Backlash adjusting assembly, engine and vehicle

Abstract

The utility model relates to the technical field of engines, in particular to a backlash adjusting assembly, an engine and a vehicle, and the backlash adjusting assembly comprises a first adjusting mechanism, a second adjusting mechanism and a third adjusting mechanism, the first adjusting mechanism comprises an adjusting part arranged on the cam shaft mounting seat, the adjusting part can move in the radial direction of the cam shaft mounting seat, and the adjusting part makes contact with the cam shaft and is used for driving the cam shaft to move relative to the cam shaft mounting seat. According to the backlash adjusting assembly, the cam shaft can be driven by the adjusting part of the first adjusting mechanism to act relative to the cam shaft mounting base, the relative position of the cam shaft and the cam shaft mounting base is changed, the cam shaft acts to drive the cam shaft gear to act synchronously, and then the gap between the cam shaft gear and the crankshaft driving gear is changed; the whole operation is simple and convenient.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to a backlash adjustment assembly, an engine, and a vehicle. Background Art

[0002] With the development of the automotive industry, people have higher expectations for vehicle comfort, particularly regarding NVH (noise, vibration, and harshness) performance. The engine is a crucial component of the vehicle and a major source of noise. Engine mechanical noise is generated by the periodic mechanical interactions between moving parts and between moving and fixed parts during engine operation.

[0003] Currently in the engine, the crankshaft drive gear and the camshaft gear are two moving parts that rotate relative to each other. The tooth clearance between the crankshaft drive gear and the camshaft gear needs to be adjusted to reduce the noise caused by gear knocking. However, the current gear tooth clearance adjustment is complicated and time-consuming. Utility Model Content

[0004] In view of this, the present application provides a backlash adjustment assembly, an engine and a vehicle, which can adjust the backlash between the crankshaft drive gear and the camshaft gear, and the operation is simple and convenient.

[0005] In order to achieve the above objectives, this application provides the following technical solutions:

[0006] In a first aspect, a backlash adjustment assembly is provided, comprising:

[0007] a first adjustment mechanism, provided on the camshaft mounting seat, for adjusting the backlash between the crankshaft drive gear and the camshaft gear;

[0008] The first adjustment mechanism includes an adjustment portion provided on the camshaft mounting seat, wherein the adjustment portion is capable of moving radially along the camshaft mounting seat and is in contact with the camshaft to drive the camshaft to move relative to the camshaft mounting seat.

[0009] In a feasible embodiment, the first adjustment mechanism further includes:

[0010] The support portion includes a first connecting end and a second connecting end, wherein the first connecting end is connected to the camshaft mounting seat, and at least a portion of the adjusting portion extends into the support portion from the first connecting end of the support portion;

[0011] The driving portion is movably connected to the second connection end of the supporting portion, and the driving portion abuts against the adjusting portion to drive the adjusting portion to move along the supporting portion.

[0012] In a feasible embodiment, the support portion is a sleeve, and the first connecting end of the sleeve is connected to the outer wall of the camshaft mounting seat;

[0013] The driving part is an adjusting nut that drives the adjusting part to move along the sleeve;

[0014] The adjusting portion is a tappet that abuts against the adjusting nut.

[0015] In a feasible embodiment, the first adjustment mechanism further includes an elastic member, and the elastic member is arranged between the adjustment part and the driving part.

[0016] In a feasible embodiment, the backlash adjustment assembly further includes a second adjustment mechanism, and the second adjustment mechanism includes:

[0017] a shaft connecting member connected to the cylinder block of the engine and used to adjust the backlash between the oil pump drive gear and the camshaft gear;

[0018] The shaft connection member passes through a pin hole on the oil pump, the inner diameter of the pin hole is larger than the outer diameter of the shaft connection member, and the oil pump can move linearly along the radial direction of the shaft connection member.

[0019] In a feasible embodiment, the second adjustment mechanism further includes at least one fixing bolt, and the fixing bolt is used to connect the oil pump and the cylinder block of the engine.

[0020] In a second aspect, an engine is provided, comprising:

[0021] A backlash adjustment assembly as described in any one of the above items;

[0022] A water pump is connected to the cylinder block of the engine, and a water pump vortex chamber of the water pump is arranged on the timing cover of the engine. The pump shaft of the water pump is directly connected to the connecting end of the crankshaft.

[0023] In a feasible embodiment, one of the connecting ends of the pump shaft and the crankshaft of the water pump is provided with a protrusion, and the other is provided with a recessed portion adapted to the protrusion.

[0024] In a feasible embodiment, it also includes:

[0025] The first cylinder body has a first oil storage cavity provided at the bottom;

[0026] The second cylinder body has a second oil storage chamber provided at the bottom;

[0027] The first cylinder body and the second cylinder body are connected in a horizontal direction to form a cylinder body, and the bottom position of the cylinder body is combined with the shell of the first oil storage chamber and the shell of the second oil storage chamber to form an oil pan.

[0028] In a third aspect, a vehicle is provided, comprising an engine as described in any one of the above items.

[0029] The tooth clearance adjustment assembly provided in the present application can contact the camshaft through the adjustment part of the first adjustment mechanism, drive the camshaft to move relative to the camshaft mounting seat, change the relative position of the camshaft and the camshaft mounting seat, and drive the camshaft gear to move synchronously through the movement of the camshaft, thereby changing the gap between the camshaft gear and the crankshaft drive gear. The overall operation is simple and convenient. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0031] Figure 1 is a three-dimensional schematic diagram of the positional relationship between the first adjustment mechanism and the camshaft mounting seat;

[0032] Figure 2 is a plan view schematically showing the positional relationship between the first adjustment mechanism and the camshaft mounting seat;

[0033] Figure 3 is a structural schematic diagram of the first regulating mechanism;

[0034] Figure 4 A plan view showing the positional relationship between the shaft connector and the oil pump;

[0035] Figure 5 A schematic diagram showing the positional relationship between the oil pan, the first cylinder block, and the second cylinder block;

[0036] Figure 6 A schematic diagram showing the positional relationship between the oil collector and the oil pump;

[0037] Figure 7 Schematic diagram of the connection between the water pump and the crankshaft.

[0038] Reference numerals:

[0039] 1. First adjusting mechanism; 101. Adjusting portion; 102. Supporting portion; 103. Driving portion; 104. Elastic member; 2. Camshaft mounting seat; 3. Crankshaft driving gear; 31. Crankshaft; 4. Camshaft gear; 41. Camshaft; 42. Bearing; 501. Shaft connecting member; 502. Fixing bolt; 6. Oil pump driving gear; 7. Water pump; 701. Water pump vortex chamber; 702. Water pump impeller; 8. Timing cover; 9. Oil pan; 10. Oil pump; 11. Oil collector; 12. First tooth gap; 13. Second tooth gap; 14. Connecting end; 100. First cylinder block; 200. Second cylinder block. DETAILED DESCRIPTION

[0040] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0041] Regarding the above issues, refer to Figure 1-Figure 7 The present invention provides a backlash adjustment assembly for adjusting the backlash between a crankshaft drive gear 3 and a camshaft gear 4, namely, a first backlash 12. The crankshaft drive gear 3 is disposed on a crankshaft 31, and the camshaft gear 4 is disposed on a camshaft 41. The crankshaft drive gear 3 and the camshaft gear 4 mesh, converting the rotational motion of the crankshaft 31 into motion of the camshaft 41, thereby controlling the opening and closing of the intake and exhaust valves using the camshaft 41. The gear adjustment assembly includes a first adjustment mechanism 1, which is disposed on a camshaft mounting seat 2. The camshaft mounting seat 2 is used to support the camshaft 41, so that the camshaft gear 4 on the camshaft 41 remains in a preset position and meshes with the crankshaft drive gear 3. At the same time, the camshaft 41 rotates relative to the camshaft mounting seat 2 under the drive of the camshaft gear 4.

[0042] Reference Figure 3The first adjustment mechanism 1 includes an adjustment portion 101 disposed on the camshaft mounting seat 2. The adjustment portion 101 is capable of moving radially along the camshaft mounting seat 2. The adjustment portion 101 contacts the camshaft 41 and is used to drive the camshaft 41 to move relative to the camshaft mounting seat 2. In this way, the adjustment portion 101 moves radially along the camshaft mounting seat 2, and the adjustment portion 101 applies pressure to the camshaft 41, causing the camshaft 41 to tend to move toward the crankshaft 31. Of course, when the adjustment portion 101 releases or reduces the pressure on the camshaft 41, the camshaft 41 also tends to move away from the crankshaft 31. The camshaft 41 moves radially relative to the camshaft mounting seat 2, driving the camshaft gear 4 mounted thereon to move synchronously, causing the first tooth gap 12 between the camshaft gear 4 and the crankshaft drive gear 3 to change. The operator measures the first tooth gap 12 between the camshaft gear 4 and the crankshaft drive gear 3, and controls the position of the adjustment part 101 according to the measurement result. That is, when the measurement result is greater than the preset value of the first tooth gap 12, the operator operates the adjustment part 101 to move the camshaft 41 toward the crankshaft 31, so that the camshaft gear 4 moves toward the crankshaft drive gear 3; when the measurement result is less than the preset value of the first tooth gap 12, the operator operates the adjustment part 101 to move the camshaft 41 away from the crankshaft 31, so that the camshaft gear 4 moves away from the crankshaft drive gear 3.

[0043] In one embodiment, reference Figure 1 、 Figure 2 The camshaft 41 is provided with a bearing 42 mounted on the camshaft mounting seat 2, and the adjustment portion 101 contacts the bearing 42. The bearing 42 connects the camshaft 41 to the camshaft mounting seat 2, and the camshaft 41 is rotatably connected to the camshaft mounting seat 2 via the bearing 42. When the adjustment portion 101 changes position, it contacts the outer wall of the bearing 42, driving the bearing 42 to move relative to the camshaft mounting seat 2, thereby indirectly driving the camshaft 41 to move. In this way, the adjustment portion 101 does not directly contact the camshaft 41, ensuring that it can adjust the position of the camshaft 41 without affecting the normal operation of the camshaft 41, thereby ensuring the working performance of the camshaft 41.

[0044] In one embodiment, the camshaft mounting base 2 is provided with an assembly hole. The assembly hole is a through hole that connects the inner and outer walls of the camshaft mounting base 2. This allows at least a portion of the adjustment portion 101 located on the outer wall of the camshaft mounting base 2 to extend into the assembly hole and contact the bearing 42 on the camshaft 41. The assembly hole is adapted to fit the adjustment portion 101, and the assembly hole is used to limit the movement direction of the adjustment portion 101, maintaining the movement direction of the adjustment portion 101, so that the adjustment portion 101 can accurately and effectively control the position of the camshaft 41.

[0045] In one possible embodiment, referring to Figure 3The first adjusting mechanism 1 also includes a support portion 102, and the support portion 102 includes a first connecting end and a second connecting end, wherein the first connecting end is an end close to the camshaft mounting seat 2, and the second connecting end is an end arranged opposite to the first connecting end and away from the camshaft mounting seat 2. The first connecting end is connected to the camshaft mounting seat 2, and at least a portion of the adjusting portion 101 extends into the supporting portion 102 by the first connecting end of the supporting portion 102. The supporting portion 102 is used to support and limit the adjusting portion 101, so that the adjusting portion 101 moves along the extension direction of the support portion 102, that is, close to the camshaft 41 or away from the camshaft 41, to avoid the adjusting portion 101 from moving dislocation relative to the camshaft 41 along the axial direction of the camshaft 41. The adjusting portion 101 can effectively control the position of the camshaft 41 with the shortest moving path.

[0046] The first adjustment structure further includes a driving portion 103 , which is movably connected to the second connection end of the support portion 102 . The driving portion 103 moves relative to the support portion 102 to change the relative position of the driving portion 103 and the support portion 102 .

[0047] In one embodiment, the driving portion 103 is a push rod connected to the second connection end of the support portion 102, at least a portion of the push rod extends into the support portion 102 and slides with the support portion 102, a threaded sleeve is provided on the portion of the push rod located outside the support portion 102, and the threaded sleeve is limitedly connected to the push rod so that the threaded sleeve can only rotate relative to the push rod and cannot slide along the direction of the push rod, and a thread that matches the threaded sleeve is arranged on the outer wall of the support portion 102. When controlling the position of the adjustment portion 101, one end of the push rod is sent into the support portion 102 to abut against the adjustment portion 101, the threaded sleeve is matched with the thread on the outer wall of the support portion 102, and the relative position of the threaded sleeve and the support portion 102 is changed by rotating the threaded sleeve, and the threaded sleeve is used to drive the push rod to slide in the support portion 102 along the extension direction of the support portion 102. In this way, the position of the adjustment portion 101 can be controlled conveniently and quickly.

[0048] Preferably, in another embodiment, referring to Figure 3In addition to the above-mentioned sliding cooperation between the driving part 103 and the supporting part 102, the driving part 103 and the supporting part 102 are rotationally cooperated, and the driving part 103 is arranged in the supporting part 102. For example, when the driving part 103 rotates forward, the driving part 103 moves toward the camshaft 41, and when the driving part 103 rotates reversely, the driving part 103 moves away from the camshaft 41. The driving part 103 abuts against the adjusting part 101, driving the adjusting part 101 to move along the supporting part 102. In this way, by controlling the forward or reverse rotation of the driving part 103, that is, controlling the movement direction of the adjusting part 101, the overall operation is simple and fast, the cooperation method between the driving part 103 and the adjusting part 101 is simple in structure, and the cost of use is low. In addition, the driving part 103 is directly connected to the adjusting part 101, which reduces the length of the driving part 103 exposed outside the supporting part 102, reduces the overall length of the first adjusting mechanism 1, and further reduces the space occupied by the first adjusting mechanism 1.

[0049] Specifically, support portion 102 is a sleeve, the first connection end of which is connected to the outer wall of camshaft mounting base 2. Drive portion 103 is an adjusting nut that drives adjustment portion 101 along the sleeve. Adjustment portion 101 is a tappet that abuts the adjusting nut. The sleeve is fixed to the outer wall of camshaft mounting base 2 by welding or bolting. The adjusting nut is threadedly connected to the inner wall of the sleeve. Rotating the adjusting nut drives the tappet to move along the sleeve.

[0050] In one possible embodiment, referring to Figure 3 The first adjustment mechanism 1 also includes an elastic member 104, disposed between the adjustment portion 101 and the drive portion 103. This elastic member 104 ensures smooth relative movement or force transmission between the adjustment portion 101 and the drive portion 103. Preferably, the elastic member 104 is a coil spring, a wave spring, or a leaf spring. The spring is compressed by tightening the adjustment nut, causing the tappet to contact the bearing 42. Thus, if the backlash between the crankshaft drive gear 3 and the camshaft gear 4 is measured and determined to not meet design requirements, the tightening torque of the adjustment nut can be adjusted until the backlash requirements are met.

[0051] In a specific embodiment, referring to Figure 3 The adjusting nut has an inwardly recessed receiving groove on its end face near the tappet. The elastic member 104 is positioned within the receiving groove and fits in with it. One end of the tappet extends into the receiving groove and abuts against the elastic member 104. In this way, the adjusting nut's outer wall is threadedly connected to the inner wall of the sleeve, and the elastic member 104 is accommodated within the inner wall of the adjusting nut's receiving groove. The adjusting nut not only acts as a driving mechanism to control the movement of the tappet, but also limits the elastic member 104, ensuring smoother relative motion and force transmission between the adjusting nut and the tappet.

[0052] In one possible embodiment, referring to Figure 4The backlash adjustment assembly also includes a second adjustment mechanism, which is used to adjust the backlash between the oil pump drive gear 6 and the camshaft gear 4, namely the second backlash 13, to ensure the correct engagement between the oil pump drive gear 6 and the camshaft gear 4, reduce the noise and vibration generated by the gears during operation, and avoid excessive backlash that may cause the gears to produce knocking sounds when engaged, and excessive backlash that may cause the gears to produce excessive vibrations during operation.

[0053] The second adjustment mechanism includes an axial connection member 501, which is connected to the cylinder block of the engine. Specifically, the axial connection member 501 is a positioning pin fixed on the cylinder block of the engine. The axial connection member 501 passes through the pin hole on the oil pump 10. The inner diameter of the pin hole is larger than the outer diameter of the axial connection member 501, and the oil pump 10 can move linearly along the radial direction of the axial connection member 501.

[0054] The oil pump 10 is positioned on the cylinder block by a locating pin. During the assembly process, after the oil pump 10 roughly reaches the preset position, the tooth gap between the oil pump drive gear 6 and the camshaft gear 4 is measured. If the tooth gap does not meet the design range requirements, with the locating pin as the support point, the inner diameter of the pin hole is larger than the outer diameter of the locating pin, and the oil pump 10 can move linearly along the radial direction of the locating pin. The operator moves the oil pump 10 to drive the oil pump drive gear 6 to move synchronously, thereby achieving the purpose of changing the second tooth gap 13 between the oil pump drive gear 6 and the camshaft gear 4. Of course, in addition to being able to move linearly along the radial direction of the locating pin, the oil pump 10 can also perform rotational motion relative to the locating pin. In this way, according to actual needs, the oil pump 10 can be driven to perform linear movement or rotational movement to meet the assembly requirements, and the overall operation process is simple and convenient. In addition to using a locating pin, the above-mentioned shaft connecting member 501 can also be a rod body or other structure that plays a positioning role.

[0055] Further, refer to Figure 4 To improve the installation performance of the oil pump 10, the second adjustment mechanism also includes at least one fixing bolt 502, for example, four fixing bolts 502 are used. The four fixing bolts 502 are arranged along the outer circumference of the oil pump 10, and the fixing bolts 502 are used to connect the oil pump 10 to the cylinder block of the engine. During the assembly process of the oil pump 10, the oil pump 10 is first assembled to the cylinder block using the fixing bolts 502 without applying torque. The oil pump 10 is then shaken in a clockwise and counterclockwise direction until it stops, and the fixing bolts 502 are pre-tightened to ensure that the oil pump 10 and the cylinder block fit together. The tooth clearance between the oil pump drive gear 6 and the camshaft gear 4 is then measured. If it does not meet the design range requirements, the fixing bolts 502 are loosened, and the oil pump 10 is fine-tuned with the shaft connector 501 as the base point. The fixing bolts 502 are then re-tightened and the tooth clearance is re-measured until it meets the design range requirements.

[0056] The oil pump 10 is a core component of the automotive engine's lubrication system. It is responsible for pumping oil from the oil pan 9 and delivering it under pressure to various engine parts requiring lubrication, ensuring proper engine operation. Taking a horizontally opposed engine as an example, the engine comprises a first cylinder block 100 (left cylinder block) and a second cylinder block 200 (right cylinder block). The first regulating mechanism 1 is located in the second cylinder block 200, and the oil pump 10 and the second regulating mechanism are located in the first cylinder block 100.

[0057] Secondly, refer to Figure 5 、 Figure 6 、 Figure 7 , provides an engine, including a tooth clearance adjustment assembly as described above; the tooth clearance adjustment assembly includes a first adjustment mechanism 1 and a second adjustment mechanism, wherein the first adjustment mechanism 1 is used to adjust the first tooth clearance 12 between the crankshaft drive gear 3 and the camshaft gear 4, and the second adjustment mechanism is used to adjust the second tooth clearance 13 between the oil pump drive gear 6 and the camshaft gear 4.

[0058] Reference Figure 7 The engine is provided with a water pump 7, which is connected to the cylinder block of the engine, and a water pump vortex chamber 701 of the water pump 7 is provided on the timing cover 8 of the engine. The pump shaft of the water pump 7 is directly connected to the connecting end of the crankshaft 31, and a water pump impeller 702 is connected to the pump shaft of the water pump. In this way, the water pump 7 and the crankshaft 31 are directly connected to achieve direct drive. Compared with the traditional drive through a chain or belt, which has a master and slave wheel setting method, the pump shaft of the water pump 7 in this application is directly connected to the crankshaft 31, which shortens the axial length of the engine and reduces a set of water pump 7 transmission system, thereby achieving a compact and small engine and reducing costs.

[0059] The water pump vortex chamber 701 of the water pump 7 is integrated on the timing cover 8. The water pump vortex chamber 701 can be used as a reinforcing rib, which can increase the structural strength and rigidity of the timing cover 8, reduce the generation and propagation of vibration and noise, and thus improve the NVH performance of the entire vehicle. In addition, the integrated design can optimize the structural layout of the timing cover 8 to achieve better vibration control and noise isolation. For example, the natural frequency of the timing cover 8 can be changed by adjusting the position and shape of the water pump vortex chamber 701, thereby avoiding resonance with other components of the engine. In addition, integrating the water pump vortex chamber 701 on the timing cover 8 saves space and makes the overall layout of the engine more compact. The axial length of the engine is shortened, thereby reducing the overall size and weight of the engine. The space originally used to install the independent water pump 7 can be effectively utilized, further improving the space utilization rate of the engine compartment.

[0060] With the rise of new energy vehicle models, HEV, PHEV, REEV, and BEV have gradually become mainstream. Pure electric vehicles are favored by consumers for their superior driving experience and extended battery life. However, their sales are limited by industry restrictions such as low charging efficiency, severely reduced winter range, and anxiety about long-distance driving. This led to the creation of a small EV range extender. The structural design described above reduces the overall size of the horizontally opposed engine, minimizing the size of the highly integrated module unit with the horizontally opposed engine and generator, making it easier to deploy.

[0061] In one possible embodiment, referring to Figure 7 , one of the connecting ends of the pump shaft of the water pump 7 and the crankshaft 31 is provided with a protrusion, and the other is provided with a recessed portion adapted to the protrusion, and the connecting end 14 is the connection position of the protrusion and the recessed portion. By placing the protrusion in the recessed portion, the pump shaft of the water pump 7 and the crankshaft 31 are directly connected and driven. Specifically, the pump shaft of the water pump 7 is provided with a protrusion protruding from the pump shaft, and the connecting end of the crankshaft 31 is provided with a recessed portion recessed in the crankshaft 31, and the protrusion and the recessed portion are adapted; or, the pump shaft of the water pump 7 is provided with a recessed portion recessed in the pump shaft, and the connecting end of the crankshaft 31 is provided with a protrusion protruding from the crankshaft 31, and the recessed portion and the protrusion are adapted.

[0062] The above-mentioned protrusion is a straight-line protrusion protruding from the end face of the pump shaft, and the above-mentioned recessed portion is a straight-line groove recessed in the end face of the crankshaft 31. The straight-line protrusion is placed in the straight-line groove to realize a direct connection between the pump shaft and the crankshaft 31; or, the above-mentioned protrusion is a cross-shaped protrusion protruding from the end face of the pump shaft, and the above-mentioned recessed portion is a cross-shaped groove recessed in the end face of the crankshaft 31. The cross-shaped protrusion is placed in the cross-shaped groove to realize a direct connection between the pump shaft and the crankshaft 31; or, in addition to the above-mentioned two connection methods, a dovetail groove or other method can also be used to realize a direct connection between the two.

[0063] In one possible embodiment, referring to Figure 5 、 Figure 6 , further comprising a first cylinder body 100 (left cylinder body), with a first oil reservoir chamber provided at its bottom; and a second cylinder body 200 (right cylinder body), with a second oil reservoir chamber provided at its bottom. The first and second cylinder bodies 100 and 200 are horizontally butted together to form the cylinder body, and the bottom of the cylinder body is combined with the housing of the first and second oil reservoir chambers to form the oil pan 9. Thus, compared to conventional designs where the cylinder body and oil pan 9 are separate, this application extends the bottom of the cylinder body downward by a certain distance. The downwardly extending area of ​​the cylinder body bottom is designated as the oil pan's oil storage and oil collection functional area. The oil collector 11 is disposed within the first cylinder body 100 to collect the oil.

[0064] The cylinder block is cast in one piece using high-pressure casting. The high-pressure casting process ensures that the cylinder block has higher density and strength, thereby increasing its rigidity. The one-piece design eliminates the joint between the traditional cylinder block and the oil pan 9. The solid ribs can pass through the connection between the cylinder block and the oil pan 9 to reinforce the cylinder block, further improving the rigidity of the overall structure. The cylinder block can produce less vibration and deformation when subjected to external excitation, thereby reducing noise and vibration. In addition, the design of the integrated oil pan 9 reduces the number of components required for the engine, such as reducing the number of bolts used to connect the oil pan 9 and the cylinder block, thereby reducing material and manufacturing costs. The removal of bolts eliminates the need for additional connection and sealing operations during assembly, helping to simplify the assembly process and reduce labor costs.

[0065] Furthermore, considering the influence of the camshaft 41 on the oil flow, excessive eddy currents and agitation are avoided. The oil pan 9 formed at the bottom of the cylinder body is spaced a certain safe distance from the camshaft 41, and the distance is not less than 20 mm.

[0066] In a third aspect, a vehicle is provided, comprising any one of the above-mentioned engines. The vehicle is equipped with the above-mentioned engine, which is not only compact but also has better NVH (noise, vibration and harshness) performance.

[0067] The basic principles of the present application have been described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, and effects mentioned in this application are merely illustrative and not restrictive, and it should not be assumed that these advantages, strengths, and effects are required of each embodiment of this application. In addition, the specific details disclosed above are merely illustrative and facilitating understanding, and are not restrictive. The above details do not limit this application to necessarily being implemented using the above specific details.

[0068] The components and devices involved in this application are only illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the accompanying drawings. As will be appreciated by those skilled in the art, these components and devices can be connected, arranged, or configured in any manner. Words such as "including," "comprising," "having," and the like are open-ended words that mean "including but not limited to," and can be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or" and can be used interchangeably therewith unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and can be used interchangeably therewith.

[0069] It should also be noted that in the devices and equipment of the present application, the components can be decomposed and / or reassembled, and such decompositions and / or reassemblies should be regarded as equivalent solutions of the present application.

[0070] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present application. Therefore, the present application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0071] It should be understood that the qualifiers "first", "second", "third", "fourth", "fifth" and "sixth" used in the description of the embodiments of the present application are only used to more clearly illustrate the technical solutions and cannot be used to limit the scope of protection of the present application.

[0072] The above description has been provided for the purpose of illustration and description. Furthermore, this description is not intended to limit the embodiments of the present application to the forms disclosed herein. Although a number of example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

[0073] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A backlash adjustment assembly, characterized in that: include: a first adjustment mechanism, provided on the camshaft mounting seat, for adjusting the backlash between the crankshaft drive gear and the camshaft gear; The first adjustment mechanism includes an adjustment portion provided on the camshaft mounting seat, wherein the adjustment portion is capable of moving radially along the camshaft mounting seat and is in contact with the camshaft to drive the camshaft to move relative to the camshaft mounting seat.

2. The backlash adjustment assembly according to claim 1, characterized in that: The first adjustment mechanism further includes: The support portion includes a first connecting end and a second connecting end, wherein the first connecting end is connected to the camshaft mounting seat, and at least a portion of the adjusting portion extends into the support portion from the first connecting end of the support portion; The driving portion is movably connected to the second connection end of the supporting portion, and the driving portion abuts against the adjusting portion to drive the adjusting portion to move along the supporting portion.

3. The backlash adjustment assembly according to claim 2, characterized in that: The supporting portion is a sleeve, and the first connecting end of the sleeve is connected to the outer wall of the camshaft mounting seat; The driving part is an adjusting nut that drives the adjusting part to move along the sleeve; The adjusting portion is a tappet that abuts against the adjusting nut.

4. The backlash adjustment assembly according to claim 1, characterized in that: The first adjustment mechanism further includes an elastic member, and the elastic member is arranged between the adjustment portion and the driving portion.

5. The backlash adjustment assembly according to any one of claims 1 to 4, characterized in that: The backlash adjustment assembly further includes a second adjustment mechanism, the second adjustment mechanism including: a shaft connecting member connected to the cylinder block of the engine and used to adjust the backlash between the oil pump drive gear and the camshaft gear; The shaft connection member passes through a pin hole on the oil pump, the inner diameter of the pin hole is larger than the outer diameter of the shaft connection member, and the oil pump can move linearly along the radial direction of the shaft connection member.

6. The backlash adjustment assembly according to claim 5, characterized in that: The second adjustment mechanism further includes at least one fixing bolt, and the fixing bolt is used to connect the oil pump and the cylinder block of the engine.

7. An engine, characterized in that: include: The backlash adjustment assembly according to any one of claims 1 to 6; A water pump is connected to the cylinder block of the engine, and a water pump vortex chamber of the water pump is arranged on the timing cover of the engine. The pump shaft of the water pump is directly connected to the connecting end of the crankshaft.

8. The engine according to claim 7, characterized in that One of the connecting ends of the pump shaft of the water pump and the crankshaft is provided with a protrusion, and the other is provided with a recessed portion adapted to the protrusion.

9. The engine according to claim 7, characterized in that Also includes: The first cylinder body has a first oil storage cavity provided at the bottom; The second cylinder body has a second oil storage chamber provided at the bottom; The first cylinder body and the second cylinder body are connected in a horizontal direction to form a cylinder body, and the bottom position of the cylinder body is combined with the shell of the first oil storage chamber and the shell of the second oil storage chamber to form an oil pan.

10. A vehicle, characterized in that: Comprising an engine as described in any one of claims 7-9.

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