lower sides of the corresponding timing chains and arranged upwards, and it is guaranteed that both the two tensioners cannot leak oil, and abnormal sound cannot occur.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to an engine timing system and a vehicle. BACKGROUND

[0002] The engine timing system plays an important role in the working process of the engine, which is used to drive the valve train of the engine, generally through a timing chain connecting the valve camshaft sprocket and the crankshaft sprocket to transmit the power of the crankshaft to the valve camshaft (the camshaft sprocket is fixed on the valve camshaft, and the timing chain drives the camshaft sprocket to rotate, which realizes the rotation of the corresponding valve camshaft), and then controls the opening and closing of the intake valve and the exhaust valve at the right time to ensure that the engine cylinder can normally inhale and exhale.

[0003] Unlike the in-line engine, the crankshaft of the horizontally opposed engine is arranged along the longitudinal direction of the vehicle, and the cylinders are distributed on the left and right sides of the crankshaft. Correspondingly, the cylinder head with the intake valve and the exhaust valve is also located on the left and right sides of the crankshaft. Due to the distribution position of the cylinder head, the camshaft in the valve train is also distributed on the left and right sides of the crankshaft. Therefore, the existing timing system for the horizontally opposed engine transmits the power of the crankshaft to the corresponding side valve camshaft through one left and one right timing chain. Due to the same rotation direction of the left and right sprockets, the two hydraulic chain tensioners need to be arranged one above the other, i.e., one tensioner is arranged upward (the plunger of the tensioner extends upward), and the other tensioner is arranged downward (the plunger of the tensioner extends downward), which will cause the downward leakage of oil in the tensioner arranged downward. After the engine is stopped for a long time and then started, if there is no oil or insufficient oil in the tensioner, the corresponding timing chain will not be tensioned well (not in the appropriate tensioning interval), and the corresponding timing chain will be swung beyond the reasonable swing range, which will cause the corresponding timing chain to produce abnormal noise and poor NVH (Noise, Vibration, Harshness) performance. In addition, since the two tensioners are located on different sides of the corresponding timing chain, the integration of the timing system is low, and the space occupied is large. SUMMARY

[0004] The present application aims to solve at least one of the above technical problems.

[0005] To solve the above problems, the application provides an engine timing system, which comprises a first timing chain, a second timing chain, a first driving sprocket, a second driving sprocket, a first side camshaft sprocket, a second side camshaft sprocket, a transmission structure and two tensioners; at least one of the first driving sprocket and the second driving sprocket is used to be in transmission connection with a crankshaft through the transmission structure, so that the rotation directions of the first driving sprocket and the second driving sprocket are opposite; the first timing chain is wound on the first driving sprocket and the first side camshaft sprocket, and the second timing chain is wound on the second driving sprocket and the second side camshaft sprocket; the two tensioners act on the first timing chain and the second timing chain respectively, and the two tensioners are located on the same side of the first timing chain and the second timing chain.

[0006] The engine timing system provided by the application has the following technical effects, but is not limited to the following technical effects:

[0007] The engine timing system can be applied to a horizontally opposed engine, the first driving sprocket is a driving wheel for driving the first timing chain to rotate, and the second driving sprocket is a driving wheel for driving the second timing chain to rotate, but after the crankshaft rotates, at least one of the first driving sprocket and the second driving sprocket is in transmission connection with the crankshaft through the transmission structure, or in other words, at least one of the first driving sprocket and the second driving sprocket does not directly obtain power from the crankshaft, so that the rotation directions of the first driving sprocket and the second driving sprocket can be opposite under the action of the transmission structure, the rotation directions of the first timing chain and the second timing chain are opposite, and thus the two tensioners can be located on the same side of the first timing chain and the second timing chain, instead of being arranged one above the other in the prior art, so that the engine timing system does not occupy much vertical space, has a higher vertical integration degree, and can avoid interference with other structures of the automobile.

[0008] Further, the engine timing system is applied to a horizontally opposed engine, the first side camshaft sprocket is located on the left side of the crankshaft in the horizontally opposed engine, the second side camshaft sprocket is located on the right side of the crankshaft, the first driving sprocket is located on the right side of the first side camshaft sprocket, the second driving sprocket is located on the left side of the second side camshaft, the rotation direction of the first driving sprocket is clockwise, the rotation direction of the second driving sprocket is counterclockwise, the two tensioners are a first tensioner and a second tensioner respectively, the first tensioner is located on the lower side of the first timing chain, and the second tensioner is located on the lower side of the second timing chain.

[0009] Further, the first tensioner and the second tensioner are both arranged vertically upward.

[0010] Further, the first driving sprocket and the second driving sprocket are respectively connected with the crankshaft through the transmission structure, so that the rotation directions of the first driving sprocket and the second driving sprocket are opposite.

[0011] Further, the transmission structure is a gear transmission structure, which comprises a crankshaft gear, a first driving gear, a second driving gear and an intermediate gear, the crankshaft gear is fixed on the crankshaft, the first driving gear is coaxially fixed with the first driving sprocket, the second driving gear is coaxially fixed with the second driving sprocket, the crankshaft gear is engaged with the second driving gear, and the intermediate gear is engaged with the crankshaft gear and the first driving gear respectively.

[0012] Further, the axis of the intermediate gear and the axis of the crankshaft gear are in the same vertical plane, and / or the intermediate gear is located on the lower side of the crankshaft gear.

[0013] Further, the speed ratio of the first driving gear and the crankshaft gear is less than 1, and the speed ratio of the second driving gear and the crankshaft gear is less than 1.

[0014] Further, the crankshaft gear comprises a crankshaft large gear and a crankshaft small gear which are fixed on the crankshaft respectively, the intermediate gear comprises an intermediate large gear and an intermediate small gear, the crankshaft small gear is engaged with the second driving gear, the intermediate large gear is engaged with the crankshaft large gear, and the intermediate small gear is engaged with the first driving gear; the speed ratio of the intermediate large gear and the crankshaft large gear is 1, the speed ratio of the first driving gear and the intermediate small gear is less than 1, and the speed ratio of the second driving gear and the crankshaft small gear is less than 1.

[0015] Further, the engine timing system further comprises a first water pump sprocket, a second water pump sprocket, a water pump chain and a third tensioner, the first water pump sprocket is coaxially fixed with the intermediate gear, the second water pump sprocket is used for being coaxially fixed with a water pump shaft, the water pump chain is wound on the first water pump sprocket and the second water pump sprocket, and the third tensioner is used for tensioning the water pump chain.

[0016] The application also provides a vehicle comprising the engine timing system as described above.

[0017] Since the technical improvement and technical effect of the vehicle are the same as those of the engine timing system, the vehicle will not be described again. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 FIG. 1 is a front structural schematic view of an engine timing system in the prior art;

[0019] Figure 2 Fig. 1 is a front structural schematic view of an engine timing system according to an embodiment of the present application;

[0020] Figure 3 Fig. 2 is a front structural schematic view of another engine timing system according to an embodiment of the present application;

[0021] Figure 4 Fig. 3 is a sectional view of a balance shaft according to an embodiment of the present application.

[0022] Reference Signs List:

[0023] 11, first timing chain; 12, second timing chain; 13, first drive sprocket; 14, second drive sprocket; 15, first camshaft sprocket; 16, second camshaft sprocket; 17, tensioner; 171, first tensioner; 172, second tensioner; 18, crankshaft; 21, crankshaft gear; 211, crankshaft large gear; 212, crankshaft small gear; 22, first drive gear; 23, second drive gear; 24, intermediate gear; 241, intermediate large gear; 242, intermediate small gear; 25, balance shaft; 26, sealing structure; 27, first sprocket shaft; 28, second sprocket shaft; 291, first tension guide rail; 292, second tension guide rail; 31, first water pump sprocket; 32, second water pump sprocket; 33, third tensioner; 34, water pump chain; 35, tension bracket; 36, nut; 37, first guide rail; 38, second guide rail; 39, third guide rail; 41, fourth guide rail. DETAILED DESCRIPTION

[0024] In order to make the above objectives, features and advantages of the present application more obvious and comprehensible, specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms, and should not be interpreted as being limited to the embodiments set forth herein, but rather, these embodiments are provided to make the present application more thorough and complete. It should be understood that the drawings and embodiments of the present application are for exemplary purposes only, and are not intended to limit the scope of protection of the present application.

[0025] The Z-axis in the drawings represents the vertical direction, i.e. the up-down position, and the positive direction of the Z-axis represents the upper side, and the negative direction of the Z-axis represents the lower side. The Y-axis in the drawings represents the left-right position, and the positive direction of the Y-axis represents the left side, and the negative direction of the Y-axis represents the right side. The X-axis in the drawings represents the longitudinal direction, i.e. the front-rear position, and the positive direction of the X-axis represents the front side, and the negative direction of the X-axis represents the rear side. It should be noted that the meanings of the aforementioned Z-axis, Y-axis and X-axis are only for the convenience of describing the present application and simplifying the description, and are not intended to indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be understood as limiting the present application.

[0026] The term "include" and variations thereof, as used herein, means "to include, without limitation"; the term "based on" means "based at least in part on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optional" means "optional in at least one embodiment". Related terms shall be construed accordingly. It is to be noted that the terms "first", "second", and the like used in the description and in the claims do not necessarily denote any ordinal, chronological or spatial relationship, but are merely used to distinguish one element from another.

[0027] It should be noted that the terms "one", "multiple", mentioned in the present application are illustrative rather than restrictive, and those skilled in the art should understand that "one" or "multiple" should be understood as "one or more" unless the context clearly indicates otherwise.

[0028] The inventors of the present application found that in a horizontally opposed engine, as shown in Figure 1 The existing timing system transmits the power of the crankshaft 18 to the corresponding side valve camshaft through one left and one right timing chain. Due to the same rotation direction of the left and right chain wheels, the two hydraulic chain tensioners 17 need to be arranged one above the other. As shown in Figure 1 The two timing chains are a first timing chain 11 on the left side and a second timing chain 12 on the right side. The first timing chain 11 is wound around the first side camshaft sprocket 15 and the first crankshaft sprocket (not shown in the figure) on the crankshaft 18. The second timing chain 12 is wound around the second side camshaft sprocket 16 and the second crankshaft sprocket (not shown in the figure) on the crankshaft 18. In this way, when the crankshaft 18 rotates clockwise, it will also drive the first crankshaft sprocket and the second crankshaft sprocket to rotate clockwise. The clockwise rotation of the first crankshaft sprocket drives the first timing chain 11 to rotate clockwise, and the lower part of the first timing chain 11 is prone to slack. Therefore, the lower part of the first timing chain 11 needs a tensioner 17 to tension. The clockwise rotation of the second crankshaft sprocket drives the second timing chain 12 to rotate clockwise, and the upper part of the second timing chain 12 is prone to slack. Therefore, the upper part of the second timing chain 12 needs a tensioner 17 to tension.

[0029] For the above-mentioned existing engine timing system, due to the arrangement of the two tensioners 17 one above the other, the timing system occupies more vertical space, the vertical integration is low, and the tensioner 17 arranged on the upper side is easy to interfere with other structures of the automobile. In addition, since the upper tensioner 17 is arranged downward (specifically, the plunger inside it is downwardly extended), the inside of the housing of the tensioner 17 cannot store oil, and when the engine stops working, the oil inside the tensioner 17 will leak downward under the action of gravity, for example, into the oil pan of the engine; and when the engine is started again after a long time of shutdown, the inside of the tensioner 17 will be without or insufficient oil, which will cause the corresponding second timing chain 12 to not be in the appropriate tensioning interval, and thus the second timing chain 12 will produce abnormal noise due to its swing beyond the reasonable swing range, and the NVH performance is poor; only when the engine has been running for a certain period of time, the oil from the oil passage of the engine enters the housing of the tensioner 17 again and the amount of oil is sufficient, under the oil pressure of the sufficient oil, the plunger will be kept in the state of extending downward and the second timing chain 12 will be in the appropriate tensioning interval, at this time the second timing chain 12 is in the reasonable swing range, and the abnormal noise is also eliminated accordingly.

[0030] Based on the above-mentioned findings of the inventor, see Figure 2 The engine timing system of the embodiment of the present application comprises a first timing chain 11, a second timing chain 12, a first drive sprocket 13, a second drive sprocket 14, a first side camshaft sprocket 15, a second side camshaft sprocket 16, a transmission structure, and two tensioners 17; at least one of the first drive sprocket 13 and the second drive sprocket 14 is used to be in transmission connection with a crankshaft 18 through the transmission structure, so that the rotation directions of the first drive sprocket 13 and the second drive sprocket 14 are opposite; the first timing chain 11 is wound on the first drive sprocket 13 and the first side camshaft sprocket 15, and the second timing chain 12 is wound on the second drive sprocket 14 and the second side camshaft sprocket 16; the plungers of the two tensioners 17 act on the first timing chain 11 and the second timing chain 12 respectively, and the two tensioners 17 are located on the same side of the first timing chain 11 and the second timing chain 12.

[0031] In the embodiment, the engine timing system can be applied to a horizontally opposed engine, the first driving sprocket 13 is a driving wheel for driving the first timing chain 11 to rotate, and the second driving sprocket 14 is a driving wheel for driving the second timing chain 12 to rotate, but after the crankshaft 18 rotates, at least one of the first driving sprocket 13 and the second driving sprocket 14 is drivingly connected to the crankshaft 18 through a transmission structure, or in other words, at least one of the first driving sprocket 13 and the second driving sprocket 14 does not directly obtain power from the crankshaft 18, but obtains power from the crankshaft 18 through a transmission structure, and then under the action of the transmission structure, the rotating directions of the first driving sprocket 13 and the second driving sprocket 14 can be opposite, that is, the rotating directions of the first timing chain 11 and the second timing chain 12 are opposite, so that the two tensioners can be located on the same side of the first timing chain 11 and the second timing chain 12, instead of being arranged one above the other in the prior art, so that the engine timing system does not occupy much vertical space, has a higher vertical integration, and is less likely to interfere with other structures of the automobile.

[0032] It should be noted that the first side camshaft sprocket 15 has at least two, which are a first side intake valve camshaft sprocket and a first side exhaust valve camshaft sprocket, the first side intake valve camshaft sprocket is fixed on the first side intake valve camshaft, and the first side exhaust valve camshaft sprocket is fixed on the first side exhaust valve camshaft, when the first side intake valve camshaft sprocket drives the first side intake valve camshaft to rotate, the first side intake valve camshaft drives the first side intake valve to open or close, and when the first side exhaust valve camshaft sprocket drives the first side exhaust valve camshaft to rotate, the first side exhaust valve camshaft drives the first side exhaust valve to open or close; similarly, the second side camshaft sprocket 16 has at least two, which are a second side intake valve camshaft sprocket and a second side exhaust valve camshaft sprocket, the second side intake valve camshaft sprocket is fixed on the second side intake valve camshaft, and the second side exhaust valve camshaft sprocket is fixed on the second side exhaust valve camshaft, when the second side intake valve camshaft sprocket drives the second side intake valve camshaft to rotate, the second side intake valve camshaft drives the second side intake valve to open or close, and when the second side exhaust valve camshaft sprocket drives the second side exhaust valve camshaft to rotate, the second side exhaust valve camshaft drives the second side exhaust valve to open or close. Among them, the camshaft drives the corresponding side intake valve or exhaust valve to move, which belongs to the prior art, and will not be described in detail here.

[0033] Optionally, the engine timing system of the embodiment can be applied to a horizontally opposed engine. When the engine timing system is applied to a horizontally opposed engine, referring to Figure 2, the first side camshaft sprocket 15 can be located at the left side of the crankshaft 18 in the horizontally opposed engine, and the second side camshaft sprocket 16 can be located at the right side of the crankshaft 18; the first drive sprocket 13 is located at the right side of the first side camshaft sprocket 15, and the second drive sprocket 14 is located at the left side of the second side camshaft sprocket 16; the rotation direction of the first drive sprocket 13 is clockwise, and the rotation direction of the second drive sprocket 14 is counterclockwise; the two tensioners 17 are respectively a first tensioner 171 and a second tensioner 172, the first tensioner 171 is located at the lower side of the first timing chain 11, and the second tensioner 172 is located at the lower side of the second timing chain 12.

[0034] In the embodiment, for example, the crankshaft 18 rotates clockwise, and under the action of the transmission structure, the first drive sprocket 13 for driving the first timing chain 11 to rotate can rotate clockwise in the same direction as the crankshaft 18, and the second drive sprocket 14 for driving the second timing chain 12 to rotate can rotate counterclockwise in the opposite direction of the crankshaft 18. Correspondingly, the first timing chain 11 rotates clockwise, and the second timing chain 12 rotates counterclockwise. In this way, the lower side of the first timing chain 11 on the left side and the lower side of the second timing chain 12 on the right side need to be tensioned, and then one of the two tensioners 17 (the first tensioner 171) can be arranged on the lower side of the first timing chain 11 and arranged upward (including vertical upward arrangement and inclined upward arrangement), and the other of the two tensioners 17 (the second tensioner 172) can be arranged on the lower side of the second timing chain 12 and arranged upward (including vertical upward arrangement and inclined upward arrangement), thereby ensuring that both tensioners 17 do not leak oil, and the corresponding timing chain can always be in a suitable tensioning range, thereby avoiding the problem of abnormal noise caused by the corresponding timing chain exceeding the reasonable swing range due to swinging. That is, the corresponding timing chain is always within the reasonable swing range, and the NVH performance is better.

[0035] Optionally, referring to Figure 2 , the upward arrangement of the aforementioned tensioner can include vertical upward arrangement (the plunger of the tensioner is parallel to the Z-axis direction), that is, in the embodiment, the first tensioner 171 is vertically arranged upward, and the second tensioner 172 is vertically arranged upward, that is, the plunger of the first tensioner 171 is used to vertically extend upward to act on the lower side of the first timing chain 11, and the plunger of the second tensioner 172 is used to vertically extend upward to act on the lower side of the second timing chain 12. In this way, the vertically arranged tensioner not only can ensure that it does not leak oil, but also can reduce the occupation of the tensioner to the horizontal space, and facilitate the connection and fixation of the shell of the tensioner with the cylinder head or cylinder body of the engine.

[0036] In other embodiments, the aforementioned tensioner arranged upwardly can also be an inclined upwardly arranged tensioner, that is, the plunger of the tensioner has a certain angle with the Z-axis direction, and the inclined upwardly arranged tensioner also almost does not have the problem of oil leakage.

[0037] The horizontally opposed engine can be a two-cylinder horizontally opposed engine, a four-cylinder horizontally opposed engine, a six-cylinder horizontally opposed engine, or even a horizontally opposed engine with more cylinders.

[0038] It should be noted that in other embodiments, the aforementioned engine timing system can also be applied to a special in-line engine or a V-type engine. When applied to a V-type engine, the first side refers to the left upper side of the crankshaft 18, and the second side refers to the right upper side of the crankshaft 18. At this time, the first timing chain 11 and the second timing chain 12 are in a V shape, and the two tensioners 17 are located on the same side of the first timing chain 11 and the second timing chain 12. This can mean that the two tensioners 17 are located between the two chains in a V shape. At this time, due to the two tensioners 17 being located between the two chains in a V shape, the integration of the engine timing system is very high. The two tensioners 17 located on the same side of the first timing chain 11 and the second timing chain 12 can also mean that the two tensioners 17 are located outside the two chains in a V shape. At this time, the two tensioners 17 are inclined upwardly arranged and do not have the problem of oil leakage. When applied to a special in-line engine, the special in-line engine refers to half of the cylinders being arranged on the upper side of the crankshaft 18 and half of the cylinders being arranged on the lower side of the crankshaft 18. At this time, the first side refers to one of the upper side and the lower side, and the second side refers to the other of the upper side and the lower side.

[0039] For the sake of understanding and distinction, the engine timing system will be described below as applied to a horizontally opposed engine.

[0040] Optionally, the first drive sprocket 13 and the second drive sprocket 14 are respectively connected to the crankshaft 18 through the transmission structure, so that the rotation directions of the first drive sprocket 13 and the second drive sprocket 14 are opposite.

[0041] In this embodiment, the first drive sprocket 13 and the second drive sprocket 14 are respectively connected to the crankshaft 18 through the transmission structure. In this case, the power of the crankshaft 18 can be transmitted to the first drive sprocket 13 and the second drive sprocket 14 through the transmission structure. At this time, the first drive sprocket 13 and the second drive sprocket 14 indirectly obtain the power of the crankshaft 18 through the transmission structure.

[0042] Of course, embodiments of the present application are not limited to the above-mentioned forms, in another embodiment of the present application, one of the first driving sprocket 13 and the second driving sprocket 14 is drivingly connected with the crankshaft 18 through a transmission structure, and the other of the first driving sprocket 13 and the second driving sprocket 14 is coaxially fixed on the crankshaft 18; in this case, for example, the first driving sprocket 13 is coaxially fixed on the crankshaft 18, and the second driving sprocket 14 is drivingly connected with the crankshaft 18 through a transmission structure, at this time, the first driving sprocket 13 directly obtains the power of the crankshaft 18, and the second driving sprocket 14 indirectly obtains the power of the crankshaft 18 through the transmission structure.

[0043] Optionally, the transmission structure is a gear transmission structure.

[0044] In the embodiment, the transmission structure is specifically a gear transmission structure, the gear transmission structure has the advantages of high efficiency, precise transmission, strong load capacity, wide transmission ratio range, long service life and convenient maintenance, and is suitable for accurately transmitting the power of the crankshaft 18 to the first driving sprocket 13 and the second driving sprocket 14. At the same time, compared with the existing horizontal-opposed engine timing system, the engine timing system of the embodiment will not increase the number of the tensioners 17 due to the addition of the transmission structure.

[0045] Optionally, referring to Figure 2 In the first gear transmission structure, the first driving sprocket 13 and the second driving sprocket 14 are respectively drivingly connected with the crankshaft 18 through the transmission structure, so that the rotation directions of the first driving sprocket 13 and the second driving sprocket 14 are opposite. The gear transmission structure includes a crankshaft gear 21, a first driving gear 22, a second driving gear 23 and an intermediate gear 24, the crankshaft gear 21 is fixed on the crankshaft 18, the first driving gear 22 is coaxially fixed with the first driving sprocket 13, the second driving gear 23 is coaxially fixed with the second driving sprocket 14, the crankshaft gear 21 is engaged with the second driving gear 23, and the intermediate gear 24 is engaged with the crankshaft gear 21 and the first driving gear 22 respectively.

[0046] In the first gear transmission structure of the embodiment, the crankshaft gear 21 rotates synchronously with the crankshaft 18, the first drive sprocket 13 rotates synchronously with the first drive gear 22, and the second drive sprocket 14 rotates synchronously with the second drive gear 23. When the crankshaft 18 drives the crankshaft gear 21 to rotate clockwise, the clockwise rotating crankshaft gear 21 drives the intermediate gear 24 to rotate counterclockwise, and the counterclockwise rotating intermediate gear 24 drives the first drive gear 22 to rotate clockwise, thus realizing the clockwise rotation of the first drive sprocket 13. As the driving wheel of the first timing chain 11, the first drive sprocket 13 rotates clockwise, thus realizing the clockwise rotation of the first timing chain 11. At the same time, the clockwise rotating crankshaft gear 21 drives the second drive gear 23, which is engaged with the crankshaft gear 21, to rotate counterclockwise, thus realizing the counterclockwise rotation of the second drive sprocket 14. As the driving wheel of the second timing chain 12, the second drive sprocket 14 rotates counterclockwise, thus realizing the counterclockwise rotation of the second timing chain 12.

[0047] Unlike the above-mentioned gear transmission structure, in the second gear transmission structure, one of the first drive sprocket 13 and the second drive sprocket 14 is connected to the crankshaft 18 through a transmission structure, and the other is directly coaxially fixed on the crankshaft 18; for example, the first drive sprocket 13 is directly coaxially fixed on the crankshaft 18, and the second drive sprocket 14 is connected to the crankshaft 18 through a transmission structure. At this time, the gear transmission structure can only include the crankshaft gear 21 and the second drive gear 23, and the second drive gear 23 is coaxially fixed with the second drive sprocket 14, and the crankshaft gear 21 is engaged with the second drive gear 23, but the first drive sprocket 13 is directly coaxially fixed on the crankshaft 18, so that the first drive sprocket 13 and the crankshaft 18 rotate in the same direction, and the second drive sprocket 14 and the crankshaft 18 rotate in opposite directions.

[0048] Optionally, referring to Figure 2 In the first gear transmission structure described above, the axis of the intermediate gear 24 and the axis of the crankshaft gear 21 are in the same vertical plane, and / or the intermediate gear 24 is located on the lower side of the crankshaft gear 21.

[0049] In the embodiment, the axis of the intermediate gear 24 is in the same vertical plane as the axis of the crankshaft gear 21, i.e. the intermediate gear 24 is located directly below or directly above the crankshaft gear 21, so that the distance between the first driving sprocket 13 and the first side camshaft sprocket 15, and the distance between the second driving sprocket 14 and the second side camshaft sprocket 16 are equal or approximately equal, thereby ensuring that the lengths of the first timing chain 11 and the second timing chain 12 are equal or approximately equal, which is beneficial to the control of the engine timing system on each valve, and also ensures that the lower portion of the first timing chain 11 has a certain length to facilitate the cooperation of the tensioner 17.

[0050] Preferably, the intermediate gear 24 is located directly below the crankshaft gear 21, so that the intermediate gear 24 does not occupy the space above the crankshaft 18 to avoid interference with other structures above the crankshaft 18.

[0051] Optionally, referring to Figure 2 , the engine timing system further comprises a balance shaft 25, the balance shaft 25 is rotationally connected with the cylinder block of the engine, and the intermediate gear 24 is coaxially fixed on the balance shaft 25.

[0052] In the embodiment, the intermediate gear 24 is coaxially fixed on the balance shaft 25, the intermediate gear 24 rotates synchronously with the balance shaft 25, and the balance shaft 25 is rotationally connected with the cylinder block of the engine. By providing the balance shaft 25, the intermediate gear 24 is provided with a carrier, and the vibration is balanced, the noise is reduced, and the transmission efficiency is improved.

[0053] It should be noted that, as Figure 2 shown, the engine timing system can further comprise a first sprocket shaft 27 and a second sprocket shaft 28, the first driving sprocket 13 is sleeved on the first sprocket shaft 27, the first sprocket shaft 27 is connected with the cylinder block of the engine, and the second driving sprocket 14 is sleeved on the second sprocket shaft 28, the second sprocket shaft 28 is connected with the cylinder block of the engine.

[0054] It should be noted that, as Figure 2As shown, the engine timing system can further include a first tension guide rail 291 located at the lower side of the first timing chain 11 and a second tension guide rail 292 located at the lower side of the second timing chain 12. One end of the first tension guide rail 291 is a fixed end and can be fixed with the cylinder head of the engine, and the other end of the first tension guide rail 291 is a free end. The plunger of the first tensioner 171 can drive the free end of the first tension guide rail 291 to rotate around the fixed end to achieve the tensioning action of the first timing chain 11. Similarly, one end of the second tension guide rail 292 is a fixed end and can be fixed with the cylinder head of the engine, and the other end of the second tension guide rail 292 is a free end. The plunger of the second tensioner 172 can drive the free end of the second tension guide rail 292 to rotate around the fixed end to achieve the tensioning action of the second timing chain 12.

[0055] Optionally, referring to Figure 2 , the upper side of the first timing chain 11 is provided with a first guide rail 37, and the upper side of the second timing chain 12 is provided with a second guide rail 38. The upper side of the first timing chain 11 is cut in and out along the first guide rail 37, and the upper side of the second timing chain 12 is cut in and out along the second guide rail 38. A plurality of connecting holes are provided on the first guide rail 37 and the second guide rail 38, for example, two connecting holes are provided. The connecting holes can be bolt holes. For the convenience of installation on the engine, one of the two bolt holes can be designed as a waist-shaped hole.

[0056] Optionally, referring to Figure 2 , the left side of the first timing chain 11 is provided with a third guide rail 39, and the portion of the first timing chain 11 between the two first side camshaft sprockets 15 is cut in and out along the third guide rail 39. The right side of the second timing chain 12 is provided with a fourth guide rail 41, and the portion of the second timing chain 12 between the two second side camshaft sprockets 16 is cut in and out along the fourth guide rail 41. The included angle of the first side camshaft sprocket 15 and the second side camshaft sprocket 16 is ensured to meet the design requirements. Optionally, the third guide rail 39 and the fourth guide rail 41 are respectively composed of a rail surface and a rail surface support. The rail surface support is located at the side of the rail surface close to the crankshaft 18, so as to ensure that the third guide rail 39 and the fourth guide rail 41 do not occupy additional horizontal space, thereby reducing the size of the engine timing system in the left-right direction.

[0057] Optionally, referring to Figure 2 , in the first gear transmission structure, the speed ratio of the first drive gear 22 to the crankshaft gear 21 is less than 1, and the speed ratio of the second drive gear 23 to the crankshaft gear 21 is less than 1.

[0058] As Figure 1As shown in the prior art horizontal opposed engine timing system, in order to ensure that the intake valve and the exhaust valve open and close at the right time, it is necessary to ensure that the speed ratio of the camshaft sprocket and the crankshaft sprocket is less than 1, and usually it is necessary to set the number of teeth of the first side camshaft sprocket 15 and the second side camshaft sprocket 16 to be large, which will result in the diameters of the first side camshaft sprocket 15 and the second side camshaft sprocket 16 being large, and further result in the prior art horizontal opposed engine timing system having low lateral integration and occupying more lateral space of the automobile.

[0059] In the embodiment, as shown in the first gear transmission structure, Figure 2 As shown in the first gear transmission structure, by setting the speed ratio of the first drive gear 22 and the crankshaft gear 21 to be less than 1 and the speed ratio of the second drive gear 23 and the crankshaft gear 21 to be less than 1, the first side camshaft sprocket 15 and the second side camshaft sprocket 16 do not need to have a large number of teeth, and thus the diameters of the first side camshaft sprocket 15 and the second side camshaft sprocket 16 can be reduced, so as to improve the lateral integration of the engine timing system.

[0060] Optionally, as shown in Figure 2 The crankshaft gear 21 includes a crankshaft large gear 211 and a crankshaft small gear 212 fixed on the crankshaft 18 respectively, the intermediate gear 24 includes an intermediate large gear 241 and an intermediate small gear 242, the crankshaft small gear 212 is engaged with the second drive gear 23, the intermediate large gear 241 is engaged with the crankshaft large gear 211, and the intermediate small gear 242 is engaged with the first drive gear 22; the speed ratio of the intermediate large gear 241 and the crankshaft large gear 211 is 1, the speed ratio of the first drive gear 22 and the intermediate small gear 242 is less than 1, and the speed ratio of the second drive gear 23 and the crankshaft small gear 212 is less than 1.

[0061] In this embodiment, the number of teeth and the diameter of the intermediate large gear 241 are greater than those of the intermediate small gear 242, the number of teeth and the diameter of the crankshaft large gear 211 are greater than those of the crankshaft small gear 212, and the number of teeth and the diameter of the intermediate large gear 241 and the crankshaft large gear 211 can be the same, that is, the speed ratio of the intermediate large gear 241 and the crankshaft large gear 211 is 1, which is equivalent to the speed ratio of the intermediate small gear 242 and the crankshaft large gear 211 being 1; however, the speed ratio of the first drive gear 22 and the intermediate small gear 242 is less than 1, that is, the number of teeth and the diameter of the first drive gear 22 are greater than those of the intermediate small gear 242, so that the number of teeth of the first drive sprocket 13 and the number of teeth of the first side camshaft can be designed to be smaller, so as to make the diameter of the first side camshaft smaller. Similarly, the speed ratio of the second drive gear 23 and the crankshaft small gear 212 is less than 1, that is, the diameter and the number of teeth of the second drive gear 23 are greater than those of the crankshaft small gear 212, so that the number of teeth of the second drive sprocket 14 and the number of teeth of the second side camshaft can be designed to be smaller, so as to make the diameter of the second side camshaft smaller. The number of teeth and the diameter of the first side camshaft sprocket 15 can be the same as those of the first drive sprocket 13, and the number of teeth and the diameter of the second side camshaft sprocket 16 can be the same as those of the second drive sprocket 14.

[0062] Optionally, referring to Figure 2 , the housing of the tensioner 17 is mounted on the cylinder head or cylinder block of the engine, and the housing of the tensioner 17 communicates with the internal oil passage of the cylinder head or cylinder block, and a sealing structure 26 is arranged between the housing of the tensioner 17 and the cylinder head or cylinder block.

[0063] In this embodiment, the oil in the housing of the tensioner 17 can come from the internal oil passage of the cylinder head of the engine, and a sealing structure 26 is arranged at the communication position between the cylinder head and the housing of the tensioner 17 to ensure that the oil in the housing of the tensioner 17 will not leak from the gap between the housing of the tensioner 17 and the cylinder head after the engine stops running.

[0064] Optionally, referring to Figure 3 , the engine timing system further comprises a first water pump sprocket 31, a second water pump sprocket 32, a water pump chain 34 and a third tensioner 33, the first water pump sprocket 31 is coaxially fixed on the balance shaft 25, the second water pump sprocket 32 is used to be coaxially fixed with the water pump shaft, the water pump chain 34 is wound on the first water pump sprocket 31 and the second water pump sprocket 32, and the third tensioner 33 is used to tension the water pump chain 34.

[0065] It should be noted that the engine timing system in this embodiment can not only realize the opening and closing of the valve, but also drive the water pump shaft to rotate, thereby driving the water pump to work, and has multiple functions and high integration. Specifically, when the crankshaft 18 rotates clockwise, the intermediate gear 24 rotates counterclockwise, and the first water pump sprocket 31 also rotates counterclockwise. The first water pump sprocket 31 will act as a driving wheel of the water pump chain 34 to drive the water pump chain 34 to rotate counterclockwise, thereby driving the second water pump sprocket 32 to rotate counterclockwise, and finally realizing the work of the water pump through the rotation of the water pump shaft. In this case, the first water pump sprocket 31 is coaxially fixed with the intermediate gear 24, which can not only ensure that the water pump chain 34 does not interfere with the arrangement of the first timing chain 11 and the second timing chain 12, but also can reduce the length requirement of the water pump chain 34.

[0066] Optionally, referring to Figure 3 , the first water pump sprocket 31 is coaxially fixed on the balance shaft 25 to achieve coaxial fixation with the intermediate gear 24.

[0067] Optionally, when the engine timing system is applied to a horizontally opposed engine, the second water pump sprocket 32 is located on the right side of the balance shaft 25, and the third tensioner 33 is located on the lower side of the water pump chain 34. In this way, when the water pump chain 34 rotates counterclockwise, since the second water pump sprocket 32 is located on the right side of the balance shaft 25, the lower side of the counterclockwise rotating water pump chain 34 is like the lower side of the second timing chain 12, which needs to be tensioned. Therefore, the third tensioner 33 is arranged on the lower side of the water pump chain 34, so that the third tensioner 33 can tension the lower side of the water pump chain 34.

[0068] In this case, the third tensioner 33 can be a hydraulic tensioner like the first tensioner 171 and the second tensioner 172. When the third tensioner 33 is a hydraulic tensioner, since the third tensioner 33 tensions the lower side of the water pump chain 34, the third tensioner 33 as a hydraulic tensioner can be arranged upward, thereby realizing tensioning of the lower side of the water pump chain 34 through the upward extending plunger, and the upward arranged third tensioner 33 also does not leak oil.

[0069] Of course, in other embodiments, the third tensioner 33 can also be a mechanical tensioner. In this case, the engine timing system can also include a tensioner 17 support fixed with the cylinder block, and the mechanical tensioner can rotate upward around the rotation axis of the tensioning support 35 to tension the lower side of the water pump chain 34. In this case, the mechanical tensioner can be fixed at a set angle by the tensioning support 35.

[0070] Optionally, referring to Figure 4The first taper surface is matched with a second taper surface of an inner wall of the intermediate pinion 242. During installation, the intermediate gear 241 is first sleeved into the balance shaft 25 from the rear end of the balance shaft 25 and is bolted with the balance shaft 25; then the intermediate pinion 242 is sleeved into the balance shaft 25 until the second taper surface is matched with the first taper surface, at which time the intermediate pinion 242 cannot continue to move forward; then the first water pump chain wheel 31 is sleeved until axially abuts against the intermediate pinion 242, and finally the first water pump chain wheel 31 is locked and fixed with the intermediate pinion 242 by the nut 36, so that the connection effect is more stable.

[0071] A vehicle according to another embodiment of the present application includes the engine timing system as described above.

[0072] Since the technical improvement and technical effect of the vehicle are the same as those of the engine timing system, the vehicle will not be described again.

[0073] The terms "first" and "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include at least one of the features.

[0074] Although the present application is disclosed as above, the protection scope of the present application is not limited to this. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present application, and these changes and modifications will fall within the protection scope of the present application.

Claims

1. An engine timing system characterized by, The engine timing system comprises a first timing chain (11), a second timing chain (12), a first driving sprocket (13), a second driving sprocket (14), a first side camshaft sprocket (15), a second side camshaft sprocket (16), a transmission structure and two tensioners (17); at least one of the first driving sprocket (13) and the second driving sprocket (14) is used to be in transmission connection with a crankshaft (18) through the transmission structure, so that the rotation directions of the first driving sprocket (13) and the second driving sprocket (14) are opposite; the first timing chain (11) is wound around the first driving sprocket (13) and the first side camshaft sprocket (15), and the second timing chain (12) is wound around the second driving sprocket (14) and the second side camshaft sprocket (16); the two tensioners (17) act on the first timing chain (11) and the second timing chain (12) respectively, and the two tensioners (17) are located on the same side of the first timing chain (11) and the second timing chain (12).

2. The engine timing system of claim 1, wherein, The engine timing system is applied to a horizontally opposed engine, the first side camshaft sprocket (15) is located on the left side of the crankshaft (18) in the horizontally opposed engine, the second side camshaft sprocket (16) is located on the right side of the crankshaft (18); the first driving sprocket (13) is located on the right side of the first side camshaft sprocket (15), and the second driving sprocket (14) is located on the left side of the second side camshaft; the rotation direction of the first driving sprocket (13) is clockwise, and the rotation direction of the second driving sprocket (14) is counterclockwise; the two tensioners (17) are respectively a first tensioner (171) and a second tensioner (172), the first tensioner (171) is located on the lower side of the first timing chain (11), and the second tensioner (172) is located on the lower side of the second timing chain (12).

3. The engine timing system of claim 2, wherein, The first tensioner (171) and the second tensioner (172) are both arranged vertically upward.

4. The engine timing system of claim 1, wherein, The first driving sprocket (13) and the second driving sprocket (14) are respectively in transmission connection with the crankshaft (18) through the transmission structure, so that the rotation directions of the first driving sprocket (13) and the second driving sprocket (14) are opposite.

5. The engine timing system of claim 4, wherein, The transmission structure is a gear transmission structure, which comprises a crankshaft gear (21), a first driving gear (22), a second driving gear (23) and an intermediate gear (24); the crankshaft gear (21) is fixed on the crankshaft (18), the first driving gear (22) is coaxially fixed with the first driving sprocket (13), the second driving gear (23) is coaxially fixed with the second driving sprocket (14), the crankshaft gear (21) is in mesh with the second driving gear (23), and the intermediate gear (24) is in mesh with the crankshaft gear (21) and the first driving gear (22) respectively.

6. The engine timing system of claim 5, wherein, The axis of the intermediate gear (24) is in the same vertical plane as the axis of the crankshaft gear (21), and / or the intermediate gear (24) is located on the lower side of the crankshaft gear (21).

7. The engine timing system of claim 5, wherein, The speed ratio of the first drive gear (22) to the crankshaft gear (21) is less than 1, and the speed ratio of the second drive gear (23) to the crankshaft gear (21) is less than 1.

8. The engine timing system of claim 7, wherein, The crankshaft gear (21) comprises a crankshaft large gear (211) and a crankshaft small gear (212) fixed on the crankshaft (18) respectively, the intermediate gear (24) comprises an intermediate large gear (241) and an intermediate small gear (242), the crankshaft small gear (212) meshes with the second drive gear (23), the intermediate large gear (241) meshes with the crankshaft large gear (211), and the intermediate small gear (242) meshes with the first drive gear (22); the speed ratio of the intermediate large gear (241) to the crankshaft large gear (211) is 1, the speed ratio of the first drive gear (22) to the intermediate small gear (242) is less than 1, and the speed ratio of the second drive gear (23) to the crankshaft small gear (212) is less than 1.

9. The engine timing system of claim 5, wherein, Further comprising a first water pump sprocket (31), a second water pump sprocket (32), a water pump chain (34), and a third tensioner (33), the first water pump sprocket (31) is coaxially fixed with the intermediate gear (24), the second water pump sprocket (32) is used to be coaxially fixed with a water pump shaft, the water pump chain (34) is wound on the first water pump sprocket (31) and the second water pump sprocket (32), and the third tensioner (33) is used to tension the water pump chain (34).

10. A vehicle characterized by comprising: An engine timing system as claimed in any one of claims 1-9. An engine timing system as claimed in any one of claims 1-9.

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