Engine gear set and engine

Abstract

The utility model provides an engine gear set and an engine, which comprise a first gear set and a second gear set, wherein the first gear set and the second gear set are meshed with each other and are arranged on the same meshing plane, and the second gear set and the second gear set are meshed with each other and are arranged on the other same meshing plane. The first gear set and the second gear set are arranged in parallel, and the first gear set is connected with the second gear set and used for transmitting power to the second gear set; according to the engine gear set and the engine, an independent gear is adopted for a large-flow hydraulic pump to transmit power, so that abrasion to a lining of a gear shaft is reduced, meanwhile, the overall structure is more reasonable, the reliability of an engine gear train is improved, and the service life of the engine gear train is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of mechanical engineering, and in particular to an engine gear set and an engine. Background Technology

[0002] With increasing demands for complete vehicles, features such as air pump brakes and hydraulic pump boosters require their implementation in conjunction with the engine. In related technologies, the air pump and fuel injection pump are integrated into a dual pump, both driven by the fuel injection pump gear. This means the hydraulic pump gear in the transmission system is driven by the camshaft gear, which can easily cause abnormal wear of the camshaft bushings. Furthermore, an inadequately designed transmission system increases the risk of damage to the transmission gear system, thus affecting its reliability and service life.

[0003] Therefore, it is necessary to provide an engine gear set and an engine to overcome the defects mentioned above. Utility Model Content

[0004] The purpose of this utility model is to provide an engine gear set and engine, which uses two sets of gears placed on different meshing surfaces to integrate and drive the fuel injection pump, camshaft, air pump and high-flow hydraulic pump. The high-flow hydraulic pump uses a separate gear to transmit power, thereby improving the reliability and service life of the engine gear system.

[0005] According to one aspect of the present invention, an engine gear set is provided, including a first gear set that meshes with each other and is located on the same meshing plane, and a second gear set that meshes with each other and is located on another same meshing plane. The first gear set and the second gear set are arranged side by side and connected to the second gear set for transmitting power to the second gear set.

[0006] The first gear set includes a first gear, a crankshaft timing gear, a hydraulic pump gear, and a second gear that meshes with the crankshaft timing gear and the hydraulic pump gear respectively. Power is transmitted to the second gear through the crankshaft timing gear, and then to the hydraulic pump gear through the second gear. The crankshaft timing gear also directly meshes with the first gear to drive the first gear to rotate, and then transmits power to the second gear set through the first gear.

[0007] The second gear set includes: a third gear, a fuel injection pump gear, a camshaft gear, and an air compressor gear. The third gear is coaxially arranged with the first gear and rotates synchronously with the first gear. The third gear meshes with the fuel injection pump gear to drive the fuel injection pump gear to rotate. The third gear also meshes with the camshaft gear to drive the camshaft gear to rotate. The camshaft gear meshes with the air compressor gear to drive the air compressor gear to rotate.

[0008] Along the axial direction between the first gear and the second gear, the gear combination containing the crankshaft timing gear, the second gear, and the hydraulic pump gear is located on the same side as the gear combination containing the camshaft gear and the air compressor gear.

[0009] The above-described gear system can integrate the drive of the fuel injection pump, camshaft, air pump, and high-flow hydraulic pump. The gear system adopts a double-layer gear transmission, with a separate gear for transmitting power to the high-flow hydraulic pump, thereby reducing wear on the bushings of the gear shaft. At the same time, the overall structure is more reasonable, improving the reliability and service life of the transmission gear system.

[0010] Preferably, the third gear includes a bushing portion and meshing teeth located at the outer end of the bushing portion. The first gear is sleeved on the bushing portion and connected to the bushing portion by a key, thereby driving the third gear to rotate synchronously. This solution helps to transmit power from the first gear set to the second gear set. The solution avoids placing all transmission gears on the same meshing surface, thus improving the compactness of the engine structure.

[0011] Preferably, the bushing portion further includes a keyway for placing a key, and the first gear and the third gear are joined by a heat fitting, with the key connection ensuring relative timing during the heat fitting process.

[0012] Preferably, the engine gear set further includes a first drive shaft and a first bearing sleeved on the first drive shaft, the first bearing being located inside the bushing portion and having an interference fit with the bushing portion. This design helps to achieve stable power transmission while reducing wear on the bushing portion, thus improving reliability and service life.

[0013] Preferably, bolt mounting holes are provided at the end of the first drive shaft and at the end of the crankshaft timing gear.

[0014] Preferably, the inner wall of the bushing portion is provided with a thrust step and a retaining ring groove along the circumferential direction. The thrust step is located at one end of the bushing portion relatively close to the meshing teeth, and the retaining ring groove is located at the other end of the bushing portion relatively far from the meshing teeth. One end of the first bearing abuts against the thrust step. This facilitates the assembly of the first gear and the third gear and improves the service life of the gears.

[0015] Preferably, the engine gear set further includes a first retaining ring placed in the retaining ring groove, and the other end of the first bearing abuts against the first retaining ring.

[0016] Preferably, the engine gear set further includes a second drive shaft coaxially arranged with the second gear, a second bearing sleeved on the second drive shaft, and a third bearing sleeved on the second drive shaft.

[0017] Preferably, the first bearing is a double-row tapered roller bearing, and the first drive shaft is clearance-fitted with the first bearing.

[0018] Preferably, the timing is ensured by engraving on the corresponding teeth of the first gear and the crankshaft timing gear; the timing is ensured by engraving on the corresponding teeth of the third gear and the fuel injection pump gear; and the timing is ensured by engraving on the corresponding teeth of the third gear and the camshaft gear.

[0019] Preferably, an engine includes an injection pump, a hydraulic pump, an air pump, a camshaft, and an engine gear set as described above. The engine gear set is connected to the injection pump, the hydraulic pump, the air pump, and the camshaft respectively to realize engine power transmission.

[0020] This utility model provides an engine gear set and engine, which uses two sets of gears placed on different meshing surfaces to integrate and drive the fuel injection pump, camshaft, air pump and high-flow hydraulic pump. The high-flow hydraulic pump uses a separate gear to transmit power, thereby reducing the wear on the bushing of the gear shaft. At the same time, the overall structure is more reasonable, improving the reliability and service life of the engine gear system. Attached Figure Description

[0021] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments:

[0022] Figure 1 This is a schematic diagram of the engine gear set.

[0023] Figure 2 This is a schematic diagram of the third gear;

[0024] Figure 3 This is a schematic diagram of a partial structure of an engine.

[0025] Explanation of icon numbers:

[0026] 10. First gear set; 20. Second gear set; 30. First drive shaft; 40. Retaining ring; 50. First bearing; 60. Second bearing; 70. Third bearing; 80. Second drive shaft; 60. Second gear set; 101. First gear; 102. Crankshaft timing gear; 103. Second gear; 104. Hydraulic pump gear; 201. Fuel injection pump gear; 202. Third gear; 203. Camshaft gear; 204. Air compressor gear; 2021. Keyway; 2022. Retaining ring groove; 2023. Thrust step; A1. Fuel injection pump; A2. Air pump; A3. Hydraulic pump. Detailed Implementation

[0027] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] To keep the drawings concise, only the parts relevant to this invention are shown schematically in each figure, and they do not represent the actual structure of the product. Furthermore, for ease of understanding, in some figures, only one of the components with the same structure or function is schematically depicted, or only one is labeled. In this document, "one" not only means "only one," but can also mean "more than one."

[0029] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0030] In this document, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0031] Furthermore, in the description of this application, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0032] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the specific implementation methods of this utility model will be described below with reference to the accompanying drawings. Obviously, the drawings described below are merely some embodiments of this utility model. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without any creative effort.

[0033] See Figures 1 to 3 As shown, this embodiment provides an engine gear set, including a first gear set that meshes with each other and is located on the same meshing plane, and a second gear set that meshes with each other and is located on another same meshing plane. The first gear set and the second gear set are arranged side by side and connected to the second gear set for transmitting power to the second gear set.

[0034] The first gear set includes a first gear, a crankshaft timing gear, a hydraulic pump gear, and a second gear that meshes with the crankshaft timing gear and the hydraulic pump gear respectively. Power is transmitted to the second gear through the crankshaft timing gear, and then to the hydraulic pump gear through the second gear. The crankshaft timing gear also directly meshes with the first gear to drive the first gear to rotate, and then transmits power to the second gear set through the first gear. The end of the crankshaft timing gear is provided with bolt mounting holes (not marked).

[0035] The second gear set includes: a third gear, a fuel injection pump gear, a camshaft gear, and an air compressor gear. The third gear is coaxially arranged with the first gear and rotates synchronously with the first gear. The third gear meshes with the fuel injection pump gear to drive the fuel injection pump gear to rotate. The third gear also meshes with the camshaft gear to drive the camshaft gear to rotate. The camshaft gear meshes with the air compressor gear to drive the air compressor gear to rotate.

[0036] Along the axial direction between the first and second gears, the gear combination containing the crankshaft timing gear, the second gear, and the hydraulic pump gear is located on the same side as the gear combination containing the camshaft gear and the air compressor gear. A double-layer gear transmission is adopted, and a separate gear is used to transmit power for the high-flow hydraulic pump, which reduces the wear on the bushing of the gear shaft. At the same time, the overall structure is more reasonable, improving the reliability and service life of the transmission gear system.

[0037] The timing is ensured by engraving on the corresponding teeth of the first gear and the crankshaft timing gear; the timing is ensured by engraving on the corresponding teeth of the third gear and the fuel injection pump gear; the timing is ensured by engraving on the corresponding teeth of the third gear and the camshaft gear.

[0038] See Figure 2 As shown, the third gear includes a bushing portion, a meshing tooth portion located at the outer end of the bushing portion, and a keyway located on the outer peripheral wall of the bushing portion for placing a key. The first gear is sleeved on the bushing portion and connected to the bushing portion by a key (not shown), thereby driving the third gear to rotate synchronously. The first gear and the third gear are joined by a heat fitting, and the key connection ensures that they are aligned during the heat fitting process, which helps to transmit the power of the first gear set to the second gear set.

[0039] The inner wall of the bushing portion is provided with a thrust step and a retaining ring groove along the circumference. The thrust step is located at the end of the bushing portion relatively close to the meshing teeth, and the retaining ring groove is located at the other end of the bushing portion relatively far from the meshing teeth. One end of the first bearing abuts against the thrust step. This facilitates the assembly of the first gear and the third gear and improves the service life of the gears. The engine gear set also includes a first retaining ring located in the retaining ring groove, and the other end of the first bearing abuts against the first retaining ring.

[0040] The engine gear set also includes a first drive shaft and a first bearing sleeved on the first drive shaft. The first bearing is located inside the bushing portion and is interference-fitted with the bushing portion. Bolt mounting holes are provided at the end of the first drive shaft. This design helps to achieve stable power transmission while reducing wear on the bushing portion, thus improving reliability and service life.

[0041] The engine gear set also includes a second drive shaft coaxially arranged with the second gear, a second bearing sleeved on the second drive shaft, and a third bearing sleeved on the second drive shaft. The first bearing is a double-row tapered roller bearing, and the first drive shaft and the first bearing are clearance-fitted.

[0042] See Figure 3 As shown, this embodiment also provides an engine, including a fuel injection pump, a hydraulic pump, an air pump, a camshaft (not shown), and an engine gear set as described above. The engine gear set is connected to the fuel injection pump, the hydraulic pump, the air pump, and the camshaft respectively to realize engine power transmission. Specifically, the fuel injection pump gear is connected to the fuel injection pump, the hydraulic pump gear is connected to the hydraulic pump, and the air pump gear is connected to the air pump.

[0043] The working principle of this embodiment is as follows: the crankshaft timing gear transmits power to the engine gear set through its connection with the crankshaft. One side of the crankshaft timing gear meshes with the second gear, and the second gear meshes with the hydraulic pump gear to transmit power to the hydraulic pump gear, thereby driving the hydraulic pump to work. The other side of the crankshaft timing gear meshes with the first gear. The first gear and the third gear are connected through a bushing, driving the third gear to rotate synchronously with the first gear, thus transmitting power to the second gear set. One side of the third gear meshes with the fuel injection pump gear, causing the fuel injection pump gear to rotate and drive the fuel injection pump to work. The other side of the third gear meshes with the camshaft gear, causing the camshaft gear to drive the camshaft to work. The camshaft gear meshes with the air compressor gear, transmitting power to the air compressor gear, thereby driving the air pump to work.

[0044] This utility model provides an engine gear set and engine, which uses two sets of gears placed on different meshing surfaces to integrate and drive the fuel injection pump, camshaft, air pump and high-flow hydraulic pump. The high-flow hydraulic pump uses a separate gear to transmit power, thereby reducing the wear on the bushing of the gear shaft. At the same time, the overall structure is more reasonable, improving the reliability and service life of the engine gear system.

[0045] It will be apparent to those skilled in the art that various modifications and variations can be made to the exemplary embodiments of the present invention without departing from the spirit and scope of the present invention. Therefore, it is intended that the present invention cover modifications and variations falling within the scope of the appended claims and their equivalents.

Claims

1. An engine gearset, characterized by: The first gear set and the second gear set are coaxially arranged and connected to transmit power to the second gear set. The first gear set comprises a first gear, a crankshaft timing gear, a hydraulic pump gear, and a second gear engaged with the crankshaft timing gear and the hydraulic pump gear, respectively, power is transmitted to the second gear through the crankshaft timing gear, and then transmitted to the hydraulic pump gear through the second gear, the crankshaft timing gear is directly engaged with the first gear to drive the first gear to rotate, and then power is transmitted to the second gear set through the first gear. The second gear set comprises a third gear, an oil pump gear, a camshaft gear, and an air pump gear, the third gear is coaxially arranged with the first gear and synchronously rotates with the first gear, the third gear is engaged with the oil pump gear to drive the oil pump gear to rotate, the third gear is simultaneously engaged with the camshaft gear to drive the camshaft gear to rotate, and the camshaft gear is engaged with the air pump gear to drive the air pump gear to rotate. The gear combination of the crankshaft timing gear, the second gear, and the hydraulic pump gear is located on the same side as the gear combination of the camshaft gear and the air pump gear along the axial direction between the first gear and the second gear.

2. An engine gearset as claimed in claim 1, wherein: The third gear comprises a sleeve portion and an engagement tooth portion arranged at the outer wall end of the sleeve portion, the first gear is sleeved on the sleeve portion, and the sleeve portion is connected with the third gear through a key to synchronously drive the third gear to rotate.

3. An engine gearset as claimed in claim 2, wherein: The first transmission shaft and the first bearing sleeved on the first transmission shaft are further included, and the first bearing is arranged inside the sleeve portion and is in interference fit with the sleeve portion.

4. An engine gearset as claimed in claim 3, wherein: The inner wall of the sleeve portion is circumferentially provided with a thrust step and a retainer groove, the thrust step is arranged at one end of the sleeve portion close to the engagement tooth portion, the retainer groove is arranged at the other end of the sleeve portion away from the engagement tooth portion, and one end of the first bearing abuts against the thrust step.

5. An engine gearset as claimed in claim 4, wherein: The first retainer arranged in the retainer groove is further included, and the other end of the first bearing abuts against the first retainer.

6. An engine gearset as claimed in claim 5 wherein: The second transmission shaft coaxially arranged with the second gear, the second bearing sleeved on the second transmission shaft, and the third bearing sleeved on the second transmission shaft are further included.

7. An engine gearset as claimed in claim 6 wherein: The first bearing is a double-row tapered roller bearing, and the first transmission shaft is in clearance fit with the first bearing.

8. An engine comprising an oil pump, a hydraulic pump, an air pump, a camshaft, and the engine gear set of claim 1 or claim 7, the engine gear set being connected with the oil pump, the hydraulic pump, the air pump, and the camshaft to realize engine power transmission.

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