Engine and agricultural machine

Abstract

The utility model discloses an engine and an agricultural machine, the engine comprises a crankcase and a crankshaft rotatably arranged in the crankcase, the engine is characterized in that a rotatable camshaft is also arranged in the crankcase, one end of the camshaft is coaxially connected with a clutch, the clutch is arranged on the crankcase, and the crankshaft is arranged in the crankcase. An output shaft is arranged at the other end; and the crankshaft is in transmission connection with the cam shaft through a speed reducing mechanism. The utility model has the advantages of ingenious structural design, capability of directly realizing power output with low rotating speed and high torque, and the like.

Description

Technical Field

[0001] The utility model relates to the technical field of engines, in particular to an engine and an agricultural machine. Background Art

[0002] The engine converts gasoline, diesel and other energies into kinetic energy to drive the machine. It is usually composed of a crank-connecting rod mechanism, a valve mechanism, a fuel supply system, etc. Among them, the crank-connecting rod mechanism is the main moving part of the engine to realize the working cycle and complete the energy conversion. It consists of a cylinder head, a housing, a piston-connecting rod combination, a crankshaft and a flywheel assembly, etc. During the power stroke, the piston bears the gas pressure and moves linearly in the cylinder, which is converted into the rotational motion of the crankshaft through the connecting rod, and the power is output from the crankshaft to the outside.

[0003] Usually, the power of the engine is output by the crankshaft. The characteristics of the crankshaft output are: high speed and small torque. The crankshaft needs to drive a low speed. When the torque load is large, a speed change mechanism must be added to achieve the increased torque capacity and reduced speed requirements. This crankshaft output method is only suitable for high-speed, low-torque loads. Among the load requirements, low-speed, low-torque and low-speed, high-torque loads account for the majority. Therefore, the power output of the crankshaft usually requires an external speed change mechanism, which will increase the volume of the entire structure and increase manufacturing costs. Utility Model Content

[0004] In view of the above-mentioned deficiencies in the prior art, the technical problem to be solved by the present invention is: how to provide an engine with an ingenious structural design that can directly achieve low-speed and high-torque power output.

[0005] In order to solve the above technical problems, the utility model adopts the following technical solutions:

[0006] An engine comprises a crankcase and a crankshaft rotatably arranged in the crankcase, characterized in that a rotatable camshaft is also arranged in the crankcase, one end of the camshaft is coaxially connected with a clutch, the clutch is arranged on the crankcase, and the other end has an output shaft; the crankshaft and the camshaft are connected to each other through a reduction mechanism.

[0007] With the above structure, when the crankshaft rotates at high speed, it drives the camshaft to rotate at low speed through a speed reduction mechanism, and then is transmitted to the output shaft through a clutch coaxially connected to the camshaft, so that the output speed of the engine is relatively low and has a relatively high output torque. Since the output speed of the engine is relatively low, it can be directly used or used in conjunction with an external speed change mechanism with a relatively small speed ratio range, which is beneficial to eliminating or using a smaller-sized external speed change mechanism and reducing the use cost. In addition, since the clutch is integrated on the crankcase, it can not only endow the engine itself with a power cut-off function, but also make the structure of the entire engine more compact, enabling the engine to adapt to more working scenarios and being beneficial to cost reduction.

[0008] Further, the speed reduction mechanism includes a high-speed gear coaxially arranged on the crankshaft and a low-speed gear coaxially arranged on the camshaft, and the high-speed gear meshes with the low-speed gear.

[0009] In this way, the transmission can be made more stable through the meshing gears, ensuring a reliable intake and exhaust rhythm, and capable of transmitting a larger torque. In addition, the service life of gear transmission is relatively high, reducing the maintenance cost.

[0010] Further, the crankcase includes a main body, one side of the main body is open, and a sub-body is hermetically connected; on the side of the sub-body facing the main body, a first bearing seat and a second bearing seat are provided, and on the other side of the sub-body, a cover is hermetically arranged; both ends of the crankshaft are rotatably installed on the main body and the first bearing seat through bearings respectively, and one end of the camshaft and the clutch coaxially connected is rotatably supported on the second bearing seat through a bearing, and the opposite ends are respectively installed on the main body and the cover through bearings.

[0011] In this way, the clutch can be integrated into the interior of the engine, making the engine as a whole more compact.

[0012] Further, there are communicating hollow holes between the main body and the sub-body, and the lowest point of the hollow holes is not lower than the bottom surface of the main body, so that the lubricating oil in the main body and the sub-body can flow.

[0013] In this way, the main body and the sub-body can be connected as a whole, and the clutch is located in the crankcase. Since the clutch is added in the crankcase, the volume of the inner cavity of the crankcase increases, increasing the amount of lubricating oil in the crankcase, so that the lubricating oil can better dissipate heat for the crankcase. In addition, the surface area of the crankcase will also increase correspondingly, increasing the heat dissipation area.

[0014] Further, both the first bearing seat and the second bearing seat are annular, and are integrally formed on the sub-body through a plurality of connecting ribs extending radially; the hollow holes are formed between the connecting ribs.

[0015] Further, both sides of the second bearing housing are provided with a first bearing hole and a second bearing hole which are coaxially arranged. The camshaft is rotatably installed in the first bearing hole through a bearing, and the clutch is rotatably installed in the second bearing hole through a bearing.

[0016] Further, a spline hole is coaxially arranged on the camshaft or the clutch, and a spline shaft which is matched with the spline hole is arranged on the clutch or the camshaft.

[0017] Further, a reduction shaft which is parallel to the clutch is arranged in the auxiliary gearbox body. The output shaft of the clutch is in transmission connection with the reduction shaft through meshing gears; connection holes which are coaxially arranged corresponding to the output shaft and / or the reduction shaft are arranged on the gearbox cover, and one ends of the output shaft and / or the reduction shaft facing the corresponding connection holes form output ends.

[0018] In this way, by using the space of the auxiliary gearbox body, without increasing the lateral space of the engine, the output speed of the engine is further reduced and the output torque is increased.

[0019] Further, the clutch includes a clutch fork and a clutch arm shaft. The clutch arm shaft rotatably penetrates through the auxiliary gearbox body, and the clutch fork is connected to the clutch arm shaft.

[0020] An agricultural machine, characterized in that it includes the engine as described above.

[0021] In summary, the utility model has the advantages of ingenious structural design and can directly realize the power output with low speed and high torque. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the overall structure of Embodiment 1.

[0023] Figure 2 It is a schematic side view structure diagram of Embodiment 1.

[0024] Figure 3 It is for Figure 2 The sectional view structure diagram of A-A in

[0025] Figure 4 and Figure 5 It is a schematic exploded view structure diagram of Embodiment 1.

[0026] Figure 6 It is a schematic diagram of the structure of the auxiliary gearbox body.

[0027] Figure 7 and Figure 8 It is a schematic exploded view structure diagram of Embodiment 2. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0028] The present invention will be further described in detail below in conjunction with the embodiments.

[0029] Example 1: Figures 1 to 6 As shown, an engine comprises a crankcase 1 and a crankshaft 2 rotatably arranged in the crankcase 1, a rotatable camshaft 3 is also arranged in the crankcase 1, one end of the camshaft 3 is coaxially connected with a clutch 4, the clutch 4 is arranged on the crankcase 1, and the other end has an output shaft 41; the crankshaft 2 and the camshaft 3 are connected by transmission through a reduction mechanism 6. The reduction mechanism 6 comprises a high-speed gear 61 coaxially arranged on the crankshaft 2 and a low-speed gear 62 coaxially arranged on the camshaft 3, and the high-speed gear 61 and the low-speed gear 62 are meshed with each other.

[0030] When the crankshaft rotates at high speed, the camshaft is driven to rotate at low speed through the reduction mechanism, and then transmitted to the output shaft by the clutch coaxially connected to the camshaft, so that the output speed of the engine is low and has a high output torque; because the engine output speed is low, it can be used directly or in conjunction with an external speed change mechanism with a smaller speed ratio range, which is conducive to eliminating or reducing the size of the external speed change mechanism and reducing the cost of use. In addition, because the clutch is integrated in the crankcase, it can not only make the engine itself have a power cut-off function, but also make the structure of the entire engine more compact, so that the engine can adapt to more operating scenarios, which is conducive to reducing costs.

[0031] The crankcase 1 includes a main case 11, one side of which is open and sealedly connected to a sub-case 12; the sub-case 12 is provided with a first bearing seat 121 and a second bearing seat 122 on one side facing the main case 1, and a case cover 13 is sealed on the other side of the sub-case 12; the two ends of the crankshaft 2 are rotatably mounted on the main case 11 and the first bearing seat 121 through bearings, respectively, and one end of the camshaft 3 and the clutch 4 are rotatably supported on the second bearing seat 122 through bearings, and the opposite ends are respectively mounted on the main case 11 and the case cover 13 through bearings. In this embodiment, the clutch 4 is a normally open clutch, and the clutch 4 includes a clutch fork 42 and a clutch arm shaft 43, the clutch arm shaft 43 rotatably penetrates the case cover 13, and the clutch fork 42 is connected to the clutch arm shaft 43.

[0032] There is a connected hollow hole 14 between the main case 11 and the auxiliary case 12, and the lowest point of the hollow hole 14 is not lower than the bottom surface of the main case 11, so that the lubricating oil in the main case 11 and the auxiliary case 12 can flow. In this way, the main case and the auxiliary case can be connected as one, so that the clutch is located in the crankcase. Since the clutch is added to the crankcase, the volume of the inner cavity of the crankcase is increased, and the amount of lubricating oil in the crankcase is increased, so that the lubricating oil can better dissipate heat for the crankcase. In addition, the surface area of the crankcase will also increase accordingly, increasing the heat dissipation area. In this embodiment, the first bearing seat 121 and the second bearing seat 122 are both annular, and are integrally formed on the auxiliary case 12 through a plurality of radially extending connecting ribs; the hollow hole 14 is formed between the connecting ribs.

[0033] like Figure 3 As shown, the second bearing seat 122 has a first bearing hole and a second bearing hole coaxially arranged on both sides, the camshaft 3 is rotatably mounted in the first bearing hole through a bearing, and the clutch 4 is rotatably mounted in the second bearing hole through a bearing. The clutch 4 has a coaxially arranged spline hole, and the camshaft 3 has a spline shaft matched with the spline hole.

[0034] The sub-box 12 has a reduction shaft 15 arranged in parallel with the clutch 4, and the output shaft 41 of the clutch 4 is connected to the reduction shaft 15 through mutually meshing gear transmission. In this way, the space of the sub-box is utilized to further reduce the output speed of the engine and increase the output torque without increasing the lateral space of the engine.

[0035] In a specific implementation, a connecting hole (not shown in the figure) coaxially arranged with the output shaft 41 and the reduction shaft 15 may be provided on the box cover 13, and the output shaft 41 and the reduction shaft 15 may form an output end facing one end corresponding to the connecting hole. In this way, power can be output through the output shaft 41 or the reduction shaft 15.

[0036] Embodiment 2: Based on Embodiment 1, this embodiment further includes the following structure: the auxiliary housing 12 has a reduction shaft 15 and a speed change shaft 16 arranged parallel to the crankshaft 2, and a speed change gear set is arranged between the reduction shaft 15 and the speed change shaft 16. Figure 7 As shown, one end of the reduction shaft 15 and the speed change shaft 16 facing away from the main housing 11 passes through the housing cover 13 to form an output end.

[0037] Since the reduction shaft and the speed change shaft pass through the case cover to form an output end, the power of the engine is transmitted to the reduction shaft through the crankshaft, and a speed change gear set is arranged between the reduction shaft and the speed change shaft, so that the output ends of the reduction shaft and the speed change shaft can output different speeds and torques to meet the working requirements of different working conditions. According to the needs of different equipment, one or both of the reduction shaft and the speed change shaft can be set as an output end, so that the same model of engine can be applied to more equipment, thereby reducing the production cost of the engine.

[0038] The speed change gear set includes a double gear slidably arranged on the reduction shaft 15, and a high-speed driven gear 161 and a low-speed driven gear 162 arranged on the speed change shaft 16, and the double gear includes a high-speed driving gear 151 and a low-speed driving gear 152 that can be switchably engaged with the high-speed driven gear 161 and the low-speed driven gear 162, respectively. Specifically, the auxiliary case 12 also has a fork shaft 17 arranged parallel to the reduction shaft 15, and the fork shaft 17 has a fork for moving the double gear, so that the high-speed driving gear 151 or the low-speed driving gear 152 is engaged with the corresponding high-speed driven gear 161 or the low-speed driven gear 162.

[0039] In order to provide power output at different speeds, the auxiliary housing 12 also has a secondary shaft 18 arranged in parallel with the reduction shaft 15, and the secondary shaft 18 is connected to the speed change shaft 16 through a reduction gear set. Figures 7 to 8 As shown, in this embodiment, one end of the secondary shaft 18 passes through the box cover 13 to form an output end, and the box cover 13 has a connecting hole corresponding to the reduction shaft 15, the speed change shaft 16 and the secondary shaft 18, and the reduction shaft 15, the speed change shaft 16 and the secondary shaft 18 have internal splines at one end facing the corresponding connecting hole. In specific implementation, the number of connecting holes can be set as needed, and at the same time, the secondary shaft 18 can also be set as needed. The secondary shaft 18 is connected to the reduction shaft 15, the speed change shaft 16 or the adjacent secondary shaft 18 through a reduction gear set. In this embodiment, the clutch 4 is coaxially connected to the camshaft 3, and the engine power is transmitted from the crankshaft to the camshaft, and then transmitted to the clutch by the camshaft. In specific implementation, the clutch 4 can also be coaxially connected to the crankshaft 2, and the power is directly transmitted from the crankshaft to the clutch.

[0040] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention shall be included in the protection scope of the present invention.

Claims

1. An engine, comprising a crankcase (1) and a crankshaft (2) rotatably disposed within the crankcase (1), characterized in that, A rotatable camshaft (3) is also provided in the crankcase (1); one end of the camshaft (3) is coaxially connected to a clutch (4); the clutch (4) is provided on the crankcase (1) and has an output shaft (41) at the other end; the crankshaft (2) and the camshaft (3) are connected in transmission via a speed reduction mechanism (6).

2. The engine according to claim 1, characterized in that, The speed reduction mechanism (6) comprises a high-speed gear (61) coaxially arranged on the crankshaft (2) and a low-speed gear (62) coaxially arranged on the camshaft (3), and the high-speed gear (61) and the low-speed gear (62) are meshed with each other.

3. The engine according to claim 1, characterized in that, The crankcase (1) comprises a main case (11), one side of the main case (1) is open and is sealedly connected to a sub-case (12); a first bearing seat (121) and a second bearing seat (122) are provided on a side of the sub-case (12) facing the main case (1), and a case cover (13) is sealed on the other side of the sub-case (12); two ends of the crankshaft (2) are rotatably mounted on the main case (11) and the first bearing seat (121) via bearings, respectively; one end of the camshaft (3) and the clutch (4) are coaxially connected and rotatably supported on the second bearing seat (122) via a bearing, and the opposite ends are respectively mounted on the main case (11) and the case cover (13) via bearings.

4. The engine according to claim 3, characterized in that, A communicating hollow hole (14) is provided between the main housing (11) and the auxiliary housing (12), and the lowest point of the hollow hole (14) is not lower than the bottom surface of the main housing (11), so that lubricating oil in the main housing (11) and the auxiliary housing (12) can flow.

5. The engine according to claim 4, characterized in that, The first bearing seat (121) and the second bearing seat (122) are both annular in shape and are integrally formed on the auxiliary housing (12) via a plurality of radially extending connecting ribs; the hollow holes (14) are formed between the connecting ribs.

6. The engine according to claim 3, characterized in that, The second bearing seat (122) has a first bearing hole and a second bearing hole coaxially arranged on both sides, the camshaft (3) is rotatably mounted in the first bearing hole via a bearing, and the clutch (4) is rotatably mounted in the second bearing hole via a bearing.

7. The engine according to claim 3, characterized in that, The camshaft (3) or the clutch (4) has a coaxially arranged spline hole, and the clutch (4) or the camshaft (3) has a spline shaft arranged in cooperation with the spline hole.

8. The engine according to claim 3, characterized in that, The auxiliary housing (12) has a reduction shaft (15) arranged in parallel with the clutch (4), and the output shaft (41) of the clutch (4) is connected to the reduction shaft (15) through mutually meshing gear transmission; the housing cover (13) has a connecting hole arranged coaxially with the output shaft (41) and / or the reduction shaft (15), and the output shaft (41) and / or the reduction shaft (15) forms an output end facing one end corresponding to the connecting hole.

9. The engine according to claim 2, characterized in that, The clutch (4) includes a clutch fork (42) and a clutch arm shaft (43). The clutch arm shaft (43) rotatably penetrates through the auxiliary housing (12) or the housing cover (13), and the clutch fork (42) is connected to the clutch arm shaft (43).

10. An agricultural machine, characterized in that, Comprising an engine according to any one of claims 1 to 9.

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