Horizontally opposed engine timing system and vehicle

Abstract

The utility model provides a horizontally opposed engine timing system and a vehicle, and relates to the technical field of vehicles. The horizontally opposed engine timing system comprises a first driving chain wheel, a second driving chain wheel and a transmission structure, the first driving chain wheel and the second driving chain wheel are in transmission connection with a crankshaft through the transmission structure, and the transmission structure is used for enabling the speed ratio of the first driving chain wheel to the crankshaft to be smaller than 1. And the speed ratio of the second driving chain wheel to the crankshaft is less than 1. The horizontally opposed engine timing system can occupy less space in the horizontal direction, the structure is more compact, and the integration level is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, and in particular to a horizontally opposed engine timing system and a vehicle. Background Art

[0002] Unlike an in-line engine, which has only one cylinder head on the upper side of the crankshaft, a horizontally opposed engine has a cylinder head on each side of the crankshaft, each with an independent valve train. Therefore, a horizontally opposed engine requires a timing system to ensure the normal operation of both valve trains. Unlike an in-line engine, a horizontally opposed engine's timing system includes two timing chains, one on the left and one on the right, resulting in the horizontally opposed engine occupying a larger space. Furthermore, existing horizontally opposed engine timing systems typically include a first drive sprocket and a second drive sprocket coaxially fixed to the crankshaft. The left-side timing chain is wound around the left camshaft sprocket and the first drive sprocket on the crankshaft to drive the left camshaft sprocket to rotate, thereby opening and closing the intake and exhaust valves on the left cylinder head. The right-side timing chain is wound around the right camshaft sprocket and the second drive sprocket on the crankshaft to drive the right camshaft sprocket to rotate, thereby opening and closing the intake and exhaust valves on the right cylinder head.

[0003] However, in the prior art, to increase engine power and torque at various speeds, the gear ratio of the camshaft (the camshaft sprocket is fixedly mounted on the camshaft) to the crankshaft is typically maintained by adjusting the gear ratio between the camshaft sprocket and the drive sprocket on the crankshaft to ensure that the intake and exhaust valves open and close at the appropriate times. Generally, the camshaft speed is half that of the crankshaft, so the number of teeth on the camshaft sprocket in the prior art is twice that of the drive sprocket. To ensure smooth transmission, the drive sprocket on the crankshaft should have at least 21 teeth, which requires a camshaft sprocket with at least 42 teeth and a diameter of at least 83 mm. Given a fixed distance from the camshaft axis to the crankshaft axis, the large number of teeth and diameter of the required camshaft sprocket will result in a larger horizontal space occupation and lower integration for the horizontally opposed engine timing system. Utility Model Content

[0004] The utility model aims to solve the problem of low integration of the existing horizontally opposed engine timing system.

[0005] To solve the above problems, the present invention provides a horizontally opposed engine timing system, including a first drive sprocket, a second drive sprocket and a transmission structure, wherein the first drive sprocket and the second drive sprocket are both connected to the crankshaft through the transmission structure, and the transmission structure is used to make the speed ratio of the first drive sprocket to the crankshaft less than 1, and to make the speed ratio of the second drive sprocket to the crankshaft less than 1.

[0006] In the present invention, the first drive sprocket can serve as the drive wheel for the left timing chain, i.e., the left timing chain meshes with the first drive sprocket to drive the left camshaft sprocket to rotate, and the second drive sprocket can serve as the drive wheel for the right timing chain, i.e., the right timing chain meshes with the second drive sprocket to drive the right camshaft sprocket to rotate. However, the first and second drive sprockets are not directly mounted on the crankshaft, but are instead both connected to the crankshaft via a transmission structure. The transmission structure allows for a speed ratio between the first drive sprocket and the crankshaft to be less than 1, and also allows for a speed ratio between the second drive sprocket and the crankshaft to be less than 1, eliminating the need to increase the number of teeth on the camshaft sprockets to achieve a speed ratio less than 1. Therefore, this embodiment allows for a reduced number of teeth and a reduced diameter on the left and right camshaft sprockets, for example, with a number of teeth less than 1 and a diameter less than 83 mm, thereby reducing the space occupied by the horizontally opposed engine timing system, particularly in the lateral space of the vehicle, and improving integration.

[0007] Furthermore, the horizontally opposed engine timing system also includes a first sprocket shaft and a second sprocket shaft, the first sprocket shaft and the second sprocket shaft are respectively installed on the horizontally opposed engine, and the first drive sprocket is installed on the first sprocket shaft, and the second drive sprocket is installed on the second sprocket shaft.

[0008] Furthermore, the horizontally opposed engine timing system also includes a left timing chain, a right timing chain, a left camshaft sprocket and a right camshaft sprocket, the left timing chain is wound around the left camshaft sprocket and the first drive sprocket, the right timing chain is wound around the right camshaft sprocket and the second drive sprocket, and the speed ratio of any two of the left camshaft sprocket, the first drive sprocket, the right camshaft sprocket and the second drive sprocket is 1:1.

[0009] Furthermore, the transmission structure includes a crankshaft gear, an intermediate gear, a first drive gear and a second drive gear. The crankshaft gear is fixedly mounted on the crankshaft, the first drive gear is coaxially fixed with the first drive sprocket, the second drive gear is coaxially fixed with the second drive sprocket, the intermediate gear is respectively engaged with the first drive gear and the crankshaft gear, and the second drive gear is engaged with the crankshaft gear.

[0010] Further, the diameter of the first driving sprocket is smaller than the diameter of the first driving gear, and the diameter of the second driving sprocket is smaller than the diameter of the second driving gear.

[0011] Furthermore, the crankshaft gear includes a coaxially fixed crankshaft gear and a coaxially fixed crankshaft pinion, and the intermediate gear includes a coaxially fixed intermediate gear and an intermediate pinion, the intermediate gear is engaged with the crankshaft gear, the intermediate pinion is engaged with the first drive gear, and the second drive gear is engaged with the crankshaft pinion.

[0012] Furthermore, the speed ratio between the first drive gear and the intermediate pinion is less than 1, the speed ratio between the second drive gear and the crankshaft pinion is less than 1, and the speed ratio between the intermediate large gear and the crankshaft large gear is 1:1.

[0013] Furthermore, the horizontally opposed engine timing system also includes a balance shaft, which is mounted on the horizontally opposed engine, and the intermediate gear is mounted on the balance shaft.

[0014] Furthermore, a speed ratio between the first drive sprocket and the crankshaft is 1:2, and a speed ratio between the second drive sprocket and the crankshaft is 1:2.

[0015] The utility model also provides a vehicle, comprising the horizontally opposed engine timing system as described above.

[0016] Since the technical improvements and technical effects of the vehicle are the same as those of the horizontally opposed engine timing system, the vehicle will not be described in detail. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic diagram of the front structure of the horizontally opposed engine timing system according to an embodiment of the present invention.

[0018] Description of reference numerals:

[0019] 11. First drive sprocket; 12. Second drive sprocket; 13. Crankshaft; 14. First sprocket shaft; 15. Second sprocket shaft; 16. Left timing chain; 17. Right timing chain; 18. Left camshaft sprocket; 19. Right camshaft sprocket; 21. Crankshaft gear; 211. Crankshaft gear; 212. Crankshaft gear; 22. Intermediate gear; 221. Intermediate gear; 222. Intermediate gear; 23. First drive gear; 24. Second drive gear; 25. Balance shaft. DETAILED DESCRIPTION

[0020] To make the above-mentioned objects, features, and advantages of the present invention more clearly understood, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings. Although certain embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as being limited to the embodiments described herein. Instead, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the drawings and embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0021] The Z-axis in the accompanying drawings represents the vertical direction, that is, the up-down position, with the positive direction of the Z-axis representing the up position and the reverse direction of the Z-axis representing the down position. The Y-axis in the accompanying drawings represents the left-right position, with the positive direction of the Y-axis representing the left position and the reverse direction of the Y-axis representing the right position. It should also be noted that the aforementioned Z-axis and Y-axis are merely for the purpose of facilitating the description of the present invention and simplifying the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0022] The term "including" and its variations used in this document are open inclusions, that is, "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiments". The relevant definitions of other terms will be given in the following description. It should be noted that the concepts of "first", "second", etc. mentioned in this utility model are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0023] It should be noted that the modifications of "one" and "multiple" mentioned in the present invention are illustrative rather than restrictive. Those skilled in the art should understand that unless otherwise clearly indicated in the context, it should be understood as "one or more".

[0024] See also Figure 1 A horizontally opposed engine timing system according to an embodiment of the present invention includes a first drive sprocket 11, a second drive sprocket 12 and a transmission structure. The first drive sprocket 11 and the second drive sprocket 12 are both connected to a crankshaft 13 through the transmission structure, and the transmission structure is used to make the speed ratio of the first drive sprocket 11 to the crankshaft 13 less than 1, and to make the speed ratio of the second drive sprocket 12 to the crankshaft 13 less than 1.

[0025] In this embodiment, the first drive sprocket 11 can serve as the drive wheel of the left timing chain 16, that is, the left timing chain 16 is engaged with the first drive sprocket 11 to drive the left camshaft sprocket 18 to rotate, and the second drive sprocket 12 can serve as the drive wheel of the right timing chain 17, that is, the right timing chain 17 is engaged with the second drive sprocket 12 to drive the right camshaft sprocket 19 to rotate. However, the first drive sprocket 11 and the second drive sprocket 12 are not directly mounted on the crankshaft 13, but are both connected to the crankshaft 13 through a transmission structure. Under the action of the transmission structure, the speed ratio of the first drive sprocket 11 to the crankshaft 13 can be less than 1, and the speed ratio of the second drive sprocket 12 to the crankshaft 13 can also be less than 1. There is no need to increase the number of teeth of the camshaft sprocket to make the speed ratio of the camshaft sprocket to the crankshaft 13 less than 1. Therefore, this embodiment can reduce the number of teeth of the left camshaft sprocket 18 and the right camshaft sprocket 19 and reduce the diameter, for example, the number of teeth is less than 42 and the diameter is less than 83 mm, thereby reducing the space occupied by the horizontally opposed engine timing system, especially reducing its occupation of the vehicle's lateral space, thereby improving the integration.

[0026] Alternatively, see Figure 1 The horizontally opposed engine timing system also includes a first sprocket shaft 14 and a second sprocket shaft 15, the first sprocket shaft 14 and the second sprocket shaft 15 are respectively installed on the horizontally opposed engine, and the first drive sprocket 11 is installed on the first sprocket shaft 14, and the second drive sprocket 12 is installed on the second sprocket shaft 15.

[0027] In this embodiment, the first sprocket shaft 14 serves as a carrier for installing the first drive sprocket 11, and the second sprocket shaft 15 serves as a carrier for installing the second drive sprocket 12. The first sprocket shaft 14 and the second sprocket shaft 15 are respectively installed on the horizontally opposed engine, for example, on the cylinder block of the horizontally opposed engine.

[0028] In this embodiment, the first sprocket shaft 14 is fixedly connected to the cylinder body, and the first drive sprocket 11 is movably mounted on the first sprocket shaft 14, and the first drive sprocket 11 can rotate relative to the first sprocket shaft 14; the second sprocket shaft 15 is fixedly connected to the cylinder body, and the second drive sprocket 12 is movably mounted on the second sprocket shaft 15, and the second drive sprocket 12 can rotate relative to the second sprocket shaft 15.

[0029] In other embodiments, the first sprocket shaft 14 can be rotatably connected to the cylinder body, and the first drive sprocket 11 is fixedly mounted on the first sprocket shaft 14, and the first drive sprocket 11 rotates together with the first sprocket shaft 14; the second sprocket shaft 15 can be rotatably connected to the cylinder body, and the second drive sprocket 12 is fixedly mounted on the second sprocket shaft 15, and the second drive sprocket 12 rotates together with the second sprocket shaft 15.

[0030] Alternatively, see Figure 1 The horizontally opposed engine timing system also includes a left timing chain 16, a right timing chain 17, a left camshaft sprocket 18 and a right camshaft sprocket 19. The left timing chain 16 is wound around the left camshaft sprocket 18 and the first drive sprocket 11, and the right timing chain 17 is wound around the right camshaft sprocket 19 and the second drive sprocket 12. The speed ratio of any two of the left camshaft sprocket 18, the first drive sprocket 11, the right camshaft sprocket 19 and the second drive sprocket 12 is 1:1.

[0031] In this embodiment, after the crankshaft 13 rotates, the rotating crankshaft 13 drives the first drive sprocket 11 to rotate via the transmission structure. The first drive sprocket 11, acting as the driving wheel, drives the left timing chain 16 to rotate. The left timing chain 16, in turn, drives the left camshaft sprocket 18 to rotate. After the crankshaft 13 rotates, the rotating crankshaft 13 also drives the second drive sprocket 12 to rotate via the transmission structure. The second drive sprocket 12, acting as the driving wheel, drives the right timing chain 17 to rotate. The right timing chain 17, in turn, drives the right camshaft sprocket 19 to rotate.

[0032] In this embodiment, the speed ratio between any two of the left camshaft sprocket 18, the first drive sprocket 11, the right camshaft sprocket 19, and the second drive sprocket 12 is 1:1. That is, any two of the left camshaft sprocket 18, the first drive sprocket 11, the right camshaft sprocket 19, and the second drive sprocket 12 have the same number of teeth and the same corresponding diameter. For example, if the left camshaft sprocket 18, the first drive sprocket 11, the right camshaft sprocket 19, and the second drive sprocket 12 all have 21 teeth, their corresponding diameters are approximately 43 mm. This reduces the lateral dimensions of the horizontally opposed engine timing system by approximately 40 mm. This reduced size results in a more compact structure, a higher degree of integration, and greater ease of vehicle layout.

[0033] In other embodiments, to ensure a 1:2 speed ratio between the left camshaft sprocket 18 and the crankshaft 13, that is, to ensure that the rotational speed of the left camshaft sprocket 18 is half that of the crankshaft 13, the speed ratio between the first drive sprocket 11 and the crankshaft 13 can be set to 1:N, and the speed ratio between the left camshaft sprocket 18 and the first drive sprocket 11 can be set to 1:M, where N is greater than 1, M is greater than 1, and (1 / N) × (1 / M) = 1 / 2. For example, N is 2 / 3 and M is 3 / 4. In this case, the number of teeth on the left camshaft can be less than 42, and the diameter can be less than 83 mm. Similarly, to ensure a 1:2 speed ratio between the right camshaft sprocket 19 and the crankshaft 13, the speed ratio between the second drive sprocket 12 and the crankshaft 13 can be set to 1:N, and the speed ratio between the right camshaft sprocket 19 and the second drive sprocket 12 can be set to 1:M. This can also improve the integration of the horizontally opposed engine timing system.

[0034] Alternatively, see Figure 1 The transmission structure includes a crankshaft gear 21, an intermediate gear 22, a first drive gear 23 and a second drive gear 24. The crankshaft gear 21 is fixedly mounted on the crankshaft 13. The first drive gear 23 is coaxially fixed with the first drive sprocket 11. The second drive gear 24 is coaxially fixed with the second drive sprocket 12. The intermediate gear 22 is respectively engaged with the first drive gear 23 and the crankshaft gear 21, and the second drive gear 24 is engaged with the crankshaft gear 21.

[0035] In this embodiment, the crankshaft gear 21 is fixedly mounted on the crankshaft 13 and rotates synchronously with the crankshaft 13. When the crankshaft 13 drives the crankshaft gear 21 to rotate, the rotating crankshaft gear 21 drives the intermediate gear 22 to rotate, which in turn drives the first drive gear 23 to rotate. Since the first drive gear 23 is coaxially fixed to the first drive sprocket 11, the rotation of the first drive gear 23 by the intermediate gear 22 is equivalent to the rotation of the first drive sprocket 11. At the same time, the rotating crankshaft gear 21 also directly drives the rotation of the second drive gear 24. Since the second drive gear 24 is coaxially fixed to the second drive sprocket 12, the crankshaft gear 21 is equivalent to the rotation of the second drive sprocket 12. The speed ratio between the second drive gear 24 and the crankshaft gear 21 is the speed ratio between the second drive sprocket 12 and the crankshaft 13; the speed ratio between the first drive gear 23 and the crankshaft gear 21 is the speed ratio between the first drive sprocket 11 and the crankshaft 13. Among them, the intermediate gear 22 can be located directly below the crankshaft gear 21. The existence of the intermediate gear 22 can make the first drive gear 23 and the second drive gear 24 staggered in the vertical direction, and thus also make the first drive sprocket 11 and the second drive sprocket 12 staggered in the vertical direction, and the left timing chain 16 and the right timing chain 17 are convenient for installation operation during arrangement.

[0036] In other embodiments, the transmission structure may only include a crankshaft gear 21, a first drive gear 23 and a second drive gear 24, wherein the crankshaft gear 21 is fixedly mounted on the crankshaft 13, the first drive gear 23 is coaxially fixed with the first drive sprocket 11, and the second drive gear 24 is coaxially fixed with the second drive sprocket 12, and the first drive gear 23 and the second drive gear 24 are respectively engaged with the crankshaft gear 21.

[0037] Alternatively, see Figure 1 The diameter of the first driving sprocket 11 is smaller than the diameter of the first driving gear 23 , and the diameter of the second driving sprocket 12 is smaller than the diameter of the second driving gear 24 .

[0038] In this embodiment, as described above, since the speed ratio of the first drive gear 23 to the crankshaft 13 is already less than 1 and the speed ratio of the second drive gear 24 to the crankshaft 13 is also less than 1 due to the action of the transmission structure, the diameter and number of teeth of the first drive sprocket 11, which rotates at the same speed as the first drive gear 23, can be designed to be smaller than those of the first drive gear 23, thereby making the diameter and number of teeth of the left camshaft sprocket 18 the same as those of the first drive sprocket 11; similarly, the diameter and number of teeth of the second drive sprocket 12, which rotates at the same speed as the second drive gear 24, can be designed to be smaller than those of the second drive gear 24, thereby making the diameter and number of teeth of the right camshaft sprocket 19 the same as those of the second drive sprocket 12.

[0039] Alternatively, see Figure 1 The crankshaft gear 21 includes a coaxially fixed crankshaft gear 211 and a coaxially fixed crankshaft gear 212, and the intermediate gear 22 includes a coaxially fixed intermediate gear 221 and an intermediate gear 222. The intermediate gear 221 is engaged with the crankshaft gear 211, the intermediate gear 222 is engaged with the first drive gear 23, and the second drive gear 24 is engaged with the crankshaft gear 212.

[0040] In this embodiment, it is understood that the crankshaft gear 211 has a larger number of teeth and a larger diameter than the crankshaft pinion 212, while the intermediate gear 221 has a larger number of teeth and a larger diameter than the intermediate pinion 222. The second drive gear 24 meshes with the crankshaft pinion 212, thereby increasing the integration between the second drive gear 24 and the crankshaft gear 21 while ensuring the speed ratio. The first drive gear 23 meshes with the intermediate pinion 222, thereby increasing the integration between the first drive gear 23 and the intermediate gear 22 while ensuring the speed ratio. The intermediate gear 221 meshes with the crankshaft gear 211 to ensure that the power of the crankshaft 13 can be transmitted to the intermediate pinion 222.

[0041] Alternatively, see Figure 1The speed ratio of the first driving gear 23 to the intermediate pinion 222 is less than 1, the speed ratio of the second driving gear 24 to the crankshaft pinion 212 is less than 1, and the speed ratio of the intermediate large gear 221 to the crankshaft large gear 211 is 1:1.

[0042] In this embodiment, the speed ratio between the intermediate large gear 221 and the crankshaft large gear 211 is 1:1, that is, the number of teeth and the diameter of the intermediate large gear 221 and the crankshaft large gear 211 are the same. On this basis, the speed ratio between the first drive gear 23 and the intermediate small gear 222 is less than 1, so as to achieve a speed ratio between the first drive gear 23 and the crankshaft 13 of less than 1, thereby achieving a speed ratio between the first drive gear 23 and the crankshaft 13 of less than 1; at the same time, the speed ratio between the second drive gear 24 and the crankshaft small gear 212 is less than 1, so as to achieve a speed ratio between the second drive gear 24 and the crankshaft 13 of less than 1, thereby achieving a speed ratio between the second drive sprocket 12 and the crankshaft 13 of less than 1.

[0043] Alternatively, see Figure 1 The horizontally opposed engine timing system further includes a balance shaft 25 , which is mounted on the horizontally opposed engine, and the intermediate gear 22 is mounted on the balance shaft 25 .

[0044] In this embodiment, the balance shaft 25 serves as a carrier for the intermediate gear 22. Specifically, the intermediate gear 22 is mounted on the balance shaft 25, which in turn is mounted on the boxer engine, for example, the cylinder block of the boxer engine. Furthermore, the balance shaft 25, acting as a carrier for the intermediate gear 22, also helps balance vibration, reduce noise, and improve transmission efficiency.

[0045] Alternatively, see Figure 1 The speed ratio between the first drive sprocket 11 and the crankshaft 13 is 1:2, and the speed ratio between the second drive sprocket 12 and the crankshaft 13 is 1:2.

[0046] In this embodiment, as described above, the number of teeth and the diameter of the left camshaft sprocket 18 and the first drive sprocket 11 can be the same. In this way, when the speed ratio of the first drive sprocket 11 to the crankshaft 13 is 1:2, the speed ratio of the left camshaft sprocket 18 to the crankshaft 13 is also 1:2; at the same time, the number of teeth and the diameter of the right camshaft sprocket 19 and the second drive sprocket 12 can be the same. In this way, when the speed ratio of the second drive sprocket 12 to the crankshaft 13 is 1:2, the speed ratio of the right camshaft sprocket 19 to the crankshaft 13 is also 1:2.

[0047] To sum up, in one embodiment, the speed ratio of the intermediate large gear 221 to the crankshaft large gear 211 is 1, the speed ratio of the first drive gear 23 to the intermediate small gear 222 is 1:2, the speed ratio of the second drive gear 24 to the crankshaft small gear 212 is 1:2, the number of teeth of the first drive sprocket 11, the second drive sprocket 12, the left camshaft sprocket 18 and the right camshaft sprocket 19 are 21 teeth respectively, and the diameters of the first drive sprocket 11, the second drive sprocket 12, the left camshaft sprocket 18 and the right camshaft sprocket 19 are approximately 43 mm respectively. The lateral dimension of the horizontally opposed engine timing system can be reduced by about 40 mm. After the size is reduced, the structure is more compact, the integration is higher, and the layout of the vehicle is more convenient.

[0048] Another embodiment of the present invention further provides a vehicle, comprising the horizontally opposed engine timing system as described above.

[0049] Since the technical improvements and technical effects of the vehicle are the same as those of the horizontally opposed engine timing system, the vehicle will not be described in detail.

[0050] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first" and "second" may explicitly or implicitly include at least one of the features.

[0051] Although the disclosure of the present invention is as above, the scope of protection of the present invention is not limited thereto. Those skilled in the art may make various changes and modifications without departing from the spirit and scope of the present invention, and these changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A horizontally opposed engine timing system, characterized in that: The invention comprises a first drive sprocket (11), a second drive sprocket (12) and a transmission structure, wherein the first drive sprocket (11) and the second drive sprocket (12) are both connected to a crankshaft (13) through the transmission structure, and the transmission structure is used to make the speed ratio between the first drive sprocket (11) and the crankshaft (13) less than 1, and to make the speed ratio between the second drive sprocket (12) and the crankshaft (13) less than 1.

2. The horizontally opposed engine timing system according to claim 1, characterized in that: The invention also comprises a first sprocket shaft (14) and a second sprocket shaft (15), wherein the first sprocket shaft (14) and the second sprocket shaft (15) are respectively mounted on the horizontally opposed engine, and the first drive sprocket (11) is mounted on the first sprocket shaft (14), and the second drive sprocket (12) is mounted on the second sprocket shaft (15).

3. The horizontally opposed engine timing system according to claim 1, characterized in that: The invention also comprises a left timing chain (16), a right timing chain (17), a left camshaft sprocket (18) and a right camshaft sprocket (19); the left timing chain (16) is wound around the left camshaft sprocket (18) and the first drive sprocket (11); the right timing chain (17) is wound around the right camshaft sprocket (19) and the second drive sprocket (12); and the speed ratio of any two of the left camshaft sprocket (18), the first drive sprocket (11), the right camshaft sprocket (19) and the second drive sprocket (12) is 1:

1.

4. The horizontally opposed engine timing system according to claim 1, characterized in that: The transmission structure comprises a crankshaft gear (21), an intermediate gear (22), a first drive gear (23) and a second drive gear (24); the crankshaft gear (21) is fixedly mounted on the crankshaft (13); the first drive gear (23) is coaxially fixed with the first drive sprocket (11); the second drive gear (24) is coaxially fixed with the second drive sprocket (12); the intermediate gear (22) is respectively meshed with the first drive gear (23) and the crankshaft gear (21); and the second drive gear (24) is meshed with the crankshaft gear (21).

5. The horizontally opposed engine timing system according to claim 4, characterized in that: The diameter of the first driving sprocket (11) is smaller than the diameter of the first driving gear (23), and the diameter of the second driving sprocket (12) is smaller than the diameter of the second driving gear (24).

6. The horizontally opposed engine timing system according to claim 4, characterized in that: The crankshaft gear (21) comprises a crankshaft large gear (211) and a crankshaft small gear (212) fixed coaxially, and the intermediate gear (22) comprises an intermediate large gear (221) and an intermediate small gear (222) fixed coaxially, the intermediate large gear (221) meshes with the crankshaft large gear (211), the intermediate small gear (222) meshes with the first drive gear (23), and the second drive gear (24) meshes with the crankshaft small gear (212).

7. The horizontally opposed engine timing system according to claim 6, characterized in that: The speed ratio between the first driving gear (23) and the intermediate pinion gear (222) is less than 1, the speed ratio between the second driving gear (24) and the crankshaft pinion gear (212) is less than 1, and the speed ratio between the intermediate large gear (221) and the crankshaft large gear (211) is 1:

1.

8. The horizontally opposed engine timing system according to claim 4, characterized in that: It also comprises a balancing shaft (25), wherein the balancing shaft (25) is mounted on the horizontally opposed engine, and the intermediate gear (22) is mounted on the balancing shaft (25).

9. The horizontally opposed engine timing system according to any one of claims 1 to 8, characterized in that: The speed ratio between the first driving sprocket (11) and the crankshaft (13) is 1:2, and the speed ratio between the second driving sprocket (12) and the crankshaft (13) is 1:

2.

10. A vehicle, characterized in that: It comprises a horizontally opposed engine timing system as described in any one of claims 1-9.

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